The Shop December 16 by Jesse D

THE SHOP

DECEMBER 2016

DAN GURNEY • HOOD ACCESSORIES • SHOP LIFTS

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CONTENTS // December 2016 // Volume 19 Number 7

FEATURES \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 8 SHOP-LIFTING IS NOT A CRIME Finding a safe, solid lift for your work bay. By Eddie Wieber

14 THESHOPMAG.COM

Highlights from THE SHOP’s daily online newsletter. By Anthony Bowe

PERFORMANCE 17

INSIDE LINE

END-OF-YEAR DIESEL PERFORMANCE WRAP-UP

Out front with the circle track market. By John Carollo

Celebrating 2016 winners & the late Brady Neal Williams. By Ron Knoch

RACING PRODUCTS

Components and upgrades for racing.

BIG, BAD & BEAUTIFUL

Diesel Tech in California embraces the tough truck market. By John McCabe

RACING ICON: DAN GURNEY

A winner in four major motorsports categories, plus a builder, team owner & more. By James Maxwell

The latest power and control upgrades.

PERFORMANCE PRODUCTS

BUSINESS 56

SURVIVING SOCIAL MEDIA, PART 2

HOW TO HAVE A GREAT STORE SALE

Business owners & managers share their views on what works, what doesn’t. By JoAnn Bortles

Interact with customers, build rapport & make some fast cash. By Tom Smisek

60 GO TEAM! Strategies for effective group projects. By Timothy F. Bednarz

RESTYLING 65

COMING AT YOU

RESTYLING PRODUCTS

Or, how to make a good first impression …

The latest truck, car and SUV parts that add style and utility.

By Josh Poulson

68 BEHIND THE BRAND: ZIEBART INTERNATIONAL CORP. From simple rustproofing to a global presence.

76 INSPIRATION EVERYWHERE Ten questions for master trimmer Tracy Weaver.

By Naseem Muaddi, TheHogRing.com

By Jake Rishavy

IN-TUNE Eric Eldreth takes away the mystery of tuners & programmers. By Jef White

PA G E

17 2

THE SHOP

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DECEMBER 2016

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CONTENTS // December 2016 // Volume 19 Number 7

PA G E

FEATURES \\\\\\\\\\\\\\\\\\\\\\\\\\\\\ TECHNOLOGY & ELECTRONICS

DEPARTMENTS \\\\\\\\\\\\\\\\\\\\\\\\ DRIVER’S SEAT ..................................................6 See You Soon.

AD INDEX ........................................................95

82 AUDIO: CUSTOM SYSTEMS VS. PLUG-AND-PLAY Successful mobile electronics outlets find room for both. By Brett Solomon

Alphabetical listing of this month’s advertisers.

ONE MORE THING ............................................96 Rusty Parts or Rolling Art?

SHOP TOOLS & EQUIPMENT

COMING NEXT MONTH

86 WORKING WITH METAL

• Future Trends • Wheels & Tires • The European Market • ‘Precision Engine’ Supplement

Planishing hammer tips: smoothing and forming with precision. By Mike Mavrigian

HOT ROD & CUSTOMIZATION 90 POSH PONIES Mustang restorations go high-end. By John Gunnell I don’t look at it as advertising, but rather as another way to have a conversation with people, help to create relationships and to solidify them. Amy Mattinat, Auto Craftsmen. On using social media as a networking tool. See page 56 4

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ON THE COVER

Dan Gurney’s name entered the record books decades ago, winning multiple races in four major motorsports categories. Today at age 85, he is a racing icon and still busy creating unique racecars, trucks and motorcycles. See story on page 30.

R NEVE AN S S I M UE! ISS

LAST MONTH’S HIGHLIGHTS • The Towing Market • Project Vehicle Roundup • Street Performance • Off-Road Products

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See You Soon

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ne of the great things about the automotive aftermarket is that there are few instances when a shop is forced to say goodbye to a

customer. It’s more like, “See you soon.” Repeat customers are a valuable commodity in this industry. Establishing strong relationships and properly servicing clients who have developed a lifelong love for Jef White their automobiles are cornerstones of many successful Executive Editor shops’ business strategies, as those customers tend to www.TheShopMag.com come back again and again. In some instances repeat visits are a no-brainer, such as for shops that offer repair services. For instance, Diesel Tech in California is strategically located near a variety of recreational areas, and has made such an impression on some travelers over the years that vacationers often book a service stop at the shop as part of their annual road trips. “I know it sounds cliché, but we really do treat customers and employees like family,” says Jeremy Taylor of Diesel Tech. “People who started out as customers are more friends than customers. We go hunting with them, trail riding …” Shops that serve the racing community should also plan on knowing their best customers on a first-name basis. Not only are there the usual consumables that need to be replaced—things like tires, fuel and oil, spark plugs and nitrous refills—but periodic upgrades to help them go faster or step up in classes. “Guys are ready to spend again after stretching parts and budgets for a year,” says Jeff Behuniak of Canton Racing Products. “Racers are probably looking to rebuild or refresh their engines.” If you haven’t already, now may be a good time to emphasize products that lead to return visits. Because, chances are your customers already have. So says Eric Eldreth of Innovative Diesel and ID Motorsports, when talking about as common a product as engine tuners and programmers. “One of the selling points, which is important as an investment, is the ability to either reuse the device on another vehicle or uninstall the device and resell it. It’s not a disposable device—that’s important to us and the customer,” he notes. “The customer will return if they are treated well.” So, why not take a simple approach to increasing profits heading into 2017: Sell. Service. Repeat.

PUBLISHER REGAN DICKINSON rdickinson@nbm.com ASSOCIATE PUBLISHER MICHAEL MURRAY mmurray@nbm.com EXECUTIVE EDITOR JEF WHITE jwhite@nbm.com MANAGING EDITOR EDDIE WIEBER ewieber@nbm.com DIGITAL CONTENT EDITOR ANTHONY BOWE abowe@nbm.com ART DIRECTOR IVETH GOMEZ igomez@nbm.com GRAPHIC DESIGNER LINDA CRANSTON linda@nbm.com EASTERN TERRITORY SALES MANAGER MICHAEL MURRAY mmurray@nbm.com WESTERN TERRITORY SALES MANAGER RYAN WOLFE rwolfe@nbm.com SALES SUPPORT KRISTINA STEINER ksteiner@nbm.com TECHNICAL CONTRIBUTOR MIKE MAVRIGIAN birchwdag@frontier.com CONTRIBUTING WRITERS TIMOTHY BEDNARZ, JOANN BORTLES,JOHN CAROLLO, JOHN GUNNELL, RON KNOCH, JAMES MAXWELL, JOHN MCCABE, NASEEM MUADDI, JOSH POULSON, JAKE RISHAVY, TOM SMISEK, BRETT SOLOMON NATIONAL BUSINESS MEDIA PRESIDENT & CEO ROBERT H. WIEBER JR. VICE PRESIDENT/INTEGRATED MEDIA JOHN BENNETT VICE PRESIDENT/PUBLISHING DAVE POMEROY VICE PRESIDENT/FINANCE KORI GONZALES, CPA VICE PRESIDENT/NBM EVENTS SUE HUEG, CEM, CMP VICE PRESIDENT/AUDIENCE DEVELOPMENT LORI FARSTAD DIRECTOR OF IT WOLF BUTLER MULTIMEDIA PRODUCER ANDREW BENNETT

© 2016 National Business Media, Inc. All rights reserved. THE SHOP (ISSN 2380-7415) is published monthly by National Business Media, Inc., 2800 W. Midway Blvd, Broomfield, CO 80020; (303) 469-0424; FAX (303) 469-5730. Subscription rates in the U.S.: One year, $45; Two years $80; Three years $108. Canada: One year, $76; Two years, $142; Three years, $201 (U.S. Funds). Mexico/International: One year, $98; Two years, $186; Three years, $267 (U.S. Funds). Periodicals Postage Paid at Broomfield, CO 80020-9998 and additional mailing offices. USPS/National Business Media Automatable Poly. POSTMASTER: Please send address changes to THE SHOP, PO Box 460651, Escondido, CA 92046-0651. All items submitted to THE SHOP become the sole property of THE SHOP and National Business Media, Inc. and may not be reproduced without the written consent of the publisher. Advertisers and/or their agencies, jointly and severally, assume all liability for printed advertisements in THE SHOP. Opinions expressed in THE SHOP may not necessarily reflect the opinion of the magazine’s editor, its management or its advertisers. Letters, photographs and manuscripts welcome.

THE SHOP

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DECEMBER 2016

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Integrity Customs’ 4-post lift, equipped with an alignment rack. (Photo courtesy Integrity Customs)

SHOPLIFTING J IS NOT A CRIME Finding a safe, solid lift for your By Eddie Wieber work bay. 8

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ust about every shop at some point in its growth trajectory from pipe dream to full-tilt powerhouse comes to the point when a lift is the gotta-haveit tool—because no one will ever argue that it’s easier to service the undercarriage crawling under a car than it is to have the car up on a lift. Or any of a million other things that are easier and faster to do when parts of a car are at eye level and within comfortable reach. These days, the selection of lifts is vast; as is the range of vehicles lifts can pick up—from motorcycles to dump trucks; from fine Rolls-Royce automobiles to ’55 Chevys to Nissan Leafs. Certain lift manufacturers specialize in light duty; some just heavy duty; some manufacture both types. Some lifts are

made for specific service tasks, with accessories available for other procedures. Others are just a good all-around shop workhorse. Whether your shop is on the threshold of obtaining its first lift, or you’re ready for a second or a third, here are a few suggestions to help lift your knowledge base about lifts. LIFT TYPES Depending on who does the categorizing, there are basically from four to seven types of lifts that are suitable for use in automotive shops: 2-post surface lifts are the most widely used, followed by 4-post surface lifts, in-ground lifts and mid-rise lifts. They might also be categorized as driveon hinged lifts, mobile column lifts and low/mid-rise lifts. “Before you can make an informed deci-

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SHOP-LIFTING IS NOT A CRIME

All three lifts at Integrity Customs are used for the shop’s suspension lift, wheel and tire business. (Photo courtesy Integrity Customs)

Safety decals remind operators to beware. (Photos courtesy Bennett Coachworks)

When space is tight, a 4-post lift handles one more car. (Photo courtesy Bennett Coachworks)

sion on which lifts to buy, you need to assess your needs now and in the future,” says Kristen Simpson, speaking for Madison, Indiana-based Rotary Lift. “Choose your lifts based on where you want your business to be down the road; not just on what you are doing today. The types of services your shop currently performs and will perform in the future will be a deciding factor in selecting the most appropriate lifts.” To anyone contemplating purchasing a lift, adds Steve Perlstein, from Amsterdam, New York-based Mohawk Lifts, the obvious 10

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first question is: “What are you lifting?” He then answers his own query, observing that by an overwhelming majority, custom automotive shops will get the most service from a 2-post, above-ground, side-by-side framed gating lift with a capacity of anywhere from 7,000-12,000 pounds. SWING LOW But there are still plenty of different configuration details in that category to pay attention to. As an example, Perlstein advises to consider the height of the swing arms in

their lowest position. “This is important if you’re talking about a 2-post lift and you have a bunch of very low-riding cars with headers coming out the side.” Perlstein recalls an equipment program GM once had for dealers. A lift that was on the program had a swing arm that was higher than the height of the new Corvettes of the time, even with the swing arm in its lowest position. “If you were that Chevy dealer, you’d have to go out and buy a floor jack, jack the Corvette up on the left side, put the arms under the vehicle, do the opposite on the right side and then you could raise the vehicle.” He believes it’s inefficient to have to get a floor jack under a vehicle in order to use a lift; “the lift should do it all.” The advantages to both 2-post and 4-post lifts center around the type of work being done. A 2-post lift is best when working on suspensions, brakes, tires and front and rear ends, experts say, because the wheels and suspension components can hang freely. Meanwhile, a 4-post lift is good for oil changes and other work that takes place in the center of the vehicle. Four-post lifts are also good for storing a car, but a wheel adapter can be added to a 2-post lift for storage; and a rolling wheels-free jack can be used with a 4-post lift to free up the wheels for working on tires, suspensions and front ends. So, both types of lifts can be adapted to suit different purposes. THE SHOP FLOOR On the shop front lines, the lift is one of those items that might not be thought of as glamorous, but is definitely something that is highly valued. We asked three shops how lift equipment fits into the workflow. There are four lifts at G3 Rods, a hot rod shop in Rapid City, South Dakota. Coowner Jay Gruba says he had a 4-post lift in the home-based shop/garage where the business started. When he moved the business to a bigger shop, he acquired another lift that was longer, wider and could lift up to 11,000 pounds. As business grew, two 2-post lifts were added. There are two 2-post lifts and one 4-post lift at Integrity Customs in Tulsa, Oklahoma that are used extensively in the shop’s

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SHOP-LIFTING IS NOT A CRIME

Asymmetric 2-post lifts in use. (Photos courtesy Mohawk Lifts)

off-road and truck business. nett says. “The 4-post lift in the body and “We use ours all the time,” says owner Joe fabrication shop does not go up and down Hair, “so you have to make good purchase very much; they’ll set it at a height and they’ll decisions when buying them.” do all the work that they need to do at that Hair says he did a lot of research before height and then it could be a week before it making his purchase decisions. Some of goes up and down again. The asymmetrical the research involved observing what other goes up and down multiple times a day. The shops had and how they were being used, 4-post that the mechanics have maybe goes and some involved recommendations from up and down every couple of days. We’re not trusted sources. a service shop, so that makes a big differ differAll three lifts at Integrity Customs ence. We’re primarily restoration and are used for the shop’s suspension builders. But if I had to get another lift, wheel and tire business. Hair one, it would be a 2-post.” says the 2-post lifts are always full, and are raised and lowered conCRITICAL COMPONENTS stantly. The shop’s 4-post lift is also Gruba of G3 Rods says his 4-post equipped with an alignment rack. lifts are definitely critical pieces Four lifts are used at Bennett Coachof equipment, but over time he has works, Milwaukee, Wisconsin. developed an appreciation Two are 4-post drive-ons, one for 2-post lifts. A safety weight gauge confirms a lift has is a 2-post and one is a mid“If you’re doing anything been lowered and is rise. All were acquired over other than working right secured in mechanical time as the shop grew. under the center of the car, locks. (Photo courtesy Mohawk Lifts) Bob Bennett says the first lift the ramps are in the way,” he was a 4-post and was used in says of the shop’s 4-post lifts. the fabrication and body shop. That lift was “With the 2-post, you put the arms on the equipped with a sliding rail, allowing cars to lift points and everything else is empty, so be raised off the ramps for working on tires you can get to everything easily.” or suspension components. Gruba says his shop has about the right “It was good for some aspects of what we amount of lift equipment, and he’s helped do, but in other ways it was not so great, several customers acquire a lift for home because you had those ramps in the way all use—generally a 4-post that’s used mostly the time,” Bennett says. So later the shop for storage. That type of lift is useful to installed an asymmetrical 2-post lift, which people with expensive vehicle investments made some work much easier to perform. who need the space and also want cheap “Cars are coming and going on that insurance against mishaps, he explains. almost daily,” Bennett says, “and it’s used He has also observed over time that there for almost everything.” can be differences in costs between the difLater, he says, another 4-post lift was ferent lift types, depending on features. added for the mechanics who wanted a Overall, he believes they’re fairly inexpendrive-on rack as well. And the shop’s midsive—especially considering what they do rise lift is convenient, Bennett says, because for improving productivity. it’s transportable, it’s flat and can be rolled “You can get a good deal on them,” he under a car to easily lift the rockers about says. “The more expensive they are, the three feet off the ground. faster up and down they are, and the better “We’re not a high-volume shop. The work built they are. But you can get a decent one we do comes in and it stays for a while,” Benfor a pretty fair price.” 12

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SAFETY FIRST

Vehicle lifts are a product category that demands more than “safe enough.” It’s important to compare warranties from various manufacturers. It’s also important to compare lift components such as cables or chains; rubber hoses or stainless steel hydraulic lines; and the thickness and quality of the steel framework. All lifts should meet minimum safety standards and, at the end of the day, it’s up to anyone using a lift to learn the equipment and use it safely. To that end, the Automotive Lift Institute (www. autolift.org), has compiled an extensive online resource to help lift buyers and lift users learn more. The Institute has also established certification programs for lift manufacturers and lift inspectors; and works with OSHA, the International Building Code and local building departments to promote the safe manufacture and use of equipment.

This safety/warning label is meant to caution techs when raising a vehicle with a heavy rear axle (like the utility truck shown). For example, if a 14,000-pound ambulance has a front axle weight of 4,000 pounds and a rear axle weight of 9,200 pounds, divide 9,200 by two rear swing arms to get 4,600. Multiply 4,600 by four swing arms to get 18,400 pounds. This is the weight that the lift should be able to support—not a 15,000-pound lift like you might think, based upon the total weight of the ambulance being 14,000 pounds. (Image Courtesy Mohawk Lifts)

DECEMBER 2016

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

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THESHOPMAG.COM

The ‘Trophy Rat’ & New Facilities A roundup of online news.

By Anthony Bowe \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\

‘TROPHY RAT’ BLENDS RAT ROD STYLING WITH SERIOUS OFF-ROAD PERFORMANCE Anthony Bowe is THE SHOP’s Digital Content Editor, overseeing content on the website (www. theshopmag.com) and in the daily eNewsletter. Send news tips or other inquiries to abowe@nbm.com. Ah, December, how we tend to loathe thee. With temperatures dropping and snow flying in many parts of the country, many hot rods and scorching rides are tucked deeply into a season-long garage slumber. But loathe not! Here at THE SHOP, the thunder beat of performance engines and lightning-slick paint jobs of the finest rides are embraced year ’round. Be sure to visit theshopmag.com often and catch shop-relevant articles like these. You can get THE SHOP’s eNewsletter delivered directly to your inbox every morning. Sign up by visiting our website, www. theshopmag.com, and scrolling until you find the “Get the eNewsletter” box on the right-hand side—plug in your email address, click “Sign Up,” and the eNewsletter will be promptly delivered the next business day. 14

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Keith Northrup’s latest shop truck is designed to show off exactly what his Northrup Fabricators business is capable of building. Dubbed the Trophy Rat for its blend of rat rod styling and long-travel Trophy Truck-like suspension, it’s a merger of two automotive worlds that rarely cross paths. The project started off in a completely different direction from what it currently looks like. It began with a blown 5.7-liter GM LS6 aluminumblock V-8 that was headed for the metal recycler. As Northrup started to rebuild the engine, he envisioned it finding a home in a Porsche Cayman. The idea was to have a mid-engine German sports car powered by American muscle. As the engine build was wrapping up, however, Northrup received a phone call that changed everything. Tyler Anthony, Northrup’s friend, called to let him know he was cutting loose some project vehicles, including the 1937 International pickup Northrup had been eyeing for a long time. Without hesitation, Northrup made a run to get the International and headed back to the shop with a plan rapidly unfolding in his mind. International was never known for its quality frames, so Northrup decided to build his own. While it would retain the classic looks, the panels would all become removable skins that hug the new metal skeleton of the car tightly. The all-tube chassis is composed largely of 1-3/4-inch DOM tubing—the same stuff Northrup builds Ultra4 chassis from. The result is a long-travel setup that yields 14 inches of vertical wheel travel. Controlled by the custom-valved 2.5 King coilovers, the Trophy Rat boasts 6 inches of upward suspension travel. Northrup, Anthony and Jason Blanton collectively put in 2-1/2 years of work to complete the project. The 5.7-liter GM pushrod V-8 received its machine work from C&D Machine in Kirkland, Washington. The aluminum-block LS6

is fit with a COMP Cams cam, Moroso oil pan and pump, and PSI wiring harness. To keep the 300 ponies running cool, a C&R Racing radiator was squeezed behind the grille. Allowing the motor to breathe are a set of Northrup fabricated 1-7/8-inch stainless steel long-tube headers that feed into 3-inch stainless steel pipes. Hidden inside the 3-inch piping are custom mufflers that help create a more livable exhaust tone. Channeling the LS6 engine is a TH400 from GearWorks. The heavy-duty automatic feeds a Spidertrax rear axle, which is stuffed with a Yukon

Grizzly Locker, 4.56 gears, and 4130 35-spline chromoly axle shafts. Stopping all the power are Spidertrax rotors and Wilwood calipers front and rear. The rear suspension is a four-link with trailing arm setup. Attached to the beefy lower arms are 10-inch-travel 2.5-inch King coilovers that net 14 inches of total wheel travel. A Speedway Engineering sway bar helps to provide stability for the long-travel setup. Making sure Northrup can spend plenty of time in the dirt is a 32-gallon JAZ fuel cell. One of first things done to the truck was a 4-inch top chop. Northrup decided to keep the back windows the stock size. He brought down the front and side windows to match. Inside is a Racepak Data Logger IQ3, along with a custom, in-house-fabricated shifter and custom 0.90 aluminum firewall.

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10/28/16 10:11 AM

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THESHOPMAG.COM One of the most functional and stylish features is the marriage of the Vision X LED headlights and original International light buckets.

