ert he45 htr // MAGZUS.CLUB // by fredercast

J U LY 2 0 2 1

No. 2 1 5

$4.99

STEALTH FIGHTE

GEN III HEMI’D ’CUDA

RUSTANG? INSURANCE DODGER HOT PURSUIT THE LAWMAN,PT2: RESTORATION QUARTER PANEL INSTALL 455 LE MANS POLICE CAMARO RACE READY SPECIAL ISSUE:

Old School Looks with Modern Performance.

You don’t have to choose between vintage looks and modern power for your small block Chevy—Trick Flow DHC™ 175 heads deliver both!

The aluminum heads have the exterior styling and straight spark plug holes that nostalgia buffs prefer. On the inside, CNC-profiled chambers, Fast As Cast® runners, and a small cross-section intake design deliver the performance that power fans crave. Trick Flow DHC 175 cylinder heads come fully assembled— just paint them Chevy Orange and they’re good to go. Heads are available with or without accessory bolt holes. Dyno Results

Airflow Results

DHC 175

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

.200"

133

104

.300"

192

136

.400"

233

180

.500"

258

198

.600"

254

207

Test Engine: 10.2:1 compression 350 c.i.d. with Trick Flow DHC™ 175 cylinder heads (TFS-30210003), Trick Flow Track Max™ hydraulic roller camshaft (TFS-31402001), 1.6 ratio roller rocker arms, Trick Flow chromoly pushrods, Edelbrock Victor Jr. intake manifold, Trick Flow Track Heat® 750 cfm carburetor (TFS-20750R), Hooker Super Competition headers with 13⁄4" primaries, 3" dual exhaust with Flowmaster mufflers.

Your Recipe for Small Block Chevy Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Track Max® Camshafts Give your small block an even bigger power boost with a Track Max camshaft. They are dyno-proven to produce significant power increases over the entire RPM range, not just a particular RPM.

StreetBurner® Intake Manifold This manifold brings out the best traits of the DHC 175 heads and Track Max cams. Its dual plane, open air design helps pack more air and fuel into the cylinders to significantly boost power and torque in the 1,500–6,500 RPM range.

Roller Rocker Arms Finish off the horsepower recipe with aluminum roller rocker arms. Each set includes lightweight aluminum CNC-machined rocker arm bodies with premium needle-bearing fulcrums and roller tips to reduce valvetrain weight and friction.

TrickFlow.com • 1-330-630-1555 2107HMTF

Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.

Tests conducted at 28" of water (pressure). Bore size: 4.030"; exhaust with 13⁄4" pipe.

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Car Talk’n With Wade MEAN AND GREEN This 1969 Plymouth Road Runner is an Attention-Getter An iconic muscle car, this 1969 Plymouth Road Runner is the quintessential Mopar, with its vibrant color and giant 426ci Hemi engine. This particular example has 33,000 miles on it and recently underwent an extensive restoration to bring it back to life. Even though the Road Runner had once been used as a drag car, it was still very complete after 40 years of dry storage, and many of its original parts were reconditioned. When it came time to get the restored Mopar rolling, authenticity was the top priority, so the owner chose our Firestone Wide Oval bias ply tires, but we also manufacture this popular tire in modern radial construction. The redlines and body-color steel wheels are a perfect combination for this incredible Mopar muscle car.

Wade Kawasaki is the President and CEO of Legendary Companies, and is the Immediate Past Chairman of SEMA. Follow Wade on FaceBook!

Wade Kawasaki’s Car Guy Adventures

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CONTENTS VOLUME 18 • ISSUE 10 • #215

ON THE COVER: Photographer Barry Kluczyk caught Greg Glinski’s 1971 ’Cuda restomod on a back road outside of Detroit, Michigan.

PERSPECTIVE 06 TERRY McGEAN 12 BACKFIRE 72 JIM McGOWAN

FEATURES

08 MUSCLEANEOUS 10 PRODUCTION LINE 16 MODIFIED: 1971 Plymouth ’Cuda 32 STOCK: 2002 Camaro B4C Special Service Police Package

MARKETPLACE

24 SPOTLIGHT: Restoration

64 AUCTION ACTION 68 AUCTION NEWS 70 HEMMINGSAUCTIONS.COM

TECH

24 RESTO: 1970 Ford Mustang Boss 429 “Lawman” 40 ASK RAY 42 SWAP MEET 44 RESTO: 1972 Pontiac Le Mans Sport 52 TECH: Early Ford Mustang quarter-panel replacement 60 GEAR 62 THE GOODS

Let’s Build It Together

Race-Rite Oval Port Cylinder Heads for Big Chevy Street or Strip Ready!

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Bandit U109 Black Wheels with Machined Lip One-Piece Cast Aluminum!

Ring and Pinion Sets More Resistant to Racing Breakage!

Tremec TKX Manual Transmissions Put the Power to the Pavement!

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UNBEATABLE SERVICE, TECH ADVICE, SATISFAC TION, AND SELEC TION. Order by 10 pm EST: In-Stock Parts Shipped That Day! 1.800.230.3030 • Int’l: 1.330.630.0230 SCode: 2107HM • Prices subject to change without notice. Please check SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2021 AUTOSALES, INC.

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PUBLISHER Jonathan Shaw, President EDITORIAL Terry McGean, Editor-in-Chief Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily Kurt Ernst, Managing Editor Catherine Gee Graney, Managing Editor Thomas A. DeMauro, Senior Editor Matthew Litwin, Senior Editor Mark J. McCourt, Senior Editor David Conwill, Associate Editor Jeff Koch, West Coast Associate Editor Daniel Strohl, Web Editor Roberta Conroy, Graphic Designer Joshua Skibbee, Graphic Designer Tom Comerro, Editorial Assistant Editorial Contributors: Ray T. Bohacz, Barry Kluczyk, Jim McGowan, Jim O’Clair, Rocky Rotella, Jim Smart, Russell von Sauers VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Melanie Barsness, Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton HEMMINGS DIGITAL Andrew Todd, Director of Engineering Clayton Allen, Web Developer Robert Hayman, Web Developer Jeremy Meerwarth, Web Developer David Richied, Web Developer Brian Chisholm, Front End Developer Adam Whitten, Senior UX Designer MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Tracy Cory, Whitney LeBlanc, April Leslie, Missy Telford Graphic Services: Samantha Corey, Graphic Services Director Christopher Brown, Tracy Bushee, Carrie Houlihan, Todd Koch, Mathew Sargent Information Services: Gregory Hunter, IS Director Robin Burdge Facilities: Joe Masia, Facilities Manager Brad Babson, Paul Bissonette, Matt Williams CIRCULATION Scott Smith, Circulation Director Claudia Birkland, Glory Daignault, Sarah Dickie, Erica Harmon, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Alaina Seddon, Nathanial Stanley HEMMINGS AUCTIONS James Wyler, Director of Auctions Terry Shea, Auctions Editor Auctions Specialists: Allen Boulet, Chris Drayton, Nicole Deuel, Raina Kosich, Chad Thompson ADMINISTRATION Brandy Smith, Administrative Assistant HEMMINGS MUSCLE MACHINES

ISSN# 1550-0691 • www.hemmings.com Published monthly by Hemmings • 222 Main St., Bennington, VT 05201 TO SUBSCRIBE: Online: www.hemmings.com/subscribe Mail: 222 Main St., Bennington, VT 05201 Mail: PO Box 2000, Bennington, VT 05201 E-mail: hmnsubs@hemmings.com Subscription rates in the US and Possessions; 12 issues for $18.95. Canada $30.95; (CDN price includes surface mail and GST tax). All other countries $32.95 in US funds. Occasionally, we make our subscriber list available to carefully screened companies that offer products and services that we believe would interest our readers. If you do not want to receive these offers and/or information, please advise us at P.O. Box 76, Bennington, VT 05201, or call 800-227-4373. TO ADVERTISE: Online: www.hmn.com/sell E-mail: adsales@hemmings.com Periodicals Postage Paid at Bennington, Vermont and additional mailing offices. POSTMASTER: send address changes to: Hemmings Muscle Machines, PO Box 2000, Bennington, VT 05201 Hemmings Muscle Machines is a publication of American City Business Journals, Inc., 120 West Morehead St, Charlotte, NC 28202 Ray Shaw, Chairman (1989-2009) Whitney Shaw, CEO

TERRY McGEAN tmcgean@hemmings.com

The Evolution of Restoration?

…engineers were still using what often seemed to be ‘band-aid’ fixes to pass muster with the feds.

told a friend I’d help him swap the distributor in his old pickup last week, a task I figured would take relatively little time. That, of course, was my first mistake. But what I hadn’t counted on was the déjà vu sense of aggravation I’d soon experience once we delved into the seemingly simple job. The truck in question is a 1985 GMC half-ton pickup with two-wheel drive and a 305. It is stone stock and in quite nice, original condition. On face value, an ’85 pickup with a carbureted small-block should be a joy to work on in comparison to much more complex modern vehicles. That was not the case. Not long after climbing under the hood, I started to get flashbacks from an earlier time — my teens. Back when this truck was a late-model, I was just cutting my teeth as a wannabe mechanic while still in high school. Working as the lowest-level grunt in local shops and gas stations exposed me to the cars people were driving every day then, which, obviously, included mostly cars and trucks of the ’80s. It was a simpler time for sure, but not always a happy one under the hood. The issues that came rushing back were the ones found on what were becoming “old school” powerplants then, like the 305 in the GMC. To better relate this to the performance cars of the day, substitute a carbureted Camaro, Firebird, Monte Carlo SS, pre-’86 Mustang 5.0, or even one of the last reardrive Mopars. These were essentially the same type of engines that had been used 10, 15, and even 20 years earlier, only now they were being required to pass ever-tightening emissions tests. Detroit had been dealing with such things for much of the previous decade, yet engineers were still using what often seemed to be “band-aid” fixes to pass muster with the feds. The net result was lots of added-on components, wiring, and plumbing that mostly seemed like an afterthought. I’m sure the engineers who were responsible didn’t much care for it either, but I recall wondering how many of them had to actually repair these things later on. When it came time to work on these engines, even just to do routine maintenance, unforeseen obstacles would often make themselves known — ridiculous little things that could prove maddening. But what really got me thinking was the question of what to do with this stuff when it comes time to restore one of these vehicles. Currently, cars and trucks of the ’80s are gaining popularity,

and some faction of their fan base will want to keep them as they were, or put them back that way. Yet there are so many variations in the parts used on these last carbureted performers, rounding up missing bits or replacing failed items could pose a real challenge. The alternate approach of tearing all that stuff off in favor of simpler, earlier carbs, intakes, and ignitions, is technically in violation of emissions regulations — in many states, these cars still have to be inspected, and won’t be able to pass without their factory-style gear. This is certainly one of the motivating factors behind the engine swaps that have become so popular in the hot-rodding world in recent years. The era that followed the last of the carbureted engines brought electronic fuel injection and more sophisticated electronic controls. At first, it seemed like the death knell for tinkering — how could you tune on these strange things, or expect them to run properly with different camshafts and other performance upgrades? Of course, those fears subsided before long and EFI became the preferred induction system for a new generation of tuners and racers. These newer engine-control systems worked fairly well, and their components appeared to be used more consistently — not changing year after year as with many of the late carbureted engines. And perhaps best of all, the newer EFI powerplants were enabling the return of horsepower. Today, LS engine swaps have become an extremely popular part of the “restomod” movement, and now late Hemi transplants (like the one in our cover car) are starting to catch up. Ford’s Coyote V-8 is also making its way into a lot of earlier models. Depending on how the swap is handled, in some of those states with emissions checks for older cars, the newer drivetrain can be certified as a legal alternative to the original. Meanwhile, traditional factory-style restorations on ’60s and ’70s muscle machines continue, with the bar of accuracy and quality still being nudged steadily upward. Sometimes, period deviations from factory specs involving era-correct modified vehicles, like the Lawman Mustang also in this issue, are the subjects of these efforts. We’re enjoying the variety of approaches being taken in the realm of the muscle car — it indicates a healthy future for the cars we favor. Let us know where your preferences lie in the vast world of the American performance machine.

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he very best hunting knives possess a perfect balance of form and function. They’re carefully constructed from fine materials, but also have that little something extra to connect the owner with nature. If you’re on the hunt for a knife that combines impeccable craftsmanship with a sense of wonder, the $79 Huntsman Blade is the trophy you’re looking for. The blade is full tang, meaning it doesn’t stop at the handle but extends to the length of the grip for the ultimate in strength. The blade is made from 420 surgical steel, famed for its sharpness and its resistance to corrosion. The handle is made from genuine natural bone, and features decorative wood spacers and a hand-carved motif of two overlapping feathers— a reminder for you to respect and connect with the natural world. This fusion of substance and style can garner a high price tag out in the marketplace. In fact, we found full tang, stainless steel blades with bone handles in excess of $2,000. Well, that won’t cut it around here. We have mastered the hunt for the best deal, and in turn pass the spoils on to our customers. But we don’t stop there. While supplies last, we’ll include a pair of $99 8x21 power compact binoculars and a genuine leather sheath FREE when you purchase the Huntsman Blade. Your satisfaction is 100% guaranteed. Feel the knife in your hands, wear it on your hip, inspect the impeccable craftsmanship. If you don’t feel like we cut you a fair deal, send it back within 30 days for a complete refund of the item price. Limited Reserves. A deal like this won’t last long. We have only 1120 Huntsman Blades for this ad only. Don’t let this BONUS! Call today and beauty slip through your fingers. Call today! you’ll also receive this genuine leather sheath!

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MUSCLEANEOUS By Terry McGean

HOT ROD HIGH SCHOOL STUDENTS IN UPSTATE NEW YORK LEARN WITH A CORONET PROJECT Last year, we brought you the story of a high school auto shop class that was rebuilding classic muscle cars as part of the educational curriculum (“Teachable Moments, à la Mustang,” HMM #201, May 2020). Instructor Ryan Beckley had conceived of the program when he started at East Syracuse Minoa Central High School in Upstate New York back in 2000. It began as a means of simply having something to work on with the class when Beckley started the job midyear. He brought in his personal ’67 Camaro project and worked on it with the students to allow them some hands-on experience to bridge the gap to the following year when they would be involved in more conventional work on late-model vehicles. Instead, when the Camaro wrapped up at the end of the year, the students started asking about what their next project would be. Thus, the ESM Spartan Garage program was created and, as it evolved, Beckley created an arrangement where the students actually owned the project they were building. He was

HEMMINGS MUSCLE MACHINES

able to achieve this initially by having the students engage in fundraising, which also spurred some donations. After the first project vehicle was completed, it was raffled, and the ticket sales contributed to the pot available for the following year’s project. Those efforts have successfully continued right up to the present.

aluminum heads built by another program regular, Jeff Bloss of Bloss Machine, who built the engine to the “aggressive but streetable” level per the student direction; it dyno’d at 460 hp and 503 lb-ft of torque. In yet another repeat performance, Raymond Miller handled the transmission rebuilding right there in the classroom, this time showing students how to put a TorqueFlite automatic together. The drivetrain will also feature a rebuilt 83/4 axle with 3.91 gears. The Coronet will wear 17-inch Torq Thrust wheels and will have A/C from a Vintage Air kit driven by a CVF Racing accessory belt-drive system. Headers are from TTi and feed a Pypes exhaust system, Cold Case provided one of its aluminum radiators, and Dakota Digital built a stock-looking The earliest student projects were based on Factory Five instrument panel that has all electronic gauges. Inside, Roadster kits, the replica cars inspired by the 427 Cobra. After Legendary Interiors produced the kit installed in the class by doing a few of them, students wanted something different, Tim Aubertine of ACE Upholstery, to make sure the upholstery leading to a variety of vehicles, including vintage pickups, a and trim looks the way Dodge intended. classic T-Bird, and a Factory Five-based hot rod. The project is right on schedule this year, and will be But the program has also involved a number of muscledisplayed at the Syracuse Nationals on July 16-18 if all goes era classics over the course of the past 20-plus years. When according to plan. To see the car and its progress (and look we peered in on the program last year, the students were over past projects), you can go to spartangarage.org. There, in the midst of bringing a Mustang back to life, a genuine you can also download a form to purchase raffle tickets. ’69 Mach 1 no less. The California-native Mustang was a restorer’s dream, with a rust-free body that had been off the road since the early ’80s. The car was already painted by the time we caught up with the class and was being reassembled with a stroked Windsor-based engine and a trick four-speed manual transmission from Auto Gear Equipment among its many features. But then, the COVID-19 pandemic hit. Schools closed, students were required to switch to remote learning, and events were canceled, including the Syracuse Nationals, where the ESM Spartan Garage program displays the project vehicle and sells lots of raffle tickets. In spite of those challenges, we’re happy to report that the ’69 Mach 1 project still managed to reach completion on time, generated record numbers of ticket sales, and was awarded to an elated winner in July, right on schedule. Then, another potential blow to the program: Instructor Ryan Beckley was given an opportunity to teach at the college level and would be moving on from ESM. However, he wanted to make sure to leave the program in very capable Students at East Syracuse Minoa High School have been learning while restoring classic vehicles, hands and reached out to a former student to take his place. sometimes with instruction from local experts like Mike Edmunds was a member of the Class of 2004 at ESM transmission specialist Raymond Miller and interior and went on to earn a four-year degree in auto tech managetrimmer Tim Aubertine of ACE Upholstery. ment from SUNY Morrisville. Mike grew up around cars, restoring Corvettes with his father, and, after his education, worked in auto service for new-car dealerships. In 2017, he saw an ad for an auto tech teacher, but didn’t have teaching certification. He went back to school and when Ryan came calling last year, Mike was ready. This year’s project is a 1968 Dodge Coronet, which the class is building as a Super Bee tribute. It is being returned to its factory hue of Turbine Bronze with help from long-time ESM Spartan Garage supporter, East Syracuse Chevrolet. Powering the Dodge will be a 440 topped with Edelbrock

