The Shop October 16

THE SHOP

OCTOBER 2016

CARGO MANAGEMENT • DATA LOGGING • PRECISION ENGINE

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CONTENTS // October 2016 // Volume 19 Number 5

FEATURES \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 8 ICON 4X4

RESTYLING

Land Cruiser restorations embody Jonathan and Jamie Ward’s dream of upscale off-roading.

By Tom Morr

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INSIDE THE BOX

SHOP TALK: CUSTOMER RELATIONS

If there’s one thing we all have in common, it’s the need to carry stuff.

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Highlights from THE SHOP’s daily online newsletter.

By Anthony Bowe

By Eddie Wieber

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PERFORMANCE 17

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INSTANT ANALYSIS

RAREFIED AIR

Data logging is the natural progression for the automotive aftermarket.

Intake system upgrades & fuel additives make for a better 10hour trip in the ol’ diesel.

By John Carollo

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Winning strategies for resolving conflicts and keeping customers.

By Josh Poulson

PRODUCT FOCUS: RACKS, TOOLBOXES & CARGO CARRIERS

By Ron Knoch

22 PRODUCT FOCUS: TUNERS & PROGRAMMERS

PAG E

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CONTENTS // October 2016 // Volume 19 Number 5

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One of the most important things to remember in resolving customer conflicts is to listen and show empathy. By empathizing, you are relating to your customer on an emotional level, which conveys a true sense of understanding.

SHOP TOOLS & EQUIPMENT

Josh Poulson, Auto Additions On resolving conflicts with unhappy customers. See page 50

28 A TOOL FOR EVERY JOB, PART 2 More usual & unusual shop equipment to keep projects running smoothly.

By Mike Mavrigian

HOT ROD & CUSTOMIZATION 44

56

10 QUESTIONS FOR SHANNON WALTERS

BOOSTED BEAUTIES

PRECISION ENGINE

AD INDEX.........................................................63 Alphabetical listing of this month’s advertisers.

ONE MORE THING.............................................64 Guarding the Olympics.

COMING NEXT MONTH

CARGO MANAGEMENT • DATA LOGGING • PRECISION ENGINE

By Jake Rishavy

Inspiration Everywhere.

OCTOBER 2016

By Naseem Muaddi, TheHogRing.com

DRIVER’S SEAT...................................................6

THE SHOP

The master trimmer talks about his inspiration and future plans.

Moving forward with Daniel Valjevac of Concord, North Carolina-based Retro Designs Speed & Custom.

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• Project vehicle roundup • Hitches & towing • Street performance • Wheels & tires • Off-road accessories

PE-3 PROJECT LS NEXT, PART 6 In the final installment, we finish assembly and run the engine on the dyno.

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By Mike Mavrigian

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PE-8 UNDERSTANDING CRANKSHAFT BALANCING Proper weights and measures lead to increased performance.

By Mike Mavrigian

PE-16 ENGINE BUILDING PRODUCTS 4

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R NEVE AN MISSUE! ISS

ON THE COVER

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Based in Los Angeles, ICON 4x4 combines bespoke personalization with assembly-line repeatability to produce vehicles with “modern performance married to classic styling.” See story on page 8. (Photo by Evan Klein/ www.evankleinfilms.com)

LAST MONTH’S HIGHLIGHTS • Green Bay’s automobile gallery • Custom interiors • Lighting upgrades • Replacement LS engine market • Fluid dynamics

OCTOBER 2016

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\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ DRIVER’S SEAT

Inspiration Everywhere

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few years ago, Robert Egger, creative director at Specialized bikes, was part of a panel discussion at the SEMA Show. Topics ranged from building a dynamic brand to finding inspiration wherever it hides.

At the Specialized offices in California, Egger noted, Jef White bike parts randomly sit everywhere—on shelves, desks Executive Editor and the floor. The gears, chains, pedals and frames are www.TheShopMag.com part decoration, part motivation: employees who love bicycles, he said, get excited when they see bike parts, and the creativity begins to flow.

“You have to find in life something that can combine work and fun,” he recommended.

He also explained how visiting SEMA in turn inspired him. His creativity began to flow as he immersed himself in the excitement surrounding the show, and checked out automotive designs and materials that could possibly translate to the cycling world.

The lesson for specialty aftermarket shops—whether you build engines, install electronics or customize hot rods—is that, when you are excited about what you do, inspiration is everywhere.

“We draw inspiration from other industries for ideas,” reveals Jonathan Ward, owner of ICON 4x4/TLC. “Materials are a prime area where we’ll see what’s being used for other applications: aviation, industrial, architectural, marine, military.”

And, while it’s true that inspiration often arrives when you least expect it, many creative people increase their odds by always keeping their minds open.

“I think of a full custom hot rod interior as a 3D art form,” notes Shannon Walters of Interiors by Shannon. “I am able to visualize the concept of the project in my head.”

People arrive in this industry from all walks of life. Different aspects of the automotive lifestyle initially attract them, and then they follow their own unique path.

“Growing up in New Jersey, I was always into cars,” recalls Daniel Valjevac of Concord, North Carolina-based Retro Designs Speed & Custom. “I went to school for industrial design, and I always knew I wanted to use those skills in the automotive field.”

If this all sounds a little too groovy and far-out, take a minute and think about the feeling you get when you unbox a new turbocharger, smell a set of brand-new tires or slide your hand across a freshly painted fender.

If there’s still excitement and appreciation, then chances are you’re ready to be inspired.

And the good news? The opportunities are everywhere.

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 JOHN CAROLLO, RON KNOCH, NASEEM MUADDI, TOM MORR, JOSH POULSON, JAKE RISHAVY 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.

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UPSCALE

OFF-ROADING

WITH ICON 4X4

By Tom Morr

An obsession with the small stuff translates into international acclaim.

W

hen Jonathan and Jamie Ward opened TLC in 1996, the 4x4 industry questioned the viability of $50,000-plus Toyota Land Cruiser restorations.

World travelers, the Wards were nevertheless convinced: they noticed “indestructible” Toyota FJs in most corners of the planet.

“We became Land Cruiser fans and gave up comfortable jobs in other industries to take a leap of faith — that concours-caliber restorations for 4x4s could be as legit as they are for collector cars,” notes Jonathan Ward, company CEO and lead designer.

TLC’ s detail-consciousness began attracting attention almost immediately.

The company’s first big break came when Universal ordered six matching FJ60s for the movie Dante’s Peak.

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But the life-changing call came from Toyota itself in 2000—Akio Toyoda, president and CEO of Toyota Motor Corp., was impressed by TLC’s work and asked the company to help design the prototype for the FJ Cruiser.

With that credibility came customer requests for highly detailed non-Toyota 4x4s. The Wards subsequently launched ICON 4x4 under the same roof as TLC in Chatsworth, California to build vehicles with “modern performance married to classic styling.”

CREATING ICONIC VEHICLES Drafting off the highly customized ICON FJ, the company’s sights turned to other cult-status 4x4s. The ICON BR, an incred-

ibly detailed early Bronco, was one of the stars of the 2011 SEMA Show and even appealed to mainstream style/design outlets such as GQ. The Bronco’s popularity fueled ICON’s other current production offering, the TR—a resto-modded version of the 1950s Chevy Thriftmaster pickup.

The Wards’ secret for success combines bespoke personalization with assembly-line repeatability, using premium components that are bought in volume when feasible.

The standard ICON FJ powertrain starts with an E-Rod LS3.

The reasons are many: the LS is powerful and dependable (ICON has many overseas customers), and the E-Rod version is 50-state emissions-certified. ICON offers

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ICON 4x4 strives to produce vehicles with “modern performance married to classic styling.” (Photo by Evan Klein/ www.evankleinfilms.com)

To date, TLC/ICON 4x4 has built and sold more than 100 custom FJ-series Land Cruisers to customers worldwide. The “Petersen Special” FJ was displayed at the Petersen Automotive Museum. It features a powder-coated aluminum body, Putco LED headlights, GPS with backup camera and more.

ICON 4x4/TLC currently employs 51 fulltime staff. (Photos by Evan Klein/www. evankleinfilms.com)

two flavors: the basic 6.2-liter crate engine and a 530-hp Magnuson-supercharged version (still 50-state legal).

Most customers opt for the GM 4L65 or 4L80 automatic, although ICON will install manual transmissions by request.

4x4 models receive bulletproof Advance Adapters Atlas II transfer cases and Dynatrac axles; Currie/Strange rear ends are used for the 2WD vehicles. BFGoodrich All-Terrains are used for 4x4s, and the TR trucks get Nitto NT550s.

ICON has four major engineering partners. Fox Racing helped develop customvalved coilover shocks (using Eibach coils)

for ICON 4x4 s, and Brembo supplies custom calipers and rotors. Borla builds ICON-specific stainless steel exhaust systems. For cases where an OE chassis isn’t viable, Art Morrison supplies custom mandrel-bent frames.

The ICON 4x4 website (icon4x4.com) lists the company’s complete model line, including the ICON FJ, BR and TR models, the Derelict and Reformer, and the E-Flyer motorized bicycle.

WHAT’S INSIDE While the mechanicals tend to follow the proven script, interiors and amenities are customized to the customer’s taste and budget.

“We draw inspiration from other industries for ideas,” Ward says. “Materials are a prime area where we’ll see what’s being used for other applications: aviation, industrial, architectural, marine, military. One example is architectural skyscraper glass.

It is available in a variety of colors—no tinting film necessary. We temper it to be DOT-compliant.”

ICON’s memorable interiors have helped forge the brand’s identity. One example is a partnership with Chilewich, a designer/ manufacturer of household woven-textile products.

Chilewich partnered with ICON to develop a distinctive, durable upholstery option. ICON also offers bison hide and has even upholstered an interior in alligator to match a customer’s wife’s Hermes handbag.

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Prominent leather supplier Moore & Giles is one of ICON’s go-tos for customers who want custom cowhide interiors.

Exotic metals are another signature ICON detail.

“I utterly despise plastic,” Ward admits.

“I refuse to have cheap-looking crap on any vehicles here, so we challenge ourselves to mill all knobs, panels and even horn buttons out of metal. Billet and stainless-steel are obvious, but we also try to incorporate more exotic metals such as titanium when we can.”

Non-automotive interests provide further inspiration.

“We read the design magazines to get ideas,” he says. “Also, I’m a huge watch geek, so I try to include analog clocks that are made to match the specific vehicle’s personality. I really enjoy classic typefaces too, so we’ll pick a font to tie the clock to the

ICON 4x4 has spotters around the country looking for clean Broncos, Land Cruisers and Thriftmasters—and classic bodies with proper patina. These Derelicts are built to order.

gauges, which Dakota Digital customizes for us. That font will also follow through to the badging.”

Custom touches include acid-etched logos onto metal as an alternative to machining or silk-screening.

Electronics is an area where ICON vehicles have probably progressed the most since the Wards launched TLC. LED lighting is an obvious example. Recent ICON 4x4s include Putco LED headlights and taillights.

Chevy Thriftmaster pickups have classic bodylines. Personalized touches include a choice of exotic woods for the bed slats.

Derelicts, such as this 1950 Buick Roadmaster, are basically C6 Corvettes under their skins. Art Morrison custom-makes mandrel-bent frames to fit the bodies.

The ICON BR helped increase interest in early Broncos among gearheads and even celebrities. Details here include skyscraper glass, which is available in colors that complement the body—which ICON prefers to finish in industrial two-stage powder-coat.

Prominently visible vendors include Dynatrac, Warn and Putco.

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ICON interiors are distinctive. The TR features high-visibility Dakota Digital luminescent gauges but with 1950s fonts on their faces. The entertainment unit is hidden behind a nickel-plated stainless panel that mimics the factory dash slats. This panel actuates on R/C gas shocks.

Doing business in Los Angeles has its challenges, but ICON finds that the benefits outweigh the high costs. “Southern California is obviously a good source for preserved older vehicles, and the talent pool here is deeper than anywhere,” Jonathan Ward says. (Photo by Evan Klein/www.evankleinfilms.com)

Entertainment systems are Apple CarPlay and Bluetooth-compatible.

“We don’t like to butcher the classic look, particularly in the TRs,” Ward says. “We’ll often make an actuating cover panel for the head unit so that the dash isn’t obstructed.

Using gas shocks from R/C cars, the panel is finger-touch retractable to reveal the head unit.”

Other premium electronics include Focal speakers.

DERELICTION OF DUTIES Once ICON became established in the 4x4/ truck industry, the Wards challenged themselves to do something different with classic cars. But instead of “reforming” them, they decided to keep the patina.

These cars were branded Derelicts. ICON basically combines big-personality junkyard bodies with late-model Corvette performance.

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The under-skin refinements go way beyond rat rod status. Each Derelict is digitized upon disassembly, then Art Morrison custom-makes a chassis to fit the body.

The E-Rod combo and a Currie/Strange 9-inch rear end complete the powertrain.

New wheels and even side mirrors are often distressed to match the body’s patina. On convertible Derelicts, Jonathan Ward recommends interior material that isn’t UVprotected so that the fabric will age gracefully to jibe with the exterior—minutia that likely wouldn’t register with most people.

Doing business in Los Angeles has its challenges, but the Wards find that the benefits outweigh the high costs.

“Southern California is obviously a good source for preserved older vehicles, and the talent pool here is deeper than anywhere,” Jonathan Ward says.

ICON 4x4/TLC currently employs 51 fulltime staff. Key people include company COO Sherif Yassa, who was previously VP of a prominent luxury-wheel company, and production manager Craig Wood.

Los Angeles is also fertile ground for ideas. “We have customers all over the world, but Southern California has influenced global tastes for decades,” Ward notes. “We obviously have affluent customers here, and our vehicles are shaped by inspirations from the entertainment industry, the local Art Deco/Streamline Moderne/Googie architecture and the major industrial design houses. The heritage includes Raymond Lowey designing the Avanti in Palm Springs with Pasadena Art Center College student Tom Kellogg.”

(Lowey also designed toasters, refrigerators, ocean liners, the Shell Oil logo and Coke vending machines and also served as a fashion illustrator for Vogue. His book Never Leave Well Enough Alone is one of Ward’s favorites.)

ICON’s footprint has grown to more than 60,000 square feet. The company recently leased an 18,000-square-foot building for parts inventory to create additional assembly space in the main building.

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Another advantage of being in the big city is access to a wide variety of raw materials.

“We do everything possible to include as much Los Angeles DNA in the vehicles as we can,” Ward explains. “We have phenomenal local suppliers for glass and metals.

Also, we use a nearby source for industrialgrade Teflon-polyester powder-coating to avoid the environmental challenges of painting bodies whenever possible. And even our ICON-designed forged-aluminum wheels are manufactured in Los Angeles; 99-percent of our content is U.S.-made.”

The market for custom six-figure vehicles is strong. ICON’s waiting list stretches over many months, and the company just leased an additional 18,000 square feet of industrial space.

Numerous lessons can be learned from TLC/ICON. Most notable are sweating the small stuff and looking outside the automotive industry for inspiration.

“It’s the little things that we geek out on,” Ward says.

GIVING BACK

Jonathan and Jamie Ward are regulars at philanthropic functions in Los Angeles.

A couple years ago, a child-services charity, GO Campaign, asked the Wards if they’d consider hosting a fundraiser at ICON’s annual fundraiser party benefits ICON 4x4 headquarters.

GO Campaign, a Los Angeles charity that The event was a success, and the Wards helps at-risk kids worldwide. More than were so impressed by the charity that 300 people attended the 2016 “Cars & Casino” party. Here, “CarCast” hosts they joined its board.

Matt D’Andria (far left) and Adam Carolla This past spring, the third annual GO (center) pose with Jonathan Ward.

Campaign “Cars & Casino” night at ICON 4x4 raised more than $200,000. Auction items included dinner/ concert experiences, rare watches, designer furniture, an autographed Katy Perry guitar, a private tour of Jay Leno’s garage and even a custom-tailored suit.

Attending celebrities included Adam Carolla, Comedian Joel McHale (far left), who owns an ICON FJ, the 2015 GO Campaign event at ICON. He was Spike Feresten and Matt hosted joined by (left to right) Jamie Ward, Jonathan Ward and Farah.

GO Campaign CEO Scott Fifer.

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Star Cars, Back to School & Company Acquisitions A roundup of online news.

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SETTING A GOLDEN STANDARD 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.

August kicked off awards season, with high-end car shows and trade events carrying the industry through the end of summer and fall and into 2017. THE SHOP’s eNewsletter recently highlighted a few big awards, a notable record-setting effort and another Chip Foose-backed car project.

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.

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Tim Lea recently secured three Concours Gold Awards for his work on a pair of rare 1968 Shelby GT500KR convertibles. Lea owns Tim Lea Restorations in North Andover, Massachusetts, and serves as a Concours Gold Judge and expert restorer of 1965-’70 Mustangs, specializing in Shelbys.

“If you time-warped back to 1968, this is how every nook and cranny of these cars should look,” Lea said. “With projects like these, winning gold isn’t just in the details, but in preserving the car’s original authenticity.”

The two Lea-restored Shelby Mustang convertibles both won gold at the recent 42nd Annual Mid America Ford & Shelby Nationals in Tulsa, Oklahoma. The cars were judged to be restored to dealer-showroom condition, true to original Ford and Shelby assembly line standards.

The 1968 Shelby GT500KR is owned by Southern California philanthropists and Ford collectors Rae and Ted Segerstrom. The car is one of only five Special Yellow four-speed, air-conditioned KR convertibles—three had white tops and two received black tops. The KR designation denotes that the car came with the legendary 428-ci Ford Cobra Jet V-8 engine.

