CONTENTS ‘55 GASSER:
Bruce Charles’ 1955 Chevrolet Gasser ...pg 20
MAINTENANCE: Our guide to muscle car springtime maintenance ...pg 16
ALSO INSIDE:
Starting Lines------------------------------------------4 2014 Mopar Challenger--------------------------- 25 Owen Russell ------------------------------------------------28 Vinegaroon--------------------------------------------- 34 1966 Mustang GT----------------------------------- 36 Mustang Lithium EV------------------------------- 40 Parts Store--------------------------------------------- 42
What a Car! The all-new, mid-engined 2020 Corvette is an incredible machine ...pg 10
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Ford GT Supercar Receives More Power, Styling Upgrades for 2020
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ord Performance has recently announced some upgrades to the Ford GT supercar for 2020 which include an increase in power and improved cooling. After a 13-horsepower increase from the 2017-2019 models, the 2020 GT will boast 660 horsepower from its innovative 3.5L EcoBoost twin-turbo V6 engine. The engine will now feature a broader torque band and revised engine calibration plus some mechanical upgrades such as gallery-cooled pistons and higher-energy ignition coils. The additional engine cooling and airflow upgrades include new buttress air ducts which are designed to increase air flow by 50-percent while larger intercoolers keep charge air temperatures cooler which preserves peak power for high-temperature sessions at the track. Suspension damping has also been increased in track mode to further enhance handling and body control. Also MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Volume 18, Issue No. 2 April / May 2020
Second Class Mailing Agreement #40050183 Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Stefanie Galeano-Zalutko John Gunnell Dan Heyman Cam Hutchins Benjamin Yong
new for 2020 will be the introduction of the premium Akrapovic titanium exhaust which provides a 9-lb. weight savings over the previous system and now comes as standard. Ford will also be updating the GT’s heritage model with a new design that features a black pinstripe to divide the distinct blue and orange Gulf racing colours as seen on the 1968-69 Le Mans-winning GT40. The optional carbon fibre number goes from 9 on the 2019 model to 6 for 2020 which is a further homage to the back-to-back winning car. Deliveries of the updated 2020 Ford GT are currently ongoing with production set to wrap up in 2022.
NHRA at Pacific Raceways The 33rd edition of the NHRA Northwest Nationals is scheduled to roll into Pacific Raceways in Kent, WA on July 31 – Aug. 2. That’s exciting news for all race fans who have been starved for Mello Yello drag racing since the NHRA was in the Pacific Northwest last summer. John Force won is 150th NHRA national event at the Kent track beating the second most winningest driver in Funny Car, Ron Capps in the final round as the crowd and John went wild! After winning the race, Force jumped into Grandstand F to celebrate his historic
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win with the fans who have supported him at Pacific Raceways since the 70s. Added to the excitement was Force teammate Austin Prock winning his first Top Fuel race ever in an improbable final round victory over Steve Torrence. And if that wasn’t enough, Pro Stock ace Greg Anderson was poised at being the first driver ever to sweep the “Western Swing” twice when he lined up against Matt Hartford in the final round. But Hartford had other ideas and snuffed out Anderson’s bid to make history. So, what does 2020 hold for race fans? For starters, Pro Stock Motorcycle will make its debut at the Northwest Nationals. It will be your first chance to see Pro Stock Motorcycle World Champion and Harley-Davidson rider Andrew Hines and the rest of the bike contingent duke it out on the venerable 1320. That’s just one of the highlights you can expect when you purchase tickets to the NHRA Northwest Nationals. As a bonus to our friends north of the boarder, Canadian residents will receive 20% off tickets purchased to this year’s race. You can purchase tickets online at pacificraceways.com. Make sure you use the promo code Canada2020. Also, you can always call the Raceway office at (253) 639-5927 Monday-Friday from 9a to 4p and we will help you pick out the best seats possible.
MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
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Michener Allen Auctioneering Classic & Collector Car Auction Michener Allen Auctioneering Ltd. presents its 21st annual Classic & Collector Car Auction, at its facility at 13090 Barlow Trail N.E. in Calgary, on Saturday, July 25. There are unreserved and reserved collector vehicles offered in a two-lane, live internet auction. Michener Allen draws large crowds with lots of excitement. All entered vehicles are prepared for live Internet bidding. Buyers enjoy a great selection of specialty vehicles, with no registration fee to bid and the lowest purchase fees in the industry. Phone 1877-811-8855 for more info, or check out www.maauctions.com
Saskatoon’s Super Run Celebrates 30 Years The Super Run Western Canadian Nationals is set to run with its 30th annual show on July 31 to August 2nd at Prairieland Park in Saskatoon, Saskatchewan. Not a lot of details are yet known about the show, as event organizers wait to see what happens with the current COVID-19 outbreak; however, as of now, the show is planning to carry on as planned. The show will feature hundreds of Western Canada’s coolest muscle cars, hot rods and customs and has tons of events to keep the entire family entertained. We will be sure to keep you updated with any news regarding the show as we approach the summer, and in the meantime please visit www.superrun. ca for further information.
B.C. Classic and Custom Car Show Rescheduled Due to the overwhelming concern regarding the spread of the COVID-19 virus and, in accordance with the BC Provincial Health Ministry order prohibiting gatherings greater than fifty people, the B.C. Classic & Custom Car Show has decided to postpone and reschedule their event. Instead of in April, the 24th running of the show will take place on Thanksgiving weekend October 9-11. The show stated they are, of course, concerned for the health and welfare of the show’s exhibitors and guests and made the call when it became clear that the situation would not improve rapidly. All sponsors, vendors, car owners and feature attractions remain committed to the show and do plan on participating in October. We will keep you posted on any other announcements or updates. MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
What A Car! The all-new, mid-engined 2020 Corvette is a truly amazing and groundbreaking machine
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he idea of a mid-engined ‘Vette has been bandied about for quite some time; after all, a mid-engine layout that keeps as much of a car ’s weight spread evenly front-to-rear is a very good way to ensure you get the most out of your chassis. It’s why most major racing disciplines use mid-engined cars, and it’s why pretty much every super- hyper- or megacar that comes out these days gets that alignment. It just works. Never really worked for the Corvette, though. Until now. You see, the Corvette has always kind of been a bit of a blue-collar sportster. Thanks to its lightweight body and powerful V8 motors, it’s been successful both on the road and track. It al-
Story and photos by Dan Heyman, additional photos courtesy of Chevrolet Canada
ways had that workaday feel about it, though; the interiors were always a little rough ‘round the edges (with the possible exception of the C7) and while the last few generations have shared infotainment tech with the rest of the Chevrolet line-up, it never seemed the proper fit for the Corvette. So, while for 2020, the Corvette still has that pushrod V8, it’s now mounted amidships. It measures 6.2L and is good for 495 hp and 465 lb-ft, fed through an eight-speed paddle-operated dual-clutch transmission with paddles wired directly to the transmission for even faster shift response.
