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CONTENTS JUNE 2016 ➔UP FRONT

➔FEATURES

➔HANDS ON

44 THE CROWMOD There are opportunities in every misfortune.

06 SHOP TALK Seeking inspiration.

40 KRASS & BERNIE The girlfriends discover “Devotion.”

10 HORSEPOWER! J.C. Rodriguez’s 800hp, 364ci Chevrolet.

50 GOLIATH 2.0 “Daddy” Dave’s new Nova is built from the wreckage of last year’s crash.

12 SPEED PARTS Cool, new parts endorsed by Car Craft.

14 HOW TO MAKE A CUSTOM SWAY BAR All it takes is some bar stock and a torch.

22 ASK ANYTHING Steve Magnante answers your tech questions.

14

58 KAMIKAZE AND THE ELCO Chris Day’s 1981 Chevrolet El Camino.

➔BACK OF BOOK

62 JUNKYARD BUILDER Finding diamonds in the rough.

68 WHERE’S THE FUN? Our readers are the best.

74 REAR VIEW Thunder Demon.

➔ON THE COVER

Street Outlaws’ two newest cars.

Photo by Wes Allison.

➔PROJECT CAR

28 THIS GUY’S GARAGE Matt Marron’s fab shop in Orland, California.

44

30 PROJECT CAR UPDATE ZedSled gets a wiring-harness upgrade.

58 4 CAR CRAFT JUNE 2016

30 50

There’s a reason more people trust Hagerty with the cars they love.

We make the experience of owning classics better, with insurance, valuation tools, an award-winning magazine and more – all created by people who share your passion for cars.

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SHOP TALK

SEEKING INSPIRATION

H

ere’s a confession: Writing doesn’t come easily to me. I wouldn’t go so far as to call it writer’s block; it’s more like a struggle over getting individual words and sentences out in a logical and concise manner that is, hopefully, informative and entertaining. I have a pretty good idea what I want to say; it’s just a matter of getting the right spark of inspiration that makes everything fall into place more easily.

I’ve tried a wide range of tricks throughout the years, to varying degrees of success. For a while, I thought watching car videos on YouTube would help. It doesn’t. I get too easily distracted by watching what’s happening and don’t get any writing done. Music can help, as long as it’s something I don’t like too much, otherwise, I end up following along with the lyrics or instruments, and again, don’t get any writing done. White noise or EDM can help as a background soundtrack to drown out the distractions of our cubicle environment, however. In a similar theme, I thought listening to car videos on YouTube would help. I’d find video coverage

6 CAR CRAFT JUNE 2016

of something like a NASCAR, F1, or a Grand Am road race—something relatively long-playing with lots of engine noises. I’d play the race but minimize the browser window, thinking that if there were nothing to watch, I wouldn’t be distracted by the video. Didn’t work!

I’d still get mentally caught up in the drama of what was happening, even though I couldn’t see it. I finally realized I had to give up YouTube and writing at the same time.

Fortunately, I’m not required to be at my desk every day, so I’ll occasionally work from home, which helps get the ideas to flow better. Just the change in environment can help spark an idea.

If I’m really stuck in a creative void, I’ll sometimes sit in the front seat of my car with my laptop. Something about being surrounded by, or immersed in, the subject matter helps spark an idea, and I’ve knocked several articles out that way over the past few years. If I’m particularly stuck, I’ll take more drastic measures. What’s worked lately is going to a junkyard and aimlessly walking through it. The distraction of looking at random car parts has triggered several ideas that have sent me racing

home to finish the article—well, after I finish walking the yard, of course.

In the last several years, I’ve had the opportunity to travel the country, shooting some of the fastest cars and the most exciting races in the U.S., and that’s like being slam-dunked into a pool of inspiration. Being out in the world, meeting fellow enthusiasts, and seeing the work they do has a rejuvenating effect that only helps us put together a better product for our audience. I recently covered Lights Out 7, “The Biggest Small Tire Race in the World.” That tagline is no empty slogan, either. That event, held at South Georgia Motorsports Park, was the best-attended and most exhilarating race I’ve ever been to, and it’s only February (as I write this). I’ve already got a full calendar of similarly exciting events to cover this year. I’ll be busy, but inspired! —John McGann CarCraft@CarCraft.com Facebook.com/carcraftmag CarCraft.com Car Craft Mag 831 S. Douglas St. El Segundo, CA 90245

CARCRAFT.COM

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EDITORIAL Network Content Director Douglas R. Glad Editor John McGann Managing Editor Phil McRae Contributors Rich Adams, Wes Allison, Mark Ehlen, Steve Magnante, Jason Sands, Tori Tellem, Kevin Tetz, George Trosley ART DIRECTION & DESIGN Creative Director Edwin Alpanian Art Director Roberta Conroy Digital Art Director Ryan Lugo ON THE WEB CarCraft.com CircleTrack.com HotRod.com MoparMuscleMagazine.com

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MANUFACTURING & PRODUCTION OPERATIONS VP, Manufacturing & Ad Operations Greg Parnell Sr. Director, Ad Operations Pauline Atwood Archivist Thomas Voehringer SUBSCRIPTION SERVICES Email carcraft@emailcustomerservice.com, call 800/800-4681 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. For change of address, six weeks’ notice required. Send old as well as new address to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235.

Occasionally our subscriber list is made available to reputable firms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and a note requesting to be excluded from these promotions to TEN: The Enthusiast Network, LLC, 831 S. Douglas St., El Segundo, CA 90245 Attn.: Privacy Coordinator.

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ADVERTISING INFORMATION Please call Car Craft Advertising Department at 310/531-9183. Related publications include Circle Track, Classic Trucks, Engine Masters, Hot Rod, Hot Rod Deluxe, Mopar Muscle, Muscle Car Review, and Street Rodder.

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WEST Los Angeles: 831 S. Douglas Street, El Segundo, CA 90245, 310/531-9900 Irvine: 1821 E. Dyer Road, Suite 150, Santa Ana, CA 92705, 949/705-3100 EAST New York: 260 Madison Avenue, 8th Floor, New York, NY 10016, 212/726-4300 NORTH Detroit: 4327 Delemere Court, Royal Oak, MI 48073, 248/594-5999 MIDWEST Chicago: Jen Wittman, 310/531-9896 SOUTHEAST Tampa: 813/675-3479 TEN: THE ENTHUSIAST NETWORK, LLC Chairman Peter Englehart Chief Executive Officer Scott P. Dickey EVP, Chief Financial Officer Bill Sutman President, Automotive Scott Bailey EVP, Chief Creative Officer Alan Alpanian EVP, Sports & Entertainment Norb Garrett EVP, Chief Content Officer Angus MacKenzie EVP, Operations Kevin Mullan EVP, Sales & Marketing Eric Schwab SVP, Digital Operations Dan Bednar SVP & General Manager, Automotive Aftermarket Matt Boice SVP, Financial Planning Mike Cummings SVP, Automotive Digital Geoff DeFrance VP, Editorial Operations Amy Diamond SVP, Content Strategy, Automotive David Freiburger SVP, Digital, Sports & Entertainment Greg Morrow VP, Digital Monetization Elisabeth Murray SVP, Marketing Ryan Payne EVP, Mind Over Eye Bill Wadsworth CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. SVP, Circulation Tom Slater VP, Retention & Donald T. Operations Fulfillment Robinson III

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HORSEPOWER! FUEL SYSTEM

A fairly intricate fuel system was needed to keep the LS engine at its peak performance. Starting with a Holley Dominator pump back at the tank, 91 octane travels up to twin Holley fuel rails and into 83-lb/hr Holley injectors. The engine’s fuel management, timing, and data logging is all performed through Holley’s HP EFI system.

DRIVETRAIN

J.C. and Matt agreed that manual transmissions were more fun, so they made it happen. A T56 Magnum transmission was installed into the Chevelle with a custom crossmember, along with a Monster Clutches Level 3 clutch. A stout Moser 9-inch rearend with 3.89 gears backs everything up at the tires.

TURBO SETUP

An 80mm turbocharger from BorgWarner got the nod for boost creation and was spec’d with a 96mm turbine wheel and 1.25 A/R for this application. To combat boost creep, twin 50mm JGS wastegates were incorporated on the exhaust side. The exhaust manifolds are the simplest part of the system, as they are a set of flipped stockers with V-bands welded on the ends.

10 CAR CRAFT JUNE 2016

INDUCTION

Boost doesn’t end with a turbocharger, and a lot of work was put into taking pressure from the compressor and cramming it into the engine. A Holley Hi-Ram was the manifold of choice, with a 417 Motorsports air-to-water intercooler sandwiched in between. An Edelbrock 70mm throttle-body directs air into the engine.

LONG-BLOCK

Matt sourced a 6.0L LQ4 iron truck motor out of the junkyard for the Chevelle project.

They offered him no warranty, nor would they tell him the mileage on the engine, but that didn’t deter him. He took the engine apart, checked for major damage, then fitted it with ARP studs, LS9 head gaskets, and a Lil’ John Motorsports Stage 3 camshaft with Brian Tooley Racing valvesprings and pushrods. The entire bottom end is stock, including the crank, rods, pistons, ring gaps, and oiling system.

