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CONTENTS
Built to Last
QUIET GENIUS:
Former Corvette Chief Engineer Dave McLellan ...pg 26
SUSPENSION:
Henry Lehmann’s ultra-cool 1965 Mercury Colony Park Station Wagon ...pg 8
Suspension Products Buyers Guide ...pg 18
ALSO INSIDE:
Starting Lines-------------------------------- 4 TECH: Camaro Taillight Install-----30 1954 Chevy Race Truck----------------36 Parts Store------------------------------------40 Readers Rides-------------------------------46
ENGINEERED TO WIN. Using the exact same technology as our legendary race springs, the Eibach PRO-KIT, SPORTLINE and ANTI-ROLL-KIT are engineered to deliver maximum control at the limit, industry leading ride quality and aggressive looks. Call today to experience the Eibach Difference. Consumer Inquiries 800-227-2242
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AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Dodge//SRT Introduces the All-New 2019 Dodge Challenger Scat Pack 1320
D
odge//SRT has announced that it will be creating yet another street-to-strip drag car, albeit a much more toned down version than the Challenger SRT Demon, with the introduction of the dragoriented and street-legal 2019 Dodge Challenger Scat Pack 1320. The car was unveiled in July in Denver prior to the Dodge NHRA Mile-High Nationals Powered by Mopar, at Bandimere Speedway. The new model was named for the quartermile distance (1,320 feet) and features the powerful 392 Hemi V8 engine under the hood, which produces 485 horsepower and 475 lb-ft of torque, paired with a TorqueFlite eight-speed automatic transmission with class-exclusive TransBrake. The car will come fitted with a set of specially developed Nexen SUR4G Drag Spec 275/40R20 street-legal drag radial tires that deliver maximum grip on the drag strip. The car has been clocked in on the quarter-mile with an impressive time of just 11.7 seconds at 185 km/h (115 mph), which makes it the fastest naturally aspirated, street-legal muscle car. Other performance features on the Scat Pack 1320 include SRT-tuned three-mode Adaptive Damping Suspension (ADS), limited-slip differential, Line Lock, extreme-duty 41-spline rear axle half shafts, MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Launch Assist, and Brembo high performance four-piston brakes. The inside features only the driver’s seat, with the passenger and rear seat offered individually as $1 options, and an 8.4-in. Uconnect touchscreen that allows the driver to activate the aforementioned Launch Control and Line Lock through the use of the Performance Control app. To help commemorate the unveiling of the new model, there was a special 1320-themed paint scheme on the Mopar Dodge Top Fuel dragster driven by Don Schumacher Racing star Leah Pritchett. Fourteen different colours will be available for the Scat Pack 1320, which adds $3,995 to the MSRP of $50,945 for the Dodge Challenger Scat Pack. It will be available in late 2018.
