street rod life spring 2016

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StaffGroup Publisher Shawn Brereton

Editorial Director Todd Ryden

Senior Tech Editor Jeff Smith

Tech Editor Richard Holdener

ContributorsCindy Bullion Brandon FlanneryJoe Greeves Dan HodgdonJohn Jackson Chadly Johnson Barry Kluczyk Trenton McGeeTony Thacker Manufacturers

Advertising/SubscriptionsIvan Korda Dave FerratoJonathan ErtzFor advertising inquiries call 901.260.5910.

Copy Editor Cindy Bullion

Production Hailey Douglas

Art Jason Wommack

Street Rod Life is published quarterly to promote the growth of street rodding as well as recog-nize the parts and services from participating manufacturers. The magazine consists of dedicated in-formation from partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to street rodders and fans.

Editorial content and advertise-ments for each issue can originate from partner companies participat-ing in the magazine.

Street Rod Life is a hybrid of con-tent that was originally published at StreetRodLife.com and original content that was created for this quarterly print magazine. Magazine distribution occurs through direct distribution from parent company Xceleration Media, its partner companies, and marquee events throughout the year.

Street Rod Life is a property of Xcel-eration Media. No part of this mag-azine may be reproduced without written consent from Xceleration Media. All rights reserved. Printed in the USA.

Todd Ryden [email protected]

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036584

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DO ITAT HOMEEFI TANKS COLUMN WIRING REPLACING POINTS BEDDING BRAKESTRANS COOLING

STILL PLAYING WITH CARS

OF STREET ROD?

DAVE MARCIS

THE NEW DEFINITION

BAD INFLUENCE ’55 STREET GASSER

LATEST GARAGEGEAR

PUSHING THE

DETROIT’S GREAT THE BEST FROM AUTORAMA

PRINTWEB

VIDEO SOCIAL

SRL2016-1.indd 1

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John Jackson of Not Stock Photography

captured Juan Martinez’s

’69 Mustang glowing on

the strip.

CoverON THE

Ready for summer, road trips

Though we’re smack in the middle of a thick winter season as I pen this column, the team at Xceleration Media and Street Rod Life are thinking about the long list of rodding opportunities ahead in the year. Our calendars are filling up with

events across the country to attend and cover on our websites, and in these very pages. From the Grand National Roadster Show in Pomona to the Turkey Trot in Daytona, our weekends are filling up fast.

We have a few indoor events we’ll be cover-ing as the winter months drag on (check out the Detroit Great 8 on page 46), but it’s the summer-time outdoor cruises, road tours, and shows that are our favorite. Better yet, there’s never been so many events to choose from, so you bet-ter be using your winter downtime wisely to get your rod ready for the summer months.

Do yourself a favor this year and plan a road trip in your rod. Maybe hook-up with a few fel-low rodders or map out a trip to visit an old friend or two. Or, pack up a kid or grandkid for a little windshield bonding time and get them to understand what it’s like to feel the bumps in the road and wave to passersby rather than have their head stuffed down into a glowing screen.

How many of you out there remember the alphabet memory game, or calling let-ters off billboards, license plates, and car emblems to pass the time? You can really throw off the younger generation by handing them an actual printed map rather than a GPS screen. Following the highways and back roads through a book of maps is a lot more fun than listening to a digital voice tell you when to turn and where the next Waffle House is located.

A road trip doesn’t necessarily need to be an overnight, long distance trip either. Consider planning a one-day trip across the state to take in a different local cruise or lit-tle tourist town on a lake coast or in the hills. Drive a couple hours, walk around to see the sights, get some lunch and head back. You’ll meet some new people, see a different area and put some miles on the mill. Plus you’ll be home the next day to mow the lawn and take care of any honey-dos before the work week begins again.

In this day and age, you have absolutely no excuse not to have fun on the road. I’m happy to say that in the last few months, I’ve put more miles on my Tempest than it’s seen in the last couple years. And there’s already a couple more trips planned for the summer. Pulling into a gas station or grabbing a bite always brings up questions when you’re in a rod, and that’s part of the fun.

Has there ever been a time with more hot rod events and road trips? Road Tours, Power Tours, Drag Weeks, fun runs, and rod runs are taking place all over the country. You have no excuses. Join in the fun — and we’ll see you out there! SRL

Todd [email protected]

We have a busy June ahead. And July, and August…

2 STREET ROD LIFE Vol. 2, No. 1

FEATURES

14 ’41 FORD SEDANThe definition of long term project

20 PETERSEN RESTOREDA look at the restored museum

30 STAMPEDEPony car does the Great 8

46 2016 GREAT 8The finalists and winner

56 ’32 ROADSTERWhy yes, I’d love a mimosa

62 GROVE BOYS WILLYS GASSERMr. Normann’s Gasser history lesson

70 TALKING TURKEYDaytona Turkey Run

74 CRAZY FOR A CAPRI306c.i. Inglese-fueled fun

76 STREET GASSER SHOEBOXMonkey see, monkey do

84 NASCAR TO STREET CARDave Marcis still plays with cars

30 COVER STORYMUSTANG STAMPEDEGet out of the way!

Even more features, videos, & event coverage

@StreetRodLife.com

INSIDE...STREETRODLIFE.COM Vol. 2, No. 1

DEPARTMENTS

01 FIRE IT UPSummer fun on the run

04 GRINDING GEARSWhat is a street rod?

06 RPM REPORTThe rodding scoop

08 DIGITAL DETOURCool links to surf

09 VIDEO PLAYLISTTake a break and watch

10 ROD SHOTWaiting in the sun

12 SOCIAL BUZZSocializing with SRL

14 IN THE PASSENGER SEATTony Thacker talks AXC

90 CLUB SPOTLIGHT60 years with the Gophers

93 LIFER OF THE MONTHRon Wade through the years

94 HIT THE ROADCool things you need to do

96 BEHIND THE DOORBrother’s hang out

STREETRODLIFE.COM 3

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Parts Store

PETERSEN RESTOREDA look at the restored museum

2016 GREAT 8The winner and finalists

MANIFOLD TESTSingle or Dual LS Manifolds

GROVE BOYS GASSERNormann’s gasser history lesson20

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TECH

26 COLUMN WIRINGTips for wiring signals, horns and switches

36 LS MANIFOLD TESTSingle or dual plane dyno test

44 EFI TANKS FOR MUSCLE CARSRick’s talks affordable tanks

48 ELECTRONIC POINTSGo FAST, go pointless

60 MATCH MAKERBuying a matching rotating assembly

68 OIL CHANGE OF A DIFFERENT SORTDiesel oil is different now

82 HOW TO BED PADSTake your brake pads to bed

88 COOL TRANSMISSION Cool fluid for happy transmissions

See more new products updated daily at StreetRodLife.com.


WITH SHAWN BRERETON

This will only take a minute . . . I promise. I don’t normally write a column in Street Rod Life, but I felt compelled to write a little something in defense of the

Stampede Mustang on the cover. Honestly, after some internal struggle — both within my

own mind and amongst my coworkers — I still don’t know where I stand on the issue.

There are two hotly contested discussions going on among car enthusiasts these days: What constitutes a street car (we’ll leave that one for Drag Racing Scene), and what constitutes a Street Rod? While the street car issue might be slightly a lit-tle hotter, the street rod issue is definitely the hottest in the car show arena. Truth be told, no one is right or wrong on either issue because of the subjectivity of the topic.

SRL Editor, Todd Ryden, said in his first column of this magazine (2015-Vol. 1, No. 1) that we would not stick to the traditional “old-school” definition of street rod, but instead, that SRL would not be afraid to venture out to the fringes of street rodding:

“One thing we would like to address right up front is the term ‘street rod’. Many enthusiasts used to place a year of manufacture as a designation on what defines a street rod. In this old-school way of thinking, a street rod was considered to be a vehicle manufactured in 1948 and prior. However, to the team at SRL, we feel the term ‘street rod’ has evolved to include newer cars as well. In fact, it seems that the term street rod can be used to describe nearly any car or truck that has been modi-fied to look or perform better than when it was new.”With that new definition established, boundaries were

stretched (but not really breached) when we received this batch of photos from John Jackson of Not Stock Photography, giving us our first real cover conundrum on our hands.

We featured some Restomods in 2015 that stretched the street rod definition in each issue: the Ecoboost 33 in Issue 1, Alex Short’s ’58 T-bird in Issue 2, and Brett Cygan’s speedway inspired ’56 Chevy in issue 3. But none of those made the cov-er (Cygan’s nearly did, but that cardboard color — while awe-somely different — didn’t exactly come screaming off the page at you). In the end, it was vetoed for something more traditional.

So that brings us back to Stampede. I was told the car hasn’t been featured in any other nation-

al magazine (I don’t know if that is true, don’t really care), but I wondered why a car that just missed the Ridler would not be featured in every major magazine? Now I think I can answer that question.

I’ve seen a few of these photos of the car on social media, and they get plenty of likes/shares. There is no doubt the car can be polarizing, but there is no disputing the craftsmanship is stun-ning! It is built to perfection to the owner’s, as well as the build-er’s, exacting standards, in the style he wanted; every part has been massaged by GAP Racing to the Nth degree, and it proba-bly drives better than a CTS-V, but why so little coverage?

In my opinion, the answer is this – it couldn’t be put into one specific category. It skirts the edges of all the traditional categories of Street Rod, Hot Rod, Restomod, Muscle Car, Pro Street, or whatever label you want to lump cars into. So, I’m sure others had the same problem and decided to punt instead of just looking at the car for what it really is — an extension of Mr. Martinez’s vision.

Does it meet everyone’s definition of Street Rod? I’m sure it doesn’t, but I think the ingenuity that went into this build de-serves to be seen. I’m sure there are some things someone will see that they can incorporate into their “traditional” Street Rod.

We here at SRL might not agree with a particular build, but that is not going to stop us from putting the car in the magazine

if we think it is worthy. We are car guys (and gals) at heart and can appreciate the work that goes into each and every one of them. Everyone has their own way of building a car, and at the end of that day, isn’t that what street rodding is all about?

Don’t worry, we won’t forget the ori-gins of street rodding, but sometimes a car is just too good to pass up just because someone’s label doesn’t exactly fit. What do you think — let me know at [email protected]. SRL

You know, I guess I think I’ve always been a professional critic, or some sort of profes-sional appreciator or something. And I just wanted to do something new... put some-thing new out into the world, you know. — John Cusack, High Fidelity

Everyone please remain calm

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RPM REPORTNEWS HOT TOPICS INFO

SPONSORED BY

July 8th is Collector Car Appreciation DayJuly 8 marks the 7th annual Collector Car Appreciation Day! The special recognition is intended to grow and help show how important automo-tive restoration, collecting, and just good ol’ hot rodding is to our history and heritage.

Be sure to spread the word and plan to drive your rod to work or a show that today. This is also an ideal opportunity to create or schedule a cruise and urge employees to drive their pride and joy to the office on July 8.

If you drive your car to work, take pictures and use the hashtag #StreetRodLife when uploading to social media and we may use them in an upcoming issue.

The Detroit Autorama drew thousands of spectators who were hungry to see some hot rods as a retreat from the long winter months, and like the last 64 shows, they were not disappoint-ed. One of the highlights of the 3-day extravaganza is the coveted Don Ridler Memorial Award that is bestowed on a vehicle making its debut at the event.

This year, the award will be heading to Texas with Billy and Debbie Thomas and their stunning ’39 Oldsmobile con-vertible. The Olds started life as a Mod-el 60 and has now been reborn thanks to the hard work, vision, and perseverance of Harold Chapman and his crew at Customs and Hot Rods of Andice, a tiny Texas town north of Austin.

We’re happy to report that the Olds is even Olds-powered with a torquey Mondello 455c.i. nestled into an Art Morrison chassis. From there, the mod-ifications are too numerous to list and include hand-crafted sheet metal, one-off wheels, and much more. Stunning!

To see the rest of the Great 8 finalists, see page 46.

Texans take the 2016 Ridler

STREETRODLIFE.COM 7

RPM REPORTNEWS HOT TOPICS INFO

2016 America’s Most Beautiful RoadsterCongratulations Darryl Hollenbeck for being honored with the historic America’s Most Beautiful Roadster Award during the 2016 Grand National Roadster Show!

Hollenbeck’s ’32 highboy started

with a Brookville body and a pair of So-Cal rails with power from a classi-cally detailed Edelbrock-built small-block Chevy.

Sid Chavers did the interior and vinyl top, his pal Dan Webb and Cory

Taulbert at Webb Automotive Art han-dled the chassis and mechanical side of the build, while Darryl and his team at Vintage Color Studio sprayed the custom mixed PPG Envirobase over the steel. Absolutely beautiful.

A big congratulations ring out to Bobby Alloway and his team for scoring the 2015 SEMA Battle of the Builders title. What’s really cool about this event is that once the top 10 are announced, it’s the builders that vote! Winning is one thing, but winning with a decision rendered by your peers is extra sweet.

“This has to be the biggest award I have ever won,” Alloway said. “We were being judged by our peers — guys that can do, and have done, the same as I. That’s big!”

The top three of the event included Chip Foose with the Imposter ’65 Impa-la and Alan Johnson’s ’53 Studebaker.

Bobby won with a traditionally inspired ’33 Ford Roadster owned by Larry Olsen.

The full-fendered Ford is pow-ered by a vintage Hemi, topped with EFI-enhanced Strombergs with flames over his trademark black paint. The ’33 also took the title of America’s Most Beautiful Roadster in 2015.

Alloway wins Battle of the Builders

HRIA Education Day moves to the NSRA NationalsEver stop mid-project to think about the best way to route a new wiring harness, or wonder about AC hose length? What about spring rates for your suspension or fuel pump locations when making the move to EFI? You can get all the answers during the HRIA’s Ed-ucation Day at the NSRA Nationals in Louisville, Kentucky!

The Hot Rod Industry Alliance, a specialized council of SEMA, is presenting a full day of training seminars on Thursday, August 4, during the Nationals at the Ken-tucky Expo Center. Seminars will take place all day with top manufac-turers showcasing the best installa-tion practices, setups and systems for street rods and muscle cars.

DIGITAL DETOURSITES APPS FORUMS TRENDS

youtube.com/StreetRodLifeYOUTUBE

@StreetRodLifeTWITTERfacebook.com/StreetRodLifeFACEBOOK

instagram.com/StreetRodLifeINSTAGRAM

Street rodding news at your fingertipsStreet Rod Life has made it as easy as pos-sible for you to receive the information you are looking for in the format you feel most comfort-able with.

Whether you get your information on a laptop, tablet, or your phone,

we’ve got you covered so you can get the latest street rod information straight from the source.

Our content is up-dated daily, so check often with Street Rod Life through any of the social media options on the right.

Google and other search engines can be very useful at times, or they send you spiraling into a black hole of useless ads and sales sites. We found a few sites and forums that have been useful to us and thought we’d pass them on to you. If you have any favorites that could help your fellow rodders, please let us know at [email protected].

Tire heavenDo tire diameters, ratios, and numbers con-fuse you? When you’re looking for specific dimensions to compare when fitting new boots under your rod, this site has calcula-tors to help with virtually anything tire relat-ed and more.

tiresize.com

Freehand pinstripingIntrigued by the art of striping? For those who dare to paint a straight line and add details to their rods, this lounge is a great place to learn some basics, share your work, and keep in touch with other artists.

pinheadlounge.com

Endless searchingPrepare to accomplish nothing the rest of the day. This hearty search engine al-lows you to search Craigslist classified ads across multiple cities in one click. Browse for your next project or search for that one elusive piece of trim.

zoomthelist.com

Car guy gearNeed a gift for a fellow car guy but don’t know where to go? This site has loads of accessories ranging from key chains to floor mats and hitch covers. Beats the heck out of a pair of pajamas or a shirt!

mycoolcarstuff.com

All CorvettesFrom discussions about the C1 Blue Flame through C7s and be-yond, this forum covers every Cor-vette topic you can imagine. The design is smooth and easy to nav-igate and you don’t need to wor-ry about whether you have correct info or not – they’ll tell you if it’s wrong!

corvette-forum.com

Cool catsFor those who venture into some of the Euro classics, this forum has threads for all makes of Jag-uar. Scroll past any of the newer models to get to the classics where you’ll find helpful input on the vin-tage models. Think about how cool an LS engine would be in one of these swoopy cats!

jaguarforum.com

Drive on airConverting your rod to ride on air leads to lots of questions and this forum will have the answers. You’ll be inundated with info and opin-ions on the function, installation, and even how to design your own system.

airsociety.net

Tri-Five foreverIf you have a ’55, ’56, or ’57 Chevy, you need to be on this forum. Loads of info, history, products and members eager to help. If you’ve thought about it, chances are that someone on this forum has already done it.

trifive.com

Websites

Forums


STREETRODLIFE.COM 9

VIDEO PLAYLISTRACING PRODUCTS ENTERTAINMENT

To watch all the videos below, head to:StreeRodLife.com/video-playlist

Meet the Drift Rod

The body of this Drift Rod is a 1953 Ford Anglia that is powered by a turbocharged Saab engine and setup for sliding around.

Making an exitWatch Coupezilla leave the 54th Asphalt Angels Car Show with its open zoomies.

SEMA: BATTLE OF THE BUILDERS

Behind-the-scenes with Chip FooseGo behind the scenes of the second an-nual SEMA Battle of the Builders TV spe-cial which is considered by many to be the most prestigious automotive event on the planet.