800HP, 364CI CHEVROLET J.C. Rodriguez / Orland, CA If you’re the owner of a tattoo shop, it’s almost mandatory that you drive a cool car. If someone sees you pull up to work in a Prius, they’re most likely going to head elsewhere unless they have giant butterflies on the agenda. Slingin’ Ink Tattoo owner J.C. Rodriguez has the car part down pat, with a clean 1972 Chevelle he drives anywhere and everywhere. But that’s not the kicker. “A lot of people think it’s just a nice, old classic with some chrome wheels,” J.C. says, “but it’s not.”

What actually powers the old Chevy is a 6.0L LQ4 LS motor that was swapped in by Matt’s Fab Shop in Orland, California. If LS power wasn’t enough, Matt also built a custom turbo setup using an 80mm S400 BorgWarner turbocharger, then backed the whole thing with a Tremec T56 Magnum transmission. “Especially on country roads, getting sideways in Third or Fourth gear is no problem,” says car builder Matt. J.C. added, “It also starts and fires up every day, and I can drive to work, no problem.” Matt continues, “The look on peoples’ faces is priceless. At a car show where people were trying to figure out how much 350 rwhp was in flywheel horsepower, the Chevelle made 620 hp to the wheels at 10 psi and 684 hp at 12 psi; it’s at 16 psi now, which we figure is good for about 800 hp.”

“I drive the car everywhere, that’s why I went with the manual transmission,” J.C. says. “If you can’t have fun in your daily driver, what’s the point? And this car was built to be as fun as possible.”

While we’re always on the lookout for cool power combinations and cool rides, J.C.’s Chevelle combines it all into one neat, little package.

We know he’s having fun in his commuter car, are you?

By Jason Sands / Photo: Jason Sands

JUNE 2016 CARCRAFT.COM 11

SPEED PARTS TOUGH ON GRIME

WINDSOR BELTDRIVES

What it is: A beltdrive assembly for Ford engines.

Why you care: Innovators West has an excellent reputation for building quality harmonic dampers. Now the company is taking on camdriving solutions, starting with these stout-looking beltdrive systems for 302 and 351 Fords. As seen in the picture, the mounting plate is available with side brackets that can be used to mount a motor plate, engine accessories, or an external vacuum or oil pump. The hard-anodized aluminum cam gear offers 20 degrees of

4BBL THROTTLE BODY FUEL INJECTION

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Available in two finishes: Polished and Hard Core Gray™ Includes full color, 3.5” touch screen LCD for initial set up and advanced tuning options Timing control option for GM Small Cap HEI and Ford TFI distributors Connections for Ford, GM TH350, 700R4 and other transmission linkages Optional free software upgrade for full laptop control Easy plug and play harnesses with minimal connections Full color instructions included with user friendly wiring and fuel system diagrams

cam-timing adjustment, and the included belt tensioner ensures rocksolid cam timing. Currently available for the 302 and 351 Windsor engine, Innovators West will be rolling out more applications soon, including one for a big-block Ford.

How much: Pricing to be announced Learn more: Innovators West, Inc. 785/825-6166; InnovatorsWest.com

What it is: A new, tougher formula for Oil Eater.

Why you care: What we do is dirty work, right? The last time we pulled an engine, it left a stain on the floor like a crime-scene chalk outline. Clean that mess up with Oil Eater’s newly reformulated degreaser. It tackles oil and grease, yet is biodegradable and non-toxic. They say you can even clean upholstery and carpet or spot-clean your clothes before throwing them in the washer. It’s available in 32-ounce spray bottles or 1-gallon containers.

How much: Check your local retailer Learn more: Oil Eater; Kafko International; 800/528-0334; OilEater.com

STAND-ALONE DIGITAL DASH PLUG & PLAY MULTI-PORT EFI SYSTEMS FOR LS ENGINES!

• Fully Self-Tuning ECU - No laptop required!

• Kit includes everything you need to control your stock or mild LS transplant engine • Base kits control fuel and spark, advanced kits control drive by wire and /or GM electronic transmissions • Pre-calibrated for no-hassle installation and tuning • Fully adjustable thru included 3.5” full color touchscreen • Available for LS1/2/3/6 and 4.8/5.3 and 6.0 truck engines • 4bbl Throttle body systems for LS engines also available!

• Can be used on any vehicle (carbureted or EFI) • 7” low glare, high brightness, high contrast, full color touch screen for easy viewing even in full sun • Weather-proof aluminum housing with flexible mounting options • Powerful datalog software provides in-depth analysis • Full gauge customization • Multiple gauge & indicator types with limitless customization options • Quickly toggle between multiple active screens (tune, warm-up, race, drive, etc.)

• Virtual Switch Panel (replaces the need for physical switches) • Comes with GPS for speedo control, sensors for coolant temp, MAT (Manifold Air Temperature) & oil pressure • Also available in a master kit! Comes with GPS for speedo control, sensors for coolant temp, wideband oxygen, MAT, oil pressure & LED light bar!

MUSTANG UPGRADE G

What it is: A stronger 5R55 transmission for 2005–2010 Mustangs.

Why you care: If you’ve added some go-fast parts to your 3V Mustang, it’s good insurance to increase your transmission’s strength. Performance Automatic offers a direct-replacement transmission that’s been augmented with better internal components and upgrades to the hydraulic circuits. Your car will shift better, last longer, and be more fun to drive.

How much: Pricing starts around $4,000 Learn more: Performance Automatic; 240/439-4650; PerformanceAutomatic.com

LS ENGINE SWAP HEADQUARTERS

• Easily swap a GM LS engine into your ride!

• Application specific systems engineered for optimal driveline angles, clearance and ease of installation!

• Improved clearance oil pans, engine mounts, transmission crossmembers, headers/exhaust manifolds & matching exhaust!

• Accessory drives, fuel rails and dress-up components also available!

• Available for 1st thru 4th Gen Camaro/Firebird, G-body, 68-74 X-body, 68-72 A-body & 73-87 C10 Trucks

ULTRA PRO SERIES™ HOSE AND HOSE ENDS

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• Internal seals are a fluoroelastomer material which is resistant to all known fuel, oil and coolant!

• Bent tube design for unmatched strength and flow!

• LOCK IT AND FORGET IT! • Serrated teeth grip header flange surface providing a locking action to maintain consistent header bolt clamp-load • Thread-Lock Patch prevents header bolt torque loss, provides positive thread seal in severe duty engine vibration and heat cycle conditions • Combination hex/socket head design for easy installation • Made from high-grade stainless steel to resist rust and corrosion • Material specification Grade 8, 150,000 psi tensile strength • Includes ball-head socket installation tool, to start header bolt into head

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HANDS ON

HOW TO MAKE A CUSTOM SWAY BAR

By Mark Ehlen / Photos: Muscle Car Restorations

➔

It’s likely we’ve all gotten a bit spoiled. Never has there been more help available to build the car of your dreams. There is almost no end to what the aftermarket manufacturers are producing to help you look good, go fast, and, most recently, plug into. An entire car, a nice one, can be built out of a stack of the right catalogs. This is a good thing. More can safely participate and more classic muscle will be saved. But what if there’s a need that the aftermarket doesn’t supply? Hopefully, in the tradition of the early postwar hot rodders, we figure out how to build it from scratch.

Muscle Car Restorations in Chippewa Falls, Wisconsin, encountered such a challenge with the owner of a 1970 ’Cuda who wanted to compete in short-track autocross events. Among

14 CAR CRAFT JUNE 2016

the various modifications to the car were the largest sway bars available from the aftermarket and, while impressive improvements were made, the owner still felt his car had more potential. What was needed was a larger bar out back and adjustability in the front bar.

Fortunately, MCR has a skilled metallurgist on staff and decided to design and build exactly what was needed, rather than modify an existing part. Of course, you can’t just grab any available piece of round stock, bend it into shape, and expect it to do the job. Specific alloy steel and targeted heat treatments are necessary to give the bar its needed torsional stiffness.

The heat-treating has to be sent to a shop that knows exactly how to achieve the fairly narrow target of

44-46 RC, especially for an item this size, but forming the bar itself can be done by anyone who has access to a large enough steel table and a torch to provide enough heat for bending. In this case, there is also some simple machining, but it should be easy to locate someone to handle that part.

The stock AAR front sway bar is 0.94 inch in diameter. Moving up to a 1.25inch bar is a change in torsional stiffness of about 213 percent given no other changes (torsional stiffness equals diameter to the fourth power). The length of the sway-bar arm determines the leverage the car can apply to the torsional part of the bar. A longer arm tends to soften the effect of the bar, so by machining three different mounting points at the end of each arm, MCR has effectively created three bars in one.

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FIND IT AT

HANDS ON Once the bar’s specifications have been determined, the shape of each bend is drawn on the table and a jig is built to match each bend’s finished shape. There are only two bends for the front bar, so the entire bar was drawn out and jigged on the table.