PRODUCTION LINE

By Terry McGean

2021 DODGE DURANGO SRT HELLCAT RIDICULOUS POWER MEETS SURPRISING VERSATILITY

It doesn’t seem like nearly three years has passed since we spent some time with Jeep’s Trackhawk, the Hellcat-powered Grand Cherokee (HMM #181, September 2018). Our overall assessment back then was that the Trackhawk might have been the perfect do-everything vehicle for the family man or woman with a penchant for speed. Drive to work in comfort, tow your boat on the weekend, forge through snow in the winter, and give yourself and your passengers mind-bending thrill rides in between. Now Dodge has brought that drivetrain back for an encore of sorts, this time in the even-larger Durango. The Durango has spent more than 10 years on the same platform, which it mostly shares with the shorter-wheelbase Grand Cherokee, and both have been generally well thought of since their debut. That these vehicles are still favorably reviewed all these years later, in an industry that mandates steady evolution, speaks volumes about their original design. But the Durango has evolved somewhat, of course. For 2021, all models got a facelift with new headlamps, grille, and fascia, and the SRT versions got a new front spoiler. Inside, there is a new instrument panel and center console, and a larger touchscreen, now measuring 10.1 inches. The Uconnect system accessed through that screen, which has long been admired by reviewers and owners, gets another update to its fifth generation, and the screen can be configured in multiple ways to suit the user. The suspension on SRT models is revised as well, mostly with new spring and damper rates that are claimed to improve both ride quality and road handling — the two aspects of driving dynamics that typically involve a give-and-take tug-of-war in compromise. However, we can say that the Durango SRT Hellcat we spent time with offered a very noticeable improvement in ride smoothness over the Trackhawk we sampled in 2018, comparing both vehicles in their normal default suspension settings. Though we couldn’t track test our Durango, other reviewers who did claimed the Hellcat version to be very capable on a road course when set in Track mode, offering a surprising level of confidence for something so heavy (around 5,500 pounds) and tall.

HEMMINGS MUSCLE MACHINES

Part of that confidence was attributed to the improved brake package, which now uses two-piece 15.8-inch rotors up front on Hellcat-powered Durangos (and optional on the 392 version). These are still Brembos using six-piston calipers (rears have four-pistons squeezing 13.8-inch rotors). We’ve sampled last year’s SRT 392 Durango and were left wanting one; the Hellcat version just intensifies that lust. As we described with the Jeep Trackhawk, foot-to-the-floor acceleration from a dead stop is absolutely astounding. There are no spinning tires, only forward thrust, strong enough that one coworker who rode shotgun claimed to have feelings of vertigo afterward. Dodge says the Durango Hellcat will do 0-60 mph in 3.5 seconds and the quarter-mile in 11.5 seconds, and we have no reason to doubt it. Actually, the Performance Pages feature, accessed through the Uconnect screen, could have told us exactly what we’d have pulled if we’d checked the numbers. But it may be the Hellcat-powered Durango’s ability to mask its performance capability that is most impressive. Drive around town with a light foot and you’d have no idea there were 710 hp and 645 lb-ft available. You could hand the keys to anyone to pilot this rig — it’s extremely well behaved during normal driving. Also, it’s quite comfortable — pleasant even. Dodge’s performance seats are well bolstered, but also wide, and controls are easy to access and to use. Whether commuting or road tripping, this is a nice place to be. There is one downside to the Durango SRT Hellcat: its fuel mileage. Dodge claims a combined average of about 13 mpg, and some testers have said they couldn’t stretch beyond 17 mpg on a highway trip, though we doubt they were hypermiling — it’s just too much fun to poke at the throttle. Given the capabilities of this vehicle, its relative thirst should not surprise. There’s one other problem: Dodge is only building roughly 2,000 of these and isn’t going to offer the Hellcat package on the Durango next year. The base price is $82,490, and we’re told that even loaded with options, it doesn’t get much beyond $90,000. That’s not cheap, but if you really can do everything with one vehicle, it might just be a bargain.

“America’s Most Advanced Car!” The Car That l Set 29 Nationa s rd co Stock Car Re ! in One Day

Features of this 1:18-scale die cast include opening hood and doors, rolling rubber tires, chrome-like accents, showroom finish and more!

Measures 10½” long

n the summer of 1962, the Studebaker Corporation left no doubt that they had produced a World Champion with the Avanti. Built with fighter jet-like styling and a supercharged engine, the Avanti set 29 new National Stock Car records — including reaching a top speed of 178.5 miles per hour!

Billed as “America’s Only 4-Passenger High-Performance Personal Luxury Car!” Now rediscover this rare luxury car with the new “1:18-Scale 1963 Studebaker Avanti” die cast, a replica that captures the futuristic styling of the original! Presented by Hamilton in partnership with Signature Models, this sporty coupe mirrors the very car that secured its place in automotive history as one of the most luxurious, high-performance cars ever built in America.

This die cast is payable in three payments of $36.66*; with just the first payment billed prior to shipment. Our 365-Day Guarantee assures your satisfaction or your money back. Own “America’s Most Advanced Car” and reply today! Become a fan of The Hamilton Collection

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BACKFIRE

Send your letters, photos and opinions to tmcgean@hemmings.com

Letter of the Month: Sweet Swaps I agree with Len Gilbert’s letter in issue #213, regarding the 1963 Impala featured in issue #212 [that it is just right]. In fact, my car, a 1986 GMC Caballero, has a similar drivetrain. This is not a frame-off project like many, but just an economy “retro-ride.” My build has gone on for a few years now. A 1994 Camaro gave up its LT1 350 engine with a T-56 six-speed manual attached. My gear ratio setup was similar to the ’63 Impala (though the overdrive ratios were a bit different). When I finally got everything running pretty well, the responsiveness wasn’t quite right. It was time for a rear end update! I got a kit from Summit Racing, and my across-the-street neighbor, a GM technician, put it in for me. This was a 3.73:1 ratio gearset just like that Impala, and it replaced a 2.73 setup for the original automatic transmission. Here is where I try to warn others about a rear axle

MORE 348 MEMORIES

I read Ed Hein’s letter about the 348. My immediate reaction was a big smile and a flood of pleasant memories. My first car in high school was a ’59 El Camino with the tri-power 348 and factory four-speed. In Southern California, there were tons of opportunities to enjoy the performance of my car, such as El Mirage dry lake, Lions Dragstrip, and the occasional midnight run on the Long Beach freeway. I thought my parents were pretty lame letting me buy such a sleeper, but they knew repairing the car when things went south would increase my automotive knowledge. I learned about clutches, motor mounts, and cylinder heads. The 348 had heads that could double as boat anchors, but when it was all together and running perfect, there was nothing like opening the three carbs and running up the gear pattern. Yes, fond memories. Thanks, Ed. Greg Hansen North Las Vegas, Nevada

TRANS AM FOR KEEPS

Reading the story of John Prenzno’s restoration journey of his ’77 Trans Am SE in the March and April issues (HMM #211 and #212) brought back a lot of memories. My wife Patty has always had a thing for

HEMMINGS MUSCLE MACHINES

gear switch: When all else fails, read the instructions. Somewhere in those instruction papers it said not to drive at a steady rate for the first 500 miles. I never saw that caution. When I drove it home from my friend’s shop, just 10 miles away, the differential gears overheated and blew out the pinion bearing! Just 10 lousy miles of driving was all it took. We put in a new bearing and the car drives nicely now. I am definitely taking it easy for the next 500 miles though. It’s always something with an engine swap! Mark Allen Via email

second-gen Camaros and Firebirds, so in the fall of 2004, when the chance came up to buy a oneowner ’78 Trans Am, it was a temptation hard to resist. The car was black with gold T/A graphics, Pontiac 400 engine, four-speed, and Hurst T-tops; could you resist? The original owner purchased the car off the lot of a long-gone Pontiac dealership in St. James, Minnesota, and it was her daily driver for a number of years. Anyone who lives, or has lived, in the Upper Midwest knows what year-round driving can do to a car’s sheetmetal, due to all the “stuff” that is laid down on the road surface during the winter months. Those early miles were not kind to the car, and at some point, the original owner decided to have repairs done (something that was not shared with us when we purchased the car), and then relegated the Pontiac to pleasure use. Like John did after his purchase, we took the car to a recommended body shop to have the Trans Am looked over. There were no driveability issues, so the body shop owner (now a good friend) suggested we drive the car for a while and then decide what we wanted to do with it. So, in the summer of 2006, the car was delivered to

the body shop for what was initially going to be a “patch the rust and repaint” project, expected to take a few months. As John discovered with his Trans Am, the more we dug into our car, the more we found that needed to be addressed. While the work on his car was much more extensive than what ours needed, it still turned into an almostthree-year project. The only modifications from stock we made during the work were to the exhaust system and wheels. We added shorty headers and true dual pipes, deleting the catalytic converter, and replaced the original 7-inch “snowflake” wheels with 8-inch ones. Getting “BLKBRRD” back on the road in

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the spring of 2009 was a blast! Of all the fun cars we have owned over the years, it has been the one that generated the most hoots, hollers, and thumbs up by folks who see it. And the stories: Oh my, we have heard countless ones! As retirement approached, relocation from Minnesota (seasonally known as either “Minne-squitoland,” or “Minne-snow-ta”) to central Colorado was planned, and the fleet of fun cars needed to be reduced by three, since the new abode only had a two-car garage. We kept “BLKBRRD,” so our two Corvettes (a ’70 convertible and a ’90 ZR-1) and a 1928 Ford Model A Tudor found new caretakers. While the other rides are missed, we’re happy with the decision that we made. We hope that John has many years, miles, and smiles with his “new” Trans Am. It was definitely worth the journey! Jim and Patty Olson Twin Lakes, Colorado

ONE UP-MANSHIP

I was just reading Terry McGean’s editorial in the April issue of HMM. Thank you for taking the time to correctly state that the Chrysler 300 did reach the 1-horsepowerper-cubic-inch level in 1956, prior to Chevrolet, which did so in 1957. Over the last 30-plus years, I have written numerous letters to automotive journalists advising them of this fact after they heralded the 1957 Chevrolet as the first. The reason for my writing is this: Another little-known fact is that the 1957 De Soto Adventurer also had an output of 1 for 1. It was a 345-cu.in. Hemi, rated at 345 horsepower. Therefore, it should also be mentioned in any discussion of the horsepower wars of the 1950s. Let me take it up a notch and best everyone: Since that previously noted 345 was the only engine available, to the best of my knowledge, the De Soto was

HEMMINGS MUSCLE MACHINES

the only American car of that era that had a 1 for 1 engine as standard. I rest my case. Guy Morice Via email

CHEVY STORIES

I’ve never written to a magazine before, but I had to tell you what a terrific job you guys do! I thought I would share a couple of the odd old cars I had in the ’60s. In 1964, I bought a 1958 Chevy two-door, sixcylinder, three-speed little-old-lady’s car. A friend of mine had a 348 Tri-Power engine he pulled from an Impala. We dropped that in my Biscayne and it ran really well. Another friend, Don Krog, had a ’59 Impala convertible with a 425-horsepower 409 short-block, with 348 cylinder heads and Tri-Power. He traded me engines and transmissions; it had a Borg-Warner T-10 four-speed. This was when the GTOs and hi-po 289 Mustangs first came out. We would go out and race, and I usually won with that big old ’58! They all thought it was an old 348 because it had Tri-Power. Most guys didn’t know you could run a 409 with Tri-Power if you used the 348 heads. My first new car was a 1966 Chevelle SS 396, with the 325-hp 396. I could not believe what a pooch it was compared to my ’58 Chevy. I changed the cam and gears and it helped a lot, but I wasn’t satisfied. A great hot-rod builder in town, Jim Wisner, had a 409 all built up with a 211 cam and dual quads. It was balanced and built to the hilt. Jim wanted the new-style big-block for his ’32 roadster, so he traded me motors even up! The 396 needed to be rebuilt by this time — it was smoking a little after two years of teenager abuse. My great brother-in-law, Tom Wilson, worked with Jim to shoehorn that 409 in for me, and man, did that Chevelle fly afterward! I’ll never be able to thank Tom enough

for helping me with all my hot rods over the years. I know I was a real pain in his neck. He is the best body man and mechanic I have ever known! Larry Allen Peoria Heights, Illinois

DRIVER PROJECTS

I have been meaning to write this email to you for a year or better, and now is the right time. I own a 1970 Dodge Challenger, my fourth and last E-body Mopar. I’m 66 years old, and this one is a “cars and coffee” cruiser that was actually inspired by Terry McGean’s article, on the resurrection of his ’69 Camaro and its return to the road, in the July 2005 issue of Car Craft magazine. I have no bodywork skills, so I will have to live with some rust and make this Challenger a safe, fun driver. I went the route Terry took, with new brake and fuel lines and a new fuel tank, and I refreshed the 318 with Keith Black pistons and a set of 360 “smog” heads with the air ports permanently plugged with set screws. There are PAW parts in the valvetrain, a Professional Products Crosswind intake, Holley 3310 carb, and Hedman headers with a Summit Racing X-pipe exhaust through Thrush Turbo mufflers and turndowns. The wiring was brittle and burned in some circuits, so in went a Painless Performance 21-circuit harness, Autometer gauges, and a tach. I have rebuilt the suspension, brakes, and steering column, and used all new switches for safety. The biggest job was the rebuild of the A/C box with internals, and new firewall padding and seals. The original carpet is still there, but a Legendary Auto Interiors kit was installed on the factory seats. The front is the rarely seen bench with bucket-seat backs and a fold-down armrest, recreated by a friend (using the kit cover as a guide) to replace the missing unit. I’m still working on the dash rebuild and then I’ll tackle my cooling system before I go out for my first drive in seven years. It doesn’t have the best paint, rust is present in the fender edges, and there are a few bumps under the vinyl roof, but it’s mine to enjoy. It also reminds me of the ’71 383/four-speed Barracuda that started my love of E-body Mopars at age 17. Thanks for the great job at HMM. We are seriously running out of car magazines. Wayne Scott Anderson, South Carolina JULY 2021

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MODIFIED

INSPIRED THIS AAR-INFLUENCED ’71 ’CUDA SETS A QUICK PACE WITH A 6.1-LITER GEN III HEMI WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

HEMMINGS MUSCLE MACHINES

HERE WAS A TIME BEFORE THE INTERNET.

A time when enthusiasts waited for weekly publications such as Auto Trader, Auto Swapper, and The Recycler to hit the stand at the local 7-Eleven, so they could scour the thousands of tiny black-and-white photos and all-too-brief descriptions in the search for their next dream car. That’s how Greg Glinski, a police officer from the suburban Detroit area, found his 1971 ’Cuda, a car he has spent the past 27 years building and driving, channeling what was once a “drivable shell” into a modern restomod, complete with a Gen III Hemi engine and T56 six-speed manual gearbox. “It’s really convenient to have everything at your fingertips online, but there was something really satisfying about finding cars and parts in the time before the internet,” he says. “It was an adventure.” According to Greg, the ’Cuda’s seller routinely brought Southern and Western Mopars to rust-ravaged Michigan for resale, and this one was originally from sunny New Mexico. It was dry but packed with the state’s signature red dirt. JULY 2021

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There was some quarter panel damage that necessitated replacement of that sheetmetal. Greg also needed to source front fenders. “The guy had removed a set of valuable, 1971-specific ’Cuda front fenders to sell separately,” he says. “In their place were some other Barracuda fenders with slots cut into them that crudely replicated the ’71 “gilled” fenders, but they didn’t look good, to say the least.” That wasn’t all the seller had stripped from the car, which had started life in Tor-Red with a white benchseat interior. Most of the cabin’s major components, including the dashboard, had been poached prior to the sale. “It was a project car in every sense of the word,” says Greg. “It needed pretty much everything.” But he was up for the challenge. Greg wanted to emulate the look of a vintage Trans-Am race car — like Dan Gurney’s AAR ’Cuda — so he steered the build in that direction. The problem was, he needed those very-hardto-find ’71 gilled front fenders. Sets of used parts would appear from time to time, but Greg’s budget wasn’t deep enough for the $4,000 they cost.