To ensure the Trophy Rat has plenty of grip on- and off-road, the truck was fit with 35x12.50R17 Nitto Trail Grapplers. The radial mud-terrain tires were affixed

to a set of 17x9 TrailReady HD beadlocks. Find more pictures of the Trophy Rat here: http://shopmag.biz/Trophy3Rat

HAGERTY IS BULLISH ON THE COLLECTOR CAR MARKET

THE CUSTOM SHOP EXPANSION BEGINS The Custom Shop has utilized a closed-down Chevy dealership as its shop since 1988 in Flanagan, Illinois, a town with a population of around 1,000. When the opportunity recently came to purchase the building, owner John Wargo jumped at it. “We thought it would be a good way to expand the upholstery side of the business. We bought the building and are in the process of creating a full-blown custom upholstery shop and woodworking shop, so we can build high-end audio and interiors,” Wargo said. “It’s nice to expand and also help keep the small town of Flanagan alive. You are seeing a lot of small towns that cannot survive, so we hope to bring more people and business to the town,” he added. “The new building will help keep our customers’ cars more organized and help keep the next projects in line for work to be done. It will also give us more storage. We will soon offer custom car and project car storage as well.” Wargo hinted he’ll soon need to hire more employees, including upholsterers, body experts and builders. “We also have a new young gun, Matt Gurgone, who just graduated from Lincoln Tech, working here now as well,” Wargo said. “Some young blood and fresh ideas will help us be stronger and better in the future as well.” Wargo runs the shop with his wife, Kim, and expects a few mini-Wargos to continue lending a hand. “My son, Brandon Wargo, is 17 now and working at The Custom Shop, along with my wife,” Wargo said. “My daughter, Brianna Wargo, now 10, is already sewing and hopes to work here ‘ASAP,’ as she says.” The Custom Shop had three project vehicles on display at this year’s SEMA Show, continuing a tradition started in the early 1990s.

Hagerty formally dedicated its new office in Golden, Colorado in October. The classic car insurer, which is based in Traverse City, Michigan, celebrated the new office with a ribbon-cutting in partnership with the Golden Chamber of Commerce. T h e c o m p a n y’s expansion into Colorado coincides with optimism surrounding the state of not just the classic car market, but all vehicles that have collector or special value to their owners. “After researching several cities in the Western part of (Jefferson County) we chose Golden as the next location to support our business growth goals,” said McKeel Hagerty, CEO of Hagerty. “Golden has the ideal combination of a diverse workforce, friendly business environment and proximity to a major airport. Most importantly, it has a vibrant community of car enthusiasts. Hagerty considered many locations—both domestic and overseas—and when looking at all factors, Golden was the best place for its new IT and customer service center.” Hagerty opened the Golden office to serve as a sales hub for licensed agents to handle the company’s core insurance business functions. Additionally, professional staff and executives will also be located at the location as it grows. The office is located at the Jefferson Office Park within the Jefferson County Government Center campus. Hagerty’s Golden facility currently occupies 17,000 square feet with 60 employees. The company plans to continue to hire to fill the growing needs of the business. With the future in mind, Hagerty secured the space with a 10-year lease and has the capacity to expand to 120 employees. Learn more about what Hagerty has going on by visiting: http://shopmag. biz/Goldenhagerty

See the latest on The Custom Shop here: http://shopmag.biz/WargoShop 16

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Opportunities abound for shops serving the circle track market. (Photo by Tim Moran)

Inside

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ircle track racing is one of the two top racing markets in our industry and offers a huge presence for shops and consumers alike. Yet, it has a split personality with parts that can be used in other performance markets being sold alongside parts that are solely dedicated to turning left. Because of its unique but split identity, now is the perfect time to make a pit stop and look inside the circle track market. It’s best to start with this year’s trends and outside factors, seeing how they played a part. Then, weigh those against how technology has changed the industry. And finally, shine a light on what prospects

Out front with the circle track market.

By John Carollo

are available for shops in the coming year. We tapped a few expert sources for those answers and a look at the hot new products they’ll green flag for the 2017 racing season. ROUNDED OUT We started with the end—as in the end of the 2016 season. Did our sources see any trends stand out? “The continued trend is toward the doit-for-me racer,” says Patrick Utt, president of RaceQuip in Tampa, Florida. “Fewer people have the skills it takes to build, set-up and drive a front-running car these days. Even the chassis for the entry-level classes have become sophisticated enough DECEMBER 2016

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While the election and the economy have kept the circle track market in a bit of a holding pattern, history says things are likely to surge forward again in 2017. (Photo by Tim Moran)

to require real fabrication and set-up skills.” Jeff Behuniak, marketing coordinator of Canton Racing Products in North Branford, Connecticut, believes today’s political climate kept those in the industry from taking huge risks. “I think, due to the election year, everyone just kind of went along with the business-as-usual attitude without really investing too much. So, there didn’t seem to be any new trends.” Even though it’s all over now, talking

about the election year and its effects brings up another important question. Just how much can outside factors influence this market? Thor Schroeder, marketing/new product manager for Moroso Performance Products in Guilford, Connecticut, explains how what’s happening elsewhere in society can still drive decisions in the circle track market. “Even with the reality show-type drama of this political election, racers this season

From the fit and finish of parts to attainable race data, the circle track industry is constantly advancing. (Photo courtesy Moroso Performance Products) 18

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benefited from fuel prices being at very reasonable levels, mostly in great weather without that many rainouts, and (against the backdrop of ) a strong, stable stock market and economy.” Behuniak has seen this trend before whenever the country chooses a president. “Every four years during the election, everyone is waiting to see what happens and everything seems to flatten out for the year,” he observes. “The good thing is it usually picks right back up the next year.”

When it comes to oval track cars, one product doesn’t necessarily fit most of the market anymore. (Photo courtesy Moroso Performance Products)

DECEMBER 2016

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Inside

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As Utt notes, if it isn’t money racers, tracks and events are worrying about, then it’s usually Mother Nature—maybe sometimes too much. “Every year we hear about sales being down due to rainouts. The funny thing about this is that we hear it every year—and sometimes from the same customers year after year,” he says. “You would think at some point they should come to expect a certain number of cancelled races and that would be factored into their projections.”

Some racers still want shops to do it for them. (Photo courtesy RaceQuip)

Safety products are important when serving circle trackers. (Photo courtesy RaceQuip)

TECH INSPECTION One factor that works from both the outside and inside of any market is technology. And the circle track market has seen its share of innovations over the past 10 years. Among those Schroeder has noticed is specialization. “One product doesn’t fit most of the market anymore,” he explains, “such as the sheer number of different engine blocks and cylinder heads that are in the marketplace, with some of them requiring a specific oil pan or valve cover for that application. Today, racers and team owners require the fit and finish of the parts they are using on their cars to be of a higher standard than in years past. Attainable data

Circle Track Products A look at some of the hot circle track products for 2017: “We have just introduced our new VESTA15 full face helmet. This helmet features some bold new styling and is aimed right at the oval track market. It’s a lightweight Snell SA2015-rated helmet that has the features dirt oval track racers want: M6 threaded inserts for a HANS or other HNR device, no vents in the chin bar, silicone eye port seal to keep out dust and dirt, and ratcheting tear-off posts.” Patrick Utt RaceQuip “We just finished building a prototype LS circle track pan and will be releasing that soon.” Jeff Behuniak Canton Racing Products

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“Our company has just introduced a line of our Tri-Lobe Dry Sump Pumps with a rear fuel pump drive. These on-theshelf pumps incorporate a rear 3/8-inch hex fuel pump drive with a 1:1 ratio that accepts the popular 1.450 I.D., three-bolt fuel pump swivel clamps. Others in our 2017 catalog include: aluminum breather tank with two -10 AN fittings; harmonic balancer installation and removal tool for the GM LS and LT engines; and a battery and alternator disconnect switch that makes installing a master disconnect much simpler.” Thor Schroeder Moroso “The new product we have is our new Jiffy-tite Pro-Compact series fittings line. Many engine builders and racers deal with tight, small, hard-to-reach spaces

on a vehicle where it’s difficult to fit a tool. With the Jiffy-tite Pro-Compact series, all you need to do is install the fittings once and you can quickly connect and disconnect the fittings with no tools. If space is not an issue, our valved Jiffy-tite connectors may be preferable, so there is no leaking when the fittings are disconnected.” Ryan Zillig Jiffy-tite Co. “The ididit Pro Lite steering column is our new offering for the Sportsman racing market. The Pro Lite has built-in accessory features with driver safety and comfort in mind.” Megan Lunsford ididit

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Racers look to rebuild and refresh engines during the winter months. (Photo courtesy Canton Racing Products)

(Photo courtesy Jiffy-tite) (Photo courtesy ididit)

(if allowed) is more prevalent today than in years past, so racers and team owners are taking this information and using it to fine tune or revamp their equipment.” Behuniak focuses on the important progress made in the realm of safety. “I don’t think you can talk about circle track technology without talking about safety,” he says. “Unfortunately, it usually takes a tragedy to move the chains again, but every time the chains are moved it is in big leaps.” Of course, safety is right up Utt’s alley. He explains how technology plays into

the safety equipment his company offers. “Modern manufacturing efficiency and the introduction of imported goods has driven down the cost of many racing components,” he says. “Now, you can buy just about any fabricated part or bracket you could imagine right off the shelf. In many cases, the parts cost less today than they did 10 years ago, so this lowers the barrier to entry for the average racer.” New technology and innovations seem a logical precursor to future success. Our sources offer some advice to shop owners ready to take advantage of the market in

2017 and beyond. “From what we have traditionally seen after an election year, guys are ready to spend again after stretching parts and budgets for a year,” Canton’s Behuniak predicts. “Racers are probably looking to rebuild or refresh their engines.” He also advises having product on the shelves and ready to sell to racers who experience unexpected parts failures. “With guys stretching budgets and parts, things are bound to break, and having it ready for them to take away immediately is a must.” Moroso’s Schroeder has another piece of advice—look beyond the engine bay or chassis when selling to oval track racers. “My advice is to monopolize on add-on sales as best you can, from pit tools to wire separators.” And Utt from RaceQuip reminds us how knowledge is always power. “Racers need expert advice, so it’s not as easy to shop on the internet. Shops with knowledgeable folks will always have an advantage—especially any speed shop or engine builder that offers machining and/ or fabrication services.” Sure, those circle track cars may have motored off the track for the winter. But now’s the time owners start racing to your shop to prepare for next season.

Inside the Race Shop Mike Bell of Powerline Engine in Mentor, Ohio, builds race engines and is also active with several short track race teams. That gives him a unique view of the market. “The best trend in the short track market is bump springs, bump stops and shocks,” he says. Chassis parts and assemblies are always a moving target, due to new technology and the evolution of racing classes. “Technology with bump stops and springs, body aerodynamics aiming toward downforce, technology in suspensions and calculating roll centers have made these cars much faster,” Bell notes. He believes the biggest outside factor impacting racing is the economy, and currently it’s not good. “Promoters cannot afford to pay a good purse. The younger generation has lost

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interest in circle track and has gone to tuner cars and drag racing. The stands at the track, at least the ones that we go to, are mostly empty.” While his shop specializes in engines, he sees the prospects for other shops reaching circle trackers. “Opportunities for speed shops, I would say, will be in body parts, fabrication materials and supplies. People are having to rely on doing Profitable parts abound in a typical pavement Late Model engine. This Powerline 358-ci SBC the work themselves, because most has 12.5:1 compression, dyno’s at 748 hp and cannot afford to have a shop hang features products from Dart, GM Performance a body or set up the car. Another and Moroso. (Photo courtesy Powerline Engine) opportunity would be crate engine accessories and bolt-on items, along “Our hottest product would probably with crate engine dyno tuning.” be our crate engines and parts. I would say in the general circle track market Crate engines from an engine shop? Bell that shock packages and bump stops and Powerline (powerlineengine.com) and springs would be the hottest sellers know how to live with crate engines and for ’17.” he even sees potential.

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ADDRESSING THE REPLICA CAR POWER-PLANT PROBLEM A significant opportunity was unlocked for hundreds of aftermarket businesses and shops earlier this year when Congress enacted a law allowing low-volume automakers to sell turn-key replica cars. Now, low-volume manufacturers and kit-car shops can sell 25-year-old model replicas or older—325 per year domestically and 5,000 internationally—without having to tackle the same regulatory hurdles faced by the major car brands. But hold the champagne and confetti. The law contains one important hitch and it resides under the hood. Replica vehicles must meet current Clean Air Act standards, meaning installing an engine and emissions equipment produced by another automaker with an EPA-certified vehicle configuration. The only other option is to install a crate engine already granted an Executive Order (EO) by the California Air Resources Board (CARB), but product choice is limited—until now. Chevrolet Performance, the same company responsible for the LS and LSX series of crate engines, has been working behind the scenes to create a new solution: The E-ROD Crate Engine System. The E-ROD Crate Engine System has already gained CARB approval so that each engine carries an official EO number. Meanwhile, Chevrolet Performance also is pursuing an extension to the existing EO to cover use of the E-ROD system in current model-year replica cars. The company’s goal is to fulfill the needs of low-volume automakers and shops looking to capitalize on the new law, while providing the necessary performance boost to keep enthusiasts in the fast lane. “We want to work with selected low-volume manufacturers to help build a partnership that enables them to bring their creations to market. Our E-ROD engines are designed to do just that,” said Curt Collins, associate marketing manager of Chevrolet Performance. The E-ROD Crate Engine System includes complete emissions equipment, along with the engine controller and harness needed to get the engine running. Other expertly-crafted features include: • Engine control module

• Oxygen sensors and sensor bosses

• Exhaust manifolds

• Air filter

• Catalytic converters

• Accelerator pedal

• Mass airflow sensor and sensor boss

• Evaporative emissions canister

For more information about the E-ROD Crate System or what it takes to partner with Chevrolet Performance, visit www.chevrolet.com/hr22.

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RACING PRODUCTS Mazda B-Series Dampers

Fluidampr, Springville, New York, offers its new, race-inspired Performance Damper for Mazda B-series engines. Fitting 1993-2005 Mazda MX-5 Miata applications, the dampers include a 10-percent underdrive water pump drive pulley designed to prevent cavitation and overheating at high rpms. An OEM-style four-bolt interface retains stock tone wheel and allows for continued NASA and SCCA compliance. The units are SFI 18.1-certified.

-12 Port Regulator

Aeromotive Inc., Lenexa, Kansas, introduces an all-new Belt-Drive EFI Regulator, now with -12 ports. The new regulator is designed for use with both a belt- and a hex-drive fuel pump. It has two AN-12 ports and an AN-12 return port, along with dual springs that expand operating pressure range while maintaining a low profile and reduced weight. The standard spring (installed) supports a 30- to 75-psi base, while the high-pressure spring (included) supports a 75- to 120-psi base. The 13137 regulator supports a 1:1 vacuum and boost reference.

Universal Racing Radiators

C&R Racing, Indianapolis, introduces new extruded tube Aluminum Universal Radiators and Radiator Modules featuring a reinforced race fin design for maximum strength and durability. The extruded tube design allows the 900 Series lightweight universal racing radiators to have a 100psi burst rating and, when paired with C&R pressurized cooling system components, offer improved performance at higher water temperatures. The aluminum fin has a unique shape and an exclusive, hemmed forward edge for increased durability and improved cooling capability.

T-4 Turbo Shield

Design Engineering Inc. (DEI), Avon Lake, Ohio, offers its ONYX Series Turbo Shield, now available for many popular OEM and aftermarket T-4-sized turbos including Garrett and Mitsubishi. Developed for extreme heat protection, quick spool-up time and maximum turbo performance, the ONYX Series shield maintains a more consistent temperature in the turbo for increased efficiency and decreased turbo lag. Made in the USA, the shield comes with newly designed stainless steel attachment anchors and is constructed with double-reinforced seams.

Race Oil Coolers

Mishimoto, New Castle, Delaware, introduces its Race Oil Coolers, featuring a bar and plate cooler design. The coolers reduce oil temperatures with minimal pressure loss. Direct-fit and universal applications are available, featuring billet aluminum sandwich plates, stainless steel braided lines and durable -AN fittings. Thermostatic and non-thermostatic options are offered.

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Mustang Pistons

MAHLE Motorsports, Fletcher, North Carolina, offers its high-performance and racing pistonsâ&#x20AC;&#x201D;selected as the piston of choice for many popular high-performance cars on the market today, including Fordâ&#x20AC;&#x2122;s highest-end Mustang GT350 and road race special edition GT350R. Under the hood is a special 5.2-liter V-8 engine known as Voodoo, equipped with MAHLE Motorsports pistons. Stats include 12.0:1 compression, DOHC, 4 valves per cylinder, variable intake plus exhaust valve timing, making 526 hp and 429 foot-pounds of torque.

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RACING PRODUCTS GT350 Nitrous Plate System

Nitrous Express, Wichita Falls, Texas, presents its Nitrous Plate System for Mustang GT350 5.2-liter models. The system features spray barless technology for improved atomization and distribution, and a billet plate that bolts between the throttle body and intake, making installation quick and easy. The solenoids are made of billet aluminum and carbon fiber for performance and weight savings, and a direct-plug-in fuel line adapter is provided to simplify installation, with no need to cut factory fuel lines. A TPS Autolearn switch activates the nitrous only at wide-open throttle.

Race Bearings Application Guide

King Engine Bearings, Cedar Grove, New Jersey, presents its new and updated Race Bearing Application Guide. It offers expanded coverage for many new vehicles, and explains the company’s most advanced bearing technologies and designs, including information about King’s new metallurgy and materials, special geometric features, and a greatly expanded range of applications for Japanese, American and European engines.

Hemi Top-End Kit

The science of speed

Bull’s Eye Tolerance™ Perfect clearance in every set

pMaxBlack™ Superior load capacity

U-Groove™ Greater load surface

ElliptiX ™

Improved oil ingress

Edelbrock, Torrance, California, presents its Top-End Kit for 426-572 Chrysler Hemi Gen II engines. The kit includes an Edelbrock Dual-Quad intake manifold, Victor Jr. cylinder heads, Rollin’ Thunder hydraulic roller camshaft, true roller timing chain, head bolts and gasket set. Each Edelbrock Top End kit is based on the popular Total Power Package concept of combining dyno-matched components for proven results. Made in the USA, the kit produces 705 hp and 623 footpounds of torque on a 528-ci engine.

2016-2017 Application Guide

Challenger Flywheel Camouflage Fire Extinguishers

H3R Performance, Petaluma, California, introduces two camouflage designs for its MaxOut line of USA-made automotive fire extinguishers. MaxOut model MX250E sports the realistic, multi-environmental EVOS pattern, a favorite of hunters and other outdoor enthusiasts. Model MX250M utilizes the unique Muddy Girl graphic with its vivid shades of pink, purple and neutral colors to create a bold statement. Each contain 2.5 pounds of dry chemical fire suppressant, and are rated 1A:10B:C for common combustibles, flammable liquids and electrical fires.

Standalone Engine Management System

ECUMaster USA, Garland, Texas, presents the EMU Black class-leading standalone engine management system. The EMU Black is designed for use in race cars, road cars, motorcycles, boats, and stationary engine applications with 1-12 cylinders, variable cam timing, DBW throttle, CAN and more.

Dry Sump Billet Front Cover

Titan Motorsports, Orlando, offers its race-only 2JZ Billet Front Cover for dry sump systems. The cover is CNC-machined from 7071 aircraft-grade aluminum for increased strength, alleviating common failures. Increased material thickness and added strength in key areas handle the increased stress loads applied to the tensioner and tensioner bracket, preventing the timing belt from losing tension. Due to the removal of the factory oil pump with the unit, it is designed for race use only on engines with external dry sump oiling systems.

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Fidanza Performance, Perry, Ohio, presents a Flywheel for 2011-’13 Dodge Challenger 6.4-liter Hemi V-8 applications. Made from high-quality 6061 T6 aluminum, the lightened flywheel weighs approximately 9.5 pounds to deliver faster throttle response and quicker acceleration. Fidanza Performance offers flywheels for a variety of pony car models.

2x4 System

Quick Fuel Technology, Bowling Green, Kentucky, introduces its new QFi 4i 2x4 system with 900cfm annular-discharge throttle bodies and a new ECU and touchscreen controller. Capable of producing 1,200 hp, the dual throttle bodies feature 16-hole venturi sleeves that fog the fuel mixture

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Racing Gear Oil

Driven Racing Oil, Huntersville, North Carolina, presents its 75W140 Racing Gear Oil, a synthetic blend used by top race teams. The oil lowers operating temperatures, reduces friction and provides shearstable viscosity for improved gear durability. It eliminates the pitting and scratching of gear sets seen as a result of lower-viscosity oils, and it does not increase drag or reduce horsepower. Drivenâ&#x20AC;&#x2122;s 75W-140 Racing Gear Oil is available in quart bottles or cases of 12.

Drag Race Power Distribution Center

Racepak, Rancho Santa Margarita, California, presents its Drag SmartWire system that serves as the vehicleâ&#x20AC;&#x2122;s power distribution center. The Drag SmartWire is preprogrammed for drag racing functions, and with 125 amps of total output, it eliminates traditional fuse panels, breakers and relays, simplifying the wiring system. The Drag SmartWire features 30 total outputs and 12 inputs. A switch panel that connects to the SmartWire unit with a single wire can be added for manual control of up to eight functions. It connects with any Racepak V-Net data logger or display dash.

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RACING PRODUCTS Dry Sump Tanks

Aviaid Oil Systems, Chatsworth, California, offers its expanded line of â&#x20AC;&#x153;universalâ&#x20AC;? Dry Sump Tanks that now includes 6-, 7.5- and 9-inch-diameter models. The tanks are offered in a variety of heights and capacities, ranging from 1 to 6 gallons. They are made from aluminum and feature internal baffling to ensure optimum oil control under hard acceleration, deceleration or cornering. The tanks come with provisions for a pressure outlet, scavenge return, drain plug, breather, vent connection and a filler cap. AN-12, AN-16 and optional size fittings are available.

Adjustable Cam Sprockets

Racer Walsh Co., Jacksonville, Florida, offers Adjustable Cam Sprockets for 2.0 and 2.3 SOHC Ford engines. The adjustable cam sprockets are available in square or round tooth designs and enable the user to advance or retard cam timing up to 12 degrees. Particularly useful on performance engines that have had the head shaved or block milled, the cam sprockets are CNC-machined from high-quality aluminum and anodized for longer life.

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Adjustable Fuel Pressure Regulator

DeatschWerks, Oklahoma City, presents the new DWR1000 Adjustable Fuel Pressure Regulator, designed and tested specifically for ethanol compatibility. It is constructed with 100-percent E85-compatible materials including stainless steel, anodized aluminum, and nitrile. The DWR1000 is ideal for the 300- to 1,000-hp range and handles 500 lph of flow. It comes in a choice of anodized black or titanium finish, and an optional 0-100 psi mechanical gauge is available.