The Tim Lea Restoration team spent more than 16 months reviving the car. The process began by carefully inspecting and disassembling the rare Shelby Mustang. All parts were then meticulously inventoried/cataloged. Next, the body was media-blasted to remove all rust and corrosion.

Following the bodywork, Lea applied the paint exactly as the factory did 48 years ago, with the doors attached to the body shell and the hood, trunk and other body panels shot off the car.

The car’s Special Yellow color (paint code WT6066) has an interesting backstory, according to Lea. Ford originally offered Shelby GT500KR Mustangs in a Sunlit Gold metallic. The company that Shelby-ized the Mustangs for Ford with special gauges, center consoles, and engine modifications, A.O. Smith, had difficulty color-matching the metallic paint to the signature Shelby fiberglass hood, light buckets, valance, and rear spoiler.

The solution was Special Yellow from Ford’s industrial/fleet color catalog. It debuted on GT500s in May 1968.

The most challenging aspect of the restoration was accessing the various components behind the dash panel, according to Lea. Ford introduced a removable dash in the 1969 model year, but the earlier cars had their HVAC parts tucked behind a fixed panel.

“There’s an amazing amount of plumbing and electrical underneath the dash,” Lea said. “If you don’t know your stuff, you’re going to get in trouble.”

Further complicating the job, the GT500KR convertibles have additional top-mechanism parts that require careful adjustment.

Read the rest of the story and see additional images by visiting http://shopmag.biz/LeaRestorations

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BACK TO SCHOOL West Coast Customs CEO and founder Ryan Friedlinghaus said he is launching the West Coast Customs Academy.

The academy will be designed to serve as “first-class training to those wishing to enter the vehicle aftermarket trades,” Friedlinghaus said.

The goal of West Coast Customs Academy is to motivate, train and provide

students with technical skills relative to the automotive aftermarket trades, according to West Coast Customs. The Academy will offer a comprehensive 48-week training program featuring a curriculum format comprised of six trade-level instructional segments including auto body, upholstery, fabrication, wheels and tires, electronics, and wrap and tint.

The rigorous program provides students with both in-depth classroom time taught by leaders in the customization industry and hands-on training and project work at the West Coast Customs facility in Burbank, California, according to the company.

“I have been building custom cars from the ground up for the past 27 years.

Finding good talent is especially difficult since many high schools are unable to offer wood shop or automotive classes any longer. It is unfortunate, but I feel that high-quality hand-craftsmanship work is a dying art form,” Friedlinghaus said. “I would like to help bridge that gap, give

back to my community, bring in younger generations and build new talent at the West Coast Customs Academy.”

See a video message from Friedlinghaus and read the rest of the story by visiting http:// shopmag.biz/WCCacademy

THE CAR THAT NEVER WAS Chip Foose will soon debut his latest custom creation, the 1939 Cadillac Madam X Coupe.

Built for automotive dealership magnate Wes Rydell and his wife Vivian, the Madam X was originally designed over 80 years ago as a concept vehicle for Cadillac but it was never built. Starting with a Cadillac 60 Special Sedan, it has been shortened, lowered, and fabricated into a dramatic oneof-a-kind coupe with a removable hardtop.

After eight decades, it has been reimagined by Foose with his own signature style, and he aims to bring this “Cadillac That Never Was” into the real world with the

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THESHOPMAG.COM MOVERS & SHAKERS

utmost craftsmanship and quality.

Madam X, which takes its name from the term famous former General Motors design chief Harley Earl used to describe special one-off vehicle projects for unique clients, takes its inspiration from a 1935 concept sketch by GM designer Art Ross for a 1937 Cadillac 60 Special.

“The Madam X Cadillac is turning out to be one of the most stylish cars I’ve ever built,” Foose said. “It’s a great combination of modern technology and old-school coachbuilding tradition. I can’t wait to reveal it.”

See more photos and find more details by visiting http://shopmag.biz/FooseCTNW

Acquisitions have been happening in the restyling world.

Bestop has acquired Tuffy Security Products of Cortez, Colorado. Tuffy engineers and manufactures heavy-duty security boxes, cases and containers for both recreational and professional vehicles.

Tuffy represents the second add-on acquisition for Bestop in 2016. In June, the company acquired vehicle lights manufacturer Baja Designs.

The acquisition complements Bestop’s existing lockbox business, and is in line with the company’s commitment to deliver the highest-quality products to its distributors, jobbers and consumers, the company noted.

“Bestop is growing both organically and through acquisitions,” said Bestop CEO John Larson. “At the same time, we continue to invest in brand development, aggressive product innovation, and working with our retail partners to drive the best-possible consumer experience.”

Meanwhile, Truck Accessories Group (TAG) has purchased Custom Fibreglass Manufacturing Co., which does business as SNUGTOP. SNUGTOP will operate as a business unit within TAG, led by Hartmut Schroeder.

“The purchase of our company by TAG provides SNUGTOP the opportunity to grow and improve our business for the benefit of both our customers and our employees,” Schroeder said. “We are excited to join TAG and realize the benefits of being part of a larger organization.”

SNUGTOP, headquartered in Long Beach, California, is a manufacturer of premium truck caps and tonneau covers. The company employs 200 people and services more than 180 customers worldwide, according to TAG. Learn more about the Bestop acquisition by visiting http://shopmag.biz/BestopTuff Find out more about TAG’s big move at http://shopmag.biz/SnugTAG

THE 400-MPH CLUB Danny Thompson, son of Mickey Thompson, set a new land speed record for a piston-powered vehicle on Aug. 14.

The Challenger 2 streamliner set the mark during Speed Week at the Bonneville Salt Flats in Utah on Mickey Thompson Bonneville LSR tires.

Thompson set a new AA/FS record in August with a speed of 411.191 mph.

Thompson backed up the run with a 402.348 mph run the next day, and completed the record-setting weekend with a 406.769 mph official average, a significant margin over the previous record of 392.503 mph.

Naturally, Mickey Thompson Bonneville LSR tires were used on the record-setting car. They are prototype nylon-constructed tires with banded steel with just 1/32-inch tread rubber, size 24.5x7.50-16, weighing 13 pounds, with a tread width of 5.2 inches, a diameter of 24.2 inches and a section width of 7.5 inches, according to the company.

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“Sunday’s record-setting run was 50 years in the making,” Thompson said. “Bonneville put my dad on the map as the Speed King, but he wasn’t able to fulfill his dream of setting the new 400-mph record on the salt prior to his death. I’m so proud that my team and I were able to achieve what my dad had always wanted.”

In 1960, Mickey Thompson became the first American to exceed 400 mph on the salt. On the 50th anniversary of his father’s

original 406-mph run, Danny Thompson removed the Challenger 2 from storage and brought it to his Huntington Beach, California shop to begin the extensive process of restoring, retrofitting, and updating the streamliner—a process that took several years.

See two videos documenting Danny Thompson’s record-setting journey by visiting http:// shopmag.biz/ThompsonSpeed1 and http:// shopmag.biz/DTspeed

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On the trails, track, or in town, our tuners are all-in-one units that will take your business to the next level. With thousands of applications and more on the way, we’re sure to have the right product for your shop.

WANT TO BECOME A DEALER? CONTACT US: wd@derivesystems.com

A full list of vehicle applications available at bullydog.com. All vehicle make/model names and vehicle manufacturer names and related marks are trademarks of their respective owners, which are in no way associated or affiliated with Derive Power, LLC (“Derive”). These trademarks of other manufacturers are used solely to identify the vehicles of those manufacturers with which Derive’s products may be used. All other trademarks are the property of their respective owners. THIS PRODUCT IS NOT LEGAL FOR SALE OR USE IN THE STATE OF CALIFORNIA ON POLLUTION CONTROLLED VEHICLES. Designed for U.S. vehicles sold in the U.S.

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Analyzing

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By John Carollo

High-tech data logging systems are available for all types of motorsports participants.

Devices that capture and share engine info equate to shop profits.

F

orget new. Forget state of the art.

Data logging is already mainstream.

And with good reason. With the advent of more and more digital equipment running our lives, data logging is the natural progression for the automotive aftermarket. More information means better performance, right?

As more and more performance parts utilize a digital aspect in their operation, why not use that info to provide owners and shops access to monitoring and adjusting those operations? And why not sell to this demand?

From racing applications to basic engine tuning, data logging is allowing drivers to know more about what’s going on under the hood.

DATA COLLECTION So, just what is data logging and what can it be used for?

Sensors read functions and send the information to the brain—usually some sort of computer/program for compiling.

It may sound complicated, but really it’s just about gathering as much data about a vehicle’s operation as sensors allow.

“The thing about data is, once you start to record it and use it, the more data you will want,” says Lawson Mollica, marketing & public relations director at AEM Performance Electronics. “Things like engine pressure and temps can tell you a lot about the operating condition of an engine. For instance, on a drag race setup, looking at oil and fuel pressure on launch can tell you if you are experiencing starvation.”

Drag racing is a great place to start when offering data logging devices, as competitors will likely be interested in features such as an accelerometer, wheel speed sensor, or even comparing rpm to driveshaft speed to optimize a torque converter setup.

“Chassis dynamics data like accelerometers, gyrometers and shock pots can tell you how well your aero, shocks, springs, tires, etc., are performing, as well as whether or not a driver is using all of the vehicle or taking it beyond its limits,” Mollica continues. “For road racing, you can review segment times and corner entry/exit speeds, then overlay the data versus lateral acceleration to fine-tune a vehicle’s handling setup. There are so many things you can do with data that the possibilities are virtually endless.”

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Tim Anderson, president of Racepak, agrees that each type of motorsports participant is looking for different data.

“Drag racing and tractor pulling are essentially a horsepower and tuning contest (think rolling dyno), so engine sensors such as oil pressure, pan vacuum, fuel pressure, boost, exhaust gas, air fuel ratio and other

Shops that use data logging equipment on their own race vehicles will have a head start as far as installation and setup. (Photo courtesy AEM Performance Electronics)

types are important,” he explains. “Road racing and circle track are very dependent upon the driver, so sensors such as steering angle, throttle position and brake pressure front/rear are important.”

He notes that Racepak offers hundreds of sensor options for all types of motorsports competition.

The DataQuest system from Altronics “can log virtually any sensor that can be installed on the vehicle to analyze various vehicle parameters and improve reliability and performance,” according to Fred Bartoli, president.

“Common logs are wheel, driveshaft, clutch, engine rpms, fuel, oil pressure, EGT, AFR, water and oil temperatures, to name a few.”

And Jay Payson of HP Tuners adds that the parameters that are available can vary by vehicle, which makes choosing the right tool critical.

“When it comes to measuring and monitoring vehicle performance, it’s tough to beat VCM Suite for Ford, Dodge and GM, because of the parameters we cover,” he believes. “You data-log

The thing about data is, once customers start to record and use it, the more data they’ll want. (Photos courtesy AEM Performance Electronics)

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The systems log sensor data to analyze various vehicle parameters. (Photo courtesy Altronics Inc.)

with the scanner and make changes to the vehicle’s PCM with the Editor (function).”

SALES DATA Technicians don’t have to be brainiacs when it comes to selling data logging systems, but they should know their way around cars—and particularly race cars.

“They first need to fully understand our complete product line and the correct data loggers and options for each customer,” Anderson suggests.

“We offer at least eight different data logger options for a variety of motorsports, along with nearly unlimited sensor options. However, each type of motorsport will utilize a specific logger in a specific manner. So, the ability to ask detailed questions of the customer in regards to their specific type of motorsport

is critical when configuring a data system.”

Bartoli recommends “becoming familiar with the standard recording parameters and optional sensing capabilities that can

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PERFORMANCE

Shops should become familiar with the standard recording parameters and optional sensing capabilities that can help customers determine causes for issues they are having with their race vehicles. (Photo courtesy Altronics Inc.)

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Data Logging Must-Haves Suppliers share their hottest-selling data logging products:

“For tuning, HP Tuners VCM Suite is the tool you need. A user installs VCM Suite onto their laptop, connects to the vehicle and data-logs. For those that want to data-log for the purpose of driver improvement, TrackAddict can be downloaded onto your phone so you can start data-logging, and it’s free.”

Jay Payson Sales HP Tuners “Currently, our Sportsman model is the most popular data logger we manufacture. Designed specifically for drag racing, this out-of-the-box data logger will record engine rpm, driveshaft rpm, acceleration G-force, lateral G-force and battery voltage. Utilizing our proprietary V-Net smart sensor CAN bus input allows the user to add sensors utilizing the five-pin V-Net connector on the data logger. Sensors can be daisy-chained together, in any order, with all the data routed through a single V-Net or series of V-Net extension cables back to the data logger. This eliminates the need for the typical sensor wiring harness.”

Tim Anderson President Racepak “DataQuest is a 45-channel data recording system based on a networked CAN bus design and featuring an intuitive full-color touchscreen control that not only can display up to 40 programmed channels, full-run playback, shift lights, output controls and system warnings, but also features an integrated switch panel control that eliminates the need for rocker switches.”

Fred Bartoli President Altronics Inc. “Our standalone data logger is called the AQ-1. It comes in two versions—one that has a connector for a vehicle’s OBD-II port and our original AQ-1 data logger that has eight analog inputs, three switched digital inputs, an on-board three-axis accelerometer, on-board voltmeter and AEMnet CAN bus input.

“The AEMnet CAN bus input allows you to add channels from our Infinity or Series 2 EFI systems; our Vehicle Dynamics Module, which is a CAN-based device that has a three-axis accelerometer, three-axis gyrometer and 5Hz GPS/GLONASS antenna; or X-Series wideband, pressure and temp gauges.

“AEMdata is our analysis software and it is free, as is our setup software for the AQ-1.”

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Each type of motorsport participant is looking for different data. (Photos courtesy Racepak)

help customers determine causes for issues they are having with their race vehicle.”

But don’t fear—Mollica says there is a shortcut to learning.

“Most shops have race cars, so getting data logging systems on their race cars will allow them to understand the process of installation and setup, as well as a system’s capabilities,” he notes. “There is an inherent learning curve associated with data logging and analysis, so understanding how a data logger works from a user’s perspective will make the necessary support that comes with data logging much easier than having to call the manufacturer to get a question answered.”

Payson agrees that “self-training works, but it is very time-consuming.

HP Tuners works with many shops and trainers and will help each one find a great fit.”

DATA TRENDS To collect and analyze data correctly requires being up on the latest trends.

Bartoli says to watch for “fully integrated systems that can control and provide visual feedback of vehicle operation along with data playback for review.”

As far as the future, he predicts the market will “most likely continue to bring costs of systems and sensors down and provide easier system control and operation.”

The current market trend is more, according to Mollica.

“As more people become familiar with logging, they want the ability to add more channels.”

To address this, the company’s AEMnet CAN bus allows its AQ-1 to daisy-chain through the CAN bus network.

“The other trend is easy,” he continues. “Users want to get up and running faster. To that end, we are working on developing more templates for different types of setups in both the AQ-1 software and AEMdata. This will make it easier to get started and also review data more quickly than individually assigning each channel and then creating your own custom layout. Of course with our OBD-II AQ-1, users can now log the channels that come through that data stream without having to wire in additional sensors, adding even more data to their logs for analysis quickly and easily.”

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In the future, wireless systems are expected to make data logging even easier and more user-friendly. (Photos courtesy Racepak)

Payson explains that sample rate is usually most important for tuning purposes.

“Then, having software that allows you to put the data in a format that you understand is very important. HP Tuners realizes this and works hard to meet both of those requirements,” he says.

Asked about the future, he adds, “surely it will be wireless and the data will likely end up transmitted real-time via the Web so that a shop can evaluate an issue while it is occurring, as opposed to having to

recreate the issue on a test drive.”

For trends in data logging’s hard parts, Anderson points to, “wireless technology and color touchscreen displays. This can take the form of Bluetooth, Wi-Fi, cellular or other methods of wirelessly moving data, while displays will move towards OLED or other advanced display technologies.”

He agrees “there will be a move toward utilizing wireless technologies in order to make the use of data systems much more user-friendly.”

Having software that allows you to put data in a format that you understand is very important. (Photo courtesy Motovicity/HP Tuners)

Sensors and systems are now available to monitor just about every automotive function available, and the data is conclusive— taking advantage of this aspect of the market is a winner for aftermarket shops.

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TUNERS & PROGRAMMERS Power Programmer

Hypertech, Memphis, introduces additional applications for its Max Energy 2.0 Power Programmer, which provides more coverage with fewer part numbers for popular GM, Ford and Chrysler vehicles looking to maximize horsepower, torque and overall performance.

The Max Energy 2.0 Power Programmer optimizes engine tuning to improve horsepower, torque and performance, and in the process delivers 1-3 more mpgs. It recalibrates the speedometer/odometer when using larger non-stock tires, and can reprogram the tire pressure monitoring system.

2017 Mustang Calibration

SCT Performance, Sanford, Florida, introduces custom tuning for the 2017 Mustang. The LivewireTS+ features customizable gauges and a touchscreen for the hands-on, data-hungry driver.

For the no-nonsense crowd, the X4 offers ease of use and a sleek, handheld design. SCT tuners use a handheld programmer to access the vehicle’s engine control module via the OBD-II port, where they adjust key performance parameters like throttle response, shift firmness and traction control to pull even more horsepower and torque from the Mustang’s powertrain.

TECHNOLOGY & ELECTRONICS

Vehicle Dynamics Module

AEM, Hawthorne, California, introduces its Vehicle Dynamics Module that allows users with an Infinity ECU or AQ-1 Data Logger to add track mapping and chassis dynamics data to their engine data. The VDM provides G-forces, pitch, roll and yaw from its integrated three-axis accelerometer and gyrometer, and vehicle speed, vehicle position and altitude through GPS/GLONASS coordinates, and transmits it via AEMnet CAN bus through a simple DTM connection.