HEMMINGS MUSCLE MACHINES

The aftermarket finally came to the rescue with reproductions, which weren’t available when Greg purchased the car. “I don’t know what I would have done without the repop parts,” he says. “They really filled a void for these cars.” Along with the new front fenders, Greg and his brother Jerry replaced the rear quarter panels, smoothed out the body, and added a reproduction AAR hood, as well as a rear spoiler. The body was then sprayed black by Lafata Auto Body, in Roseville, Michigan. Greg is still searching for the right front spoiler to complete the racecar aesthetic. The wheels and tires help in the stance department. They’re 18-inch Bonspeed GT-B wheels, with the centers painted charcoal grey — and they’re wide, too. Nine inches wide in the front and a whopping 13 inches wide in the rear, with 335/35ZR18 rear tires. It’s a big footprint that Greg says fit within the stock rear wheel housings. “It’s all in the backspacing,” he says. “It’s definitely tight and I had to trim the lips of the wheel openings, but I

did not mini-tub the rear.” The ’Cuda’s rolling stock is an extension of a modernized suspension system that employs front and rear coilover setups from Reilly Motorsports, along with a Wilwood

The ’Cuda’s cabin is customized to accommodate the Gen III Hemi drivetrain, including ECM-linked Speed Hut gauges and an ownerbuilt center console that covers the extra room needed for a Tremec six-speed.

four-wheel-disc brake system. Reilly’s front AlterKtion system replaces the stock K-member and includes a thick, 1.25-inch-diameter stabilizer bar and a rack-and-pinion steering system. At the rear, it’s a triangulated four-link

design. Together, the updated suspension systems transformed the driving characteristics of the ’Cuda, says Greg. “It’s very direct and precise,” he says. “It drives like a modern car and really does handle like it’s on rails.”

JULY 2021

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OWNER’S VIEW

hen I was a kid, I never wanted to work on my own cars, but I learned that it was necessary if I was going to keep my cars on the road. I was originally into Chevys, but then I went with my brother to the house of a friend of his. The guy had a ’Cuda and that was it for me. I loved the lines and look of the car. I decided there and then that it was the kind of car I wanted to build. It’s been a great ride ever since and I’ve met a lot of great people with this car. — Greg Glinski

Precise body control and a top-notch braking system are the requisite complements for a powertrain that exceeds what was offered in 1971. Originally, Greg envisioned doing the 440-crankshaft-into-a-400-block thing, but that changed after he ducked under the first tent he could find during a downpour at the Mopar Nationals a few years ago. In it was a pickup with a 6.1-liter Gen III Hemi strapped down in the bed. The 425-horse engine 6.1-liter engine was the larger-displacement, naturally aspirated Hemi used in the Challenger, Charger, Magnum, Chrysler 300, and Jeep Grand Cherokee SRT-8 models, from 2005 through 2010. The engine in the Ram’s bed had been picked from a wrecked 2009 Grand Cherokee SRT-8. “It got me thinking about a latemodel Hemi and the seller was near me in Michigan,” he says. “A few months later, he still had the engine, and I made a deal for it. It was the right decision.” The engine is mostly stock, although the heads were breathed on by Thitek Performance and an HHP/BES Stage 2R camshaft was installed. It also

HEMMINGS MUSCLE MACHINES

blows through TTi headers and, interestingly enough, a Mustang Cobrabased exhaust system with side exits that further the AAR racecar aesthetic. The 6.1-liter SRT-8 take-out engine was an unconventional choice, because it wasn’t a crate-engine package. The original ECM wasn’t compatible with the swap, especially with the tuning necessitated by the new cam and ported heads. Greg had to use a controller from a 2005 Ram pickup to make it work, but it runs very well, with excellent overall driveability. Slipping the engine into the Reilly Motorsports K-member and up into the engine compartment was comparatively easy, says Greg. Fitting the Tremec T56 Magnum six-speed was something else entirely. In fact, it’s the challenge of any Gen III Hemi swap in an older Mopar, where a small transmission tunnel was originally designed for a slim TorqueFlite. “The entire transmission tunnel had to be cut out and a new one fabricated,” says Greg. “There’s no way around it. The original tunnel is just too small.” Hours and hours of sheetmetal surgery later, the T56 was in place and connected, via a custom driveshaft, to a Strange-based and Doctor Diff-built Dana 60 rear end, fitted with a limitedslip differential and 3.73 gears.

Slipping a modern Hemi into a vintage E-body is easier than ever, with an aftermarket K-member and headers designed for the swap. Here, the installation is completed with a custom intake and an aluminum radiator.

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The other consequence of the transmission tunnel surgery was that it negated the use of a factory center console, so Greg fabbed his own. The entire cabin had to be recreated, in fact, because the prior owner stripped the interior. Greg had to scrounge up door panels and a dashboard, as well as install a new headliner and carpeting. He also added a six-point roll cage along with some racing seats from Summit Racing Equipment. The instrument panel is a custom piece, with gauges from Speed Hut. They work with the Hemi engine’s control system, except for the speedometer, which relies on a GPS signal. It enables self-timed 0-60 and quartermile blasts, along with other performance measurements. Greg hasn’t put in a lot of track time with the car, but he racks up plenty of road miles with it. “It was always meant to be a driver,” he says. “It’s been on the road in its current condition for about seven years now, and my family and I drive it everywhere.” That’s included some long-haul trips to the Mopar Nats and regular drives around suburban Detroit. It’s admittedly not the highest-dollar restomod on the street and that adds to its charm as a home-built, budget-constrained yet thoroughly modernized ’Cuda that see more miles per year than most show winners. After more than 27 years with the ’Cuda, Greg is still making changes to it, continuing to mold it into the Trans-Am vision he had nearly three decades ago. It’s a car that’s not leaving his garage anytime soon, especially with a five-year-old son who’s already chomping at the bit to grab the Pistol Grip shifter and start rowing through the gears himself. “He’s always asking to go for rides in it, which is great,” Greg says. “But he’s just starting to understand that it’s going to be another 11 years before he’ll be able to drive it.” It may be a few years, but the ’Cuda will be waiting, after the long “pursuit” of building an AAR-inspired restomod by his police-officer father.

HEMMINGS MUSCLE MACHINES

SPECIFICATIONS

1971 PLYMOUTH ’CUDA

ENGINE

Block type............................................................Chrysler cast-iron Gen III Hemi OHV V-8 Cylinder heads ...............................Chrysler Gen III Hemi, ported by Thitek Performance Displacement ......................................................................................................... 369-cu.in. Bore x stroke ................................................................................................4.055 x 3.579 in Compression ratio .......................................................................................................... 10.3:1 Pistons .............................................................................Chrysler hypereutectic aluminum Connecting rods............................................................................Chrysler powdered metal Crankshaft............................................................................................ Chrysler forged steel Horsepower @ rpm ......................................................................... 450 @ 6,400 rpm (est.) Torque @ rpm .......................................................................... 430 lb-ft @ 4,500 rpm (est.) Camshaft type.............................................................. HHP/BES Stage 2R hydraulic roller Duration....................................................................................................................Unknown Lift.............................................................................................................................Unknown Valvetrain ............Chrysler 1.65-ratio rocker arms with upgraded springs and retainers Induction system ......... Chrysler composite intake manifold with 80-mm throttle body; port fuel injection with 35-lb/h injectors (@ 58 psi) Lubrication system............................................ Stock wet-sump with gerotor-type pump Ignition system............................................................... Chrysler individual coil-near-plug Exhaust system.............................. TTi Performance Exhaust headers, 1.75-in primaries

TRANSMISSION

Type....................................................................... Tremec T56 Magnum six-speed manual Ratios....................................................... 1st/2.66:1 … 2nd/1.78:1 … 3rd /1.30:1 … 4th/1.00:1 5th/0.80:1 … 6th/0.63:1 … Reverse/2.56:1

DIFFERENTIAL

Type...............................................Dana 60-type by Strange with limited-slip differential Ratio.................................................................................................................................3.73:1

STEERING

Type.............................................................................. Reilly Motorsports rack-and-pinion Ratio................................................................................................................................. 14.5:1

BRAKES

Type.............................................................................................. Wilwood four-wheel discs Front.................................................... 14-in drilled and slotted rotors; six-piston calipers Rear................................................... 12-in drilled and slotted rotors; four-piston calipers

SUSPENSION

Front....................................................... Independent; Reilly Motorsports AlterKtion with coilover shocks and 1.25-in stabilizer bar Rear.............................................Live axle with Reilly Motorsports Street Lynx four-link, including coilover-shocks and stabilizer bar

WHEELS & TIRES

Wheels ........................................................................................................... Bonspeed GT-B Front: 18 x 9-in Rear: 18 x 13-in Tires .............................................................................................BFGoodrich g-Force radial Front: 275/35ZR18 Rear: 335/30ZR18

Yep –we’re actually asking your opinion Everyone’s got one and now yours has a home: “Ask The Experts” is a new feature in each themed issue of every Hemmings title that allows you and your business to talk directly to our readers — who also happen to be your customers. We’ll give your expert opinion the megaphone it deserves: • Section title page featuring your logo • Half-page of content reserved for you and your brand • Share answers to common questions about your products/services • Half-page display ad space • Companion digital “Ask The Experts” section is 100% searchable online

To find out more call: 704-973-1813 www.hemmings.com

RESTO

SPOTLIGHT: Restoration

1970 FORD

“LAWMAN” MUSTANG A SHOP SPECIALIZING IN STOCK RESTORATIONS TAKES ON A VINTAGE RACE CAR BY DAVID CONWILL • PHOTOGRAPHY BY JEFF KOCH • RESTORATION PHOTOGRAPHY COURTESY ANGHEL RESTORATIONS

D As delivered to Anghel Restoration, the Lawman showed only 829 miles on the odometer, but they’d been hard miles. Not only was the engine blown and out of the car, but the wiring harness was a mess, and the car was just generally worn out.

REAMS SEEM TO HAVE THEIR OWN

mass, derived from the devotion of the dreamer. Cherish one long enough and hard enough and its gravity will draw you in. Sometimes it’s a lot of work and a long time before that trajectory becomes apparent. Take the Lawman Mustang on these pages. You saw it last month and learned its story. How Ford used it as a morale booster for troops serving in Southeast Asia, improved road safety among returning vets, and sold a few new cars in the bargain. The way it wound up restored is a testament to how dreams can work out in unlikely ways. Marcus Anghel, owner of Anghel Restorations in Scottsdale, Arizona, has long been a fan of the Lawman. “I followed this car for years. I never thought I’d have the opportunity to restore it.” Nor is Marcus the natural choice for such a restoration. He’s a Mustang guru, yes: A Mustang Club of America National Gold Card Judge and National Head Judge for the Shelby American Automobile Club. He’s renowned for his knowledge of 1969-’71 Boss Mustangs. Thanks to that, he has his choice of projects to take on. Typically, he restores these Mustangs back to stock — which is how his clients generally like them. People, as Marcus says, who “want them Day One, the way they were in the showroom.” Admittedly, 21st-century circumstances being what they are, he’s had to embrace certain departures from showroom-stock for cars meant to be driven extensively. These are always hidden things, though, like a five-speed where a four-speed once resided, or a vintage radio rehabilitated with a Bluetooth receiver concealed inside. A heavily worn drag car was a pony of a different color, as it were. “I had to step into this hot-rod world.” That’s the hot-rod world of 1970, mind you. “Day Two” cars using period speed parts aren’t usually in Marcus’ wheelhouse, nor does he intend to take on large numbers of that type of project in the future. Nevertheless, a concours restorer’s eye for detail and taste for perfection will only make the end result better, even when the subject matter is a vintage race car. JULY 2021

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The car was broken down like a giant model kit. Careful documentation was made of its condition on that day. Every nut and bolt was photographed for future reference.

Evidence of the Lawman’s origins on the assembly line turned up with the body tag, which indicated such options as tilt steering column, power disc brakes, rocker moldings, and the collapsible spare tire. The piece of tape may have been an improvised way to note the then-new sport-mirror option.

Remarkably, the Lawman retains what may be its original 429. Prior to being damaged, it showed no signs of machine work, and the destruction proved reversible.

One item that did prove too far gone was the original magnesium supercharger from Hampton Blowers. The company is still in business, and after consultation a new 8-71 was called to stand in. The natural case is authentic to the car during its use by Al Eckstrand.

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5 Restoration also involved replicating changes made to factory parts. The original oil pan was too badly damaged to repair. Instead, Marcus obtained a fresh 429 pan and performed the same modifications.

The man on the street wasn’t able to order a Boss 429 with an automatic, but the Lawman was built with Ford’s venerable C6 three-speed auto. Even that robust transmission needed reinforcement for hammering behind the supercharged engine and several internal pieces bear experimental part numbers.

Every detail below was preserved or replicated, down to the exposed primer, factory paint drips, and the asymmetrically rolled wheel lips (presumably the result of two different fabricators working on the same car). That level of exactitude naturally extended to replicating the original graphics both dimensionally and chromatically.

On a stock Mustang, the fuel tank is in the rear — its top forms part of the trunk floor. For space purposes, the radiator was moved to the trunk, along with an electric water pump and a pair of batteries, and the fuel tank took its place up front. This is a replica of the unsalvageable original.

Restorers can typically look at surviving cars and factory materials to make decisions. With hand-built cars, it’s not so straightforward. Research involves interviews and evidence rather than archival materials. It’s doable, but it’s different, and has its own learning curve. Once the research is done, knowing is only half the battle. Armed with information, one now has to act on it, even in the absence of aftermarket support or caches of NOS parts. Replicating details from historic photos and unsavable original bits was perhaps simple enough when it came to things like the fabricating the aluminum fuel tank. Finding long-obsolete parts in show-worthy condition was another matter entirely. The Goodyear Blue Streak racing tires are a good example. “Where do you find something like that?” Marcus muses. “Who kept them around without using them? But you’ve got to have them. It makes the whole car.” The answer for Marcus proved to be a matter of hiring project manager Jim Lumia. Jim was specifically charged with tracking down those pieces of vintage unobtanium so critical to doing the car justice. That was important

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The engine made nearly 1,000 hp on the dyno. It was a major step, but there was still a long road ahead paved with detail work and exacting reassembly, a process Marcus characterized as “getting the monster to start up and drive.”

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The tire-pressure sticker is a vestige of the Lawman’s roots in a production-line Mustang. The automatic floor shifter, though a factory Ford piece, is one of the changes — it was installed along with the C6.

to Marcus and was the key to igniting this project, which started with a blown engine. “When I first spoke with the owner [professional wrestler Bill Goldberg, who purchased it at auction in 2003], I told him I was not interested in doing just the motor.” It turns out that was a prescient stance. The old Lawman needed more than just a bit of TLC, despite only 829 miles on the odometer. Those were hard-fought miles, however, earned the proverbial “quarter-mile at a time.” A racing history meant that the doors had been repainted untold times with the names of new owners, and the Mustang had been generally used up. “It was not a car that was driven to the grocery store. It was very tired and worn out looking.” Tackling the restoration of a race car is not for the faint of heart. “All these neat custom parts,” as Marcus calls them, were the name of the game. They were a doubleedged sword, as Marcus had to become an expert in a variety of skills he may never use again as he returns to showroom-type restorations. “Several told me not to take this project on,” he recalls. “Getting this monster to start up and drive” required Marcus “to become something I wasn’t normally.” In other words, Marcus needed to expand his already-broad talents to do the Lawman justice. The engine itself was perhaps challenge number one. The supercharged Boss 429, pumping out almost

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1,000 horsepower, was unlike anything seen on the lot at your neighborhood Ford dealer in 1970. “It’s not a setup that belongs in there,” Marcus says, putting it mildly. Other challenges flowed from there (the radiator and battery are in the trunk, for example), or from age and decay. Or both. The wiring harness was non-stock, and its condition best described simply as “awful.” We asked Marcus what part of the project proved the most satisfying and the answer surprised us. It wasn’t the history or the detective work or the special fabrication. It was the people he met and the way the Ford Mustang has impacted their lives. “I enjoy talking to the people who were there. Especially those who were in the service.” The stories, it seems, are what motivates Marcus to see a project through. “I don’t restore these cars for auction or anything like that. I only take on cars that have interesting stories.” Those stories abound regarding the Lawman and even touch Ford Motor Company in the present. Chief Product Platform and Operations Officer Hau Thai-Tang cited exposure to the race car during his childhood in Vietnam as a key nourishment for his growing love of cars that ultimately led to his career with Ford. Now, thanks to an expert rebuilding at the hands of Anghel Restoration, the Lawman will remain to inspire the automotive dreams of future generations, too.