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Dan Gurney

RACING ICON:

By James Maxwell

A winner in four major motorsports categories, plus a builder, team owner & more.

Daniel Sexton Gurney. Legendary racer, successful racecar manufacturer and championship team owner. He was the first to win races as a driver in the four major categories of motorsports: Grand Prix, IndyCar, Sports Car and NASCAR. All totaled, he raced in 303 events in 20 countries. He competed in 25 different makes of cars and won 48 different races, and finished on the podium an additional 41 times. EARLY INTERESTS Born on Long Island, New York, he became infatuated with engines at an early age. “My Uncle gave me a book on model airplane engines, and that meant a great deal to me,” he told Dave Despain about his early interests in cars and motorcycles. “I figured out how a two-stroke works and became the best guy in the neighborhood at getting one started, you know, flipping the propeller with your finger. Next, I was tuning on the Whizzer, a bazooka pipe and that kind of thing. It was all about ‘put something exciting between your legs.’” He also started to read about cars, ordering the “California Bill’s” Hot Rod book that was advertised in car magazines. His grandfather, Frederick W. Gurney, invented the radial-thrust angular-contact bearing in 1902, so all things mechanical had long been running in his family lineage.

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Of course, Gurney’s name has been mentioned more recently surrounding the 50th anniversary of his Le Mans win with A.J. Foyt. Driving a big, heavy and thirsty Ford GT40 Mk IV equipped with a After the Gurney 427-ci engine (originally designed for pasfamily moved to senger car use), Gurney took the lead after the first hour and the car was in first place Riverside, Calithe balance of the 24-hour event. Fun fornia in 1948, fact: following the win, Gurney became 17-year-old Gurney the first man in motor racing history to “fizz the bottle” and spray its was in hot rod and contents onto the surroundmotorcycle heaven. ing crowd on the victory Floyd Clymer distributed podium.

European automobile road racing books and Gurney was a dedicated customer and serious reader of them. His early vehicles included a chop-top ’32 Ford five-window coupe. In 1950 he drove his buddy Skip Hudson’s ’29 Ford Roadster to a 130.43-mph run at the Bonneville Salt Flats. He ran at the dry lakes and raced at C.J. Pappy’s drag strip in Santa Ana, but was also involved in his share of illegal street drag races. “As a teenager, I was pretty well-known to the police. We were pretty wild. I can recall getting out of bed one night and putting on a jacket over my pajamas to race a hot-dog from another town,” Gurney reminisced when asked about the early days. Once he returned home from his Army service in Korea in 1954 he got serious about automobile road racing. In 1955, Gurney started racing in amateur events— first with his used Triumph TR2 sports car at Torrey Pines. He moved on to racing a Porsche (that doubled as a family car) followed by a Lancia. Then, in 1957, there was an opportunity to drive Calvin Bailey’s Corvette at the Riverside track and he did well, winning two class trophies. His talent behind the wheel of that Cor-

vette really put Gurney in the limelight in the Los Angles sports car world. In a strange twist of fate, fewer than 10 years later, Bailey was killed while trying to kidnap Leonard Firestone (the son of tire magnate Harvey Firestone) from his Bev-

erly Hills mansion for a $2 million ransom. FULL-TIME RACER By the end of that year Gurney was ready to quit his regular factory job and go racing full-time. He got a big break in his career by getting the attention of a wealthy car owner: a successful contractor named Frank Arciero, who had a powerful and hard-todrive but very fast 4.9-liter Ferrari. In was soon very obvious that Gurney Para knew how to drive it, winning at Paramount Ranch in December of 1957. Then, in 1958, he raced in a rugged “Hare and Hound” 160-mile off-theroad bike race in Big Bear on his Mon Montesa motorcycle and out of close to 200 starters he finished 21st—something he is still proud of today. Later that year he drove a Ferrari at Le Mans. Enzo Ferrari hired him to be a fac factory driver soon after. In the three races he DECEMBER 2016

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RACING ICON:

DanGurney Gurney behind the wheel in 1964 wringing out a 289 Cobra on the streets of Targa Florio. In the early years Gurney drove several Cobra competition cars at places such as Riverside, Daytona, Bridgehampton and Sebring. He was the first to bring an FIA victory to Shelby American by winning the Bridgehampton 500 on Sept. 14, 1963.

Dan Gurney is a legendary racer, successful racecar manufacturer and championship team owner.

ran, he finished second, third and fourth. By 1961, he was tied for third place in the world championship. Around this time a racer named Carroll Shelby beat Gurney at a race at Riverside (mechanical difficulties at the end of the race). Gurney came back and defeated Shelby at a Palm Springs race. Cars and motorcycles were what his life was all about. A trip to Silverstone in England saw Gurney race in a British Saloon race in 1961, driving his 409-ci bubble-top Impala. He took the pole with the powerful American sedan and was dominating until the engine let go.

“I knew that American cars could compete with the European sedans at that time,” recalls Gurney. “The ’61 Impala looked like a rocket ship compared to the boxy Jaguars that had been dominating the Saloon racing.” Gurney drove a Buick-powered rearengine car belonging to Mickey Thompson in the 1962 running of the Indy 500, with a 20th place finish. “Being with Mickey was terrific,” Gurney said recently. “I mean, I really admired him, being an early California hot-rodder. But Mickey was thinking about big things. He was thrashing all the time; he was a great guy.”

Luck was not always on the side of Gurney as a driver. An early example took place at the 1964 Belgian Grand Prix, where he was leading the race and less than a lap from the finish line he ran out of gas. One year at Sebring, his car wouldn’t start at the beginning of the race—it took 90 seconds for him to get it fired up. The fire in his eyes was intense as he soon passed 54 cars within the first nine laps. “To me, racing is a really great sport. It really is; I don’t know why,” he says. “It’s hard to analyze. But there is so much that goes into it—the different drivers, the different kinds of cars, the different kinds of

At the time he was primarily a sports car and Indy car driver, Gurney was chosen to drive in the 1963 Daytona 500. Ford racing boss Jacque Passino arranged for him to pilot a factorybacked Holman and Moody Galaxie. He qualified 11th and finished in fifth place as part of a 1-2-3-4-5 Ford sweep.

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courses, the danger you meet head-on, the various ways you’re challenged, the various ways you keep improving, the excitement of it all. Not the greatest thing in life, but I’ve never found anything greater.” THE EAGLE LANDS In late 1964, Gurney went into business with Shelby, (Shelby opted out in 1970),

with the start-up of “All American Racers” a shop devoted to the construction of race cars. AAR would be the home of the famous Eagle line of racing cars. The Eagle was originally designed for Gurney by Len Terry (formerly with Colin Chapman’s Lotus group). It featured a monocoque chassis design and was known for its rugged construction, impeccable

handling (when properly set-up for each race course) and clean, attractive body contours. (The air opening in the front was styled to have the look of an eagle’s beak.) While he was designing and building open-wheel competition cars, Gurney still was a highly desired race car driver. In 1967, Ford Motor Co. wanted him behind the wheel of its GT40.

GURNEY & RIVERSIDE: A MATCH MADE IN HEAVEN It’s rare when one driver becomes inextricably linked to a single track—that a driver’s performance at one course is so consistently outstanding that you can’t think of one without the other. That’s the case of Dan Gurney and Southern California’s Riverside International Raceway. Gurney proved his driving talents over and over again at this iconic road-race course. The 2.6-mile, nine-turn track was built in 1957 and Gurney was there at the beginning; actually, even before the beginning. “There were rumors that Riverside was going to be built,” he remembered in a 2002 interview. “I used to go out there on my motorcycle and follow the bulldozers around as they were flattening what would become the circuit. As it actually started to turn into reality, well, it was a dream come true. Here it was in my hometown and I had visions of sugarplums and I felt so lucky, like this was going to be a steppingstone to be able to become a profes-

No one dominated a track like Dan Gurney did at Riverside. He was the expert at leading the pack at this California track. Here he is showing the competition how it’s done through the tricky, trademark S-turns in 1966.

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sional race car driver. I ended up getting some of my biggest breaks for my own personal career at Riverside.” In addition to his success in sports cars, Gurney won at Riverside in 1963 in a Holman and Moody Ford Galaxie, and then drove for the Wood Bros. the following years. Here’s how car owner Glenn Wood recalls the way Gurney performed while winning with his cars from 1964 through 1966: “It’s hard to match the experience of

a driver like Dan Gurney on a road course, particularly his home track so close to where he was brought up. When he drove our cars out there, he’d pull into Victory Lane and the car would look as if it were brand new. It’d look like we hadn’t had it out of the garage area. That’s the kind of road course driver he was.” Gurney blew a motor in 1967 but won again in 1968. The race was at one time colloquially known as “The Dan Gurney 500.” –James Maxwell Here’s Gurney capturing his fourth straight win at the Riverside 500 in a Ford Galaxie. He later said racing the huge Ford was “like trying to dock an aircraft carrier,” but he was a master at it.

At the 1968 running of the Riverside Motor Trend 500 NASCAR race, Gurney drove the Wood Bros. #121 Ford Torino to victory, averaging 100.598 mph around the 2.70-mile road course.

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engine featuring funnel-sized ports along with oversized 2.03-inch intake valves and 1.62-inch exhaust valves. The 1968 rules for IndyCar racing allowed “stock block” engines to run approximately 50 more cubic inches than the overhead-cam engines, with that being the primary reason for Gurney to look to running this specially designed power plant. The AAR shop in Santa Ana was state-of-the-art all the way and featured a complete machine shop, dyno room and a clean room that was hospital clean (dust and temperature controlled) for assembling race engines. On the Formula 1 side, Gurney built a 3-liter 12-cylinder Gurney-Westlake race engine, as well as the special reworked small-black V-8 Ford engine for IndyCars. RARE TALENT Also in 1968, an editor from Motor Trend Magazine was lucky enough to go for a ride with Gurney in his Group 7 Lola, a nasty

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In the 1968 running of the Indy 500, Gurney’s Eagle race cars finished first, second and fourth. Bobby Unser won, Gurney was second and Denis Hulme fourth—putting AAR solidly on the map. Programs manager Bruce Junor said this about his boss in a trade magazine story about AAR: “Enthusiasm for Dan’s projects is what get us over some Herculean Gurney circa 1963 conferring with problems. When we need long-time racer Chuck people to give something Daigh about NASCAR racing. extra—which seems to Pictured is a race-prepped Ford FE 427-ci engine featuring be often—they’re right production streamlined cast iron there.” exhaust manifolds. (This was man, Gurney was the Much of the credit prior to the widespread use of aftermarket tubular headers most instrumental in conseemed to go to Gurney for stock car racing apvincing Ford Motor Co. to himself. Employees said plications.) get into Championship racing. that he was the spark, heart During this era, in the power and mind of AAR. Everyone associated with him seemed to uniplant department Gurney was a pioneer, too. Working with England’s Harry Westversally agree that he had the rare ability lake, they developed a new cast aluminum of farsighted thinking. cylinder head for the Fairlane Ford V-8 It was said that more than any other

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GURNEY’S NAME ADDED TO THE PETER BRYANT AWARD In August, Dan Gurney’s name was added to the Peter Bryant Award that celebrates excellence in motor racing engineering. “In truth, Dan Gurney’s name should have been on this perpetual trophy long ago,” said Dave Wolin, Can-Am event producer. “Dan Gurney has always been celebrated as a championship driver, and now we’re very pleased to be able to recognize him for his many contributions to racecar engineering with this prestigious award.” The award is named for the late race car designer Peter Bryant, who designed and engineered many wellknown racing machines including the Ti22 and UOP Shadow Can-Am cars. as well as the Shelby Series 1 road cars. “The general public really never thought of Dan Gurney as an engineer when he was driving, but in many ways he was,” Wolin noted.

Gurney joins Phil Remington, Bruce Burness, Trevor Harris, Tyler Alexander, Alwin Springer and Ike Smith on the Peter Bryant Award.

Peter Bryant (left) and Dan Gurney at the Legends of Riverside reunion in 2009.

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big-block-powered fiberglass mid-engined pure unadulterated race car that did 185 mph down the straight at Riverside. When Julian G. Schmidt showed up at the track, special arrangements had to be set up to get him safely strapped inside the car (which normally only sat one) and off they went. “Dan Gurney was a busy man, doing a thousand things with the gearbox and pedals,” observed the magazine writer as soon as things got going. “Absolutely unreal, the violence of it all. Dan Gurney is the smoothest there is. They claim we reached 185 mph. I couldn’t tell. Unreal, man. Since The Beginning, Man has been trying to locate the laws of physics. Well baby, here they are. Each one of them is controlled by His High Emporium of Gravity sitting right beside me.” When the first lap was completed, Schmidt then noticed Gurney with a slightly different technique—a sterner concentration. “His arms were now being jerked more imperatively by the steering wheel. His feet were working the pedals faster, and the characteristic Gurney ‘pumping’ of the brake pedal was occurring faster than the naked eye could detect.” Someone who was not aware of this driving vagary would perhaps never have noticed. Gurney explained: “I had a bad experience with brakes back East once, and ever since then, I automatically tap them once before applying. I’ve tried to quit that, but I can’t seem to, and as a result, there are several guys in Grand Prix racing that can out-brake me.” Motor Trend’s ride-along editor replied to Gurney with, “Bull. Doesn’t it strike you as odd as there are none faster?” That day at Riverside as the race car came blasting into the pits after this extremely swift joyride, the mechanic blurted out: “A 1:24.5! Only two seconds from the track record.” And when one factors in the extra 180 pounds of bulk that was added as a result of the journalist passenger, that showed how much talent Gurney possessed, plus what a good sport he was to provide the scribe a fast-paced fun ride. BARRACUDAS & MORE After being involved with racing Cougars

in the Trans-Am series for Mercury, Gurney signed a contract in late 1969 to run a team for Plymouth: a pair of Barracudas, one for Gurney and the other for his protégé, Swede Savage. His time with Mercury was frustrating as he felt all along that Ford Motor Co. didn’t want the Cougars to win, as the factory’s primary focus was on the Mustangs. The Cougars, with his help, came within two points of winning the Trans-Am Manufacturer’s Championship at the end of 1967. The new Mopars were expertly prepared at the AAR facility (over 75,000 man-hours put into them by a crew of 50 men) and sponsored by Mattel Hot Wheels and Castrol, besides the obvious Plymouth factory support. Power came from Keith Black-built 305-ci small-blocks that were de-stroked 340s. Although placing first eluded the Gurney/Savage team, the cars always placed high and in the money, showing flashes of brilliance. “Our Barracudas weighed 300 pounds more at the end of the season than they did at the beginning because of the factory mandates,” recalled Gurney in 2001. “Our cars were built like an anvil.” Chrysler dropped the Trans-Am program and didn’t participate in the series for 1971. Gurney retired as a driver at the end of 1970 while still highly respected as an ace behind the wheel. He, however, felt it was time to move on—to concentrate on being a team owner and helping other drivers. “I don’t want to go on driving forever,” he told a magazine reporter at the time. He began talking about getting new drivers. “It seems right that I pass my knowledge along. Here’s how Car and Driver Magazine summarized Dan Gurney at the end of the 1970 racing season: “By most measures within the sporting world, Dan Gurney is an extraordinary man. He is introspective, compassionate, highly intelligent and infused with a curious brand of fierce, but prudent, combativeness. His public image as a corn-fed All-American boy is sadly one-dimensional. He has a temper that can make wolves whimper and a lusty sense of humor. He is a man of dimension and worth—a man who has been of immense value in upgrading the image of racing in the past decade.”

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THE CANNONBALL RUN In 1971 he was asked to participate in an illegal cross-country race organized by journalist Brock Yates. Gurney originally turned down the opportunity, Gurney and Brock Yates averciting that it was just too risky aged 80.8 mph in a a thing to do, given his profesborrowed Ferrari Daytona sional status as a race car driver to win the first “Cannonball Run” race that and car builder. started in Manhattan “I said at the time, ‘no, I and ended in Rewon’t do it. It’s illegal and if dondo Beach. anything went wrong, it would be bad for racing,’” Gurney said of his decision. the “Sea to Shining Sea Memorial Trophy Yates then offered the ride to drag race Dash”—her father replied, “life is too short; legend Don Garlits and Formula 1 star Phil tell him to go ahead and do it!” Hill, both of whom declined as well. Yates A phone call was made to Dan in Caliwas discouraged, to say the least. fornia, and on a late November night in Things changed shortly thereafter as 1971 he was on a plane to New York City Gurney’s father-in-law became very sick for the inaugural 2,863-mile contest. from cancer and his wife returned to Germany to be with him at his bedside for his On 37th Street in Manhattan at a place called Red Ball Garage a car was waiting final days. When she told her father that for Gurney—a new Ferrari 375 GTB/4 Dan had declined the invitation to the Daytona Coupe on loan from a dealer to underground event—which was billed as

Yates. At a little past midnight, the two took off and the race began to Redondo Beach, California. It was all totally unsupervised, totally illegal and most likely not that great of idea—but they were doing it anyway. At first the Ferrari ran in the 80-mph range, then hit rainstorms and experienced jammed windshield wipers. Further on they met lots of fog, more heavy rain and thunderstorms, and slick road conditions, but

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AAR got a contract to build and race Toyotas starting in 1982. The #98 drive.” 1986 Toyota Celica IMSA GTO car was powered by a 450-hp Yates and Gurney got turbocharged 4-cylinder engine to the final destination, displacing 2,090cc. The chassis a hotel called The Porhoused the engine right behind the driver’s compartment and tofino Inn at the marina ran a Hewland transaxle, with in Redondo Beach, and a carbon fiber body to were surprised that they look like a production car. were the very first to arrive.

going to have to stop at the next town.’ I’m driving and Brock is looking out the back and says, ‘he’s still there!’” As the blue-hued Ferrari was nearing an empty fuel tank, the time came to get some gas regardless of where the highway patrol car was. On the cover “We pulled in to get of the January gasoline and all of a 1970 issue of “Motor Trend” the announcesudden here comes a ment went out that Gurney very red-faced highway was switching from Ford patrolman, almost purple to Plymouth. He raced a Superbird at that year’s instead of red! We were Riverside NASCAR doing well in the race but race. I thought, ‘this is bad news.’ He gave me a ticket. So then it was almost time to go, and he said, ‘Oh, by the way, how fast will this car go?’” Gurney had figured at this point that they had just lost the race because of the still speeds averaged slightly over 80 mph. downtime. On the Eastern slope of the Continental “I said, ‘It will go a lot faster than that Divide they encountered ice and had to thing you’re driving.’ He didn’t think that slow to no faster than 55 mph. All seemed was very funny. When Brock and I got to be going well for Gurney and Yates (they back on the road again, Brock asked: ‘How switched over driving and sleeping every fast do you think this thing will go?’ I said, 12 hours) until they hit a small town in ‘Let’s try it.’ On the speedometer it said Arizona, approaching the California state 172 mph. At 130 it wasn’t line. It was 6 a.m. and the muddy, dirty When even breathing hard; Daytona Coupe was hauling ass on the Gurney was it was a great car to highway when they blew through associated with Quartzite, Arizona, a dot on the Lincoln-Mercury in 1969, the factory released a “Dan map just a few miles from the Gurney Special” Mercury California border. Cyclone that was known as “We were in wide-open territhe “Spoiler II.” It featured a six-inch extended nose, tory; we were going about 120 lowered grille and mph,” Gurney recalled about that reworked rear morning to a crowd years later gathbumper. ered at a Concours d’Elegance event. “Off to the right, maybe 200 yards away, a highway patrolman was just stepping off of the porch and getting into his car. Brock said, ‘he’s coming.’ Unfortunately, we had just enough gas to get to the next town. I said, ‘OK, we’ll take it up to about 130 mph; his car won’t go that fast. But we’re 38

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They had won with a time of 35 hours, 47 minutes. It was calculated that their average speed was about 81 mph. Gurney says they never jeopardized the safety of others and never did anything crazy along the way. The vast majority of the time, the Ferrari was traveling about 90 to 95 mph. Yes, during that short time on an empty stretch of Interstate 10 as they entered California, Gurney did run the car up to top speed, just to confirm what the upper limit of the car was; however, it wasn’t for an extended period of time, he recalled. However, at the headquarters for that final checkpoint of the race there was some assembled media, and there was a bit of a negative tone about how the high-speed driving in the racy Ferrari wasn’t all that responsible. When a female reporter from the LA Times asked Gurney just how fast they went, with his tongue placed firmly in cheek, he slyly replied: “We never exceeded 175 miles an hour.” When the Cannonball Run movie that Yates wrote came to life and hit the big screen in 1981 with Burt Reynolds, Gurney’s kids were in school, and it was all the buzz in the classroom. Teachers and students never asked his children if their dad really won in Europe and really raced at Indy and really won at

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Riverside—all they cared about was that cross-country Cannonball Run and if Mr. Gurney had really won it. It seems, in this particular instance, he proved his dying father-in-law right. MORE TO COME Later, Gurney ran a successful race team (from 1983-’99) with Toyota and Goodyear as the major backers, then he developed a special low-rider motorcycle using Honda single-piston power. Back to four wheels, his AAR facility played a key role in the development and

Grandpa’s

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PERFORMANCE

(www.momentcancelling.com). construction of a new and The Dan Gurney story is so lengthy, revolutionary Delta Wing there’s no way to cover everything in a car that had a true “clean singe article. However, it has to be said sheet of paper” design that for enthusiasts of American iron, he concept, featuring a will long be remembered for his exploits unique, narrow front with with Detroit-based V-8-powered race cars wide-rear stance. and lots of exotic European race cars. In 2015, Gurney’s AAR was involved in building a new GT-R LM Nismo race car for Le Mans, a potenJAMES MAXWELL is an automotive writer tial contender for the World Endurance and historian based in southern California. Championship. He can be reached at imax3@me.com. A creative fire still burns inside 85-yearold Dan Gurney’s mind. He’s designed a unique sit-down, low-swung sport bike called The Alligator and also, more recently, developed on paper at least a new four-stroke Back in 1964, “Car and power plant featuring Driver” magazine’s a patented “moment David E. Davis came cancelling” engine up with an idea to promote a real “car nut” design. It’s a vertical as a presidential cantwin with counterdidate, and it was rotating crankshafts Dan Gurney. designed for smoothness

Staying sharp at 85, Gurney has developed—on paper, at least—a new four-stroke motorcycle power plant featuring a patented “moment cancelling” engine design.