The VDM may also work with third party programmable EMS and data loggers.

Wrangler Tuning

Superchips, Sanford, Florida, presents its TrailDash2 for 2015-’16 Jeep Wrangler applications. The TD2 offers pre-loaded mileage, towing and performance tuning for Jeeps, and includes the company’s exclusive EAS Power Switch options. Drivers can add any 12-volt accessory to the vehicle and control it from the TD2, eliminating the drilling of holes in the dash or running extra wires for every accessory through the firewall. Users can daisy-chain up to eight of the EAS Power Switch accessories to control up to 16 switches.

Ford MAF Interface Adapter

DiabloSport, Sanford, Florida, presents the DiabloSport MAF.ia MAF Interface Adapter, covering Ford vehicles from 19962010. Designed for applications where the stock mass air meter pegs due to increased airflow, the MAF.ia extends the signal, allowing Fords to make up to 800 rwhp without pegging the meter. Featuring eight preset custom settings, the system is suitable for all horsepower ranges, from street/strip car calibrations up to 800-plus-hp race vehicles.

A custom tune is required.

Data Logger Dash

Racepak, Rancho Santa Margarita, California, introduces the IQ3D Drag Logger Dash. The IQ3D is designed for the sportsman drag racer looking for a compact, all-in-one solution for data logging and instrumentation. It eliminates the need for an external data logger, and features an easyto-access MicroSD memory card, four user-definable display pages, programmable shift and warning lights, and the ability to display up to 28 inputs. The dash connects to more than 20 aftermarket EFI systems and accepts input channels through its V-Net system and individual sensors.

USB Programming Lead

Race Technology USA, Richmond, Virginia, presents a USB Programming Lead that can be used for configuring a DASH4PRO display or AnalogModule8. The USB programming lead connects to the PC’s USB port and supplies power and a data connection to the attached device. This allows the Race Technology devices to be easily configured from a PC with a USB port, without the need for an external power supply.

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2016 Cummins Support

Bully Dog, American Falls, Idaho, offers 2016 Dodge Ram Cummins coverage for its GT Platinum Diesel Tuner. Featuring dyno-proven tune files that increase horsepower and torque, the GT Platinum Diesel is four products in one unit: a performance tuner, monitor, gauge and diagnostic device. It does not support any changes to the vehicle’s emission system. The system can store up to 10 custom tune files depending on the vehicle, and comes complete with a mount for on-dash monitoring of a large list of parameters.

LML Mobile & Manual Regen

Edge Products, Ogden, Utah, presents Manual and Mobile Regen Options for Insight CS2/ CTS2 and Evolution CS2/ CTS2 units on 2011-’15 Chevy/GMC LML Duramax applications. Manual and mobile regen option updates offer the ability to clear the DPF through a service regen, or through commanding a mobile regen cycle. Particularly useful for trucks on a jobsite that idle frequently and can’t be run on the road to clear the DPF, the feature can save time and maximize performance. Updates are available using the company’s Fusion software.

EcoBoost Tuner

Livernois Motorsports, Dearborn Heights, Michigan, presents the MyCalibrator tuner for 2015-’16 Ford F-150 2.7-liter EcoBoost applications.

Its proprietary tuning software offers a variety of features including fuel mapping, boost mapping, torque management and towing tunes, as well as control over timing, revs, top speed limiter and shifting characteristics.

The new MyCalibrator device provides peak gains of more than 80 hp and 65 foot-pounds of torque on an otherwise stock vehicle. Lifetime tuning support is included.

TECHNOLOGY & ELECTRONICS

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Photo of the engine with the old intake and intake manifold.

It still looks good, with no oil leaks, with 249,000 miles on it!

The aFe Momentum box fits well with the larger turbo and output manifold.

d e efi

r a R

r i A

By Ron

Knoch

l

& fue s e d a gr m up r a better e t s y fo es Intak ives make additour trip.

10-h

EDITOR’S NOTE: The following is the latest in a series of articles highlighting the upgrade of a 1996 Dodge Ram 2500 diesel pickup.

The idea is to showcase build options, parts and accessories popular with typical diesel truck enthusiasts that shops can offer their local diesel customers.

I

’m back to making improvements to the old 1996 Dodge Ram 2500 that I drive to all of the DIESEL Motorsports events.

On the way to an event near Nashville, I stopped off at Gilmore Performance just outside of St. Louis, owned by Matt Gilmore. Matt is an SFI tech for DIESEL Motorsports, but more importantly, has been a mechanic specializing in the Dodge 24

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Cummins for over 15 years.

He agreed to install the simple items I had brought for my truck—or that’s the story I told him, anyway!

BALANCED AIR INTAKE If you think back a couple of issues, I had installed a Stainless Diesel manifold and a Stainless larger turbo on the 5.9-liter Cummins engine. When you add more power, you need to balance the air intake on both sides of the engine.

It is an easy upsell when you explain the balance for tuning and that the customer will not only get more power, but more miles per gallon on the road. Plus, I saw a few other benefits I will explain later

regarding the cooling of the engine.

I went from a 4-inch air intake system to a 5-inch with a filter that is twice the size, allowing for a huge increase of air into the turbo. The aFe Momentum System I chose is totally enclosed, which keeps the filter cleaner and helps with the engine noise coming into the cab.

The Momentum box is designed to fit perfectly into the air input from the fender well and attaches onto the factory bolts holding the OEM air intake. As you can see from the photos, the area for the filter to fit is a very large opening with an adjustable horn going to the Stainless Turbo opening.

The system brings in more than 40-percent more air than the OEM setup and

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PERFORMANCE The new intake system looks professional and fits very well with the turbo. Note the plug where the OEM filter gauge was supposed to go.

Matt Gilmore of Gilmore Performance inserts the larger filter into the intake box.

The air intake horn with the boot attached, held on by some heavyduty clamps.

can add up to 60 additional foot-pounds of torque and 40 additional horsepower.

This should make the larger turbo more efficient and produce more power.

Every part of the system bolted on with a tight fit. The flexible boot from the horn to the turbo holds under high pressure. I was quite pleased as to the custom look and feel of the system—plus it added much more performance than expected.

I decided against leaving the cheesylooking OEM filter gauge and just put in the plug instead. (I think I know when to clean the filter on my truck and don’t need a gauge to tell me!)

The filter that was provided is the new aFe Pro DRY S filter—a three-layered filter

material that is rated at 99.2-percent efficiency airflow.

This filter allows you to clean it and reuse over and over. It comes with a cleaning solution, but I’m told a bucket of water with Palmolive works too, and the best thing is you can put it back on wet and it will dry while driving.

(Now, I’m sure these are not the instructions from aFe, but you know how our diesel guys run their trucks!)

The system was fairly quiet and added much more power in the pedal along with engaging the turbo at even 5 mph. It came with a side plug with a fairly good-sized opening, if you want to open it for even more air intake and power.

It definitely added a custom look to the engine as well, but the real test came on a long trip to test the mileage along with enjoying the extra power.

MANIFOLD UPGRADE I also added an aFe intake manifold to the old 5.9-liter Cummins. This replaces the old block intake on top of the right side of the engine.

Does this performance part help and is it needed? I have asked myself that many times.

After installing it and running it on a 10-hour trip, I can tell you it made a big difference. To give you an idea, the old OEM intake is rated at 160

The OEM intake manifold was not attractive or efficient.

cfm, and the new aFe intake is rated at 206 cfm. It can easily add up to 17 hp and 50 foot-pounds of torque, but the huge difference I saw was on the cooling gauge for the engine. It dropped considerably along with the exhaust gas temperature (EGT).

It bolts into the stock holes and even the oil dipstick bolts into the same hole. It was an easy match-up and is designed much better than the OEM part. It even came with pre-drilled holes for adding additional items for performance, such as my sensor for the Edge CTS screen or even nitrous.

This manifold is an easy upsell item with very little cost, and it takes about 20-30 minutes to install—even if you have not done one before. If the customer is adding performance parts to his engine, this would be one that is needed along with the air intake.

You can see the difference in the openings and the quality of the new intake manifold, along with the additional openings for performance upgrades.

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fied

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Air

Everything goes back in place and easily installs in less than 30 minutes with a much nicer appearance.

OFF TO NASHVILLE Now I was ready for my 10-hour trip from Kansas City to Nashville, first to see our sponsor for the Wilson County Fair Super Pull, DieselPerformanceParts.com (DPPI).

DPPI has been a supporter and wholesale seller of diesel parts for many years, and many of the items I write about can be bought from them.

One last item I picked up before my trip was some fuel prep for after I’d filled the tank. Today’s diesel fuel is made cheaply and stored at filling stations with old, rusty underground tanks that often have sediment and water in them.

Plus, the newer fuel is made for new diesel trucks with systems made to handle lower sulfur content and fewer fuel addi-

Matt Gilmore attaches the sensor for the Edge CTS Monitor I installed for the gauges.

tives. This doesn’t help an old system like my 1996 Dodge Cummins—in fact, it hurts the fuel system as it actually leaves carbon deposits in the injection pump, the injectors and all through the system, which robs power from the engine.

So, before such a long trip I added CRC 1-Tank Diesel Power Renew to my tank.

The company says it removes sediment deposits, carbon deposits and water from the entire fuel system.

This stuff is hard to find at some auto stores and WDs, but is available at the NAPA store chains. A 15-ounce bottle treats up to 30 gallons easily and it says to use quarterly in your truck.

I’ve been using this in my truck for over two years and it makes a huge difference

SAVES BATTERIES OTHER CHARGERS CAN’T! HIGH PERFORMANCE AGM select

9 STEP program includes Low volt save Cell recovery Cell test

Selection: 14.4V OR 14.7V SAVES from as low as 0.5 Volts. t° regulated charging 13.6V 8A battery support when troubleshooting

Since 1994!

tecmate.com THE SHOP

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12.8V 9.5A 16V 7.5A

12V 10A

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HIGH PERFORMANCE LITHIUM

Selection: 12.8V (13.2V) OR 16V SAVES from as low as 0.5 Volts.

Charge acceptance monitoring Pulsed cell balancing

booth 37012

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The finished product is ready to roll to Nashville.

in power and mpg on the highway. I have easily picked up at least 1 mpg using this product.

You will have a little black smoke blow out the exhaust for a short while after you add it, since it is removing carbon deposits in the system—but only when you stomp on the pedal. It is like getting a tune-up on your truck.

A LITTLE BOOST Next I added CRC Diesel Cetane Boost, as low levels of cetane are currently found in today’s diesel fuel.

Many people don’t know that injection pumps in most diesels have a minimum 45 cetane rating in order to run properly. This fluid easily takes you above a 50-plus rating of cetane in your fuel system.

Cetane helps with emissions by eliminating white smoke, black smoke and odors. If you live in colder areas, the Cetane Boost also helps with cold starts and quiets the old 12v Cummins that is in my truck. This CRC Cetane Boost is rated at a 7/1 ratio that is considered high content.

Many will argue whether it truly helps, but the older diesel engines were designed and made for this type of chemical in the fuel.

Now for the drive, which on the way down was about threequarters highway driving and the remaining stretch on two-lane roads. The return trip was 99-percent highway and both directions I ran between 75 and 79 mph using cruise control when I could during the trip.

I averaged about 19.5 to 19.8 mpg, which is pretty good for a 3/4-ton pickup running 2,000-2,100 rpm.

The power was increased when I needed it, the truck ran cooler and I saw less boost on the mountains in order to maintain the speeds I had set on the cruise control. In the past I had been running around 17 mpg, with considerable noise in the cab. The systems I installed actually made for a quieter ride, and I made the 534-mile trip on one tank of fuel with some left over.

These turned out to be easy add-ons and upsells for any shop that can make your customers happy and feel better about their trucks. Your shop will look like a hero adding such great improvements, and they’ll tell all of their friends what a great job you did on their service.

RON KNOCH is president of DIESEL Motorsports (National Association of Diesel Motorsports), a sanctioning body formed in 2007 for diesels that promotes all diesel motorsports associations, clubs and events, and hosts diesel drag racing, sled pulling and dyno competitions.

Learn more at www.dieselmotorsports.us.

I now have people telling me the truck is a sleeper after riding in it and feeling the power. The Cummins has 249,000 miles on it and is L ACOUSTIC CONTROL getting 19.8 mpg on highway.

ERMA THthe

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PERFORMANCE

Before I left I added some important juice from CRC to the fuel, which included 1-Tank Diesel Power Renew along with Cetane Diesel Boost so I can get the full effect of adding the equipment to the old 5.9-liter Cummins

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SHOP TOOLS & EQUIPMENT

A TOOL FOR EVERY JOB PART 2

More usual & unusual shop equipment to keep projects running smoothly.

EDITOR’S NOTE: The following is the second in a two-part series examining some of the useful tools available to specialty aftermarket shops. Part 1 appeared in the September 2016 issue of THE SHOP magazine.

E

TEMPORARY RIVETS Every fab shop needs a big collection of Clecos. These handy temporary rivets allow panels to be easily mated and positioned during test-fitting, and to secure panels during welding or insertion of screws.

Clecos are spring-loaded, temporary rivets that provide plenty of extra hands during panel positioning and pre-fitting.

TORQUE WITH EXTENSIONS When you need to tighten a fastener to a specific torque value, but you don’t have direct access with a socket, a wrench extension may be used.

We’re not talking about a straight extension that places the socket wrench further away 90 degrees from the torque wrench 28

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length to the center of the torque wrench drive (where the socket would engage).

We’ll call this LENGTH L. Next, measure the length of the adapter (the extension), from the center of its square drive hole to the center of its wrench head. We’ll call this LENGTH E. T = Desired torque value (what you want to achieve) L = Length of the torque wrench E = Length of the adapter Y = Unknown (the value that you need to adjust/set the torque wrench)

By Mike Mavrigian

very restoration and custom/ fabrication shop maintains an arsenal of both conventional and specialty tools. Here’s a further discussion of both the mundane and exotic items you can use to get your next job done.

A torque wrench extension is handy when bolt access is tight. The setting on the torque wrench must be adjusted to compensate for the added length this provides.

The formula is as follows: (T x L) ÷ (L + E) = Y

An example of a manifold bolt that would be inaccessible with a straight socket.

Instead of being frustrated and “tightening to feel,” a torque wrench extension saves the day.

head. Rather, we’re referring to a wrench extension that provides a wrench that extends beyond the torque wrench head, parallel with the torque wrench body.

When using a wrench extension, this makes the length of the torque wrench longer, which will affect the applied torque.

Making the wrench longer means that you’re increasing leverage. If you don’t compensate for the extended length at your torque wrench setting, you’ll end up applying too much torque.

Here’s a simple formula to use whenever you need to use a wrench extension on your torque wrench: First measure the length of the torque wrench, from the center of the wrench grip

As an example, where we want to apply 25 foot-pounds of torque to intake manifold bolts: Our torque wrench (in this particular case) is 14.5 inches long (L= 14.5) Our adapter is 2 inches long (E = 2) Our desired torque is 25 ft-lb (T = 25) 25 x 14.5 = 362.5 (T x L) 14.5 + 2 = 16.5 (L + E) So, 362.5 divided by 16.5 = 21.969 ft-lb (Y) (we’ll round Y off to 22 ft-lb)

In this case, in order to tighten the four manifold center bolts to 25 foot-pounds, we need to adjust our torque wrench setting to a value of 22 foot-pounds when using the 2-inch-long adapter.

If you use an extension adapter without adjusting for its additional length, you’ll end up over-tightening the fastener.

Just remember that when you add an

Cleco kits are invaluable assets to any fab shop, serving as temporary rivets to secure panels together in installed locations during test-fitting and fabrication.

Cleco pliers feature a concave jaw that accepts the Cleco plunger and an openeyelet jaw that captures the Cleco body flange.

A typical Cleco consists of a copper body that houses a spring-loaded plunger and needle. Clecos are re-usable and are offered to accommodate various hole sizes.

Clecos securely hold panels in position during the fab process. Once fitting is complete, simply squeeze the plunger to release each Cleco.

extension to your torque wrench (making the wrench longer), you need to back-off your adjustment setting a bit in order to achieve the desired torque value. Don’t just guess though. Take a few minutes to use the formula in order to be accurate.

(Note: Always keep the wrench extension parallel with the torque wrench body. If the extension is at an angle relative to the torque wrench, this will alter the applied torque.)

Speaking of fastener torque, a mainstay in any assembly shop is the trusted torque wrench. However, a ratcheting-type micrometer-style torque wrench, if abused

SHOP TOOLS & EQUIPMENT

Cleco needles extend out and compress together as the plunger is depressed, allowing the needles to be inserted into a hole. When the plunger is released, the needles retract and expand for a secure hold.

and neglected, can easily work its way out of calibration. This type of torque wrench should be sent out for recalibration at least on an annual basis.

Another fairly recent introduction is the digital torque wrench, which allows you to dial-in your desired torque value, and upon reaching the set value, the tool beeps and vibrates. Variants include digital torque-plus-angle wrenches that allow you to switch from torque value to tightening angle (especially worthwhile if you’re dealing with the need to follow OE tightening specs on many late-model engines).

Quality digital torque wrenches made by

Adapters are also available that serve as additional clamps, allowing panels to be sandwiched together.

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A TOOL FOR EVERY JOB the leading manufacturers are extremely accurate, and tend to hold calibration more precisely.

DRESSING/SMOOTHING/POLISHING When you need to polish an aluminum or stainless item, depending on the task at hand, this might require hand-polishing or bench-polishing with a buffing wheel.

All shops normally have a bench grinder.

While it may be tempting to install buffing wheels on the existing grinder instead of spending the extra dough for a dedicated buffing machine, using a bench grinder poses definite risks.

Many high-speed bench grinders simply run at too high an rpm (in the range of 3,400 rpm) for buffing and polishing work.