Double the troubleFew custom cars make an impression like the “Double-Trouble.” The1927 Ford Model T is powered by two 4.6-liter Ford modular V8s with four superchargers.

One mean rodTake a look at this mean looking 1929 Ford Tudor that is owned by Hot Rod Lenny in Richfield, Minnesota.

The ApocalypseThe “Apocalypse 61” is a slammed, 4-door, twin-turbo street rod! Check out the video to hear from the owner at the 2015 NSRA Street Rod Nationals.

Gearhead storyCheck out Brenda McMillan’s 1931 Ford Model-A. Hear her story of love, loss, and finding love once again.

Ride along with Steve CrookGotta love the old school gassers! Watch as Steve Crook takes a back-up girl for a ride along in his Blew By You Tri-Five.

Not your average roadsterThe Fuller “Double Down” might not be the first all-wheel-drive 1932 Ford Roadster in existence, but with an 850 hp, 576c.i.mo-tor and Indycar suspension, it’s certainly the meanest.

This won’t buff outTim Dugan crashed his 1930 Ford at Beaver Springs Dragway. Luckily he was not injured.


Resting in New MexicoThe owner of this collection let us wander around for a bit, but swore us to se-crecy as to its whereabouts. Chevy made up the majority of samples with a few other GM brands mixed in. We could have spent all day wandering through the field thinking about each car’s past life and for some, their future.

#StreetRodLifeBe Social! Find us on Instagram, and hashtag #StreetRodLife on all your favorite car show photos, racing shots, and just plain ol’ cool stuff that we all dig… or even give us a shoutout @StreetRodLife to share something and we might even repost it.

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Dan Nicholas @JETDan2 nice rear ends spotted at #supersummit last weekend #streetrodlife #summitmotorsportspark

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Editor’s Note: Tony Thacker is a hot rod historian, enthusiast, and champion for our hobby. He’s run at Bonneville, helped build cars, and has experience as the Executive Director at both the Wally Parks NHRA Museum and the World of Speed Museum in Wilson-ville, Oregon. We asked Tony to get In the Passenger Seat, and he took the opportunity to explain the importance of getting the next generation of hot rodders involved.

There’s a lot of talk — and there has been for some time — around the hot rod and aftermarket industry of the need to engage young people. And for every action,

there’s a reaction. Across the country, trade associations such as SEMA, museums, schools, and individuals are addressing the issue. One very successful operation is the Alex Xydias Center for Automotive Arts, located in Pomona, California.

For those who don’t know, Alex founded the So-Cal Speed Shop in 1946 and unwitting-ly built it into one of the most recognized indus-try brands, which was re-launched by Pete Chapouris in 1997. The team garnered so much attention that in 2010, the Pomona, California, Fairplex, home of the Grand National Roadster Show and the L.A. Roadsters Show, invited them to participate in their Career & Technical Education Center (CTEC) and established AXC.

The Learning Centers at Fairplex help fulfill unmet educa-tion needs by teaching and preparing students for real-world careers. Each year, more than 600 students study arts, media and design, agriculture, energy and utilities (such as water con-servation), hospitality, and automotive technology.

AXC’s goal is to help young people, primarily high-school students prepare for a career in the automotive industry. In what is now a two-year program, they presented their first graduating class in 2013. Students have to be attending high school, and they must graduate.

“Acceptance is quite strict,” said Chapouris. “We don’t wel-come any students that aren’t committed, and we put them through an automotive ‘boot camp.’ It’s tough but it works.”

The cost of attending AXC is about $1,000 per year but in many cases, that is covered by a scholarship. Classes are small — usually no more than 12 students — and they are taught by qualified instructors.

AXC also offers fee-based adult classes at a very reasonable cost. We spoke to Michael Chiaverini who is well into his sec-

ond year and he said, “When I started, I knew nothing, had never even touched an engine, and now I’ve done the engine,

Youth involvement and education with AXC

WITH TONY THACKER

electrical and I’m onto brakes now. It’s fascinating and fun and I’ve learned so much, from what tools to use to how to rebuild an engine. I’d totally recommend AXC.”

In order to raise money to keep the AXC operation going, the hot rod industry got behind an L.A. Roadsters’ 50th An-niversary highboy project recreating the famous Bob McGee ’32 Roadster that graced the cover of the October 1948 issue of Hot Rod magazine. Throughout the 14-month build, AXC

Jon Blickenstaff, the chairman of the AXC committee, provided details on the programs and future of the Alex Xydias Center for Automotive Arts at the Fairplex in Pomona, California.

At a recent ‘engine fire-up’ students raced each other to get the plug wires installed correctly to fire up their engine. Note the blower on this small block – not your average automotive shop project!

students were involved at key times to help them better under-stand how a traditional hot rod is built.

The Roadster, a stunning testament to the program’s ability, was auctioned off at Barrett-Jackson Scottsdale for $105,000 with the proceeds going directly back into the AXC program. As normal with our industry, the list of supporters is too large to publish here; but believe me, there were a lot.

Meanwhile, more industry support also came from the Mar-gie and Robert E. Petersen Foundation which donated a sig-nificant sum to support AXC and its education efforts. Pe-tersen, of course, was the founder of Hot Rod magazine. The initial Petersen donation was used to refurbish the old 7,000 sq. ft. Frank Hawley School of Drag Racing facility at Fairplex (alongside the Pomona dragstrip) into the new AXC facility, complete with workshop, classroom, and even a paint booth. A second endowment goes into the bank to support the long-term stability of AXC.

I was recently invited to attend an “engine fire-up” at which two teams of high-school students would fire up en-gines they had rebuilt. To make it a little more fun, the plug wires had been removed from each engine, and the students had to race to see which team could re-fit them and get their engine running. Unfortunately for the Blue Team, the Gold Team had it down and had their blown small-block Chevy running and belching flames within seconds, while the Blue Team struggled to refit the wires. Team Blue eventually got theirs running and proved that all these students are win-ners. Hopefully their time at AXC will help them find a place in our industry.

You can learn more about AXC by calling 909.865.4266, or at: tlcfairplex.org/ctec/career-tracks/automotive. SRL

Last year, the students of AXC got to help build a recreation of Bob McGee’s ’32 Roadster which was recently auctioned at Barret-Jackson, Scottsdale, where the proceeds went right back into the program.

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After hurting the original Flathead in a parade, this ’41 was parked for more than two decades!WORDS: Brandon Flannery PHOTOS: Todd Ryden

STREETRODLIFE.COM 17

There is a balance in owning an old car like a 1941 Ford sedan. Part of their allure is the rugged

construction, art deco styling, and over-all coolness of a time much simpler than present. However, with this allure also comes the technology of those earlier days. Today’s performance, comfort, and safety expectations are miles from where they were in the early ’40s.

How does one manage the desires of keeping a car original while building a comfortable street rod that’s suitable for long road trips? We think Dale Her-rmann of Bloomington, Minnesota, has figured it out.

Hermann explained that he bought the car from a high school friend in the early 1980s. The car was from Long Lake, Minnesota, and had been passed down from the original owner to a younger family member who eventually decided to sell the car. It was on a car lot when a friend of Hermann’s scooped it up. His friend never really did much to it, and when it became available again, Her-mann became the car’s fourth owner.

The Deluxe sedan was still in sound original condition, right down to the six-volt system and Flathead V8. Hermann enjoyed cruising the car for several years as it was before entering it into a parade in nearby Richfield.

“The car frequently suffered from vapor lock,” says Hermann. “I packed a canvas bag with dry ice and put it on the fuel pump to keep it cool, and that worked, but after the parade I got on the open road and it spun a bearing.”

Hermann says the car went into the ga-rage, where he pulled the engine and had it rebuilt. Plans for a quick turnaround were stalled as children and family re-sponsibilities took priority. One weekend turned into two decades as three girls and a boy demanded most of his time.

“I’d tinker with it a weekend here and there,” he says, “but for the most part it just sat. There simply wasn’t enough time to do everything.”

Fortunately, Hermann was able to hold onto the sedan until his “one day” finally came. Street rodding technology had changed during the car’s slumber, and he found himself wanting to make the car a little more roadworthy. His wife Joey, on the other hand, urged him to keep it original. With hopes of driving the car to visit family in Ohio, he knew he wanted modern brakes, a little more power and maybe some air conditioning. He reached out to Chopper’s Rods & Customs for help.

Frenched headlights and welding the two-piece fenders into one are the only body modifi-cations you’ll find on Dale and Joey Hermann’s ’41 Deluxe Sedan. The door vent glass was also removed, and the windshield pieces are butt-edged in the middle.

TO SEE MORE, SEARCH “LONG HIATUS” @ StreetRodLife.com


After looking the car over and decid-ing on a build plan, the ’41 was treated to a frame-off restoration. For being from a northern part of the country, the sedan was surprisingly solid, requiring min-imal rust repair in a few normal places like the trunk box and the rear quarters. They also discovered evidence of a mi-nor accident repair in the right rear quar-ter. Overall, though, the car was in great shape and work progressed with ease.

Modifications were limited to frenched headlights, molded rear fend-ers, a V-butted windshield and one-piece side door glass. Hermann says he regrets the latter, as removal of the vent window decreased the door’s structur-al integrity and he’s broken several sets of windows. His glass shop recently rec-ommended that he extend the retainer

channels to the entire height of the glass for increased stability (which was his goal for this winter).

A Mustang II front suspension from Heidts was added up front, along with disc brakes and an 8-inch Ford out back with 3.23 gears for easy cruis-ing. With the suspension dialed in, at-tention was turned towards the engine bay. Though the flathead had been re-built, Hermann wanted something a little more reliable and powerful. The shop knew of a Chevy 283c.i. that was refurbished and installed in a Chevy II, which was broadsided and totaled only 200 miles later. Dale knew they were tough little engines and felt it would be a fine choice for the ’41.

The engine was pulled apart, inspect-ed and reassembled with an Edelbrock

carb and script valve covers. A TH350 transmission was bolted behind the fresh small block and surrounded by a set of Sanderson headers and pipes running back to a set of Flowmasters.

Hermann spent the better part of nine months to a year deciding on a color. Original plans of a two-tone ma-roon or blue and silver fizzled on where to divide the colors. Solid silver was too much for his taste, and none of the ma-roon samples were “just right.” Finally, Hermann asked for some blue samples and when he saw the 1978 GM Deep Royal Firemist Blue pop in the sunlight, knew he had found his color.

After paint, the car was taken to Pre-miere Upholstery where the factory seats were recovered in new mohair-type ma-terial and accented with dark blue car-

A detailed 283c.i. small-block Chevy is backed with a tried and true TH350 transmission for a bullet-proof cruising combination.

The rear fenders were welded to the body for a subtle update. Note the door handles positioned right into the stainless trim for a very clean, deco look.


peting and gray door panels. Adding A/C behind the tight confines of the dash was tricky and Hermann had to move the radio to an overhead console and extend the heater control lever area downward. An ididit tilt column was capped with a Grant banjo steering wheel, and a tall Lo-kar shifter was mounted on the floor.

To finish the sedan off, a set of 15-inch big-n-little steel wheels were capped in V8 caps and wrapped in white walls. They bring out the blue paint nicely and com-pliment the car’s slightly lowered stance.

After five and a half years of construc-tion, Hermann’s sedan was finally fin-ished and road-ready. As the slick ’41 celebrates its 75th Anniversary in 2016, it does so better than ever. It’s a neat lit-tle car and the perfect blend of old styling and modern practicality. SRL

The interior received a mild revision with the addition of AC vents, Lokar shifter and a new ididit col-umn, but the speedometer assembly, and dash remain original. The original seats were recovered.

The factory grille and chrome design are similar to the previous models but combined with the updated sheet metal, the ’41 front ends were distinctly revised from their predecessors.

Restified


After nearly 20 years since first opening to the public, the Petersen Automotive Museum in Los Angeles shut its doors to undergo what car guys would call a complete frame-off restoration. We’re talking about a nut and bolt, rotisserie,

top to bottom rebuild to the entire building, including a torch red, customized steel sculpture wrapped around the front of the building. All told, the restoration took just over a year at a price tag in the area of $90 million.

Robert E. Petersen and his wife, Margie, founded the museum as an automo-tive-inspired educational institution and celebration of the automobile. He, as you probably have put together, was also the founder of Hot Rod magazine, Motor Trend, HONK, Rod and Custom, and other magazines that led to one of the largest publish-ing empires in the country.

The renovation was part of an overall plan to take the museum to the next level and secure its place as a world class institution for years to come. It’s new twisted and turn-ing steel fascia, which has been subject to many debates, commands attention in the downtown location shared by other museums, galleries, and businesses. As soon as you step foot into the lobby of the museum, you recognize that this is more than a col-lection of cars. Much, much more.

Three floors now feature displays and collections with a focus on artistry, industry, and history. The second floor is host to an Art Center College of Design studio associ-ated with the Pasadena-based college.

Photo by David Zaitz

AND

The Petersen Automotive Museum opens its doors after a frame-off restoration

WORDS & PHOTOS: Todd Ryden

TO SEE MORE, SEARCH “PETERSEN MUSEUM” @ StreetRodLife.com


Figoni et Falaschi is the coachbuilder of this ’39 Delahaye Type 165. Note the four fender skirts and rumble seat. This model represented France at the 1939 World’s Fair in New York.

This ’29 Ford won the inaugural America’s Most Beautiful Roadster award in 1950 during the National Roadster Show. It was built by Bill Niekamp using a number of hand built pieces and components from Plymouth, Mercury, and even an Essex.

Another iconic custom on display is the ’51 Hirohata Merc that was modi-fied by George and Sam Barris in 1952.

Boyd Coddington’s Aluma Coupe featured an all-aluminum body wrapped around a completely custom chassis. The car was built as a concept vehicle for Mitsubishi to debut at the 1992 New York International Auto Show.

There is also the Cars Mechanical Institute based on the Disney/Pixar movie including a full-scale Lightning Mc-Queen. In this area, kids of all ages get to witness how engines, electrical systems, brakes, and drivetrains function; plus, they get the opportunity to build a virtual race car! If you feel like some racing, there are 10 high-tech race simulators that com-promise the Forza Motorsport Racing Experience.

At the time of opening, there were several incredible exhibits full of vehicles we had never seen. One exhibit, called Precious


Metal, featured stunning silver cars including a 1933 Duesen-berg SJ and a 1959 XP-87 Stingray Corvette.

Other exhibits include the actual BMW Art Cars, select rac-ing vehicles from the Nearburg Collection, and Rolling Sculp-ture, which is an exquisite collection of coach-built cars de-signed as rolling canvases at the peak of art deco and aviation inspired design. Simply put, these were the high end customs the 20s and 30s, and they are simply amazing.

The museum provides a look at the automobile, its history

On display in the Silver room is this ’59 Corvette XP-87 Stingray racecar. Remember, this is five years before the launch of the C2 and the use of the Stingray nameplate! This car was built under the direc-tion of then GM Vice President Bill Mitchell to spank Europe’s best race cars. There was a ban on manu-facturer-sponsored racing at the time so the project was funded privately and built on the down-low.

This ’67 Ford GT40 III was built as a street version of the GT40 racecars. The car received an extended decklid to offer space for luggage while the suspension was softened a bit for comfort. A high output 289c.i. topping more than 300 hp provided plenty of power for the lightweight machine. Only seven were built.

This has to be one of the most amazing barn finds ever! This ’37 Delage Aerosport Coupe was discovered in a barn in France in the early 1990s. The car was originally designed by Letourneur et Marchand and was highly regarded for the pillar-less appearance along with the fin on the rear.

SEARCH “PETERSEN MUSEUM” @ StreetRodLife.com


and culture that even non-car people will appreciate. There’s also a motorcycle and motorsports display, as well as the histo-ry of Los Angeles and how the area influenced the car culture across the country.

When we walked out, we had a new appreciation for Europe-an-built vehicles, road racing cars, and early designs. The muse-

um has many cool things coming up for the car culture commu-nity, including breakfast cruise-ins, movie nights, and art shows scheduled each month. You can check out everything the Pe-tersen has to offer on their website and plan your day. SRL

petersen.org323.930.2277

Being in LA, it’s only fitting that the museum have a few cars of the stars in their collection, and this ’14 Renualt was owned by Roscoe “Fatty” Arbuckle (known for being one of the first to take a pie to the face). This Renault was reworked by the local based Earl Automotive Works. Harley Earl, son of the company founder, went on to be the head of design at GM.

Jean Bugatti’s Aerolithe was built in 1935 for the Paris Auto Salon and the following year was turned into a production model version under the model name Atlantic. The show model paid an obvious homage to aviation engineering and construction with all of its exposed rivets and aero body form.

Can a car get more swoopy than this Vanvooren of Paris modified ’39 Bugatti? Progressive features include skirted fenders, a windshield that can be lowered into the cowl and a concealed convertible top, along with a supercharged engine. This model was built for the Prince of Persia (and future Shah of Iran).

This American built racer is a 1913 Mercer Type 35-J that has never been disassembled! The raceabout was designed for performance and is esti-mated to top out at 60 mph thanks to its 34-hp engine.

http://www.petersen.org

It might look like a typical ’66 GMC van, but this is actually the first hydrogen fuel cell vehicle produced by GM. The van tipped the scales at more than 7,000 pounds due to 32 thin-electrode fuel cell modules and 550 feet of piping. Separate tanks held the liquid oxygen, hydrogen, and potassium hydroxide.