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PERFORMANCE Eric Eldreth is the owner of Innovative Diesel, with locations in Maryland and Florida, and is co-owner of ID Motorsports near Daytona with Matt Alderman.

In-Tune Eric Eldreth takes away the mystery of tuners & programmers. By Jef White

ngine tuners and programmers can do some amazing things these days, from increasing a vehicle’s power and efficiency to monitoring vital functions to serving as a driving coach. As these devices become higher-tech all the time, however, they can grow more intimidating to shops unfamiliar with their use, features and benefits. But as is often the case, once you get to know these products, there’s really no mystery. They offer a straightforward installation, attractive profit margins and plenty of product package opportunities, both at the time of sale and down the road. Eric Eldreth is the owner of Innovative Diesel, with locations in Elkton, Maryland and Daytona, Florida, and is co-owner of ID Motorsports near Daytona with Matt Alderman. ID Motorsports is a gas tuning business focusing on custom calibrations and parts for Ford, GM, and Dodge applications. “We are known for Mustang Coyote and EcoBoost, Dodge Hellcat and SRT vehi-

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cles, as well as LS-based tuning,” Eldreth notes. The company uses SCT, HP Tuners and EFI Live tuning, depending on the year, make, and model of the vehicle he’s servicing. The shops sell and install an average of 150-200 tuners and programmers per month, and Eldreth agreed to help educate us on these important products—from sales to installation to unexpected benefits for shops. Who are the main customers for engine tuners/programmers? Most of our customers use their vehicles as daily drivers. They are looking to add the enhancements and benefits of custom tuning.

Do they come in asking specifically for the product, or do you introduce it to them when they ask about upgrading performance in general? Some customers have tried to do their homework by searching online. If so, they

may have a specific brand in mind, but in most cases will ask our recommendation. Depending on the make and model of their vehicle, we normally have a brand in mind. Since we custom-tune, the most important part is the tuning software—more so than the pre-programmed tuning options on the device. What are the important questions for salespeople to ask in order to find the proper tuner/programmer for each customer? The two main questions we ask is the intended purpose of the vehicle and how they will use the device hardware. Some customers simply want to have a tune installed into the vehicle and leave the device in the glovebox. Others like all the bells and whistles, along with having a display to monitor vehicle data. Lastly, whether they are using the vehicle for towing, performance or daily duty will also guide us in the right direction for hardware. For towing and performance, they may want to monitor EGT, Air Fuel, etc. This all helps us guide the customer to the best device for their individual use. What is nice about many of the devices is we can use the preloaded files for customers that just want something basic, or we can use the same device and our custom tunes.

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What important factors do customers need to know about the products before making an informed buying decision? One of the selling points, which is important as an investment, is the ability to either reuse the device on another vehicle or uninstall the device and resell it. It’s not a disposable device—that’s important to us and the customer. We also like to offer a device that works well for the intended purpose. If they aren’t into gadgets, we don’t want to offer a complicated device with a lot of options. Most of our customers prefer an easy-touse interface.

Do you offer the programmers with screens that stay in the vehicle, or the “flash” products where you upload the tune and remove, or both? Are there any important

differences and/or benefits that shops and/ or customers should consider? We offer both flash devices and screens, as well as phone/tablet-based programmers. It’s all based on the customer’s intended use. Are these sales “off-the-shelf” (in stock) or do they typically need to be ordered from a manufacturer/distributor? We keep plenty in stock. In most cases, if you need to have a customer call back or wait for a product, you likely lose that customer to a stocking dealer.

ID Motorsports is a gas tuning business focusing on custom calibrations and parts for Ford, GM, and Dodge applications.

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In-Tune Is there competition from the Internet for these products, and how can shops compete? There is always competition, but most manufacturers have Minimum Advertised Price (MAP) pricing. This keeps the sales fair and customer service high. The customer will return if they are treated well.

What are the installation steps and how long do they take? It depends on the product. The basic flash device is as easy as plugging into the OBD-II port and following the on-screen prompts. The higher-end, touchscreen products are also fairly simple. Once the device location is determined, a clean run of the cable to the OBD-II port is next. Then itâ&#x20AC;&#x2122;s just the flash process. The average vehicle will take approximately 10 minutes. We usually tell customers the total time is about 30 minutes. That allows time to go over the device with the customer directly. For remote tunes we have a guide that the customer can follow and contact us with any questions.

Many customers use their vehicles as daily drivers and are looking to add the enhancements and benefits of custom tuning.

Matt Alderman fine-tuning a recent project.

Customers often request products that allow the ability to customtune for additional modifications later.

Are these products often part of package sales? If so, typically with what other items?

Some customers simply want to have a tune installed into the vehicle and leave the device in the glovebox. Others like all the bells and whistles. 42

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What seem to be the most popular features & benefits? The most important features customers request is the ability to custom-tune for additional modifications later. They also request a monitor more frequently now than in the past. The customer that spends the money on a higher-end device will want to watch the sensors and what is happening with the engine. Which parameters are available with the monitor is also a question that’s asked, once they decide to purchase a tuning device with monitoring. The more parameters, the better.

PERFORMANCE

With just about any performance part that enhances the engine or transmission (autos only), there will need to be some form of tuning solution. An intake, tune, and exhaust are packaged together frequently.

Once customers have experienced the benefits of a proper tune, they usually start adding parts. The device can then continue to be used as the customer enhances his or her vehicle.

O V E R

What, if any, laws or regulations affect the sale or installation of these products, and where can shops find more information? In California, most products that enhance performance are not legal. We make sure to stay within EPA regulations with everything we do.

What’s the most difficult aspect of selling these products for shops? Retailers that violate MAP pricing.

What’s an unexpected benefit for shops that choose to sell & install tuners & programmers? When customers purchase the device they can upgrade to a custom tune. Once they have experienced the tune, they usually start adding parts. The device can then continue to be used as the customer enhances their vehicle.

What steps can shops take to increase sales of these products? Build up your knowledge of each product, which vehicle applications it will support and the benefits of one device over another. Also, use social media. It’s the best way to relay information to your current customers and future customer base. It’s very inexpensive—in some cases free—and can be seen around the world.

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End-of-Year

Wrap-Up

Diesel Performance Celebrating 2016 winners & the late Brady Neal Williams. By Ron Knoch

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t the end of each year, we look back at the events, accomplishments, competitors and happenings in the performance diesel industry. I talked about the industry in the last issue; now I want to reflect on those people who made the sport what it is today. Specifically, I want to honor the DIESEL Motorsports point leaders for 2016 in the

different race classes, and also a very close friend of the diesel industry, Brady Neal Williams. HALL OF FAMER Williams, of Industrial Injection, was inducted into the DIESEL Motorsports Hall of Fame for 2016. He passed away in August and will be missed by many in the industry for not only his work, but also his love of the sport in the diesel marketplace. Williams and Industrial Injection have sponsored DIESEL Motorsports since its inception, and he continued to offer guidance and monetary support for the diesel drag racers and pullers throughout the country. Williams and his wife, Jerolyn, started Industrial Injection in March 1985 in Salt Lake City. They started out doing modest diesel rebuilds on injection pumps, turbos and injectors in order to help local miners, farmers and construction workers with horsepower gains, fuel economy and reduced emissions. Industrial Injectionâ&#x20AC;&#x2122;s first performance modifications in the 1980s were to the GMC/Chevy DB2 injection pumps, so the trailer industry could have more power pulling their loads. This was huge for the RV/horse trailer industry for those in that location who needed additional power for

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Williams was always at the track helping present the winners, shown here with Valerie Thompson (“World’s Fastest Woman Racer”) and Jessica Quigley.

Brady Neal Williams of Industrial Injection, a 2016 inductee into the DIESEL Motorsports Hall of Fame.

the mountains. Brady then was one of the first to add performance honing to the 7.3-liter Ford diesel injectors in the ’90s, again for the trailer/ pickup industry, and continued to add the other OEM-brand injectors to his product listings. Today, Industrial Injection is considered to be one of the top producers of performance injectors for all three OEM brands. What propelled Industrial Injection into the next century with a huge boost for providing performance to the diesel industry was the introduction of the Silver Bullet PhatShaft Turbo in 2000. This product and many more have contributed to its success of becoming the largest master distributor for BorgWarner and other turbo brands. Just a few years ago, Williams started to offer crate diesel engine blocks (short, long and finished) for all three OEM brands, with the shortest replacement build times in the country (fewer than five days). It’s a huge new part of Industrial Injection’s business, even as it continues to offer OEM diesel replacement products that are distributed across the country. Brady and Jerolyn had their sons work at the company from the ground up, experiencing and knowing all factions of their business. With Brady’s passing, he has left his business in good hands with his sons Shane, Cody and Brett, along with Jerolyn working to continue Brady’s legacy in the diesel industry. He will be missed for his imagination and innovation, and many

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THE SHOP

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End-of-Year

PERFORMANCE

Diesel Performance

Wrap-Up

“Empty Pockets” takes the 2.6/3.0 Pulling points championship.

Greg Hogue in his Duramax dragster takes the championship for 2016.

Bruce Block in his 2004 Dodge Ram takes the 2016 points championship.

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of us will also miss his positive personality and love of life. (Just ask me about the story at the ADS Convention!) Brady Neal Williams will be inducted into the DIESEL Motorsports Hall of Fame at the PRI Show in Indianapolis. He will join previous inductees Dave Mitchell, Nowel Thomas and Scott Bentz. All of these people were a first in diesel performance in some form and contributed greatly to where the sport is today. THE WINNERS ARE… Many don’t know that DIESEL Motorsports keeps track of points earned at each drag racing and sled pulling event during the season. We award point winners for different classes, and they are recognized on our social media and website. These are competitors who normally win or place high in competitions throughout the summer. The pulling truck with the most points for the 2.6/3.0 Class for 2016 were Jake & Joe Slingluff in their Empty Pockets pulling truck from Pennsylvania. This truck, built by the Slingluffs in their barn, won many pulls across the Midwest and Eastern states. It’s a 2001 Dodge with a 5.9 Cummins boasting about 1,600 hp, with many modifications for this class. These trucks are trailered-in strictly for competition and are not built for the street. The Slingluffs’ truck is very noticeable because of its wild paint scheme. The 2.5 Class championship was awarded to James Etgen in his 2006 dually Dodge

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Larson Miller earns the 2016 points championship for wins in two regional events.

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from Ohio. Etgen consistently pulled over 300 feet most of the season in his 5.9 Cummins puller, appropriately named Dirty Silver. He represents his family and Etgen Farms, which sponsors the truck. Winning the 2016 points championship for the Unlimited Heads-Up Class was Bruce Block for the third year in a row. Block has been a major drag racer for more than 12 years in the diesel market, attending all races and competing for the win at all costs. In his 2004 Dodge Ram, Block is one of the few racers who has left his truck intact as a real OEM truck as far as body, bed and suspension, yet is still able to compete against much faster trucks. He continues to win with fast times, close reaction times and the ability to outlast other trucks in the class. Being able to have not only a tough truck, but the ability to make four or five passes at each race gives him an edge on the competitions. Block owns B&B Tooling in White Pigeon, Michigan, and he is always improving his drag truck. He easily reached speeds of 144 to 149 mph this season. The 12.0 Index Quick Diesel Class was won by Larson Miller of Firepunk Diesel in Ohio. Winning two different regional events gave him enough points in his 900-hp Dodge to secure the championship. Top Diesel Points Champion Greg Hogue drove his GM Performance Duramax Rail dragster to two regional event wins, running in the 4- and 5-second range in the 1/8-mile. Every winner has a lot of dollars invested in these vehicles—many more than they win, even going to every event all summer long. That’s why it’s important for your shop to send trucks to these events—so your customers can get noticed, along with your business.

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PERFORMANCE

The unique nature of the West Coast contributes to the business’ success. Diesel Tech is located in San Jacinto, a part of Riverside County that attracts campers, off-road enthusiasts and hunters.

Diesel Tech in California embraces the tough truck market. iesel. Power. Need we say more? If you want big, bad and beautiful, diesel trucks are your answer. Whether you need the extra power to trudge through mud, snow and sand, or if you need to haul your camper for a weekend in the woods, you want diesel. Everything is bigger, stronger, louder, heavier and tougher with diesels—and that’s why it takes a special kind of shop to work on and build these special kinds of trucks. Since 2004, Loren Taylor and his team at Diesel Tech in California have been those special techs that can do whatever a big, bad diesel needs. Taylor began his automotive career working for Ford dealerships in Missouri and later in southern California, where he became the diesel tech for Gosch Ford in Hemet. Eventually he caught the entrepreneurial bug and decided to start his own diesel truck specialty shop. Loren took out a loan to add a 2-post and a 4-post lift to his home garage, and a new business was born. GROWING IN MANY AREAS Now having expanded into a 6,000-squarefoot, 10-bay shop, Diesel Tech has already grown plenty in its first 12 years. However, 48

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the positive word-of-mouth that has driven the company has created a situation where it now needs more room for working as well as parking, so Taylor is actively looking into another expansion in the near future. And it’s not the only expansion/upgrade he’s planning. There’s also an effort to improve the company’s website, www. DieselTech1.com. “We’re hoping to get (the site) more user friendly and… eventually open an online

By John McCabe store,” Taylor reveals. “That’s a big avenue that we’re missing out on.” At the present time, only Fords are even mentioned on the site. After all, the Ford Power Stroke is the shop’s specialty; but it also works on other trucks. “As we expand, we’ve been getting into other diesel engines; so, yes, we work on Chevy and Cummins and other kinds of diesel trucks,” explains Jeremy Taylor, marketing manager and Loren’s son.

Diesel Tech likes to treat its employees and customers like family, in hopes that they’ll all be together for a long time.

DECEMBER 2016

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Champion Seat Systems also provides in-depth technical support from its Minnesota facility where over 5,000 Champion products are installed each year including: seat heaters, ventilation systems, power lumbar supports and in-seat massage systems. Whether you’re looking for a vehicle-specific power source, occupancy sensor information, or any other installation question – they have the answer. Their knowledgeable staff is only a phone call away and eager to help you succeed.

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PERFORMANCE

The shop manufactures a filter kit for the notoriously silty Power Stroke 6.0-liter engines, which can also be used on other Power Strokes as well. Having expanded into a 6,000-squarefoot, 10-bay shop, Diesel Tech has already grown plenty in its first 12 years.

J i a

The shop tackles engine upgrades and repairs as its main work.

The Diesel Tech waiting room shows some of the magazine coverage the shop has earned over the years.

It’s a slow changeover, however, because, as Loren says, “we like to stick with what we know. And we know Fords.” He explains that, although all diesels are conceptually the same, they are very different beasts under the hood, and the Taylors want to be certain that they keep their customers satisfied by always fixing their trucks correctly. ALL FAMILY HERE The reputation of Diesel Tech stretches far and wide. Along with clients who live just a few blocks to a few miles away, Jeremy explains that “we get customers from all over the country and even Canada.” Loren adds that they have shipped Ford diesel parts to Croatia and other countries where Ford repair shops and dealers are hard to find. 50

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The company earned its international reputation as diesel truck experts about a decade ago when it was featured multiple times in articles in Diesel Power and Petersen’s 4 Wheel & Off-Road magazines, among others. As you look around the shop, the techs all look happy, climbing up under the hoods of trucks and wrenching away. The Taylors like to keep their employees involved in decision making and treat them like family and friends. “I know it sounds cliché, but we really do treat customers and employees like family,” Jeremy explains. “People who started out as customers are more friends than customers. We go hunting with them, trail riding …” This helps in the areas of employee retention and team spirit. “All of these guys have been with us for

years,” explains Loren’s wife, Paula, who left her job working for the local school district to become the office manager and manager of the shop’s four Labrador retrievers. The unique nature of the West Coast contributes to the business’ success. Diesel Tech is located in San Jacinto, a part of Riverside County that attracts enormous amounts of campers, off-road enthusiasts and hunters. The area is very conducive to the RVing and outdoor lifestyle. With mountains, beaches, forests, sand dunes and pleasant weather much of the year, millions of people travel to the area annually for fun in the sun. Many of them travel in diesel-powered motorhomes or with travel trailers, toy haulers and fifth wheels hanging out the back of a dieselpowered dually. Because of the mobile nature of their clients, the team often gets customers from all over the country. There are, unfortunately, many shops and dealerships that take advantage of these travelers and rip them off, figuring they’re not likely to come back. The Taylors take the opposite approach and, not surprisingly, the customers come back for routine maintenance and major repairs—sometimes even rescheduling their vacations to get their rigs to Diesel Tech. COMPLETE BUILDS It’s not just engines that Diesel Tech operates on. It’s done complete builds, such as

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PERFORMANCE

made their first trek to the SEMA Show to learn about new products, and they were admittedly overwhelmed. They will be going again in 2016, but now know to plan better. Their reason for attending is to keep up with the latest, the biggest and the baddest in diesel OEM and aftermarket technology. Because, when it comes to diesels, Diesel Tech knows bigger, badder and more powerful. Jeremy Taylor’s truck—a 2005 F-250 with a 6.0-liter Power Stroke V-8, a Carli Suspension 4.5inch coilover bypass kit and 39-inch BFGoodrich Baja T/A tires—is an eye-catcher at shows and also shows customers the shop’s skill.

No wA va ila ble !

Jeremy’s truck, a 2005 F-250 with a 6.0liter Power Stroke V-8, a Carli Suspension 4.5-inch coilover bypass kit and 39-inch BFGoodrich Baja T/A tires. Although it’s done major mods such as lift kits, the shop tries to steer customers to others who specialize in those areas when possible. “We prefer to repair trucks,” as opposed to performance jacking. The Taylors pride themselves on their ability to do bumper-to-bumper (or

brush guard-to-trailer hitch) repair work, including on lift kits, lighting and turbochargers. They also manufacture a filter kit for the notoriously silty Power Stroke 6.0 engines, which can also be used on any other Power Stroke as well. The Taylor family is working on expanding the business by bringing shop trucks to events, such as the annual Off Road Nights in Temecula, where big trucks gather. Last year, Jeremy and his brother Michael

The reputation of Diesel Tech stretches far and wide. Along with clients who live just a few blocks to a few miles away, the shop sees customers from all over the country and even Canada.

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THE SHOP

10/28/16 10:19 AM

PERFORMANCE

PERFORMANCE PRODUCTS Chevy II/Nova Aluminum Crossmember

American Powertrain, Cookeville, Tennessee, presents its new X-Factor Modular Aluminum Crossmember for 1963-’67 Chevy II/Nova applications. Made from powder-coated T-6061 aluminum, the crossmember bolts to the original unibody crossmember mounts and provides clearance for up to 3.5inch exhaust systems. The X-Factor for early Novas is adjustable to fit the TREMEC TKO, T56/Magnum, Muncie, T10 and LGT700 manual transmissions, along with T350, T400, 700R4 and 4l60/65/70e automatics, among others.

Miata Polyurethane Set

Energy Suspension, San Clemente, California, presents its 2016 Mazda Miata ND Hyper-Flex System Master Set. The set provides constant car control and includes: front and rear control arm bushings, front and rear sway bar bushings and rear differential mounts. Each component is manufactured to specific durometers (firmness), resulting in optimum handling performance, more power to the ground and long-lasting durability.

Two-Post Lift

Mohawk Lifts, Amsterdam, New York, presents its A-7 2-Post Lift, an asymmetric 2-post lift with a 7,000-pound lifting capacity. The asymmetric design allows the lift to fit in narrow 10-foot bays with all doors fully opened, and features a clear floor work area for easy access around the shop. Height-adjustable overhead steel hydraulic lines fit a shop’s ceiling height, and the lines can also be routed in the floor. Features include 4-inch swing arms for access under low cars, and both 3- and 6-inch truck frame adaptors for hard-to-reach vehicle frames.

Extra-Long Needle Nose Pliers

KNIPEX Tools, Arlington Heights, Illinois, introduces 11-inch Extra-Long Needle Nose Pliers. The pliers are designed for strong and flexible gripping of small pipes, screws and round parts in hard-to-reach areas. They feature multiple gripping zones for pulling and twisting, making them a versatile multi-use tool for the automotive industry. Workpieces can be grabbed, held and guided with the four grooves in the jaws of the slim-yet-robust pliers. They are forged, oil-hardened and tempered from German tool steel, with handles that come with a non-slip plastic coating.

Camaro SS Twin-Disc Clutch

Centerforce Clutches, Prescott, Arizona, offers a DYAD DS Twin Disc Clutch for 2016 Chevrolet Camaro SS 6.2-liter LT1 models. The clutch features improved clamp load and provides light pedal pressure and smooth engagement with its patented ball bearing pressure plate, centrifugal weights and dampened twin-disc design. It handles up to 1,300 foot-pounds of torque and is 16 pounds lighter than the stock pieces. The pressure plate features Centerforce’s patented Centrifugal Weight System.

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Frame Connecter System

Speedtech Performance USA, St. George, Utah, introduces its ExtReme Frame Connecter System. The new subframe connector design incorporates the rails into the floor pan and ties directly into the factory bracing—both front-to-rear and sideto-side—strengthening the entire car and not just one portion of it. The system also houses the front pinion mount, which doubles as a driveshaft safety loop for those using the company’s torque arm rear suspension, and includes convenient raised channels for protecting fuel lines and brake cables.