A buffing machine may run at 1,800 rpm or so. Trying to polish at too high an rpm may generate excess heat, which can distort or discolor the part.

Especially when dealing with smaller and/or fragile items such as stainless steel

If angle tightening is required, push a button to enter the angle mode and select the number of degrees. A combination torque/ angle electronic wrench such as the Snapon unit shown here allows angle tightening even in ratcheting mode, eliminating the need for a separate angle gauge.

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The current generation of digital torque wrenches provides high accuracy and easy adjustment.

During testing and final fitting of panels, Clecos secure everything in place. Remove them one by one and screw or weld as needed.

Some OE engine fasteners are designed for torque-plus-angle tightening such as main, rod and head bolt applications. An electronic torque/angle wrench makes this task quick, accurate and easy.

Introducing Flowmaster’s new line of economically priced Direct-fit catalytic converters. The Standard Series line features easy precise fitment, high flow catalytic converters, factory hangers, flanges, gaskets (when applicable) and Stainless Steel construction for long lasting performance, quality and durability.

Some electronic torque wrenches offer both torque as well as angle use. Enter the torque mode and choose inch- or footpounds and adjust the torque value.

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A TOOL FOR EVERY JOB trim or alloy brackets, if the friction of the wheel grabs the item, the part can be tossed onto the floor or banged into the base of the machine, or can be pulled into the lower cavity of the grinder, demolishing the part. While a bench grinder typically is outfitted with a tool rest and wheel shields, a bench buffer needs neither.

If buffing with a tool rest or shield in place, the part may be drawn up against the rest or shield, quickly destroying the part being polished.

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 Birchwood’s website at www.birchwoodautomotive.com.

FABRICATION In terms of fabrication, this can involve a dizzying array of hand and power tools and equipment. We’ll let the following list of examples speak for itself: • Pneumatic reciprocating saw • C-clamps • Cordless impact wrenches • Pneumatic cut-off wheel tool • Pneumatic impact wrenches • Bench grinder • Pneumatic and cordless ratchets • Bench buffing wheel • Bead former • Pneumatic, corded and cordless drills • English wheel • CNC milling station • Panel roller • Bridgeport milling machine • Sheet metal break • Handheld “saws-all” reciprocating saw • MIG and TIG welders • Metal files • Plasma cutter • Pneumatic die grinders (for use with • Metal forming dollies deburring bits, grinding stones and • Plastic forming hammer abrasive pads) • Body hammers

Plasma cutters speed material removal and are easier to manipulate along curves as opposed to the use of cutoff wheels. The slightly burred edge remaining requires dressing.

(Photo courtesy Lincoln Electric)

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RACING PRODUCTS BORN FROM JOE GIBBS RACING

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Rather than using an ugly OE valley plate, we machined a custom plate for our build, using 1/4-inch 6061 aluminum. The length was extended for a flush-front/flushrear fit. The plate is secured with 10 ARP stainless steel 12-point bolts, size 8mm x 1.25 x 20. The underside of the plate was CNC routed to simulate the OE gasket seal path. A rubber O-ring strip was installed to the groove to provide sealing.

PROJECT

LS NEXT

PART 6

Final assembly and dyno numbers.

Build, Text & Photos

By Mike Mavrigian The single-plane intake is designed for

as Mike discusses the finishing touches of building a custom LS Next engine. See Part 1 in THE SHOP August/September 2015 issue; see Part 2 in THE SHOP October 2015 issue; see Part 3 in THE SHOP January 2016 issue; see Part 4 in THE SHOP April 2016 issue; see Part 5 in THE SHOP July 2016 issue.

LS3/L92 applications, featuring a port height of 2.50 inches and port width of 1.15

I

n this final installment, we finish assembly and run the engine on the dyno, achieving 665.2 hp at 6,000 rpm and 627.3 foot-pounds of torque at 4,900 rpm.

But first, let’s finish up on some final details. We’ll begin with the intake system.

INTAKE SYSTEM For this build, I opted to go with a carbureted setup, incorporating Holley’s 300-131 single-plane intake manifold designed to accommodate the LS3-style cylinder head.

The carb is Holley’s 850cfm Ultra double pumper, featuring a bright finish with blue anodized base and metering blocks.

The 850 Ultra features lightweight aluminum construction, an electric choke, mechanical secondary operation, four-corner idle, clear fuel bowl sight glasses and optimized street/strip calibration. It is 100-percent wet-flow tested in a ready-to-run state.

Each LS cylinder head features a threaded water jacket hole. When the heads are installed, one hole will be located at the forward side of the left head and at the rear side of the right head. Install the water temperature sensor to the left head. The hole in the right head must be plugged using a 12mm x 1.5 x 16mm bolt, along with a copper or aluminum crush washer.

Note: If you happen to have access to an original GM right-side head, you can steal the sealing bolt to use on your new head. GM does not offer this bolt separately, but there’s really nothing special about it. Simply grab a 12 x 1.5 x 16 bolt and a new crush washer and install to the head.

inches. Manifold height, from the block’s valley cover to the carb mounting flange, is 5.42 inches. The intake is designed for an optimum operating range of 2,500 to 7,000 rpm.

(Note: The same manifold is also offered for EFI applications, with machined injector ports. Weight is a mere 11.5 pounds.)

Rather than using OE intake gaskets, the manifold intake ports feature O-ring grooves around each port. Using Holley’s O-ring seal kit P/N 508-22, each O-ring seal was carefully installed into the manifold flange grooves. A light coat of lithium grease or Vaseline helps to retain the seals during installation.

The manifold includes six 6mm x 1.0 x 50mm hex head bolts and four 6mm x 1.0 x 90mm hex head bolts and flat washers.

Although the included bolts and washers are perfectly acceptable, I opted to use ARP polished stainless fasteners. I obtained two 5-packs of the 6 x 1.0 x 50 bolts P/N 7601007; and one 5-pack of the 6 x 1.0 x 90 bolts P/N 760-1014 (each pack includes washers).

The intake mounting bolts, with threads OCTOBER 2016

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EDITOR’S NOTE: THE SHOP follows along

PROJECT

LS NEXT

PRECISION ENGINE

While the Holley intake features a flange height of 5.42 inches and is designed for a power range of 2,500 to 7,000 rpm, for a slight enhancement to upper-end power, we installed a 1-inch phenolic spacer between the intake flange and carb.

lightly coated with ARP moly, were initially torqued to 10 inch-pounds, then 30 inchpounds, 50 inch-pounds, then to 106 inchpounds, following Holley’s recommended tightening pattern.

(Note: The bolt hole spacing on the intake manifold aligned perfectly with the threaded holes in the Trick Flow heads.

During earlier test-fitting, I checked for port-matching between the heads and manifold. While I was perfectly willing to spend grinding time, the port alignment was so nearly perfect that I saw no need to remove any material from either the manifold or head ports. It was as though Holley and Trick Flow talked to each other when designing and machining the intake ports: the matchup was that good.)

VALVE COVERS Since I decided to mount the MSD coils to the valve covers, but have always hated the look of coil brackets, I chose Holley’s new cast aluminum valve covers that feature mounting bosses that allow the coils to directly mount to the covers, eliminating the need for coil brackets.

The Holley valve cover coil mounts are spaced 72mm apart for each coil, requiring the use of coils applicable to LS2/LS3/LS7 designs. The appropriate MSD coils are P/N 82878. (OE vehicle applications 2006-2009).

The earlier LS1/LS6-style coils feature a bolt spacing of 64mm, which won’t mount to the Holley valve covers. (Holley states up-front that 72mm coil bolt spacing is needed).

The only problem I ran into was, since the Holley covers feature a stock height, 4

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and since our Harland Sharp roller rockers are healthy in size, the rockers kissed the valve covers.

Rather than going to taller valve covers that have no coil mounts or require coil brackets, I decided to install spacers. I only needed an additional 3/16 inches or so of clearance to feel comfortable, but I opted for a pair of 3/4-inch-tall billet spacers from ICT Billet.

While 1/2-inch-tall spacers are available, the 3/4-inch height adds a bit more “beef ” to the appearance. These feature an O-ring groove for spacer-to-cylinder head mating and will accept either a stock-type gasket or RTV for the spacer-to-valve cover seal.

Two sets of valve cover seals are required: one OE-type seal is installed to the O-ring groove side of the spacer and another OEtype seal is installed to the O-ring groove in the valve cover. I chose a Victor Reinz kit VS50250A. (The kit includes a pair of seals and full set of grommets, along with an additional pair of seals P/N VS50250).

In order to secure the valve covers along with the 3/4-inch spacers, we used stainless steel socket head cap screws with a length of 3.500 inches, OE-type bolt hole grommets and 6mm stainless flat washers that feature an 18mm outer diameter. (This O.D. provides a good footprint on the rubber grommets).

While Holley instructions spec a bolt torque of 106 inch-pounds, I didn’t feel comfortable with that value, only because the spacers did not include support standoffs, (the OE valve cover bolts feature metal sleeves that provide a solid stop between the covers and the heads). Rather than pulling the valve cover roofs down and distorting them, I applied a drop of medium-strength thread locker to the screw threads, and temporarily tightened the 6mm screws to 40 inch-pounds, alternating from screw to screw to evenly draw the covers down.

The spacers are machined nicely and fit well, but only included the 6mm screws and lock washers. They should have included length-appropriate sleeves to provide a solid “stop” during tightening, eliminating potential valve cover distortion.

Prior to running the engine, I’ll carefully measure and fabricate tube standoffs.

Left side view.

Notice that the “windows” of the Moroso oil pan spacer were painted black. I chose this in order to create somewhat of a “skeletonized” look.

OCTOBER 2016

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PROJECT

LS NEXT viciously snappy—a real barker.

Frankly, I was surprised that our peak numbers didn’t occur at slightly higher engine speeds, but given more dyno time, toying with the carb and ignition timing would likely result in incremental increases.

Even given the brief session, we were happy.

She should be a nice little stump puller.

Final numbers only provide a clue regarding output, since on any given day, on different dynos, numbers can vary widely, with some dynos showing higher or lower numbers. I’ve seen the same engine on different engine dynamometers reading as much as 40 or 50 hp differences (some dynos are simply stingier or more generous).

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Since I decided to have the Holley valve covers powder-coated in a charcoal wrinkle finish anyway (same as on our front and rear engine covers and oil pan), I also had the outer walls of the valve cover spacers powder-coated, to visually blend into the valve covers.

IGNITION COILS The Holley valve covers allow securing the coils without the need for mounting brackets, which provides a much cleaner appearance. Coils are secured with 6mm x 1.0 x 25mm screws.

MSD provides these screws with the coils, featuring a zinc-plated hex head design. An upgrade to ARP 12-point polished stainless screws provides a distinguished appearance.

The Holley valve cover mounting posts are spaced 72mm apart, requiring MSD coils P/N 82878 (this is the bolt spacing used on factory LS2/LS7 OE models). Torque the 6mm bolts to 106 inch-pounds.

Our spark plugs, per Trick Flow’s recommendation, are NGK P/N 4177. I gapped these at 0.045 inches.

Since this build features a carburetor for fuel management, the only electronic control system needed is for the ignition system. An MSD 6LS2 ignition control module (and harness kit) connects to the coil harness, water temperature sensor, cam sensor and crank sensor. The controller features a selection of six preprogrammed ignition curves (simply plug and play), or you can use the included software disc on any PC or laptop to tailor your own curve.

When converting any LS engine to use a carburetor, all you need is the MSD ignition controller kit and you’re good to go.

COMPRESSION RATIO

NO. CYLS..................................................... 8 CYL. BORE........................................... 4.185” STROKE............................................... 4.000” ROD CTR-TO-CTR............................... 6.125” GASKET BORE DIA.............................. 4.200” COMPRESSED GASKET THICK.......... 0.051” BLOCK DECK HEIGHT...................... 9.2370” COMB. CHAMBER VOLUME..................69cc PISTON DOME VOLUME.................. +14.6cc PISTON-TO-DECK............................... 0.003” TOTAL VOLUME...............................996.19cc CYL. VOLUME..................................901.69cc CLEARANCE VOLUME........................94.5cc GASKET VOLUME..............................11.57cc DECK VOLUME.................................– 0.68cc PISTON TOP LAND............................4.147cc 1/2 STROKE......................................... 2.000” PISTON COMPRESSION HEIGHT....... 1.115” DISPLACEMENT.......................... 440.18 CID

STATIC COMPRESSION RATIO: 10.54:1

6

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RPM HP TORQUE

During dyno setup, Scott Gressman observes data on the dyno’s extra in-cell monitor.

OUR DYNO SESSION Whenever we need to dyno an LS engine, our shop of choice is Gressman Powersports in Fremont, Ohio. Scott Gressman maintains a beautiful, updated dyno cell equipped with the latest SuperFlow engine dyno.

The Moroso oil pan specifies a 7-quart sump capacity. We added 7 quarts of Brad Penn 30W break-in oil to the sump and another quart for the remote filter and -10 plumbing.

Scott plotted a custom ignition curve (using the program CD supplied with the MSD 6LS2 controller kit). Timing at idle is 15 degrees, ramped up to 27 degrees by 2,500 rpm.

The Holley 850 cfm double pumper carb was originally fitted with No. 80 jets in both primary and secondary metering blocks. While approaching our peak power levels, the SuperFlow air/fuel monitor indicated a slightly lean condition, so Scott swapped out the jets for 90s.

While this was a tad on the rich side, our power and torque numbers increased. We then settled on No. 88 jets for both primary and secondary circuits.

As noted, our brief dyno session recorded a peak of 665.2 hp at 6,000 rpm and 627.3 foot-pounds of torque at 4,900 rpm.

Throttle response was extremely quick and

3700....................... 391.7...................... 550.7 3800....................... 410.8...................... 562.6 3900....................... 433.2...................... 577.9 4000....................... 455.3...................... 592.3 4100....................... 475.2...................... 603.1 4200....................... 491.8...................... 609.3 4300....................... 507.9...................... 614.5 4400....................... 523.4...................... 618.9 4500....................... 537.5...................... 621.4 4600....................... 550.4...................... 622.5 4700....................... 564.3...................... 624.7 4800....................... 577.6...................... 626.1 4900....................... 590.8...................... 627.3 5000....................... 602.1...................... 626.6 5100....................... 611.1...................... 623.4 5200.......................... 620...................... 620.4 5300....................... 625.6...................... 614.1 5400....................... 631.3...................... 608.3 5500....................... 636.1...................... 567.7 5600....................... 642.1...................... 601.7 5700.......................... 648...................... 591.5 5800....................... 655.2...................... 587.7 5900....................... 659.9......................... 582 6000....................... 665.2...................... 576.8 6100....................... 662.4...................... 564.9 6200....................... 660.7...................... 554.4

TORQUE SPECIFICATIONS

MAIN CAP BOLTS....65 ft-lbs w/CMD #3 high pressure lube

ARP HEAD STUD NUTS 7/16”..........75 ft-lbs w/CMD #3 ..............................................................(*note procedure!)

ARP HEAD STUD NUTS 3/8”............35 ft-lbs w/CMD #3 ARP HEAD STUD NUTS 8mm..........22 ft-lbs w/CMD #3 ARP OIL PUMP TO BLOCK BOLTS......................18 ft-lb CAM RETAINER PLATE SCREWS........................ 86 in-lb ARP CAM GEAR BOLTS........................25 ft-lb w/Loctite TIMING CHAIN DAMPER TO BLOCK...................18 ft-lb ARP CRANK DAMPER BOLT..............................235 ft-lb OIL PICKUP TO OIL PUMP BOLT...................... 106 in-lb OIL PICKUP SUPPORT BRACKET NUT...............35 ft-lb FRONT COVER BOLTS.........................................18 ft-lb REAR COVER BOLTS............................................18 ft-lb ROD BOLTS.............................................64 ft-lb w/moly ........................................ (not to exceed 0.0046” stretch) OIL PAN RAILS TO BLOCK...................................18 ft-lb OIL PAN TO RAILS (5/16 stud nuts)......................25 ft-lb OIL PAN TO FRONT COVER (8mm stud nuts)......18 ft-lb OIL PAN TO REAR COVER (6mm stud nuts)....... 96 in-lb MEZIERE WATER PUMP BOLTS...........................22 ft-lb

OCTOBER 2016

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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 Birchwood’s website at www.birchwoodautomotive.com.

Source List ACE POWDER COATING www.acepowdercoating.com ARP INC. www.arp-bolts.com BIRCHWOOD AUTOMOTIVE GROUP www.birchwoodautomotive.com CLOYES GEAR & PRODUCTS INC. www.cloyes.com COMP CAMS www.compcams.com DART MACHINERY www.dartheads.com FEL-PRO/FEDERAL-MOGUL CORP. www.federal-mogul.com

PRECISION ENGINE

FLUIDAMPR/VIBRATECH www.vibratechtvd.com GOODSON TOOLS & SUPPLIES www.goodson.com GRESSMAN POWERSPORTS www.gressmanpowersports.com HOLLEY PERFORMANCE PRODUCTS www.holley.com JE PISTONS www.jepistons.com LISTA INTERNATIONAL CORP. www.listaintl.com MAC TOOLS www.mactools.com MAHLE CLEVITE INC. www.mahleclevite.com MELLING SELECT PERFORMANCE www.melling.com MEZIERE www.meziere.com MOREL LIFTERS www.johncalliesinc.com MOROSO PERFORMANCE PRODUCTS www.moroso.com MSD IGNITION www.msdignition.com SCAT ENTERPRISES www.scatcrankshafts.com SCOGGIN-DICKEY PERFORMANCE PARTS (SDPC) www.sdpc2000.com SUMMIT RACING www.summitracing.com TRICK FLOW SPECIALTIES www.trickflow.com

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think that an engine has to vibrate wildly for this to be a problem. Even small forces, though possibly not felt by the driver, can affect horsepower and can magnify.