Seen dead on and low from the front, there are allusions to the previous-generation C7 car, namely in the shape of the headlights and angle of the nose. Kind of ends there, though, especially if you raise your line of sight a little and realize that the leading edge of the frunk cover (a second trunk sits just aft of the engine, and it’s where you store the removable hardtop as the C8 is a targa, like ‘Vette’s have almost always been) is not a straight line, but a jagged one, leaving it looking a little like a Lockheed F-117 jet fighter. Which Corvette designers actually referenced in their presentation during the launch program. It just gets crazier and crazier from then on; slashes and cuts appear all over the bodywork, and the contrast-colour sideblades behind the rear cooling ducts are an aggressive feature that flows well with their surroundings. Of course, the rear is where things have really changed – it’s four inches wider at the back in order to accommodate the engine and keep proper airflow around the body, while the spoiler that comes as standard on cars equipped with the Z51 package (electronic limited slip, enlarged brakes, track-tuned suspension, better cooling, Michelin Pilot Sport 4S tires) combines with raised segments either side of the engine cover to keep that air moving and provide downforce. Little of what you see styling-wise is there just for styling’s sake; it’s functional, an effort to make this the best-handling Corvette we’ve ever seen. Inside, the Corvette has finally reached another level when it comes to interior fit and finish. The materials are mostly high grade, mostly bereft of scratchable, squeaky plastic. Everything you see is real; real aluminum plating around the transmission buttons (yes; the transmission has become button activated), real carbon fibre on the seatbacks and real leather on the seats. Same goes for the spectacularly metallic Bose speaker grilles. Speaking of speakers: the audio they channel happens almost completely through a touchscreen now. There is a volume knob, but that’s it; everything else is touch-based and while that will ruffle a few feathers, the 8-inch infotainment display is responsive and crisp. It’s matched with a 12-inch digital gauge cluster. It looks modern, but it also reduces clutter which is a theme reflected by the push-button transmission.
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All your climate controls sit on the crazy-thin centre console (which is like a wall between the passenger and driver – odd), and while I like traditional buttons most of the time, this is a busy way of doing it, compounded by the fact that errant elbows turned on seat cooling and warming systems more than once during our drive.
3LT trim, the GT2s are standard kit. Both seat types, meanwhile, get more travel than previous so it should be easier to find a comfortable seating position.
I do say “brisk” when it comes to acceleration and it is that – but it does lose a little bit of steam as speeds get higher. Remember: there’s less The climate controls look as they do because the goal was to lower the than 500 horsepower here and rear-wheel drive (not to mention a 200 dash as much as possible, which works in concert with the short hood lb. surplus over the last gen, depending on spec), so I wouldn’t say that and thin A-pillars to provide the best view out. If they were to move the the Stingray’s overall speed is its defining factor. buttons to their more traditional spots on the dash, there simply wouldn’t have been enough room. Even the oddly-shaped wheel plays a part; Everything that happens between launch and high three-figure speeds, its flat top means it doesn’t cut into your line of sight, while the partially however, is worth a whole heck of a lot more than an extra 200 lbs. squared-off opening between the rim and spokes means a better view As you sit low in that cockpit, you expect the Stingray to respond inof the gauge cluster. The snug environs fit well with the way the Stingray acts on the road. It should come as little surprise that acceleration – especially when using launch control (activate track mode, hold the brake, mash the throttle, go) is properly brisk and you don’t want to be moving all around the cockpit as you begin to put the ‘Vette through its paces. Speaking of having your hips squeezed: there are two levels of seats, and the more aggressive “GT2” versions will not only squeeze your hips – they will suffocate them. Both my drive partner and myself – two very different body types – found the bolstering to be too much, kind of like the fixed-back carbon seats offered on Porsches. You can adjust the rib bolsters on the seatback but you can’t adjust the bolsters on the bottom cushion, which is what I really would have liked. I would stick with the base seat and it’s a shame that if you want the top-spec APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 13
stantaneously to your steering, throttle and shift inputs and it does all that. In fact, when it comes to shift inputs, you’re looking at the same shift speeds as a Porsche PDK transmission, which is what Chevrolet and Tremec used to benchmark the ‘Vette’s eight-speed. It is so incredibly fast, this auto; while I will always have a soft spot for a proper stick-shift, it’s not available for this Corvette and I’m OK with that. My guess is most buyers will be more than OK with the way the C8 handles. I know what follows is a bit of a cliché, but this is a car that will make average drivers feel like proper stars. Even more so if you’ve specced magnetic dampers; they’ll run you an additional $2,180, though, and that’s over the $5,600 required to spec the Z51 package that opens the doors to the magnetic dampers option. There is so much turn-in and grip here (especially if you’re running the extra-sticky tires that come with the Z51 package) that you have to work doubly hard to get it un-stuck. There are various levels of traction control intervention, of course, and the more aggressive settings leave a nice amount of slip. Fully disengaging TCS is too much of a chore, so my advice? Leave it in “Track” mode and have at it. Worked fine for me both on the autocross course and open road course at Spring Mountain Motorsports Ranch, and as far as I’m concerned, if it’s OK on the track, it’s more than fine for the open road.
switched to a car with more relaxed GT1 seats at this point, which nicely rounded out the whole package. Which brings me both to the Corvette’s greatest strength, but also something that can be seen as its greatest weakness. The thing with a mid-engined car -- as we touched on before – is that traditionally, it’s been the purview of race cars and supercars. There is a race version of the 2020 Corvette already competing, but the road car is not a supercar. It is a sports car through and through, as denoted by the power it makes and its mannerisms when not pushing it to the limit. As a result, it doesn’t feel quite as fast as it looks and the powertrain isn’t able to go blow-for-blow with the chassis in the performance sense. Now, when the inevitable Z06 and ZR1 versions show up that could very well change, but it’s not quite there yet in the power sense.
Don’t think the tech stops at the flashy screens and magnetic dampers, either; it’s also here to help you more easily store your various drive mode settings. The Corvette features a “Z-Mode” that, like BMW’s M cars, stores your powertrain settings and can access them with a press of a button. That gets returned to standard every time you turn off the engine, however; a secondary mode, called “MyMode”, is attached to your keyfob and keeps your settings (gauge cluster appearance, some powertrain settings, engine sound settings) after every ignition cycle. Of course, when you have a base MSRP of $67,898 before taxes, it really is a performance bargain. The 911, which Chevrolet spent so much This all points to the everyday usability of the car; I can honestly say time benchmarking for the ’20 ‘Vette, starts at over 110,000 grand. While that at one point, while stuck in traffic on the Las Vegas strip, I kind the C8 ‘Vette is not quite a 10/10 car, it’s a solid 9/10 and a less stingy of forgot I was in a low-slung sports car. The view out was good, the reporter might even add .5 to that. The Corvette has brought mid-engine climate controls were working a treat and the video rear-view mirror – it motoring to the masses like few cars before it, and it appears that all makes up for the way the engine now blocks much of your rearward those years of marinating on mid-engine has done the 2020 Corvette view out – provided a proper nigh-on-360-degree view out. I had also worlds of good. What a car. What. A. Car.