Look closely and you’ll see there’s no radiator in front of the near1,000-hp 429. Instead, there’s a stainless-steel fuel cell — expertly reproduced by Marcus Anghel. For better weight distribution, the radiator resides in the trunk (former home of the fuel tank) along with two batteries.

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STOCK

PURSUIT

READY THE 2002 B4C SPECIAL SERVICE POLICE PACKAGE CAMARO COULD APPREHEND SOME OF THE QUICKEST SPEEDERS OF ITS DAY

BY THOMAS A. DeMAURO • PHOTOGRAPHY BY TERRY SHEA

“I

HAD ALWAYS WANTED A 2002 B4C CAMARO,”

says retired Suffern, New York, Police Officer Robert “Ben” Arena. “It was the last year of fourthgeneration Camaro production, and I love the body style.” “For years I was on the hunt, and one day while doing my usual internet search, the 2002 Florida Highway Patrol Camaro #1955 (the same year I was born) just popped up on my computer, and the car was located at a dealer about 30 minutes away from me.” Ben purchased the 88,800-mile F-body in February of 2016 and brought it back to his home in the Southeast. He reports, “It was one of the cleanest cars I’d come across. There were still factory tags on the shocks, springs, driveshaft, and anti-roll bars.” Introduced for the 1991 third-generation Camaros, the B4C Special Service Police Package was provided for law enforcement agencies through the fourth-generation production run. In the 2002 model year, the Camaro celebrated its 35th anniversary, the police car option remained available on the coupe, and the extra-cost Preferred Equipment Group was required with it, which added a long list of power-assists and other convenience options.

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OWNER’S VIEW

keep the light bar covered and I’ve never run into an issue with driving the B4C on the street in its police livery, but I was pulled over once. I asked the officer, “What did I do?” and he said, “Nothing, I just wanted to see the car.” My goal was to return this Florida Highway Patrol Camaro to its correct inservice condition, and the officer noticed that, saying, “I knew it was restored because we don’t use that equipment anymore.” I recently sold this police car, and I do miss it, but now I’m on to my next project. —Ben Arena

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“B4C” was listed on the Service Parts Identification label on the driver’sside door of these special Camaros. Though there were no Z28 badges and the roof was painted body color, Z28 components were included. The 310hp aluminum LS1 engine was mated to the 4L60E four-speed automatic overdrive transmission, and a limitedslip rear axle with a 3.23:1 gear ratio was installed. A T-56 six-speed manual, which required 3.42:1 gears out back, could be specified instead at no extra cost. The Z28’s power steering cooler was also fitted. The chassis of the unitized-constructed Camaro featured the Ride and Handling package with the Z28’s front and rear anti-roll bars, computerselected coil springs, and gas-charged De Carbon monotube shocks. Z-rated Goodyear Eagle RS-A all-season tires on 16-inch wheels, and four-wheel disc brakes were also provided. Inside was a full array of gauges that included a tachometer, a 155-mph speedometer, and readouts for temperature, oil pressure, volts, and fuel. Cloth upholstery in Ebony or Medium Gray was standard, and extra-cost leather could be added in Ebony or Neutral. Ben’s Florida Highway Patrol Camaro #1955 was delivered to Garber Chevrolet Buick GMC Truck in Green

Cove Springs, Florida, in April of 2002. After it was outfitted with the proper police equipment, exterior paint accents, and decals, it was put into service, where it remained for four years. Its whereabouts during the time between its decommissioning and Ben’s purchase are unknown, however. He reveals that most of the F-body’s Onyx Black paint is original, but it needed polishing. The driver’s door was replaced during the Camaro’s service, and Ben simply touched up the tan finish where needed, but he did have the black hood repainted. At Finishline Tops & Interiors in Mooresville, North Carolina, the driver’s-seat foam was replaced (the

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The 310-hp LS1 remains stock, except for a performance tune and a K&N air filter, and the V-8 has yet to require a rebuild.

original seat cover was retained), as was the headliner. Various worn interior trim pieces were swapped for better examples that were salvaged from a B4C race car project that Ben found locally. He also replaced the lenses on the lightbar and went to great lengths to return the rest of the existing police gear to working condition, adding period-correct items and replacing those that weren’t. The Camaro features front- and rear-mounted radar with the head unit (it has red LED readouts) on top of the dash pad. Strobe lights face out the windshield and are also in the hatch area, and a

SmartSiren unit is above HVAC outlets on the dashboard. The police radio is in the console’s storage bin, and its handheld microphone is mounted further forward, within easy reach of the driver. Ben placed the shotgun rack’s release button in the change holder of the console. A handheld remote for the radar resides in the cup holder, and the onboard laptop computer is mounted on the passenger’s side of the interior, along with a gooseneck light that shines white or red. Under the hood, the aluminum, sequential-multiport fuel-injected 5.7-liter V-8 is topped with an air box, a mass airflow sensor, and a 75-mm throttle body, which is bolted to an LS6 composite intake manifold that places a 28.8-lb/h injector at each port.

A hydraulic roller camshaft with 196/207-degrees duration at .050 and .467/.479-inch lift actuates roller lifters, pushrods, and 1.7:1-ratio rocker arms to compress the beehive valve springs and lift the 2.00/1.55-inch valves in aluminum heads with cathedral-shaped intake ports. Timing and spark advance of the electronic coil-near-plug ignition system are dictated by the PCM. The reciprocating assembly consists of a cast-nodular-iron crankshaft, powdered-metal connecting rods, and cast-aluminum pistons in an aluminum block with iron cylinder liners. Post combustion remnants are carried off through iron exhaust manifolds and a catalytic converter-equipped exhaust system. A new fuel pump was installed just prior to Ben taking delivery of his B4C,

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but there was still additional engine work to be done. Majestic Auto in Mooresville, took care of the list that included a timing chain, oil pump, rebuilding starter and alternator, and other odds and ends. Additional maintenance was performed, the LS1 was tuned, and a K&N air filter replaced the stock one. Ben got a deal on a slightly used upgraded cat-back exhaust, so he bolted it in. “It makes the car sound better, and I like the exhaust tips more than the original ones,” he says. He returned the transmission to stock by having a previously installed shift kit removed. The rear end was also rebuilt at Majestic Auto, and during that process the axle tubes were fully welded to the differential housing and Moser axles were installed, but the 3.23:1 gearset was retained. In an effort to further improve handling and braking, Ben had the suspension modified. At Majestic, tubular lower control arms, a torque arm, and a track bar were swapped in at the rear, and polyurethane bushings were installed front and back. The brakes were upgraded with PowerStop drilled-and-slotted rotors in the stock diameters, and pads from the same company were employed. OEM calipers were retained, the wheels were restored, and new General HP tires were mounted. Chevrolet Caprices and Ford Crown Victorias were among Ben’s various patrol cars back in Suffern. He also served as the DARE (Drug Abuse Resistance Education) School Resource Officer in the early 2000s and drove a custom-painted 1978 Corvette with a four-speed to schools and events. How does a 2002 B4C Camaro stack up against his past on-the-job rides? “There’s no comparison,” Ben says. “The B4C has a stiffer ride, but it accelerates, handles, and brakes much better

There’s not a lot of room left once all the police equipment is installed in the Medium Gray cloth interior. Much of it came with this car, but the owner had to find a few additional items.

than those older full-size police cars I drove. And with the modified suspension, it feels like a whole different car.” He has also owned a 1990 Special Service Package (SSP) Mustang Nevada Highway Patrol car, a 1992 SSP Florida Highway Patrol car, and a 1992 Utah Highway Patrol B4C Camaro. He relates, “The 2002 version easily outperforms the ’92 Camaro I had, which was a five-speed car. It does the same when compared to the SSP Mustangs, and it has more room, but those Fords and that Chevy were still great police cars for their time.”

Back in the early 2000s, detecting a B4C in your rearview mirror likely conjured up feelings of anxiety. Apparently, sometimes it even happens today when one is seen on the road. “Other cars rarely pass this one on the highway,” Ben jokes. “If I turn the radar on, you can see them slow down around me.” Nevertheless, for those who recognize what this retired police car is and understand the law enforcement (and Chevrolet) history it keeps alive, seeing it on the road may instead incite pangs of nostalgia instead of agita. This is especially true if you were lucky enough to have ever driven one.

The blue lights are dual-head strobes, and in the center is the radar. Three control boxes are for the police radio, strobe lights, and SmartSiren. The owner swapped in the proper shotgun rack on the back of the passenger’s seat, and the yellow first aid bag is original to this car.

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SPECIFICATIONS

ILLUSTRATION BY RUSSELL VON SAUERS

2002 CAMARO SPECIAL SERVICE POLICE PACKAGE PRICE

Base price ...................................................................$21,295 without mandatory options Options on car profiled...B4C; Preferred Equipment Group (required); body side moldings

ENGINE

Block type ..........................GM LS1 Gen III OHV V-8; aluminum block and cylinder heads Displacement ...................................................................................... 5.7 liters (346-cu.in.) Bore x stroke .................................................................................................... 3.90 x 3.62 in Compression ratio ........................................................................................................... 10.1:1 Horsepower @ rpm .............................................................................................310 @ 5,200 Torque @ rpm ............................................................................................340 lb-ft @ 4,000 Valvetrain .............Hydraulic roller lifters; pushrods; valves; valve springs; rocker arms Main bearings ................................................................................................................... Five Fuel ................................................................................. Sequential multiport fuel injection Lubrication ..................................................................... Gerotor-type pump, stock oil pan Electrical ........................................................................................................................... 12-V Exhaust ............Cast-iron manifolds; catalytic converter; transverse mounted muffler; dual outlets (currently, upgraded cat-back)

TRANSMISSION

Type .................... GM 4L60E four-speed automatic overdrive, electronically controlled Ratios ....................... 1st/3.06:1 … 2nd/1.63:1 … 3rd/1.00:1 … 4th/0.70:1 … Reverse/2.29:1

DIFFERENTIAL

Type ...................... 10-bolt; Salisbury-type; 7.625-in ring gear; Zexel-Torsen limited-slip Ratio ............................................................................................................................... 3.23:1

STEERING

Type ...................................................................................... Rack-and-pinion; power assist Turns, lock-to-lock .......................................................................................................... 2.28 Turning circle ............................................................................................................... 40.8 ft

BRAKES

Type ...................................................................... Four-wheel disc; power assist; anti-lock Front ........................................ 11.9-in rotor (currently drilled-and-slotted replacements) Rear ............................................12-in rotor (currently drilled-and-slotted replacements)

SUSPENSION

Front .....................................Unequal-length upper and lower control arms; coil springs; anti-roll bar; monotube gas-charged shocks Rear ............................................ Lower control arms; torque arm; track bar; coil springs; anti-roll bar; monotube gas-charged shocks

WHEELS & TIRES

Wheels .............................................................................Front/Rear: 16 x 8-in aluminum Tires ..............Front/Rear: 245/50ZR16 Goodyear Eagle RS-A (currently General HP)

PRODUCTION

There were 708 B4C Special Service Police Package Camaros built in 2002; 583 with automatics and 125 with six-speeds.

ASK RAY By Ray Bohacz

SHIFTLESS DODGE

I have a 1956 Dodge with the 315-cu.in. engine and three-speed manual transmission with overdrive. This auto has undergone a lengthy restoration, and one problem we have been unable to solve is getting the overdrive to engage. The transmission and OD have been inspected and bench tested without success, using factory manuals. The car is stock, with the exception of a Pertronix electronic ignition conversion. The generator was also converted to an alternator. Any suggestions on how to make the OD work? Ralph Larson Via email

I am at a loss to help you, other than applying conventional diagnostic procedure. I have never worked on a 1956 Dodge with the transmission you have. I will assume, though I may be wrong, that it is an electric overdrive. If you have the factory shop manual and have tested everything, then either the procedures were not fully followed, or you are simply overlooking something. You make no mention of whether the overdrive ever worked, or has recently failed. From what you supplied, I only have a few thoughts if it is electrically operated. The solenoid — if it has one — is either electrically lazy (the windings are weak), the system has a poor ground, or the solenoid was damaged by feeding it 12 volts instead of 6. Keep digging… you will find it!

ENGINE SWAP

My stock 1950 Chevy Styleline will soon get a 350-cu.in. crate engine and TH350 transmission. When switching over to 12 volts from 6 volts, can I keep the original wiring harness, or must I upgrade to a thicker wire? Thanks for your advice! Mark Axen Stony Creek, New York

The wiring harness is not an issue. You will need to install a 12-volt coil and a resistor to drop the voltage down. Explore your options. In most cases, the starter

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takes the 12 volts with no issue, but since you are going from a six-cylinder, the old starter will probably not fit. Also, the ground must be switched from positive to negative, and the bulbs will have to be upgraded.

items are the cam and lifter set, and the rockers. It now has an Isky solid-lifter cam and aluminum roller rockers. I am thinking about removing a rocker and checking to see if the pushrods are hollow. I know that years ago, hot rodders would stuff the pushrods with pipe cleaners, or braze the holes shut to reduce oiling DODGE DART FLYWHEEL I was reading through the March issue overhead. I was never a fan of this and do not really believe a reputable shop would of HMM (#211) and wanted to add something to the Dart flywheel question you do such work! My worst fear would be misaligned cam answered. If the reader, Evan Lancer, has an original bearing holes, but wouldn’t there still be some oil getting overhead? 9.5-inch clutch, then he needs the specific The cam and lifters were purchased as 122-tooth flywheel, which can be difficult a set, but I suppose the wrong lifters are a to find. This matches the small bellhousing possibility. I really want to have a procethat originally came behind 273-cu.in. dure to follow in checking this out, rather V-8-equipped cars. Brewers Performance than “fishing.” sells the reconditioned flywheel, special Where would you suggest that I start? scalloped clutch, and special bolts. If he wants to go with an 11-inch or larger clutch, As always, thanks in advance for your thoughts. then your recommendation would work. Just thought he may need this info. John Botts Respectfully, Ponca City, Oklahoma Randy Duke Via email I cannot help but wonder if your assessment is inconclusive about oil getThanks so much for writing in with this ting to the rocker arms and cylinder head. excellent information. I do not recall You do not need to take the engine apart, answering this letter. If I did, it may have other than removing the distributor and been a while back and finally got published. valve covers. I would then manually drive That happens occasionally, or it was in a the oil pump with either a variable-speed different column in HMM. Either way… great electric drill or with a ratchet wrench, once you invest in the special tool to prime the information! engine. It is not much more than a shaft, and is commonly available in places that This letter actually appeared in Swap Meet in the March issue, not Ask Ray. — ed. sell hot rod parts. You make no mention of the oil pressure, or if the top of the engine is noisy. NOTHING UPSTAIRS At this point, run the oil pump with the I am an avid reader of your column; engine off and make sure there is oil getit is the first thing in HMM that I turn to. I have a problem that I believe you can ting to each set of valves. If you still have solve. an issue, then either reach out to me or I have a 1967 Corvette with the L71 encontact the machine shop that built the gine (427/435). It had an engine overhaul engine. by a reputable Corvette shop right before I purchased it. It starts and runs great, no HIGH-SPEED FALCON issues there. I have a 1964 Ford Falcon convertible The problem is that it is not oiling with 94,000 miles, which I restored overhead. I replaced the rocker covers with about eight years ago. At the time, I just OEM-style parts, and when I removed the wanted her to look good and be dependold covers, there was no oil visible. It did able. A lot of fabrication went into her, not look like oil had ever been pumping and when all was said and done, she was overhead. The only two non-original-type completed in a two-year span of time.