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W i B 2 S f c o f d s c h c a B

PERFORMANCE

Ford Truck Brake Upgrade Kits

Wilwood, Camarillo, California, introduces its TX6R Tactical Xtreme Brake Systems, now available for 2005-â&#x20AC;&#x2122;12 Ford F-250 and F-350 Super Duty single-rear-wheel, four-wheel drive trucks. Using components and technology originally developed by Wilwood for tactical, armored and extremeduty specialized applications, TX6R systems provide improved braking capacity and durability for all types of high-demand highway, towing, hauling, commercial and heavy-load off-road applications. They are supplied with BP-20 composite-metallic SmartPads.

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Serpentine Pulley Drive System

Eddie Motorsports, Rancho Cucamonga, California, introduces its new line of S-Drive Plus Serpentine Pulley Drive Systems that utilize a high-performance eight-rib belt configuration. With a contact patch that is 33-percent wider than a standard 6-rib belt, the system improves belt traction to dramatically limit slippage and stretch in higherhorsepower applications. The configuration also provides longer belt life by reducing the instances of span vibration (belt whip/belt waves) and can handle increased torque loads.

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THE SHOP

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PERFORMANCE

PERFORMANCE PRODUCTS R35 GT-R Billet Main Girdle

Titan Motorsports, Orlando, introduces an R35 GT-R Billet Main Girdle. The new lower girdle strengthens key areas of the girdle while mating with the OEM casting, allowing the engine to withstand more abuse. The CAD-engineered girdle is CNCmanufactured from a solid block of 7075 aluminum alloy for strength and corrosion resistance. The billet girdle requires line-boring to the engine builder’s specifications and will work with the factory 3.8-liter displacement or stroker applications.

Chrysler LX Motor Mounts

PROTHANE, Costa Mesa, California, introduces precision-machined, billet aluminum Bullet Motor Mounts for Chrysler LX applications. The replacement mounts feature urethane insulators, which resolve OEM failure problems. PROTHANE’s performance urethane will not rot or degrade over time. The mounts fit 2006-’11 Challenger, Charger and 300C models with 3.6- and 5.7-liter engines. They are available is classic red or black urethane.

Power Stroke Head Gasket Set MAHLE Aftermarket, Farmington Hills, Michigan, introduces the MAHLE Original cylinder head gasket set for Ford 6.0-liter Power Stroke engines. The MAHLE Original head gasket set includes 193 pieces— all engineered to match the exact, original equipment parts for form, fit and function—including: lower valve cover and intake/exhaust manifold gaskets; O-rings; high-pressure oil pump and valve stem seals; and more. The seals are color-coded to match the OE parts. The set is available in both 18mm and 20mm applications.

GPS Speedometer

AEM, Hawthorne, California, introduces the X-Series GPS Speedometer that displays ground speed, course and altitude via an included 10Hz GPS receiver. Users can integrate the X-Series GPS speedo into an Infinity ECU, AQ-1 Data Logger or upcoming AQ-1 OBD-II Data Logger to add track mapping. It includes a Vehicle Speed signal output that can be connected to an existing speedometer and eliminate the need for a vehicle speed sensor. The 10Hz GPS receiver receives speed, heading and altitude data from multiple satellites at 10 samples/second.

Lowering Shock Kits

Air Lift Performance, Lansing, Michigan, a division of Air Lift Co., presents its Air Lift Performance SlamAir shocks that work with a host of applications, enabling car enthusiasts to easily achieve a casual stance or full slam on hot rods or vintage pickups. Designed as a value-priced replacement for a coilover suspension, the universal SlamAir kits are customizable and can include either a double-bellows or a sleeve-style air spring to support the load of the vehicle. Some kits offer up to nine levels of damping adjustability and 2-plus degrees of camber adjustment.

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GM 8-Bolt LSX Twin-Disc Clutch Kits

Advanced Clutch Technology (ACT), Lancaster, California, introduces new high-performance Twin-Disc Clutch Kits for GM 8-Bolt LSX engines. The kits offer a wide range of streetfriendly to race-ready options with torque capacities ranging from 875 to 1,515 foot-pounds. They offer two discs for nearly twice the surface area compared to a conventional clutch design for better wear characteristics, a higher heat capacity and longer life. The twindisc kits include ACT’s proprietary Positive Lift Floater system, which automatically compensates for disc wear.

DECEMBER 2016

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F C i t s t T d h c r i e o fi B F

PERFORMANCE

Camaro SS Exhaust System

Ultra-High-Performance Tires

Falken Tire Corp., Rancho Cucamonga, California, presents its Azenis FK450 A/S all-season tires designed for today’s premium sport coupes and sedans. Featuring the company’s Tension Control Technology (TCT), the tires are designed to offer a balance of handling, high-speed stability and confident all-weather traction. Slightly rounded sculpted-rib edges aid in preventing rain groove wander, enhance straight-line stability and optimize on-road feel. Popular fitments include Acura TLX, Audi A4, BMW 3-5 Series, Chevrolet Camaro, Ford Mustang and more.

Kooks Headers and Exhaust, Statesville, North Carolina, offers a complete stainless steel Exhaust System for the 2016 Chevy Camaro SS. The made-in-America system can add up to 40-plus rear-wheel horsepower and 35plus foot-pounds of torque. It is available in 1-7/8- or 2-inch-diameter primaries, as well as with GESi Green Cats, Tuner Catalyst or off-road connection pipes. The system includes Cometic Gaskets and Stage 8 Locking Fasteners. Choose between polished or black exhaust tips.

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THE SHOP

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Business owners & managers share their views on what works, what doesn’t. By JoAnn Bortles EDITOR’S NOTE: The following is part 2 in a series of articles looking at the practical applications of social media for specialty aftermarket shops. Part 1 appeared in the November 2016 issue of THE SHOP.

hen it comes to social media, for the pros it’s all in a day’s work, without any emotional attachment. But it can be a very different story for business owners, as it can get very emotional. People who make the most effective use of social media learn to have thick skins and not take things personally. Hot rod, aftermarket and custom shop owners tend to be artistic, creative people. They have a passion for what they do. And while it’s good for their business, it can be a hindrance when it comes to dealing with the sometimes harsh reality of social media. I polled shop owners and managers, asking their opinions of social media. Most of the comments were positive, with most folks saying it has helped their business. James Lail does decals and graphics and says it’s been one of his best avenues for advertisements and it’s pretty much free. But, like custom painter Jeff Parker, he says it’s easy to spend too much time on it.

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“I get lots of window-shoppers,” adds Fred Shrump of Fireball Graphics, “but also lots of great customers. Its beats taking stuff to shows and having random people at the shop all the time.” There were a few folks who were not sold on the idea that social media drives sales; arguing that a web page is the best investment instead. They feel that for a small business, unless you hire a full-time media coordinator, it’s more of a time drain. HIRING A SOCIAL MEDIA COORDINATOR Hiring a social media coordinator is exactly what Adam Genei did. Genei owns Mobsteel, a custom car shop. He also has Detroit Steel Wheels, an aftermarket wheel company. Before social media, Genei mostly relied on going to shows in order to put out the word about his companies’ products and services. Back in November 2015, he hired Emma Sauve to work part-time on his social networking for the wheel company. It went so well that she went full-time, taking on the Mobsteel account in January. Sauve has a degree in Creative Advertising and set about expanding the online presence of both companies. They each have their own social media pages on Facebook

(www.facebook.com/Detroitsteelwheel; www.facebook.com/mobsteel.detroitmi), Twitter, Instagram and Snapchat. As a professional, Sauve has determined the best time to post, what to post, and then uses strategic hashtags to expand their reach. She’s constantly taking and uploading photos and videos. It can be the progress on a project, a new line of wheels or even funny antics in the shop. She’ll even post pictures or videos of the crew going to lunch or doing burnouts in the parking lot. She keeps it informative, interesting and, most importantly, upbeat and fun! People tend to share funny things, and this helps for the posts to expand organically. Social media also makes it easier for customers to send Genei pictures of their vehicles with the company’s wheels. These get shared or posted on their pages. Detroit Steel Wheels has gone from 24,000 to over 110,000 followers on Instagram. And it’s interesting to note that both companies have many more followers on Instagram than Facebook. That speaks volumes to anyone who is not using Instagram. Sauve’s advice for business owners who want to make the most of social media? “Start conversations with people interested in your brand. And keep the conversations going by taking the time to respond personally to those who make comments. People like being listened to and they respond to a more personal level of communication. Promote your partners also—companies whose products you use. The more people involved in the conversations, the more people you are reaching.” As for the numbers, sales have increased and they’ve noticed a big uptick in sales and inquiries from international customers. And having a full-time person taking care of this has freed up Genei’s time to concentrate on what he loves—creating new products and building bad-ass rides. So far, they haven’t needed to pay to promote posts on any platform, as they spread very well on their own. CREATING CONVERSATIONS & BUILDING RELATIONSHIPS Amy Mattinat owns Auto Craftsmen (www.facebook.com/AutoCraftsmen), a repair shop in Vermont. Her business

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Here’s a look at my Facebook Insights page. Note the two posts at the top. These are the promoted posts. One cost $5, the other was $9. I want to expand my business to a new audience—people who do triathlons and ride bicycles. The weekend of this post was the same weekend as the Ironman Championships. Two top American finishers (3rd woman and 4th man) were athletes with my paintwork on their equipment. So it was perfect timing to reach out to a new customer base. The paid promotion targeted those customers. The difference in traffic between the promoted and organic posts is big.

is very different from Genei’s in that she depends on local customers, so she has a different approach to social media. She feels it’s not as much a marketing

tool as it is a networking tool for her community. “I don’t look at it as advertising, but rather as another way to have a conversa-

tion with people, help to create relationships and to solidify them.” She posts about four times a week. “Sometimes they’re informative. Sometimes they’re funny—and those get the most likes and attention. And people really like it when you post the mystery part, the really weird-looking, broken car part, and ask what is it? Again it stimulates conversations.” Mattinat’s done Facebook ads (paying to promote a post.) But she mostly does paid promotions when she’s doing a causerelated event, like when they’re are doing a food drive. People will stop in with items to donate and say they saw it on Facebook and that they don’t need any work on their car. But it builds the connection and when they do need work done, they will think of her shop. Most of her business comes from referrals. “Every repair shop fixes cars, but to bring in new customers, you have to create relationships with people by giving them outstanding customer service.”

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Handy Do’s and Don’ts When using social media to promote your shop’s work and services: Don’t take it personally when a post doesn’t get many likes or reactions, or it generates negative comments. (Learn from your experiences to keep your page upbeat and interesting.) Don’t post anything when you’re upset or angry (Problems or gripes with customers or employees shouldn’t be handled in a public place. Your clients don’t need to know if you are having issues with your spouse or kids. Stop typing and come back to the page later once you’ve calmed down.) Don’t post too many items of a personal nature. (A few family photos or events are OK, but keep it light. That’s why you have personal social media pages.) Don’t post photos of customers’ projects before the customer has seen them. (And make sure it’s OK to post them. The customer may have reasons for keeping their project private.) Don’t post a photo until you’ve checked what’s in the background. Don’t post jokes that others may find offensive. Keep it PG-rated. (Save those jokes for your personal pages.) Do post things other than work that customers can identify with. (Photos of pets and/ or visitors to the shop.) Don’t post too many times a day. (Wait until reactions on a post slow down before posting again.) Don’t be afraid to delete a post that has gone sideways. (Sometimes an online troll will get a hold of a post and try to create a problem. Don’t get drawn into a flame battle. Even though it’s your page, it’s just a post. Delete it and move on.) Do ask for opinions! Get your followers to interact with your posts. Do post several times a week. Do use strategic hashtags. Do regularly update your profile picture. (And Facebook cover photo.) Do use Social Media Groups. (Answering questions and staying active in these groups helps to promote your business through association. Find the groups that suit your shop.) Do post about events at the shop. (Maybe create an event page for special events.) Do regularly check the Insights and messages on your Facebook Business page. Do know you can ban someone from your Facebook business page. (Go to Settings, then People and Other Pages. You can click on a name and ban them from your page.) 58

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Here’s a close-up of the two promoted posts. The light orange part of the bar are organic views; the darker orange are the views that came from the promotion. But the paid views helped to generate interest, which added to the post being spread organically also. I have never had numbers like this on my business page. The bike tank post was shared 42 times. That is huge for me.

She loves cause-related marketing because it’s giving back to the community. And when you do that, it’s giving people something to talk about, and this also leads to referrals. USING FACEBOOK GROUPS & YOUTUBE Tim Morgan is the managing director for Spanesi America, a company that manufactures equipment for automotive collision and repair shops. “There are two things that social media can do,” he says. “It can make you or break you. If you’re not taking care of your customers, it’s very easy for them to jump in and write bad things. But it’s great for us, as it has helped us expand our product horizons. Using Facebook Groups, I’ve been able to sell a lot of product. It’s amazing. Right now this year, 15 percent of our sales are some type of referral from Facebook or Instagram.” Morgan subscribes to Facebook auto body, painter and repair groups. They ask questions and he gives answers. Many people ask what type of equipment they should buy. Because Morgan is very active in the groups, he often gets tagged when someone asks a question. One of his clients is KC Mathieu from Fast N’ Loud (www.facebook.com/KCMathieu). People check in to see what Morgan is doing with Mathieu and this helps to build their number of followers. Spanesi’s Instagram went from 50 to 800 followers overnight thanks to Mathieu connecting with it.

And don’t over-post. Wait until interest in a post calms down before posting again. Put a post out there and give it time to work. Some companies post four or five things a day and the new posts dilute the attention from the previous posts. There’s no formula—Morgan simply waits until interest dies down before posting again.

Here’s a view of a Spanesi post that had a paid promotion. The post had around 9,000 organic views, but over 37,000 from the promotion! It was shared 63 times, which further expanded its reach. All for $25.

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He does take advantage of promoting posts on Facebook. And the numbers on his promoted posts show a significant gain in views, shares and likes. Morgan also recommends using YouTube as a marketing tool. In fact, many people use YouTube as their primary search engine. And instead of going to a trade show, people can go to YouTube to see new products and services in action and to find out more about them. Morgan has sold products without doing shop demos, but rather just by the client seeing a video. But one thing he recommends is having a thick skin, because some people are going to post negative comments. For example, they might say the video does not show the proper way to do a certain task, as they do it a different way. “Remember, everybody’s a critic. When we put something up on Facebook or YouTube, we make sure it’s technically correct and that safety protocols are being followed.” SOCIAL IMPACT Researching this series of articles has been

very eye-opening for me. Shortly after I finished up the last interview, I started implementing some of the ideas offered by both the marketing professionals I interviewed in part 1 of this series, and the business owners I’ve highlighted today. There was an immediate impact, and I realized I had been mishandling my social media. Taking Morgan and Mattinat’s advice, I promoted several posts. The impact was fast in the uptick of views, likes and shares. It also brought new followers to my page. Facebook promotions allow you to pick the audience best suited for your post. You can choose the age group, their interests, locations and more. I also started expanding my normally quiet YouTube c hannel. I have some video footage, but one thing I did was to start creating videos using groups of still photos of my work. Movie Maker came pre-installed on my laptop and it’s very easy to use. There’s even a link that goes to public domain music that can be used in the videos! These are two very powerful tools that I had not been using.

As for time spent on social networking, I have to police myself. I try to avoid it while I’m in the shop, but it’s how I start and end the workday. That’s when I post, answer comments, check messages and create and post videos. Remember, social media is not a one-sizefits-all solution. Every business has different needs. The biggest thing to remember? Have a thick skin and enjoy expanding and connecting to the audience that can appreciate your hard work! JOANN BORTLES is an awardwinning custom painter, airbrush artist, welder/fabricator, tech writer and photojournalist with over 30 years of experience in the automotive industry. She is the author of seven books on automotive, motorcycle and custom painting. Her work has been featured in numerous automotive and motorcycle publications, NBC News, The Today Show, MuscleCar TV and Motor City Masters. She also serves on SEMA’s SBN Select Committee. JoAnn owns Crazy Horse Custom Paint.

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GoTeam!

Strategies for effective group projects. By Timothy F. Bednarz

re two heads really better than one? Yes, when teamwork leads the way. However, leaders need to understand that while teams are an effective means of creating solutions to many complex organizational problems, they are not the panacea touted by many management gurus. Many management theories that employ the team concept have been proven ineffective. Consequently, many managers have developed a biased perspective when considering the use of teams within their organizations. The proper structure, implementation and use of teams requires self-discipline. Leaders must be aware of the major limitations and weaknesses associated with each area. Nevertheless, it is important to understand that properly structured and implemented teams do produce tangible results for organizations. They are effective tools for organizations to utilize in increasingly complex business conditions. An individual’s leadership, vision and direction ultimately determines the success or failure of the teams they direct. In many, if not all, cases, the leader acts as a liaison between the organization and team, assuring that the team remains focused on the task and the results it is chartered to produce. Teams are part of a living organization and are not working in a void: all teams operate in conjunction with other teams to efficiently meet the organization’s overall goals. Specific lessons can be gleaned from the experiences of countless teams in other organizations: • Teams are not freeform organizations with an absence of regimentation; nor are they inflexible units with a rigid chain of command. Within successful teams, leadership often changes according to particular

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tasks assigned. • Effective team design requires a continuing mission in which specific tasks change frequently. Without a continuing mission, there is little or no basis for teams, except on a temporary basis. • A team requires clear and sharply defined objectives. It must have the ability to produce feedback based upon its performance and ability to achieve objectives. • Teams require leadership, which can either be permanent or shift with each major phase of a project. Within many teams, one individual is charged with designating the team leadership for each specific phase. • A team is not democratic. The implementation of authority is task-derived and focused. The team as a whole is responsible for the successful accomplishment of a task. Individual members contribute particular skills and knowledge and are accountable for their own particular work, but they are also always responsible for the output and performance of the entire team. This system maintains cohesion and helps people work as a unit. • Team members do not need to know each other well to perform as a unit; however, they do need to know each other’s functions, skills and knowledge areas. While rapport, empathy and interpersonal relations are not required for a team to run smoothly, a mutual understanding of common tasks is essential. • It is the team leader’s initial responsibility to establish clarity of objectives and the roles of individual team members. This incorporates clarity of the leader’s role in the team process and structure. TEAM EFFECTIVENESS & PRODUCTIVITY The methodologies used for problemsolving and decision-making can be complex. When initiating team projects, both

leaders and teams can get bogged down in complicated problem-solving, decisionmaking and process-improvement models. Rather than utilize methodologies that are difficult to understand and implement, leaders should provide their teams with a simplified model to accomplish a specific assignment. It is important for teams to have a universal model with a consistent and simple template to monitor task progress and chart the development and implementation of actions and strategies. This type of model will help teams benchmark progress, enhance performance and discover an identity. It is important for leaders to understand that problem-solving models typically include seven or eight stages, and decisionmaking models typically have six-12 stages. Most teams struggle with the complicated procedures of these models, and many neglect or omit stages at the first available opportunity. Team effectiveness and productivity will consequently increase when leaders implement a simplified model and process. They should be cognizant of the five essential team process stages: 1. Recognition The recognition stage encompasses the team’s impressions when facing a new situation. This stage is critical to the success or failure of the team process. Here, before making an initial response, teams are challenged with identifying the circumstances surrounding a problem or task. Nothing useful is gained until the team becomes fully aware of, and clearly defines these circumstances. The first step is to identify and define the task or purpose at hand, taking into account existing biases, assumptions and constraints. Also, teams must establish their objectives and the regulations for

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the process, and then pinpoint the most ideal outcome. 2. Understanding The primary purpose of this stage is to check the validity and accuracy of the issues identified in the recognition stage. Next, the team must determine which data should be collected to help clarify the details of the task. Finally, they must prepare an analysis detailing how the team will carry out its project.

negative synergies, adhocism, sabotage and any power blocks that may hinder the projectâ&#x20AC;&#x2122;s success. The last step in this stage is to monitor the progress of the plan against actual results. 5. Completion The completion stage is where teams develop assessments and follow-ups, and

authority for the project is transferred to the process owners, allowing the team to move on to other projects, problems and concerns. Adapted from Developing a Team Approach: Pinpoint Leadership Skill Development Training Series and A Teamâ&#x20AC;&#x2122;s Purpose, Function & Use: Pinpoint Leadership Skill Development Training Series from Majorium Business Press.

3. Decision-Making The decision-making stage is a rational linear process comprised of discrete events. These events should be relatively simple and easy to achieve. The assumption here is that as long as each stage is carried out correctly, the end result will be an effective decision. Decision-makers in a team environment should recognize the danger inherent in any recommendations yielded by a process that is governed by subjective criteria. The process they must follow to be successful requires mapping the decision system supporting the entire decision-making process. Inputs need to be verified along with information that is useful and contextual to the problem. The decision-making process allows teams to finalize their options after clarifying and agreeing to the desired results. The final step in this stage requires the team to apply all of the methodologies and systems that it has decided upon to identify the best potential option. 4. Implementation Completing the decision-making stage frees the team to act. The implementation stage often begins with excitement and concludes with hard work. This stage makes plans work by putting them into practice. The process begins with setting up and preparing all of the possible support, resources, people and logistics required. Teams must then develop a strategy for piloting the plan according to its goals and objectives. Immediately after implementation the team continues to think systematically by identifying limiting forces that need to be reduced and by avoiding short-term fixes, DECEMBER 2016

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HOW TO HAVE A

Great Store Interact with live customers, build rapport & make some fast cash! By Tom Smisek

enerate fast profits. Attract new customers. Clear out old, slowmoving merchandise. All are good reasons to have a sale. With the popularity of online shopping, retailers still have a huge marketing advantage by staging periodic sales events. This is where you can interact with live customers, build personal rapport and make some fast cash. A successful Big Volume Sale is the fastest and easiest way you can boost your sales, win customers back and raise a large sum of money (from your current inventory) in a short period of time. Whether you run a parts and accessories business or a service shop, the same prep and principles apply in any sale.