This ’38 Graham Model 97 features a style they called the Spirit of Motion and was accentuated by the forward-thrusting grille assembly. This example was reworked by French coachbuilder Jacques Saoutchik.

Don’t worry about ever saying, “I’ve been to the museum already,” because there are many, many more exhibits and cars that will be rotated through the galleries.

When you walk into the main lobby, this amazing Rolls-Royce is there to greet you. The 1925 model started life as an ordinary cabriolet before being reworked by Janckheere of Belgium nearly a decade later. There, the sloping radiator and shell were added along with the round doors and large fin in the rear.

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Most rodders will agree wir-ing is just not their favor-ite part of building or main-

taining their cars. This can be an even more daunting task when you can’t see where all of the wiring is coming from or terminates. Take a steering column for example. There’s a host of wires that run through a steering column to control turn signals, emergency flash-ers, and the horn as well as the ignition switch in many cases.

At the base of the steering column, there are typically a handful of wires that connect to your car’s electrical system, but there’s a lot more taking place inside. Have you ever had to troubleshoot your turn signal circuit and have it lead to the switch inside the column? Not only is the turn signal circuit one of the most im-portant ones on your car, it’s also one of the longest, as it stretches out to all four corners and leads back into the confines of the steering column.

As we were getting ready to update the column in a ’65 Tempest, we were at ease about the pending column wiring because it was handled by the experts at ididit. But that did get us thinking about all of the electrical options and hurdles they’ve encountered by offering so many different columns over the years.

Ididit has been building new steer-ing columns for nearly three decades, so they’ve experienced a lot of ques-tions about wiring. We’re here to tell you

WORDS & PHOTOS: Todd RydenINSIDE THEOLUMN


This flat 3-7/8-inch GM style connector is common on most ididit columns and has eight important wires: White is for the brake circuit, green is the right rear turn signal and brake, yellow is the left rear turn signal and brake, purple to the turn signal flasher, brown is for the 4-way flasher, dark blue to the right front turn and indicator, light blue to the left turn and indicator, and black is for the negative side of the horn relay.

When you get a new ididit column for your proj-ect, they’ll also steer you in the right direction with the right connectors or adapters needed to complete the wiring for your specific application.

they’ve got you covered with the right adapters to connect to factory wiring, and the accessories you may need to get a custom system wrapped up.

At the base of most new ididit col-umns, there is a long, flat wiring con-nector that has the wiring for the stop lights, turn signal flasher, hazard flash-er, and the horn.

If you opted for a column with a built-in ignition switch, there will be four more wires coming out of the column and routed into a single male connector. A female connector is supplied for an easy connection, and the wiring is straightfor-ward: Red supplies 12 volts to the igni-tion switch, brown connects to the acces-sory feed at the fuse panel, pink supplies power to the coil positive terminal, and purple runs to the starter.

If you’re installing a column with a built-in shifter, one important safe-ty feature that should be wired is a

Honk-HonkYet another important circuit lead-ing through the steering column is the horn. You probably don’t think much about the horn operation un-til someone cuts in front of you and you pound on the center of the steering wheel but nothing happens!

On each ididit column connector, there is a black wire that provides a ground to the horn relay. Whenever the horn button is pressed, a ground path is created which allows the flow of full 12 volts to the horn. It is ex-tremely important to never connect this wire to power as it could short out the entire column! Ford used a two-wire horn connection (12 volts and ground) that can easily be con-nected through a relay for the best and safest wiring.

This wiring adapter connects to the main column then to the factory wiring connector of an early GM A-body. These cars never had four way flashers, which are included on most ididit columns. The red wire connects to a full-time 12 volts and is fused through the orange wire and to the column switch.

This is the neutral safety switch for column shift applications. The two ter-minals on the right control the starting and only allow the engine to crank while in park or neutral. The terminal connects to the solenoid connector of the ignition switch, while the bottom terminal connects to the ‘S’ terminal on the starter solenoid. (The other two terminals are for back up lights.)

neutral safety switch. This switch will ensure the engine can only be start-ed with the transmission in park or neutral. Many of ididit’s Retrofit Se-ries steering columns include the neu-tral safety switch, and it can be add-ed to their Universal Series steering

columns. The switch connects to the column and wires between the start-er solenoid and ignition. Another nice feature is the switch will work the backup lamps!

Not only do you get smooth and great feeling steering from your new column,

but you also get new wiring for sever-al important circuits on your rod. If you run into any stumbling blocks along the way, ididit has a wealth of info online, or give them a call. SRLSource: ididit, ididit.com

This diagram shows the wiring adapter from the ididit column connector to the half-circle factory connector on a ’65 GM A-body. Note the hazard circuit at the bottom, a nice feature to add.

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WORDS: Barry KluczykPHOTOS: Not Stock Photography

Juan Martinez’s GAP Racing-built ’69 Mustang nearly galloped off with the Ridler Award

TO SEE MORE, SEARCH “STAMPEDE” @ StreetRodLife.com


For almost 65 years, the Detroit Autorama has been a warm oasis of hot rodding that’s taken the sting out of Motown’s notoriously cold, grey winters. And since 1964, the Ridler Award handed out there has been one of the industry’s most

prestigious accolades, ranking up there with America’s Most Beautiful Roadster at the Grand National Roadster Show.

The Ridler is awarded to the best of the best in custom cars, with the stipulation they haven’t previously been shown anywhere else. That means contenders must de-but their creation at Detroit, which adds the sort of speculative anticipation and excite-ment typically reserved for world-debut production cars at international auto shows. It also gives builders a very hard deadline to meet — and pretty much their only reason to head from warmer climates to the Motor City in February.

The Ridler Award has typically gone to street rods, although there has been a drive in recent years towards later vehicles. J.F.Launier’s stunning ’64 Riviera snagged the trophy in 2014, and last year, Don and Elma Voth’s Chip Foose-designed ’65 Impala was the big winner.

One of the other cars vying for the Ridler title last year — and reportedly missed it by that much — was the ’69 Mustang owned by Juan Martinez and built by GAP Rac-ing, in Houston, Texas. It was appropriately named Stampede.

Martinez, also of Houston, had originally purchased the car with the intention of building a “nice driver,” but as these things typically go, those plans gave way to the total transformation into national award-contending show car.

Like the other Ridler contenders, Stampede resembled the car on which it was based, but every square inch of sheet met-al was replaced or massaged. According to GAP Racing’s Tim Palazzolo, the only real remnant from the Mustang’s original body is the roof.

The rear quarters, for example, were sliced off and replaced with ones for a 1970 Mustang, in order to smooth out the body lines and eliminate the stylized yet fake intakes in the ’69 quar-ters. The new rear fenders were also rolled and widened 2.5 inches apiece to cover massive 345-series rear rubber.

The front end is also wider — 1.5 inches per side — but rath-er than stretching the sheet metal, GAP Racing had the entire nose recast in featherweight carbon fiber. The wide fenders are pieces from Anvil Auto, while the rest of the front-end compo-nents are Ringbrothers parts, all molded and blended together with a custom-made hood and decklid.

A Ringbrothers carbon fiber rear end kit was brought in and also modified before the entire body was sprayed a cus-tom “Super Blue” hue by Painthouse, in Cypress, Texas. Boss-inspired charcoal graphics complete the appearance

package, simultaneously giving the car a contemporary flair and a vintage nod.

Importantly, it’s a Mustang from every angle, and even Ridler-winning Chip Foose reportedly said Stampede was a car he was drawn to because “nothing stood out” — a complement from a customizing guru that suggests the strength in the car’s design lies in its cohesiveness. In other words, there’s no single gimmick or bauble on the car that stands out like shiny white shoes with a tuxedo.

One of the subtler ways Palazzolo said GAP Racing achieved the car’s smooth, integrated appearance was hiding as many of the fasteners as possible. There are no visible or protruding bolt heads. Instead, button-head bolts were carefully file-fit and in-stalled flush. The result is a higher degree of perceptual preci-sion. He also said a number of 3D-printed parts were used to get the just-right custom look.

Inside, the gray leather-trimmed interior is also a study in re-straint, executed with exceptional attention to detail by Comp-ton Custom Interiors, out of Fort Worth, Texas — who reported-ly invested more than 1,300 hours on it. Palazzolo was clear he didn’t want exposed stitching, insisting on crisper, more con-temporary lines, and that’s exactly what it exudes. The uphol-stery lines consequently tuck in sharply, giving Palazzolo that unique, precision style he was seeking.

Blending carbon-fiber parts from Anvil Auto and Ringbrothers, along with custom sheet metal forming, Stampede is 3-inch-es wider in front than stock, and the rear is 5-inches wider, cast-ing an impressive and aggressive stance. The color is a custom Super Blue hue.


Inside, the gray leather-trimmed interior is also a study in restraint, executed with exceptional attention to detail.”

“

The leather-trimmed cabin is equipped with con-temporary features such as a navigation system and even dual-zone climate control. The bucket seats have no visible stitching, which also gives the interior a more modern look and feel.


The car’s curb-hugging stance comes from TCI front and rear suspension systems with programmable, air-controlled ride height. There are tubular control arms up front and torque-arm-located 9-inch rear axle. It all rides on 20x10-inch front wheels and 20x12-inch wheels designed by Jason Rushforth.

As for the powertrain, a powerful Blue Oval statement is made with a 572c.i. Ford topped with a set of Jon Kaase-built Boss 429-style semi-hemi cylinder heads. The induction system blends the vintage look downdraft carburetors with the driv-ability advantages of electronic fuel injection. And admittedly conservative calibration for the engine produced more than 900 hp, so the car more than lives up to its name Stampede. Routed through an enormous exhaust system exiting through a single, central rear outlet, the cackle of this big, bad Boss engine sends a shiver up the spine.

Like the rest of the car, the engine compartment is designed to showcase its focal point without superfluous accents. The silver/gray big block stands out against matte-black framing on all sides. The custom inner panels cover the suspension, cool-ing system, brake master cylinder, and other under hood items, leaving the eye to focus entirely on the Boss-headed powerplant.

Despite its show-car trappings, builder Palazzolo says this Mustang was built to be driven — a rolling business card for an innovative shop quickly galloping onto the higher ranks of cus-tom car building. As one of only a handful of muscle car-era ve-hicles to vie for serious contention for the Ridler Award, we’d say he’s off to a galloping good start with Stampede.

We’ll look forward to GAP Racing’s next visit to Detroit in the winter. SRL

Big cubes and a set of Kaase-built Boss Nine heads topped with an eight-stack EFI system produces 900-plus horsepower!

TO SEE MORE, SEARCH “STAMPEDE” @ StreetRodLife.com

The completely mold-ed rear end features Ringbrothers components molded to wider rear fend-ers. The rear valance, which features a signature signal exhaust outlet, blends into a full belly pan.

It’s In The Details...The extra effort that goes into making each and every ARP fastener is evident in the final product. There are those companies whose primary concern is having the lowest price. Obviously, this means compromising material quality and taking shortcuts in manufacturing. ARP, on the other hand, stakes its reputation on quality; using only the best materials, employing extra manufacturing steps to perfect each fastener, and having relentless quality control. Moreover, ARP fasteners are

manufactured entirely in our own ISO 9001:2008 and AS9100 registered facilities in Southern California. Look for the “ARP” stamped on each fastener as your assurance of quality.

Check out our new 10-32 stainless steel 12-point bolts. They’re great for

adding a finishing touch to your rod or custom. They, and over 250 other new products, are in the 2015 catalog available online or by request.

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Single or dual plane, the induc-tion argument is as old as the V8 engine itself. While the LS

was originally equipped with port fuel injection, Edelbrock, Chevrolet Per-formance, and others created intakes that accept a carburetor, while MSD handled the electronics side of things. These options bring about the age-old

question: which intake design is best for their application.

Choosing the proper intake is crit-ical for maximum performance, and by maximum we’re not just talking about peak power, but maximized pow-er through the entire rpm range. More than that, you need to consider things like drivability, fuel mileage, and even

torque converter compatibility. Despite similar peak power numbers, the two carbureted Edelbrock LS intakes we tested offer decidedly different power curves and street manners.

How does the choice of intake mani-folds alter the all-important average pow-er production? For those new to LS per-formance (though this carries to every

STORY & PHOTOS: Richard Holdener

TRUTHThe

Single or dual plane? We test two intakes on two LS engines

type of V8 regardless of generation or manufacturer), the intake debate between single- and dual-plane manifolds comes down to a simple matter of operating (en-gine) speed. The dual-plane design, like the Edelbrock Performer RPM, has a di-vided plenum designed to enhance pow-er production lower in the rev range than the single plane, with a single open ple-

STANDARD CORRECTED POWERFinal dual plane NA8, final single plane NA13

Final dual plane NA8 Final single plane NA13

3000 3500 4000 4500 5000 5500 6000 6500

EngSpd RPMSingle (red) vs. dual plane (blue)-Carb 6.0L

SuperFlow WinDyn™ V

STANDARD CORRECTED POWERFinal rpm NA6, final NA Vic Jr percy 13

Final rpm NA6 Final NA Vic Jr percy13

3500 4000 4500 5000 5500 6000 6500 7000

EngSpd RPMSingle (red) vs. dual plane (blue)-Carb 4.8L

SuperFlow WinDyn™ V

6.0L LS, single vs dual-plane-modifiedTested on the modified 6.0L, the intake swap showed the quintessential single/dual plane conundrum. Looking specifically at the peak numbers, the single-plane Victor Jr. easily best-ed the dual plane by offering 554 hp and 488 lb-ft (to just 545 hp and 482 lb-ft for the dual plane).

Peak numbers, however, do not tell the whole story, as the dual-plane offered as much as 28 additional lb-ft of torque at lower rpm while losing out only 7-8 hp at the top of the rev range. The question is will you miss the extra grunt offered below 4,700 rpm more than missing 7-8 hp above that point?

4.8L LS, single vs dual-plane-modifiedMuch like the test run on the larger (more powerful 6.0L), the dual-plane, Performer intake offered considerably more low and mid-range torque production on the modified 4.8L. How-ever, unlike the larger 6.0L, the dual-plane Performer also made more peak power on the smaller 4.8L!

Run with the Performer, the modified 4.8L produced 440 hp at 7,000 rpm and 352 lb-ft of torque at 5,800 rpm. The single-plane, Victor Jr. could only manage 427 hp at 6,900 rpm and 351 lb-ft of torque at 5,500 rpm. On this smaller (milder) application, the Perform-er was better through the entire rev range, with the exception of a 600-rpm spread, from 5,000-5,600 rpm.

TO SEE MORE, SEARCH “THE PLANE TRUTH” @ StreetRodLife.com


num feeding each cylinder runner. This simple fact makes the dual-plane ideal for the vast majority of street applications.

On most performance engines, the dual plane will likely sacrifice power at the top of the rpm range compared to the single-plane design. For a race-only engine that spends its life at the top of the rpm range, a sin-gle-plane is generally the go-to intake, how-ever its high power numbers may sacrifice low- or mid-range performance.

We could prattle on about practice and theory, but figure dyno results are the best way to illustrate the power differenc-es. To clearly show the power differences between single and dual-plane intakes, we purposely chose two decidedly different LS-based test motors; a 4.8L and a 6.0L.

The first test was run on a modified 6.0L LS (technically an LQ4). The iron 6.0L truck block was machined in prepa-ration for a combo that included the stock crank, Carrillo rods, and CP flat-top pis-tons with Total Seal rings. To ensure plen-ty of power, we slid in a healthy cam pro-file from COMP. The LSr (cathedral-port) cam (pt# 54-459-11) spec’d out with a .617/.624 lift split, a 231/239-degree du-ration combo, and 113-degree lsa.

The cam was teamed with a set of matching hydraulic roller lifters (pt#850-16) and 7.35-inch (hardened) pushrods. Providing plenty of airflow to the 6.0L short block was a set of Stage 2, CNC-ported 243 (LS2) heads from Total En-gine Airflow. Fuel and spark for our in-take test was provided by a Holley 950 Ultra HP carburetor and a 6LS Ignition Controller from MSD.

We started with the Performer RPM dual-plane intake, which produced an exceptional torque curve and checked in with peak power numbers of 545 hp at 6,600 rpm and 482 lb-ft at 5,200 rpm. The Performer offered a broad torque curve, with torque production exceeding 450 lb-ft from 3,500 rpm to 6,250 rpm. This test on the dual plane demonstrated that the Performer offered not only good low- and mid-range torque, but plenty of rpm capability as well.

Next up on the 6.0L test motor was the single-plane, Victor Jr. intake, and we expected to see big numbers at the top of the rpm span. Not surprisingly, the Vic-tor Jr. bested the dual-plane Performer in peak power (554 hp to 545 hp), but it might surprise you that the single plane also offered the highest peak torque number at 488 lb-ft compared to 482 lb-ft. Looking solely at the peak numbers, the Victor Jr. seems the obvious winner. But, the power curves tell another story.

Originally an LQ4 truck motor, the iron 6.0L was stuffed with a rotating assembly that included the stock crank, Carrillo rods, and CP forged (flat-top) pistons.

Wanting a powerful test motor, we went right to COMP Cams for a hot 6.0L stick. COMP supplied an aggressive LSr grind that featured a .617/.624 lift split, a 231/239-degree duration split, and 113-degree lsa.