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Volume 16, Issue No. 4 August / September 2018 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 John Gunnell Barry Kluczyk Russell Purcell
Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca
Pick up your copy at your local Performance Shop or at the following participating locations:
Last 2018 Dodge Challenger SRT Demon Rolls Off Assembly Line The final 2018 Dodge Challenger SRT Demon has rolled off the line at the Brampton Assembly Plant, and will be auctioned off with the final 2017 Dodge Viper as a pair at the BarrettJackson Northeast Auction in Connecticut. ‘The Ultimate Last Chance’ end-of-an-era offer will see 100 percent of the hammer proceeds from the sale go to the United Way. After the last Demon leaves the Brampton plant, it will travel to an upfit centre for the final stages of its assembly including a hand-painted exclusive Viper Red exterior colour, 18-in. aluminum wheels, 18-in. Demon drag radial tires, Demon badging and one-of-a-kind VIN instrument panel badging. This marks the final Demon that will be produced after its limited run of just one model year and 3,300 units. The winning bidder at the June 20-23 Barrett-Jackson Northeast Auction, which is held at the Mohegan Sun Resort in Uncasville, Connecticut, will take home a combined 1,485 horsepower package with a whopping 840 of that coming from the only purpose-built, street-legal production drag car. The remaining 645 horsepower is attributed to the final Dodge Viper which produces that power with its 8.4L V10 engine and features an aerospace-grade lightweight carbon fiber body. The Viper officially ended production back in August of last year and this final example will feature styling that pays homage to the firstgeneration Dodge Viper RT/10 with the Viper Red exterior and black interior. This isn’t the first time Dodge and SRT have partnered with Barrett-Jackson for charity, as the 2015 Dodge Challenger Hellcat with VIN#0001 helped raise $1.65 million for charity back in 2014, which at the time was more than any other car in Barrett-Jackson history. For more information on this auction lot, visit www.dodgegarage.com
EG Auctions 11th Annual Red Deer Collector Car Auction The Electric Garage, Canada’s largest collector car auction company, are proud to present their 11th Annual Red Deer Collector Car Auction and Speed Show which goes September 7-9 at Westerner Park in Red Deer, Alberta. This year’s event will feature over 180 cars along with three days of unreserved automotive memorabilia. Courtney Hansen of the hit TV series OverHaulin’ will be welcomed as a special guest at the show and for more information please contact EG at 1-888296-0528 extension 102 or 104 or email consign@egauctions.com. Additionally, consignment packages can be downloaded at www.egauctions.com.
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Classic Cruiser Henry Lehmann’s 1965 Mercury Colony Park Station Wagon
Story and photos by Russell Purcell
T
he automobile plays an important role in North American culture and with each generation comes a model that represents a distinct period in the evolution of personal transportation. For my generation that vehicle was the station wagon, an automobile that was designed to combine the comfort of a traditional family sedan with the utility of a cargo van. The Ford Motor Company’s Mercury division produced the Colony Park full-size station wagon between 1957 and 1991. This well-equipped family cruiser was the top-ofthe-line variant of the popular nine-passenger Commuter model. In 1965, Mercury debuted the fourth generation of the Commuter model and the Colony Park upgrade added niceties such as wood grain paneling, chrome trim on the pillars (inside and out), and upgraded upholstery. Beneath the enormous steel hood resides a 390-cubic inch V8 engine producing 270 horsepower and 378 pound-feet of torque. Our example belongs to long-time hot rod enthusiast and businessman Henry Lehmann. Lehmann imports eye-glass frames for a living, and as such, is a man who recognizes design. The Mission, B.C. resident had just sold a classic Ford Ranchero and was seeking another project car to fill the hole in his small, but eclectic collection of automobiles, when he stumbled upon the Mercury Colony Park. “This car came from San Diego,” recalled Lehmann as he reflected on its history. “It didn’t look very good at first MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
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glance, as it had been sitting outside and was bleached by the harsh California sun. I saw it as a diamond in the rough that just needed to be polished up.” “The people that had it had owned it from new, when they were approached by a young lad who wanted to purchase it to use to transport antiques for his business. However, he soon found the need for a larger vehicle, so he sold it to me.” The enormous white wagon was straight and relatively clean, so once Lehmann got his hands on the car, he began a careful restoration process that would ensure that the car would remain faithful to how it rolled off the showroom floor half a century ago. “It is a neat car,” proclaimed Lehmann, as he explained his love for vehicles from this period. “I have owned hot rods all my life, but this car is one of the few that when you take it for a drive, people seem to really interact with it. It elicits lots of thumbs up and an equal number of waves. I think there are a lot of people out there who grew up in a station wagon, and this car triggers those memories.” Lehmann’s car has all-new carpets, refinished wood trim, and new vinyl siding. It has been painted once, to a driver quality, as Henry wanted to drive and enjoy it. “The car is mostly original, including all the glass, trim, door panels and gauges. The seats are as well, although I did reupholster the driver’s seat as it was really worn.” To reflect his love for the hot rod culture, Lehmann added a set of vintage Keystone wheels painted a deep red.