Start by doing a quick inventory to determine what you have in stock and want to move. Then decide on the discounts you will offer. The range should be from 25 to 75 percent off, depending on how badly you want to get rid of stuff. Remember, a buck in the pocket is worth more than a dud on the shelf. TYPES OF SALES There are different types of sales. End of the Season and Clearance Sales are a great way to move out products that have been collecting dust on your shelves. These may be outdated or obsolete items that have been replaced with newer models, or just slowmoving parts that are not in high demand. You may also want to take a good look

Retailers can consider holding periodic sales events to help clear out slow-moving products, connect with customers and bring attention to the store. 62

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at big stuff. Literally. Large boxes take up a lot of valuable floor and rack space. If they are not selling, it would be better to discount them and stock up faster-moving, more-profitable items. Christmas Sales tend to be more for promoting gift items, apparel and gift certificates. Another type of sale is the Liquidation Sale. This is useful to sell off items that are being discontinued and also when a retailer drops a product line, or is going out of business. Typically, January is a good time for end-of-year sales and July for clearance sales, but sales can be held just about any time of the year. GET ORGANIZED Organization is critical to the success of any sale. Being totally prepared requires a well-orchestrated and comprehensive sales and marketing strategy. Start three to four months in advance. The first question is: When are you planning on having your sale? Will it be a oneday event or a weekend affair? Check all scheduled activities in your area. Pick dates that will not conflict with another event. Planning a sale for your automotive business on the weekend of a popular local car show will diminish response from your target market. Before you commit to a sales event, consider calling in a sales promotional professional. Go over your ideas and listen to his or her advice. An experienced marketing consultant will provide objective expertise to make any sales event a colossal success. Where is it going to be? With an in-store sale you, of course, have better control. If you are planning on a parking lot or big

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tent sale, on- or off-premises, more preparation will be required. For instance, you might need a permit. Strip mall stores should check with their mall association or landlord. Even standalone shops may want to give City Hall a call to find out if a permit is required. For mega sales events, traffic control may be required. Next, plan on where your products will be displayed. Some may be outside in front of the store, others distributed throughout the aisles and on racks and displays. Everything will need to be clearly marked as sales items with special tags. For big parking lot and tent sales, you will need to lay out products on tables and in stacks. Traffic flow is essential for an efficient sales operation, so you will need a floorplan to enter and exit past the cash register. GET READY Who is going to help make the sales event a success? You’ll need to get your salespeople

Begin planning sales three to four months in advance, and make sure they don’t conflict with other big events in your area.

on board. Everyone should understand what is on sale and be able to assist customers. Tech questions can be deferred to the boss or a manager. Every employee should wear a special sales promotion T-shirt, which will add impact to the event. Even small sales events will benefit from promotional T’s worn long after the sale. In parking lot and big tent events, extra

help will likely be required. Consider security personnel. These can range from staff in security T-shirts, to uniformed rent-acops. Having security present will keep losses from theft down and also minimize the potential for problems. Create a theme or slogan, and list some of your key discounted items and sales leaders. Have a flier designed that can be printed and emailed as a PDF. This is where your marketing consultant

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Great Store

can help by creatively designing, producing and implementing the promotion and possibly even working with local media. In order to get buyers, you have to advertise before and during the sale. If you have a customer list, start there. Mail and email your fliers. Post them everywhere you can, and see if local businesses will let you drop off a stack. Also, use social media to get the word out. Maybe run an ad in the local newspaper. Have big banners designed and

hang them wherever permitted to do so. Hang a couple on your van and park it out front of your business. Put a poster in your storefront. Advertising should begin two weeks in advance of the sale. ITâ&#x20AC;&#x2122;S A SALE! On the day of the event, you may want to rent a large inflatable to attract attention and identify your location. Make personal contact with shoppers as much as possible.

Have a customer sign-in sheet for future promotions. During your sale, take photos and make notes on what is working and what changes you would make for the next one. You can also post updates on social media during the event. While most of this article addresses product sales, these concepts can work for maintenance shops as well. Shops can offer discounted products, provide installations and promote specials on selected services. Be creative, because everyone loves to feel like theyâ&#x20AC;&#x2122;re getting a good deal. Good luck. Have a great sale! TOM SMISEK is a Certified Advertising Marketing Consultant based out of Orange County California. Over the past five decades Tom has designed and implemented advertising and sales promotion campaigns for automotive aftermarketers including: PROTHANE, Currie Enterprises, K&N, Dick Cepek, BelRay, Bassani Mfg., Classic Industries, Original Parts Group and Unocal Racing Gasoline. Tom Smisek offers a unique combination of award winning creative talent, PR and marketing expertise. For more information: www. smisek.com Large sales tags are effective, as are special T-shirts for employees. Parking lot and mega-sales can benefit from inflatables and other attention-grabbing tactics.

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Or, how to make a good first impression … By Josh Poulson

he front styles of vehicles have changed quite a bit over the years. It’s amazing how just a few extra curves or body lines can totally alter the look of a car, truck or SUV. Even when carmakers freshen up a body style that has been out for a few years, they always try to change the front end a little to give it that fresh look. The entire interior might stay the same, yet the front end makes all the difference. So, how can we in the industry take this to a whole new level? It comes with what we will call Hood

Accessories. And no, we are not talking about the stick-on painted hood vents that we all dislike (even though they made us a good amount of money.) We are talking about actual hood accessories that not only bring style but, in many cases, functionality as well. REPLACE THAT HOOD! Probably the most popular hood accessory right now would be the plethora of replacement hoods that are available. In our area the truck market is a little more conducive to upgrading the hood, but muscle cars and

New truck customers want to stand out, which is a problem the OEs can’t seem to solve.

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RESTYLING/AFTERMARKET ACCESSORIES

Coming at You

even Jeep Wranglers are not far behind. Truck OE hoods look pretty stylish; however, OEs have a problem that they can’t solve for customers and that is the ability to stand out as different. When you go to a new car dealership and look at the rows of new trucks, the hoods look great, but all the same. So, for a customer who wants to stand out and make their vehicle look different, a new hood is a great way for them to do that. The aftermarket usually has hoods for most popular truck models covered. Features like raised hoods have a style that immediately stands out to onlookers. Sometimes these hoods come with functional ram air kits that help a truck’s horsepower, but even the non-functional hoods are popular with many consumers. There seems to be a few more choices for muscle car hoods from hood manufacturers because of the vast diversity of muscle car owners. Whereas a truck can be for show and work, a muscle car is usually more for show and thus more options should be available to help customers distinguish themselves. Especially with the exotic colors of today’s muscle cars, adding a new, stylish hood painted to match can totally change the entire look of the vehicle. A few replacement hoods can be found that are made of metal and a few that are made of carbon fiber, but most are either fiberglass or a similar composite. This is because metal replacement hoods can easily be damaged or dinged, and carbon fiber tends to be a bit pricier and usually requested by someone looking for that distinguished look. Fiberglass or composite is usually less expensive and will come in more styles. Painting can be done with no problem so that you get a great match. As a shop, we usually like to test-fit (if possible) a hood if it is the first time we have done that exact hood. By test-fitting the hood we can verify all the OE bolts line up and when installed the gaps are acceptable. The worse thing that can happen is the hood fits well, except there is a wider gap on one side than the other side. There are usually some adjustments that can be made, but these are minimal. The quality of the product and the manufacturer will be 65

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RESTYLING/AFTERMARKET ACCESSORIES

Hood Works

Adding a hood is easier when you package it with a set of wheels, graphics and interior upgrades.

The hood is the part of a vehicle that everyone— including the owner— sees first every day.

If the hood on your late-model doesn’t stand out, find one that does!

determined in these smaller cosmetic issues. A high-quality hood should fit with very minimal adjustments and the gaps all around including height should look factory. PACKAGE DEAL Being that hoods are usually on the higher end cost-wise when it comes to restyling products, we find many times that these hoods are more readily acceptable when they are part of a package. For instance, if you are doing a truck package that includes a lift, wheels, tires and bars, then adding a hood is an easier upgrade than selling it as a standalone item. Plus, it adds a major component to making that truck look distinct compared to others. Muscle cars are the same way: adding a hood is easier when you package it with a set of wheels, graphics, interior upgrade, etc. And this applies even more so to Jeeps! The reason is because for that same $1,500 a hood might cost, a Jeep owner can do so many other different things to give them the look they want. The Jeep accessory market is crowded and every accessory manufacturer is fighting for that Jeep owner’s dollar, so the products are almost endless. MORE TO COME What other hood accessories are there

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Adding a new, stylish hood painted to match can change the entire look of a vehicle.

that shops can capitalize on? A customer can add a clear mask (paint protection film) on the front of a vehicle for protection, but it may not change the look, which is what another customer’s goal might be. In that case, look at how far the hood shield market has come. In the 1970s and ’80s, it was very common to see a truck with a 4-inch-tall, blue-tinted bug shield that looked like it was ready to ram into a concrete wall. Now we have vehiclespecific, low-profile, great-looking hood

shields that add style—and also protection. The vehicle manufacturers have this option available and because of that our sales in this category have gone down. But on the other hand, this trend has caused many hood shield manufacturers to offer different styles that help bring customers back to the aftermarket. Regardless of the vehicle, don’t forget the part of the vehicle that everyone— including the owner—sees first every day. The hood can not only help them stand out in a crowd, but continue to bring lasting

THE PERFECT FIT, EVERY TIME.

revenue to your store that maybe they can’t find anywhere else. JOSH POULSON is the

principal of Auto Additions in Columbus, Ohio, which was named Restyler of the Year, 2012-2013. Auto Additions offers a complete line of product upgrades, including 12-volt and appearance packages with a specific focus on the dealership segment. Josh currently serves on the SEMA PRO council and was named 2015-2016 “Person of the Year” at the 2015 SEMA Show.

RESTYLING/AFTERMARKET ACCESSORIES

Aftermarket hoods should look factory, with proper gaps and fitment.

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RESTYLING/AFTERMARKET ACCESSORIES

Behind the Brand:

Ziebart International Corp. From simple rustproofing to a global presence. By Jake Rishavy

ven in a wildly diverse industry like the automotive aftermarket, over the course of decades a brand can become so much a part of the fabric of the business that it can be overlooked on a day-to-day basis. One could argue that Ziebart is an example of one of those brands. With more than 400 franchise locations and 800 Ziebart Service Centers in 33 countries, however, Ziebart International Corp. shouldn’t be overlooked merely because of familiarity. And now with much more than just rust protection to offer, Ziebart has become an even more formidable force in the aftermarket business. Though it has always been known for its rust protection product, the company now leverages economies of scale throughout its global network to offer products ranging from proprietary paint protection and window films to interior protectant products, automotive detailing, Rhino Linings, remote starters, car and truck accessories and auto glass replacement products and services. With such a breadth of ways to reach customers, independent shops in close proximity to Ziebart will feel the effects. Some choose to join the team. Others see them as the competition. Either way, shop owners would do well to know more about this wellknown global presence in their backyard.

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Ziebart’s founder, Kurt Ziebart, launched his first rustproofing operation in Detroit more than 50 years ago.

The original Ziebart Center on Harper Avenue in Detroit.

THE HISTORY BEHIND THE BRAND Larisa Walega, Ziebart’s director of marketing, says what is now such a trusted household brand started with something of an inauspicious beginning. In 1959, she says, the company’s founder, German-born auto mechanic Kurt Ziebart, launched his first rustproofing operation in Detroit. To say that the man who would become something of an icon in the business was met with instant adoration would be a stretch.

“Consumers at first thought the product was a hoax, but were soon convinced of its integrity as advertising and word-ofmouth kept the appointment calendar filled for weeks in advance,” she says. “From humble beginnings as a single-service rust protection company, Ziebart began an aggressive diversification and franchise expansion process in the 1970s that continues on today.”

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RESTYLING/AFTERMARKET ACCESSORIES

Preparing to apply undercoating to a new pickup. A typical Ziebart shop is set up for efficiency.

This growth, says Walega, like many independent shops around the country, is in large part due to the company’s broadly shared commitment to supporting its customers’ passion for their vehicles. “We all have a deep connection to our vehicle in one way or another,” she says. “Whether it is pride in its outward appearance or the confidence that comes with the assurance of a comfortable and safe journey, every owner has his or her level of commitment. With over 57 years of experience, the Ziebart brand has been recognized and celebrated for partnering with its customers to support that emotional connection and ensure that vehicles have a safe, healthy and quality life.” 70

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For customers, the choice to spend their money with Ziebart is based on a variety of factors, she says. “Quality is the number one customer reason for purchasing at Ziebart,” she says, along with “factory-trained technicians, multiple national locations, warranted and proprietary products, and an elevated service experience. “At Ziebart, we believe every vehicle deserves to look, and be, its best,” she adds. A KNOWN, RESPECTED BRAND While some restylers certainly—and rightly—see Ziebart as competition, some independent shop owners have chosen to

join the team instead of trying to beat them. For those that do, there are several advantages, says Amanda House, manager of franchise development. “The number one reason (to become a franchisee) is Ziebart’s 57-plus-years of brand recognition, experience, and expertise in our organization,” she says. According to House, corporate support includes products and services ranging from public relations services, online local listing claiming, management and review response, social media, pay-per-click (PPC) advertising support, email marketing, video and commercial production, point of sale (POS) materials, an optimized Ziebart.com local store webpage, advertising templates, graphic design support and more. Beyond these tactical items, franchisees are buying into the business model while still maintaining independent ownership. “A proven business model is available to (franchisees) versus venturing out on your own with a format that is not proven,” she says. “Ownership of a Ziebart franchise means you are in business for yourself, but never by yourself.” In addition to assisting franchisees with advertising and promotional support, a large part of the value proposition Ziebart offers business owners relates to important market data and research, highlighting trends on products and promotional strategies. Such insights, generated throughout the company’s national and international

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Ziebart CEO Thomas E. Wolfe.

network of companies, are made available to all other business owners throughout the company. “We offer such a vast product and service offering that we are able to have a successful business model from Texas to Washington, Washington to the Midwest, Midwest to the East Coast,” she says. “With extensive customer data and current market analytics, we are able to compile research and analyze information relating to prospective local market demographics, population, traffic count, number of registered vehicles, growth trends, zoning, and local ordinances. Ziebart determines markets where demand for our products and services are most likely to generate a healthy business environment.” And that goes for pricing, as well. “As the franchisor, we offer suggested retail pricing based on consumer demand and a competitive market analysis,” House adds. “Although we do not regulate and enforce pricing structures on our franchisees, we do the research needed to offer the most educated suggestions to ensure success and profitability.” A BRIGHT FUTURE Ziebart’s sustained growth and broad product mix means the future is sufficiently bright for the company and the brand. House says the company expects to see growth in the detailing and films segment and aims to be a one-stop shop for customers. All that growth also comes with some growing pains, however. For a big company to grow even bigger takes a herculean effort in regards to marketing and franchise

RESTYLING/AFTERMARKET ACCESSORIES

Daniel Baker, president, Ziebart International Corp.

Applying an undercoat of rust protection.

Beyond rust protection, the company now offers many other products and accessories such as paint protection and window films.

The Ziebart franchise in Utica, Michigan.

development. “Our biggest challenge is continuing to evolve with the always-changing consumer,” says House, specifically noting the challenge of “finding the appropriate avenues to reach our target customers. Our aggressive expansion strategy in the fran-

chise development space will also enhance our future as the leaders in detailing, films and protection services. We want to ensure that we have a location to serve every driver’s needs. Increasing distribution throughout the U.S. is key to our future success.” DECEMBER 2016

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RESTYLING PRODUCTS

RESTYLING/AFTERMARKET ACCESSORIES

Vehicle Accessorization Software

Interactive Garage, Huntington Beach, California, introduces its Interactive Garage Software program. Drivers can build their dream truck, SUV or Jeep online from bumper to bumper on a retailers’ website or at a brick and mortar location, all with the click of a mouse. Customers can pair bumpers, wheels and tires, and suspension systems with the latest nerf bars, lighting and body styling products for a complete vehicle upgrade with the easy-to-use software.

Tacoma Bumper Mount

Rigid Industries, Gilbert, Arizona, offers a Bumper Mount for 2016-’17 Toyota Tacoma models. The U.S.-made mounts are created from laser-cut 304 stainless steel and coated with a durable, scratch-resistant powder-coat finish. A 30-inch SR-Series light bar, which is sold separately, fits into the bumper mount for a clean front-end lighting solution. Some cutting of the factory plastic is required and professional installation is recommended. Kits include all necessary hardware.

Fast-Lifting Trailer Jack

Cequent Performance Products, Plymouth, Michigan, presents the Velocity Series High-Speed Jack. The BULLDOG-branded hydraulic trailer jack offers short installation time, 24-inch screw travel and fast lifting speeds for RV, horse trailer and related applications. The Velocity jack has the powerful capacity of 12,000 pounds per leg, with accelerated lifting speeds and an optional wireless remote, providing a convenient system for operators of any skill level. It is designed for numerous applications.

2017 Ford Floor Liners

Husky Liners, Winfield, Kansas, introduces its WeatherBeater front and backseat floor liners for 2017 Ford F-250/350/450 applications. The rugged and sporty liners are designed to conform to the vehicle’s contours and protect carpet from stains and wear. StayPut cleats keep the liners from shifting, and FormFit Edges contain spills. The liners are made in the USA.

Jeep Vehicle Configurator

Go Rhino, Brea, California, presents its online Jeep Vehicle Configurator that allows customers to customize any 2007-’16 Jeep Wrangler with different combinations of the company’s front and rear bumpers, windshield light mount frames, light-ready roof racks and side steps. Once visitors have configured their Jeep online, they can print out a copy complete with part numbers and take it to their local jobber or order online. Enthusiasts can also share their custom-configured Jeep via Facebook.

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Portable Jump Starter

Weego, Westampton, New Jersey, offers the Weego Jump Starter 44 that jump-starts gas and diesel engines; charges USB-enabled phones, tablets and portable speakers; powers 12-volt portable devices; and lights the way with an ultra-bright flashlight. Easy to use, safe and reliable, the system is built with a premium, high-quality lithiumpolymer battery capable of jumpstarting any gas engine up to 6.4 liters and 3.2-liter diesel engines. It features Smarty Clamps patentpending, ergonomically designed clamps that deliver power with sight and sound cues.

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Trapezoid Side Steps

TrailFX, Exeter, Pennsylvania, offers 4-inch Trapezoid Side Steps. The stylish, shiny, functional steps feature: mirror-finished SS304 stainless steel construction; deep tread pads; heavy-duty, injection-molded end caps; easy bolt-on rocker panel installation; and dual UV resistance. Applications are available for Ford, Chevrolet, GMC, Dodge and Toyota models.

RESTYLING/AFTERMARKET ACCESSORIES

F-150 Projector Headlights

AnzoUSA, Chino, California, presents its DOT-compliant LED Switchback Projector Headlights for 2015-’16 Ford F-150 models. The projector headlights are computer-designed for style using the latest in CAD technology and equipment. The headlights feature bright amber LED turn signals, utilizing high-power SMD LEDs for both white and amber functions. The lights are rigorously tested for fit and function, and offer a simple plug-and-play installation with no modifications required.

Jeep Fender Flares

Rampage Products, Buford, Georgia, introduces its Flat and Rivet-Style Fender Flares for Jeeps. The flares offer a distinctive look and are 1 inch wider and with 1.5 inches more clearance than stock flares. Made from durable, UV-resistant Tri-Flex ABS that won’t fade, they are available in smooth or textured finishes, as well as with black or stainless steel bolts, and include LED side marker lights.

Fifth Wheel Locking System

BOLT Locks, Milwaukee, introduces a new Fifth Wheel King Pin Locking System that works in conjunction with BOLT’s 5/8-inch Receiver Lock (sold separately) to prevent fifth wheel trailer theft. BOLT’s King Pin Locking System features a U-shaped black powder-coated, hardened steel collar that wraps around the fifth wheel king pin and attaches to a BOLT 5/8-inch Receiver Lock to securely hold the fifth wheel in place in the bed of the pickup. Together, the system acts as a visible theft deterrent, allowing the trailer to be secured with the owner’s truck key.

Fog/Driving Lights

Super Bright LEDs, Earth City, Missouri, presents new DOT-approved LED Fog Lights and Driving Lights to increase vehicle visibility. The 3-inch square LED lights can be used for additional vehicle lighting or to replace factory fog lights and driving lights on trucks, Jeeps, motorcycles or off-road vehicles such as ATVs and UTVs. The LED driving lights emit 830 lumens of cool white illumination in a long, narrow beam pattern, and the LED fog lights emit 510 lumens displayed in a medium beam pattern.

Pilot Mirror Covers

Coast to Coast International, Tampa, Florida, presents its new mirror covers for 2009-’15 Honda Pilot applications. The new mirror covers go over the existing OEM mirrors, upgrading both vehicle and trim level appearance and complementing the styling of the OEM design. CCI accessories use 3M double-sided tape for secure fitment. The mirror covers are chrome-plated for a long-lasting shine.

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RESTYLING PRODUCTS

RESTYLING/AFTERMARKET ACCESSORIES

Headlight Restoration Kit

3M Auto, St. Paul, Minnesota, offers a Heavy-Duty Headlight Restoration Kit with drill-activated sanding for hazed and yellowed headlights. The kit features 3M Trizact abrasives to ensure long-lasting results in less time. It uses a four-step process to restore the clarity of dull headlight lenses. The new kit works easily on most plastic lenses including taillights, trailers, snowmobiles, emergency vehicle light bars, plastic motorcycle lights and more.

Mustang California Deck Lid Panel

Drake Muscle Cars, Henderson, Nevada, offers the California Deck Lid Panel for 2015-up Mustang S550 models. Each panel features a highly detailed, injection-molded ABS textured pattern and a stealth matte black finish. The honeycomb mesh pattern is inspired by the design of the factory grille, giving it the look and feel of original equipment. The easy-to-install panels are designed to fit all S550 Mustang models including GT, EcoBoost, V-6 and convertible.