She sports a “massive” 170-cu.in. powerplant with a two-speed Ford-O-Matic transmission. While she is finally dependable, I would like to be able to take her on the highway without stressing the engine. Is there a PNP automatic transmission solution available? I know there is one for going to a manual transmission, but have not found anything in the automatic lines. And yes, I would like to go to a V-8 at some point, but I only plan on doing that when and if the 170 gives out. Erick Via email

Thank you for the kind words but I must admit that I may be a little confused. Do you mean Park Neutral Position when you state PNP? I am assuming that you want to go to a three-speed automatic instead of the two-speed. The key here is going to be the gear ratios in the two-speed transmission. If the top gear ratio is 1:1, that would mean if you

converted to any three-speed transmission, the engine speed on the highway would be the same because the high-gear ratio is 1:1. The acceleration would be better, but that is it. You sent me a picture of the car and it is beautiful. I would not want to violate it. Anyway, back when they were new, the speed limit in the western states was quite high and some did not even have a speed limit. Ford knew that in 1964 and it was not a concern to them. Transmission swaps are often not as straightforward as you might first believe they are. Driveshaft, mounts, angles, flywheel, starter, shifter linkage, indicator, crossmember, and so on, all have the potential of being a problem. I would not worry about it and just drive the car. Send your troublesome tech questions to: askray@hemmings.com or Ask Ray, P.O. Box 2000, Bennington, VT 05201

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SWAP MEET By Jim O’Clair

CHEVROLET 3500HD TRANSMISSION BLUES

I have a 1993 Chevrolet 3500HD with a 454 V-8 and automatic transmission. It started to shift really hard, then the check engine light came on and now I no longer have overdrive. What should I look for? I have no clue what transmission is in it because I just bought the truck. It worked great for a while, until the check engine light issue. Gary Trapp Via Hemmings.com

The truck should be equipped with the GM 4L80E transmission, and the check engine light is most likely an indication that one of the electronic solenoids within the transmission has malfunctioned. You should have the codes read to determine if the problem is with the transmission control solenoid or one of the shift solenoids in the transmission valve body. The 4L80E actually uses four solenoids, a manifold pressure switch plus a wiring harness to the electrical components to control the shifts, a torque converter control lockup solenoid, a first-second shift solenoid, a second-third shift solenoid, and an EPC or force motor solenoid. Although it sounds simple enough that your problem could lie with the lockup solenoid, based on your statements, this is not necessarily the case and further testing of the components via the wiring harness would be needed. Certainly, the error code from the check engine light would narrow down the possibilities and prevent a long time spent on your back under the truck with an ohm meter.

MUSTANG II HEADERS

I’m looking for long-tube exhaust headers for a 1976 Mustang ll. Can you help me figure out which ones I should choose? Rick McElheran Via email

Hedman and Hooker both offer longtube headers for the tight engine compartments of V-8-powered Mustang IIs. Hooker lists black (HK-6120) and steel ceramic-coated (HK-6120-1) headers. Hedman shows black-painted (88350) and Black Maxx ceramic-coated headers (88353) as

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well as silver ceramic-coated (88356) and uncoated headers (88600). There is a wide price range for these units — anywhere from $300 to $900 per set. • Hooker Headers 866-464-6553 holley.com/brands/hooker • Hedman Performance Group 562-921-0404 hedman.com/hedman

TH400 REPLACEMENT IN A BONNEVILLE

Can I put a Turbo Hydra-Matic 400 behind a 1976 Pontiac Bonneville with a 455 V-8, or is there another transmission you recommend that would fit without a lot of monkeying around? John Salvin Via Hemmings.com

Some 1976 Bonnevilles would have been built with a TH400. You could use one of those, just make sure to get an example that has the correct tailshaft length. (Your Bonneville would likely have used a mid-length tailshaft.) If you were interested in swapping to an overdrive automatic, the simplest choice would be the 200-4R, though it will not be a straight bolt-in. The more common 700-R4 was only produced with a Chevrolet-style bellhousing pattern, so an adapter is needed to use one (or its 4L60 brethren) in a B-O-P application. However, the 200-4R was built with the B-O-P bellhousing pattern (actually, many of these transmissions had the universal “multi-case” bellhousing to accommodate Chevrolet engines as well), so it will mate with your Pontiac 400. The 200-4R uses the same 27-spline output yoke as the TH350 and Powerglide, but the overall length is shorter than even the short version of the TH400. The mounting pad location is the same as the short TH400. Other than physically adapting the 200-4R to your Bonneville, you would also need to set up a throttle-valve (TV) cable, which looks like a “kick-down” cable found on TH350s but provides more critical input to vary line pressure with throttle input — the TV cable must be functioning correctly for the transmission to shift properly, and not having it set up properly can damage the transmission. Also, the 200-4R uses a lock-up style

torque converter, which is controlled by the vehicle’s on-board computer in factory applications. For a swap, you’ll need to add a switching device, but most aftermarket performance transmission vendors offer solutions for this. • Speedway Motors 800-979-0122 speedwaymotors.com • Summit Racing 800-230-3030 summitracing.com

BRAIDED VS. COATED CABLE

Why do some classic car negative battery cables call for an open-braided strap, while others use a conventional 4-gauge or 1-gauge coated battery cable? No one has been able to explain why one is better than the other. Mark Teal Clifton Park, New York

A braided strap has about as many strands of wire as 2-gauge battery cable, but these strands are also braided together rather than wound. The use of multiple braided strands lying flat gives the strap a greater surface area than the twisted and wrapped strands inside a coated cable. Electrons flow over the surface of metals, not through the core, making the open-braided strap a better alternative for electricity flow, although you do sacrifice longevity with the exposed strands. You can also use welding-grade cable in grounding applications, where you will get an even higher strand count and the advantage of a coated cable. I prefer the old-school look of the braided strap.

All discussions in this column regarding repairs, conversions, parts swaps, etc. are offered as suggestions. Performing any such work should be accompanied by thorough research to verify proper parts compatibility and procedures to achieve a safe, functional result. We welcome any and all questions related to suspension, brake, engine, differential and transmission upgrades. Email us at swapmeet@hemmings.com or submit inquiries to our Facebook page, www.facebook.com/HemmingsNews or our website where comments can be made at the bottom of dozens of previous Swap Meet articles posted there.

Inventory Updated Daily at HemmingsAuctions.com

1968 Ford Mustang Shelby GT500 Sold for $150,150

2006 Ford Mustang GT Shelby Sold for $42,105

1971 Honda CT70H Sold for $11,130

1965 Pontiac GTO Sold for $36,750

1996 Chevrolet Corvette Coupe Collector Edition Sold for $22,050

1999 Shelby Series 1 Sold for $110,250

1997 Chevrolet Camaro SS Convertible 30th Anniversary Sold for $17,850

RESTO

SPOTLIGHT: Restoration

1972 PONTIAC

Le MANS SPORT

THIS SURVIVOR-LOOKING A-BODY WAS CLEVERLY ORDERED WITH ITEMS FROM THE WW5 GTO PACKAGE TO FLY UNDER THE INSURANCE COMPANY RADAR OF THE DAY

WORDS AND PHOTOGRAPHY BY ROCKY ROTELLA • RESTORATION PHOTOS PROVIDED BY THE OWNER AND MUSCLE CAR MEMORIES RESTORATIONS

I Pat Brown found this ’72 Le Mans online in 2006 and traveled from his home in Olathe, Kansas, to northern California to purchase it.

MAGINE YOURSELF A YOUNG PERFORMANCE

car enthusiast during the muscle car heyday. After saving a down payment, you venture to your local Pontiac dealer to order a GTO. Forget convenience options — you want Ram Air this and four-speed that. Word comes that your new GTO is en route and you begin readying for the purchase. Then comes the reality check: The dream car you sacrificed for is subject to insurance premium surcharges that — when factoring in the monthly loan payment — make it virtually unaffordable to own and drive. That scenario played out for many new-car buyers during the late ’60s and early ’70s. Manufacturers skirted some surcharges by offering their largest, most powerful engines in no-frills base models. And shrewd buyers shopped around for an insurance agent who assumed the car’s brawny large-cube mill was a lowly six-cylinder or an entry-level V-8. To thwart such efforts, insurance companies lobbied that automakers embed model designation and engine displacement into the VIN. For 1972, if you wanted to go fast in a hot car, you had to be well covered, too, but some buyers still managed to find an angle, and that’s the story of this 455 H.O.powered ’72 Le Mans. Pat Brown of Olathe, Kansas, is a longtime Pontiac fanatic. “My dad purchased a new Lucerne Blue ’72 Le Mans with the T41 GTO front end, and it was our family car while I was growing up,” the 51-year-old fire battalion chief says. “Little did I know the impact it had on me and where I would go in the Pontiac hobby because of it. I still own that car today.” While perusing eBay in March 2006, Pat happened across a ’72 Le Mans in northern California. “The Lucerne Blue paint, T41 front end, and how original and complete everything was immediately caught my eye, and the build sheet showed most of its optional equipment,” says Pat. JULY 2021

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The optional 455 H.O. with functional Ram Air makes this Le Mans quite desirable. The driveline was amazingly original and complete. While an aftermarket Holley carburetor and standard air cleaner had been installed in the past, the original Quadrajet and Ram Air pan were included.

More than 96,000 miles of use, and California’s famous sunshine, took their toll on the original Pewter interior.

Muscle Car Memories Restorations in Lincoln, Nebraska, completely disassembled the Le Mans and stripped its panels to bare metal, revealing a virtually rust-free body beneath.

To maintain the patina of a survivor, the Lucerne Blue paint in the door jambs and beneath the decklid was completely masked off to preserve it during the body’s restoration.

When placing their order, someone had chosen only Pontiac’s best. That included the 300-hp 455 H.O. V-8, T41 Endura front end, functional Ram Air, M22 four-speed manual, Safe-T-Track differential, Y99 up-level handling package with G60-15 white-lettered tires, 15 x 7-inch Rally II wheels, Rally gauges with tachometer, and Formula steering wheel. Basically, it was everything GTO buyers received by checking off the desirable WW5 option, and the Le Mans Sport option added special exterior badging, front bucket seats, and special interior upholstery. “It had a ‘Buy It Now’ price and I thought about hitting the button several times,” Pat says. “I thought the price was high, but also knew cars like this don’t crop up every day. I started a post about it on a Pontiac forum and it received a lot of fervor. It had all the options I’d have wanted had I bought one new and thought I better pull the trigger before it got away.”

Information the seller provided helped Pat solidify the purchase. “When I started getting serious about buying the car, I called the seller to make sure it was what it was,” he says. “He was a Pontiac guy and knew exactly what he had. It had been a California car its entire life and he was the third owner. I just couldn’t resist it.” Ordered through Balestra Pontiac in Redwood City, the Le Mans was built at the Fremont assembly plant and delivered on January 14, 1972. “The second owner was friends with the original owner,” explains Pat, “and bought it when it was just a few years old. He then used it as a daily driver until the late ’90s. The third owner knew its significance and planned to restore it, but after it sat for a few years he decided to sell it.” Within hours of spying the Le Mans auction, Pat became its fourth owner and he and friend Tim Allen made the trek

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5. The Le Mans’ original right front fender was damaged in a traffic accident years ago and replaced with a rust-free donor during the restoration. Another Endura front bumper was used in place of the sunbaked original. Assembly prior to painting verified proper panel fitment. 6. The body was disassembled, primed, and block sanded. Three coats of Spies Hecker code-26 Lucerne Blue base and three coats of clear followed. 7. Rear window leaks are common in GM A-bodies of the era, and the only rust found in this particular Le Mans’ body was in the filler panel between the back glass and decklid. 8. The affected panel was removed, and patch panels were fashioned using original GM metal to repair it. 9. The team at Muscle Car Memories Restorations wet sanded and polished the finish, but purposely left a slight amount of orange peel to replicate the imperfections associated with a vintage factory-applied finish.

to Sunnyvale, California. “We were so excited that we drove straight through in 24 hours,” says Pat. “It was a heck of a drive and such a memorable trip. The Le Mans looked better in person than I thought it did in the photos. California cars rust from the top down and after seeing how clean and rust-free the body was, I was convinced that the car was well worth the price.” Back in Kansas, Pat began setting a course of action. “The plan was to restore the Le Mans, but it was going to take time to save up for that,” he says. “I did what I could to prepare for it. The car was about 98 percent complete and so untouched that for any of the parts it did need, I only wanted originals in their original finishes.”

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Pat located the car’s first owner. “His name was on the original paperwork and he was really upset that I was able to track him down,” he says. “He gradually opened up a bit. He was in his upper teens [when he bought the car] and really wanted a GTO. He didn’t want to pay the GTO’s high insurance prices, so he ordered a Le Mans with the best GTO equipment. He said, ‘I didn’t fool the first insurance company, but I fooled the second.’ Apparently not all insurance companies were up on the VIN changes for 1972!” In 2013, Steve Schappaugh of Muscle Car Memories Restorations in Lincoln, Nebraska, was entrusted with the restoration. “Steve noticed it still had factory paint runs in

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To maintain as much 50-year-old-survivor patina as possible, the 1972-only Pewter interior was restored using original pieces from donor Pontiacs, as opposed to sourcing reproductions. Only the rear package tray and carpet aren’t original.

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wasn’t looking for another car when I found this Le Mans, but I love Lucerne Blue ’72 Pontiacs and recognized its uniqueness. When my buddies and I realized that this Lucerne Blue Le Mans had literally every option included with the WW5 GTO package, I really got excited about the car. And then, when I was talking with my dad about it, he got excited, too. We went in on it together and I couldn’t have done it without my parents’ help. It really was a father/son project of sorts. He understood the significance of the car and wanted to share that with me. — Pat Brown

the door jambs and suggested saving as much originality as possible. I agreed that I didn’t want anything over-restored. Instead, we planned to repaint the exterior and preserve the original finishes where possible to make the car look like a survivor with a single repaint.” Muscle Car Memories steam cleaned the frame, suspension, and entire underbody. “The underhood was so covered with dirt and grime that it preserved the original paint. It even had its factory-installed spiral shocks and paper identification tags on the rear coil springs,” adds Pat. The suspension was rebuilt using stock-replacement bushings, and the original code-KR Rally IIs were restored and fitted with reproduction G60-15 Goodyear tires. The Le Mans’ original code-WM 455 H.O. was rebuilt by

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Donrich Machine in Exeter, Nebraska. The 455-cubic-inch block with four-bolt main caps was bored .030 inch over, taking the cylinder bores to 4.18 inches. The 4.21-inch-stroke nodular-iron crankshaft’s journals were undersized .010 inch. Forged-aluminum Sealed Power pistons were fitted on castArmaSteel connecting rods. Total displacement equates to 462-cu.in. At the heart of the 455 H.O. is its unique round-port number 7F6 cylinder heads, which retain their original 2.11-inch intake and 1.77-inch exhaust valves, but received fresh seat cuts and new valve guides, valve springs, and associated hardware that included a Melling replacement of the Pontiac “068” camshaft. The compression ratio checks in near its original rating of 8.4:1.

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Atop the cast-aluminum intake manifold is the original Rochester Quadrajet. The Unitized distributor needed new spark plug wires, which are integrated into a single loom, but reproductions aren’t available and NOS originals are costly. Pat rebuilt the original Unitized loom using reproduction points-type wires and ingenuity. Exhaust gas is expelled via original high-flow exhaust manifolds. The Le Mans’ original exhaust system was removed early on in favor of aftermarket components. Fortunately, the system was saved and has since been reinstalled. The original exhaust splitters were re-chromed. A stock replacement clutch disc and pressure plate assembly complement the Hurst-shifted M22 heavy-duty four-speed, which was rebuilt. Power is channeled to the code-XU 12-bolt rear axle via the original driveshaft. “The 455 H.O. throws you back like a scalded dog and highway driveability is awesome with the 3.31 gears,” Pat says. During the summer of 2015, the restored body was returned to Pat. “This car has a Pewter interior, which is rare for 1972. The original components were in bad shape so I tracked down and installed a Pewter interior out of a donor ’72 Le Mans. I also found NOS headliner material,” he explains. The Le Mans debuted at the Muscle Car and Corvette Nationals show in Chicago in November 2015. Pat also attended the 2016 POCI National Convention in Bettendorf, Iowa. The car drew a continuous crowd of unsuspecting onlookers, curious to understand what made this cloaked predator so unique. It simply proves that the wolf-in-sheep’sclothing ruse the original owner sought to thwart insurance attention still has people wondering today!