True enough, the single plane offered more peak horsepower and torque, but the Performer out-powered the Victor Jr. from 3,000 rpm (and below) to 4,800 rpm. At 3,500 rpm, the dual-plane Performer pro-duced an extra 28 lb-ft of torque! On this modified 6.0L, the (trade-off) question becomes does the extra 28 lb-ft of torque below 4,800 rpm offset the loss of 7-8 hp above that point? Let the debate rage on!

Next, we wanted to try the same test on a smaller engine and located a simi-larly built 4.8L. Its modifications include forged JE pistons (with 7cc domes) to in-crease the static compression, a hot cam, and a set of ported heads. To further im-prove power, the wimpy stock cam was replaced by a Stage 1 blower grind from Lil John’s Motorsports. The Stage 1 blower cam offered a .610/.586 lift split, 223/238-degree duration, and a blow-er-friendly 120-degree lsa. (Obviously this engine was built for boost!) The short block was topped off with a set of CNC-ported, Gen X 205 heads from TFS.

Like the 6.0L, we started our test on the 4.8L with the dual-plane, Performer RPM. The small-displacement 4.8L re-

Converting the originally injected 6.0L to carburetion was a simple matter of installing the MSD igni-tion controller. The slick little controller plugged right into the factory harness and allowed us to dial in the desired ignition curve on our 6.0L test motor.

The divided-plenum, Performer RPM intake promised plenty of low and mid-range torque, but this dual-plane design continued to make power all the way past 6,600 rpm on the 6.0L and all the way to 7,000 rpm with the 4.8L.


sponded very well to the dual-plane de-sign, as the RPM allowed the little 4.8L to rev cleanly to 7,000 rpm. Running with a 750 HP Holley carb, the modified 4.8L produced 440 hp at 7,000 rpm and 352 lb-ft of torque at 5,800 rpm. Those were pretty lofty engine speeds for a du-al-plane design.

Common sense told us the high-rpm nature of the combination was better suit-ed to the single plane, but boy were we wrong. With the Victor Jr. single plane bolted on top, the 4.8L produced just 427 hp at 6,900 rpm and 351 lb-ft of torque at 5,500 rpm. Not only did the dual-plane intake make more peak power, but it once again excelled at torque production be-low 5,000 rpm. In fact, the dual-plane Performer RPM produced torque gains as high as 40-45 lb-ft of torque!

These tests may not end the sin-gle vs. dual plane intake debate, but providing you the Plane Truth clearly demonstrated the strengths of each in-take. As always, the choice is yours to make, depending on the plans for your engine and rod. SRLSources: COMP Cams, compcams.com; CP Pistons/Carrillo Rods, cp-carillo.com; Edelbrock, edelbrock.com; Holley/Hooker, holley.com; MSD, msdperformance.com; Total Engine Airflow, totalengineairflow.com; Total Seal Rings, totalseal.com; Trick Flow Specialties, trickflow.com

Run with the dual-plane Edelbrock Performer RPM intake, the modified 6.0L produced 545 hp at 6,600 rpm and 482 lb-ft of torque at 5,200 rpm.

Designed with high rpm in mind, the single-plane Victor Jr. featured a common plenum for all eight cylinders. The long (outer) and short (inner) runners were designed to optimize power production at different engine speeds.

http://www.edelbrock.com

http://www.holley.com/

http://www.trickflow.com/

The single-plane offered even more peak power and torque, at readings of 554 hp at 6,800 rpm and 488 lb-ft of torque on the built 6.0L with 5,300 rpm.

Surprisingly, the single-plane was not the ideal choice for the modified 4.8L, as it only managed 427 hp and 351 lb-ft of torque.

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We were lucky to be able to get Pixar’s Jay Ward to pull his ’39 Merc drop top over for a few minutes to get a Quick Cruise in with the Cars Legacy Guardian and go-to car guy at the studio.

WORDS: Todd Ryden

WITH JAY WARD (OF PIXAR)

For this issue, we’re excited to hop in the passenger seat of a ’39 Mercury for a Quick Cruise with Jay Ward of Disney/Pixar. Pixar you ask? They make movies, not cars right? Yes, but they’ve made two great automotive movies in Cars and Cars II, with attention to details getting the designs, attitudes, sounds, and personalities of the characters just right.

Many of those details were sought out by Jay Ward, the Cars Legacy Guardian. Jay hired into Pixar in an entry-level position but was called onto the production of Cars due to his being the biggest car-guy on staff! From there, his hot rod experience — and his artistic and illustration talent — has kept the wheels rolling with work in other great Pixar movies.

We caught up with Jay at the opening of the Petersen Museum (see page 20) and asked him about his career, hot rods, and the all new Disney/Pixar Cars Mechanical Institute with-in the newly restored museum.

Please explain your current title with Pixar Animation Studios; the Cars Legacy Guardian.John Lasseter (one of the three founders of Pixar – Ed.) basically asked me to oversee all projects related to the Cars films — theme parks, consumer prod-ucts, interactive, etc. Anything that features Cars, I’m involved. I also help with automotive authenticity for the films themselves.

What role did you start in at Pixar when you hired in back in 1998? I started out as a PA (Production As-sistant) in the Monsters Inc. art depart-ment, which is the entry-level position in production. I got art supplies, photo-graphed reference, helped the artists, and loved every minute of it!

Were you working on Cars when it started, or did you get called in to the project because you were the biggest ‘car guy’ at Pixar? I was on Monsters, Inc. when Cars got going (around 2000), and since I ran the car show at work, they knew I was a massive gearhead, and pulled me onto Cars. I was probably one of the first production people on the show.

What was your role in Cars and Cars II? On Cars, I started out as an Art De-partment Coordinator and was later promoted to the Character Team Man-ager, basically overseeing the vehicles getting built in the computer. I worked with the team to help make things more accurate, like Doc’s racing tires,

or the sound of Ramone. Early on, John Lasseter started noticing that I knew what was accurate or not, automotively speaking. Then I found myself going to Detroit with the early crew on research trips, etc.

When it comes to character development, did you choose the personality traits of a Cars character based on their body style? In short, what came first — the personality or the car?John was always fascinated by the story of a vehicle first, for instance the Jeep in WWII or the Hudson Hornet in NASCAR. Those vehicles have fasci-nating stories. Some cars we designed to fit the story department’s character, such as Mater being a rusty old tow truck, or McQueen as a hot shot racer. Sally was tough — finding a feminine shape that was fast, beautiful, and read like a female quickly (smooth chin shape, for example).

The recently restored and restified Petersen Museum in Los Angeles now offers a Cars Mechanical Institute on the second floor. Can you shine a little light on this interactive area? We had a vision of the Cars characters teaching guests how a car actually works in a clear and simple way, and The Petersen seemed like the perfect venue to offer this. Working with The Scenic Route group, we collaborated on the space closely, and our goal was to have something for all ages to learn some-thing and enjoy the world of Cars at the same time.

We understand that within the Cars Institute, visitors can also build their own race car on an iPad while visiting special galleries on the second floor? The CarsPad is a tablet that you can walk around the 2nd floor with and ac-tually build a race car step-by-step with help from the Radiator Springs gang. Who knows more about style than Flo, fuel from Fillmore, or more about tires than Luigi?


Do you still hold the Pixar Motorama on the grounds of the company each year?The Motorama is held every other year on our grounds and is a private event for employees and their family vehicles. We also get special guest vehicles from the manufacturers, Jay Leno, Chip Foose, and more.

So people understand, we have a few questions about your hot rod history. First, what was your first hot rod? I had a number of ’60s and ’70s cars since high school, but my first traditional hot rod started as a Model A Sport Coupe and a pile of parts. That car went to one of the Swanx car club members, and I bought my ’29 Roadster project with the proceeds. I learned how to weld and build a car with that car, and I still own it today.

How many running/driving rods do you currently have?The current stable has the ’29 A Road-ster (331 Caddy powered), a custom ’39 Mercury convertible, which is a Westergard style taildragger, and a ’57 Pontiac Safari wagon mild custom for taking the kids to school.

You earned your Bachelors of Fine Arts, focusing on Illustration, from the California College for the Arts. Do you have any designers that influenced your art? I was a weird one in Illustration. I loved the German Expressionist print makers, so I went down that road with editorial and commercial art when other artists were going digital. After five years of freelance, I realized I would rather direct others making great art than to make my own so-so art!

How about builders — any major influences or current builders that get you excited?So much great work between the Barris Brothers, Valley Customs, Coachcraft, Harry Westergard, Ayala Brothers, Winfield, etc.

Modern traditional builders I appre-ciate include Rod Emory, Cole Foster, Jimmy White, Matt Seret, Keith Tardel, and many, many others!

You spent a couple years as the Managing Editor of Hop Up magazine — how did you like the magazine world? Magazine work is tedious, for sure. Lots of reading, proofing, and deadlines. It was

a good chance to know more about the scene in other parts of the country though, and I met some amazing people. Hop Up was a very cool publication to be proud of, and I’m glad it’s back! I started writing for the Jalopy Journal under the name “Jive Bomber,” and I’ve been doing that for about six years now. It’s been a blast, and Ryan is a great guy to work with.

You also spent some time on the show/event side of the fence as one of the founders of Billetproof — what made you decide to pro-duce an event? Kirk and I started Billetproof in 1998 basically because there was no other show in the Bay Area at that time that appreciated our home-built, low-buck hot rods. We felt out of place at Good-guys events back then, and everything

else was very small gatherings. We just made a real show out of it.

Magazines, event promotions, mu-seum education, and movies — any mediums in the hot rod world that you would like to dabble in next? I’ve dabbled enough! I probably want to focus on getting my existing cars in nicer shape, and try to get some hot rod road trips in again. Me and a buddy drove my Roadster to Bonneville in ’08 and had an absolute blast. I need to do that again.

Speaking of next, can we expect a Cars III anytime soon? Cars 3 is coming, and it will be an amaz-ing film. All the heart and emotion you expect from a Pixar film. Lots of new characters, too — some are classics that you will really appreciate! SRL

The Cars Mechanical Institute on the second floor of the revamped Petersen Museum offers visitors different interactive stations to show how cars function and a chance to build a virtual racecar with characters from Radiator Springs.

A sculpture of Luxo Jr. adorns the Pixar campus, shown here flanked by a pair of sport cars during the Pixar Motorama.


Anyone building a rod or muscle car these days comes to a cross-road: carb or EFI. Just a few

years ago, EFI was reserved for high-end builds or for the tech-heavy guys with a laptop in hand and a chassis dyno at the ready. Today however, EFI is easy to in-stall, simple to wire, and even a fellow with an old flip-phone can walk through the initial setup to get their mill fired up.

One thing to consider when making the plunge to EFI is the fuel system, more importantly, the fuel pump location. Sure you can mount an electric pump on the frame rail, but they’re noisy, prefer to be gravity fed, and in hot regions, extend-ed drives can be daring. The best answer is to put the pump in the same place the OEMs have been doing for years, drop it in the tank.

In the past few years, we’ve seen a number of in-tank pump kits and gas tanks, but Rick’s Tanks is one company that’s been building tanks with pumps mounted inside for nearly 20 years.

Rick’s hand-crafted stainless steel tanks are plumped with AN fittings and internal baffles and built around a pump (or pumps) to meet the demands of your

engine. You’ll find them on drag cars, show cars, and a long list of pro tour-ing vehicles.

Hand-built and custom selections of pumps and designs come at a cost, as you would expect, and the team at Rick’s understands its stainless tanks may not fit the budget of many grassroots build-ers. In that thinking, they leaned on their years of fuel delivery experience and de-veloped an all-new stamped steel tank line called RestoMod.

These new tanks aren’t simply a reproduction of a stock tank. The heavy gauge steel tanks are designed with performance in mind and feature touches like recessed corners to allow for larger exhaust clearance, however the top of the tank is where you’ll no-tice a difference.

Rather than stick with a small, factory style sending unit, RestoMod tanks are designed to accept a late model GM fuel pump module. This design allows you to put the same fuel pump module in your car that was engineered for the 2010 and newer CTS-V, Camaro SS, or ZL1.

For anyone planning an LS swap with a donor from a newer car or a crate en-

Rick’s Tanks offers a budget conscious tank for muscle cars


The extra-large opening in the tank is designed to accept a late model OEM GM fuel pump mod-ule. For LS swaps and newer crate motors, this means you can easily run a returnless fuel line just like the OEM setup. The module shown is for a 2010-2015 Camaro SS and can support up to 650 hp. Rick’s modifies the internal regulator to 58 psi.

gine, this is a great concept. Not only will you be able to run the pump that the en-gine and ECM were designed for, but you’ll be able to run it as intended — re-turnless! A returnless fuel system is easi-er to install and will save you money and


Though our throttle body EFI application didn’t require two fuel pumps, we liked how the Billet Module was designed to accept two pumps.

Universal billet moduleIf you have an oddball vehicle or can’t locate a new fuel tank, Rick’s has you covered with their universal Billet Pump Module Assembly. This kit is supplied with everything you need to modify your tank and run an internal pump – or two.

In the case of our installation on a ’65 Pontiac station wagon, we modified a tank to install the Billet Pump Module. The kit was easy to install and it was very handy that the holesaw was supplied (where would we find a 6.25-inch holesaw?)

time with fewer fittings and high pres-sure hose.

If you’re not running an LS engine or have a tank that is not offered in the Res-toMod line yet, they also offer a univer-sal Billet Pump Module. This assembly will bolt directly into one of the stamped RestoMod tanks, or it can be used to convert most any tank into an EFI-ready intank pump.

This CNC-machined assembly has dual-8 outlets to feed the engine, along with a matching return line. The fuel pump mount is adjustable to compen-sate for different depth tanks as well.

RestoMod tanks are available for sev-eral GM muscle cars with Ford and oth-er applications on the horizon. A tank for our Pontiac wagon wasn’t available yet so we installed the Billet Module to run with our FAST-equipped throttle body.

We also caught the end of an installa-tion using the GM Module on a ’69 Nova and were impressed with the fit and func-tion of the new tank. We’re sure you’ll be seeing more applications coming from the RestoMod line. SRLSource: Rick’s Tanks, rickstanks.com

After drilling the hole in the tank (and a thorough cleaning), we mounted the mounting ring and seal to the tank. The Billet Module drops in place and has an adjustable height range so it sits at the bottom of the tank. A factory style lock ring is supplied for a secure installation. Note the -8 O-ring connec-tions for the feed(s) and return.


The 64th Detroit Autorama wrapped up on the last weekend of February, naming the ’39 Oldsmobile con-vertible owned by Billy and Debbie Thomas of George-

town, Texas, as the 2016 Ridler Award winner! The Olds, an extremely rare Model 60 convertible, was worked over from top to bottom and side to side by the team at Customs and Hot Rods of Andice.

The Olds was selected from the Great 8, which are the final-ists vying for the Ridler title. These seven other custom-built

cars (and a truck) may have made up the most diverse group of vehicles ever assembled as finalists. The group included a ’41 Ford pickup roadster, a blown big block ’40 Willys, a ’52 Mer-cedes Benz 170S, a ’37 Ford coupe, a ’61 Impala turned into a long roof wagon, a ’76 Ford Falcon from Australia, and a ’38 Graham 97. Yes, a Graham!

Congratulations to the Thomases as well as to each of the owners, builders, and scores of talented people that made it to the Great 8! Here’s a look at the finalists. SRL

2016 DETROIT AUTORAMA

GREAT

Billy and Debbie Thomas won the 2016 Ridler Memorial Award with their ’39 Oldsmobile Model 60 convertible. The build, fresh from Customs and Hot Rods of Andice, features one of Joe Mondello’s last 455 Olds builds, making the win a fitting tribute for Olds fans everywhere.

Billy and Debbie Thomas bring home the Ridler with their ’39 Olds convertibleWORDS & PHOTOS: Todd Ryden

You could stand at the display of Richard and Lynn Broyles’ customized ’41 Ford pickup for hours and still not put together the volume of custom features and touches that went into its build. Aptly called ‘Mirage’, you would be seeing things that shouldn’t exist but actually are there in this amazing truck.

TO SEE MORE, SEARCH “AUTORAMA” @ StreetRodLife.com


This is probably the first and only time that a ’38 Graham coupe was in the Great 8, and possibly even the Autorama. This model has been thoroughly modified throughout, however that aggressive, forward-thrusting grille and fender work is an original design from Graham. This car, owned by Mike and Pat Markin, has had extensive nips, tucks and blends, but that front end is unmistakably Graham.

Chris and Colleen Bitmead and their entourage of friends and family brought their ’76 Ford Falcon to the big dance all the way from Orange Grove, Australia! A super charged 5.4L (Boss 290 in Australia) is just the start of the long list of details, mods, and workmanship.

With a Hemi-headed 427 Ford power plant, Dan Wathor’s ’37 Ford Deluxe has plenty of torque on hand to roast the huge fat hides that Kenny’s Rod Shop of Boise, Idaho, fit under the coupe.

It’s probably safe to say that Mark Gooden of Marshall, Missouri, has the nicest ’52 Mercedes in the world. Samson Design is the group behind this outstanding 170S that has been customized with reshaped fenders, head-lights, wedge cut roof, door posts leaned and on. The mocha interior sets a new standard for Mercedes, and an all-aluminum 6.2L is fit under the hood.

Beaming red, massive tread out back with a giant roots blower perched atop a big block finishes Greg Malvaso’s ’40 Willys accurately named Full Throttle.