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Springtime Maintenance
When a 53-year-old pony car comes out of storage. Story by Stefanie Galeano-Zalutko
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he hot rod season feels too short in Canada. Before long, it’s time to winterize your investment ahead of the first snowfall. Like many gearheads, Dan Guyer—an automotive industry professional and proud owner of a candy apple red 1967 Ford Mustang with a 289 cubic inch 2 barrel, C4 automatic transmission, and an eight-inch limited slip differential hosting 3.0 gears—patiently awaits the shift to warmer weather so that he can get a jumpstart on the laundry list of maintenance required to get that classic iron back on the road in tip-top fashion. His advice: begin with a thorough visual inspection, from rodent damage and rust to potential leaks and tire pressure, and then make your way to the engine. “Over time, moisture in the air will have an impact on the internals. Water in the air can put a layer of rust on the cylinder walls and in the worst-case scenario you’ll find that the rings have locked to the cylinder wall. This is likely the case if that engine ran perfectly fine before it sat and now suddenly locks up. With PB Blaster in the plug holes, patience, and some luck, you’ll be able to work those pistons free,” adds Bruce Lindermann, contributing author at The Engine Block. Also, it’s best to be proactive and examine the cylinder walls as a precaution—look for signs 16 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Sometimes, as Guyer learned, you get more than you bargained for while spring cleaning that prized ride.
Check the Basics Next Guyer says to hit the plugs, wires, and fluids. Just like breakfast is the most important meal of the day, always replace the vehicle’s oil, transmission, and differential fluids to ensure a healthy start. Of course, coolant should be drained and replaced, too, because as the engine sits, rust from the block can build up and directly affect other parts of the system, including the water pump.
of pitting or serious damage. Even if things seem to be in fine working order, owners may want to consider going an extra step regardless because “if the rings can stick to the cylinder wall, they can stick to the piston. Tearing down to replace the rings and hone the block is something to seriously consider,” adds Lindermann.
And don’t forget to inspect the brake fluid. Depending on wear and tear, prepare to replace the lines and brake components. “While I can’t twist your arm, replacing brake lines with anything other than preformed lines can be a total hassle. But if your system is completely shot and you’re left working from front to back, you may want to consider running NiCopp lines. Not just because it’s easier to form, but because it takes way more to corrode the Nickel-Copper blend, as it is extremely tough against corrosion. Compared to other options, it’s rather expensive at about $60 for 25 feet of ¼ inch line, but the long life is worth it,” adds Lindermann.
Now, what if you are fearing a seized engine scenario? Then it’s time to pull the spark plugs out of all the cylinders, fill them with engine oil, let them sit for a few days, and turn the engine over with a breaker bar. If you see movement, then the engine may be salvageable. If not, grab a case of beer, call some buddies, and prepare to either pull the engine apart or rebuild it altogether.
• Old, dirty, cracked, rotted, and corroded spark plugs—toss and replace. • Check for dry, cracked, or rock-hard hoses—time for an upgrade. • Switch out the air filter, and pick up a new pair of wiper blades. That hot rod can’t get to where it’s going without fuel, so make sure to drain the tank and fetch some fresh gas. “If you’ve run
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 17
modern fuel through the system and it’s been sitting inside the tank, lines, and carb all this time—you likely have some serious gunk to clean up. As the gas evaporates, it leaves behind additives, which can cause clogging and poor vehicle performance (despite being designed to help the system). You’ll definitely want to clean the carb but keep in mind: running fuel through a dirty filter and lines to a perfectly clean carb won’t do you any favours. Clean or replace them as well,” Lindermann advises. “For $30 you really can’t beat Gunk’s Carburetor Parts Cleaner. Disassemble the carb, let the parts sit in the formula overnight, give them a
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little bit of elbow grease the next day, and you’re ready to put it back together,” he adds. Last, though certainly not least, there is nothing quite like a sparkling clean hot rod after the long, cold, and messy madness of winter. From Mothers and Meguiars to Chemical Guys and Americana Hot Wheels Car Care, there is a product for you. Now all that’s left to do is admire your handywork and fine detailing, then take her out for a spin!
Outrageous Gasser
Bruce Charles’ over-the-top 1955 Chevy Gasser has quite the back story Story and photos by Cam Hutchins
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or four decades, Abbotsford BC’s Bruce Charles has been playing with outrageous cars. He started at 15 years old with a 1928 Model A he found in Sechelt, into which he stuffed a highly modified Ford crate 302 c.i. that was heavily strengthened to stay together at 8,500 rpm. Its 1959 Beetle steering box was known to make sudden lane changes at speed on its own accord and prepared Charles for a string of crazy vehicles to come....including a Black ‘73 Bronco with a Whipple-supercharged 351 that would lift the front end, and even a time competing in tractor pulls. A long time lover of black cars, Charles seemed to be able to look past the old primer on the ‘55 Chevy Gasser he spotted at the 2018 Peach City Beach Cruise in Penticton. He was showing his own 1968 Camaro RS SS and the 70 Nova SS that earned him the nickname Burnout king because of the Nova’s lack of ability to hook up, preferring to just smoke the tires down the 1/4-mile. He started chatting with then-owner Calvin Fryer, a retired helicopter pilot, about the Gasser, convincing Charles he needed this car. Of course, it was not for sale, but Fryer’s recounting of the car’s history was fascinating. Fryer had bought the car from Nickey Performance in Chicago, a company founded to enhance the newly-minted fifth-generation Camaros in the classic Nickey fashion of over-the-top performance. The rights to the name Nickey were purchased by muscle car collector Stefano Bimbi in the early 2000s, and now they also buy and sell iconic muscle cars and old race cars. The car had run as a “B” Gasser in Concord, North Carolina back in the day and was a strong 11-second car. Lots of runs left a really tired 20 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
396 c.i. mill, Muncie M22 four-speed and 10.25-inch Pontiac rear end with ladder bars. Fryer dropped in a 454 c.i. mill he had from a drag boat and rebuilt the rear end and other things to make it street worthy, but kept it in its nostalgic form. It did not take long for the 454 to be dumped in favour of a Keith Black 518. The car was awesome and Charles was told no, it was not for sale, at least a dozen times. A bit more persistent than good at taking ‘No’ for an answer, he texted Fryer all through dinner after the show and by 7 pm, the car was his. Now came the mad rush all over town to many bank machines to come up with a $10,000 deposit
to make sure the car was his. The deposit was dropped off the following morning at Fryer’s Kelowna home and the next weekend they went to pick it up. Charles’ trailer would not fit up the driveway, so he jumped into the passenger side for Fryer to drive it to the “Two Lane Blacktop.” When Fryer banged it from 1st to 2nd, Charles thought he was going to go right through the back of the bench seat. Once home, the car was cleaned up and driven the rest of the summer and even won “Best Chevy” at the famous