Using a Rosebud tip on an oxy-acetylene torch, heat the bend area to a bright orange (but not quite yellow) color. The 4140 alloy is pretty forgiving of overheating, but if it turns white and gives off sparkles, you’ve gone too far. In that case, chuck that piece and start over. The bend area will need to be heated all the way to the center of the material, so this part can’t be rushed; if too much time is taken, the heat will bleed too far past the end of the radius and the bend could lengthen.

A length of pipe should be added to the end of the bar to protect you from the heat and give additional leverage.

The bar should be heated enough to ideally be able to complete the bend in one motion without excessive effort. Again, the 4140 alloy is forgiving, so it’s OK to reheat it a few times to finish the bend if necessary.

Unless your table is bolted to the floor, an extra hand or two to hold the table steady is good idea.

16 CAR CRAFT JUNE 2016

Each end of the bend radius is marked so the heat can be targeted to only that area. The bar is also referenced to the jig and a muffler clamp applied to ensure the bar doesn’t pull through the jig as the bend is made on the opposite end.

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Terms and Conditions: Rebate offers are valid only for qualifying machine purchases made during the promotion period, which begins on April 4, 2016, and ends on December 31, 2016. To qualify for the Machine-Only Purchase rebate amounts you must purchase a qualifying Miller machine and submit a valid rebate request. To qualify for the Machine with Additional Product Purchase rebate amounts you must purchase a qualifying machine plus the specified dollar amount in additional Hobart or Miller products and submit a valid rebate request. You must be at least 18 years of age and have reached the age of majority in your state of residence in order to participate. Rebate requests must be made by January 14, 2017. Alteration or attempted alteration of sales receipt is prohibited and constitutes fraud. Fraudulent submissions will not be honored. No duplicate requests or mechanical reproductions. Distributors, retailers and employees of Miller Electric are not eligible to participate. Miller Electric Mfg. Co., 1635 W. Spencer Street, Appleton, WI 54914, reserves the right to verify identification and sale. Promotion may not be used in conjunction with other offers. Rebate submission may not be assigned, transferred or sold. One rebate submission per invoice. Please allow six to eight weeks from the time the rebate is submitted for delivery of check. Unless expressly prohibited by law, payee authorizes reasonable dormancy fees deducted if check not cashed within 180 days. Offer valid in the 50 United States and DC. Offer not valid in Canada.

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HANDS ON

Wiith the design With de esign drawn on the table, the correctness of the bend can be quickly verified. Clamping a stop to the table allows you to swing the bend to exactly that point without having to eyeball the correct angle and eliminates any concern about going too far.

As the second bend is made, it’s important that a twist is not introduced into the bar.

In other words, the bar must remain flat on the table.

Left: After the bends are completed, the bar was test-fitted to be certain the mounting points on the sway bar fall directly under the control-arm mount. MCR wants to minimize any angles between the endlink and the control arm and the sway bar to maximize the bar’s effectiveness.

Instead of a single horizontal factory-style mounting point, MCR machined a vertical mounting surface onto the end of the bar.

Three holes will be drilled 3⁄4 inch apart that will allow the owner to effectively adjust the length of the sway bar’s arm. The shorter the arm, the stiffer the bar.

18 CAR CRAFT JUNE 2016

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HANDS ON

The rear sway bar has 12 bends in it, so it needs a much more complicated jig setup.

Do the front one first.

Previous testing with an aftermarket sway bar showed that the stock control-arm mounts could not handle the forces from a 1.25-inch bar. An endlink was torn out of its mount, so MCR beefed them up considerably (see arrows).

If the stock control-arm mount couldn’t handle the load, there was no way the stock endlinks would be able to either, so MCR put together a super-strong endlink with Aurora joints and mounted it to the control arm with a custom-machined Clevis. Custom links are necessary to allow the adjustments to neutralize the bar and minimize binding. MCR has found that most aftermarket adjustable links are not capable of handling the forces generated from a 1.25-inch sway bar when the car will be driven very aggressively.

This graph shows the levels of adjustability the three holes in the end of the bar provide. It’s like having three bars in one.

Here you can see the importance of keeping the end of the sway bar as directly under the control-arm mount as possible. This doesn’t look like a lot of difference in the overall length of the sway bar arm, but the difference in applied force between the first and last mounting holes is about 600 pounds at 1 inch of bar displacement.

➔SOURCES

Muscle Car Restorations; 715/834-2223; MuscleCarRestorations.com Accu Temp Heat Treating; 262/634-1905; AccuTempHeat.com

20 CAR CRAFT JUNE 2016

Since the diameter of this new custom bar is the same as the aftermarket one it’s replacing, MCR was able to use the existing frame mounts.

America’s First Choice in Restoration and Performance Parts and Accessories

18460 Gothard St. Huntington Beach, Ca 92648

ASK ANYTHING Vintage Buick ads read, “When better cars are built, Buick will build them.” Buick’s torque tube drive concealed a rotating driveshaft inside a stationary housing.

The C5 Corvette’s torque tube revives once common driveline architecture.

NOVETTE

Larry Fillian; via Facebook: I have access to a wrecked 1999 Corvette and want to swap its driveline into a 1976 Nova. I haven’t explored the smashed Vette yet, but it looks like the body took the brunt of the impact.

What hassles can I expect in swapping the Vette’s running gear into my Nova?

Steve Magnante: Ever since the Corvette went all-V8, all the time in 1955 (except for seven oddballs built with the 235-inch Blue Flame inline-six fitted to all 1953–1954 models), these plastic-bodied wonder cars have been prime drivetrain donors for adding power to other Chevy passenger cars—and Brand X machines. Since the big- and small-block engines installed in Corvettes were hopped-up editions of regular passenger-car powerplants, swapping was easy. The same held true for the transmission, though the 1963-and-later C2 independent rear suspension posed problems and was only embraced by street rodders and some Pro Touring builders.

But when the C5 Corvette arrived in 1997, lots of things changed. Beyond the obvious debut of the mighty, allaluminum Gen III small-block (aka LS1), Corvette Chief Engineer Dave Hill and his team made a change to the basic chassis architecture that’s going to bum you out and impact how you update that 1976 Nova. In place of the traditional back-of-engine transmission location, Hill’s crew opted instead to

22 CAR CRAFT JUNE 2016

relocate the transmission rearward, just in front of the differential.

While the decision moved the mass of the transmission rearward and greatly improved overall vehicle weight distribution for even better handling than the world-class C4, the oddball torque tube and transaxle are beyond problematic when it comes to drivetrain swapping into traditional candidates like Camaros, Chevelles, Impalas, and Novas. So think twice about paying much for the 1999 Corvette hulk because the engine is about all you can readily adapt to your Nova without reengineering the whole car.

Of course, if you’re OK with major fabrication jobs, the C5 Corvette’s underpinnings would transform your Nova into a very cool, very capable Pro Touring–style machine. Work will include enlarging the driveshaft tunnel to accept the aluminum torque tube and probably eliminating the back seat since the floorpan/axlehump beneath it will need enlargement to accommodate the Corvette transaxle.

Up front, don’t forget that since the 1984 arrival of the C4 Corvette, the conventional short/long double A-arm and coil-spring suspension layout was replaced by forged-aluminum arms and a transverse-mounted fiberglass leaf spring. Your Nova’s existing front suspension has a lot in common with the setup installed under the 1970– 1981 Camaro Z/28 and Firebird Trans Am, so bolt-on upgrades could suffice

if the work needed at the back half of the car has you worn out.

It’s funny, during my work on the Barrett-Jackson collector-car auction block, I’ve lost track of the number of customized machines that sellers describe as having “a C5 Corvette drivetrain.” Unless there’s a torque tube and rear-mounted transaxle behind the LS engine, it simply ain’t so.

Before we move on to another question, let’s take a moment to review the how and why of the torque tube.

Way back around 1900 at the dawn of the automobile age, the many conventions surrounding automotive engineering were not yet established. The task of connecting the drive wheels to the transmission took many forms, each suited to the particular layout of the chassis and driveline. Rear-engine buggies often relied on chains and sprockets, but as builders of larger cars positioned the engine at the nose of the frame for increased passenger area, the driveshaft evolved.

Running under the floor and connecting the powerplant to the rear axle, two schools of thought evolved regarding driveshaft design. One took advantage of universal joints and used an exposed steel tube to feed the rear axle. The other enclosed the driveshaft inside a steel tube, hidden from view. Commonly referred to as a torque tube, the supposed benefit was that the thrust of the driven wheels could be taken directly by the tail of the transmission and via beefy engine and transmission mounts, the car moved down the road. With an open driveshaft, wheel thrust had to be fed into the chassis by the leaf springs, control arms, and other links requiring beefy anchor points and complexity.

Another key torque tube benefit was (and remains) superior control of axle movement under hard acceleration and braking. With a rigid tube connecting the nose of the differential housing directly and rigidly to the tail of the transmission, the cycle of pinion rise

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ASK ANYTHING and fall—that triggers axle hop and tire spin—is eliminated. The same holds true during braking. While axles fed by an exposed driveshaft can experience pinion drop (thus triggering axle hop) when the brakes are suddenly locked, properly designed torque tube layouts are free from this.