The crew at Greening Auto Company took a ’61 bubble top Chevy Impala and transformed it into the Double Bubble! The tricked out wagon, owned by Joe Horisk, is a crafty display of blending the two cars together with a W-motor fitting right into the build.


For many years, the points ignition system was a way of life. Decades of cars used contact breaker points to con-trol their spark distribution and, while they did work

great until better electronics came along, they had their faults. Now we know some die-hards and purists may tout the mer-it of keeping things “correct,” but points are an area that gets a free pass.

You probably recognize the name FAST for its electronic fuel injection conversions. Well, with the name Fuel Air Spark Technology, it has recently focused on the “ignition” side and now offers a line of ignition controls, distributors, and even a points replacement kit.

The XR-i Points Replacement Kit from FAST is an invisible solution that looks the part and won’t leave you on the side of the road in the rain. What’s more, installation is easy and almost as fast as changing another set of points. You could do it one last time and be done.

If you are new to old cars and have recently acquired some-thing with points, or are a seasoned stalwart and unsure of con-verting, let’s review how and why points fail, shall we?

First, contact points use a spring-loaded arm to keep a plas-tic “heel” riding against the rotating distributor shaft. The dis-tributor shaft is not round; it’s a cam with lobes that push the arm up. Each time it goes up, it spreads the contact point open. This breaks the circuit and lets the coil release the accumulated energy and fire the plug.

WORDS: Brandon FlanneryPHOTOS: Todd Ryden

If you don’t mind stretching across the engine bay, you could probably install the XR-i with the distributor in the engine. We opted to pull the distributor out and do the work at the bench. Simply remove the points and condenser assembly.

Over time as the contact “breaks” that circuit, electricity pulls part of one contact over to the other. This corrosion al-ters the gap and causes a gradually weakening spark until it fails. Also over time, the heel wears down, altering the gap between

IT’SPOINTLESSXR-i Points Replacement Ignition systems eliminate maintenance and improve driveability


the contact points. Altering the gap through the heel affects the “dwell angle,” which is how long the points stay closed on the flat part of the cam lobe.

During this closed period of dwell, electricity is flowing into the coil and condenser, so altering this duration will alter the coil saturation. Too long of a “charging” period will overheat the coil and break it down, causing a weaker spark. A wider gap, or shorter dwell period, won’t charge the coil and conden-sor long enough and also cause a weaker spark. Additionally, at higher rpm, the points don’t stay closed long enough to make a full charge. Naturally, this also causes a weaker spark.

With all of these wearable components and variables, a good set of points works great when new, but will need inspection and resetting every 3,000 to 4,000 miles. Weaker spark means unburned fuel, and that means poor performance and lowered fuel economy.

With the XR-i Points Replacement Kit, all of these moving parts are replaced with a self-contained module. This module

drops right in place of the points and uses a Hall-effect sensor to detect the distributor lobe. Hall effect sensors are highly ef-ficient “on-off ” style magnetic switches and the heart of most modern ignition systems. Dwell is now controlled with ad-vanced digital technology based on battery voltage and rpm, providing maximum energy and minimum component heat.

With two wires to connect to either side of the coil and a lit-tle understanding of ballast resistance for component compati-bility in the coil, swapping them out can be done on your lunch break. It’s that simple. An added bonus with the XR-i is there’s a built-in adjustable rev limiter to protect the engine in the event of a missed gear or driveline failure.

We replaced the breaker points of a fairly stock ’64 Chev-elle and were impressed at just how simple the update was. The engine definitely fired up quicker, and it sounded good under higher rpm pulls. We’re looking forward to never worrying about our points again. SRLSource: Fuel Air Spark Technology, fuelairspark.com

Apply a layer of thermal grease to the bottom of the XR-i then mount it to the adapter plate. Notice the mounting holes are slotted for adjustment. Do not completely tighten the socket head cap screws just yet.

Loosen the XR-i mounting screws and push the module in as close to the points cam as possible without touching. Once in place, tighten the screws.

Mount the assembly to the distributor housing. Note there’s an indexing slot that lines up for precise installation. FAST also supplied a wire loom to secure the wires out through the housing.

Don’t forget to route the two wires through the supplied grommet to ensure a snug fit and keep the wires in place.


TOOLS ACCESSORIES STUFF

PARTS STOREAt Street Rod Life, we’re always on the look-out for new parts that will make your rod a little quicker, smoother, or simply cooler. This installment of Parts Store brings you a variety of great new products to hit the market. If you would like more information, follow the website or give them a call — be sure to tell them Street Rod Life sent you!

Sponsored by

New products listed daily

@StreetRodLife.com

Silent vacuumMaster Power Brakes, Silent Drive Vacuum PumpPower assist brakes are a nice feature but so is having a lopey, big power camshaft. However, due to the lack of vacuum that lumpy cams produce, the two don’t quite mesh but Master Power Brakes of-fers a solution with their new Silent Drive Vacuum Pump.

This new electric pump provides the vacuum your brake booster needs to provide a smooth, easy effort, and repeatable assist. The

pump is compact making it easy to install and conceal plus is sup-plied with a useful, laser cut mounting bracket. Not only is the pump whisper quiet, it is also very efficient so it doesn’t require high current to your electrical system. The kit is supplied with a sealed Weatherpak connector harness and billet vacuum tee for a complete installation.

stopwithmpbrakes.com800.381.9772

http://www.mpbrakes.com


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405 HP and torque with the ZZ6Chevrolet Performance, ZZ6 Crate EngineChevrolet Performance set the bar for SBC crate engines with their ZZ-series of package nearly 27 years ago. Today, they’re launching the next generation small block with even more power — the ZZ6.

This completely new 350c.i. small-block package has been re-fined with updated FastBurn cylinder heads and valvetrain improve-ments including bee-hive valve springs that increase high rpm ca-pability. The result is 405 hp and 405 lb-ft of torque.

The ZZ6 uses an aggressive hydraulic roller camshaft, with .474/.510-inch lift and 208/221-degrees duration, that supports the engine’s high-rpm airflow capability, while maintaining excellent low-speed drivability. The rotating assembly is a forged steel crank-shaft with durable, high-silicon aluminum pistons housed in a four-bolt-main cast iron block.

The engine (P/N 19351532) is supplied with a single-plane aluminum intake, distributor, water pump, damper and flexplate. It is also available in a Turn Key kit (P/N 19351533) which is nearly ready to bolt in with a carb, the starter, distributor, alternator, and additional accessories such as the air conditioning compressor and front-end accessory drive system.

chevrolet.com/performance

Shift into overdriveididit, Cable Shift Linkage KitRunning an overdrive transmission is the norm these days and for Ford fans, the AODE is one of the top choices along with the 4R70W. When it comes to controlling the gear position on these modern Ford transmissions you can look to ididit for a complete kit.

The Michigan based steering column specialists developed a popular Cable Shift Linkage Kit and has been adding applications ever since. Their latest version is for column shift applications using

either an ididit 2- or 2.25-inch column, or even a factory 2.25-inch Ford column, with an AODE or 4R70W transmission. Each kit is sup-plied with a 6-foot shift cable, transmission bracket and a column bracket with hardware. The assembly promises smooth engagement of all the gears for thousands of shifts!

ididit.com517.424.0577

http://www.chevrolet.com/performance

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PARTS STORETOOLS ACCESSORIES STUFF

Coolant careDriven Racing Oil, CSP — Coolant System ProtectorImpurities in well water can cause rust and corrosion inside the radiator, water pump, and cylinder heads, which can lead to a loss of cooling efficiency and damage to these costly parts. Driven Coolant System Protec-tor stops the adverse effect of hard water, regular tap water, and well water by neu-tralizing minerals and impurities better than the leading brand of coolant additives.

CSP also prevents corro-sion due to modern OATS (or-ange) coolants and anti-freeze, keeps engine coolant passag-es clean, and lubricates water pumps. The unique surfactant technology in CSP also lowers the temperature of the engine by improving the “wetting” of the coolant which increases thermal transfer.

drivenracingoil.com866.611.1820

The heat is onMaradyne, Santa Fe Auxilary HeaterAs rodders, we all like to look cool and be cool inside our cruis-er. However, feeling cool has its limits and to help heat things up when it gets cold, Maradyne now offers a compact, nifty little un-der-dash heater.

The Santa Fe Auxilary Heater features adjustable airflow louvers and has a two-speed fan control switch. Don’t let the size fool you as this little unit is capable of producing over 13,000 BTUs with only a six amp draw. Maradyne even designed an optional defrost kit that can be added.

The unit mounts on the floor or under the dash of most rods and only measures 7.25"Dx7.375"W and just shy of 10 inches tall. Plus the design of the unit looks right at home on vintage rods and classics.

maradynehp.com800.403.7953

Get a gripRideTech, Steet Grip SystemRideTech is known for their suspension components and tech-nology along with the number of cars they’ve built and beat on at the autocross track and rallies. They really put their systems to the test for high level performance and handling.

Muscle car fans will be happy to hear that they now offer a complete bolt-on suspension upgrade that is a direct fit with no modifications required to your car; the Street Grip system. This system is a direct replacement of factory components in-cluding ball joints, control arm bushings, sway bars, bushings and shocks with new components spec’d and manufactured by RideTech.

Each kit is supplied with everything you need including vehicle specific dual-rate front coil springs, Delrin control arm, and swaybar bushings to eliminate excessive movement, a stronger front swaybar, and taller ball joints that increase the camber curve to improve stability through the corners. Kits are available for a number of GM applications with more coming.

ridetech.com812.481.4787

http://www.maradyneHP.com

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SOHC stubs and camsCOMP Cams, Ford 427 SOHC Stub CamDeveloped in the span of 90 days in the mid-’60s, banned from NASCAR, and ultimately finding success on the drag strip, the Ford 427 SOHC was one of the most powerful engines of its day. Recent aftermarket developments in blocks and heads have in-creased interest and availability of these engines common in modern period-correct builds.

The Ford 427 SOHC utilizes a stub cam, which is used to drive the distributor and oil pump, mount the dual timing chain sprock-ets, and provide oiling to the left head through an oiling groove in the bearing journal. COMP Cams has recently made a stash of these parts available with an option for special engine builder group pric-ing. COMP also currently offers custom cam grinds for Ford 427 SOHC engines, making this stub cam a necessary companion piece.

compcams.com800.999.0853

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PARTS STORETOOLS ACCESSORIES STUFF

Rollers for retro-fitsCrane, Energizer Retro-Fit Hydraulic Roller LiftersThese lifters allow users to convert an early model engine from a flat tappet design to the modern hydraulic roller valve train system. The result is a reduction in friction, as well as an increased rpm range with enhanced horsepower and torque. There is normally no machining required; the tie-bar design lifters are an easy “drop-in” conversion designed to take advantage of the latest hydraulic roll-er camshaft technology. Compatible with high-performance muscle cars and custom street rods, lifters from the Crane Energizer Series are offered for most popular GM, Ford, and Chrysler applications.

cranecams.com866.388.5120

1968 Chevelle speedoOriginal Equipment Reproduction, SpeedometerIt seems as though the ’68 Chevelle has been the black sheep of restoration components. Sixty-sevens and ’70s have nearly anything you need to replace available, while the ’68 and even the ’69 leave you searching online auctions, forums, and even the old fashioned swap meet.

Original Equipment Reproduction (OER) is making it easier to restore the dash of your ’68 with an all-new speedometer and clock assembly for 1968 Chevelle and El Camino models with warning light instrumentation!

The speedometer is built to GM specifications and features a 120 MPH faceplate without the speed warning function. Each speedometer face displays the correct original fonts and colors, and comes fully calibrated and ready to install. The dash clock as-sembly also features correct original style fonts and colors plus is built with modern quartz movement. They even include the original style chrome adjustment knob pre-installed in the unit.

oerparts.com800.955.1511

Low ohms, high suppresionFAST, FireWire Spark Plug WiresNew 8.5mm spark plug wires from FAST are designed for high-out-put ignition setups and provide protection from extreme tempera-tures. These ultra-low-resistance plug wires transfer the maximum amount of energy to the plugs.

FAST understands the need for a ‘quiet’ plug wire and they’ve done their homework with the FireWire. The wire features a reac-tive-core construction also effectively filtering out “noise” generat-ed by high-output ignition systems. This filtering of radio frequency interference (RFI) and electromagnetic interference (EMI) protects on-board computers and instruments, and helps preserve audio clarity. Both silicone double-layer and sleeved versions featuring Kevlar-reinforced fiberglass mesh are available.

fuelairspark.com877.334.8355

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New Gen bootleggingLunati, GM LS Bootlegger CamshaftsThe popular Bootlegger Camshaft Series for hot rodders that play by their own set of rules can now be used with popular GM LS ap-plications. Bootlegger Cams feature an extremely aggressive de-sign that provides tons of low- and mid-range power, as well as a thumping exhaust note that lets everyone know you have arrived.

The Bootlegger cams are the perfect blend of today’s design

advancements and old-school attitude. A trio of three-bolt hydrau-lic roller grinds are available for GM LS Gen III/Gen IV engines. The cams are offered in a variety of specs that make them ideal for stock to highly modified LS engines.

lunatipower.com662.892.1500

A Higher Level Of Transmission Quality& PerformanceStreet Rodder Transmission Packages™

Lots of companies offer transmission packages, but none utilize the same standards for quality, performance and durability as TCI®. With over 45 years experience, TCI® includes a group of skilled craftsmen who build the industry’s best transmissions using supe-rior internal components, the latest engineering advancements and modern, computerized testing equipment.

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Part # Popular Transmission ApplicationsGM311038P1 TH350 Street Rodder™ Package371038P1 700R4 Street Rodder™ Package371016P1 4L60E Street Rodder™ Package For LS Engines271600P2 6x Six Speed™ Transmission Package For GM Engines

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We all have that one car. We’re not talking about the one you sold and regretted letting go ever since (we all have one of those). We’re talking about that one ride you see at a show or cruising down the road that

just reaches out and slaps you across the face. It just connects with your inner car-guy soul.

It might not be the most colorful, or even the most detailed, and sometimes it’s not even a car that you would normally gravitate towards. But there’s just something about that car which speaks to you, tugs at your heart, hits you in the gut and makes a lasting impression. Most of the time, that special car ends up as nothing more than a pleasant memory, but a few lucky people are able to make the dream of owning that special car a reality. This is one of those stories.

CRUISINGWORDS & PHOTOS: Trenton McGee

Any time is the right time for a Mimosa-colored ’32


Les and Rhoda Haight first caught sight of that special car at the Woodward Avenue dream cruise back in 2002.

The roadster was a fresh build assem-bled by a team that has a Ridler award to its credit, and this particular ’32 has several special features that make it stand out among the others.

Les, a lifelong car guy who spent most of his professional career in the in-dustry, was quick to pick up on all those unique features and the obvious atten-tion to detail that went into building the car. There was just one problem; the car was not for sale. Les made some mental notes about the car and made a promise to himself that he would keep tabs on it from time to time.

All too often, that’s where the sto-ry of “the one that got away” begins. A few memories, maybe a snapshot or two, and a lot of time spent dreaming about the what-ifs of owning that perfect car. Sure enough, sometime later Les discov-ered the car was up for sale, but the ask-ing price was outside the budget.

Once again, the car got away. But Les is a patient guy, and years passed before the car came up for sale once again. This time, he didn’t let it get away. That was six years ago, and he and Rhoda have been enjoying the Deuce ever since.

Smooth is the best way to describe the nose of Mimosa. The grille is flanked by Guide headlights from a 1940s fire truck mounted on a custom headlight bar. All of the front suspension is chromed, as-is the exhaust system.

There’s a lot to appreciate about this ’32 Roadster. The Flatlanders glass body was built to the original Ford dimensions but sports a filled cowl vent and chopped windshield, and the door handles were stripped.

The hood and side panels feature a total of 164 louvers and cutouts for the valve covers just like the Dick Smith Roadster that resides in the Henry Ford museum. The eye-popping Chevrolet Hugger Orange paint was laid down by

TO SEE MORE, SEARCH “MIMOSA CRUISING” @ StreetRodLife.com


Dale Hunt, with matching 16-inch steel-ies highlighted with 1940 Deluxe caps and trim rings.

The cutouts on the hood aren’t there just for decoration, they’re needed to clear the girth that an early Hemi demands. In this case, a 354c.i. Chrysler model is topped with a cast iron dual quad mani-fold and a pair of Edelbrock carbs.

The rotating assembly includes a forged steel crank, forged rods, and an Isky 280 cam. The compression ratio was kept at a streetable 9:1, but the en-gine still lays down an estimated 300 hp. Shifting duties are handled by a GM TH350, built by Doug’s Performance Transmissions, with a Wildcap adapter.

The interior of the Roadster is sim-ple and even understated. The seat and interior panels are done in brown Nau-gahyde with traditional pleats and inte-grated storage pouches in the kick panels for maps and other small items. German square-weave carpet was used in the cockpit and the trunk.

Steering duties are handled by a 1940

The engine is a 354c.i. Chrysler Hemi topped with an iron dual quad intake from a ’57 model. A pair of Edelbrock carbs fuel the vintage engine, while a Vertex Magneto (converted to an HEI) provides the spark. Custom headers with Smithy’s Glasspacks create the period perfect exhaust note.

The detailed rear side of the ’32 features a Winters Quick Change settled on a Model A spring with ’40 Ford wishbone traction bars. Rear drums are from a Ford F150 dressed with finned Buick covers.