PISRA “Back to Bradner Car Show” held Labour Day weekend. The car was not exactly as the owner of Black Cars envisioned a 1955 Chevy Gasser to be, so in early September, the car was stripped to a bare shell. The car came with aluminum sheets for interior with roll cage, original speedometer, all the usual racing gauges but no headliner or back seat. Dubbed “High Roller Too,” it had the original frame completely boxed with a straight axle clip welded on. Disc brakes in the front and drums in the back. Perhaps the most fascinating part of the car is the Vertigate shifter Fryer had sourced and installed in the car. No longer made and very rare, the Vertigate allowed for positive shifts and no chance of grabbing reverse by mistake. A small spring loaded T-Handle on the shifter was pulled up to push the shifter forward into first gear. When shifted into second by pulling straight back, the T-Handle drops, allowing for pushing the shifter straight forward into third gear and then pulling straight back into fourth gear. A separate lever actuates reverse gear. No missed shifts...and fewer lost races and broken transmissions. Charles had to do some researching to rebuild the rare item and ended up having to rebuild it himself. The engine did not need any work as it only had 400 miles on it, but the M22 Rock Crusher four-speed manual was rebuilt. The car spent the Winter at Stone’s Speed Shop where Kevin Stone did his usual amazing job of making it black....mirror-finish black. The single-stage paint looks great and has the extra degree of difficulty working with a fibreglass flip front end. Prepping a car for black paint takes a lot of time and money, but while the car was out of Charles’ hands, he did hold a MasterCard and spent freely on parts and chroming. It was drunken sailor-like spending, according to his wife, Alexis. Charles sourced most of his performance parts from Mopac, his body parts from Richard at Canadian Hot Rod Parts in Chilliwack, and many racing parts from Summit Racing. Virtually the only original parts on the car are the modified frame and body shell. 22 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Parts for the build included Danchuk ‘55 Gasser rear quarter fenders that have the round wheel arch instead of the stock square opening, with the lip matching the front fenders. A complete new custom leather interior was installed, complete with trimmed trunk area. The original bench seat was modified to semi-buckets and a stock headliner was installed. Lots of reproduction badges and all the old nostalgic “go-fast” parts he could find. One such old-time
special is the nostalgic “Race Brake” Staging Brake. A mechanical line lock from back in the day, it claimed to be the “Greatest thing yet for the Stick Shift Racer!” The Race Brake’s mechanical lever mounts under the dash, and when applied it forced the brake pedal down locking all four wheels preventing creep. The handle is just flicked off when the light goes green
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and you sidestep the clutch. The Race Brake was used for staging, but Line Loc, locking the front wheels only, was added for burnouts.
Charles did most of the assembly himself and along with his wife put on a lot of the trim and badging to a very fussy degree. The rear quarter panels forced them to use up two sets of stock “spears” because they had to have Stone’s trim and rework them, because they would normally go straight through the space where the round wheel arches are. Stone’s fabbed up the new ends and painted the insets white. A new Painless wiring harness was installed by Charles, but he farmed the interior out to one of Stones Speed Shop’s contacts. The car rolls on new Mickey Thompson Sportsmans and iconic Cragar SS five-spokes that are really the only choice for the Gasser period. Lots of thought went into the pinstriping and lettering done by Rick Wojdak from Axe Graphics. Another bit of whimsy was the idea behind the front bumperettes. Nothing is more useless to a confirmed Chevy guy than pistons and con rods from a Ford 460 c.i. engine, so two were welded and polished and act as bumperettes. As well, the angle of the con rods allows for the perfect resting spot for the hood when tilted forward. By the numbers, the car’s equipment includes: - 518 cu. in. Keith Black engine with 4.530-in. bore, 4-in. stroke Crower Crank, Brodix Big Brodie Heads, C.P. Pistons & Rings, Oliver Rods, Comp Cam (Duration - intake 0.50 - exhaust 260) - M22 “Rock Crusher” transmission, 10 spline with nostalgic Vertigate Shifter - McLeod Twin Disc RST clutch - 10.25-in. Pontiac rear end, with 4.10 ratio - Hurst Line Lock - Nostalgic “Race Brake” Staging Brake - Novec “Black Magic” Fire Suppression System, 10-lb bottle
Other little touches include a Hurst shifter knob on the rear bumpermounted kill switch. The gas gauge on the gas tank is humorous and practical, while the 10 lb. bottle for the fire suppression system from Summit Racing is strictly practical. Running mostly open headers with fibreglass front end makes the fire suppression a must, and it is triggered by a release mounted on the roll bar above the driver’s right shoulder. For street driving, new four-wheel disc brakes from Wilwood are a must but are actuated by cool nostalgic looking Moon pedals customfitted to the stock levers. The turning radius of the straight axle takes some getting used to and is measured in “football fields” but the raw power of the Keith Black makes up for any shortcomings. The build While this over-the-top Gasser may seem to be the pinnacle of four also uses Dynamat throughout and although it adds weight, running decades of building crazy cars, a new ‘32 Ford Coupe with 1,200 open headers most of the time makes the mat redundant. horsepower is being built....and yeah, it’s gonna be black!
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FEATURE: MOPAR ‘14 CHALLENGER
Racy and Rare Story and photos by John Gunnell
package was based on the Panther Pink Challengers of 40 years earlier. These cars came with both automatic and Tremec six-speed ike many great automobiles, the current Dodge Challenger transmissions. There was also a Drag Race package based on the started as a concept vehicle. That car made its bow at the North SRT-8 with at least 50 being made. American International Automobile Show in 2006. In 2008, the initial Over the years, there were changes in engines, transmissions, production version followed. wheels, accessories, colours, audio systems and upholstery. In addiThe design of these cars was inspired by that of the 1970 Challenger tion, new limited-edition packages were sold. The Electronic Vehicle R/T. With a $40,095 list price, the basic 2006 Challenger was a pil- Tracking System (EVTS maps varied in the U.S. and Canada) was lared coupe. Its Chrysler LC chassis was a short-wheelbase version a GPS-enabled stolen vehicle recovery option released in 2013. of the company’s LX platform used on Charger (LX), Magnum and Chrysler 300 models. It was developed in America from the Chrysler The year 2014 was the 100th anniversary of the formation of Dodge LH platform, which allowed for easy conversion to rear-wheel and Brothers—the Dodge Division‘s name before (and for a while after) all-wheel drive. Many Mercedes components were used. All 7,119 Challengers sold as 2008 models were SRT8s with a 6.1-liter Hemi V8 and five-speed AutoStick automatic transmission.
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The full Challenger line-up arrived for 2009 with SE, R/T and SRT8 models in America, plus an SXT version in Canada. The SRT8 got an optional six-speed manual gearbox and a limited-slip differential. SE and SXT models offered a 3.5-litre 250-hp V6. The R/T used a 5.7-litre 372-375-hp Hemi. New was the Rallye SE with twin body stripes on the hood and trunk, a chrome fuel cap, a deck lid spoiler, 18-in. alloy wheels and a Micro Carbon interior. There was also an R/T Classic model with added old school touches. In 2009, the Challenger marketing program moved in the direction of special models with very limited production to boost collector-type sales. Dodge made 500 Mopar SEs, of which 320 had automatic, 180 had stick shift, 255 had blue stripes, 115 had red stripes and 130 had silver stripes. Four-hundred 2009 SRTs were built with Furious Fuchsia paint and white leather seats with horizontal fuchsia-colored slash bars on the back rests. Special badging on the passenger dash script denoted the production number of each individual car. This
Challenger Hemi V8. APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 25
Mopar ’14 Challenger was displayed at 2014 Chicago Auto Show.