Bobweights must be installed to the crankOver time, these small shaft perpendicular to forces can lead to shortened each of the crankshaft’s engine life. Balancing will rod throws. With a rod throw positioned at optimize the operational 12-o’clock, a bubble conditions and is a prime level is placed on the factor in obtaining maximum bobweight clamp to assist in obtaining a engine life and performance.

PRECISION ENGINE

90-degree location.

Understanding Crankshaft Balancing

A weighty subject that can affect performance. By Mike Mavrigian For any street performance or racing engine application, achieving proper crankshaft balance is an absolute must and should never be considered as an “optional” upgrade.

Especially for engines that will experience high engine speeds and sustained high rpm, out-of-balance dynamic forces not only rob horsepower but can play havoc on components such as main bearings, the crankshaft, rod bearings, rods and pistons.

The purpose of balancing is to obtain a smooth-running rotating assembly by eliminating dynamic forces that try to push the crankshaft away from its bore centerline.

This means matching the crank’s geometric centerline axis to the mass centerline axis.

The geometric centerline is an unchanging point of reference. This is the static center of rotation of the crank’s main journals. The mass centerline is the axis that can change, as rotating and reciprocating forces act on the centerline under dynamic conditions.

If the crank’s mass centerline (created by the force of imbalance) is too far out of alignment from the geometric centerline, these two centerlines constantly fight each 8

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other, causing the crank’s main journals to rotate in an eccentric path. This ongoing creation of an offset pressure point can squeeze the oil film out from between bearings and journals.

The result of a severe imbalance is eventual bearing failure and the potential for the damper to snap the crankshaft snout. Don’t

A QUESTION OF BALANCE While the objective in balancing is to balance the crankshaft, the entire rotating assembly must be considered, due to the dynamic effects placed on the crankshaft by the rotating and reciprocating weight mass that is moved by the crankshaft. This includes: connecting rods, rod bearings, pistons, piston rings, piston pins and piston pin locks (where applicable).

We also need to consider the anticipated weight of oil that clings to the crankshaft counterweights, rods and pistons.

Rotating weight, or mass, includes the crankshaft and the connecting rod “big” end and the rod’s big end bearings. Reciprocating weight includes pistons, rings, piston pins, pin locks (for full-floating pins) and the “small” end of the connecting rods.

By equalizing the weight experienced by the crankshaft, we reduce or eliminate unbalanced reciprocating forces as the crankshaft rotates through its cycles.

Everything that attaches to the crankshaft has an effect on dynamic balance.

This includes connecting rods, pistons, piston pins, piston rings, rod bearings, pin locks and estimated engine oil that will cling to crankshaft counterweights, rods and pistons.

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9/1/16 12:50 PM

SEE NEW PRODUCTS • DISCOVER NEW TECHNOLOGIES • MEET MANUFACTURERS • EXPERIENCE NEW TRENDS REGISTER TO ATTEND AT

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Understanding Crankshaft Balancing

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this is where want and need gets blurry!

Example of a computerized crank balancing center, including scale, spin balancer and drill press.

It’s important to understand that engine balancing is not a procedure for race engines only. Any engine must be properly balanced in order to obtain both performance and durability. Performance engines simply require a greater degree of precision balancing in order to minimize imbalance conditions as much as possible.

Consider an imbalance condition of 56 grams (which equals about 2 ounces).

At an engine speed of about 4,000 rpm, this results in a force of about 56 pounds of crankshaft deflection. At 8,000 rpm, that force climbs to a scary 224 pounds of imbalance force.

While the goal is to minimize imbalance as close to zero as practical, it’s important to understand that chasing absolute zero is both difficult and unnecessary. Considering the clinging and slinging nature of engine oil, even if you were able to zero-

balance the crank, it’s not going to run at zero during engine operation.

Realistically, balancing a non-highperformance street crank to within less than 4 grams and a performance and/or racing crank to within less than 1 gram is acceptable and practical to achieve with today’s computer balancers. To help put this in perspective, a single U.S. currency bill weighs 1 gram.

CONNECTING RODS Connecting rods are weighed in three steps: big end weight, small end weight and overall weight. On a rod-to-rod basis, weights should be within a maximum variance of 1 gram.

(Note: always weigh rods with caps installed. If you plan to upgrade to stronger rod bolts, the bolts that you plan to use must be installed before you start weighing rods.)

Today’s high-quality performance aftermarket connecting rods are manufactured and packaged as weightmatched sets.

It’s rare that any weight corrections will be needed.

®

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High-quality, high-performance forged pistons are often CNC-machined to provide maximum strength while removing unnecessary weight to reduce mass. Pistons such as those made by JE as shown here optimize strength-to-weight ratio and leave little, if any, material for removal. Since these pistons are designed to a high degree of precision, they will already be weight-matched out of the box, with no need to perform any weight corrections.

Next, install the rod with the small end on the scale stand and the big end supported by the adjacent stand. Adjust the rod so that the small and big end bore centers are on the same horizontal plane (level). Note the weight of the small end and record this in grams.

Perform these steps for each rod, using a felt marker to record the weights on each rod. If weight deviations are noted that are

greater than 1 gram, use the lightest big end as the reference and carefully remove weight from other big ends to match. In practical terms, weight variations under 1 gram are certainly acceptable.

Chances are, the only instance where you’ll need to remove weight in order to equalize rods is when you’re dealing with older original equipment rods that feature weight pads. Considering today’s high-

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High-precision digital scales can be extremely sensitive, often influenced by a slight movement of air. The digital scale should be located in an area away from open doors or windows. Stand very still and allow the scale reading to settle down.

Then Tare the scale in order to confirm that it’s reading zero weight.

The rod big end is weighed by first supporting the big end on a specialty stand that rests on the scale. The small end is supported on a separate stand that is positioned next to the scale. When properly set up, the rod will be positioned horizontally with the big end and small end centers at the same height (the rod must be level).

Before weighing the rod, first place the rod big end stand on the scale and press the “Tare” button. This will negate the weight of the stand, zeroing the scale with the stand in place. This will prevent the weight of the stand from influencing the weight reading. Then mount the rod with both ends supported on the individual stands.

Record the weight of the big end in grams.

Remove the rod from the stands and, if necessary, install a smaller-diameter bushing on the stand (some scale stands will feature two different bushings, one for big ends and one for small ends). If you change the bushing on the stand that rests on the scale, install that bushing and once again Tare the weight in order to zero the scale.

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Understanding Crankshaft Balancing

quality performance aftermarket rods, it’s extremely rare to find a set of rods that are not already weight-matched.

When dealing with OEM production rods, although today’s mass-production rods are much better in terms of weightmatching than in previous decades, it’s not uncommon to run into a set of rods where a few are under- or over-weight. Considering that many OEM rods are made in a mold using a pressure-cast “powdered metal” construction, it may be difficult to weight-match rods by removing material from rods that are too heavy, because there may not be enough material removal availability without weakening the rods.

When you are forced to use OEM rods, in order to achieve a matched-weight set you may need to obtain several additional rods, weighing each, in order to achieve a weight-matched set. The goal is to have all rod small ends match to within 0.5 grams.

The same holds true for rod big ends.

Equalizing the weight of rod big ends benefits rotating balance. Equalizing rod

This is what you’ll need to create your bobweights prior to balancing an internally balanced V-8 crankshaft: the crankshaft, one connecting rod, one piston, one piston pin, one piston’s ring package (including an oil ring support rail if required for your pistons), pin locks for full-floating pins and one rod’s pair of bearing shells. This assumes that you’ve already weighed and weight-matched all pistons and weighed and matched all rods. If the crank is externally balanced, you’ll need to add the front damper/harmonic balancer and the flywheel.

When setting up a connecting rod on a digital scale, it must be suspended level so that both the small end and big end bore centerlines are at the same height. Here the small end height is adjusted. A small bubble level aids in adjusting the rod’s state of level.

small end weight benefits reciprocating balance.

PISTONS Make sure that the scale surface is clean and Tare the scale before placing a piston onto the scale pad. Each piston and its pin may be weighed together as a package, or individually.

Weighing each piston along with its pin is more convenient. If minor weight differences are found, mixing-and-matching pins to pistons may be necessary in order to obtain equal weight-matched piston and pin combinations.

Chances are that each piston in a set will weigh the same, as will the piston pins that are included with the piston package.

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An example of weighing a rod big end. A support stand is placed onto the scale platform and zeroed out (by pressing the Tare button). The big end is then placed on that stand, while the small end of the rod is suspended on a stand that is not on the scale. The remote support stand is adjustable for height in order to level the rod centers.

However, it’s best to weigh every piston and pin simply to verify weight-match. After weighing each piston, mark the dome or boss with a felt-tip marker to note its weight.

If you’re dealing with budget-priced pistons or older-generation OEM pistons, you may find differences in weight. When you’re dealing with a set of pistons, always use the lightest piston as the reference

goal. Weight can then be removed from heavier pistons in order to obtain a set that is weight-matched.

If weight does need to be removed, only remove material from the underside of the pin boss. This can be done by carefully drilling one or more shallow holes in the boss.

Don’t get carried away. Start with a relatively small drill, perhaps 1/8-inch in diameter and drill to a maximum depth of about 1/8-inch, then re-weigh the piston.

This will give you an idea of how much weight removal that specific relief provided.

Continue as needed by moving to a largerdiameter drill and performing small-increment material removal, weighing after each step until that piston weight now matches your lightest piston.

An alternative is to chuck the piston in a dedicated piston vice and carefully mill material from the underside of the pin bosses.

Remember, it’s easy to remove material, but it will be impossible to replace weight.

As long as weight variations are within a range of 1 gram or less, you’re good to

go. If you are unable to equalize rod small end weight and piston weight, experiment by matching heavier pistons to lighter rod small ends; or heavier rod small ends to lighter pistons.

If this provides satisfactory weightmatching, you’ll need to label each piston and its matching rod so that they stay together during final assembly.

(Note: Don’t weigh the piston rings until you’ve verified installed ring end gaps.)

Once the block cylinders have been honed to final size, check ring clearance of all top and second rings. If the rings need to be file-fit in order to obtain correct ring end gap, the rings must be filed first before weighing them. Granted, the amount of weight removed by filing may be miniscule, but make sure that the rings are in the condition of properly fitting the cylinders before weighing them, in case any file fitting is involved.

Also, keep in mind that pistons may or may not feature specialty coatings, such as ceramic thermal barrier coating on domes

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Understanding Crankshaft Balancing BOBWEIGHTS In order to balance a crankshaft, we need to create “bobweights” that will attach to each of the crank’s rod journals, in order to simulate the weight that the crank will experience in operation.

In order to create these bobweights, we first need to create a bobweight card.

An easy and quick way to center the bobweight onto the jourThe card will list the weight nal is to temporarily install an aluminum spacer that takes up half of the total width difference between the bobweight (in grams) of the compoclamp and the journal width. Note the spacer installed here. nents that will be installed This allows you to sandwich the spacer between the end onto the crankshaft during of the journal and the clamp. Once the bobweight clamp is secure, the spacer is removed. assembly. As noted, this includes connecting rods, rod bearings, pistons, wrist pins, piston and anti-friction coatings on skirts. If the rings, piston pin locks, along with the estipistons are already coated, they’re ready mated weight of engine oil that will cling to weigh. If the pistons are not currently to these surfaces. coated, but you plan to send them out to As each component is weighed on a digbe coated, wait until they’re coated before ital balancing scale, we record the weights weighing. on our bobweight card for reference.

These coatings won’t dramatically Not all engine balancing requires the increase weight, but it doesn’t make sense use of bobweights.

Engines that operate to weigh them while bare when you know the crankshafts in a single plane such as that these coatings will be added later.

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inline-four and inline-six-cylinder engines, or opposing cylinder engines as found in Porsches, have opposing rod throws that run in only one plane. Balancing these engines simply involves balancing the crank by itself, and then weight-matching rods and pistons/pins, with no need to factor-in the weight of the reciprocating assembly when balancing the crank.

V-style engines involve multiple planes of force, requiring counterweights to compensate for the reciprocating weight of the rods, pistons, pins, rings and rod bearings. These engines require the use of bobweights to represent the mass of the rods, pistons, etc. during crank balancing.

There is no need to weigh each and every piston ring set or each and every rod bearing, since these components will always be closely matched in weight. Any difference will be so negligible that it won’t affect balance. That’s why it’s only necessary to weigh one piston’s set of rings and only one rod’s upper and lower bearings.

Once the rods, pistons and pins have been weighed and recorded, weigh one rod’s pair of bearings and record this on your bobweight card. Weigh one piston’s pin locks (if featured) and record. Weigh one piston’s set of rings, which will include the top ring, second ring and oil ring set. If your pistons feature a fairly short compression distance where the pin bore intersects with the oil ring groove, you will also have an oil ring support ring for each piston.

Weigh the entire set of rings for one piston and record this weight.

Balancing bobweights are comprised of two-piece aluminum plates that each feature a “V” notch that will attach to the crank rod journals. These plates will accept the bobweight that simulates the weight of the rods, pistons, pins, rings, rod bearings and anticipated oil-cling that the crank will deal with in operation.

There are two basic types of bobweight designs—one featuring hollow tubes that are filled with lead or steel shot, and the other that features weighted shim discs that slip over the bobweight studs.

To create a bobweight on a V-8 or 90-degree V-6, we consider 100-percent of the rod throw’s rotating weight (the big end of the rod and the rod bearing) and 50-percent of the reciprocating weight, which includes a piston, rod small end, rings, wrist pin and locks.

(For other engine configurations, different percentages of the reciprocating

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weight may be required for use. The balancing equipment maker will usually provide a reference chart, or will have this information programmed into its computer software.)

Once the total bobweight is determined, the weights are assembled to duplicate the real-life reciprocating mass.

In this sample V-8 situation, each bobweight will be assembled to weigh exactly 2,560.5 grams. Since each bobweight consists of two halves, each half of the bobweight must be assembled with equal weight.

In the example above, each half of the bobweight must weigh half of the total bobweight, which in this case would be 1,280.25 grams.

SAMPLE BOBWEIGHT CARD (90-DEGREE V8) RECIPROCATING WEIGHT Piston..................................................... 694.0 g Piston.................................................. + 195.0 g Pin locks.................................................... + -0Piston rings (one piston set)................. + 63.5 g Rod (small end)................................... + 293.0 g Total................................................... = 1245.5 g Times number of pistons per throw............... x2 Reciprocating weight per throw........ = 2491.0 g 50% reciprocating factor.................. = 1245.5 g ROTATING WEIGHT Rod (big end).......................................... 609.5 g Rod bearing.......................................... + 46.0 g Total........................................................ 655.5 g Times number of rods per throw................... x 2 Total...................................................... 1311.0 g

bobweight on a journal, you could end up with a difference of a few grams from front to rear of the crank. If the bobweights are installed toward the rear of the journals, you’ll end up overbalancing the rear of the crank and underbalancing the front. The difference may or may not be harmful, but centering the bobweight eliminates this variable.

NEXT …

We’ll finish up on this subject next time, as we address dynamic balancing, underand over-balancing, external-vs.-internal balance, dampers, flywheels and more.

Talk to you then!

PRECISION ENGINE

MIKE MAVRIGIAN owns and Oil (anticipated oil weight on big end..... + 4.0 g INSTALLING BOBWEIGHTS operates Birchwood AutomoTotal rotating weight per crank throw. . .

1315.0 g Each bobweight must be installed to the tive in Creston, Ohio, where crankshaft perpendicular to its rod pin. In he builds custom engines, RECIPROCATING PLUS ROTATING other words, install the bobweight to simustreet rods and performs Total bobweight (1315.0 + 1245.5).... = 2560.5 g late an opposing pair of rods 90-degrees vehicle restorations. He has written thousands of techfrom top-dead-center of the rod throw. nical articles, as well as nine books on automotive technology during With the specific rod journal positioned upright at top-dead-center the past 30 years. Mike can be reached at 330-435-6347 or birchwhile on the balancing machine’s V-blocks, position a bubble level wdag@frontier.com. Visit Birchwood’s website at www.birchwoodautoon the top surface of the bobweight clamp flat surface and adjust motive.com. the bobweight to level before fully tightening it onto the journal.

Also, the bobweight must be centered on the crank’s rod journal, with equal distance between the front of the bobweight clamp to the adjacent crankshaft face and the rear of the bobweight clamp to its adjacent crank face.

An easy way to do this is to make a centering shim that you can slip onto the journal, between one side of the bobweight clamp and the adjacent counterweight. As an example, if the distance between a journal’s boss faces is 1.9 inches, and the bobweight clamp is 1-inch thick, insert a U-shaped shim that is 0.45-inches thick onto the journal, on either side of the bobweight clamp. Sandwich the bobweight clamp and spacer together and tighten the bobweight clamp to the journal, then remove the shim.

Instead of spending time by measuring, a pre-made shim (for the specific rod pin length of the crank) makes it easy and quick to obtain a centered location for the bobweight. By not centering the

Aftermarket performance rods and pistons are already very closely weight-matched. However, if you really want to get nitpicky, match the heaviest rods to the lightest pistons.

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ENGINE PRODUCTS 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.

Diesel Spring Bench

Goodson Tools & Supplies for Engine Builders, Winona, Minnesota, introduces a Diesel Spring Bench. The heavy-duty unit is designed to make working on large diesel cylinder heads manageable. Features include: adjustable fence to provide parallel movement of the head and rollers that provide easy movement of the head from side to side; easy-to-operate push-button controls that move the cylinder to compress and release valve springs; stainless steel pneumatic air cylinder with variable ram speed control that drives 325 pounds of force at 130 psi, and more.