Out back is just as clean as the front, with an exposed gas tank paint-matched to the body and tail lights sourced from a 1950 Pontiac.


Ford column topped with an original steering wheel, and the column shift-er looks original but is fabbed to con-trol the three-speed automatic. The car has a Carson-style top with an aluminum frame and mail slot rear window, but the top is rarely on the car thanks to all the sunny Arizona days.

As beautiful as the car is inside and out, it’s also a driver. The odometer sports more than 17,000 miles and gets driven regularly to car shows, the post of-fice, and even the grocery store.

Les has mostly just enjoyed the car since acquiring it, but he has made a few changes to the car from its original build to enhance driveability. He swapped the noisy spur-cut rear end gears for quieter helical-cut versions and also replaced the high-stall converter with one better suit-ed to cruising around town.

As for the Deuce’s name, Mimo-sa, that was all Rhoda. She reports that just like the champagne and orange juice drink, their Roadster is a great way to start the day. SRL

Three on the tree? Guess again! The clutch pedal is fake, and the original column shifter on the 1940 Ford column controls a TH350. Note the sprint car fuel pump primer to the left of the column.

One of the signature items on this Deuce are the cutouts in the side panels to clear the Hemi valve covers.


The importance of selecting matched crankshaft and connecting rod packagesWORDS: Dan Hodgdon

There is nothing cooler to a street rodder than being able to spin the tires when a light turns

green, or to lay a patch of rubber for their buddies when the cruise-in ends. That’s where torque comes in.

While the top side of the engine pro-duces high horsepower ratings and big speed numbers, the engine’s short block is just as important. The connecting rods, the pistons, and the crankshaft con-vert reciprocating mass into rotating mo-tion. This creates the torque that helps the vehicle move. Although torque isn’t as much of a necessity to a street rodder as to a drag racer, it is what adds the ex-citement of having a street rod that can peel out or throw your buddy back in his seat. It’s important to select the cor-rect bottom-end components to match the power level desired, keep the engine

running efficiently, and provide longevi-ty. Plus it’s always fun to show off.

We caught up with Kirk Peters of Ol-ive Branch, Mississippi-based Lunati to provide us with some input on how street rodders can make the best crank and rod choices, and maintain a cost-effective balance between fun and utility. Lunati provides out-of-the-box kits that can cut down on much of the bottom-end guess-work. Quality components that are prov-en to work together are combined, in-cluding a crankshaft, the proper bearings and usually a choice of H– or I–beam rods. Piecing these together on the oth-er hand can take time and leave room for error in measuring. Stroker engine pack-ages can benefit a great deal from crank-and-rod kits as well. In these kits dif-ferent stroke cranks are paired with the correct length of connecting rods.

Peters notes that it’s of the utmost importance to match parts equally rat-ed in horsepower. The engine builder can then easily put together the entire rotating assembly.

“The choice of the proper kit should always start with the question of: “How much horsepower are you shooting for?’” Peters says. “Then that points you in the right direction.”

For instance, a more entry-level package like Lunati’s Voodoo Series Crank & Rod Kit is a good choice for the mild engine and chassis setups found in many street rods. After all, most of these vehicles are de-signed for comfort, cruising, and coolness as opposed to outright performance.

“The typical street rod makes about 450–550 hp, and therefore the val-ue-to-power ratio is very high,” Peters explains. “There is no sense in using a


kit rated for 1,500 hp if you are going to make 450.”

It’s obvious that customers can make the same mistake when purchasing cranks and rods as they do when buying a camshaft: thinking bigger automatically means better.

While choosing a high-level, matched bottom-end package for a car that doesn’t require it won’t cause catastrophic dam-age like the wrong valvetrain components might, it is entirely possible to spend un-necessary dollars.

However, cheaper isn’t always the best way to go when choosing crank-and-rod packages, which is why it’s important for customers to do their homework. Although a variety of packages may include similar parts, not all will have gone through the same manufacturing and testing processes.

While crankshafts and connecting rods are some of the less technical com-ponents of an engine, Peters warns that rodders can run into legitimate trouble if they choose a crank from Brand X and rods from Brand Y.

“There exists the possibility for dam-age due to crankshaft counterweight and rod length not being compatible, a rotat-ing assembly that could be hard to bal-ance, or a crank/rod combo that doesn’t match up to the pistons the customer has purchased,” he says.

Kits, on the other hand usually come fully balanced and ready for installation, allowing you to avoid costly shop time while they balance mismatched compo-nents. Some shops also may not be skilled at balancing and have to sub that out.

Peters explains by utilizing matched parts, enthusiasts and builders save time and money by knowing their compo-nents will work in unison from installa-tion. In turn, company staff is able to work more efficiently and help more customers. Crank and rod kits are mutually beneficial.

A little bit of simple research by the builder or end user – as well as clearly communicating to tech help what he or she is planning to do with their vehicle – will ensure street rod enthusiasts get the best rodding experience possible with the least amount of hassle and worry.

After all, unlike some automotive hob-bies, building and driving a street rod is designed to be both relaxing and, unless you are building a show car or have the deepest of pockets, budget-friendly.

“Rodding makes up the larg-est-growing segment of gearheads,” Peters says. “It’s a lot more affordable than a race car.” SRLSource: Lunati, lunatipower.com

GASSERRon Normann is preserving history one Willys at a time

TO SEE MORE, SEARCH “GROVE BOYS GASSER” @ StreetRodLife.com


WORDS & PHOTOS: Chadly Johnson

Ron Normann has owned some incredibly rare muscle cars, most notably of the Yenko and COPO variety. In fact, Ron has made a living as an expert in deal-ing with the super Camaros and their hens-teeth-like parts and components.

He knows rare and understands special vehicles — he’s even owned Don Yenko’s per-sonal ’69 Camaro.

So after two decades of dealing in extremely rare and fast muscle cars with his busi-ness McHenry Classic Car Parts in Hebron, Illinois, you may ask what kind of perfor-mance cars it take to get his heart rate revved up? It’s not ZL1s, LS6s or L89 packag-es…it’s Willys.

Mind you, not just any Willys will do for Ron. We’re talking era-correct, historic Willys from the heyday gasser wars of early drag racing. Ron has already gathered a handful of pedigreed Northeast racers such as the Bee Line ’40 and Jack Merkel’s track terror ’33 Willys. Once he learned of the Grove Brother’s car surviving (albeit on life support), he set out to save it.


As with most vintage race cars, the Grove Boys Willys started life as a little old lady’s car that brothers Jim and Jer-ry purchased for $50 in 1956. It took the duo nearly four years before the coupe debuted at the track with a 394c.i. Olds for power and “Grove Brothers” painted on the door.

It was several years later when the team really started being feared on the track. In 1966, the brothers brought their cousin Roger (“JR”) into the fold. At this time, the Olds was pulled in fa-vor of a big-block Chevy along with a weight-loss program with a number of fi-berglass components. It was JR who shot the body in multiple layers of star mist candy apple blue, and an updated logo of “Grove Boys” was applied.

The coupe saw many wins through-out the ’60s with its first national event win coming in 1964 at the AHRA Na-tionals. The team then saw strong dom-ination as it took A/Gas class top hon-ors three years in a row, starting in 1967 at the World Championship series drag races held in Cordova, Illinois.

The Willys was sold in 1969 and replaced with a 426c.i. Hemi-powered

Opel Kadett with which the Grove team continued to have great success. As for the Willys, its new owner re-placed the big block with a Hemi and continued to race until it disappeared from the local race scene and fell into a lost period of time.

Fast forward a few decades and through a complete stroke of luck, the

Willys is discovered in an Arizona ga-rage. A gentleman who used to live across the street from the Groves was visiting his sister and went out for a neighborhood walk. When he was just a few houses down the street, he spot-ted a Willys in a garage and asked the owner if he could take a look at it.

The telltale sign of its roots were the


A stout 600 hp+ big block is topped off with mechanical injection and a tall set of stacks, just like the Willys ran during its three-year stretch of World Championship A/Gas runs.

Frenched ’58 Chevy taillights, a signa-ture of the Grove Boys gasser. Bench racing ensued, a deal was made and the rolling chassis and body parts were tak-en back to Iowa where the new owner planned to restore the coupe.

The Willys sat for a number of years, and it wasn’t long before Ron Normann had learned of its tale. It took patience and persistence, but eventually he got a hold of the old rac-

er and set about a detailed restoration to its glory years.

Ron was lucky enough to be able to consult with the Grove brothers during the Willys’ restoration, and they even helped supply a good amount of its orig-inal components.

A 427c.i. big block was assembled to mirror the original engine and dyno’d at 605 hp inhaling through a set of 14-inch velocity stacks. Mated to the stout mill is a

TH400 tranny that is linked to the gasser’s original leaf-spring ’60 Olds rear end.

The gorgeously restored Willys de-buted at the 2013 O’Reilly’s Auto Parts 60th World Series of Drag Racing held at the Grove’s home track of Cordova. The crowd was treated to witnessing Jerry and J.R. Grove ride down the track in their amazing old drag car, thanks to all the hard work and dedication of Ron Normann. SRL

Sparse in all sense of the word from the cockpit. Oil and engine temp, oil pressure, and a tach along with a trio of switches are all that were needed.

The Frenched ’58 Impala tail lamps were key to the Willys being found. The coupe still sits on the original leafs with a ’60 Olds rear end.

I N G L E S E . C O M 1 . 8 6 6 . 4 5 0 . 8 0 8 9

Drawing upon roots deeply entwined in Weber-carbed Cobras, nothing says exotic, distinctive power like an eight-pack of injector stacks. In-glese™ seamlessly blends the timeless visual appeal of these legendary induction systems with modern self-learning FAST® EFI for an unbeatable combination of looks and performance.

The Eight Stack System uses EZ-EFI 2.0® Fuel + Ignition, which allows a wider camshaft selection and supports up to 1000 HP. Self-tuning EFI with built-in diagnostics offers better performance, cold starting and drivability.

Sidedraft Induction version easily bolts right on 4150-flange four barrel intakes for an ex-ortic new look and flawless FAST® perfor-mance. Available with EZ-EFI® Fuel and EZ-EFI 2.0® Fuel + Ignition.

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9693

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Rodders take note. Diesel engine oil classifications have changed again, and your response could

directly affect the life of your engine. “Diesel oils are becoming more spe-

cific to applications, and people using them off-label in their hot or street rods need to be aware,” says Certified Lubri-cation Specialist Lake Speed Jr.

In February, the American Petroleum Institute adopted two new heavy-duty engine oil categories — CK-4 and FA-4 — that effectively eliminate backwards com-patibility in the industry and instead ap-ply to engines made before or after 2017, respectively.

“There’s a clean division,” Speed says. “Prior to this new diesel oil spec, all oils were considered backwards compat-ible, meaning the newest oil was the best oil for all engines built before then. Now, that paradigm is shifted. The newest oil spec that offers the best fuel economy in modern diesel engines is not for use in older gasoline engines.”

API designates CK-4 as the replace-ment for current diesel engine oil cate-

WORDS: Cindy Bullion

gories, while FA-4 is a new category al-together, created in response to updated greenhouse gas (GHG) emission stan-dards affecting engines to be manufac-tured in 2017 and after.

The difference in application comes down to the level of sulfur content in the diesel fuel run, up to 500 ppm for CK-4 (though use with 15 ppm and greater sulfur fuel may need more fre-quent drain intervals) and up to only 15 ppm for FA-4.

Speed explains that for street rod-ders (and others using diesel engine oils in gasoline engines), the new FA-4 diesel engine oil may not be suitable for use, as it is designed for use in Ultra Low Sulfur Diesel-fueled engines.

Sulfur is a natural lubricant and a component in Zinc dialkyldithiophos-phate (ZDDP), an anti-scuff additive that has been reduced in all engine oils through the years to help extend cat-alytic converter life and lessen harm-

A lifter with normal wear.A lifter with excessive wear, possibly due to inadequate lubrication.

Changes in diesel oil should spur change in your rod


ful emissions. The ZDDP reduction in gasoline engine oils particularly spelled trouble for older — think flat tappet camshafts — and high-perform-ing engines however, leading owners to opt for diesel engine oils that contain higher levels of the additive. Further reductions of ZDDP in diesel engine oils, last in 2010 and now with the cre-ation of FA-4, have for some meant off-the-shelf supplements.

The dangers of using oils with inad-equate ZDDP content — 1200 ppm is recommended — in flat tappet and ag-gressive roller cam engines, according to Speed, include excessive cam lobe and lifter wear and potential cam fail-ure, even within just a few thousand miles of driving.

Speed says owners should just steer clear of diesel engine oil in their hot or street rods and pay close attention to new labeling and if using diesel en-gine oils in their tow vehicles. In the latter case, follow this rule: Use FA-4 after 2017 and CK-4 in earlier diesel engines.

For your rod, seek out synthetic or conventional oils manufactured by com-panies like Driven Racing Oil to meet the demands of your specific application.

“This really is risk management,” says Speed about the importance of protect-ing engines with the right oil, from the start. “Curveballs are being thrown here. So, buyer beware.”

Substantial chemistry changes in the new diesel engine oil categories mean the widely accepted use of diesel engine oil plus ZDDP additive during the break-in process is now a riskier proposition than it was a few years ago. The new technol-

ogy in these oils change the chemical makeup on the surface of engine compo-nents, which affects wear performance.

Speed explains that ZDDP creates a sacrificial film on contact points that acts as a wear surface in place of the metal. As ZDDP is reduced or more detergent is added, that film can decrease and com-ponent wear increase.

He recommends during the break-in process owners turn to a ZDDP-en-hanced oil, such as COMP Cams’ Break-In Oil, rather than the new diesel engine oil options to improve surface

This camshaft and roller lifter demonstrate the type of wear that can occur without proper lubrication.

mating and extend the durability of in-ternal engine components in their new or rebuilt engine.

Driven Racing Oil also offers break-in oil — actually a trio of products designed for different applications — as well as both synthetic and conventional oils spe-cially formulated for street performance, hot rod, competition and race, and small and power sports engines. SRLSource: Driven Racing Oil, drivenracingoil.com

ANTI-WEAR PROTECTION1500

1200

900

600

300

0ZINC CONTENT

PARTS PER MILLION

DRIVENHOT ROD OIL

STREET OIL(API SM / GF-4)

Using an oil specially formulated for your engine, like COMP Cam’s Muscle Car and Street Rod Oil shown here, will help extend the life of components, as these oils are created with the application-spe-cific blend of detergents and ZDDP needed.

As this graph from Driven Racing Oil illustrates, the typical hot or street rod needs 1200+ ppm of ZDDP to properly lubricate engine compo-nents. Standard “off-the-shelf” street car oil contains far less than the needed amount.


DAYTONA TURKEY RUN EVENT COVERAGE

Street rod enthusiasts from across the country (and some from across the globe) converged on one of rac-

ing’s most celebrated locations, the Day-tona International Speedway, for the an-nual Daytona Turkey Run. Held during the four-day Thanksgiving weekend, this legendary event attracts thousands of cruisers who get to drive through the hal-lowed tunnels and display on the infield of the Speedway.

The Daytona Beach Street Rods club has hosted the event since its in-ception more than 40 years ago. So nat-urally, rods were the flavor of choice, but there also was an incredible array of classic and modern muscle cars. You could easily spend Thursday and Fri-day walking the rows of modified cars — painted in every color of the rainbow

— and marveling at the imagination and engineering.

Saturday was the time to prowl through the enormous swap meet with parts, from shiny-new to rusty and dusty, stretched out. If you’re looking for a rare, hard to find piece, chances are it was for sale in Daytona.

If you’re looking for a pile of parts that actually run and drive, the car cor-ral is one of the biggest around. We know of people that came with cash to drive something home or even drove one in and sold it off to get something else to drive home!

There’s more to do than just walk the aisles at the Turkey Trot. This year, a crew worked for four days to build a ’55 Chevy Bel Air from scratch (watch for an episode on Two Guys Garage later this

year). There also was a ’73 Nova SS raf-fle, plenty of great food to fill your tank, and many things to check out.

The Thanksgiving tradition has even spawned a spring Turkey Run; that 27th annual event is set for the fourth weekend of March. Now you have two reasons to get to Daytona (do you really need more?).

One of the best parts of these events is that profits are returned to the com-munity. To date, more than $8 million has been presented to Volusia county schools, charities, and organizations!

Which would you rather do — stuff yourself with turkey then plop on the couch to watch football or gather with thousands of other street rodders and celebrate everything hot rod in the nice Florida weather? SRL

turkeyrun.com

WORDS & PHOTOS: Joe Greeves TO SEE MORE, SEARCH “TURKEY RUN” @ StreetRodLife.com


This year’s raffle car, a 1973 Nova SS, was won by Carlos Diaz from Sanford, Florida. Proceeds from the raffle fund the various charities of the host club, Daytona Beach Street Rods.

More than 3,000 vendor spaces were filled for the event, meaning you could find that elusive part, with everything from wire ties to crate motors available to enthusiasts.


The team from CMMC Garage started with a huge pile of ’55 Chevy parts and by Sunday afternoon had built a great looking Bel Air!


TO SEE MORE, SEARCH “DAYTONA TURKEY RUN” @ StreetRodLife.com


The Ford Capri was designed to conquer Europe like the Mus-tang had America. Leading

Mustang designer Philip T. Clark hoped his peppy little fastback would have the same spark in their overseas market. While not exactly a trend setter, it did en-joy a healthy 1.9 million-unit run from 1969 to 1986. American versions were sold through Ford’s Lincoln-Mercury channels, and the lightweight body was soon adopted into all forms of racing.