Chrysler bought it. A 100th Anniversary Challenger bowed at the 2013 LA Auto Show. It appeared in Dodge showrooms during the first quarter of 2014 as a variant of the Dodge Challenger SXT Plus with Pentastar V6 or R/T Plus with Hemi V8. A Canadian version was scheduled to appear in Dodge showrooms in the first quarter, too. Dodge also released a new Super Sport Group performance package for V6s and a “Sinister Super Sport” group with black wheels. The Challenger SRT8 gained a launch control system for drag racers, too. “Challenger” name was on right side of the grille.
By midyear, Dodge was ready to take a new Challenger R/T Shaker model one step further by offering the Mopar ‘14 Challenger—the rarest limited-production model up to that date. Only 100 were to be made. They had a distinct “Moparized” look. The Mopar ’14 was also engineered to take on any combination of three all-new “Scat Packages.” The Mopar ’14 Challenger featured Bright White or Gloss Black exterior paint highlighted by a Mopar Blue “shaker” style stripe. For those who wanted an even bolder look, a Mopar Blue rocker panel body side triple stripe that ran from the front to the rear fascia with “MOPAR” on the doors was offered. The Satin Black Shaker hood scoop stood out with its raised profile and Shaker logo reverberating when the 5.7-litre Hemi V8 ran. Providing a factory-customized look was the Mopar ’14 model’s Dark Slate interior embellished with unique Mopar appointments. It had Performance front seats with aggressive premium black NAPPA leather bolsters, Mopar Blue accent thread and Mopar Omega M logos embroidered on the seat backs. Additionally, Mopar Blue thread bound the seams of the arm rest and three-spoke leather-wrapped performance steering wheel. For customers wanting even more Moparized style and performance, the Mopar Custom Shop offered
26 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
No. 82212511), Challenger logo bright door sill guards (Part No. 82211234), black Challenger logo premium carpet floor mats (Part No. 82213761AB), U.S. EVTS (Part No. 82213761AB), a Mopar Performance badge (Part No. 82214234), a cat-back exhaust system (Part No. P5155959), quad exhaust tips (Part No. 82212379), a coil over suspension kit (Part No. P5155942) and a body side stripe. This car also features an anti-sway bar (Part No. P4510842). Other package optional equipment not used on this Chicago Auto Show display car were a short-throw gear shifter (Part No. P5155277), an interior bezel kit (Part No. 82211875), all-weather mats (Part No. 82212545), a black-finished hood pin kit (Part No. P5155755), “Mopar shop” at 2014 Chicago Auto Show a chrome-finished hood pin kit (Part No. displayed factory accessories. P5155774), a chrome Mopar fuel filler door (Part No. 82212406), wheel locks factory-installed catalog goodies to further personalize a Mopar (Part No. 82212567), a spring lowering kit (Part No. P5155436), a ’14 coupe. car cover (Part No. 82211328AB), the no-cost-optional rocker panel stripes mentioned above and the Canadian EVTS system (Part No. The basic Mopar ’14 package included a Shaker hood, a cold-air 82213762AB). induction system. a Shaker stripe (with body side stripe optional), 20-in. Gloss Black finished Shaker wheels with Mopar logo centre The Mopar ’14 Challenger coupe was released with prices in the caps, a vapour chrome grille surround, a Mopar Design badge, $40,000 to $50,000 range. Technically, the car featured the 5.7-litre unique Mopar leather upholstery and trim, a pistol grip shifter handle, 379-hp Hemi V8, a functional shaker hood and cold-air induction Mopar logo quarter glass decals, a Mopar ’14 instrument panel badge setup, the Mopar-tuned exhaust system and a Tremec TR6060 and a Mopar logo key fob badge. six-speed manual transmission with Mopar pistol grip gear shifter. The announced production limit of just 100 units was followed to a What is called “package optional” equipment on the specific Mopar Tee and these cars are extremely desirable late-model Challengers ’14 Challenger shown in this article includes sequential taillights (Part today. You may never see one in person. The 2014 “Dodge Girls” helped promote all of the Challenger models.
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 27
Job Number 1
Ford’s NASCAR Boss 429 was Owen Russell’s “Job 1” Story by John Gunnell When the Central County Flyers meet for their fly-in lunches in Ogdensburg, Wis., on Friday afternoons in the summer, Russell Owen and his friends plunk down $9.75 for a hearty meal, a can of soda and a shot at weekly bragging rights. Owen could win the bragging rights hands down week after week if he started telling tales from the six years he spent as an engine doctor in Ford Motor Co.’s mid-1960s “Total Performance” stock car racing program. Owen’s job was to make the NASCAR Boss 429 V8 work better. The lanky Wisconsinite remembers his 1963-1969 Ford years as a “very good time for someone who was interested in racing.” He started at the company’s proving ground and moved to the Special Order Dept. In 1968, he worked his way up into the automaker’s NASCAR Racing Program. While there, he was the Power Plant Systems Group Engineer with responsibility for all of the moving and reciprocating parts in the competition version of the Boss 429 V8. Russell says he worked on only the NASCAR 429 that developed 550-560 hp. A de-tuned version of this motor was used in 500 Boss 429 Mustangs Ford built to make the engine race legal. The engines that Owen helped build were used in stock cars actually driven in NASCAR races by David Pearson, Cale Yarborough, Richard Petty, Bobby Isaac, Bobby Allison and Lee Roy Yarbrough. “Ford never lost a race with that engine,” says Owen Russell, with a real sense of pride in his voice. Russell reminds one a lot of Carroll Shelby—he does not have the Texas drawl, but he has the tall, blue-jeaned cowboy image. At 15, he knew he wanted to be an automotive engineer. His dream was to design an engine to win the Indy 500. His first serious engineering job was with Ethyl Corp., between 1955-1963. 28 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Owen Russell could probably pass as Carroll Shelby at a glance.
He was a Fuels Specialist. But during that time, he also spent two years as a Marine Corps Heavy Equipment Officer. Russell went to Ford after turning down a job offer from an engineer named Neil Newman at Gorman-Rupp in Mansfield, Ohio. Newman—a graduate of the Chrysler Institute--later brought Russell to Rupp and he and Newman became good friends.