Heavy-Duty Cleaner/ Degreaser

Spray Nine, Hartford, Connecticut, a Permatex brand, offers its Spray Nine Heavy-Duty Cleaner/ Degreaser, a professionalstrength cleaner that also disinfects. Designed to tackle tough grease, oil, tar, stains, yellowing and bacteria, Spray Nine’s unique versatility is safe for use on a wide variety of surfaces including: tires, wheels, bumpers, equipment and tools, trailers, RVs, cars, trucks, boats, motors, door panels, interiors, upholstery, vinyl, fiberglass, plastic, rubber, treated and painted metals and more.

PRECISION ENGINE

PC-Controlled Engine Block Hone

Sunnen Products Co., St. Louis, Missouri, introduces the SV-25 Cylinder Hone featuring a Phoenix touchscreen PC control with a host of enhancements to the predecessor SV-20 platform. The new control provides faster processing speeds and is complemented with streamlined screen menus and storage for 1,000-plus setups. Combined with Sunnen-made abrasives, tooling and coolants, the U.S.-built SV-25 is engineered to allow novice operators to produce ideal bore roundness and surface finish with just a few hours of training.

Hose Clamp Pliers with Locking Device

KNIPEX Tools, Arlington Heights, Illinois, presents new Locking Hose Clamp Pliers, the latest in its series of Hose Clamp Pliers. The new pliers keep clamps open and locked in position without the need to grip and hold onto the pliers.

The 10-inch hose clamp pliers feature a lock that opens at the touch of a button, and rotatable tips to reliably grip hose clamps in all positions. The pliers can be used on a variety of clamps up to 2-3/4 inches in diameter, and include a slim-head design for working in confined spaces.

Engine Run Stand

Easy-Run Test Stands, Riverside, California, presents its Custom Series Run Stand for starting and testing engines. Made in the USA, the fully adjustable stand is engineered for universal applications, easily accommodating many domestic and foreign engines. It comes equipped with engine mounting pedestals that adjust independently fore, aft, and vertically, and a radiator mount that can slide in and out to accommodate extended engine sizes.

Standard equipment includes: frame assembly, engine mount system, radiator support system, caster set and more.

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Heavy-duty, large-capacity, along with efficient use of space and practical functionality are the features serious off-roaders look for in cargo systems. (Photos courtesy Slee Offroad, Golden, Colorado)

Inside Box the

Have CAR; will GO...

By Eddie Wieber

I

f there’s one thing that anyone who drives has in common with anyone else who drives, it’s that we all bring stuff along with us when we drive somewhere.

And the stuff we bring increases exponentially with the time and distance of our trips. Which means that the smaller the car or truck is in the first place, the more necessary it is to add cargo capacity.

The cargo we carry ranges from a box of carpenter tools to skis to picnic supplies to beach balls to fishing poles, tents and sleeping bags. It goes inside car-top carriers, under tonneau covers, slides out of pickup beds and rides behind back bumpers. If

boxes as there are kinds of cargo to go in and on them.

there’s one word you can use to describe cargo, it’s everywhere. We like to go places and take our stuff with us.

Luckily for most people who drive places, there are as many different kinds of cargo

SHOW & TELL How and where cargo boxes are displayed in a showroom affects not only sales of the actual boxes, but also many additional items that are purchased at the same time.

“We normally have six to eight toolboxes at any of our locations and we normally display at least three of the rooftop cargo boxes,” says John Robertson of Stellar Distribution, a truck accessories shop located outside of Atlanta in Conyers, Georgia.

Cargo boxes seem to inspire buyers to OCTOBER 2016

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Inside the Box

grab a few things to toss inside too, so it’s “Unless it’s a very big package, the dealer a no-brainer that shops keep a few other will just refer the customer to us,” says traveling essentials nearby. Tie-downs, for Robertson. example, are a very popular item, as are extra trays and smaller interior storage KEEP A VARIETY IN STOCK boxes, Robertson says.

Leonard Buildings and Truck Accessories Diamond-plate toolboxes are always in is a manufacturer/distributor and retailer demand and are always a good seller in that operates more than 50 outlets in the his part of the South, says Robertson, Virginias, the Carolinas and Tenfollowed by various heavy-duty nessee. The company’s Tracy Showroom containers for construction and Goss says a number of tooldisplays allow customers to comother types of commercial uses. pare features and pricBut among recreational users, es of various types and what’s popular and in demand sizes of cargo systems.

(Photos courtesy Rack depends on the season.

Attack, Golden, “In July, people take vacations Colorado) and that’s when rooftop boxes are the most popular,” he says. “Then, of course, a lot of people are putting tonneau covers on the backs of their vehicles, using their whole bed for storage. We move a lot of lids and tonneau covers.”

As far as marketing, Robertson says the company’s retail stores have been in business since the 1980s and have grown a substantial return customer base, which in turn influences word-of-mouth advertising.

“When they come in looking, we’ll ask them a series of four or five questions about what they’re trying to accomplish, and then we’ll guide them into a product category,” he adds.

Auto dealerships get involved often as well.

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boxes are always on display in each location, many of which are private-labeled with the Leonard logo.

Popular styles are black and aluminum, in different depths and profiles.

“We try to keep a variety in stock,” Goss says, “anywhere from four to eight, depending on the store.”

Goss agrees that as far as cargo goes, “the whole tonneau line has really exploded; there’s so many varieties of bed covers now.

Right now it’s a huge part of our business.

Customers can spend $200 or $2,000—it depends on what they want.”

He says there is a substantial amount of accessory purchases that occur at the same time, although he believes there’s still more opportunities in the market.

Goss says commercial users have adopted other types of cargo storage—slide-out beds, for example—more readily than recreational customers, who “haven’t jumped into that yet, from what we’re seeing.”

And certainly in the limited space available in a lot of showrooms, every option cannot be on display. Goss says that besides presenting the cargo boxes prominently in the stores as much as is practical, customers can look at more of Leonard’s options in a printed catalog, as well as on the Web. He says something extra is almost always a part of the same sale, and it could be anything from a cargo bar, to

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Toolboxes and other containers are always in demand for commercial and industrial truck owners. (Photos courtesy Autoplex, Loveland, Colorado)

MOUNTAINS OF OPPORTUNITIES Colorado’s front range is the world headquarters for off-road adventuring and getting out into the wild, so it’s no surprise several companies call the area home.

When people are poised to get outfitted and strike out for the hills to ski, hunt, fish, bike, hike and otherwise enjoy the mountains, the trip is usually made more

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comfortable and easier with the right gear.

Pickups are without a doubt the most widely used vehicle type for transporting cargo of all types. But besides a broad selection of choices to add cargo capacity to trucks, another huge segment of the driving population needs (wants) extra cargo capacity for their sedan, hatchback, coupe or SUV.

WWW.TRUCKCOVERSUSA.COM OCTOBER 2016

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RESTYLING/AFTERMARKET ACCESSORIES

a bed mat, to a toolbox divider, to slideout drawers.

He says it’s difficult to put your finger on what the definite number one seller is. With the variety of interests represented in the area served by the company’s 56 stores, it often comes down to what salespeople are familiar with and which are known to have the fewest problems.

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RESTYLING/AFTERMARKET ACCESSORIES

Inside the Box

Racks for transporting bicycles and skis are popular in Colorado’s front range of the Rocky Mountains.

(Photo courtesy Rocky Mounts, Boulder, Colorado)

While limited by engine size and vehicle size, there are still plenty of options that satisfy owners of those types of vehicles as well.

Rack Attack has U.S. stores in Boston, Denver, Golden, Portland (2), and Minneapolis; and Canadian stores in Coquitlam, Mississauga, Toronto, Vancouver and Vaughan. Its core business is to sell and install car-top racks designed to carry bicycles and skis; but the business also handles several models of name-brand open cargo cages as well as secure lockable cargo boxes manufactured by Thule and Yakima that are used for carrying not just skis, but anything else that fits inside.

Rack Attack’s Golden, Colorado store has several displays of ski and bicycle racks on its sales floor that can be installed—permanently or temporarily—on just about any type of vehicle. The store also devotes a fair amount of space to displaying its selection of car-top boxes and cages, all of which are designed to help customers decide what type and brand of cargo system will fit their needs.

Sales associate Jacob Goins says customers come in to look around because they’ve heard about the store from other people and have done some research. Most have a good idea of what they’re looking for and what they want to do with it, so once they’re in the store they’ll ask detailed questions about how the racks are attached, what options are available, cost, capacity and installation.

Goins says the medium-sized cargo boxes 36

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The display helps customers visualize the products and allows salespeople to demonstrate the operation and construction of the units.

But he says the most effective marketing for these types of products happens when someone takes an outfitted vehicle to an event, up fishing or just out and about, and somebody else sees it in use and wants one, too. And people are usually keen to tell others everything they like about it and where to buy it.

Up the road from Slee in Boulder, Rocky Mounts is a small company that produces several styles of racks for bikes, skis and other cargo. The facility is divided into a manufacturing area and a retail store. Local customers can purchase racks as well as Thule and Yakima cargo boxes and cages, apparel and other accessories.

Rocky Mounts also sells its rack products through a dealer network in several other states.

Retail and service manager Cody McDonald says because it’s located in the epicenter of one of the nation’s most popular outdoor activities market, Rocky Mounts enjoys a robust reputation among outdoor sports enthusiasts, who often become return customers looking for upgrades, additional items or systems for a newly purchased vehicle.

sell the best, but all of them sell pretty well at his store.

Not surprisingly, he says, most customers are local and overwhelmingly are looking for a system to carry skis, bicycles—or both. But an occasional traveler stops in to purchase a cargo box so they’ll have more room inside the vehicle while completing a cross-country trip.

Meanwhile, across town, Slee Offroad specializes in Toyota 4x4 outfitting. While quite a few of its customers are engaged in expedition-level activities, all require some type of cargo A floor display to system capable of holding demonstrate a truck up to the rigors of long bed cargo slider sysperiods of being off the tem, and accessories.

(Photo courtesy Slee road and off the grid.

Offroad, Golden, Sales manager Ben Colorado) Swain says a popular item in the way of cargo boxes in this shop are bed sliders that are made for various Toyota models. Customers will visit Slee’s showroom, where there is (among other items) a display that demonstrates a few storage options for the Toyota off-road market.

Swain says that when customers come in, they are also somewhat familiar with the products in general, but are looking for more details regarding features and fitments specific to their Toyota model and year.

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9/1/16 12:30 PM

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TRUCK BOXES, RACKS & CARGO CARRIERS SUV Cargo Box

RESTYLING/AFTERMARKET ACCESSORIES

CTECH Manufacturing, Weston, Wisconsin, offers its SUV Box. Originally designed for use in police SUVs and other tactical applications, it is now available for standard platforms as well. Features include: MotionLatch handles; extruded aluminum framework; radius corners; aircraft-grade aluminum; stainless steel fastener assembly; 250-pound drawer capacity; and 10 standard powder-coat colors, including a hammertone option for durability. The SUV Box comes in 16-, 20- and 26-inch-tall configurations for a variety of off-road uses.

JK Rear Cargo Covers

Rugged Ridge, Suwanee, Georgia, offers new C3 Rear Cargo Covers for 2007-’16 JK Wranglers. Constructed of a tear- and water-resistant woven ballistic fabric, the newly engineered covers protect the carpet and plastic interior trim from damage, scratches, pet claws, dirt and other debris.

The split-fold feature allows for the factory 60-40 rear seat to lower, and provides coverage with the rear seat up, or in partially or fully lowered configurations. A flip-out cover flap keeps dirt from falling into the rear tailgate door gap.

Hitch-Mount Cargo Carriers

ProMaxx Automotive Accessories, Jasper, Indiana, presents the ProMaxx Hitch Mount Cargo Carrier, designed as an easy way to add storage room. Measuring 60-by-20inches, the carrier provides more than 20-cubic-feet of additional cargo space. It fits into any standard 2-inch hitch receiver, is easy to add or remove from the vehicle as needed, and easily folds up when not in use. A durable black powdercoat finish protects the carrier and keeps it looking like new.

Squad Box

DU-HA, Fergus Falls, Minnesota, offers the DUHA Squad Box portable storage/toolbox/gun case for SUVs, pickups and UTVs. The heavy-duty units install easily in the cargo area and can be used by contractors, sportsmen, law enforcement and anyone who needs storage in their vehicle.

Removable trays are included for organization and a retractable handle makes for easy pulling. A lockable lid keeps gear secure. The DU-HA Squad Box acts as a legal gun case in most states and is manufactured in the U.S.

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70-Gallon Toolbox & Fuel Tank Combo

Transfer Flow, Chico, California, introduces a 70-gallon Toolbox and Fuel Tank Combo for 1999-2016 Ford, Dodge and GM full-size diesel trucks. The system sits on the bedrails and includes a toolbox storage box that adjusts to the depth of a short- or long-bed pickup for a custom fit. The adjustable toolbox storage area ranges from 5-1/2 to 9 cubic feet, and the toolbox tank is made from 14-gauge aluminized steel for strength and rust resistance. It’s baffled in two places on all four sides to reduce fuel slosh, and is powder-coated black for a durable finish.

OCTOBER 2016

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T

T Y B d t l M i b 2 s b g o r

,

BOLT, Milwaukee, presents its BOLT Locks that offer one-key, convenient security. The locks work with the vehicle key— simply insert and rotate the key and the BOLT Lock permanently learns it. Padlocks, receiver hitch locks, toolbox latches, coupler pin locks, spare tire locks, cable locks and more are available for Ford, Chevy, GMC, Ram, Jeep, Toyota and Nissan applications.

Truck Bags

Tuff Truck Bags, Brooklyn, New York, presents its Tuff Truck Bags—collapsible, waterproof and dustproof cargo bags that fit all truck bed models to store/protect luggage, cargo, equipment and more.

Measuring 40-inches-wide-by-50inches-long-by-22-inches-high, the bags weigh 9 pounds and provide 26 to 30 cubic feet of storage space. Made from waterproof, nonbreathable PVC and a commercialgrade zipper, they are available in tan or black and include metal corner rings to easily strap to the bed.

Toolbox & Roll Cover Combo

Truck Covers USA, San Diego, offers the American Work Cover, a toolbox and roll cover combination. Product features include: a heavy-duty, galvanized sheet metal, sectioned toolbox; OEM-grade locking mechanisms; two removable sliding trays; and LED cargo lighting and remote locking options. The American Work Cover Jr. replaces the American Roll Cover canister lid to provide the convenience of a toolbox without any additional loss of bed space.

RESTYLING/AFTERMARKET ACCESSORIES

h

Automotive Locks

Custom Custom Autosound Autosound...... ✓ radios need no modification to the dash. ✓ offers you over 400 configurations of vintage styled radios with modern sounds and attachments.

Hitch-Mounted Bike Rack

CURT Mfg., Eau Claire, Wisconsin, presents its tray-style, hitch-mounted Bike Rack featuring a three-point support system. The tray-style arms cradle the bikes’ wheels, holding them securely at each end. The vertical padded arms then slide down over the crossbar, keeping the entire bike firmly held in place. Both the tray-style arms and the vertical arms are adjustable to fit virtually any size bike. The rack easily mounts onto any 1-1/4- or 2-inch receiver and accommodates up to two bikes.

✓ sells only through dealers, not to the general public. We are not your competitor. ✓ tests each radio before it is shipped and we offer a two year warranty. ✓ does not charge extra for drop ship orders.

Over 40 years of manufacturing quality radios for vintage cars.

Visit us at the SEMA show.

Booth 24175

800-888-8637 For more information visit:

www.casmfg.com OCTOBER 2016

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TRUCK BOXES, RACKS & CARGO CARRIERS

RESTYLING/AFTERMARKET ACCESSORIES

Auxiliary Fuel Tank

TITAN Fuel Tanks, Idaho Falls, Idaho, introduces the Travel Trekker 50-Gallon Auxiliary Fuel Tank System. The tank is made from a military-grade polymer that won’t rust or corrode and is flexible so that when impacted it absorbs the force and pops back into shape. The Travel Trekker tank meets or exceeds DOT (Department of Transportation) standards, and includes an in-cab controller that allows the driver to transfer fuel on the fly with a single push of a button. It stands 19-inches tall, allowing for use with most bed covers, and is just 17.5-inches deep.

Cargo Liners

Husky Liners, Winfield, Kansas, offers Cargo Liners designed to protect and defend trunk and cargo areas. The liners are custom-fit with high perimeter edges and an antislip surface, minimizing slipping and sliding as well as protecting vehicles from spills and mess. They are made from a proprietary material blend that is sporty and rugged, making them easy to install, remove and clean.

Tailgate Lock

McGard LLC, Orchard Park, New York, presents the McGard Tailgate Lock, offering easy installation for around-the-clock tailgate theft protection. The system requires no modifications to the truck or tailgate, and once installed it never needs to be removed to open or close the tailgate. One part number fits most current full-size and some small- and mid-sized trucks.

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OCTOBER 2016

9/2/16 8:20 AM

Sliding Bed Cargo Tray

Universal Tailgate Lock

Pop & Lock, Green Bay, Wisconsin, presents the Gate Defender, a universal tailgate lock designed to fit most late-model trucks to help prevent tailgate theft. Similar in design to a padlock, the theft deterrent fits around the tailgate hinge and locks the tailgate to the truck. Once locked into place, the tailgate can still be easily opened and closed. The system installs easily with no special tools required.

Key included.