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SPOTLIGHT: Restoration

FROM RUST TO LUST

REPLACING RUSTED OUT PANELS IS SOMETHING YOU CAN DO YOURSELF

WORDS AND PHOTOGRAPHY BY JIM SMART

quarter at the factory seams to greatly reduce the risk muscle car project, there is always the very real of waves and ripples that can result from the joining of panels with new seams, which can become problematic chance that all kinds of surprises are waiting for you beneath the paint. If you’re lucky, you’ll in time. We went to The Restomod Shop in Stockton, California, find pure, pristine steel. However, a lot can happen to a vintage car in the course of its long life. There are accidents where the crew has been working with a “field find” sixcylinder Mustang fastback that sat for decades waiting and accident repairs, but not always accident forgiveness. to be discovered and saved from the crusher. It is a badly Collision shops often conduct shoddy repairs, slap on body filler, sand it out, paint it — and the results may man- rusted example that needs full-scale panel replacement — age to hide for decades. Then, rust bubbles up through the quarter panels, trunk floors, floorpan, front fender aprons — you name it. Fortunately, there’s National Parts paint and filler in an effort to return to its natural state as iron oxide. Such is the story of many classic vehicles, since Depot for virtually every piece of sheetmetal Ford used in the birthing of the Mustang to begin with. Because there was a time when they were just cars and trucks, and complete reproduction Mustang bodies are now available, few people cared much as long as they looked nice. this means you can also get every individual stamping The work we’re about to do on a 1965 Mustang fastback can be duplicated on just about any classic muscle car, but Ford bucked and welded into a classic Mustang. Terry Simpson of The Restomod Shop is a seasoned and there’s a right way and a wrong way to do things. Quarter panel replacement can be handled in a couple of different experienced restoration technician — a craftsman — who can tackle virtually anything. He is a metal technician and manners. You can do a full quarter panel replacement, fabricator who understands how to mend and work steel. which entails using the quarter panel as Ford stamped it He’s going to demonstrate how to take a seemingly hopea half-century ago, or you can do a partial quarter panel replacement. It is strongly suggested you do the full less classic Mustang body and give it new life. HENEVER YOU INVEST IN A CLASSIC

2021 GREAT RACE ROUTE SATURDAY, JUNE 19 START: Alamo Plaza (Alamo front), San Antonio, TX – 8 a.m. to noon LUNCH: Courthouse Square, downtown San Marcos, TX – noon OVERNIGHT: Santa Fe Plaza, Temple, TX – 4:30 p.m. SUNDAY, JUNE 20 LUNCH: Historic Courthouse Square, Granbury, TX – noon OVERNIGHT: Horton Classic Car Museum, Nocona, TX – 4:15 p.m. MONDAY, JUNE 21 LUNCH: Heart of Route 66 Auto Museum, Sapulpa, OK – 12:15 p.m. OVERNIGHT: Main Street, downtown Joplin, MO – 5:00 p.m. TUESDAY, JUNE 22 LUNCH: Benton Square on East 5th Street, Rolla, MO – 11:45 a.m. OVERNIGHT: Main Street, downtown Cape Girardeau, MO – 5:15 p.m. WEDNESDAY, JUNE 23 LUNCH: Broadway and Water Street, downtown Paducah, KY – noon OVERNIGHT: Veterans Blvd., downtown Owensboro, KY – 5 p.m. THURSDAY, JUNE 24 LUNCH: Elizabethtown Sports Park, Elizabethtown, KY – 11:30 a.m. OVERNIGHT: Griffin Gate Marriott, Lexington, KY – 5 p.m. FRIDAY, JUNE 25 LUNCH: Heritage Station, 11th Street, downtown Huntington, WV – 11:40 a.m. OVERNIGHT: Word Park, Neville Street, downtown Beckley, WV – 5:30 p.m. SATURDAY, JUNE 26 LUNCH: Main Street, downtown Galax, VA – 11:15 a.m. OVERNIGHT: Main Street, downtown Mooresville, NC – 5 p.m. SUNDAY, JUNE 27 FINISH: Hyatt Regency, Main Street, downtown Greenville, SC – 1 p.m.

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1. The first order of business is to have the body media blasted or chemical dipped to reveal all the hot spots that need attention. Although this is a California car, it had been left to rot in a small salvage yard. The rust damage is extensive. 2. Quarter panel removal begins with the melting of lead to expose factory seams. Always wear a respirator-type mask — not a simple dust mask — for this process. Lead, and the fumes that result from melting it, is toxic and dangerous to your health. 3. Terry makes short work out of quarter panel removal by cutting the panel out around its perimeter, then trimming out the seams. 4. The factory spot welds are cut out using a spot-weld cutter. A number of companies offer versions of this tool, which makes it easy to remove these joins, and the scrap steel, without damaging the remaining panel beneath.

2 3 4

5 6 5. All kinds of surprises can be found behind the quarter panel, such as pinhole rust like this. We’re going to replace both the trunk floor extension and wheelhouse. These could easily be patched as well, because they’re out of sight. 6. The remaining quarter panel is removed using an air chisel. It is always best to drill out the welds first with a spot-weld cutter, then remove as shown here. 7. Terry levels out the seam joints with a body hammer and bucking bar. They must be perfectly flat and free of high/low spots that cause poor bonding before the new panel is welded in place. 8. The rusted-out wheelhouse is removed as shown with a cutting wheel. Use eye protection and a face shield when working with these types of tools for any cutting or grinding procedure.

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9. We like this panel-forming tool from Matco, which produces the offset joint required to blend seams; similar items are available from other sources as well. Here, it offset forms existing sheetmetal to make way for the new quarter panel, which will fit to make a perfect seam where both panels blend. 10. The trunk floor extension is surveyed in preparation for removal. Terry marks where the cut will be made, and will follow these lines. 11. The new trunk floor extension will be installed in such a way that the seam is out of sight, even when viewed from inside the trunk.

13 10 12. Holes have been drilled in the new extension and Terry performs plug-and-fill welds. 13. They are then ground smooth and will defy detection. 14. The new wheelhouse is fitted to the existing opening and will be welded in place. This reminds us to be prepared for hidden rust and the required repair or replacement of internal sheetmetal, in addition to the external panels.

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15. The sail-pillar seam is worked with a hammer and dolly as shown to get it straight so as to achieve a perfect seam. There must be solid contact between the quarter panel and the sail pillar. 16. Before quarter panel installation begins, you must have perfect door fit and gapping. The door is adjusted to get gapping spot-on at the B-pillar and rocker panel below. A good unit of measurement is the humble paint stirrer, which is about 3⁄16 -inch. Use this as a reference tool. 17. The quarter panel is fitted. This is a very tedious process of checking all mating points and gaps. Don’t just lay it in place and start welding. You should have the decklid and doors installed and properly fitted before quarter panel installation. 18. The taillamp assembly is fitted into place to ascertain quarter panel to tail panel alignment. This is a good fitment tool because if it doesn’t fit, nothing else will fit. 19. Closer inspection reveals we still need to adjust the door to get gapping uniform from top to bottom. Adjustments are made at the door hinges. Loosen the bolts, but not completely — keep them snug and gently work the door. You want the top and the concave surfaces at the beltline to be uniform. Allow for the weight of the window regulator and glass if you’re fitting the door empty.

17 18 19

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20. The seam’s contact surfaces are hammered to ensure that they are flush. Note that we have temporarily secured the quarter panel with screws to make sure nothing moves during this stage. 21. Plug-and-fill welding holes are drilled here at the B-pillar. Prior to drilling, confirm the door gap one more time — the door cannot contact the B-pillar. There must be a 1⁄8 - to 3⁄16 - inch gap. Ideally, you will get a 3⁄16 - inch gap. 22. Terry has temporarily secured the quarter panel with sheetmetal screws and clamps. Plug-and-fill welding is performed to permanently secure the quarter panel. Screws are removed as the welds are performed. Terry stresses spacing out the welding to prevent warping.

20 21

23 24 23. The Restomod Shop employs these body jig fixtures, which deliver precision fitment for major-league sheetmetal replacement; this particular example is set up for classic Mustangs. These are similar to vehicle assembly skids used by the factory, which were floating jigs designed to carry the bodies down the line while keeping dimensions spot on. 24. Terry has had consistently good results with Evercoat body filler and used it for the welded seams on this project. Once the Evercoat filler has cured, it is best to shave it as shown using a “cheese-grater” file to get it down to the proper thickness before sanding begins. 25. Our finished quarter panel defies detection in its perfect fit. Terry tells us none of this should be done quickly. Take your time, sweat out the details, and enjoy the result.

25 SOURCES:

National Parts Depot • 800-874-7595 • npdlink.com Summit Racing Equipment • 800-230-3030 • summitracing.com The Restomod Shop • 209-942-3013 • therestomodshop.com

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GEAR

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*Prices shown are presumed accurate at the time of printing. Please confirm with seller prior to purchase.

STAY STRONG SIGNS

VROOM VROOM GIRL • VROOMVROOMGIRL.NET • $30 EACH Car enthusiasts are a diverse yet tight-knit bunch and Vroom Vroom Girl is celebrating this with its special run of limited-edition “Car Strong” items. This special line of products shares an American flag-inspired design, drawn with an automotive-mechanical twist: the stars and stripes are represented by nuts and wrenches. The vertical red, white, and blue design, with the distressed logos “Car Girl Strong” and “Car Guy Strong,” is recreated on stickers (sized 3.5 x 5.5 inches, $4 each), T-shirts (ladies’ V-neck/men’s crew neck, navy blue, printed front and back, sized XS-XXL, $20 each), and on these decorative metal wall signs. They’re sized 11 x 17 inches, made of heavy-gauge U.S. steel, and feature brass rivets for easy hanging in your den, garage, or wherever the spirit moves you.

CORVETTE STINGRAY: THE MID-ENGINE REVOLUTION MOTORBOOKS • 800-458-0454 • QUARTOKNOWS.COM • $45.00

The eighth-generation Corvette is arguably the most important in the near-70-year history of Chevrolet’s flagship sports car. Considering the various experimental mid-engine one-offs Chevy has built through the decades, this ’Vette truly was 60 of those years in-the-making, so much being reimagined in the process of shifting the traditional V-8 from under the hood to behind the seats. The importance of the C8 coupe and retractable hardtop convertible prompted this officially licensed, GM-produced 208-page hardcover book (ISBN 9780760367438), with a forward penned by GM President Mark Reuss. It leads readers through the mid-engine Corvette’s history, design work, and ultimately, into production. It’s fascinating to see the Holden Ute mule used to test chassis dynamics, unreleased styling sketches and clay modeling, and details of the production model. Fans of this reborn American exotic will surely want to add this collector-quality tome to their bookshelves.

1970 BUICK GS 455 STAGE 1

HEMMINGS • 800-227-4373 EXT 79550 • HEMMINGS.COM/STORE • $89.95 Enthusiasts shopping General Motors’ A-body model lines in 1970 were spoiled for choice, especially at the upper end of the range, where Buick kept its “banker’s hot rod” image alive with the GS 455 Stage 1. Hemmings Muscle Machines paired a Diplomat Blue Stage 1 with a W-30-optioned 1970 Olds 4-4-2 in “Class Transit” (issue #191), and it was that GS 455 that inspired the 1:18-scale model seen here, part of the American Muscle series from the collectible die-cast experts at Auto World. This example (item AMM1242) sports a three-pedal setup (not the 1:1 car’s console auto), but it’s otherwise true to form with a simulated black vinyl top over carefully applied blue paint and accurate badging, a white bucket-seat interior, steerable Wide Oval tires, and a realistic undercarriage. Lifting the hood reveals a surprisingly detailed engine bay, and doors open to show chrome-look sill plates with tiny, legible “Fisher Body” logos. A-body fans will thrill to this officially licensed model.

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THE GOODS

By Tom Comerro

*Prices shown are presumed accurate at the time of printing. Please confirm with seller prior to purchase.

VERSATILE COATING

GOLD EAGLE • 800-367-3245 • GOLDEAGLE.COM • $19.99/15.5-OUNCE BOTTLE Protect your car’s exterior with 303 Graphene Nano Spray coating. It is simple to use and can be applied in direct sunlight. It is said to provide a high level of gloss, with protection for 12 months or more, and reduces water spotting on your car’s paint by lowering the surface temperature. The spray also boasts a high watercontact angle, which helps to shed water from the paint. You can use the coating on wheels, chrome trim, and glass, too. It repels brake dust on wheels and keeps them looking clean, and it will help to preserve plastics often used in trim. It even repels water from glass while driving. There is no need for machine correction of high spots—should you apply too much or let it sit too long, just buff the remaining product off.

DIGITAL DASHES

AUTOMETER • 866-248-6356 • AUTOMETER.COM • $849.99 These new InVision dashes are a universal, direct-fit solution for your entire instrument panel and gauges. You can monitor the speedometer, tachometer, fuel level, oil pressure, water temperature, and voltage, all in one convenient spot. These are a good option if you feel your dash is outdated or inaccurate, and the new panels come with an easy-to-read, modern 12.3-inch LCD screen. The display features three selectable views, an adjustable rpm range, and readings in imperial or metric measurements. All kits include a wiring harness and sending units for water temperature and oil pressure, plus a joystick for dash customization. The precise instrumentation will help protect your car with visual and audible alarms for low fuel level, oil pressure, and voltage, plus high water temperature. The speedometer will easily calibrate to OEM or aftermarket vehicle speed sensors, and the versatile tachometer is compatible with most engine types. Speed sensors are not included; these are universal units, but dashes for specific applications will be released soon. Inquire about p/n 7000.

DENT REMOVAL

SUMMIT RACING EQUIPMENT • 800-230-3030 • SUMMITRACING.COM • $300.99-$582.99 The new H&S Autoshot stud welder kits are great for small and big jobs, helping to pull dents with precision and ease while eliminating the need to drill holes in the body panel. After inserting a weld stud into the welder and pressing the unit against the body panel, a pull of the trigger welds the stud to the metal panel. The slide hammer then clamps to the stud and pulls out the dent. Each kit has a 110-volt welding gun, Flexpert copper-coated steel studs, and a slide hammer with a four-jaw collet that tightly grips the studs. The Starter Kit has a 1,500-amp welding gun; the Stinger Plus Kit has a 2,000-amp gun; and the Deluxe Kit is rated at 2,500 amps. The studs are 2.2 mm thick in the starter kit, while packs of 2.6-mm studs are also available in the other kits. For a full listing of all of the accessories and features, ask about p/n HAA-9000, HAA-5500, and HAA-UNI-4550.

POWER SOURCE

HARBOR FREIGHT • 800-444-3353 • HARBORFREIGHT.COM • $1,199.99 If you need a generator for large or small garages that can also serve as an emergency home power supply when you need it, Harbor Freight now offers the Predator 8750W Inverter Generator. The inverter technology with electronic speed control gives the 8750W more than 15 hours of runtime. It is lighter than traditional generators, and built for strength, portability, and safety with a 1.1-inch steel frame and 10-inch wheels for mobility. The battery-powered electric start fires up the engine with ease every time. The unit has four GFCI-protected 120-volt 20A outlets, a 120-volt/240-volt 30A twist-lock outlet, a 12-volt DC outlet, and two USB ports. It also comes with a “CO SECURE” feature that checks carbon monoxide levels and automatically shuts off for safety when harmful levels of the gas are detected. Harbor Freight has several other Predator Generators for heavier applications, as well less-powerful models for recreational needs, ranging from $279.99-$1,799.99.

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AUCTION ACTION

McCORMICK’S COLLECTOR AUCTIONS, PALM SPRINGS, 2021 BIANNUAL DESERT SALE SEES $4.3 MILLION IN SALES FOR THE WEEKEND

WORDS AND PHOTOGRAPHY BY JEFF KOCH

ISITING THE McCORMICK’S

auction is a rite of spring in the burgeoning old-car community in Palm Springs, a town with a vibrant car scene three-quarters of the year. (During the summer months, everyone’s just waiting for the temperatures to dip below 100.) McCormick’s twice-yearly auction in the house’s hometown of Palm Springs, an event now celebrating its 35th year, proved to be the usual blend of high-mileage luxury machinery and fun surprises. Palm Springs is more of a Cadillac town than a Chevy one, but attendees will always find plenty to latch onto all the same, whether it’s a freshly restored, numbers-matching machine or a scruffy little puppy whose life will be vastly improved by a new owner. The auction held late this past

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February had eerily similar numbers to the auction held at the same location back in November: $4.3 million total ($4.2 million in November); 230 of 322 lots sold for 72-percent sell-through (versus 222 of 369 in November, for 60.2 percent sold). What’s more, Friday was preview day — anyone could come in and look around for free, as long as the security guard with the thermometer cleared you. Top sale for anything resembling American muscle was Lot 258, a white 1966 Chevrolet Corvette coupe with a 427 beneath the hood, which sold for $100,700. Once again, the bidder’s section was set up for social distancing with its chairs spread apart, and attendees’ temperatures were taken before admittance. But tradition lived on, in the form of the kickoff glass of Mumm’s champagne for bidders.