Determining why this piston broke was Owen Russell’s job. Russell felt that he had to give the Ford opportunity a try, since he had heard that Ford was interested in adding Ferrari to its racing stable. Between his stints at Ethyl and Ford, Owen had built three sports racing cars. His first one, which wore No. 10, was constructed while he was living in Texas. It had a Crosley engine, a Fiat 500 transmission and frame and enough get up and go to start a serious interest in motor sports. Ford’s “Total Performance” program was in full swing in the later ‘60s and Russell wanted to be part of it He sent a resume
One of the many sports racing cars that Russell built and drove. 30 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Russell Owen saved Holman & Moody dyno reports on the Boss 429.
A restored 1969 Ford Mustang Boss 429.
and was soon packing his bags. “By 1968, when I got into the has one of the un-machined forgings, as well as a collection of NASCAR Racing Program,” he says. “I had been racing my own bits and pieces of pistons, con rods and other parts that broke sports cars, but Ford had a big, no-holds-barred, unlimited-bud- in races. get program where not winning was not an option.” Holding up one broken rod, Russell said, “This was an attempt Russell’s work involved developing, creating, manufacturing, to use a stock con rod in the NASCAR 429.” When the stock inspecting and monitoring the performance of the special con- rod broke, he had to come up with a fix. “I had to work out a necting rods used in the NASCAR 429. The special-for-racing good radius for this piece and we broke a number of rods until rods were made at Ford’s forging plant in Buffalo. Russell still we got the best radius. Unfortunately, I don’t have any good ones today.” Russell showed me one of the huge pistons from his engine that broke during a race. His job was essentially to determine why things broke and correct the problems. “This failure was traced to a weakness in the wrist pin,” he said. “The wrist pin was flexing inside the motor and the piston broke. I had to stop the flexing.” Although it was fun to be involved in Ford’s racing program, it was stressful. “I worked in Detroit, but on Friday night I had to get on an airliner to North Carolina, where I would work on cars at Holman & Moody to ready them for the race. Then, I took a plane to the race. Then, I had to fly to Detroit and be at work Monday morning.” Russell still has copies of the power curve graphs for the NASCAR 429 when it was tested on the Holman & Moody dyno in Charlotte in 1968-1969.
The engine guru picked up many trophies during his own racing career.
Eventually, Owen decided to move to Mansfield, Ohio to work for Rupp, where he helped set up the company’s engine department. Owen remembers that Mid Ohio Raceway was always his favourite track to race on. Another of his sports racing cars—a Lister-English Special--was once photographed in the pits there and appeared in a sports car racing magazine. He also competed at the Waterford Hills course in Michigan. After Ohio, Owen went to Curtiss-Wright to help the company develop its first rotary engine. APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 31
This is the third car that Russell built Despite the 1950s Olds and Plymouth, the photo is from the early ‘60s when the Ford and Pontiac were new.
flew to an F1 race in Detroit, where he met Russell and offered him a racing job. Ultimately, he came to Mercury as Director of Outboard Engineering. He would spend 20 years in Wisconsin working for Mercury Marine and retired from that firm. In Wisconsin, Russell raced a car wearing No. 83 that was powered by a 3-cylinder Scott outboard motor that he obtained Russell had to go through at least three subtle redesigns before he got the radius for this con rod cap just right.
Owen built a Lotus 19-based car that raced with numbers 18 and 193. It was a new concept in sports cars and was featured in magazines. The car got to be well known in the Midwest. However, by that time racing was starting to lose its appeal for Russell. “I quit racing like an alcoholic quits booze,” Russell said. “I stopped going to tracks, sold my car and canceled my from Newman. This car was destroyed in a garage fire. After retirement, Russell’s racing days were over, but he wasn’t subscription to Competition Press.” finished building interesting machines to fly or drive. He put Russell’s friend Neil Newman had gone to work for Carl Kiekhae- together a Mercury RV0 Rebel amphibious airplane, which he fer’s Mercury Marine Co., in Fond du Lac, Wis. Kiekhaefer is still has today. famous for racing Chrysler 300, Mercury and ’55 Chevy stock cars. His privately-owned Mercury Outboard Racing Team took Another of Russell’s retirement projects was a replica of the Ford GT 40 that he built using a Fiero body and a Taurus SHO many NASCAR wins and titles in the 1955-1957 period. V6. He made one for himself and one for his brother-in-law and Newman’s move to Mercury Marine opened an opportunity for had to engineer special axle half-shafts for both cars. Another Russell to go to work there. Mercury Marine had long been challenge was mating the GM wiring harness to the Ford harinvolved in speedboat racing. The president of the company ness. After the cars were finished, they were sold.
32 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
FEATURE: VINEGAROON RACING CAR
“Hoss” Power Boost Story by John Gunnell
the early 1960s, Traco operated a very well-known race engine facility in Culver City, Calif. The company modified the Oldsmobile F-85 aluminum an Blocker, who played Hoss Cartwright on the famous “Bonanza” TV V8 (using original blocks and cylinder heads) to create 4.2-, 4.4- and Western, was a muscle car and racing enthusiast. Blocker appeared 5.0-litre engines. These were fitted with 48mm IDA downdraft Weber on the cover of the June 1964 issue of Sports Car Graphic magazine carburetors and performed exceptionally well on the race track. with a low-slung green racing car photographed against an “Old West” Blocker’s Chief Mechanic John Harris tweaked the racing car during backdrop. The car was a Genie MK10B built by Ray Huffaker. 1965-1966 winter and then it was renamed the “Vinegaroon.” CanaJoe Huffaker originally built racing specials and Formula Junior cars. dian racer John Then, he realized that a sports racing car was more likely to sell better. Cannon drove His Genie MK4 was the first offering with a smallish 1100cc British Motor the car, finishCorporation engine. By the time he was building his MK10, Huffaker had ing second in the moved to a tubular “space frame” chassis that could handle American 1965 Nassau Tourist Trophy V8s and compete in the USRRC series. race and winning “Hoss Cartwright’s” MK10B was a $9,500 racing car that used a 300-cid a 1966 USRRC Traco-Olds V8 with four 48IDA Weber carbs and a BMCD transaxle. In race at Stardust Raceway in Las Vegas. The car was sponsored by the Nickey Chevrolet highperformance dealership in Chicago.
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The racing car has plenty of rear-view mirrors. 34 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Jack Stephani was the owner of Nickey (the trade name is Blocker and Vinegaroon on the spelled with a magazine cover in 1965. backwards “K”), along with his brother Ed and sister Jean. The racing car passed through various owners, until it wound up with Jack’s son Tom Stephani in Crystal Lake,
in Chicago. According to reports, the 1966 promotion was a gate buster that drew about 5,000 people. “It shut the whole dealership down for a couple of days!” Stephani explained. After driving Vinegaroon, Cannon became a CanAm driver behind the wheel of a McLaren. He was ultimately recognized as being one of McLaren’s Top 50 drivers. As for Vinegaroon, it was restored by Floyd Sable of Eden Prairie, Minn. The car has its original tube frame and suspension and hand laid fibreglass body. The muscular engine in the car today is a 358-cid Chevrolet V8 that cranks out 450 hp. It is attached to a Hewland DG300 five-speed trans“Pure Hoss Power” was what passed-up racers saw when overtaken. Ill. Tom races the car at tracks like Road America, in Wisconsin, and has been trying to sell it. The car’s restoration began with a barn find experience. After it was uncovered it was restored. It made its reappearance at the 1998 Brian Redman International Classic at Road America. Tom Stephani was able to purchase the car in 2003. He then proceeded to campaign the car in vintage races across the country. In 2005, Stefani’s racing team was awarded the “Historic Can-Am Celebration Cup.” Tom Stephani says that his father and Blocker met at a race on the West Coast in the fall of 1965. Both men were racing enthusiasts and Jack had developed a well-funded racing team at Nickey. Jack realized that if he partnered up with the popular actor it would be a way to promote Nickey Chevrolet’s interests. ‘Bonanza’ was sponsored by Chevy, so the arrangement was perfect.