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Titan Dash Kit

Metra, Holly Hill, Florida, presents its Radio Upgrade Dash Kits for 2016-up Nissan Titan and Titan XD applications. The 95-7631B kit is specifically designed for DDIN installations, while the 99-7631B includes a pocket for single DIN installations. Made in the USA, the kits use high-quality ABS plastics and injection molding technology for a superior design and fit. They are painted a scratch-resistant matte black to match the factory look and feel of the Nissan OE panel.

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A O L a U U f c l r l c m

2015-’16 Renegade Bull Bar

Truck Cap Lighting Options

A.R.E. Accessories, Massillon, Ohio, offers an expanding palette of Lighting Options to light the interior and exterior of its Deluxe Commercial Unit truck caps and tonneau covers. Ultra-efficient LED options are rated for 100,000 hours. Available lighting choices include: dome lights, rope lighting, Rigid Industries LED lighting, rear door lighting and exterior lighting. The LED lighting is fully customizable and can be installed to meet DCU owners’ specific needs.

Cast Films

Avery Dennison Graphics Solutions North America, Mentor, Ohio, presents its next generation of cast films, MPI 1105 Supercast films, and a new family of cast overlaminates. The new MPI 1105 is an ultraconformable “supercast” film that merges premium PVC face stock with a long-term removable (LTR) adhesive. The combination delivers reliable and superior print quality and instant adaptability to a broad range of applications including car wraps. Optimized Digital Overlaminates (DOL) perform with the upgraded print media.

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RESTYLING/AFTERMARKET ACCESSORIES

Daystar Products, Phoenix, introduces its Daystar Bull Bar designed specifically to protect Jeep Renegade Dawn of Justice and Sport Edition models. The bull bar easily bolts onto the Renegade’s unibody frame and can mount two accessory lights while adding protection for the bumper and grille and acting as a light-duty push bar. Made in the USA, it features a no-cut installation.

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INSPIRATION EVERYWHERE RESTYLING/AFTERMARKET ACCESSORIES

Ten questions for master trimmer Tracy Weaver. By Naseem Muaddi, TheHogRing.com

e’re excited to present to you the next installment in our 10 Questions series—where we pose 10 questions to a master, innovator or business leader in the field of auto upholstery who we believe our community of auto trimmers can learn from or be inspired by. Tracy Weaver of Recovery Room Hot Rod Interiors (www.recoveryroomrodinteriors.com) in Plattsmouth, Nebraska is all three. A trendsetter in the field of

automotive upholstery, his designs have inspired both car enthusiasts and builders alike. In fact, he has pioneered many of the design elements and build techniques seen in today’s hottest custom cruisers. Tracy has collaborated with both professional hot rod builders at the highest levels and enthusiasts creating dream cars in their home garages. Over the last 15 years, vehicles with his interior transformations have won nearly all of the

auto industry’s most prestigious awards including the Ridler and America’s Most Beautiful Roadster (AMBR). Having achieved such success, it would be easy for Weaver to continue doing what he’s always done. But what sets him apart from some other builders is that he’s never complacent. His style continues to evolve. Just when you think he’s designed and built the best custom interior you’ve ever seen, he outdoes himself with the next build.

Tracy Weaver, left, with Jacob Nash.

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The Hog Ring: It’s always interesting to read how a master trimmer got into the field and learned the craft. Why did you choose auto upholstery and where did you receive your training? Tracy Weaver: I kind of fell into this trade.

Tracy Weaver’s interpretation of a Corvette interior, built at Lakeside Rods and Rides.

years, I found that I was getting better with all the custom jobs that people would bring to the shop I was always interested in art and cars, so to do on any odd project—including it worked out to be a good match. boats, motorhomes, planes and cars. Back in the mid-’80s I went to work at When the owner of that shop sold the a van conversion and custom truck shop business to one of the long-time managers, that built anything a customer wanted from I moved on to open my own place in 1991. the inside to the outside. I started to spend Since I was the one people began to know more time in the interior area filling in as the custom guy, I had work from the because of the designs I was coming up very start. I started to do street rods and with at that time. custom interiors on a regular basis, along When a friend of mine told me of an with other types of work. As the business upholstery shop that was looking for help, grew, I hired more employees. I went and talked to the owner about About 15 years ago I went full-time on wanting to learn more about the trade just custom work only and kept one of and he hired me. my best guys. I have never looked I started out doing the basic cut Tracy back with any regret on the and sew work to learn how to use Weaver of decision a sewing machine. After several Recovery Room Hot Rod Interiors is a trendsetter in the field of automotive upholstery, whose designs have inspired both car enthusiasts and builders alike.

It turned out to be a good one. I have won every interior award I could want and been part of a lot of major car builds that went on to win some very good awards: Ridler, AMBR, most of the “of-the-year-awards” for Goodguys several times and have been lucky to meet some great people along the way.

RESTYLING/AFTERMARKET ACCESSORIES

On a personal note, interviewing Weaver has been a highlight for my team and me at The Hog Ring. In fact, he was one of the few master trimmers I had in mind while developing the idea for our 10 Questions series. His participation is indeed an honor.

THR: There are lots of risks involved in making the jump from trim repair to specializing solely in custom designs. How did you do it and what advice can you offer trimmers interested in doing the same? TW: Making the jump to custom work

full time is a big risk, but I was already established in the custom car world when I did it. I always made sure that we did the best we could do. You have to be willing to work hard and put in the hours to do it. My best advice it to come up with your own look and style of build, and stick with it. THR: It’s obvious that you invest a lot of time and effort in the interiors you design. How do you also find time to manage the business aspects of running a successful trim shop? TW: That’s tough, but we only work on

about 15 to 18 cars a year, so paperwork is kept to a minimum. THR: How many employees does Recovery Room Hot Rod Interiors have and how are the shop’s responsibilities divided among them? Crafting award-winning hot rod interiors is more than just sewing upholstery; it’s a multidiscipline trade. What skills beyond upholstery has your team had to learn to fabricate complete interiors from scratch? DECEMBER 2016

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RESTYLING/AFTERMARKET ACCESSORIES

INSPIRATION EVERYWHERE

Another take on a Chevelle dash— the top half comes off to access all the components behind.

TW: I have two full-time employees. Jacob

Nash is skilled in all phases of fabrication and very talented behind the sewing machine. The newest member to our team is Jarrod Firkins. He started in October and he can sew and fabricate as well. As for me, I do it all including coming up with the designs. This gives me the ability to have any worker in the shop take on

whichever task is needed. Being able to work to each guy’s strengths to get the job done is great, but I do mix things up so that nobody gets bored or burned out doing the same thing over and over. Everyone brings something to the table, so to speak. As for fabrication, we use mostly aluminum for base panels and fiberglass or ABS plastic for all the other components.

So each of us is skilled in working with those types of materials.

Made to resemble the seat from a ’62 Impala, this seat was made completely from scratch, based on a frame from Bowen foam. Even the chrome band around it was cut and welded back to fit.

THR: When it comes to custom interiors, do you prefer that your customers know exactly what they want, or would you rather have full creative control? TW: I work with my customers to get the

results they’re after. Some have a vague idea, but most of the time they let me do what will work in their cars. All cars have a style or look that the builder is trying to achieve and my job is

EXTREME PROTECTION. EXTREME CLEARANCE.

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to complete that style. Modern-style cars get modern interiors, while traditional cars get a period-correct interior. If a customer has any special requests that he wants designed in, I will figure out a way to make it happen. I never mind working off of a rendering either if the customer brings one in. Sometimes that makes it a lot easier! THR: Where do you find inspiration for your designs? And do you find it difficult to generate new ideas and keep things fresh? TW: Ideas are everywhere you look. I

find inspiration in architecture, fashion, aviation, and newer-model cars. Also, I’ve always been a big fan of Art Deco and European design, so there’s inspiration everywhere. And other times I just make up my own designs that I think will go with the look of the car we’re working on. THR: Recovery Room prides itself on not only creating innovative and eye-catching custom interiors, but ones that are practical too. For instance, all of your panels are designed to be easily removed for maintenance and ser-

vice of hidden mechanisms. How early in the design/build process are these considerations thought of? TW: From the very beginning of a build we

look at what needs to be serviced or have easy access to. If an owner has to unglue a panel to get to a fuse box, they’re not going to be very happy. Being able to take the interior apart to service an electrical component or a mechanical part is really important to both the builder and the car owner. That’s why I make sure all of the car’s interior panels

RESTYLING/AFTERMARKET ACCESSORIES

An example of several materials and textures being used on a door panel. Real wood that matched the truck’s bed was mixed with leather.

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clearance for oversized tires. Anti-Spray™ Micro-Grooves™ funnel the rain, mud, rocks & debris back down to the road.

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INSPIRATION EVERYWHERE

RESTYLING/AFTERMARKET ACCESSORIES

Traditional-style upholstery.

This dash was made to resemble a stock Mustang but a lot smaller and tighter looking.

come out easily. We use clips and magnets to make that possible. So if a customer calls to ask how to take something apart, it’s pretty straightforward with the materials we build with. THR: You’ve constructed interiors for legendary car builders such as Troy Trepanier of Rad Rides by Troy and the Ring brothers, whose cars vie for some of the world’s most prestigious awards. Does that add an element of stress to your work? And are there any builders who you haven’t yet worked with, but would like to? TW: I have been able to work with some

top-notch builders and shops like Cal Creations, Lakeside Rods, Rad Rides by Troy, Dave Lane, Dale Boesch, Ryan Korek and so many more throughout the years. Plus, a lot of shops that are on their way up, too. Each builder has a different approach to what they want from their interior and it’s my job to deliver it. Our skilled crew and the fact that we’re so versatile with the different styles of upholstery really helps us achieve the builder’s vision. Truthfully, they’re not any different than other customers. They just have a higher standard of what they want and a tighter frame to work with because of show deadlines. Detroit,

A ’32 Ford Roadster built by Dave Lane, with a ’60s-style interior.

Backseat driver luxury quarters.

Tracy Weaver’s take on a Tri-5 Chevy trunk.

A ’38 Chevy coupe interior.

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T s s

worked with is the late Boyd Coddington, because he started the look most cars have now. The conservative street rod look.

the customer wants it. THR: You’ve accomplished so much and will, no doubt, accomplish more. But looking back at your career, is there one moment in particular that sticks out as a real game-changer?

THEHOGRING.COM is the auto upholstery industry’s leading news website and online community.

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RESTYLING/AFTERMARKET ACCESSORIES

Columbus and SEMA are the big shows that most of the builders try to get the latest cars to. I have been lucky to have had the chance to work with just about everyone I’ve wanted to so far. Although there’s probably still a few guys I would like to get with. One builder that I wish I could have

THR: Aside from trim and fabrication, Recovery Room also installs vehicle electronics. Is this something you handle on your own or do you outsource the work to an installer who specializes in the field? TW: We do all of our own stereo installs if

TW: All of it! I really like where the shop is heading right now. We have a great group of guys working here with positive attitudes and genuine passion. Plus, I’ve got some new pieces of equipment on order like a 3D laser printer that will speed up our fabrication and make our work look even better. I’m looking forward to learning how to use them. I haven’t stopped learning new things and I’m always looking to the next new way of building stuff to create new designs while speeding up production.

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The Alpine X109-WRA Restyle Unit, with KAC-001 accessory controller that can control light bars, winch or other accessories. (Photo courtesy Alpine)

TECHNOLOGY & ELECTRONICS

Audio:

ere is a little secret: even the best, highest-end mobile electronics shops use plug-and-play devices to integrate a better experience for the customer into their rides. It all depends on the budget for the system, the amount of installation time given, and the ability of the shop to make a profit. With the advent of vehicle-specific plugand-play devices, hours of wiring and troubleshooting in the bay are dramatically reduced. In cases where the customer has limited funds to put toward the project, plug-and-play usually delivers more, since labor costs are reduced. And there are other big advantages. LOOK MA, NO DUST! One of the most confounding things for mobile electronics retailers is the quest for delivering good bass in a car. It can also be one of the messiest. Between a table saw spitting out copious amounts of dust from MDF sheets and the 82

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Custom Systems vs. Plug-and-Play Successful mobile electronics outlets find room for both. By Brett Solomon sticky residue of fiberglass resin, you’ll see the best mobile electronics shops totally segregate their fabrication area from where vehicles are being worked on. There are many advantages of plug-andplay when it comes to delivering bass. First, the fabrication and sawdust debris are kept in the manufacturing facility. Second, and more importantly, the manufacturers have already taken into account the largest variable in making a subwoofer sound good: the vehicle itself. They have done all of the research and testing to see what works well and delivers good bass in a particular vehicle. After all, if you take a subwoofer box and put it in

a Dodge Grand Caravan, it is going to deliver a different bass response when the same box is plopped into a Fiat 500. Thiele/Small parameters and ported versus sealed don’t need to be considered. The manufacturer has already done the homework and heavy-lifting of box design and construction. Moreover, the manufacturers usually design these enclosures to give the customer the least amount of cargo space intrusion. So, for a job that needs to be completed in a couple of days within a budget, a plugand-play setup makes a lot of sense. On the other hand, if you have a week and the customer says, “I want to strike

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fear into the hearts of innocent bystanders the next time I play 2 Chainz,” then only a custom subwoofer enclosure will fit the bill.

TECHNOLOGY & ELECTRONICS

BAD BASS BASICS One of the most challenging feats is getting good bass in a pickup truck. Rockford Fosgate has a great solution in its T1 10-inch slim vented loaded enclosure that was designed with pickups in mind. In most full-size trucks, it can slip behind the small space behind or underneath the rear seat. Moreover, it is a hard-hitting ported enclosure where all of the homework has been done for the installation technician. Sealed subwoofer box construction is typically more forgiving than ported enclosures—design the enclosure wrong and you get one-note bass, or even worse, woofers that keep self-destructing because of too much mechanical excursion. The unit allows for 500-watt RMS power-handling capacity and a 1-ohm configuration to take advantage of small class-D amplifiers such as Rockford’s small-but-powerful Lilliputian PBR500X1 500-watt mono amplifier. The ported T1 features a space-saving, slim-line wedge design, premium carpet with stitched Rockford Fosgate logo, and quick-release input terminals. This combo will deliver hard-hitting bass most younger customers desire while still providing maximum pickup practicality by hardly taking up any interior cabin space. “Typically budget is the major factor for consumers,” notes Steve Terry, Rockford Fosgate technical services manager. “Everybody loves a custom sub install, but doesn’t always like the price tag. That’s why I believe prefabricated enclosures are so popular. Convenience is another factor, because people like to buy and go. Finally, application sometimes drives people toward a prebuilt option. When it comes to challenging applications like extended-cab trucks, we have seen some nice vehiclespecific enclosures that work well with some of our Rockford subs. “When a customer does opt for a custom enclosure, we recommend building the custom enclosure around the space available in the vehicle,” he continues. “By doing that, we can help to define the best type of box (sealed, ported or bandpass) and be sure it is going to deliver the sound

GNC Customs trunk installation treatments for a 300ZX, Corvette, Charger and Mustang. (Photos courtesy GNC Customs)

Components of “The System” by Custom Autosound. (Photo courtesy Custom Autosound) DECEMBER 2016

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Audio: Custom Systems vs. Plug-and-Play

KICKER VSS System package. (Photo courtesy KICKER)

Going Custom with GNC Customs

TECHNOLOGY & ELECTRONICS

GNC Customs is a high-end mobile electronics retailer in Goshen, Indiana. We were able to chat with Jeremiah Mojica, the shop manager. Mojica appreciates the engineering behind some of the pre-made systems, but typically steers his customers toward a more custom route. “Just because it is made for the customer’s vehicle does not necessarily make it unique. We like to give the customers options of choosing the loudspeakers, amplifiers, and then tuning them to their exact musical preferences.” In other words, for the true audiophile it is possible to hand-pick amplifiers, speakers, and subwoofers—then install them in a way that will lend toward the customer’s musical tastes. “Some of these premade systems are great and are very well engineered,” Mojica continues, “but ultimately anyone can do these types of stereos. People come to GNC because we are the experts and give the customer a true custom experience. These systems have their place, but I am going to leave the majority of them to the Crutchfield shopper. That is what differentiates us from just having a customer order a SKU off the internet.” GNC Customs employs top-tier technicians and fabricators. For a store that doesn’t do custom audio all the time, a manufactured solution makes a lot of sense. GNC just did a Toyota Tacoma where time was an issue, so it went with a JL Audio Stealthbox to save fabrication time.

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technician even gets OEM-style plugs to integrate into the host vehicle. This drastically reduces the time needed for installation. Moreover, the systems use pre-cut, preterminated wiring harnesses that are insulated and sheathed in a custom wire loom, and they include all battery, subwoofer, radio and amplifier connections. Matt Matheson is a KICKER Eastern regional and VSS sales expert. He talks about qualifying a custom versus a plugand-play showroom browser. “Your customer should be asked at least one qualifying question such as, ‘What brings you in today?’ From that point, just listen to their needs, and they’ll tell you what they’re looking for. It might not be an exact product, but usually more of a desired end result. ‘I hate my factory radio and it’s not loud enough’ or ‘I want tons of bass’ are usually your aftermarket custom install customer responses. On the other hand, if Under-seat installation of a KICKER VSS system. (Photo courtesy the response is ‘I like KICKER) the features my car already has and don’t box or building one only to get the dreaded want to lose any of them’ or ‘I also don’t air-whooshing port noise. The engineering want to lose very much space,’ then that has been done for the technician already. is your Vehicle-Specific Solutions (VSS) customer.” SHORT SPACE SOLUTIONS Once qualified, the installation techKICKER has taken the high-end plug-andnician can appreciate the back-end play product market a step further with its engineering of the Kicker VSS, notes VSS Vehicle Specific Solution PowerStage Matheson, adding that the system takes products. out the labor time of tuning a system with Available for popular cars, trucks and its own digital signal processing that is even motorcycles, the units come with a custom-tuned to each specific vehicle. vehicle-specific subwoofer as well as an Additionally, KICKER VSS enclosures upgraded amplifier. Best of all, there are are custom-molded to the contours of the no modifications done to the interior, so vehicle, install into factory mounts and all space is kept and you do not need to include wiring that is pre-terminated and go looking for a place to tuck away an cut-to-length for direct integration with outboard amp. the factory radio. The VSS PowerStage integrates with the “All together it means shorter times in factory head unit with minimal impact the install bay, more jobs per day and ultion the vehicle’s charging system. The mately more profit,” Matheson believes. brain behind the unit is the 32-bit digital signal processing that equalizes the audio DIRECT DASH DESIGNS for optimal performance. The installation The past couple of years, Alpine Electronics they are looking for. Also, we can confirm that the construction materials are correct as opposed to some of the cheap off-theshelf pre-fab boxes that are not built well. On the custom end we can also recommend small touches like including a logo or their name in the cosmetic design.” Scosche offers a prefabricated 10-inch enclosure SPSW10 with a built-in 250watt class-D amplifier. The unit also comes with a remote bass level control so the customer can dial in the appropriate amount of bass on-the-fly. The unit is ported (vented) so it will typically play louder than a sealed box, without the hassle of designing a ported

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TECHNOLOGY & ELECTRONICS

has led the charge in the custom-fit head unit category. It has Alpine Restyle head units that not only seamlessly integrate into the dashboard, but also come with OEMstyle plugs to make installation a breeze. The only downside is the Restyle units are more pricey than their universal-fit counterparts. However, Alpine will not neglect the universal market, and will have a new lineup of universal receivers for retailers in 2017. If a Restyle unit is available for the application, the customer should really be swayed to step up. After all, it brings the OEM look of a custom job involving ABS and fiberglass dash kit fabrication with none of the in-house work, which has all been taken care of at Alpine’s factory. Steve Brown, senior Restyle development manager for Alpine, says, “Alpine Restyle provides a great way for shops to increase their parts and labor revenue while offering their customers something premium and unique. For vehicles that Alpine covers with direct-fit systems, the upgrade is easy and can be done in a couple of hours. For vehicles not covered with direct-fit, most dashboards can be converted to use an 8-inch or 9-inch Restyle system with some relatively minor custom modifications. Shops with these skills can set themselves apart from the competition by creating something truly one-of-a-kind. This will keep their customers coming back, and, more importantly, sending their friends.” For those shops that specialize in classic rides, The System from Custom Autosound makes a lot of sense. Rather than cutting into factory sheet metal, the unit consists of a central box with amplifier and subwoofer, and two 3-inch mid/tweeters that are designed to look like air conditioning vents in classic rides, so they blend into older interiors. “The System from Custom Autosound provides a universal full sound speaker solution that is compatible with any existing audio system,” says Ryan McDonald. “The flat active aluminum subwoofer with integrated channel amp is designed to fit underneath a seat and is complemented by two satellite speakers for clear mids and highs.” Two of The Systems can be used in tandem for additional bass and music for rear seat passengers.