The torque tube also allowed a simpler rear suspension with fewer parts and the potential to reduce manufacturing costs. The frugal, practical

Henry Ford naturally loved the idea of one part doing two jobs and used torque tube drives (and transverse leaf springs) on every passenger car his company made right up through 1948.

Another torque tube convert was Buick. In 1907, the Flint, Michigan, carmaker switched from chaindrive to torque tubes and stuck with them all the way up to 1961—the only GM division lacking an exposed, whirling prop shaft for decades.

In Buick’s case, the potential for savings wasn’t the chief motivation, rather it largely came down to marketing.

That’s right, for more than 50 years Buick advertising touted its exclusive use of torque tube drive to set it apart from the competition. Sure, AMC also used torque tube drive up to 1966 on fullsize offerings, but in Buick’s elevated price class, it stood alone and became part of Buick’s roster of exclusive features that also included the Fireball Eight, DynaFlow transmission, and industry-leading aluminum front brake drums (1958–1970) on full size models.

For car crafters, the torque tube is something of a bummer.

Sure, Buick’s differentials were strong, but like any torque-tubebased driveline, the transmission and rear axle aren’t easily broken up for use in other applications.

It’s been nearly 20 years since the C5 Corvette embraced the torque tube. The question remains, are you willing to embrace the fabricating needed to adapt it to your Nova?

MOPAR COLUMN SHIFT CONVERSION

Russ Torrington; via snail mail: I’ve got a 1967 Plymouth Satellite that was originally built with a 383 and a column-shifted Torqueflite automatic transmission. I recently swapped in a factory console and GTX bucket seats with a B&M ratchet shifter hidden inside the console. My problem is what to do about the stock, column-mounted transmission shift handle left behind after the swap. It looks lame standing there, but I do have fun messing with passengers when I suddenly grab the shifter and rake it up and down in a panic shouting, “I can’t stop the car!” I know used Mopar parts dealers sometimes sell floor-shift-type columns, but every time I see an ad and make the call, the guys say, “I just sold it.” Apparently, these things are rare. What are my options?

Steve Magnante: Few things inside a car shout weak-suck like a steering-column-mounted shift handle. Whether it’s an ancient 3-on-the-tree or family-style slushbox, the rest of the car

Photo: Steve Magnante

needs to be that much cooler to offset the bad vibes radiating from this eyesore. Yeah, lots of 10-second street sleepers retain the lame shifter to complete the illusion of slow, but unless it’s a question of restoration accuracy (oddly, Chrysler built a ton of column-shifted Street Hemis), floor shifters are clearly the sleekest way to go.

If you’re a do-it-yourself type, you could remove the column from the car and eliminate the shift handle on the workbench.

But, remember, it’s not as simple as breaking out the hacksaw.

There are two die-cast white metal (zinc-ish) outer sleeves surrounding the mast that must be reworked with the removal of the shift arm. The lower sleeve is like an open-bottom cup with an integral, sidemounted pivot tower for the chrome shift arm. The whole sleeve rotates with the shift arm and there are numerous internal components that stack up and support the turn-signal-lever assembly. Gutting the column leaves these items nowhere to anchor. You’ll have to fabricate some inner spacers to replace the lost mounting spots and patch the 1x1-inch hole left after the pivot-arm tower is ground away. Devcon epoxy is a good medium for covering the surgery hole. The upper sleeve, which sandwiches between the lower sleeve and steering wheel, has a little rectangular tower enclosing the PRND21 shift quadrant and pointer. It’s directly in your line of sight and will mock you until eliminated.

Happily, the casting is easy to trim flush with the adjacent surfaces, and the quadrant’s elimination doesn’t create any gaps.

The rest of the job involves trimming any protruding levers and linkage from the bottom end of the column. With the floor shifter in charge of transmission control, they’re not needed.

Unless you’ve got a full-manual valvebody, be sure to utilize a kick-down cable or you’ll cook the bands and clutches in short order. Lokar offers a good universal-fit kick-down kit.

If it seems like a lot of work slashing all the branches off your Mopar’s “tree,” it is. Until recently, the only alternative was scoring a vintage factory floorshift-style steering column, like the one you missed out on. But now there’s another option from Flaming River.

Launched at the 2015 SEMA Show, Flaming River has entered the picture with a line of tilt and non-tilt steering columns for Mopar floor-shift conversions like yours. Joining an established

ASK ANYTHING

Direct-Fit Instrument Packages

line of columns for popular Ford and GM cars and light trucks, the Mopar-specific units are offered for manual and power-assisted applications.

MORE INFO

Flaming River; 800/648-8022; FlamingRiver.com Lokar; 877/469-7440; Lokar.com

SQUISH SQUASH

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Mike O’Brien; Brooks, KY; via CarCraft.com: My question concerns squish. If I understand it correctly, the current trend in combustion-chamber theory is that having a squish area above the piston of about 0.030 inch causes optimal swirl in the combustion chamber. On the other hand, when building a turbo engine, the accepted practice is to use a lower compression ratio, which to my understanding, means the top of the piston will be farther down in the cylinder. Is there a way to reconcile these two apparently opposing ideas when building a turbo engine? The concern I have is that larger distances between the cylinder head and the piston might lead to detonation.

Steve Magnante: Good question, Mike. You’ve tapped into a very complex subject with numerous variables. You are correct in that squish is desirable and an important factor in the production of swirl within the chamber during compression and combustion. But you may have some confusion in the area of how the compression ratio is achieved.

Let’s try and clear it up.

Since you don’t specify which of the literally dozens of potential combustion-chamber (and piston) types available in the fascinating world of the reciprocating internal combustion engine (hemispherical, pent roof, bath tub, wedge, polysphere, and so on), I can only say that, yes, it is important to achieve an active combustion chamber. This is to say that the shapes presented to the intake charge need to be formed so as to keep the mixture in motion to prevent formation of stagnant regions. These stagna-

p m fC n lctio e

tions don’t combust as quickly as the majority of the charge and reduce overall efficiency.

Thus, the piston crown, chamber topography, valve-face configuration, and so on must all work together.

You are also correct in stating the needs of a naturally aspirated engine differ from those of a turbocharged (or otherwise pressurized) unit.

The elevated compression ratio that works well in a naturally aspirated engine must be reduced in the presence of boost or you’ll end up with too much of a good thing—and plenty of destructive detonation (more properly described i M 0 5 l3 n u Jo rg La B S v e h as abnormal combustion). t K erg iB nM a d o R K 0 9 But your assertion that the in down in a M 0 4 B S v e h piston must be “farther t K erg iB nM a d o R K 8 3 0 1 the cylinder” to achieve reduced B mark. v e h compression is off the tways to K erg iB nM a d o R There are numerous 829K manipulate compression ratio: the three leaders being the volume of the combustion chamber, the thickness of the head gasket, and the shape of the piston crown. In your scenario, the act of moving the entire piston “down in the cylinder” to reduce compression to accommodate the turbo’s boost is incorrect.

Using a custom piston s or Itk e n lP a u carefully reworking autsandigSre/pfom c. standard item, it is possible toesigndforptm luz,vreduce a compression withoutndairstbuo.Pw mdisturbing p -6 0 f1 eg the 0.030-inch-thickesigndforquab4150/6tylcsquish F).After all, (xp region you mention. ncludesaitrbohw n i t a , B S v e h C 6 0 1 7 9 2 T V the entire chamber/piston interin rtc,a o V B hevS C 0 1 -7 9 T2 V face cannot be the squish tin possia ,S 3 8 rd Fo 0 1 -7 9 T2 V zone—it isn’t physically ble. While the technique employed would depend on the chamber type, an inventive and motivated engine builder can always find a place in the piston crown or dish to add some volume via mathematical calculations and careful machine work.

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THIS GUY’S GARAGE MATT’S FAB SHOP / Orland, CA When we first talked to Matt Marron, he was welding on a motorcycle frame from 1908, because that’s just the kind of guy he is. Later, when we stopped by his shop, we saw a pretty serious sandrail, a 1968 Camaro drag-radial project, and a couple of old Chevrolet trucks in various stages of stance. It was the far corner of the shop that got our attention, though, with a couple of Matt’s personal projects and a vehicle you don’t often see heavily modified: a 1964 Ranchero.

As we walked up to the Ranchero, it looked like turbo LS power, but as we got closer, we realized it was the low-profile Edelbrock Pro-Flo intake that had fooled us. Surprisingly, it was Blue Oval–powered, and it also had a Vortech supercharger rather than a turbo. The engine was a small-block Ford, which would push the 2,700pound car quite nicely. The 1957 Chevy sitting in the corner is also Matt’s personal ride. The 3,550-pound classic is driven daily, despite the fact that it runs low-10s at more than 140 mph.

The Chevy does have a turbo LS engine for power, and Matt built the entire vehicle himself out of a $2,500 basket case.

As fast as the ’57 is, Matt couldn’t help but think it would run low-9s if it were about 1,000 pounds lighter. With that in mind, he set about building something—you guessed it—1,000 pounds lighter: a 1962 Chevy Nova.