After building and enjoying one Capri, Jerry LaCoss decided to tackle another af-ter retirement. “On this one I wanted to use modern power, suspension and tech-nology,” he says. “I drew up a build plan and enlisted the help of Team Blitz to as-sist with the heavy fabrication.”

Team Blitz in Johnstown, Ohio, is ground zero for all things Ford Capri. They stock more than two million Capri parts and handle everything from restoration

to race. They allowed Jerry to help in his spare time, and he remained very hands-on the next two and a half years of the build.

This 1973 Capri came as a rolling shell. It had been a drag car and was miss-ing the firewall and trans tunnel. The body was brought back to spec and then accented with Mustang vents in the rear quarters and flush-fit door handles from Kindig-it. Lightweight fiberglass panels save weight and include the hood, deck-lid, front air dam and the rear spoiler.

Inside, the full custom interior fea-tures carbon fiber accents, Speed Hut gauges, Corbeau LG-1 seats, and a full Kenwood media center.

The suspension was set up on an au-to-leveling system from Ride Tech, using their Shockwaves. The four-link features a 3J limited slip rear with full floating ax-les and 3.22 gears.

Big disc brakes with ABS and upgrad-ed sway bars round out the package and

connect to the pavement through a set of one-off Forgeline wheels with knock-off centerlock hubs.

When it came time to back the T-5 transmission and McLeod clutch, Jer-ry knew he wanted a new 306c.i. crate engine from Ford and a front drive sys-tem from March. What he really want-ed though was a little more performance and a visual punch that would let the en-gine be as unique as the car.

An article on Inglese injection in Hot Rod caught his eye, and he was intrigued by both the eight individual barrels and the increased performance. “I’m an old school guy,” he says. “I like to put my hands on things and see them in person, and I was really impressed with the dis-plays on the Hot Rod Power Tour at the COMP trailer. The sales guys answered all of my questions, and I was hooked. I had one shipped out and then custom painted it to match the car.”

There’s more than meets the eye in this 1973 Ford Capri

He paired it with a custom 18-gallon fuel tank by Rock Valley and Aeromo-tive’s in-tank pump and regulator Stealth system. He’s using an MSD 6AL ignition and coil and keeps things cool with a cus-tom cross-flow radiator from Team Blitz.

After reading about the progressive linkage option, that was a “must have” for Jerry. The cable wheel is egg-shaped and offers a slower off-idle travel for the pedal that smoothes out the opening of all eight throttle bodies for driveability. On Jerry’s car, the factory throttle pedal travel was not long enough to actuate full throttle. They simply extended the up-per arm and built a little “quonset hut” on the cowl to cover the extension.

The only other hiccup with the Ing-lese system turned out to be a simple fix. “The car fired off instantly and would run great for about three blocks and then start acting funny or quit,” says Jerry. “We were getting different sensor failure notices on the hand-held, and they were very inconsistent. After a call to the tech help line, we quickly discovered our coil wire was routed along the injection sen-sor wires and was causing interference. We re-routed the wire, and it was instant-

ly fixed. I haven’t had a single issue since, and it’s exceeded all my expectations.”

Jerry says the car idles “perfect-ly just under a grand” and is flawless off-idle to wide-open. It started right up in 20-degree weather and averaged 20-22 mph on a recent 250-mile road trip. This is great news as Jerry plans on driving the car as much as possible and participat-ing in the

WORDS: Brandon Flannery

Above: Inglese injection is custom painted and works well. Right: Custom hood neatly covers throttle pedal extension. Below: Full custom interior is outstanding.

Hot Rod Power Tour. Inside and out, Jerry’s Capri is a well-built vehicle that turns heads and is as functional as it is appealing. Inglese injection gives the underhood presentation the same eight-barreled punch as the on-road performance. SRL

Source: Inglese, inglese.com


Youngsters are prone to being swayed and impressed by older siblings, parents, musicians, ce-

lebrities, commercials…just about any-thing actually. Cars need to be includ-ed in that long list of influencers, which leads us to Dale Golucke.

“It really started with my big broth-er Lanny,” Dale explained. “He’s 11 years older and worked on cars in the backyard. He would drive my twin brother, Dean, and me around in his ’55 Chevy. I guess that car made a big impression on me.”

The next influence came in the way of the famous ’55 Chevy in Two-Lane Blacktop, as you may have guessed from the 427 big block, snow white head-ers, tach location, and the stance. After scoring a ’55 210 Del Ray, Dale took a chance and reached out to the builder of the famous ’55, Richard Ruth. When he called, Ruth answered the phone and chatted with him about the cars.

“He talked with me for a long time about the ’55 builds and gave me pointers on my project,” Dale said. “But I couldn’t afford one of his fiberglass front end kits at

the time, so I decided to build my own.”

Which leads to an-other hurdle that some may not consider when blinded by de-sire; how to accomplish the final goal. In this case, Dale knew exactly what he wanted to build, how he wanted it to look, and many details, except he had never welded or built a complete front suspension from scratch. He had built cars and helped his brothers with their projects, but building his ‘street gasser’ vision was going to take a lot more fab

This home built ‘street gasser’ was influenced by an older brother and a certain movie


work. The unknown and in-experience didn’t scare Dale,

so he bought a welder and start-ed cutting metal. The shoebox came from California and

was pretty solid save for a couple patch-es to the floor and minor rust repair, but it was the front end that was going to be the real challenge. Intimidation does not stand a chance against a vision, and Dale set about lopping off the front frame rails and fabbing his own setup based around a ’37 Ford straight axle and 4-bar setup with a Vega gear box in there as well.


It really started with my big brother Lanny. He would drive my twin brother, Dean, and me around in his ’55 Chevy. I guess that car made a big impression on me.”

“

TO SEE MORE, SEARCH “IMPRESSIONABLE MINDS” @ StreetRodLife.com


Nothing like learning by trial by fire. Builds character they say.

As the front end came together, Dale also moved the rear leaf springs and added a set of custom traction bars to a Ford 9-inch stuffed with 3.89 gears. A hand-built roll cage and wheel tubs were also fashioned to cover the 15x10 Americans with 28x12 Mickey Thomp-son tread.

With the front chassis wrapped up, a 427c.i. big block was located and fresh-ened up with 11:1 compression and a solid lifter valvetrain. The engine was mated to an M22 Drag Special from Au-toGear and nestled down between the new frame rails, which lead to the next hurdle — headers. Dale couldn’t find headers that fit like he wanted, so with his new found welding and fabrication skills, he set about building a custom set that took nearly as long as building the entire chassis.

SEARCH “IMPRESSIONABLE MINDS” @ StreetRodLife.com

A drop axle for a ’37 Ford was secured with a 4-bar system for support. It took Dale four different de-signs to get the coilover mount right. His goal was to have a straight axle shoebox but to keep it lower for better road manners. Mission accomplished.


Years ago, Dale scored a 427 block that happened to be date coded for a 1968 big-horse tri-power Corvette. The factory steel crank was retained but mated with Scat rods and SRP pistons. A solid lifter cam gives the big block just the right tone.

Dale explained he has nearly as much time building and tweaking the headers as he did crafting the front suspension.


Remember the front end kit that he couldn’t afford to buy from Richard Ruth? Well, Dale bolted all of the fac-tory sheet metal together and devised a complete flip front end to reveal the en-tire drivetrain. Even the reversed Ford Thunderbolt hood scoop is crafted from steel and cut into the hood.

He left the ’55 in primer for the first

year of driving but finally was persuaded to shine it up a bit. Keenan Greseth sprayed the Cortez Silver, giving the car a finished, detailed look. With the blue tinted glass, it makes for a great combination.

The entire build took the newly re-tired fireman about a year to build, and Dale gives his pal Joe Elias a big pat on the back for the extra hands and direc-

tion during the evenings. The ’55 street gasser turned out just as Dale envisioned, and now it’s time to enjoy hot rodding around southwest Texas with his broth-ers (both have ’70 SS Chevelles) and maybe even a lap or two down the local dragstrip. Now it’s Dale’s turn to be the guy to make someone crazy enough to tackle their own build. SRL

The interior was kept simple with a set of ’66 Nova bucket seats that fit nicely within the owner-built roll bar. Steering wheel is from a ’65 Biscayne.

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BEDOFF TO

The importance of bedding new brake pads

Bedding the pads will transfer a layer of the friction material to the rotors to aid in braking perfor-mance. Also, bringing the rotors and pads up to high temps during the bedding process will help remove manufacturing stresses and oils out of the rotors.

Improving your rod’s braking capa-bilities with a disc brake setup is one of the best upgrades you can

make. The increased efficiency and re-peatability of disc brakes, even just with the front set, makes your rod safer and more stable under hard braking. It’s one of those upgrades that should be at the top of your list.

If you’re in the middle of an up-grade, or even if you’re installing a fresh set of pads and rotors for main-tenance, one of the most important things you need to do after complet-ing the installation is to bed the brake pads. Failing to properly bed, or bur-nish the pads can result in premature wear of the friction-building compo-nents of the brake system, and noise.

We’ve heard of bedding and season-ing a new brake setup before, but just weren’t all that clear on the procedure or exactly why this was such an important practice to follow. For the answers, we

WORDS: Todd Ryden


looked to the disc brake pros at Master Power Brakes Company.

The step of bedding the brake pads essentially prepares the pads and rotor surface for their intended use. Bringing the pads up to a high temp, then allowing a cool down period, helps remove any of the manufacturing materials and oils. This also ensures that a uniform layer of pad material is transferred to the rotors. This process aids in the overall perfor-mance and endurance of your new brake system. And as you’ll see, the procedure is simple, and even can be fun!

After a couple days of mild driving, you’ll need to drive out and find a nice stretch of open road with no traffic to in-tervene because you’re going to be stop-ping and starting a number of times. Start by cruising at 45 mph, then with mod-erate braking pressure bring the vehicle down to 5–10 mph and release the brakes. Don’t stop and do not drag the brakes! Do this 45-to-10 procedure five times. At this point, drive home with minimal braking and park overnight. Step one is done.

The next day, head out to your no traf-fic zone and make several good hard stops

from 60 mph. Don’t lock things up or make a panic stop, rather a quick, firm stop. Again, don’t drag the brakes and don’t sit there waiting at a stop. Perform this pro-cedure five times followed by several miles of highway driving to cool the brake temps back to a normal amount. Once cooled, head home and let the vehicle sit overnight.

Boom! That’s it, you’ve just bedded and prepared your new brake system and you’ll feel better knowing the system is up for optimum performance. We told you it was simple and fun. SRLSource: Master Power Brakes, mpbrakes.com

Bedding tips• Confirm a firm pedal and check

the fluid level. The system should be checked out and functioning properly before bedding.

• Before the bedding procedure, en-sure the rotors and pad surfaces are all clean by using a high quali-ty brake cleaner.

• Do not drag the brake pedal be-tween stop and go stages.

• Do not engage the brake pedal or parking brake during the cool down stage.

• Watch the road for traffic behind you as you stop-go-stop-go.

• Never install new pads on a set of worn or questionable rotors.

Think of bedding the brake pads as the rings in a new engine seating or the all-important cam and lifter break-in period on a new engine. Bedding the pads will ensure long life and the best braking performance.

Master Power Brakes offers a variety of disc brake upgrade kits for a long list of applications covering nearly any budget or build!

http://www.mpbrakes.com

DEVOTION

Classic vehicles keep NASCAR favorite Dave Marcis busy in retirement

WORDS: Dan Hodgdon

Dave Marcis’ ever-present Goodyear hat is still perched atop his head. The wingtips remain on his feet. The glasses continue to assist eyes that have seen millions of miles of road and racetrack since they left Wausau, Wis-

consin, to head south in the late 1960s.Marcis was once a lovable underdog; NASCAR fans celebrated seeing him

pass through the track gates, his race car sometimes strapped to a flatbed. In the 14 years since his retirement he has rekindled his passion for street cars with a new challenge: building street rods and classics.

“My father had a garage and we also had a farm, and I’ve just been around auto-mobiles all my life,” Marcis says about his lifelong love affair with cars. His tone is gentle and reflective. “Then I got involved in racing in Wisconsin with cars out of my dad’s wrecking yard, and then of course after that I went to NASCAR. I raced in NASCAR for 35 years. So I’ve just always been around automobiles.”

Photo courtesy of ISC Archives and Research Center


Marcis, 75, may be best known for be-ing one of the last true owner-drivers and serving as a test driver for Richard Chil-dress Racing, but he was no slouch in his day. When he had the opportunity with top teams, the man won five races in what was the Winston Cup Series, and he could always go door to door with the likes of Petty, Pearson, Yarborough, and Allison.

He earned 93 top-five finishes and 221 top-10s in 881 Cup starts, and his 33 appearances in the Daytona 500 are the most all-time. He also finished two seasons in the top five in final points, and six seasons in the top 10 throughout the ’70s and early ’80s. Many of his race cars even utilized engines he built himself.

“I think that I went through a good era in NASCAR racing with a lot, a lot of great race car drivers,” he says.

Marcis retired from driving follow-ing the 2002 Daytona 500, and by the end of 2004 the technology and money required to compete in NASCAR final-ly outpaced Marcis’ modest operation. Marcis and his son-in-law, longtime crew member Sam Beam, ultimately decided to move into the world of building and modifying street rods and other classic or collectible vehicles.

Street Rods by Dave Marcis was in-corporated by Beam in 2004 in Arden, North Carolina, a small town 10 miles south of Asheville in the western part of the state. The humble building is located at 71 Beale Road, utilizing Marcis’ long-time and best-known car number. It was the site of Marcis Auto Racing for years before transitioning into a building where street vehicles go to be transformed.

Street Rods by Dave Marcis’ orig-inal customer base included friends of both Marcis and Beam. One of the oper-ation’s best known projects was a black ’34 Chevy on a NASCAR Cup chassis. It even featured a NASCAR GM SB2 engine. The chassis was built by Mike and Jack Lawson and utilizes the trail-ing arms, rear end housing, front sus-

Photos courtesy of Street Rods by Dave Marcis

pension, upper and lower control arms, and brakes just as would be found on a Cup car. The project took two years to complete and is still on the road in Wis-consin today.

Through the years, Street Rods by Dave Marcis has built everything from a ’55 Chevy with an LS3 engine to Mus-tangs, Chargers, pre- and post-war vehi-cles, and much more. The shop has even converted a ’70 Plymouth Road Run-ner into a Superbird, which necessitated modifications to the nose, fenders, rear window, and of course required adding the famous rear wing.

Marcis’ Wisconsin connection re-mains strong, and many customers have come from the Dairy State, with other projects going to folks in places as diverse as Texas, Pennsylvania, Cal-ifornia, and Tennessee. However, the bulk of the shop’s work comes locally from the Carolinas. Nostalgia certain-ly plays a factor in the shop’s business, as many street rod owners are seniors, many of whom remember watching Marcis in his heyday.

Like so many businesses, however, Street Rods by Dave Marcis struggled during the economic crisis of 2008, as many enthusiasts were forced to table projects or sell them entirely.

“The luxury items, the toys, are usu-ally the first things to go and the last things to come back,” Beam says.

Still, the business continues to be a success and today features a division known as Asheville Speed Equipment. Beam opened it as a place where indi-viduals with lower budgets could go to

I think that I went through a good era in NASCAR racing with a lot, a lot of great race car drivers.”

“


get their engine swapped, kinks removed from linkages, or simply to receive advice.

The two elements of the business fea-ture a couple of part-time employees, and although Marcis is on a somewhat scaled-back schedule these days, when he is at the shop he often assists with physical labor, in addition to using his sharp and creative au-tomotive mind to solve problems.

Throughout his racing career, Marcis learned some valuable tricks he still uti-lizes in building vehicles and fabricating parts today.

Beam explains that in Marcis’ early days of racing, stock cars were just that — stock — and even altering fenders was frowned upon, if not outright illegal. As a result, he became very good at making the most with what he had and finding creative ways to make speed.

“There are a lot of parts and a lot of knowledge that you bring over from the racing side to the street rod side,” Beam says.

Safety and finishing are also import-ant to Marcis. Beam notes that Marcis makes it a focal point to install parts like they are going to race, otherwise they may vibrate loose or fall off, leading to a dangerous situation for the driver, pas-senger, and other motorists, as well as the potential for costly damage.

Marcis’ knowledge comes from equal parts lessons learned in racing and ex-perience with vehicles produced for the street. During his formative years, Marcis worked in a Chrysler dealership called LHR Motor Company in his hometown of Wausau, Wisconsin.

Once he started racing, he was em-ployed by a Chevrolet dealership known as Wehrs Chevrolet in Bangor, Wiscon-sin. His boss, Larry Wehrs, just hap-pened to be a big race fan and allowed Marcis to pursue his passion.

“Back in those days in Wisconsin, throughout the ’60s, we actually raced up to seven times a week,” Marcis says. “So it was hard to go 100 miles away, 120 miles away to race and be back for a job early the next morning.

“Working for Larry and the dealer-ship made it pretty handy because I could come in a little bit late and I could leave a little bit early to go to the next race.”

In fact, Wehrs fielded a car for Mar-cis in 10 races in the 1968 Grand Nation-al (now Sprint Cup Series) season, and worked with him for a single race the fol-lowing year.