FREE ONLINE VIDEO TRAINING FOR AUTOMOTIVE AFTERMARKET SHOPS Watch install and troubleshooting techniques at THE SHOP’s Video Training archive at:

theshopmag.com/training DECEMBER 2016

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Working with Metal Planishing hammer tips: smoothing and forming with precision. By Mike Mavrigian

Photos courtesy Phillips Hot Rod and Customs

SHOP TOOLS & EQUIPMENT

he term planishing refers to the act lower die for the curved areas. DON’T HIT IT TOO HARD of flattening/smoothing metal to A wide range of curved dies are readily Whether you’re using a hammer and bag remove irregularities. This is typically available. Lower die radius can range or a pneumatic planisher, one trick is to required after raw-forming a piece of sheet from a tight 3/4-inch to as large as a limit the impact that’s placed onto the metal to the desired shape—for example, 36-inch radius. workpiece. The objective is to smoothafter rough-shaping a panel to a contour out a pre-shaped panel. When selecting a bench or floor-mount by means of hammer and dolly, stretching If the impact is too great, the metal model, it’s important to choose, among and shaping on an English wheel, folmay be stretched, altering your desired other features, the depth of the fixture’s lowing body panel repairs, or to smoothdimensions, and the metal may be workthroat, which will determine the limit out distortion that results from welding. hardened, making it more difficult to of the panel length that it will accomPlanishing can be accomplished (with alter shape if needed. When using a modate. Throat depths can range from skill) using a hammer and sandbag, or 12 to 36 inches or more. pneumatic planisher, keep the air preswith any of today’s available pneumatic One distinct advantage of using a bench sure regulated relatively low to reduce planishing hammers, including handheld or stationary planisher is that both hands the impact force. or mounted on a bench or stationary are free to move and manipulate the panel While a pneumatic hammer may floor stand. while the hammer does the work, controlbe designed to accept 50-100 psi, for Pneumatic hammers provide quick, ling operation with a footswitch. example, many metalworking pros tend repetitious and consistent shortto reduce pressure to eliminate or stroke blows, fitted with a pair of reduce the chance of unwanted dies appropriate to the applicastretching. For example, you tion (depending on the contour might start with 40 psi for inidesired). For example, for plantial passes, increasing to around ishing a flat panel, the lower die 60 psi. should be relatively flat. When Smoothing with a planishing smoothing out a curved panel, hammer is relatively easy, but it the lower die should feature a usually takes many stroke cycles similar radius of the preformed to achieve a blemish-free surface. panel being treated. Although not mandatory, in Upper dies (the die that’s order to aid in visually monimoving and hammering) are usutoring the smoothing progress, ally flat. In addition to die profiles a witness coating is sometimes (flat, curved, etc.), they’re also used, such as wiping on a thin available in a variety of diameters. lubricant like WD-40, since the When working with a pre-shaped coloration and sheen changes as piece that features relatively flat smoothing occurs. areas that flow into curved areas An option might be to lightly where the radii decreases (such as spray a very thin coat of trimpre-shaped sections for a motorblack paint, enabling you to Once the piece has been rough-formed, a pneumatic cycle fuel tank, for instance), a better differentiate the unplanishing hammer enables you to smooth out all surface flat lower die might be approsmoothed and smoothed areas as irregularities using multiple impact blows, with the panel placed between a lower forming die of the appropriate priate for the center fore/aft area, the planishing process progresses. radius and a flat upper hammering die. requiring switching to a crowned Adjusting the gap between the

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A handheld pneumatic planishing hammer is an option, especially useful when dealing with cumbersome items such as a large fender, either on or off a vehicle.

Choosing the correct lower die for the intended radius is critical. Here a radius gauge is used to check the profile. This example shows the need for a 2-inch-radius lower die.

Here a technician smoothes out the roughin repairs to a front fender.

SAFETY A pneumatic planishing hammer creates vibrations and noise. While not extremely loud, it’s a good idea to wear ear protec-

An example of specialty dies, including linear dies. Note that linear dies vary in terms of the raised centers.

tion, especially when you plan to spend a lengthy time working the panel. Also, since the vibrations of the impacts will transfer to your hands and arms, it’s a good idea to remove any jewelry such as a watch prior to the work. Since you’ll be handling sheet metal with potentially sharp edges, wear gloves to protect your skin as you handle and work the piece through the dies. Naturally, when performing work with any metal and/or pneumatic tool, always wear eye protection. LINEAR DIES A special thanks to Mike Phillips, accomplished fabricator and owner of Phillips Hot Rod & Customs (www.facebook.com/PhillipsHot-Rod-Customs-140144852696123) of Downingtown, Pennsylvania, for the following shop tips.

Linear stretch is used to stretch metal in only one direction. It can be used in many situations when working with sheet metal. A very common use is to make reverse curves at the bottom lip of a fender. Another common use is when you need to turn an edge or return on a panel that already has a crown. If you were working with a piece of flat metal, then you would simply place your sheet into a brake and bend the return to the desired angle. When working with a curved panel, this is not possible without ruining the curve that you worked so hard to get. In many situations, a person making a small patch panel would take his flat piece of metal, brake a return to the correct degree (usually 90 degrees) and then use a shrinker/stretcher on the lip to create the arch. This only works if your panel has a DECEMBER 2016

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SHOP TOOLS & EQUIPMENT

lower die anvil and the upper hammering die will also affect the smoothing process. If the gap is set too wide, the hammering die can smack the surface with more force than required. In general terms, adjusting the gap to about twice the thickness of the sheet metal will provide better results. Give yourself enough of a gap to freely work the panel across the dies, while avoiding the need for the hammer to travel an excessive distance. A wide gap (long throw) will also cause the panel to dance around, reducing your control and making it difficult to control the straight-line direction as you move the panel across the die impact area.

An example of an array of lower dies of varying diameters and radii.

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Working with Metal

Starting the smoothing process on a stationary planishing hammer.

SHOP TOOLS & EQUIPMENT

A linear die allows you to stretch metal, which is especially useful when dealing with an arch.

The orientation of the lower linear die must be positioned correctly. Note that the raised center of the die is placed 90 degrees to the radius of the workpiece arch. 88

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An example of roughing-in a bulge in a sheet using a hammer and a concave-top log.

crown in one direction only. If your panel is complex and not only curves around the flange but also slopes away in two different directions, it will be very difficult to accomplish the desired effect without a shrinker/stretcher. You have two good options at this point. Some people use a tipping wheel in their power bead roller. This is a sharp pointed upper wheel with a lower soft wheel (skateboard wheel). Another option is to use a linear stretch die in your planishing hammer. Linear dies are designed to stretch metal in only one direction. My linear dies have three profiles with varying center widths. The wider the flat spot on the die, the slower the metal will move. The narrower top moves metal faster, but is more likely to leave marks in the metal. You need to decide which die to use, depending on the gauge of the metal and the power of your tool. The reason we need to stretch the metal is because it has to turn down around the outside of an arch. If you take a piece of paper and bend the last inch over on a 90-degree angle, you can’t bend that edge around an arch without tearing the flange every 1/2-inch or so. If you do this, you will see how much the cuts open up. We really don’t want to cut a bunch of slits in our metal, so we literally need to make the metal grow or stretch. The linear stretch die hits the metal in one direction—front-to-back. The smashing force of the hit with a flat upper die squishes the metal out side-to-side, making the metal longer in one direction only. Thousands of hits along the length

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of the panel, backed up with a little hand manipulation pulling the panel down, starts to create the flange. It will take several passes through the machine to get enough stretch to make the full 90-degree turn. If you take your time and do not force the metal to pull over any faster than the machine wants to stretch, then you will not affect the radius of the panel when turning the edge over. If you try to pull it over faster than the machine is stretching, youâ&#x20AC;&#x2122;ll end up removing the crown from the panel. MIKE MAVRIGIAN owns and operates Birchwood Automotive in Creston, Ohio, where he builds custom engines, street rods and performs vehicle restorations. He has written thousands of technical articles, as well as nine books on automotive technology during the past 30 years. Mike can be reached at 330-435-6347 or birchwdag@frontier.com. Visit Birchwoodâ&#x20AC;&#x2122;s website at www.birchwoodautomotive.com.

The result after spending a few minutes.

SHOP TOOLS & EQUIPMENT

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HOT ROD & CUSTOMIZATION

Tom Mangert’s dream car joined his three-Mustang fleet 50 years after the dream began and cost $45,000 instead of $3,900.

Ponies POSH

Mustang restorations go high-end. By John Gunnell

s a teenager, Tom Mangert dreamed of owning a 1965 Mustang. The car he pictured in his Waupaca, Wisconsin driveway was a 2+2 with the GT equipment package. Mangert never got his dream car in the 1960s. His father felt that $3,900 for a 1966 GT 2+2 was too much. So, Tom had to wait 50 years before he got his dream car—and the price was more than 11 times what the car cost new! That gives an indication of how the Mustang restoration niche is doing today. As the value of Mustangs climbs, more collectors

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Peter Krutt of Legendary Motor Car Company Ltd. sold Mangert the ’66 Mustang. Krutt says his business started with cars like this Mustang.

are investing in them. That leads to more cars being rebuilt or restored. It also drives up the desirability of the specialty models, such as GTs, Mach 1s, Boss Mustangs and Shelby Mustangs. RARE MODELS = GOOD INVESTMENTS Peter Krutt of Legendary Motor Car Company Ltd. is the man who sold the GT Fastback to Mangert. Legendary opened its doors in Canada in 1985 and was soon turning out national show-winning restorations. After three short years, the shop grew to 4,000 square feet. By 1990, it had expanded to 12,000 square feet. In 2002, Legendary moved into a brand-new 55,000-squarefoot facility with a fully equipped mechanical workspace, assembly bays, a downdraft spray booth and body shop. All of this added up to a complete, stateof-the-art facility for all aspects of car collecting, from ground-up restorations to service, appraisals, storage and an everchanging inventory of investment-quality cars for sale. The new facility also became the location for a TV series called Legendary Motorcar on Discovery’s Velocity channel. Skilled craftsmen staff each area of Legendary’s restoration shop with several hundred years of combined technical experience. Krutt tells THE SHOP that the Mustang market is strong right now. “People are buying and restoring everything from the bread-and-butter six-cylinder convertibles to Shelbys to Cobras,” Krutt explains. “Baby boomers are able to buy the common cars right now and rare models are good investments. In 1965, a Shelby was double the cost of a regular Mustang, but now it’s 10 times as much.” Krutt says his company restores a lot of Mustangs. “We know them really well. They are the kind of car we started in business with and the Mustang niche has never gone away. We just add to what we have.” A THOUSAND HOURS Phil Schultz is his own boss. He runs a shop in Hartford, Wisconsin called Vintage Mustang Restorations LLC. Schultz had worked as a business manager for a large printing company. “I did a lot of computer stuff,” he recalls.

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Vintage Mustang Restorations uses heavy-duty restoration equipment like this Whirly-Jig car body rotisserie.

HOT ROD & CUSTOMIZATION

“After a short time I decided I wanted to go on to something else. I had tinkered with Mustangs since high school, so in 2000 I officially opened Vintage Mustang Restorations.” Schultz agrees that the Mustang market is doing well, but he points out that’s it’s better for a professional restoration business to focus on the really high-end cars such as Shelby GT350s and Shelby GT500s, and rarer cars that are worth much more than a regular Mustang when they are properly restored. “I’ve got a ’65 K-code fastback in the shop that has the GT package and optional Pony interior,” Schultz notes. “It’s probably one of about 36 cars built with those options. Rare and more expensive cars like this one are what’s being restored.” According to Schultz, Shelby Mustangs have probably gone up $50,000-$60,000 in value since Carroll Shelby passed away. “I don’t think they’ve really skyrocketed like some people expected,” he notes. “But they still have gone up.” He also thinks that the Eleanor Mustang from the Gone in 60 Seconds movie “created a stir for that kind of car,” but did not really catch on with serious Mustang and Shelby collectors. “It was a remake of an earlier movie and the car was more glamorized and glitzy than the Shelby in the original film.” Schultz says he still does a bit of tune-up and repair work on bread-and-butter sixcylinder Mustangs, but he really doesn’t have many people bringing those cars in for a complete restoration. “By the time we got done with a full restoration on an ordinary Mustang, the owner would actually have more in the car than what it’s worth. He could buy a restored one and have change left over.” Currently, Vintage Mustang Restorations is “all-Phil-all-the-time,” but Schultz is building a new 6,000-square-foot facility to replace his current 3,800-square-foot shop in an industrial park a few miles west of downtown Hartford. “As soon as I move there, I will probably be hiring a friend of mine who’s doing body work as well as I am, or probably a little better. Then, I can focus more on detail work.” Schultz handles estimating and billing based on the average number of hours he

Phil Schultz currently does all the work at his 3,800-square-foot shop, but will be hiring a friend when he moves to his new 6,000-square-foot shop.

The restoration of this Boss 429 Mustang at Bob Perkins’ shop is a six-figure project, but the car’s owner will have a great investment. DECEMBER 2016

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HOT ROD & CUSTOMIZATION

This “Mr. Gasket” Mustang drag car is one of the Ford pony cars in Bob Perkins’ personal collection.

In the ’70s Bob Perkins developed a list of every Ford dealer in the country and started purchasing their obsolete parts inventories.

feels it takes to finish a complete restoration. “I try to charge customers for actual work time on the car and I don’t bill for any of the time I spend on my computer chasing down factory parts,” he explains. “A thousand hours is what I figure a full restoration takes and my shop rate is $60 an hour. I like to get one-third when I start, another third when I’m halfway through and the final third when the car is finished.” He says that a complete restoration can take two years. Schultz prefers using new-old-stock factory parts when possible. “They’re hard to find and rare today, but they’re still out there,” he says. “I’ve built up a lot of contacts over the years, so if I want original parts or the customer prefers them, we try to use them. But I have other customers who are going to use their cars as very nice drivers and they’re OK with aftermarket reproduction parts.” National Parts Depot is Phil’s preferred supplier. 92

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The chrome yellow Boss 302 Mustang Sportsroof is another member of Perkins’ Mustang collection. You’ll find original memorabilia everywhere.

“In the case of Shelby Mustangs, I use Tony D. Branda or Jim Cole’s Shelby Parts & Restorations when I need parts that are unique to those cars.” Vintage Mustang Restorations uses some heavy-duty equipment to get things right.

Schultz purchased a spot welder that he can use to duplicate the welds made at the Ford factory in the ’60s. He has a fixture he calls a “table” that a body can sit on while being supported at the same eight spots it sat on coming down the assembly line.

Pony cars in the Perkins stable include everything from regular Mustangs in top original condition to very rare model options with muscular motors.

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“I use this table so you can take a lot of sheet metal off for replacement without putting the car out of kilter. It stays in spec and by the time I get done, it’s in better spec than an original car after 50 years of potholes.” Schultz gets a lot of his jobs by word of mouth. Restorer Bob Perkins (interviewed below) has a three-year waiting list at his shop, so he will recommend Schultz to customers who don’t want to wait. Schultz also promotes his business at car shows and swap meets. “Previous customers are probably my best source of work,” he said. “People look at a car I’ve done and like the workmanship and drop by; so previous work is always a good selling point.”

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HOT ROD & CUSTOMIZATION

SECOND OR THIRD GO-ROUND While some Mustang restorers specialize in a certain Ford car line, Bob Perkins of Juneau, Wisconsin specializes in the restoration of a specific Mustang model option—the high-performance Boss 429. His Perkins Restoration (perkinsrestoration.com) is known for its ability to restore these cars with original factory parts Bob Perkins bought from dealers from the ’60s until today. According to Perkins, the Mustang in 2016 is changing. “The reason is that the Mustang Club of America (www.mustang.org) has been able to adapt to the changes they are still making in Mustangs. The club can still grow with the newer cars,” Perkins emphasizes. “When you go to the Grand National you’ll find a lot of cars and only a fraction of them are first-generation Mustangs.” Perkins says the 2015 MCA Grand National show in Columbus, Ohio showcased 550 cars and only about 150 were early models. He said the 2014 meet in Charlotte that celebrated the 50th year of the Mustang featured 6,000 cars. The MCA brought in enough from dues to rent Indianapolis Motor Speedway for the club’s 40th anniversary celebration this past September. According to Perkins, even though latermodel Mustangs are spurring the growth of the club, early cars are still being restored. He said that the Mustang restoration business supports a combination of professional shops and hobbyists who restore their own cars.

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HOT ROD & CUSTOMIZATION

Mustang shows, swap meets, rallies, tours and vintage racing events are good places to promote a Mustang restoration shop.

Bob Perkins Restoration is housed in two log home-style buildings decorated with Ford, Mercury, Lincoln and Edsel dealership signs.

“The restoration hobby is strong and they’re making all kinds of new parts for the cars,” Perkins says. “The top classes at the shows are filled with people wanting to do cars with all original parts and that’s been good for us, because there aren’t a whole lot of shops that cater to that.” He says demand for restoring regular first-generation Mustangs is still pretty strong across the board, but that if a professional restorer is honest with a customer he’ll tell him or her up front that they’ll have more money in the car than it’s worth. “Some of them will still want to do a car for its sentimental value,” Perkins notes. “We just send them to somebody else for that, because we’re busy with the Boss 429 market. There’s not that much difference in restoration costs, but a Boss 429 with all the correct pieces can be in the $500,000 range when it’s done. So, restoring it is still a good investment.” 94

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Perkins’ shop does pretty much everything, except machining, when it comes to a Mustang restoration. “We do all our own paint and bodywork,” he says. “We fabricate all of the suspensions. We do things no one wants to do, like putting the cylinder heads with O-rings on. We don’t have a dyno and we don’t do the chrome, but we do all the assembly work, including engine assembly.” Chrome parts are usually replaced with ones from Perkins’ NOS chrome parts. If he doesn’t have it (or if the NOS parts are shopworn) he works with a plating shop that can strip a bumper without grinding it. That means the Ford bumper will come back with factory markings, “stretch marks,” and rough edges like an NOS part. “It will have all the definition of an original piece of trim that’s never been chromed,” Perkins notes. “We don’t want a Pebble Beach look here.”

Perkins says he has no concept of how big the Mustang restoration niche is, but he knows it’s “way bigger” than he ever thought it was when he switched from teaching school to fixing Mustangs. “I used to wonder how a place like National Parts Depot could sell enough parts to have a giant warehouse like they have. I mean, the Mustang thing is bigger than I ever expected it to get and it still seems to be getting stronger. Most of the nice cars have already been restored once and now some of them are getting their second or third go-round. People just keep doing them and making them better and better.” Perkins’ shop has grown quickly to keep pace with the Mustang’s popularity. “It could be because I had a lot of help; a lot of workers,” he guesses. “But, I found it hard to do quality if you have too many workers. And the other thing was that we got into a specialized niche in the market. There’s not 20 people fired up enough to do a Boss 429 restoration. And I’m so hands-on that it’s hard to find somebody else with the passion and knowledge it takes to put these cars together.” In his shop, Perkins had a Boss 429 with 1,600 original miles that was drag-raced a little, then left outside. It needed a little paintwork, under-hood detailing and TLC, but it was a good car with almost all of its factory parts intact. “For this restoration you’re looking at about $75,000 to $100,000 in labor, plus the cost of replacing whatever parts were missing—probably about $75,000. But, it will be one of the best—if not the best— restored Boss 429s on the planet.” For restoration professionals, that sums up the Mustang niche today. The high-end cars are the ones that justify the cost of restoring them. Shops can make money on such cars, but the customer will still come away with an excellent investment, instead of being upside-down on a six-figure restoration.

JOHN GUNNELL has been writing about classic cars since 1972. He is also the owner of Gunner’s Great Garage in Manawa, Wisconsin. He owns 11 cars and seven motorcycles.

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Meyer Distributing ...............................................

Weego.................................................................

Nitrous Express ...................................................

Miller Electric Mfg Co ..........................................

Quick Fuel Technology .........................................

Motor State Distributing ......................................

Racepak .............................................................

Motovicity Distribution.........................................

IFC

Advanced Clutch Technology (ATC) ......................

Racer Walsh Co ...................................................

National Performance Warehouse ........................

AEM ....................................................................

Titan Motorsports ................................................

Nickels Performance ...........................................

Air Lift Performance .............................................

Performance Warehouse Association ...................

American Powertrain ...........................................

Premier Performance ...........................................

Centerforce Clutches ...........................................

PERFORMANCE PRODUCTS

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RACING PRODUCTS

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The Advertiser Index is intended solely as a convenience for our readers and is not a written or implied part of any advertising commitment. As such, THE SHOP assumes no liabilities for unintentional errors or omissions.

DECEMBER 2016

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Rusty Parts or Rolling Art?

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f you’ve ever wondered if you could build a car just from parts found at a swap meet, a classic car insurance company did the experiment for you. A team of classic car experts from Hagerty built a drivable 1930 Ford Model A in less than 100 hours using only what they sourced from the Antique Automobile Club of America (AACA) Eastern Fall Meet in Hershey, Pennsylvania. Beginning with a rolling chassis, the employees’ Swap to Street challenge was an effort to illustrate the accessibility of the collector car hobby, according to the company. The total cost of the project was less than $10,000. After completing the build, the team took on an additional challenge—the 700mile drive back to Hagerty’s headquarters in Traverse City, Michigan. Overcoming a persistent oil leak, dead starter and some minor repairs along the way, team members traveled two days at an average of 30 mph, covering nearly 300 miles of the trip. Reluctantly, they ultimately loaded the car on a trailer to be hauled the remainder of the way to save time, but felt they proved their point nonetheless. “I consider the Swap to Street build a total success, even though we did have to trailer it the rest of the way home,” said Davin Reckow, Hagerty parts supply specialist and project welder. “The decision wasn’t because of mechanical issues we couldn’t overcome—it was merely to save time. We all have day jobs and families that we needed to get back to and at the rate we were going, we would have been on the road for a couple more days.” This was Hagerty’s second Swap to Street challenge, after successfully rebuilding a 1946 Ford pickup last year. While last year’s pickup came with a dilapidated cab and a few other parts, this year’s vehicle started with nothing but the rolling chassis. Every other part used to build the Model A was sourced from the AACA Hershey Meet, according to the company. 96

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A team of classic car experts from Hagerty built a drivable 1930 Ford Model A in less than 100 hours using only what they sourced from the Antique Automobile Club of America (AACA) Eastern Fall Meet in Hershey, Pennsylvania.

The team used either stock or modified parts for the car, depending on what was available. “The second Swap to Street build brought new challenges, but we again proved that a functioning vehicle could be assembled within just a few days, solely from parts that we could find at the show,” said Reckow. “You don’t have to be an everyday mechanic or have a lot of money to do something crazy and fun with an old

car—you just need the passion, desire and the camaraderie that comes within this hobby. We hope the Swap to Street build inspires others to put a project together.” The build was live-streamed and seen by more than 750,000 enthusiasts via Hagerty’s YouTube Channel and Facebook feeds. EDITOR’S NOTE: This article originally appeared on THE SHOP’s website and in our daily eNewsletter. Learn more at theshopmag.com.

DECEMBER 2016

10/28/16 9:56 AM

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