The Nova is an exercise in weight savings, with a full tube chassis, strut front suspension, aluminum engine, Powerglide transmission, and a rearend with an aluminum centersection. Matt plans to push the stock-block LS engine to the limit with twin-turbo power. While Matt works on just about anything, he specializes in rollcages, rearends, minitubs, and full builds. “I can build a car front to back, design the suspension, wire it, and set it up for electronic fuel injection,” Matt says. With a one-stop resume like that, we can definitely see why Matt has so many exciting projects in the works!

By Jason Sands / Photo: Jason Sands

28 CAR CRAFT JUNE 2016

WEIGHT-LOSS ’62 NOVA

After building a few small-tire grudge cars and drag-radial cars, Matt decided he needed his own. Starting with a pile of tubing, Matt built his own 25.3-spec chassis, which means sub-7.50 quarter-mile times will be a non-issue. Up front, ultralight Strange Engineering struts and a shortened Pinto rack-and-pinion make up the suspension. The rearend is all business, with a Moser M9 housing, 40-spine axles, a lightweight spool, aluminum centersection, and turbo-friendly 3.70 gears. A lightweight Powerglide from Precision Torque Converters backs up an all-aluminum L33 5.3L, which Matt plans to push to 900–1,000 rear-wheel horsepower, with twin 66mm turbos. Projected e.t.’s on the Nova are low-5s in the eighth-mile and high-7s in the quarter-mile.

THE DAILY DRIVEN ’57

A rolling advertisement for his LS swaps, Matt’s iconic 1957 Chevy is about as cool as they come. The flat-hooded classic is filled with turbocharged LS power and is backed by a Tremec T56 Magnum transmission. The engine is a 390ci iron block that’s been fitted with a Lil’ John’s Motorsports Stage 4 cam and Brian Tooley Racing pushrods and platinum springs. An 84mm S400 turbo with a 96mm turbine and 1.32 A/R sends a mild 14 psi through a water-to-air intercooler and into a Holley Hi-Ram that’s controlled by Holley’s own HP EFI system. The 9-inch rearend features a custom housing, 3.70 gears, and 35-spline Moser axles and is suspended with a torque-arm suspension of Matt’s own design. The car has been 9.60s with an automatic, but 10.15 at 144 mph while shifting his own gears is a lot more fun for Matt.

ONE UNIQUE ’64 FORD

The slammed 1964 Ranchero in the foreground is in Matt’s shop for some rollcage, tub, and rearend work. There’s no LS here; a 331ci Ford got the call for power, and it thumps pretty good thanks to a set of Dart heads and a solid roller cam. Induction and fuel comes from a FAST injection system, 83-lb/hr injectors, and an Edlebrock Pro-Flo intake that’s fed by an S-trim Vortech supercharger. An MSD Powergrid lights everything off. The rest of the car is just as exciting as the engine, with a Tremec TKO 600 transmission backing up the smallblock and a Moser M9 rearend with 35 spline axles that was built by Matt. Matt also did the rear suspension using split monoleafs and CalTracs traction bars, Detroit Speed wheeltubs, and 275 drag radials, which should provide some nasty wheels-up launches once the ride is done.

JUNE 2016 CARCRAFT.COM 29

PROJECT CAR

PROJECT CAR UPDATE ZedSled Gets a Wiring-Harness Upgrade

By Kevin Tetz / Photos: Kevin Tetz

➔

As time moves on, more and more aftermarket parts become available for cars we never thought would be popular restoration projects, let alone considered classics. This is because cars from the 1960s and early 1970s are becoming more difficult and more expensive to get our hands on, so people are turning to alternative models, cars formally snubbed by enthusiasts. Our 1978 Z28 Camaro, ZedSled, is such a car. Yes it’s a “Z,” but it’s the rubbernose F-Body, and there was a time not

30 CAR CRAFT JUNE 2016

so long ago that these cars were much more popular on a dirt track over a tube chassis, rather than a serious competitor at an autocross or roadcourse track day. That’s why Car Craft chose this car to work on; we’ve been able to stick to our plan to build a competitive Pro Touring car from the ground up for less than $20,000, including the cost of the car. We’ve needed to replace a lot of systems, and the car’s wiring wasn’t immune from the cruel march of time.

Thankfully, Painless Performance

has expanded its product line beyond the traditional muscle car, and the company now offers a drop-in system for our late-second-gen Camaro. The direct-fit system does exactly that—it fits directly and easily, without drama.

The instructions are better than we’ve ever seen for a wiring system, and they are written in plain, easy-tounderstand English. We’ll walk you through the highlights of installing the new nervous system into ZedSled and toss in a couple of curveballs along the way for style points.

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PROJECT CAR

The original wiring was totally shot!

The 35-year-old, dry-rotted plastic, frayed and spliced connections, and vintage glass fuses made it an easy decision for us to trash the stock wires and start fresh. Thankfully, Painless was there to help.

We are starting with a clean slate.

The tub of our F-body is rustfree, empty, and sprayed down with Eastwood’s thermal insulation coating, as well as peppered with a few insulation tiles to dampen the transfer of road noise and heat from the engine and exhaust.

The direct-fit system consists of the main chassis harness (with fuse block), taillight harness, and engine harness. This system is designed to replace the original harness for the carbureted Gen I small-block, but most of the sensor connectors will come in handy for either the gauges or the Dominator engine-management system controlling our LS engine.

Powerbraid is Painless’ name for its unique wire loom. It’s strong, easy to use, and looks great! This is a kit with several sizes and lengths, and comes with enough to do our whole car and then some.

We added the optional power door harness kit, which is a three-piece kit that connects the stock doorlock actuators and power-window lifts to the Painless main chassis harness. The star of the show is the comprehensive installation manual.

Detroit Speed and Engineering offers this Optima battery box for remote locations. The right rear is a typical location for good weight transfer on launches, and this box tucks neatly into the corner, even in the tight confines of this Camaro’s trunk.

Relocating the battery to the trunk is something we had planned all along, and Painless takes the guesswork out of the job with its battery-relocation kit. It comes with cable ends for any style battery and shrink-tubing for a professional-quality termination.

32 CAR CRAFT JUNE 2016

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PROJECT CAR

We started installing the main harness to the fuse block, which bolts into the factory location.

Here’s a great example of a Powerbraid wire loom being installed on the taillight harness.

Because it is outside the car’s body, this section of wire needs some protection from chaffing and the elements.

While it is possible to make the Camaro’s stock instruments work with our LS swap and Holley Dominator EFI, we decided to go with Dakota Digital’s direct-fit VHX Series gauge cluster. These are electronic analog gauges that are compatible with the Dominator ECM’s senders. The unit bolts directly into our original dash without having to customize or fabricate a bezel, which saves time and money.

TC Penick from Bay One Customs in Springfield, Tennessee, connects the engine harness to the bulkhead connector on the firewall. With the booster and PTFB support bars in place, it’s a tight fit, but TC got it buttoned up, inventing some new words in the process.

Using Eastwood’s Plastic Resurfacing Spray, we rejuvenated the tired, OE plastic dash. To it, we added National Parts Depot’s new replacement dashpad. The combination totally elevates the quality of Zed’s interior.

A 3-inch hole saw gives us a place to run our Dominator EFI harness and other wiring into the engine bay. We ran the wires through a rubber grommet to insulate against moisture.

We ran the new battery cables along the passenger-side channel under the scuff plate. This way, they will fit neatly under the carpet and interior panels.

34 CAR CRAFT JUNE 2016

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PROJECT CAR

We mounted the Dominator ECM behind the dash and ran the harness through the firewall. We were able to position the ECM above the Vintage Air HVAC box, which is smaller than the stock ducting, making this LS swap even simpler and more efficient.

TC is an expert at automotive wiring and wanted to pass on some tips when it comes to making connections, since it’s inevitable in all but the most basic wiring jobs. Step one is to strip the insulation back about 3⁄8-inch. Simple tools are all that’s needed here.

We also removed the plastic shield from the spade connector because we want to make sure we have a good crimp on the wires, and we plan to insulate the connection with heat-shrink tubing.

TC uses a small torch and flux core solder to complete the bond between the wire and the connector.

A quick scan through Holley’s catalog turned up this harness that will allow us to connect our 4L80E trans to the Dominator PCM. It’s a direct fit, so the connectors match the plug in the transmission, which simplifies the installation of the modern overdrive transmission. The only thing we’ll need from here is a shifter cable.

Below: With the car on our lift, TC from Bay One takes advantage of the extra maneuvering space while connecting the starter, O2 sensors, crank trigger, and temp sensors needed for the Dominator.

Using simple crimping pliers, TC crimps the center of the collar onto the wire.

See why we removed the plastic collar that usually comes on these connectors?

Now we can see if the crimp is good, instead of guessing and hoping.

Left: When the solder cools, TC cuts a section of heat-shrink tubing and shrinks it in place. Heat-shrink insulates the connector and strengthens its grip on the wire. Plus, it takes up less space than the connector’s plastic insulation, so it’s easier to route in tight places.