It was that season, 1969, when the 28-year-old Marcis made the decision to head south and pursue a career in NA-SCAR. He drove for a variety of car own-

Photo courtesy of ISC Archives and Research Center

ers over the years, but he is remembered most as an independent owner/opera-tor, traveling the NASCAR circuit for decades on a fraction of the budget that other teams enjoyed.

While that brutal schedule made Marcis a living, it also provided little time for him to pursue much else car-related. Throughout the majority of Marcis’ ca-reer, the season ended in November and then picked right back up in January or February.

Today, Marcis lives in Arden. How-ever, he and wife Helen also maintain a home in Rib Lake, Wisconsin, and Mar-cis owns hunting land as well as two family farms and cuts plenty of timber in his home state. He’s an avid outdoors-man, as evidenced by his relationship with Realtree during his career. He has also been involved in land-speed racing at both North Carolina’s Maxton Mile (closed in 2011) and the Ohio Mile,

be successful,” he says. “It just takes too much money.”

Still, Marcis is a racer through and through. “I miss driving that race car on Sunday, that’s for sure. I raced for 45 years,” he says.

For many, Marcis’ simple blue Good-year hat with a yellow rope across the bill was the symbol of not only the driver, but the man’s grit and determination to succeed against the odds while utilizing humble resources.

“Goodyear’s been very good to me throughout my racing career and I be-lieve in being loyal to the people that helped me,” Marcis says. “Without their help there’s a lot of years that I proba-bly wouldn’t have been able to survive.” But not only did Marcis survive all these years — he thrived. SRL

driving the final car he raced in the Day-tona 500 with few modifications.

“No matter what he’s doing he’s full tilt,” says his son-in-law Beam.

Marcis has a ’37 Chevrolet at his home in North Carolina, and says that he has always liked ’50 Mercurys and ’55 Chevys, but currently doesn’t have ei-ther for himself thanks to simply being so

busy. It’s clear that retirement has been good to him.

As for the state of racing today, Mar-cis believes the costs of running in NA-SCAR prohibit many from finding a foothold in the sport.

“I don’t think you could start out like myself and a lot of others did years and years ago, and get in the sport today and

I miss driving that race car on Sunday, that’s for sure. I raced for 45 years.”

“

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The number one killer of a trans-mission is heat. This is especially true for street rods, as well as mus-

cle cars, and other classics, which spend much of their time idling at car shows and cruise-ins on hot summer days. What’s more, if your vehicle is a period-correct build or features an older transmission, you could be further tempting drivetrain fate with every trip you make.

When transmission temperatures rise above normal operating range, detrimen-tal damage can occur. The damage starts with clutch failure and the seals becom-ing brittle, which can lead to premature transmission failure. As transmission temperature rises, the less ability its fluid has to keep your transmission operating at peak efficiency.

Size of the vehicle also plays a role in temperature, and if you are towing your street rod, it’s important to keep the tow-ing rig’s transmission properly cooled as well.

“The more load your transmission sees, the more the heat rises, and the quicker the damage can occur,” says Will Vance, a transmission and drivetrain ex-pert at TCI Automotive in Ashland, Mis-sissippi.

Vance says that once heat damage has occurred, the only way to properly fix a transmission is with a complete overhaul. That’s why it is important to be aware of transmission temperature and keep it un-der control. The best way to keep your trans fluid cool is by installing a trans-mission cooler and electric fan. Cool air

flowing through the cooler is the manner in which heat is dissipated, which will keep the fluid temp in check.

“When installing a transmission cool-er, the key factor to remember is location, location, location,” Vance says. “The colder the air is that reaches the trans-mission cooler, the better off you are.”

The ideal location to mount a trans-mission cooler for maximum efficiency is in front of the air conditioning con-denser. However, there are other op-tions. You can mount in between the A/C condenser and radiator for about 3/4 efficiency, while mounting between the radiator and fan is approximately 60-percent efficient.

TCI recommends an average op-erating temperature of 160 to 180 de-

Using a transmission cooler and electric fan can prevent major problems down the road

KEEPING

COOL

WORDS: Dan Hodgdon


termine both if your transmission might be at risk, and potential reasons for the problems. It starts with simply using some high-quality transmission tempera-ture gauges.

“If you’re noticing temperatures in excess of 210 degrees consistently, that’s when you might have a problem,” he notes. “Some things to consider are: too high of a stall speed converter, inefficient cooler, a stopped-up cooling system, or no cooling system at all.”

Luckily, as long as you catch prob-lems early and your transmission is un-damaged, a transmission cooler and elec-tric fan will not set you back more than a couple hundred dollars total.

In the long run, it’s a small price to pay for the peace of mind that will keep you cruising. SRLSource: TCI, tciauto.com

grees Fahrenheit. To maintain this temperature, it is best to only use an external cooler. However, if you live in an extremely cold climate, it is recom-mended to run the transmission cooler lines through the radiator first and then to the external cooler. Of course, most street rods won’t ever see extreme cold, but it still is a helpful tip to know.

TCI offers three different alumi-num coolers to ensure that a vehicle is cooling as efficiently as possible. The budget-friendly universal cooler comes in a simple-to-install package and typically only takes about an hour to install with simple hand tools.

Meanwhile, the brand’s per-formance transmission cool-ers were designed with racing

in mind, but can be used in a wide range of applications.

Finally, the Max-Cool line is TCI’s most dura-

ble and efficient cooler and is one of the top options on the mar-ket today. Like most items related to the rodding hobby, bud-get is the main factor

to consider. As for electric fans,

it is ideal to find fans that are reversible, mean-

ing they can be used either as a pusher or puller. This is

important because it provides more mounting locations. It’s also ideal to utilize a fan with a low-profile design because space

under the hood can be a premium. Vance provides an easy way to de-

In front of air conditioning condenser: 100% efficient

Between A/C condenser and radiator: 75% efficient

Between radiator and fan: 60% efficient


GOPHER STATE TIMING ASSOCIATION

Composed of members from 15 different car clubs in the greater Minneapolis-St. Paul

area, the Gopher State Timing Asso-ciation (GSTA) has been dedicated to motorsports and hot rodding for more than 60 years.

Like many clubs and associations, the GSTA got its start in the mid-1950s, when rodding, cruising, and drag rac-ing exploded in popularity on the Main Streets of America. The Twin Cities area was no different, and the GSTA worked with local governments and police agen-cies to develop safe, sanctioned outlets for the growing hot rod culture.

In fact, police captain Clifford Bailey is credited with pulling in members of clubs such as Throttle Jammers, Piston Slappers, Bumper Buddies, Cam Snap-pers, King Pins, Gear Grinders, and oth-ers to the first meeting. It was even held at a police precinct station. That was 1954, and it proved to be a successful launch for the association. In 1956, the group hosted its first car show, and by 1957, they worked out a plan with the Optimists club to build a drag strip.

Six decades later, the GSTA con-tinues to leverage the strength of nearly 400 members from the 15 clubs to host car shows, sponsor junior drag racing

and quarter midget racing, and work with several high schools on the annual Super Mileage Car build-off. One of their protégés, Jordon Pratt, was a former junior dragster champ who has moved up the NHRA ladder and recently claimed the Division 5 Super Comp champion-ship. He was ineligible for the national title, however, because Jordon was only 17 years old! (You’ve got to be 18 for the Nationals.)

The association also fields its own vintage front-engine dragster — the eighth drag car GSTA has owned since 1963. The car dates back to 1964 and won numerous NHRA Division 5 Top Gas championships. It’s currently powered by an injected, alcohol-burning small-block Chevy and ticks off high 7s at 170 mph. Members who contribute to the car’s maintenance off the track and crewing at the strip have the opportunity to drive it as well. It’s a great way of involving more members and recruiting younger, up-and-coming enthusiasts. There’s even a desig-nated crew chief who oversees the racing budget, schedules, etc.

GSTA calls Brain-erd Internation-al Raceway its home

track and was in-strumental in get-ting it started back in 1968, when it was known as Donneybrooke Speedway. The

relationship in-cludes hosting

the GSTA Muscle Car Shootout, which

features a car show, an SCCA race and more, on the

facility’s road course every Labor Day weekend.

When members aren’t crewing for the rail, they’re often focused on plan-ning and hosting the Rod & Custom Spectacular, which is billed as Minne-sota’s oldest hot rod show. Held each April at the Minnesota State Fair Coli-seum. 2016 marks its 60th anniversary!

By the way, there are still two found-ing clubs in the association — the Cogs and the Strokers. For more than 60 years, they and other members of the GSTA have kept rodding and racing alive in Minnesota. SRL

gstarod-custom.com

http://www.gstarod-custom.com


TO SEE OTHER CLUBS, SEARCH “CLUB SPOTLIGHT” @ StreetRodLife.com


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Designed to positively stop the piston in order to maintain top dead cen-ter when degreeing a camshaft. Universal aluminum bridge plate bolts across any cylinder bore when the heads are off. Manufacturer’s part number: POW101335

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FEATURESStrong billet aluminum deck plate with blue anodized coating. Locking Allen screw effec-tively prevents inaccuracies.

IN THE FIELD

We used a dial indicator in a magnetic deck bridge (not included) to find the absolute top dead center.

Finding top dead center allows us to zero out our degree wheel regardless of where the pointer is. This gives the correct starting point to degree the cam.

The Top Dead Center Stop is bolted across the bore, and the Allen screw is tightened until it touches the top of the piston. Once it touches, it’s locked into place by tightening the jamb nut.

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Brandon Flannery is a globe-trottin’ automotive pho-tojournalist, content developer, and certified shop rat now living in Hernando, Mississippi, with a herd of projects and a daily-driven ’73 Satellite Sebring known as The Blue Goose.

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Ron Wade

Ron Wade has been interested in cars his whole life — and we mean whole life. At 3-years old, as his parents told him, he would stand on the floorboard and identify oncoming cars and trucks! Of course, growing up in the tiny, unincorporated town of Goble, Ore-gon, there probably wasn’t a lot of traffic to call out, but little Ron knew them all.

One car that Ron fell in love with during his teenage year was the ’41 Chevy Cabrio-let, which we’ll get back to in a bit. At about 16, he had had enough of school and the small town life and enlisted in the Air Force, lying about his age. Four years later he was out of the military and re-turned to life in south-ern Washington, where he found himself repossessing cars for a bank, a job he actually enjoyed. During this time, he built his first hot rod, a ’51 Ford convertible with a 331c.i. Caddy engine.

Projects continued through the years, and one notable car was a ’57 Thunderbird that he bought in 1961. A few years later, it was fit-ted with a 427c.i. Ford for racing. Soon, he and his brother formed Wade’s Specialty Vehicles which bought and sold crashed vehi-cles. These were mostly newer cars through the ’60s and ’70s, but the brothers couldn’t resist buying up cool old classics they came across. At one point, there were more than 100 classics in their lot.

All of these cars lead to Ron finding the one that he fell in love with years ago, a ’41 Chevy Cabriolet. Trouble was, finding parts for a ’41 Chevy was surprisingly tough. Through the years, he had found parts and stashed them away knowing one day he’d be restoring his own which evolved to more wheeling and dealing, trading, and buy-ing parts. In 1981, he left the Specialty Vehicles business and start-ed a company — that he felt was out of necessity — with a stash of parts he had under his bed in a rented room.

Three and a half decades later, his Chevs of the 40’s is the go-to place for ’37–’54 Chevy parts and information. Like many other successful aftermarket and hot rod companies out there, Ron had the passion for building and restoring cars, which continues to drive him today.

In fact, Ron is in the process of opening a museum! That’s right, The Museum — Cars Presented by Ron Wade will showcase an eclectic mix of antique autos, premium luxury classics, muscle cars and classics. The museum is housed in a former dealership and based in Vancouver, Washington. It should be open later this year (we’ll keep you posted).

Oh, and back to that ’41 Chevy Cabriolet that led to the busi-ness, the car was fully restored in 2000 and showcases 50 differ-ent factory accessories that were offered on the convertible. We’re talking items like an emergency brake whistle, lighted vanity mirror, an electric clock, an outside thermometer, and more. It is a rolling study of rarity and persistence.

Thanks for your dedication and contributions to our industry and hobby Ron. SRL

With a lifetime of cars, hot rods, racing, and a successful restoration parts business, Ron Wade of Woodland, Washington, is our Street Rod Lifer.

Ron started Chevs of the 40’s by buying and selling parts for one his favorite cars, a ’41 Chevy Cabriolet. The result was a successful business that has helped thousands of other enthusiasts as well as him finishing a restoration with 50 amazing and rare factory options!

Ron still has the ’57 T-bird he bought in 1961. Now, it’s being built with a modern 6-speed Corvette transaxle and suspension, with a 427 SOHC engine for power.


HIT THE ROADSCHEDULES EVENTS PLACES

It’s a great time to be a street rodder! There have never been so many events, races, and avenues to attend . . . even as a specta-tor. Whether you’re into car shows, driving events, tours, or racing, there is something nearly every weekend. Here’s a few upcoming events to put on your calendar.

If you have anything you want to tell us about — let us know at: [email protected]

The Gopher State Timing Association Rod and Custom SpectacularNot many clubs, groups, or even cities can claim a 60th annual car show, but that’s exactly what the Gopher State Timing Association has planned for April 9–10. The show will feature more than 100 of the region’s finest rods, cus-toms, and street machines and includes Tom Hoover’s front engine dragster and Larry Olson’s ’33 Ford, which won the 2015 AMBR and SEMA Battle of the Builders.

gstarod-custom.comApril 9–10St. Paul, Minnesota

11th Annual Edelbrock Car ShowEdelbrock hosts a terrific car show on Saturday, May 14, with several hundred cars gathering around Vic’s Garage. They bring in live entertainment and food, and better yet, the Hot Rodders of Tomorrow Engine Challenge will happen, pitting So-Cal high school teams against the clock to rebuild an engine. There’s also a kid’s corner with loads of fun activities.

edelbrockcarshow.comMay 14Torrance, California

Dirt DragsThe 1/8-mile dirt drags are back! If you have a 1960 or older traditionally hopped up rod, custom, or pickup and enjoy send-ing up a rooster of southern Colorado dirt into fenders, then this is for you. Af-ter a day of racing, you get to kick back and enjoy a drive-in movie at the motel.

nickshotrodgarage.comJune 10–12Monte Vista, Colorado

National Rod EventsBy the time you’re reading this, the big dogs will have a few events under their 2016 belt! For April and May however, there will be several great events span-ning coast to coast to check out.

Goodguys Rod & CustomDel Mar, California: April 1–3Raleigh, North Carolina: April 15–17Nashville, Tennessee: May 13–15

good-guys.com

NSRABakersfield, California: April 29–May 1Knoxville, Tennessee: May 6–8Springfield, Missouri: May 27–29

nsra-usa.com

Not able to attend a show? Want to see which cars were at what events? Not a problem. Head over to StreetRodLife.com and check out the Events tab for coverage, pics, and more.

Chattanooga Cruise-InJoin a couple thousand friends in taking over downtown Chattanooga, Tennessee! The hometown of Coker Tire and Honest Charley Speed Shop, the streets are packed with sweet rods, trucks, and even vintage motorcycles. Both companies are extending open houses from 10–4.

It promises to be a great time in a great city that welcomes car buffs!

chattanoogacruise-in.comApril 2Downtown Chattanooga, Tennessee

mailto:[email protected]

http://r20.rs6.net/tn.jsp?f=001HRTjGs9TIXdQ32nmnajipIc_YF5D2qIbwIkPMOe11DY5kv1znuAINPN_FNI9-fk3ZSazm0axXK482ORKKohzSEM0U9cPKTTNN7nKfoJBdlmI42kXGHgBiN4ggq83knGl-JimtUtRxt8_8YP9eeVX38_wS-UqX-oyhFhKrNtzHRRXdtLqkLv57Q==&c=mo0m_F0j0V7RP78mFQLa7fdPqwr_sCEmz3oNdi4khxi1hraG3JgWsA==&ch=cFvXD6gxR0CW2Xu8OD7j0umeCkrrAAywgsxDT45AYKsHQtTyO7IpbA==

http://www.nickshotrodgarage.com

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BEHINDDOORth

e

In our travels through southern New Mex-ico, we met up with Lanny and Linda who opened their garage to give us a peek be-hind the door.

Lanny has been a car guy since before he could drive and for the most part has been behind the wheel of a classic bowtie, save for a ’40 Ford coupe and a ’58 Fair-lane 500. A long list of Chevys have been through his garage, including a ’57 Bel Air, a couple Chevy IIs, a ’70 El Camino, and a few Chevelles. Thanks to his involvement with cars, his younger twin brothers have also been through a few Chevy muscle cars.

Through the years, he’s whittled the group down to a just a couple, including

the black ’70 Chevelle SS you see here. It’s a true, matching numbers LS6, with the only updates being a Tremec 5-speed, 15-inch SS wheels, and AC. In the southwest, you’ve got to build ’em to handle the heat and highway miles.

Lanny restored this LS6 Chevelle about 20 years ago. Factory black with white stripes, 4-speed with a bench seat! For the record, his wife Linda calls it her car.

Lanny has had a couple Chevy IIs, but this one is another one of the brother’s. A stout 327c.i., 4-speed, and 12 bolt finish this SS off.

A wall of fame dedicated to past (and present) cars.

Daytona 500

Cars are a family affair and at times, so is Lanny’s garage! This Hugger Orange Camaro belongs to Lanny’s kid brother, Dale.


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