Ownership and drivers are duly noted. mission. The Vinegaroon has a top speed of 170 mph. It can go from 0-to-60 mph in 4.1 seconds and from 0-to-100 mph in 6.2 seconds. It’s a kick to drive.
At some point the car was refinished in an eye-catching paint scheme with purple scallops echoing the curvaceous feature lines of the white body and fenders. Fancy gold-leaf numbers outlined in red highlight the “Nickey’s is bringing the BIG MAN to Chicago, come in now for details and car’s No. 95 racing livery. Fat Avon racing tires are mounted on the alloy your free tickets,” read a newspaper advertisement that promoted when rims. The Nickey and Vinegaroon names appear on the doors in red, Blocker was putting in a celebrity appearance at the Nickey dealership white and blue lettering.
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 35
FEATURE: 1966 MUSTANG GT
Dream Come True
Story and photos by John Gunnell
It is not often that a new car comes along that gets to create its own market segment, but that is what happened when Ford om Mangert is a Mustang lover. He still has the ’69 Mach 1 introduced the Mustang as a sporty compact on April 17, 1964. that he bought in 1969. But his passion for high-performance The Mustang initiated the all-new “Pony Car” segment. versions of Ford’s “Pony Car” goes back to four years prior to that. In 1965, Mangert dreamt about the car he wanted when The Mustang originally came only as a two-door hardtop and he started driving. What he pictured sitting in the driveway of a convertible coupe. After sales took off, Ford management his Waupaca, Wisconsin home was a Mustang 2+2 with Ford’s decided to release a fastback body style. They named it the “2+2.” The optional GT equipment package fired the imaginaGT equipment package. tions of young car enthusiasts like Tom Mangert.
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The 2 + 2, with its fastback roofline, joined the original hardtop and convertible in the fall of 1964 as a 1965 model. Standard equipment for all 1965 Mustangs included a heater and defroster, dual sun visors, sports-type front bumpers, full wheel covers, vinyl upholstery, seat belts, a padded instrument panel, automatic courtesy lights, a cigarette lighter, front and rear carpets, foam-padded front bucket seats, self-adjusting brakes, a sports steering wheel and five 6.50 x 14 four-ply tubeless black sidewall tires. Ford’s 289-cid V8 and 6.95x14-size tires were standard in the Mustang V8 series.
Tom Mangert waited 50 years for his 1966 Mustang 2 + 2. 36 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
Though it was far from the fastest car of the ‘60s, the Mustang with GT equipment played a big role in building enthusiasm for muscle cars and rarely gets credit for its
contribution to muscle car history. Car Life magazine said, “Ford started a round-up of its state-of-the-Total-Performance art to produce the Mustang GT.” But before getting into go-fast details, let’s review its history a bit.
The GT option included a new grille bar with fog lights built in.
The GT (Grand Touring or Gran Turismo) was actually introduced on the first anniversary of the Mustang’s debut. The new car’s release date was April 17, 1965. By then, the Mustang had already become a desirable commodity. It had the immediately popular long hood, short deck look. At first it came as a sport coupe (two-door hardtop) and a sporty-looking convertible. In the fall of 1964, the fastback 2+2 was added. From the outset, the options list was important in marketing the Mustang. Buyers could add lots of appearance and convenience extras, plus some bolt-on high-performance hardware. However, being based on the low-priced compact Falcon, there was some room for improvement in the go-fast department. Combining available mechanical features with new visual pieces made the GT package a fairly thorough upgrade. First, the buyer had to order an optional V8 engine, which at the time included the 225-hp Challenger Special 289 at $157, or the high-performance 271-hp 289-cid engine for $430. The GT option included quick-ratio steering, disc front brakes, chromed dual exhaust tips that exited through the rear valance panel, a new grille bar with fog lights built in and GT instrumentation—which replaced the Falcon-based instrument panel with five round dials. Throw in GT badging and lower body striping and you had a bargain for around $150. Although the exact number of 1965 Mustangs built with GT equipment is not available, they had a massive following and
The car was found at Legendary Motorcars in Canada and purchased on the basis of reputation and photos.
GT side stripes on the rocker panels hinted at extra performance. APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 37
the installation rate for this option increased even more when Ford later released the appearance items separately for dealer installation. Tom Mangert was in love with the GT, but his father Merle said the price of $3,900 (for a 1966 edition) was too high. Tom later wound up buying his 1969 Mustang Mach 1, but he did not get the Gen 1 Deep Burgundy Metallic 2+2 that he first wanted. Or, at least he didn’t get it until 50 years later. Thanks to a favourable real estate transaction, Mangert was able to search for his teen-age dream car in the early part of 2016. Finding the perfect car wasn’t easy. Mangert made trips to Oklahoma and Illinois to look at cars advertised online and in magazines. Then, he stumbled across exactly what he wanted. It was for sale at Legendary Motorcar Company (www.legendarymotorcar.com) in Canada. The 1966 GT was fitted with every option available in 1966 including power steering, power brakes, Rally Pack gauges, a stereo system with in-thedoor speakers, styled steel wheels, dual trumpet exhausts, a remote control trunk release and factory air conditioning. It also had a Parchment colored Pony interior and a full centre console. In was in near-perfect condition. Under its hood, this R-code Mustang carried the A-code 225-hp Challenger Special 289-cid V8 and Ford’s C-4 automatic transmission. The car was built on Jan. 26, 1966 at the automaker’s San Jose, Calif. factory. It now shares space with Mangert’s Mach 1 and his later model Mustang convertible. They are all beautiful cars, but only one is his boyhood dream machine!