TC’s methods have never let him down and are forged by experience. Nearly all problems are related to connections.

Eliminate problems before they start by doing the job right

Eastwood’s new Tri-Flow triple-pass radiator came with an electric fan and shroud, as well as its own temp sensor. We mounted the unit on the radiator support and wired it into the Vintage Air A/C trinary switch.

We wanted to change the front look of the car, and Black Illusion headlights from RedLine LumTronix fit the bill. These offer dozens of accent lighting and halo options, and they come with a modern H4 halogen lamp. They are definitely an upgrade in styling and function.

36 CAR CRAFT JUNE 2016

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PROJECT CAR

Left: Wiring these headlights was super simple, with ceramic adapters that will insulate the Painless harness from the extra heat generated by the high-output lighting.

The halos can be activated with a separate 12V switch or tied into factory running light circuits at the fuse panel.

ZedSled has the honor of having the very first sequential LED taillight system for 1978–1981 Camaros. These are manufactured by Digi-Tails and are available through RedLine LumTronix.

This kit was very simple to install and replaces the original bulbs with LED circuit boards that are programmed to sweep when illuminated.

The result is striking and awesome! The LED marker lights are a nice touch as well.

Remember, law enforcement frowns on running with red or blue accent lighting, so these colors are for show only. A wireless fob makes color changes easy and instant.

PARTS LIST

DESCRIPTION Direct-fit harness, 1978–1981 Camaro Power window and door lock harness Powerbraid wire loom kit Battery cable kit Optima battery mount, polished Battery

PN

SOURCE

PRICE

20114

Painless

$809.99

30715

Painless

262.97

70923 40105 120101P 8010-044

Painless Painless DSE Optima

174.99 233.97 190.00 141.96

There is some splicing with this system, but the results are amazing as well.

Obviously, we can’t show you the sweeping motion of the lights in a still photo, but there’s no mistaking the brightness of LED replacements. Not only do LED lights draw less current and run much cooler but they’re also far more visible in any situation.

➔SOURCES With the wiring system completed, we couldn’t resist showing off the red backlight of our Dakota Digital VHX gauges. Combined with the halo lights and LED taillights, ZedSled is going to be riding in color-coordinated style. Painless Performance’s direct-fit system was a great choice for this project and got us up and running in record time.

It’s great to know that the aftermarket is responding to the growing popularity of these rubber-no se Camaros.

38 CAR CRAFT JUNE 2016

Dakota Digital; 800/593-4160; DakotaDigital.com Detroit Speed and Engineering; 704/662-3272; DetroitSpeed.com Digi-Tails; 856/719-9989; Digi-Tails.com The Eastwood Company; 800/343-9353; Eastwood.com Holley; 270/781-9741; Holley.com Optima; OptimaBatteries.com Painless Performance Products; 817/244-6212; PainlessPerformance.com RedLine LumTronix; 855/852-6435; HaloHeadlights.co

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JUNE 2016 CARCRAFT.COM 41

42 CAR CRAFT JUNE 2016

DO YOU KNOW WHERE YOUR PERFORMANCE PARTS WERE MADE? Why is this an important question to ask?

TEST SPECIFICATIONS Engine: .............................350 cid Chevrolet Pistons: ................... Flat-top 4-Valve Releif Compression: .........................................9.5:1 Cylinder Heads: ....Performer RPM #60895 Camshaft:..................Rollin’ Thunder #2205 Intake Manifold:.....Performer RPM #7101 Carburetor: ....................... Performer #1412 Headers: ................... 1-7/8” Primary Tubes

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44 CAR CRAFT JUNE 2016

There are Opportunities in Every Misfortune

S

tanding before the expansive, swoopy body of the CrowMod, I wasn’t sure where to begin the interview—there was so much to take in. I began with the crash. “Yes, crashing sucked,” Justin Shearer replied, referring to the November 2015 incident during filming for an episode of Street Outlaws. Brian Davis’ Mustang crossed the center and smacked the quarterpanel of The Crow, Justin’s famous 1972 LeMans. Like on Cops when a perp gets taken out by the PIT maneuver, it sent The Crow careening into a ditch at more than 100 mph. The car was a total loss, and Justin barely survived the crash, sustaining compression fractures in two vertebrae, a broken collarbone, a punctured lung, and a dislocated shoulder. The pain continues to this day, and Justin’s not sure it will ever completely subside.

He could easily have been killed, though. “The Crow saved my life,” he said, a testament to the work Don Dial Race Cars did when building its rollcage. Even from his hospital bed, Street Outlaw’s Big Chief promised to be back. “My wife, Allecia, brought my computer to the hospital, because she knew I would want to read the data

from that pass [in The Crow]. Then she gave me the hospital’s Wi-Fi log-in.”

She knew he’d want to start looking for a new car as soon as possible.

Why a Pro Mod? That’s what everyone wants to know. The answer isn’t because he specifically wanted a Pro Mod, it’s because he wanted a car that was as light as possible and very aerodynamic. A Pro Mod just happens to fill those criteria. “It’s an evolution,” Justin said. “People were starting to bring cars like this out to race us on the

show. I needed to evolve, and the plans for something like this were in the works before the crash.” The crash just sped up the timeline. “When I was looking for a car, the only condition my wife gave me was that it had to be light. She saw how much work I had to put in to shed weight or move weight around the car, doing everything I could think of to make The Crow compete against lighter cars wanting to line up next to me.” He added, “It’s evolution. If you’re not growing, you’re dying.”

JUNE 2016 CARCRAFT.COM 45

THE CROWMOD

In addition to meeting strict goals for weight and aero, Justin gives equal importance to safety. “This new car is lighter, faster, and safer,” he said. The chassis was built by Terry Murphy and Blake Housely of Terry Murphy Race Cars of Kansas City, Missouri, and few compromises were made, from the maze of cromoly tubing, to extensive use of titanium and carbon-fiber parts.

The body is all carbon fiber, as well, and Justin hopes the CrowMod will weigh in at 2,300 pounds ready-to-run on the starting line, a full 1,000 pounds less than The Crow.

Even at that weight, the CrowMod will still be fighting against cars with much larger engines. The new car’s engine is still the same Butler Racing 482ci Pontiac that powered The Crow.

This is an iron-block, small-displacement engine (relative to the competition) built with off-the-shelf parts: a Crower crank, GRP rods, Ross pistons, and Edelbrock Performer RPM cylinder heads. The compression ratio remains at 12.3:1 and it runs on VP M5

46 CAR CRAFT JUNE 2016

methanol. “That’s 482 cubic inches of badass right there!” quips Justin, while fully acknowledging that he’s down on power compared to some of the people wanting to line up against him, even at the 40-plus pounds of boost generated by the twin Precision 88mm turbochargers. “That 455 has always been in my life. One day, I may go to some crazy motor, but I’m not done with this one—yet. There’s something

satisfying about doing more with less.”

The rest of the driveline consists of the same Rossler-built TH400 and ProTorque EV1 torque converter that was in The Crow, and the rearend is a Mark Williams Modular 9-inch. The gear ratios in the transmission and rearend are a secret. FuelTech provided the EFI system, Quillen Motorsports helped with the wiring, Jeff Lutz built the intake and exhaust plumbing with

JUNE 2016 CARCRAFT.COM 47

THE CROWMOD supplies from Stainless Works and Race Parts Solutions, and Scott Hunter from Brown & Miller Racing Solutions built all the fluid plumbing with PTFE hose. Lamb Components brakes are found, front and rear, behind Weld wheels. Chris Bell at Kinetic Engineering re-valved the shocks and set up the four-link rear suspension.

At the time of our shoot, the new CrowMod had yet to run under its own power, as Justin and his crew at Midwest Street Cars were feverishly putting the final pieces on the car to get it ready to run in the Radial vs. The World class at Duck X Productions’ Lights Out 7 radial race at South Georgia Motorsports Park on February 18, 2016. (We’ll be there to cover the action, of course.)

Filming for the next season of Street Outlaws will begin in March, so fans, critics, and keyboard warriors alike won’t have long to wait so see how the new car stacks up against the fastest racers from across the country.

48 CAR CRAFT JUNE 2016

G R A L E H T JUNE 11 GONZALES, LA

JUNE 15

OKLAHOMA CITY, OK

JUNE 12 BAYTOWN, TX

JUNE 16 WICHITA, KS

D L R O W E H T N I P I R T D A O R T S E 1 – 17 JUNE

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50 CAR CRAFT JUNE 2016

JUNE 2016 CARCRAFT.COM 51

GOLIATH 2.0

“Daddy” Dave’s New Nova Is Built from the Wreckage of Last Year’s Crash

T

he battered remains of the first car are still parked behind his shop, Comstock Auto Service, in Edmond, Oklahoma. Whether it serves as some grim memorial to the crash that nearly killed “Daddy” Dave Comstock in August 2015 or simply to be used as a parts car to scavenge from while Goliath 2.0 was being built, its contorted shape hangs around like an

52 CAR CRAFT JUNE 2016

eerie presence you don’t want to see but can’t look away from.