THE NUMBERS Total Sales: $4.3 million Sell-Through: 72 percent Top Muscle Car Sale: 1966 Chevrolet Corvette coupe; $100,700

UPCOMING AUCTIONS November 19-21: Palm Springs, California 760-320-3290 • www.classic-carauction.com Check with the auction house for up-to-date information. LEGEND

Condition: #1 = Excellent; #2= Very Good; #3 = Average; #4= Poor; #5 =Major Project Reserve: Minimum price owner will accept High Bid: The highest offer made (but vehicle did not sell) * Selling Price: What the vehicle sold for * Average Selling Price: Average market value of vehicles in similar condition. *All prices shown include the buyer’s premium on sold lots. Unsold lots include only the highest bid, when available.

CHEVROLET YEAR: 1969 MODEL: Camaro CONDITION: Modified/#1-

FORD RESERVE: Undisclosed SELLING PRICE: $54,325 AVG. SELLING PRICE: $57,000

What makes a modified car, modified? Paint, wheels, and driveline, sure. But what if the modifications were quickly reversible? That’s what the seller did with this clean 1969 Camaro convertible: The wheels were of the late-model variety, the rear spoiler (and only the spoiler) had been airbrushed, and the air cleaner appeared to have been found at a swap meet. Change these out and you would have a very clean, very stock 1969 Camaro convertible. As it was, it had been removed from absolute collector-car condition and taken into the realm of the custom… although it wouldn’t have taken much to bring it back to stock.

YEAR: 1984 MODEL: Mustang G.T. 350 CONDITION: Original/#1-

CHEVROLET RESERVE: Undisclosed SELLING PRICE: $11,660 AVG. SELLING PRICE: $5,500

YEAR: 1973 MODEL: Camaro CONDITION: Modified/#2-

Just 934 of these 20th-anniversary Mustang specials were produced in 1984. This unrestored 98,000-mile example, which we’re guessing survived at least in part because it had an automatic transmission in lieu of a fivespeed, also featured replacement aftermarket 16-inch TRX wheels wearing relatively cheap rubber (a clever solution, since metric-sized Michelin TRX rubber is so hard to source). It was certainly cleaner than you’d expect, and another example where the printed average hasn’t caught up to the new reality of the surging popularity of clean, original, unfussedwith ’80s cars.

RESERVE: Undisclosed SELLING PRICE: $19,610 AVG. SELLING PRICE: $17,000

Sporting a fuel-injected small-block Chevy (okay, a Tuned-Port-Injected 350 from the ’80s, but still…), QA1 shocks, and four-wheel disc brakes, this Camaro also displayed a dizzying array of features that put it squarely in 1980. It had thick paint; a retrimmed interior in black and yellow; a pair of 6x9 speakers cut into the parcel shelf; a smaller-diameter, thick-rim aftermarket steering wheel; and a vintage choice of big-andlittle wheels. Either this was a hilariously subtle update on a ’70s-style street machine, or it was a frightening mishmash of parts that looked a lot better in photos than it did in person. And it sold above the printed average, so what do we know?

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CHEVROLET YEAR: 1966 MODEL: Corvette CONDITION: Restored/#1

PONTIAC RESERVE: Undisclosed HIGH BID: $81,000 (not sold) AVG. SELLING PRICE: $67,000

RESERVE: Undisclosed SELLING PRICE: $19,610 AVG. SELLING PRICE: $29,975

YEAR: 1987 MODEL: Monte Carlo SS CONDITION: Original/#1-

RESERVE: Undisclosed SELLING PRICE: $18,815 AVG. SELLING PRICE: $9,350

A red big-block four-speed with 37,000 miles showing on the odometer. What’s not to like? Well, it had been repainted in its original shade of red — some corners of the hobby are fussier about that than others. The miles were advertised as original, and the body was claimed to have never been hit. That made us wonder whether the drivetrain was matching-numbers correct, which so many collectors groove on. This was also claimed to be a “certified car.” By whom? When? No picture of certification was displayed, even in crude photocopy form. Bids nearly 20 percent north of the average looked good, but the seller took his prize home.

Described as a “barn find” last driven in 2003 and parked in a garage with just 63,000 miles on the odometer, this was an Olds/automaticpowered T/A with the transformational WS6 handling and braking package. It also had a dent in the rear quarter, a sun-faded body that was seeing the factory brown disappear in favor of original primer, some big door scratches, brown velour interior material that was intact but turning grey, and other evidence of aging. This was the sort of car that, at one time, would have been a “just one repaint in the factory color” sort of car, except we’ve reached a place now where originality is occasionally cherished more than condition. What to do? We’re not sure buyers knew either, leading to this result.

Once again, the average hasn’t caught up with the market: ’80s cars are hot, whether to keep as collectibles or to hot rod into highperformance restomods. This non-Aero Coupe Monte Carlo SS displayed 73,000 miles — but looked like it had gone about a tenth that distance in its nearly-35 years on this earth. Nary a rock chip (or repair for same) graced the angled nose, and the rare tan bench-seat interior (!) appeared to have barely used. No wonder it went for double the published average.

PLYMOUTH

CHEVROLET

BUICK

YEAR: 1971 MODEL: ’Cuda CONDITION: Restored/#2+

RESERVE: Undisclosed HIGH BID: $47,000 (not sold) AVG. SELLING PRICE: $65,000

Nice car, cleanly done, but we had questions. If this older-restoration In-Violet 440 Six Barrel ’Cuda was full of its original parts, you’d think that the seller would be going out of his or her way to point out how numbers match on this component or that. Instead, we were told “all original panels,” which is always nice to hear on a unit-body car, but doesn’t quite get to the heart of whether that driveline rolled out of Highland Park in this ’Cuda — and the driveline is what separates a $65,000 car from a $150,000 one. Judging by the bidding, we’re thinking this was originally a 340 or 383 car, so we’re putting the average sale price in between those values.

YEAR: 1979 MODEL: Firebird Trans Am CONDITION: Original/#2-

CHEVROLET

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YEAR: 1972 MODEL: Corvette CONDITION: Restored/#2

RESERVE: Undisclosed SELLING PRICE: $32,330 AVG. SELLING PRICE: $49,500

Another red big-block four-speed — a few years newer than the other in this report, with air conditioning to boot. This one found a home, despite a sale price that wasn’t quite up to the average. The missing driver’s door panel in online auction shots was happily replaced on the day. The silver fender gills were a curious touch that removed it from the realm of aesthetic perfection, as were the late-model white-letter radial tires. The odometer showed 9,000 miles — was that from new? Surely not. From the time of restoration? Possibly. From its second trip through the odometer’s numbers? Who could tell?

YEAR: 1972 MODEL: GS CONDITION: Modified/#2

RESERVE: Undisclosed HIGH BID: $29,000 (not sold) AVG. SELLING PRICE: $35,000

Of the 8,575 Buick GS models built for the 1972 model year, 5,526 of them — nearly two-thirds — were four-barrel-350-powered automatic hardtops. That’s not a ton built, and certainly far fewer remain. How many of them were two-owner cars with less than 54,000 miles on the clock? Fewer still. So, if you’re going to build a tribute to the GSX, wouldn’t you want to do it with, maybe, a lesser Skylark? The big-and-little tires were possibly necessary, considering the seller claimed 400plus horsepower from the Buick 350. Underhood was mostly right on, save for the aftermarket valve covers. All that work, and the result didn’t get bid up to the average value of a plain ol’ 1972 Buick GS hardtop automatic.

SHELBY YEAR: 1969 MODEL: G.T. 350 CONDITION: Restored/#1

RESERVE: Undisclosed HIGH BID: $86,000 (not sold) AVG. SELLING PRICE: $148,000

Years ago, the 1969 and ’70 Shelby coupes and convertibles got little respect — heavier, softer, and more option-laden than the “pure” early cars, they were frequently overlooked by collectors. Not anymore, judging by highend pricing that approaches $150,000. This automatic example appeared freshly restored to a high degree — although the “fill in the blank” portion of the auction sheet, where the history of a particular car can be described, was blank. That’s never a good sign. Could that be what held bidding back to a hair over high average value?

FORD

CHEVROLET

YEAR: 1966 RESERVE: Undisclosed MODEL: Mustang High Country SELLING PRICE: $29,680 CONDITION: Restored/#2 AVG. SELLING PRICE: $40,000

YEAR: 1975 MODEL: Camaro CONDITION: Original/#2-

You hear a lot about the California Special Mustangs, but the 333 High Country Mustangs sold through Denver’s Ford dealers in 1966 get far less ink. Available in any body style and powertrain combination, they were offered in three special colors — including Aspen Gold, seen here on this clean, older-restoration V-8 convertible. Radial tires suggested it had been a driven car, which was backed up by the 83,000 miles showing on the odometer. We wondered if this Colorado original would have sold better closer to home, where locals would remember these limited models driving around as new cars.

Chevrolet stopped making the Z28 after the 1974 model year (to resume for 1977), but this Sport Coupe was optioned like one, minus all of the visual fripperies: the 155-horsepower, four-barrel 350 was mated to a four-speed stick, and the car wore Rally wheels. This was an original specimen, showing 10,000 miles on the odometer but 110,000 everywhere else. Trim rings had been scraped to within an inch of their lives, supermarket rash peppered the body, and the bumper fill panels were ill-fitting and discolored (if probably original). Air conditioning and the four-speed helped bump the average value into five figures, even if the eventual sale price didn’t quite make it there.

RESERVE: Undisclosed SELLING PRICE: $9,805 AVG. SELLING PRICE: $13,000

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Ad deadline: 11/19/21 • In-home: 12/24/21

To find out more call: 704-973-1813 www.hemmings.com JULY 2021

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AUCTION NEWS By Tom Comerro

BARRETT-JACKSON SCOTTSDALE

BARRETT-JACKSON

Barrett-Jackson has released the sales results from its March auction in Scottsdale, and despite the lingering effects of COVID-19 and the show taking place two months after its typical January date, the Arizona auction house saw total sales top $105 million, with more than 95 world records and $5.8 million raised for charity. When the final figures were tallied, 1,054 vehicles sold for a total in excess of $95 million, with 1,000 pieces of automobilia and charity lots bringing in the rest. One of the top sellers among American performance cars was a 1970 Chevrolet Chevelle SS 396, a one-owner example that had received a frame-off restoration. It had the original L34 396 (really 402-cu.in.) big-block engine, cowl induction hood, blacked-out grille, and black rear bumper insert panel. It rode on five-spoke SS wheels and had the F41 special suspension. The wide array of options included air conditioning, automatic transmission, tilt steering column, Soft Ray tinted glass, power windows, and an AM/FM radio with rear speaker. The exterior was finished in the correct Cranberry Red paint with black sport stripes, and a black bench interior brought the color scheme together. With 52,727 miles on the odometer, the restored Chevelle changed hands at $165,000. One of the modified cars to sell was a 1969 Camaro custom coupe that underwent a full rotisserie restoration. Its engine was a 7.0-liter GM LS7 with a Magnuson supercharger, mated to a Tremec five-speed, which sent torque to the rear wheels through a 3.73-geared Moser 12-bolt rear end. It was also outfitted with Kooks headers, 3-inch exhaust, and a four-core aluminum radiator with aluminum core support and two 12-inch electric fans. The exterior had custom front and rear spoilers, cowl induction hood, custom aluminum grille, new glass and trim, and Billet Specialties wheels with Nitto tires. The Camaro also sold for $165,000. Full results from the auction are now avai

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JULY EVENTS 2-4

Goodguys Heartland Nationals Des Moines, Iowa • 925-838-9876

9-11

Carlisle Chrysler Nationals Carlisle, Pennsylvania • 717-243-7855

Long Beach Hi-Performance Swap Meet Long Beach, California • 800-762-9785

11-15

Pontiac-Oakland Club International Convention Uncasville, Connecticut • 763-479-2111

15-17

Central Pennsylvania Auto Auction Lock Haven, Pennsylvania • 800-248-8026

15-18

Pittsburgh Vintage Grand Prix Historics Pittsburgh, Pennsylvania • 724-535-1000

16-18

Dave & Ed’s Super Swap Meet Canfield, Ohio • 330-477-8506

16-18

Syracuse Nationals Syracuse, New York • 800-753-3978

22-24

GAA Classic Cars Auction Greensboro, North Carolina • 855-862-2257

23-24

Somernites Cruise Truckin’ Nationals Somerset, Kentucky • 606-872-2277

29-31

Mecum Auctions Orlando, Florida • 262-275-5050

30-31

Vintage Chevrolet Club of America Central Meet Lima, Ohio • 708-455-8222

Please note that these events are active as of press time despite the ongoing COVID-19 pandemic. We recommend you verify the status before making plans to attend.

MECUM

UP NEXT

MECUM MUSCLE

Mecum set a new record with a total of $42.3 million in overall sales for its annual Glendale, Arizona, auction, held this past March. The sum was higher than Mecum’s inaugural Glendale event two years ago. More than 700 cars found new owners, a result that produced a sell-through rate of 86 percent. American muscle cars raked in more than $13.3 million in total sales, with a sell-through of 80.4 percent. One of those sales included a mid-production 1970 Ford Mustang Boss 429, bearing Kar Kraft serial number 2337. It had all of the proper standard features, including a Hurst four-speed and Drag Pack 3.91:1 Traction-Lok rear axle, Competition Suspension, front spoiler, dual color-dyed racing mirrors, and Goodyear Polyglas tires on chrome Magnum 500 five-spoke wheels. The rare Grabber Green Boss showed 57,884 miles on its odometer and came with documentation that included the shipping invoice and a Deluxe Marti Report. When the bidding stopped, the car found a new owner at $385,000. Also selling was a four-speed 1969 Hemi Road Runner hardtop that had only seen 200 miles since its recent restoration was completed. It was finished in Omaha Orange with a black vinyl top and black split-bench-seat interior. It had the Hurst shifter, Air Grabber hood, redline tires, color-matched steel wheels with bright hubcaps, 4.10-geared Dana rear axle, and original fender tag. Believed to be one of 234, the Hemi hardtop sold for $137,500. Full results from Glendale, including the more than 150 muscle cars sold, are now available at mecum.com.

Complete Repair, Restoration & Custom

SPEEDOMETERS TACHOMETERS GAUGES

The GAA Classic Cars Auction is set to take place July 22-24 at The Automobile Palace in Greensboro, North Carolina, and consignments are now being accepted. Last year’s event took place without any spectators and saw an 83-percent sell-through, with just under 600 cars sold. As of now, the auction will only allow bidders and consignors in the facility (no general admission tickets will be offered). GAA also offers phone and internet bidding. For the latest information regarding the summer sale, visit gaaclassiccars.com. Mecum’s Harrisburg, Pennsylvania, auction, originally scheduled for July 28-31, has been postponed until 2022. In its place, Mecum will be holding a sale a the Orange County Convention Center in Orlando, Florida, from July 29-31. Details are still under development as of press time, but the auction house is expecting more than 1,000 cars to cross the block during the three-day event. For the latest details, visit mecum.com.

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RESTORATIONS

Over 35 years’ experience goes into each restoration. Check our website to see CARS FOR SALE and restorations in progress. We specialize in ’55-’57 Thunderbirds – please visit our THUNDERBIRD CENTER for a complete line of reproduction, NOS and used parts. We also have NOS sheetmetal.

hillsresto.com CLASSIC CAR RESTORATION & PARTS 29625 Bashan Rd., Racine, OH 45771 Info/ Tech support: 740-949-2217 Parts: 866-949-1956

JULY 2021

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HEMMINGSAUCTIONS.COM By Mark J. McCourt • Images courtesy of hemmingsauctions.com

Hemmings Auctions is our live, online auction site that offers a broad variety of classic and specialty vehicles from all eras. Auctions run for two weeks and qualified bidders place their bids electronically. Once a vehicle is accepted into the auction, the seller pays only a $99.95 listing fee. The winning bidder is responsible for a 5-percent fee on all completed auctions. The following are examples of auctions that transpired during the month leading up to press time.

1968 FORD MUSTANG SHELBY G.T. 500CR RESERVE: $193,500 SELLING PRICE: $203,175

RECENT MARKET RANGE: $188,000-$227,000

Classic Recreations built this 71-mile Shelby G.T. 500CR, using a sixcylinder Mustang fastback base, as an officially-licensed-by-Carroll Shelby tribute to the 1967 Shelby. It blended classic looks with modern performance via a 490-hp fuel-injected 5.0-liter Coyote crate V-8 mated to an automatic gearbox. Desirable performance bits included a 9-inch rear with 3.50-gearing and traction control, cross-drilled disc brakes at each corner, and 18-inch Shelby alloys with knock-off spinners. The G.T. 500CR handily topped its reserve, but — had its seller offered still more details about the build and equipment — it might have pushed even further into $200,000 territory.