Truck Luggage Expedition

Truck Hero, Ann Arbor, Michigan, presents the Truck Luggage Expedition cargo sling that organizes truck beds and adds storage space without removing the bed cover. The Expedition offers the utility of a toolbox and can be removed and stored easily when not in use. The weather-resistant cargo sling is designed with plastic floor panels and inserts for customized organization and added support. It also sports a large open pocket in the front for smaller items, and provides 8 cubic feet of storage space.

RESTYLING/AFTERMARKET ACCESSORIES

CargoGlide, St. George, Utah, presents the new CG1000XL sliding truck bed cargo tray featuring a lightweight steel frame that can carry 1,000 pounds. With thick aluminum side rails, a real plywood deck and a TPO laminated surface, the CG1000XL comes powder-coated for an extra layer of protection. Its 20 industrial cam follower needles and ball bearings offer a steadfast and reliable hold for durability and strength.

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OCTOBER 2016

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TRUCK BOXES, RACKS & CARGO CARRIERS Spray-On Linings

RESTYLING/AFTERMARKET ACCESSORIES

Rhino Linings, San Diego, presents its watertight and impact-absorbent Spray-On Linings that protect cargo areas and other parts of a vehicle from dings, scratches, scrapes, corrosion and chemical damage, whether on or off the road.

American-made and engineered to withstand Mother Nature’s toughest blows, the liners are professionally installed. Rhino Linings boasts more than 25 years of experience protecting millions of vehicles—from trucks and Jeeps to ATVs and trailers. The product is designed to look good while being tough and durable.

T C S a D w t s s t e p b l r a

Pickup Bed Extender

AMP Research, Tustin, California, presents the BEDXTENDER HD Max Bed Extender, offering a classic U-shape design that maximizes cargo capacity without adding length to the truck. Simply flip open the tailgate and add 2 feet of enclosed cargo area. Flip the BEDXTENDER inside and close the tailgate to keep tools and smaller cargo contained. Designed and built in America, the bed extender features: lightweight, strong 6063 T6 aluminum alloy tubes; rugged glass-reinforced nylon composite uprights; and powder-coat finish options.

Cargo Box Collection

ORACAL® 970ra

Yakima Products, Beaverton, Oregon, offers the new Yakima ShowCase cargo box collection that combines premium styling, aerodynamic design and capacity all in one box. Available in two sizes, 15 and 20, the ShowCase is designed for everyday urban use, epic adventures and everything in between. Dual-sided opening provides quick and easy access and the high-gloss automotive-quality finish highlights a distinctively modern aesthetic. Easy, intuitive push-button latch locks keep gear safe and internal lid stiffeners improve hatch durability.

Premium Shift Effect Cast 990 aubergine bronze

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S

Wrangler Storage

TruckVault, Sedro Woolley, Washington, presents its Extreme Series TruckVaults, designed to provide rugged, waterproof and dustproof secure storage for Jeep Wranglers. Standard or taller Magnum units can carry 1,000 pounds of cargo. TruckVault offers simple single drawer or multiple drawer systems, providing secure in-vehicle storage.

OCTOBER 2016

9/2/16 8:22 AM

S Cargo Area Illuminator

Tuffy Security Products, Cortez, Colorado, presents its Deluxe Security Deck Enclosure that creates a large and lockable storage area.

Designed to work in conjunction with the vehicle rear door and lock, the lid easily hinges open and is secured shut using Tuffy’s patented security system. In comparison with the company’s #299 Jeep JK deck enclosure, the lid, vertical front panel and complete side panels can be easily removed without tools so larger items can be transported when required. The unique lid design is not attached to the front panel.

RESTYLING/AFTERMARKET ACCESSORIES

Security Deck

Advanced Accessory Concepts, Corona, California, presents the Brite-Saber Illuminator LED Utility Lamp, designed to provide illumination in cargo-carrying areas including truck beds. Two adjustable rare earth mounting magnets can be configured so that the light can be installed in many locations. The included RF remote control allows it to be easily turned on and off from distance. The illuminator can also be used for working on vehicles, camping and emergency lighting. The wireless remote includes flash and lower-output settings to preserve battery life.

Wrangler Spare Tire Carrier

OR-Fab, Chino Valley, Arizona, offers its HDX Spare Tire Carrier Rear Bumper for 2007-’16 Jeep JK Wranglers. Designed as a solid unit that can be opened and shut with one hand and is completely free of vibration and noise, it is made in the USA from 3/16-inch-thick precision laser-cut steel that is hand-welded.

The system utilizes 1/2-inch-thick steel plate frame mounts to fit onto the factory bumper mounts, and includes angled edges to easily slide off rocks. The tire carrier can hold up to a 37-inch-diameter tire and swings open with a heavy-duty pivot assembly.

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Shannon Walters has dedicated years to designing and building the highest quality hot rod interiors.

HOT ROD & CUSTOMIZATION

10 Shannon Walters Questions for Master Trimmer

By Naseem Muaddi, TheHogRing.com

upholstery. I learned how to fit, sew and use a sewing machine. I knew I did not want to cover furniture for a living, but I had to start somehow. I was able to do three cars in the two years I attended upholstery school. After a day trip to M&M Hot Rod Interiors, I dove in and started teaching myself.

THR : What

aspect of the craft took you longest to master and how were you able to finally get it right?

SW : I don’t consider myself a master

I

f you were to poll the hot rod community to determine which auto trimmers they admire most, Shannon Walters of Interiors by Shannon would surely make the shortlist.

We were honored to interview him in 2012 for the fourth 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.

Based in Alexander City, Alabama, Walters has dedicated many years to designing and building the highest-quality hot rod interiors.

His all-American, blue-collar work ethic combined with natural artistic abilities and

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an uncompromising devotion to perfection has earned him accolades the world over and the respect of his peers.

Walters is, without a doubt, a leader in the auto upholstery industry. And though he’s too humble to admit it, a master of the craft.

Read along, as he tells us about how he learned to upholster, where his inspiration comes from and what his plans are for the future.

at any of my work and try to improve along the way. There’s always room to learn and better myself in this trade. I do put a lot of work in my seats and feel I’m getting the hang of those. Each year I learn more about building seats, creating shapes with foam, and sewing new cover styles.

THR : Since founding Interiors by Shannon

The Hog Ring: How did you learn auto upholstery?

SW Shannon Walters: I attended

in 1996, you’ve been extremely successful. What’s the best business advice that you’ve ever received? If you could share one piece of advice with current or aspiring auto trimmers, what would it be?

SW : Try your best to stick to the part of

Southern Union State College in Opelika, Alabama and received a degree in Upholstery. The classes were 90-percent furniture

upholstery you want to excel in. Whether it’s hot rods, boats, bikes or furniture upholstery. Also, create a website or

THR

OCTOBER 2016

9/1/16 12:36 PM

Walters’ unique treatment of a two-seater: “Each year I learn more about building seats...”

Facebook page showcasing your work. It is important to build relationships with people in the industry. Don’t forget to stay humble and treat everyone like you want to be treated. : You have a background in art— including pastels and oil paint. Do you find that your schooling and practice of more traditional forms of art has affected your style or approach to the craft of upholstery?

SW : No doubt! It has helped me with THR

flowing lines and the composition of my interior work. I think of a full custom hot rod interior as a 3D art form. I am able to visualize the concept of the project in my head. up to have you work on their cars. How do you choose which projects to take on and when?

SW : Usually, the customer gives me a call

at the beginning of their project. Sometimes, customers take years to build their

dream car. Unfortunately, at times life takes over and they have to pull off the project.

This is when I will have a sudden opening if the next customer(s) are not ready. Generally, the ones that keep me posted on their project’s progress I can work with.

OCTOBER 2016

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HOT ROD & CUSTOMIZATION

: On your website (interiorsbyshannon.com), you state that it takes you about three months to finish each car interior, and that you only work on one at a time. That’s just four interiors a year—but we assume folks are lining THR

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10Questions

HOT ROD & CUSTOMIZATION

Ricky Howard trimmed out the trunk of this classic Chevy with the same attention to detail as the cabin.

: Do you prefer A full custom hot that your customers rod interior is a 3D know exactly what they art form, according want, or do you like to to Walters. have full creative control over the look and feel of the interiors you customize?

SW : I prefer the customer to have some THR

kind of direction of what they are looking for. The things I’m most concerned with are traditional, mild, wild, two-tone, four bucket seats, etc.

The interiors where I have full creative control are some of my favorites to date.

Walters exercises plenI haven’t gotten ty of artistic freedom, into the renbut is still concerned dering side of with the direction customers want to take custom interiors. their cars.

I have had one customer bring me a rendering to complete their project.

THR : Where

do you find inspiration for your designs? And do you find it difficult to generate new ideas and keep things fresh?

SW : Car photos, new and old. Whether

taken at a large car show or found on the internet. At this point I’m close to 6,000 to look through. They are put in categories like Muscle Cars, 55-56-57s, Coupes, Sedans, Ricky Howard’s treatment of a Pickup Trucks, Tricks and OEM. pickup interior.

I also go back and review my own interior work from time to time.

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: On your company website, you state that you prefer to steer clear of working with leather alternatives, such as vinyl. What is your reasoning behind that?

SW : I find in the higher end of upholTHR

stery you need to work with higher-end materials.

THR : What

type(s) of sewing machines

OCTOBER 2016

9/1/16 12:37 PM

does Interiors by Shannon operate on?

Are there any sewing machines you plan on buying? Do you use a double-needle machine for French seams?

SW : I have a 1245 Pfaff that I use for

almost everything. Most people cannot believe I use this same machine to sew through 1/8-inch lauan, MDF, birch or upholstery boards. I also have a 144 Singer 30-inch long-arm I use to sew Some of Walter’s fadeep-in panels. I have always sewn on vorite projects have Pfaffs. They had 545 Pfaffs in school been ones where and my teacher swore by them. he has full creative control.

I do not have a double-needle machine. Everything I do is one row of stitches at a time. The craziest question I get asked is, “Do you do your own sewing?”

HOT ROD & CUSTOMIZATION

OCTOBER 2016

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10Questions

Walters’ Facebook page allows him to interact with customers and other trimmers, and showcase his latest work. “The website and Facebook page allow me to create my own digital magazine,” he says.

HOT ROD & CUSTOMIZATION

THR : Your

custom upholstery has won awards from Goodguys to NSRA and World of Wheels; and has been featured in numerous magazines and how-to books. What’s the biggest honor you’ve received? What do you consider to be the most memorable moment in your auto upholstery career?

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: When I started Interiors by Shannon, all I wanted was to show up in the magazines. The magazine spreads did not take off like I had hoped. After 16 years’ worth of work, I have a had a few show up in the books. Recently, I had a ’64 Olds showcased in HOT ROD magazine.

My most memorable moment was when SW

I realized other upholstery shops looked at my work for inspiration. The biggest honor is by far my Facebook page of fans.

I enjoy posting photos and interacting with other shops and car guys/gals that follow my work. The website and Facebook page allow me to create my own digital magazine.

OCTOBER 2016

9/1/16 12:38 PM

This trunk is clean, tidy and ready for a road trip.

: I wanted to pass on my trade to someone and Ricky had been coming over since he was 15 and now being 25 it was perfect timing for us to combine our skills and process more cars. I have since opened up to other processes of the trade SW

like router tables, etc., that Rick brought to my attention.

TheHogRing.com is the auto upholstery industry’s leading news website and online community.

OCTOBER 2016

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THE SHOP

HOT ROD & CUSTOMIZATION

: After years of working alone, you’ve recently hired Ricky Howard, a very talented trimmer in his own right.

What inspired you to expand to a two-man operation and how have things changed at the shop since the addition of Ricky?

THR

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Winning strategies for solving conflicts.

RESTYLING/AFTERMARKET ACCESSORIES

By Josh Poulson

L

osing a customer due to not resolving a complaint can make a huge impact on your business—that might not be so good for business.

In a world of instant communication with friends and family, a few quick keystrokes posted on a social media site by a disgruntled customer can cost you thousands of potential dollars. That upset customer’s passion for spreading their viewpoint of a poorly handled experience is not something most businesses can easily recover from.

RATIONAL CUSTOMERS But imagine that you can diffuse their anger. Imagine that you can turn it around and create a successful relationship—and imagine what that successful relationship might look like.

To do this, you need to be able to see things from their perspective—and to do that, it might help to think about the last time you were the upset customer.

What would you have liked to see happen? Did you wish the person had more answers, communicated better or even just listened to you? Wouldn’t it have made a difference if you felt like they cared?

For example, I recently made a purchase from a company that pulled payment out of my credit account twice. When I called to speak to customer service in an attempt

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to resolve the issue, they did not give me a chance to explain my frustrations. The representative acted like it was not a big deal and stated that a check would be mailed to me and I should receive it in a few days.

I asked why they could not just transfer

the money back to my account, since they had transferred it out. She was unwilling to listen, merely stating again that they would issue a check. I called back over a week later when I had not received the check. At that point, I was told that the

When you honestly work to resolve problems and complaints with people, they become loyal customers for the long term.

OCTOBER 2016

9/1/16 12:40 PM

remember in resolving customer conflicts is to listen and show empathy. By empathizing, you are relating to your customer on an emotional level, which conveys a true sense of understanding.

Many times, the customer just needs to know that someone is listening and truly cares. Once you demonstrate that you do indeed understand why they are upset, you can start winning them back.

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check had been processed but would not go out for another few days because they only issue checks once a week.

I hung up feeling like they did not care at all and were not willing to work with me. Had the first representative listened to my concerns and explained why they could not transfer the money back, as well as given me a realistic timeframe in which to expect the check, I would not have needed to make a second phone call. I would have left the encounter feeling like the company was on my side instead of against me.

TOOTHY BLUES Similarly, we once had a customer come into our shop with a radio she provided from another store. We installed the radio per her request. We supplied the installation components as well as the labor, but the equipment was hers.

A few days later she called complaining that she could not get the Bluetooth working on her radio because we didn’t install the microphone. We asked her to come back in to troubleshoot the situation, despite being confident in our installation.

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RESTYLING/AFTERMARKET ACCESSORIES

We gave her the opportunity to express her concerns and made it clear that we cared about getting her system working how she wanted it to. While we could have just informed her that the system was installed properly and refused to help, we instead took the time to show her we cared about keeping her as a customer and that we appreciated her business.

One of the most important things to

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Customer Relations

RESTYLING/AFTERMARKET ACCESSORIES

Sometimes a product doesn’t quite fit your customer’s car or it doesn’t perform as expected, so solutions need to be found.

When the customer who brought her own radio in for installation returned, we explained that this particular product was not capable of Bluetooth functionality.

Once we took the time to explain the situation and show her that the system she brought us was not capable of what she wanted, she calmed down and asked if it was possible to add that feature.

We gave her the options that were available with her existing equipment and she opted to go with one of our systems instead of the one she brought with her. Because she realized that we were working to help her, we were able to win her over and she became a great customer.

IRRATIONAL CUSTOMERS So what do you do when you have a customer causing a scene on your sales floor?

How do you show an irate customer that you care about his problem (without giving 52

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in to unreasonable or impossible demands)?

A customer once came in upset with the lift kit that we had installed. He began complaining that the tires were wearing improperly due to poor alignment. He was being very loud and obnoxious, and was swearing at everyone in sight.

Because there was a whole showroom full of customers, we took the customer outside, away from the other customers, and allowed him to go off while listening to his concerns. Once he calmed down, my team was able to inspect the vehicle with him and describe what could be done and what couldn’t be done.

Through this, we had the opportunity to further educate the customer on the product.

Had we taken the time to do this before the lift was installed, we may have been able to better manage his expectations. However, at the point when he returned, we could not find a solution until he had first vented.

Similarly, your first reaction should be to calmly ask an irate customer into your office or even outside to discuss the issue.

This serves to shield any customers who might be waiting for their vehicles or any customers who may be at your shop for the first time. While those customers might empathize with you taking a verbal beating, it may also plant a fear of potential issues with their orders.

Once you have isolated the customer, allow them to vent. Try not to interrupt them and be patient. You will never be able to win them back if you do not allow them to vocalize their concerns (even if it is peppered with expletives).

When they start to calm down, repeat back to them what their concerns were in your own words while maintaining eye contact. Apologize and make sure your body language matches your words. Focus on them and kindly reject interruptions

OCTOBER 2016

9/1/16 12:41 PM

from your coworkers should they arise.

These things help drive home that you are indeed listening and that their concerns are important to you.

may not be able to meet those requests.

Once you have started the process of resolving the issues, make sure you maintain constant contact with the customer.

If it is a multi-step solution, keep them informed of progress. You have worked hard to show them you care about their concerns and you don’t want to lose that trust now.

Keep in mind, there is a fine line between too much contact and too little. You do not want to provoke the customer if things are not moving at the pace they expected, but they need to know you will make them a priority.

NOT OUR FAULT We once dealt with an issue where a manufacturer had major defects in a product.

Our customer was one of the first to receive the defective part, meaning that we were unsure of the issues. We gave him several replacement parts, all of which seemed to have the same defects. We reached out to the manufacturer, who was able to tell

RESTYLING/AFTERMARKET ACCESSORIES

SOLUTIONS In creating a solution for the customer, only promise what you know you can do.

If you over-promise and under-deliver, you are only adding fuel to your customer’s fire and you might lose them for good.

On the other hand, if you are able to meet their demands, you will have demonstrated your desire to make them happy and you might win them for good.

For example, in the world of 12-volt electronic additions, there is a lot of variation, which requires a lot of clarification on the part of the employee selling the product. There was a time when one of my employees sold a customer a full-featured navigation system. Unfortunately, this system would not work in the customer’s vehicle!

When the issue was caught, the only solu-

tion was a different system, which would require the customer to give up some of the features we had promised him. We had to take the extra time to explain to the customer that while he was losing some features he had been promised, this system was actually a better fit and would be saving him money.