Just weeks after being completed last July, Dave drove the first version of Goliath at a no-prep race in Amarillo, Texas. Video footage of the crash is easy enough to find, and the damage was as bad as it looks. Dave suffered a serious concussion as one of the nitrous bottles came free of its mount

and shot out the side window of the car, propelled by a nearly full charge of the escaping gas. The bottle struck Dave in the head on its way out the window. His helmet most likely saved his life, and to this day, Dave has no memory of the crash. In fact, has no recollection of the few hours prior to the crash. That chunk of time is just gone.

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GOLIATH 2.0 Waking up in the hospital, he had other injuries to contend with: a separated shoulder that left his right arm immobilized for several weeks, a bruised lung, myriad other bumps and bruises, and a wrecked car. The good news was that the drivetrain survived the crash undamaged, and he and his crew just needed to find a new home for those parts, so why not build another Nova? Thatâ&#x20AC;&#x2122;s just what they

54 CAR CRAFT JUNE 2016

did. Friend and Northern California racer Boddie actually sent Dave this 1963 Nova and refused to take a dime for it. It was on the transporter heading to Oklahoma before Dave was discharged from the hospital. A rolling chassis, Dave sent it to Larry Larson for chassis modifications and installation of the Smith Racecraft front subframe.

The engine is the same as before: a 632 big-block built by TRE Racing

Engines with a Brodix block and heads, R&R connecting rods, SRP pistons, and valvetrain components from Jesel. RPM Transmissions built the Powerglide, and itâ&#x20AC;&#x2122;s paired with a PTC torque converter, sending power to a Moser M9 fabricated 9-inch axlehousing. The rear

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56 CAR CRAFT JUNE 2016

management is by Fueltech, tuned by Dave and his guys. The system works well, too, as the car fired right up and drove to our photo-shoot location without a hiccup, even though

temperatures were in the low 40s.

Nitrous is Dave’s power-adder of choice, and he runs a Nitrous Express fogger system in Goliath. Though he’s using the same amount of nitrous per run as before, Dave added an extra stage so he could bring the power in more precisely. A Davis Technologies Profiler system also kills excessive wheelspin by adjusting timing as soon as wheel slippage is detected, and Auto Meter’s customizeable digital dash not only looks cool but performs as a data logger, allowing Dave to analyze each pass and make adjustments to the setup as needed.

Though the exterior looks the same, there are a few differences from the original build. This car has the stock steel doors, where the first Goliath had fiberglass. That seems counterintuitive until you learn the floor of Goliath 2.0 is made from carbon fiber and titanium. The glass was replaced with featherweight pieces from Optic Armor. Goliath rolls on Weld wheels, which also contribute to a substantial weight savings, as do the carbon-fiber front clip, hood, and decklid from Unlimited Fiberglass. Performance Powdercoating treated the chassis, while Fosters Paint laid down the show-car-quality finish, and owner Dave Foster says customers come to him to paint their cars the same color.

No can do, however, as the paint is a custom mix picked out by Daddy Dave’s wife, Cassi, and he won’t give out the formula.

Look for Dave and Goliath’s return to Street Outlaws this season on Discovery Channel. Dave is putting the finishing touches on Goliath in preparation for filming to begin soon.

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By Rich Adams / Photos: Rich Adams

Chris Day’s 1981 Chevrolet El Camino

58 CAR CRAFT JUNE 2016

A

mong the many personalities on Discovery Channel’s Street Outlaws, you will find a fan favorite that goes by the name KamiKaze. Chris Day is the guy who pilots the insane G-body known simply as The ElCo, a 1981 Chevrolet El Camino powered by “around 500” cubic inches of big-block Chevy.

Before Chris got ahold of it, the car was driven by his childhood friend, Tyler “Flip” Priddy, and the car was nicknamed The Slut because it was built with all the discarded parts left behind when friends upgraded their own cars. Flip was on the first season of Street Outlaws and got lots of attention in The Slut, with its outrageous zoomie headers spitting nitrous fireballs from the car’s fenders. Rumors abound that the car was often mended with copious amounts of silicone, JB Weld, duct tape, and Bondo quite regularly. Those rumors definitely added a bit of insult to injury when Flip came to collect his winnings. Loud, obnoxious, ridiculous, and fast as hell—all very real descriptors of The Slut.

After Flip’s untimely death, his lifelong friend, Justin “Big Chief” Shearer, offered the car to Chris, who jumped at the opportunity to be a part of the car and it’s amazing history. Though it had been sitting under a tarp for more than a year, it fired right up when Chris hit the starter button. It was meant to be.

Obviously, the car needed some work before it could make a full pass; the first time Chris drove it, one of the rear calipers stuck and caught on fire.

After a week or so of going through the car, Chris hauled it to Louisiana for a big call out of The 405 Top Ten list by Louisiana’s top street racers. KamiKaze Chris really lived up to his name when he made his first full pass, pulling a massive wheelie and winning by a handy margin.

The car’s driveline is still a hodgepodge of new and used parts. Kincaid Racing Engines of Lake Havasu, Arizona, built the 496ci big-block engine with Wiseco pistons on rods and a crank from Eagle. The cam is a custom grind from Comp, spec’d by Monte Smith.

The rest of the valvetrain consists of a set of Crower solid-roller lifters, Comp roller rocker arms, Ferrea valves, and PAC springs. ARP bolts and studs, sourced from Allen Fasteners, hold the engine together. The cylinder heads are the same as when we first wrote about The ElCo two years ago: a set of Brodix heads that were scrounged from the

JUNE 2016 CARCRAFT.COM 59

KAMIKAZE AND THE ELCO 60 CAR CRAFT JUNE 2016

scrap pile after being ruined by a guy who fancied himself a head porter.

Chris reshaped the ruined ports with epoxy, added new valve seats, and treated them to a good valve job. The combination is simple and effective, and this 13.0:1 engine has survived dozens of four-kit nitrous passes, with Chris shifting at 7,300 rpm. Recently, the engine was converted to electronic fuel injection, courtesy of Australianbased Haltech Engine Management Systems. This required the installation of an Edelbrock Super Victor EFI intake manifold fitted with Fuel Injection Development 140-lb/hr fuel injectors.

The system was tuned by EFI University, and the ECM also controls the car’s Nitrous Express six-stage dry nitrous system. Keep in mind, this is all running in a production 454 engine block that came out of a truck.

With all that power, traction can be a bit elusive, so it takes a pretty incredible chassis setup to keep The ElCo running straight and true. The original framerails and front-end geometry were becoming a limitation, so Chris and his friend, Les Sheltman of L&S Fabrication, installed a set of tubular upper and lower control arms from Autofab Race Cars of Elkridge, Maryland. Les built a custom front stub out of chromoly that replaces the frame forward of the front suspension centerline. This allowed them to fit a new fiberglass front end and eliminate the radiator, shedding a bunch of weight in one fell swoop. During this time, they also dropped in an Optic Armor windshield, further contributing to The ElCo’s weight-loss program. Sans radiator, the engine is now cooled by ice water pumped from a tank in the bed.

The suspension includes QA1 adjustable coilover shocks and PAC springs, front and rear. A Powerglide transmission feeds a Moser 9-inch rearend, which still clings to the car’s triangulated four-link rear suspension. A set of 29.5x10.5 Hoosier slicks get him down the street. Even with all of the new suspension parts, the car still has the basic

elements of GM’s G-body architecture, meaning every pass is an adventure.

Chris maintains that he likes it that way, and as long as he’s not on fire, everything is OK. We like The ElCo so much because anyone with time and a little ingenuity can build their own version, and Chris believes that’s part of the reason the car is so popular. From the satin black paint job to the beat-up body panels and mismatched wheels, they all give the car a sense of being an underdog, especially when it’s lined up next to a half-million-dollar Pro Mod or a similar, big-dollar machine. Being a grudge racer, Chris was vague when asked about his horsepower numbers and tune-up information, saying, “It’s enough to piss people off, and there’s a comma in the number.” However, he was quick to remind us of the time he beat a high-power Pro Mod in Kansas, meaning The ElCo is no joke and should not be taken as such.

Chris really has a passion for racing, but there’s something special about driving The ElCo. He likes to remind people it’s just a regular garage-built car. Chris spent many sleepless nights making the car what it is today. He is a low-budget racer who put nearly every spare dollar (and some he didn’t have to spare) into making this car competitive with the big-name racers around the country. Chris is your average guy and enjoys his time at home with the family after a long day at his fulltime job of running a small heating and airconditioning business during the day.

When everyone goes to bed, Chris goes to the garage to tinker on the car, whether it’s cleaning the Lexan windows, checking plugs, tire pressures, or making sure the brake system is working properly, Chris puts in the work to make sure his beloved car is competitive with the big-money guys. Even with all the changes it’s had so far, Chris promises bigger changes to come. What kind of changes? We suggest you tune in to Discovery Channel to find out.