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FEATURE: MUSTANG LITHIUM EV PROTOTYPE
Electric Performance Story by Benjamin Yong, photos courtesy of Ford
Looking at the exterior, there aren’t too many hints about the vehicle’s lack of an internal combustion engine. Compared to a standard he forthcoming release of Ford’s Mach-E electric SUV has sixth-generation model, the ride height is lower by one inch and the everyone in a tizzy right now, but some may not know another body sits on 20-inch staggered forged aluminum wheels wrapped zero-emissions Mustang was announced — in prototype form, in sticky Michelin Pilot Sport 4S tires. Lightweight carbon fibre has been implemented all over, for example the grille, front spoiler and anyway — around the same time. Sankuer Composite Technologies side splitters and rear diffuser. Called the Lithium EV, it’s an ultra-high performance fastback built in partnership with German electromobility experts Webasto. Just Take a peek through the see-through polycarbonate windows on how high-performance are we talking about? Let’s use the 2020 the contrast hood, however, and it becomes clear this ‘Stang is Shelby GT500, which is the most powerful production street legal something special. The components responsible for all the output Ford ever, putting out 760 horsepower and 625 lb-ft of torque from are a Phi-Power dual-core electric motor, dual power inverters, and the aforementioned Webasto system. a supercharged 5.2-litre V8, as a benchmark.
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The Lithium utilizes an 800-volt Webasto battery system (approximately twice the voltage of most EVs on the road today) featuring US-based EVDrive technology that generates an astounding 900 horses and 1,000 lb-ft of instanton torque. Or, 140 and 375 more, respectively, than the GT500. Food for thought. “Ford has made no secret of the fact that we are electrifying our most popular nameplates,” says Hau Thai-Tang, chief product development and purchasing officer, in a news release. “This one-off Mustang prototype is a great opportunity for us, together with Webasto, to showcase to our customers what a new electrified powertrain can do for performance in a car they already know and love.” 40 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
different scenarios such as Valet Sport, Track and Beast. Selection is done directly on the custom 10.4-inch touchscreen display. When it’s time to top up the battery, plugging in is as simple as connecting to a Webasto TurboDX 240-volt home charging station or using the supplied TurboCord for charging on the go. The Lithium is part of an investment strategy at Ford pouring in excess of $11.5 billion towards electrified vehicle development by 2022, which will include a sans-gasoline F-150 pickup truck. Mark Denny, president and CEO of Webasto Customized Solutions North America, says he is excited at the green initiative. “Very similar to Ford’s push for vehicle electrification, this is an innovative way to further the technologies we’re developing to enable vehicle electrification while creating a vision of how cool the future Unlike, well, pretty much any fuel-less automobile on the market, the of electric performance will be,” he says. Lithium offers a stick shift: a drag strip-proven Calimer Getrag MT-82 six-speed transmission to be exact, complete with billet internals to handle the massive torque. Making sure the rubber hooks up are Ford Performance half-shafts and a Super 8.8 Torsen differential. Although Muscle Car Plus wasn’t able to get behind the wheel, judging from the specs, turning and stopping shouldn’t be too much of an issue. The Lithium is also equipped with the Ford Performance Track Handling Pack, consisting of more aggressive springs and dampers, strut mounts, sway bars, toe links and knuckle bearings, Ford Performance strut tower brace, and big Brembo six-piston front brake calipers borrowed from the Shelby GT350R. Drivers have the ability to alter how the EV Mustang behaves as well, via built-in dynamic modes designed to tailor the amount of torque to
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 41
PARTS STORE Auto Meter’s Auto Gage 3 ¾-In. Pedestal Tachometers Now Available Up to 10,000 RPM
Auto Meter’s Auto Gage pedestal-style tachometers are now available in 0-10,000 RPM and are compatible with most 4-, 6- and 8-cylinder engines with points, electronic ignitions
and most 12V high-performance racing ignitions. The shift light is user programmable and will allow you to utilize your engine’s power band, while the gauges themselves are available in black or silver and have been made with easy-to-read numbers.
Hooker BlackHeart Exhaust for 2005-09 Ford Mustang GT
Holley has announced the release of a new Hooker BlackHeart Exhaust system for the 2005-2009 Ford Mustang GT 4.6L models. This header-back system is designed for use with the BlackHeart Long-tube headers and is built with 3-in. 304SS tubing and has an X-pipe and high-flow straight-through muffler that will produce an aggressive tone without the annoying drone. The new system is 18-percent lighter than the OE part and is finished off with 4-in. dual wall, angle-cut, polished 304SS tips. For more information please go to www.holley.com
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Procar’s Rally DLX Seats Procar’s Rally DLX seats feature classic stitching and styling while still maintaining the comfort and lateral support of the traditional Rally seats. The seats offer a comfortable experience and provide supportive side bolsters that are meant to hold you firmly in place in even the most aggressive of driving situations. The seats are available for both the front and the rear and are finished with a vinyl fabric in either beige, black or maroon to fit just about any car’s interior. For more information please go to www.procarbyscat.com
44 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020
FAST Wireless Air/Fuel Meter Kits FAST’S new Wireless Air/Fuel Meter kits allow you to measure your engine’s air/fuel ratio directly from your smartphone. Available in both single and dual sensor options, the meter uses an under-hood mounted Bluetooth module connected to oxygen sensors in one or both of your engine’s exhaust outlets. The app is easy to use with any iOS or Android device and includes a simple, built-in data logger that records up to two minutes of air/fuel and RPM data. For more information please go to www.fuelairspark.com
APRIL/MAY 2020 MUSCLE CAR Plus MAGAZINE 45
Advertiser Index
Great Canadian Oil Change--------------------------------------24 All Parts Trailer Sales ------------------------------------------- 45 B&W Insurance ---------------------------------------------------7 Barry-Hamel ----------------------------------------------------- 18 BC Classic & Custom ------------------------------------------- 42 BowTie Auto Parts ------------------------------------------------3 CAM Oils --------------------------------------------------------- 45 Canadian Hot Rods --------------------------------------------- 43 Classified Motorsports ----------------------------------------- 44 Easy Build ------------------------------------------------------- 38 G&M Trailers ---------------------------------------------------- 45 Golden Leaf Automotive --------------------------------------- 39 Ididit ----------------------------------------------------------------5 Jellybean --------------------------------------------------------- 45 KMS Tools ------------------------------------------------------- 29 Kool Coat -------------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 15 Meguiar’s -------------------------------------------------------- 33 Michener Allen -------------------------------------------------- 32 Mopac Auto Supply - ------------------------------------------- 47 Pacific Raceways ----------------------------------------------- 35 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 45 Super Run ------------------------------------------------------- 42 Tungsram ----------------------------------------------------------9 Westar Trailers -------------------------------------------------- 45
K&N Replacement Air Filter for 2020 Chevrolet Camaro K&N’s replacement air filter for the 2020 Chevrolet Camaro SS has been designed to increase horsepower and is washable, reusable and engineered to last the life of your vehicle. They are designed to provide high airflow and exceptional filtration to ensure that your engine is getting large amounts of very clean air. Engineered to fit easily into your factory air box, the filter will not void your vehicle’s warranty and will save you money from not having to constantly replace your vehicle’s air filter. For more information please go to www.knfilters.ca
WANT TO SEE YOUR VEHICLE IN THE MAGAZINE? Send in a few hi-res photos of your classic car or truck with a short description of around 60-80 words and we may include you in the Reader’s Rides section at the back of Muscle Car Plus.
If interested, please email us at ReadersRides@rpmcanada.ca 46 MUSCLE CAR PLUS MAGAZINE APRIL/MAY 2020