Luckily, this customer ended up happy and the product was a better fit for his needs. However, had the customer not been willing to work with us, this could have gone a very different way. But if we would have verified product fitment before making a promise to the customer, we could have avoided the resulting confrontation completely.

If your offered solution does not satisfy them, give them power by asking what they would like you to do and do everything in your power to achieve that request.

Sometimes the customer’s demands may be beyond the bounds of what you can do, and that is OK. Some requests cannot be filled, so just be sure to explain why you

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RESTYLING/AFTERMARKET ACCESSORIES

Customer Relations

One of the most important things to remember in resolving customer conflicts is to listen and show empathy.

us that it was a defect they were aware of.

When we reported back to customer, he was not satisfied with that response.

This prompted us to reach back out to the manufacturer and we were able to get more information about the ongoing issue and the expected resolution date. At that point, we spoke to our customer at great lengths and in great detail, again allowing him to vent his frustrations and ensuring him that we were on top of it.

Our willingness to reach out to the manufacturer numerous times built trust for the customer, making it clear that we were fighting for him. We also made it clear that we were available to answer any questions he had and that we would provide updates as soon as we had them.

We were careful not to provoke him with unnecessary phone calls if we didn’t have any new information for him, but provided enough contact so that he understood that 54

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we were doing everything we could do to help him. He also trusted us to communicate with him and get the issue resolved as soon as possible.

STARTS WITH HELLO Successfully resolving customer conflict should really start at your first hello. Have you done everything that you could to build trust and rapport? Did you smile?

Does your body language reflect your gratitude that they came to your business? (If not, then why do you have their car keys in the first place?)

It makes no difference if you are dealing with the quietest customer or perhaps the gruffest customer alive, you need to make sure they feel 100-percent comfortable with your products, your business—and most importantly, you.

Once they trust in you, then you will be able to help navigate them through any

issues that may arise. If you take the opportunity to follow through on your promises, do as you say you will, communicate with you customers and make them feel important, you can gain customers for life.

As has been said before, word of mouth is some of the best advertising you can get. You have made them feel like a friend and a family member, so they may bring you theirs.

JOSH POULSON is the principal of Auto Additions in Columbus, Ohio, which was named Restyler of the Year, 20122013. 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.

OCTOBER 2016

9/1/16 12:41 PM

WHAT’S GOING ON TODAY?

UltraGrooveTM shown with optional Thule Tracker II rack system

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HOT ROD & CUSTOMIZATION

Daniel Valjevac of Concord, North Carolina-based Retro Designs Speed & Custom is not shy when it comes to cutting things up around the shop.

BOOSTED W

By Jake Rishavy

hen owner Daniel Valjevac of Concord, North Carolina-based Retro Designs Speed & Custom found out last fall that his latest project vehicle would have a high-profile position in the Mobil 1 booth at the 2015 SEMA Show, it was the culmination of years of dedication to his craft and his company.

It came with a lot of excitement. It also came with more than a little trepidation.

Valjevac knew that, along with the amazing opportunity for exposure big SEMA builds represent, there’s more than a fair share of scrutiny as well from some of the most discerning automotive critics in the business.

But the project—a patina-covered, luxury and performance-packed rolling study in contrasts called Boosted Bela—was up to the challenge, and pleased even some of the most notoriously discriminating enthusiasts.

The project, built around a 1956 Chevy Bel Air, harkened back to “simpler American times—baseball, apple pie… and traditional hot rodding,” said Chevy Performance website, The Block.

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Beauties

In contrast to the original patina exterior—which had some custom flourishes, of course—the inside of the beautiful beast featured luxurious baseball glove stitching on a Relicate Custom Leather interior courtesy of The Custom Stitching Co. Shoehorned inside the engine bay (with

Moving forward with Retro Designs Speed & Custom.

no hood to hide under) lingered a Chevrolet Performance LS3 Connect and Cruise engine, with a Vortech Superchargers LS swap kit system boosting the stock 430 engine to between 450 and 500 rear wheel horsepower. All that power was pushed through a 9-inch Spraker Racing rear end

OCTOBER 2016

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& en

A CAR GUY FROM THE JUMP Long before Retro Designs became a thriving reality, Valjevac could see that a career in car building was in the cards for himself. He wasn’t, however, exactly sure how to get there.

“Growing up in New Jersey, I was always into cars,” he says. “I went to school for industrial design and I always knew I wanted to use those skills in the automotive field.”

After graduating, Valjevac moved from Jersey to Concord, North Carolina, outside of Charlotte. While he pursued his education, he supported himself as a fabricator and metal shaper at a local restoration shop.

“I worked there for a few years, but I always knew that I wanted to start my own shop,” he says. “Once I was done with school, my wife and I built our own building and opened up the shop in 2010.

We were doing primarily custom fabrication work at first.

“Over time people would ask if I could do this or that, and I always tried to say yes,” he adds.

Before long, he got a shot working on a ’32 Plymouth from a customer back in New Jersey and he did the entire build with the exception of the custom paint.

“That project really started to get my name out there,” he recalls. “We took that project on the show circuit on the East Coast and it won just about everywhere it went. That recognition led to a couple of other builds and it just all snowballed from there.”

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Watch install and troubleshooting techniques at THE SHOP’s Video Training archive at:

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HOT ROD & CUSTOMIZATION

with 3.70 gears, with Wilwood discs and multiple piston calipers to bring the beast to rest, from time to time.

To say the Bel Air turned heads at SEMA would be an understatement. Ken Block, World Rally Champion and founder of the viral Gymkhana video series that has garnered more than 160 million views online, gushed about the Boosted These cars are all Bela. Block’s website, www.hooempty canvases; each nigan.com, named the project becomes a masterpiece before leaving the Retro number three on its HNGN’s Designs shop. “Once you Top 10 at SEMA list. get started on those projFor Valjevac, Boosted Bela ects it becomes a big part of your life for a while,” was the realization of a decadeValjevac says. long dream and a big milestone—one he hopes will be the first of many in the world of custom project builds in years to come.

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BOOSTED

Beauties ects. Another three or four will be paint jobs. Another three or four are bodywork or wiring jobs. It’s great, business-wise, to have that diversity of projects going.”

HOT ROD & CUSTOMIZATION

Have torch; will cut...

As the business grew over those first years, Valjevac’s wife, Misty, left her full-time job to manage the books and other elements of the company. The staff grew to five full-time employees including a painter, mechanic and three fabrication and body men.

The shop itself, measuring about 6,000 square feet, is divided into four sections.

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The first is a clean assembly area, followed by a second for fabrication and metal work.

Another area is dedicated to body work and, finally, the shop has its own paint area and spray booth.

“At any given time, we might have 15 projects going, give or take a couple,” he says. “It’s a good mix of projects usually.

Maybe five or six will be full frame-off proj-

CUSTOM-BUILT SUCCESS When it comes to more substantial projects, whether they be restoration, restomod or full custom show vehicles, Valjevac has learned to be selective about which jobs to take on.

“I’m picky about which frame-off work I’ll take,” he says. “Obviously, each of those projects takes a lot of money and lot of effort, so it has to make sense both from a business perspective and in terms of your vision. Once you get started on those projects, it becomes a big part of your life for a while.”

OCTOBER 2016

9/1/16 12:43 PM

Fabrication is a big part of the operation.

HOT ROD & CUSTOMIZATION

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BOOSTED

Beauties

HOT ROD & CUSTOMIZATION

Making the “Boosted Bela” ready for a new Chevrolet Performance LS3 Connect and Cruise engine.

Mocking up with plywood wheels to check the stance.

In the paint booth, a set of custom-painted wheels for the “Boosted Bela.”

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Because of that measured approach and the ever-increasing caliber of both his company and its customers, he says he’s never had what he would call a nightmare project.

“I’ve been very fortunate that all my jobs have been smooth sailing, for the most part,” he says. “The customers we work with now who are doing full builds, it’s usually their fourth or fifth vehicle. Those are the customers who know what it takes, both in terms of time and money, to build a really great show car.”

It certainly doesn’t hurt that the area has a deep auto racing, hot rod and restoration heritage.

“Charlotte is a very strong market for custom and restoration and that directly translates into a great community of customers and also other great shops,” he says.

“There are probably 10-15 shops in this area and everybody is busy. Everybody is slammed.

“With the banking industry down here and the racing industry, there’s a lot of people that love nice cars,” he adds with a laugh. “And it’s not just performance or restoration. It’s heavily influenced by a lot of foreign cars—Porsches, Ferraris, all of that, too. There are a lot of high-end shops.”

OCTOBER 2016

9/2/16 8:28 AM

Despite the quick growth, Valjevac insists that the slower pace of life—if not business—was part of what attracted him to the area.

“I grew up in a small town in New Jersey, so this market wasn’t really available there,” he says. “And then there are parts of Jersey that are also really fast-paced; it’s a rat race.

Down here you can slow down a bit and enjoy your life, but still build a great business.”

Whatever may be happening in the community at large, Daniel and wife Misty have a 4-year-old girl and a newborn son, so life doesn’t appear to be slow, per se, either at home or at work.

“We never really needed to market ourselves, so until just recently we never paid enough attention to it to be honest,” he says, noting while he recognized the value of a strong brand, website and social media presence, it just wasn’t a top priority.

“Over the years we even paid for a couple of websites, but they either didn’t get done or weren’t very good,” he adds. “Now, we’ve finally got a good friend who is doing an amazing job. We’ve got a new logo and

website (retrodesignsnc.com) and that has helped a lot with our social media presence.

I definitely see the value in that work. Word of mouth will get you so far, but a website and social media presence are worldwide.”

Valjevac says that the shop’s efforts to be seen on Instagram, Facebook and Twitter are already paying dividends.

“We’ve got a few jobs where people saw us on social and came in to visit the shop and they turned into some of our best cus-

HOT ROD & CUSTOMIZATION

THE WORD IS OUT Retro Designs Speed & Custom has and likely always will be driven primarily by word-of-mouth exposure among the shop’s existing clients. That said, Valjevac says he’s undertaken a good bit of effort of late making sure the shop’s brand is representative of its stellar work product.

Shoehorned inside the engine bay of the “Boosted Bela” is an LS3 engine, with a Vortech Superchargers LS swap kit.

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OCTOBER 2016

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BOOSTED

Beauties

HOT ROD & CUSTOMIZATION

“Boosted Bela” is a totally resto-mod 1956 Chevy Bel Air—a patina-covered, luxury and performance-packed rolling study in contrasts that turns heads wherever it goes.

tomers,” he says.

With that momentum, Valjevac has ambitious plans to grow the company in the coming years.

“Right now we’re running out of space and we have some off-site storage space that we use while we’re waiting for parts or whatever,” he says. “By the end of the year we may build or purchase a bigger shop. I’d want to be around 12,000 square feet, ideally.”

That might mean some new additions to the Retro Designs team as well.

“We’ve got a really great group of hardworking, no-drama guys,” he says. “We’ve had a lot of guys that have been here for three or four years. We’ve been so lucky in that aspect, and we will try to keep everyone happy, even while we add

some additional people too, if everything goes as planned.”

With a strong body of previous work, great word of mouth among existing customers and now a stronger presence online, there’s little reason to doubt that things will go as planned.

The shop continues to hit the car show circuit regularly, picking up new fans as it goes. And it certainly doesn’t hurt to have the momentum created by Boosted Bela at SEMA 2015 as a tailwind.

“With Boosted Bela, we got that car in September and had a really short period to make it happen. That meant working a lot of long hours, sometimes through the night,” he recalls. “But while you can get burned out doing a big car like that, it’s really exciting. That car will be on the circuit and at shows all year and we’re really excited about what might come from that.

“It was great and it was a shock,” he adds of the process and the resulting attention.

“And we’re already getting phone calls about it, which is awesome.”

After a couple of failed starts, Retro Designs now has a website (retrodesignsnc.com) that’s a true reflection of the work it produces.

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OCTOBER 2016

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ADVERTISERINDEX ADVERTISER

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ADVERTISER

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TRUCK BOXES, RACKS & CARGO CARRIERS

PAGE #

Access................................................................. 53

Turn 14 Distribution............................................. IBC

Truck Hero............................................................ 41

Access................................................................. 62

VOXX International Corporation............................. 37

TruckVault............................................................ 42

American Force Wheels........................................ 15

Westin Automotive Products Inc............................ 59

Tuff Truck Bags..................................................... 39 Tuffy Security Products......................................... 43

American Powertrain............................................ 19 ATECH Motorsports.............................................. BC

TUNERS & PROGRAMMERS

PAGE #

Yakima Products.................................................. 42

Bestop Inc........................................................... 7

AEM..................................................................... 22

Boom Mat............................................................ 27

Bully Dog............................................................. 23

Custom AutoSound Mfg Inc.................................. 39

DiabloSport......................................................... 22

Canton Racing Products....................................... PE15

Derive Power LLC.................................................. PB-IFC

Edge Products...................................................... 23

Design Engineering Inc (DEI)................................ PE16

Diesel Performance Parts Inc................................ 5

Hypertech............................................................ 22

Engine & Performance Warehouse........................ PE2

EGR Inc............................................................... RE-IFC

Livernois Motorsports........................................... 23

Fluidampr-Vibratech Inc....................................... PE14

Energy Suspension.............................................. 29

Race Technology USA........................................... 22

Mahle Motorsports Inc......................................... PE13

Flowmaster.......................................................... 31

Racepak.............................................................. 22

Performance Warehouse Association.................... PE12

Hot Rodders of Tomorrow..................................... 32

SCT Performance................................................. 22

PROFORM............................................................ PE10

Husky Liners........................................................ 40-41

Superchips.......................................................... 22

SEMA................................................................... PE9

PAGE #

SPAL USA............................................................ PE7

Hypertech Inc...................................................... 11 Kahn Media......................................................... 13

PRECISION ENGINE ADVERTISERS

TRUCK BOXES, RACKS & CARGO CARRIERS

PAGE #

Superflow Corporation.......................................... PE11 TI Automotive....................................................... PE5

Motor State Distributing....................................... 3

Advanced Accessory Concepts............................. 43

Motor State Distributing....................................... 23

AMP Research..................................................... 42

Motovicity Distribution.......................................... IFC

BOLT.................................................................... 39

Nickels Performance............................................ 1

CargoGlide........................................................... 41

Easy-Run Test Stands........................................... PE16

Omix-Ada Inc / Rugged Ridge.............................. 45

CTECH Manufacturing........................................... 38

Goodson Tools & Supplies.................................... PE16

ORAFOL Americas................................................ 42

CURT Mfg............................................................. 39

KNIPEX Tools........................................................ PE16

Pace Edwards...................................................... 55

DU-HA................................................................. 38

MAHLE Aftermarket.............................................. PE16

Packard Industries - Kanter Auto Products............ 21

Husky Liners........................................................ 40

Spray Nine........................................................... PE16

Paramount Restyling Automotive.......................... 61

McGard LLC......................................................... 40

Sunnen Products Co............................................ PE16

Permatex/No Touch.............................................. 30

OR-Fab................................................................ 43

Philips Automotive Lighting................................... 58

Pop & Lock.......................................................... 41

Road Armor.......................................................... 48-49

ProMaxx Automotive Accessories.......................... 38

Scosche Industries............................................... 43

Rhino Linings....................................................... 42

Steelcraft Automotive........................................... 47

Rugged Ridge....................................................... 38

TecMate North America........................................ 26

TITAN Fuel Tanks................................................... 40

Transfer Flow Inc.................................................. 51

Transfer Flow........................................................ 38

Truck Covers USA LLC........................................... 35

Truck Covers USA................................................. 39

PRECISION ENGINE PRODUCTS

PAGE #

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.

OCTOBER 2016

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Guarding the Olympics

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I

f you’ve ever wondered about the specialized vehicles needed to protect the world’s top amateur athletes, Plasan introduces you to the Guarder.

Working to maintain security during the 2016 Rio Olympics, police forces in Brazil turned to a unique 4x4 armored vehicle made by Plasan. Known as the Guarder, it offers a 7,700-pound payload in a spacious composite-steel hull with STANAG 3 armored protection.

During the Olympics, it was employed by the special weapons and tactics team (SWAT) of the Sao Paolo police department.

“We’re proud to see our vehicle used by police forces in Brazil as they worked to keep the Rio Olympics safe and secure,” said Dani Ziv, CEO of Plasan. “From the beginning, we knew that the Guarder was

the perfect armored vehicle for this mission. We’re all honored to be participating, in this way, in the Rio Olympics, helping to keep the peace at this amazing event.”

The vehicle makes it possible for a driver, commander and 22 fully equipped troops to quickly and safely traverse any terrain, according to the company. It is particularly suited for large-scale policing and rescue operations.

Built on a MAN 4x4 chassis, the Guarder is the largest vehicle of its kind, according to Plasan. Its turning radius and maneuverability allow it to operate effectively on any terrain, including city streets and in the jungle, on steep mountainous inclines and even through flooded areas.

In addition to the security provided by its advanced armor, passengers are protected by an internal fire extinguishing

system, as well as against chemical, biological and radioactive (CBR) threats.

The Guarder is designed to withstand breakdowns in critical infrastructure, dirty bombs and chemical weapons attacks, and strong cameras capture optical and thermal images.

The vehicle is also equipped with a retractable mast and electro-optic payload for long-range day/night surveillance, in addition to its 360-degree thermal surveillance, navigation, communication, command and control, passive protection and non-lethal systems for riot control and dispersion.

“Guarder is a single vehicle that offers multi-mission capability to tackle the fight against terror, organized crime, riot control, fires, and even chemical, nuclear or biohazard disasters,” Plasan noted.

Plasan’s “Guarder” armored vehicle helped secure the 2016 Rio Olympics. It is equipped with advanced multifunctional technological capabilities.

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OCTOBER 2016

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