JUNE 2016 CARCRAFT.COM 61

JUNKYARD BUILDER Finding Diamonds in the Rough

By John McGann / Photos: John McGann

E

very chance we get, we head to our local self-service junkyards, curious to see what’s there. On this particular weekend’s trip, our favorite yards were flush with cool parts, ripe for the picking. All these pictures were taken

at LKQ’s Pick-Your-Part in Monrovia and Wilmington, California. Unfortunately, these cars have likely been squished into a cube by now. Hopefully, someone grabbed the good stuff first.

Let’s start this party off right, diving headlong under the hood of this 1973 Mercury Grand Marquis with its mostly complete and originallooking 460. It’s a bummer the compression ratio of these engines was dropped to about 8.2:1 in the model year prior. No matter, plenty of aftermarket rotating assemblies and good-flowing heads are available for these, the 385-series big-block Ford engines. We’re smart enough to check underneath all of the big Ford sedans of this era, and sure enough, a 9-inch was present, but it had been gutted and stripped of its Traction Lok limited-slip differential. Just the empty housing remained.

62 CAR CRAFT JUNE 2016

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We were a bit shocked to see this 1956 Packard in the junkyard. It’s a shame someone didn’t save this relic before this ignoble demise.

Its 290hp, 374ci engine was mostly complete. The Packard’s interior didn’t fare so well. Stripped of all its upholstery, it was pretty barren.

We paused to marvel at the elegant, textured dash and art deco gauge faces.

We found a 429 languishing under the hood of this 1973 Galaxie 500. 1974 was the last year the Galaxie existed, from 1975 on, the fullsized Fords soldiered on under the LTD moniker. We’ve said it before, but here’s further proof of the evil that is the vinyl roof. From the factory, the vinyl was generally applied to minimally prepped sheetmetal, leaving the door wide open for corrosion to set in quickly. Give it a few years in the sun, and the vinyl began to deteriorate, leaving this Swiss-cheese mess in its wake.

Here is an unexpected treat. Check out the 440 we found in this 1973 Chrysler Imperial.

The very definition of a land yacht, this barge still sported its original 8 3⁄4 rearend.

64 CAR CRAFT JUNE 2016

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On the other end of the Mopar spectrum, we paused to check out the 318 in this 1979 Diplomat. Fully ensconced in the dire years of early emissions controls, the engine labored to produce 140 hp. We liked the original Thermoquad carburetor, though.

One of Chrylser’s M-body platform (which also includes the Plymouth Gran Fury and Chrylser New Yorker), the Diplomat was introduced in 1977 and continued production through 1989.

Big-block anyone? This is a Vortec 7400, the last iteration of the old 454 in a 3⁄4-ton Suburban. Grab it for its factory roller cam and fourbolt main caps.

➔SOURCE

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We spotted three Cadillac 500s this wee kend and helped ourselves to a rocker stand from one of the engines . It will replace the broken sta nd on the 500 we’re currently working on. Read about that build soon.

66 CAR CRAFT JUNE 2016

WTF? (Where’s the Fun?) GREETINGS FROM SURREY

Who: Paul Dodd Where: Surrey, England What: His 1972 Oldsmobile Cutlass and his son’s 1978 Pontiac Trans Am Why: How cool is it to see a pair of American muscle cars in the UK? Paul says both cars run in the 10s at their local track, but the Trans Am will be dipping into the 9s once their AFR cylinder heads arrive. Hey, Paul, send some pictures from the track when that happens!

THUNDERCRUISER

Who: Don McKay Where: Milford, MI What: 1957 Ford Thunderbird Why: Check out this beautiful Thunderbird! Don has owned it for more than 20 years, and he says he’s never missed a cruise season. The 1970 429 engine is an unexpected surprise, yet looks totally stock in this car’s engine compartment.

An AOD trans backs it up, and there’s a

68 CAR CRAFT JUNE 2016

9-inch out back. The ’Bird is loaded with luxury options like power everything, cruise control, and a six-speaker stereo system with Bluetooth. He did all the work himself, except for the paint. “I know my limits,” Don added. He’s not afraid of taking the car to the track and says the car runs low 14s, which is pretty good considering the car’s heft at 4,100 pounds.

➔LETTERS MR. DINOSAUR

I know online has killed paper, but to this old dinosaur I always look forward to going to the snail mailbox and getting something in print, not online. I get annoyed with technology to a degree. I mean, does a sink really need to be automated? If I had my way, PHR and 5.0 would still be in print. Some of us still like our magazines the old-fashioned way, in ink on dead trees.

New tech is, and can be, cool, just not in this area. Long live printed media!

—Jesse Cline, old dinosaur

LOVES THE SLEEPER

I recently subscribed to Car Craft and have been really enjoying the articles. My business partners and I are planning on building a budget-build sleeper for around $3,000. We have been looking at Crown Victoria Police Interceptors, Grand Marquis, and Lincoln town cars from the 1980s with the 5.0 engine. We’re also considering the Chevrolet Caprice and Monte Carlo, Olds Ninety-Eight, Buick Lesabre, and Monte Carlos, most of which came with a 305. Any suggestions would be greatly appreciated.

—Kristopher G. Jones, via email Kristopher, you really can’t go wrong with any of the choices you mentioned. As is always the case, it may be a little less expensive to go with a GM product, because the parts tend to be more affordable, but don’t rule out Ford’s 302. We’d also add to your list the Ford Fairmont/ LTD and Mercury Zephyr.

Both of which can accept a 5.0 (some came with them from the factory) and share a lot of components with the Fox-body Mustang. Keep the stodgy-looking interior and hide the go-fast parts within, and you’ll surprise a lot of people with your grannie mobile.

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SURFER DUDE

Who: Bret Hinerman Where: Roseville, CA What: 1971 Dodge B200 Why: Why not build a van?

Bret says he’s built this thing out of parts soured from local pick-your-part junkyards, with a dose of inspiration from Car Craft. The engine is a 318 with 360 cylinder heads mated to a NP435 four speed and an 83⁄4 rearend with 3.55:1 gears and a Detroit Locker differential.

With five kids, he needs something like this to haul them around in style, eschewing the glut of modern minivans littering the streets today. The kids agree, too, calling the van their “preferred method of travel.”

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Here’s my nephew, Caden, doing his first burnout in my 64 Chevelle somewhere near Colton, South Dakota. It has a 350 with a Powerglide. Oh, and it has 397,000 miles on it. I bought it in 1974 for $110. He burned out until the rearend broke, so I put an Auburn Posi in it and am ready for next year at the Carsrude burnout party!

—Bill Payton, via email

GARAGE JOB

Who: Jim Rampa Where: Sandy Valley, NV What: 1971 Chevrolet Camaro Why: Jim says he’s in the second year of restoring this Camaro, which looked pretty solid but completely worn out when he bought it. He’s doing all the work at home on a cool, wooden rotisserie. He says it’s about ready for paint.

➔SEND STUFF

TO CAR CRAFT!

We need more pictures of Burnouts, please. While you’re at it, send any of your compliments, complaints, random musings, or pet pictures to us.

Here’s how: email: CarCraft@carcraft.com online: CarCraft.com social media: Facebook.com/ CarCraftMag mail: 831 S. Douglas St., El Segundo, CA 90245 disclaimer: If you can’t write a complete sentence, don’t worry, we will make your work comprehensible. That includes making up stuff we thought you meant.

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By Thomas Voehringer / Photo: Fred Gregory

THUNDER DEMON

Just because our sister publication, Elapsed Times, has headed to the pits, it doesn’t mean there won’t be anymore bitchin’ old Funnies and door-slammers to ogle. Case in point, this super-clean Pro Stock Dodge Demon. There were innumerable local and small race team entries in all classes, particularly the stockers. This Demon belonged to the Crowder-Livingston Racing Team of Tennesseeans Freeman Crowder and Gerald and John Livingston, and it was aptly named Tennessee Thunder. It was active through late-1972 with the Livingstons at the wheel and then disappeared from the scene. Crowder sold it in the early 2000s, but Thunder turned up in Florida in the early 2010s, sporting a different livery. The Crowder family bought it back. No word yet about it’s ultimate fate. Today it’s restored and active on their local show circuit.

WEIV RAER

CAR CRAFT (ISSN 0008-6010); June 2016, Vol. 64, No. 6. Copyright 2016 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved.

Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. CHANGE OF ADDRESS: Six weeks’ notice is required to change a subscriber’s address. Please give both old and new addresses and label.

74 CAR CRAFT JUNE 2016

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POLYPLUS™ hescolum itrgade nw n om OR RUBBER BUSHINGS RUBBER Precision engineered and stamped from heavy-gauge steel. Complete with ball joints and cross shafts in a black semi-gloss painted finish. Your choice of POLYPLUS™ performance graphite bushings or rubber bushings. Additional 5° caster is available for 1955-57 Fullsize Chevy upper arms.

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Stainless steel adjusting tilt columns in 28", 30", 32" 33" and 35" lengths in plain, chrome and black finishes. Key and shift starting at $289/ea columns also available. a

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Stage One Kits $

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MM U PSENDIPPUMPS, U SENDING U UNITS & HOSE KITS

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Sway bar bushings and end links sold separately.

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