1965 PONTIAC GTO RESERVE: $32,000 SELLING PRICE: $36,750

RECENT MARKET RANGE: $28,710-$42,520

This second-year Pontiac GTO sported a Tri-Power 389 V-8 under its twin-nostril hood. That engine was noted to combine a replacement block and correct 1965 Tri-Power carburetors and intake with this car’s original cylinder heads and exhaust manifolds. It was backed by a rebuilt Muncie four-speed and 3.23:1 Safe-T-Track rear axle. A blend of single-stage and base/clear led to a minor variation in the Montero Red paint, and small chips and blisters were present. The refurbished interior, with an aftermarket steering wheel and tachometer, presented well, and recent chassis work made the car drive as it should. Numerous videos and photos gave bidders confidence.

1997 CHEVROLET CAMARO Z28 RESERVE: $18,000 SELLING PRICE: $19,688

LEGEND

RECENT MARKET RANGE: $17,120-$24,530

Chevrolet celebrated its pony car’s longevity with 1997’s 30th Anniversary Edition, which stood out in monochromatic Arctic White with Hugger Orange accents. One of just under 1,500 built, this “Z4C”-optioned Z28 housed a 5.7-liter LT1 V-8 and six-speed manual, which had motivated the car just 28,000 miles. The drivetrain was noted to be free of leaks and operating without issue, while the paint was said to have a few small stone chips. Equally nice was the white leather interior with special embroidered trim. The original build and sales documentation was displayed during the auction and went with this Camaro, which sold for a market-correct price.

RESERVE: Minimum price owner will accept SELLING PRICE*: What the vehicle sold for, inclusive of buyer’s 5-percent fee

(*sold as a Premium Classified following the live auction)

RECENT MARKET RANGE: The low-to-high value range for the vehicle based on published results of similar vehicles sold at auction over the previous 18 months

Hemmings Auctions is a live, online-only collector-car auction staffed by live customer service professionals ready to help bidders and sellers with any questions. See more at hemmingsauctions.com. If you have questions, comments, or suggestions, email Auctions Editor Terry Shea: terryshea@hemmings.com.

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1978 PONTIAC TRANS AM RESERVE: $18,000 SELLING PRICE: $39,113

RECENT MARKET RANGE: $17,410- $27,210

This Martinique Blue Trans Am showed a believed-authentic 29,000 miles on the odometer and was said to be in original, never-rusted condition. Under the decal-free hood were a 185-hp 400-cu.in. V-8 and TH350 transmission, both of which were noted to have minor fluid leaks. The car’s original finish presented well with minor age-related flaws, and the T-top seals were claimed good. The blue vinyl interior looked very nice, and the factory A/C still cooled, while recently installed radial tires complemented a fresh suspension component service. Copies of factory documents were included, and an impressive 44 bids drove this Pontiac into a very strong sale.

1966 FORD MUSTANG

1962 CHEVROLET CORVETTE

RESERVE: $25,500 SELLING PRICE: $37,275

RESERVE: $36,000 SELLING PRICE: $40,950

RECENT MARKET RANGE: $26,000-$37,240

It says something when a car sells at the top of its value range, as this ’66 Mustang convertible did, and the two-barrel 289 V-8-powered, Tahoe Turquoise-over-Aqua soft-top really resonated with bidders. The recently tuned-up C-code V-8 was mated to a C-4 automatic, and that driveline was said to run and shift perfectly, with no leaks. The Ford’s exterior and interior cosmetics were promised equally nice, with only a stone chip marring the factory-color respray, and faux knock-off spinner wheel covers perfectly evoking the summer of ’66. The seller answered all questions, and after an impressive 53 bids, the aforementioned strong selling price was the result.

RECENT MARKET RANGE: $35,420-$49,510

A final example of the first-generation Corvette, this 1962 roadster sported a 350-hp, 1965-vintage 327-cu.in. V-8 under its hood, topped with an Edelbrock intake and carburetor, plus headers, and mated to a four-speed manual. That driveline was said to work perfectly. The aging Honduras Maroon paint had some flaws, but the black top was new, and the interior appeared good, save for faded carpeting. Power steering had been added to the chassis, and front brakes were upgraded to discs behind Torq-Thrust D wheels. A responsive seller who answered questions, along with two videos and 100-plus photos, gave bidders confidence in this early-late flagship Chevrolet.

AMERICAN AUTOWIRE ................................37 AMES PERFORMANCE ENGINEERING ........... ....................................................................47 BARRETT-JACKSON .....................................13 BOBS SPEEDOMETER................................. 69 CLASSIC INDUSTRIES ..................................41 CLASSIC PERFORMANCE PRODUCTS........... ...........................................inside back cover COKER TIRE .....................................................1 COVERCRAFT INDUSTRIES ....................... 29 CUSTOM AUTOSOUND MFG ........................31 DAKOTA DIGITAL ..........................................35 ECKLER’S AUTOMOTIVE ............................ 49 GOVMINT.......................................................27 THE GREAT RACE .........................................53 THE HAMILTON COLLECTION .......................11 HEIDTS ..........................................................37 HILL’S AUTOMOTIVE ................................... 69 HYDRO-E-LECTRIC .......................................51 IDIDIT .............................................................47 INLINE TUBE ................................................ 39 J.C. TAYLOR INSURANCE ........................... 29 MECUM AUCTIONS ........................................5 MODERN DRIVELINE.....................................14 NATIONAL PARTS DEPOT ..............back cover ORIGINAL PARTS GROUP .............................19 PERFORMANCE COATINGS, INC.................57 PERFORMANCE DISTRIBUTORS .................61 RPM FOUNDATION .......................................63 SCHWARTZ PERFORMANCE .......................41 STAUER ......................................................7, 21 SUMMIT RACING EQUIPMENT......................3 THERMO TEC .................................................51 TP TOOLS ......................................................47 TREMEC..........................................................15 TRICK FLOW........................ inside front cover UNIVERSAL VINTAGE TIRE CO ......................4 WALDRON’S EXHAUST ................................57 YEAR ONE.......................................................51

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JIM McGOWAN jmcgowan@hemmings.com

Seasons Change

Eventually, younger enthusiasts will be buying one or more of our rolling treasures.

ith the weather nice and warm here in Southern California, a lot of folks have been unloading extra parts to clear out the garage, raise a little money, and get the hobby car out on the road. Up until the last few years, the majority of muscle cars, in all their various years, makes, and models, have been owned by older enthusiasts. These enthusiasts, many of whom are now in their 60s-80s, have replaced a car they once owned or have finally bought the car they couldn’t afford decades ago. Eventually, younger enthusiasts will be buying one or more of our rolling treasures. It’s actually happening right now! I’m sure that I’m not the only one thinking about this; there are most likely thousands of 30- and 40-year-old “kids” with the intention of acquiring a classic muscle car. But, when you think about it, this is preserving the species, and really, many of us probably happened by our muscle cars the same way. That’s exactly how I found my ’65 GTO convertible in ’84. I’m lucky enough have a couple of sons who were brought up surrounded by different kinds of muscle cars. They know that someday my cars will come to them, and they have already made their selection (behind my back, of course). But, while I’m still looking down at the grass, these restored cars will never leave my ownership. Hopefully, my muscle cars will not be immediately available, and when the time comes that they are, I know that my sons will take good care of them. Still, this is food for thought for all of us. There is a complete generation of young enthusiasts who haven’t the wherewithal to buy a restored or unrestored muscle car today, but have set their goals, and they’re reading this magazine to learn more about these decades-old cars and picking the one they want. Life goes on! Owning a muscle car is one thing, and keeping it is another. Theft protection is of utmost importance, as classic car theft has increased over the last few years. If you are a finicky restorer, then installing a security device can be a real problem. Having a box and horn attached somewhere underhood is out of the question, so what can you do? Probably the

simplest and least-expensive solution is to install a toggle switch under the dash, in the wire that runs from the ignition switch to the coil. It should be mounted where you can reach it, but where it’s not visible to a bad guy. In the “On” position the car will run, but in the “Off” position the coil will be disconnected from the system and the engine will never start. I know many folks who use this simple method, and unless a thief has a lot of time — and most don’t — it can save your car. Another trick is to install a shut-off valve in the fuel line from the tank to fuel pump. This will go under the car, in a relatively accessible location, but it will be invisible unless you crawl under the vehicle and search for it. Just flip the arm on the valve and no fuel will get to the carburetor. The only drawback with this is that the car will start and run until the gas in the carb is expended. But it won’t get very far, as you know from watching your gas gauge dive while cruising. As we all know, batteries in these muscle cars are relatively simple to install and remove. It is really easy to just remove the battery and lock it in the trunk. Popping off and removing the coil wire is easier and just as effective, and removing both is double insurance. I doubt that there are too many thieves skulking around with spare coil wires and batteries, plus the time to install them. Time is not on their side! Taking any precaution, even the simplest, is good advice for any muscle car owner, particularly if you’re parking overnight at a show. I’ve heard stories of thieves who check out the cars at the show during the day and simply watch where they are placed for the night. Simple theft prevention steps can save you a lot of misery and money. Still, even after taking all these precautions to keep your car safe, a locked garage is the best theft prevention! Meanwhile, with vaccines readily available now and COVID-19 case numbers in decline, some semblance of normalcy is returning slowly. I’m driving my GTO more often than I usually did and enjoying it more. Hopefully, the worst is finally over. Let’s keep our fingers crossed!

UA I STEERING BRAKES SUS ENSIO A S FUEL INJECTION-READY OE TANK KITS

SCAN QR CODE TO SEE THE BUILD!

STOCK-HEIGHT WHEEL BRAKE KITS

KITS FEATURE:

• Heavy-Duty Stamped Steel Fuel Injection-Ready Tank • Complete EFI 25 Ft. Fuel Line Kit — with −6AN Fittings IN-TANK • Fuel Regulator/Filter Combo PUMP • Fuel Tank Sending Unit LUDED! C IN • 255 L/H In-Tank Pump up to 600HP

KITS FEATURE:

1968-74 NOVA 1967-69 CAMARO KIT

No Modifications to Cars Stock Suspension Components: – Rotors – Brackets, – Loaded Calipers – Bearing – Seal – Dust Caps – Hoses Spindles Also Available Separately

SHOWN

(High-Volume 340 L/H Also Available)

• OE Direct-Fit Installation — Requires No Modifications • Mounting Straps, Brackets & Hardware

1964-67 CHEVY A-BODY KIT SHOWN

COMPLETE ALL-IN-ONE KIT starting at COMPLETE LINE OF ACCESSOR AVAILAB

PRO

BUILDER’S

CHOICE

N! 100%RE- DESIG

EFI COMPLETE FUEL FILTER/REGULATOR KITS starting at $129/kit EFI FUEL PUMPS (available in 255 L/H or 340 L/H) starting at $89/ea EFI IN-TANK FUEL PUMP INSTALL KITS starting at $165/kit GAS TANK SENDING UNITS starting at $29/ea EFI FUEL FITTING KITS starting at $62/kit

UT DES!

Shown with optional upgrades

HYDRAULIC ASSIST SYSTEMS

LUMN OR COSHIFT R O O FL I

READY TO L NSTAL

• New - Tighter Tilt Mechanism • New - Shift Handle & Shift Collar— Eliminating All Excess Play with More Positive Shift Points TABLE • New - Improved Turn Signal ADJU-S Y & Neutral Safety Switch 5 WA TILT • New - Professional Finish— Satin Black or Chrome $ UNIVERSAL FIT COLUMNS starting at /ea • New - Damage Free Packaging Classic Fit PREMIUM 1967-72 $ Plastic Suite Case CHEVY TRUCK COLUMNS starting at /ea

429 469

COMPLETE FRONT END KITS UPGRADE TO:

POLYPLUS™ 1968-70 CHEVELLE KIT SHOWN

KITS FEATURE:

• Upper & Lower Ball Joints • Inner & Outer Tie Ro Ends & Adjusting Sle • Idler Arm or Idler Arm Bushing • Upper & Lower Polyplus™ or Rubber Control Arm Bushings with Bump Stops

? NO VACUUM ! NO PROBLEM

Sway bar bushings & end links sold separately.

• Factory Correct —Precision Engineered • Ball Joints & Cross Shafts • Black Semi-Gloss Coated Finish

SYSTEMS FEATURE:

• Designed to Upgrade from Manual or Vacuum-Assisted Brakes • Compact, Powerful, High-Quality, Direct Bolt-In Unit — Ideal for Engines Producing Low Vacuum or Large Cam Applications • Boosts Up to 80% More Brake Clamping Force OLT-IN B N Over Standard Power Boosters! INSTALLATIO • Aluminum Corvette-Style Master Cylinder A B R ND (Upgrade Options Available - Including Wilwood) NEW LT! • Prop & Stop Block Kit NOT RE-BUI • Frame Mount or Firewall Mounting Bracket & Accumulator Cover • Street Beast™ with Rubber Pressure & Return Hoses • Show Stopper™ with Stainless Pressure Hose & Rubber Return Hose Kit $ /kit • All Mounting Hardware COMPLETE SYSTEMS starting at

829

1800 PSI

469

HYDRAULIC BRAKE ASSIST INSTALL KITS

29/kit

POWER STEERING CONVERSION KITS 1978-87 G-BODY SHOWN

169/kit COMPLETE KIT starting at $239/kit FRONT & REAR SWAY BAR KITS

BASIC KIT starting at $

100% NEW

NOT RE- BUILT!

STANDARD OR HEAVY DUTY

4:1 SPORT RATIO

Shown with billet upgrades

• Direct Bolt In Power Steering Box & Pump • Inverted Flare Hose Kit w/Pressure & Return Line • Mounting Brackets & Hardware

• Work with g Both Stock & REAR STOCK-SUSPENSION KITS starting at $ Tubular Arms

149/kit

SCAN QR CODE FOR

CATALOG

LATION BOLT-IN INSTAL

833-820-6913

See it all at: teamcpp.com

Kit content may vary per application

599/kit

500 SERIES KITS starting at $ POWER BOX ONLY starting at $

ClassicPerform .com

269/pr

LOWER ARMS starting at $

FRONT & REAR COIL SPRINGS

• High-Quality Chrome-Silicon Alloy Construction • OE Fit & Black Powdercoated Finish

STOCK TO 5" DROP!

95/pr

FRONT OR REAR starting at $

ALL POPULAR APPLICATIONS

CLASSIC FIT™ NITROGEN GAS SHOCKS • 180 PSI Nitrogen Gas Cylinders • Stock or Lowered Height Style Other Popular Brands Also Available

A PERFORMANCE HANDLING KITS

starting at $

starting at

•Inner/Outer Tie Rod Ends • Billet Sleeves

FOR ALL POPULAR APPLICATIONS

39/ea

Includes in-line filter, fitting kit & brake bleeding syringe. $

SHOWN

199/pr

UPPER ARMS starting at $

available on upper arms for 1955-57 Chevy Fullsize applications

FRONT OR REAR starting at $

Hydraulic assist unit includes billet aluminum mounting bracket with black anodized finish & hardware on

•Pitman Arm

FOR AL POPULA APPLICATI

STOCK-TYPE UPPER & LOWER CONTROL ARMS 1964-72 SHOWN

APPLICATIONS

Basic Kits Include • Center-Link •Idler Arm

399/kit

CHEVELLE

100% NEW BARE UNITS

199/kit POLYPLUS KITS starting at $289/kit FOR STEERING LINKAGE KITS POPULAR

Tech Tips, Features, Events, Projects, News & Parts

STREET BEAST SYSTEM SHOWN

starting at

FOR ALL POPULAR APPLICATIONS

RUBBER KITS starting at $

Complete Kits Also Include

AVAILABLE FOR EARLY NOVA & 2ND GENERATION NOVA, CAMARO & CHEVELLE APPLICATIONS

INCLUDING 1964-68 MUSTANG

FOR ALL POPULAR APPLICATIONS

CLASSIC

TILT STEE

429/kit

379/ea

G RA D E THE UPED FOR N IG DES DGET THE BU ED! D IN M KITS FEATURE:

• 1-1/8" Front & 1" Rear Sway Bars • Front & Rear Gas Shocks NDLING! • Front & Rear Lowered Springs GREAT HA starting at $ /kit • Mounting Hardware

599

COMPLETE WIRING KITS AMERICAN AUTOWIRE CLASSIC UPDATE SE

• Headlight, Dimmer & Ignition Switches, Boots, Tubes, Grommets, Fuses, Relays, Flashers & Original Connectors • Terminals & Disconnects 27 SPECIFIC ! • For All Make/Model/Year Vehicles KITS AVAILABLE • Designed for Modified Original $ /kit Vehicles -Not for OEM restoration projects starting at

504

GET CONNECTED!

#classicperform

Classic Performance Products, Inc.

378 E. Orangethorpe Ave., Placentia, CA 92870 Prices subject to change without notice. *Please note that kits and prices may vary between certain applications.