10 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
There have been no modifications made to the engine, and like a proud father, Henry was quick to offer that it has proven to be both strong and reliable. He did, however, add air shocks to the rear of the vehicle as these were a popular accessory back in the day and allowed you to beef up the rear when you had a heavier load of cargo or passengers. “Obviously, when you purchase an old car, it is important to make sure it is safe to operate, but you also need to know when to stop, as it is a slippery slope and pretty soon you’re into a project for huge sums of money when the car is really only worth $3,000.” Lehmann sees this car as a time capsule and he is happy that he managed to find one that was worth preserving, as there aren’t many 12 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
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love with all the options like they are now, and dealers didn’t stock loaded cars on the lot like they do today.” There is growing interest in old station wagons and pickup trucks at the moment and original examples like this one are getting hard to find. “Wagons are kind of hot right now, but there are also still a lot of people that wouldn’t give you five cents for one. That is what I like about the car hobby. It’s pretty much anything goes. Whatever turns your crank, just enjoy it. I don’t criticize anybody. If you want to have a Pacer, have a Pacer!” With a hand in the fashion industry, the affable enthusiast appreciates style Mercury wagons around. Chevrolet seemed to dominate the market during that period. “There are so few of these around now, as they were the workhorse of the family unit and as such, were driven hard and eventually, into the ground. They were perfect for taking the family on long road trips or for a weekend camping adventure.” To reflect this trait, which is rather unique to the station wagon, Lehmann sourced a selection of vintage and reproduction travel decals to affix to the rear side windows. “This car has power windows and a tilt wheel which were unusual for a car at this time. Back then people weren’t in
14 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
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and design, and feels that these cars deserve to remain faithful to what they were, as this is what makes survivor cars so charming. “I find that a lot of people pick a theme for their projects, especially with station wagons, but get lost in the process and lose their focus. The car ends up as a mere assembly of parts rather than actually representing anything.” “I have always tried not to go too far, but I like the look and feel of the old woodies that emerged with the surf culture in California, so went in that direction with this car. I am all about driving my cars, rather than trying to achieve a look, so any modifications have to be practical.” Henry still drives his wagon on a regular basis, but as it is over half-a-century old, he feels this classic example of a cultural icon deserves to be in retirement mode and just go out on nice days. “Nowadays, everything is designed and manufactured with planned obsolescence so that companies can generate future sales in short order,” suggested Lehmann with a look of disappointment on his face. “Luckily for us, cars like this Mercury were built to last, and I appreciate that.” 16 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
PRODUCTS: SUSPENSION
BUYERS’ GUIDE Belltech Coil Spring Kits
Description: Belltech’s Coil Spring kits are advanced kits which include high-quality coil springs and vehicle-specific upper spring or strut mount spacers. The springs are able to drop your car by up to 3-in. depending on the application and are made for a direct fit in place of your factory coil springs. The lowered stance will enhance cornering, body squat and better braking while also drastically improving your vehicle’s appearance. Specifications: Kit drops Camaro/Pontiac and Nova 1-in. Applications: Available for many applications including 1967-69 Chevrolet Camaro/Pontiac Firebird and 1968-74 Chevrolet Nova. Website: www.belltech.com
Bilstein SA4 Series Description: Bilstein’s SA4 Series are a fully-polished aluminum shock body with bushingstyle mounts that are available in both front and rear applications in a choice of comfort or sport valving. The shock body features a monotube gas-pressure construction with a 46mm working piston, and boasts a one-piece smooth design with a show-polished billet body. Specifications: Features a hard anodized internal bore for long life, and high-performance polyurethane bushings. Applications: Available for a wide variety of applications. Website: www.bilstein.com
Eibach PRO-KIT for 2018 Chevrolet Camaro ZL1 Description: The Eibach PRO-KIT lowering spring system dramatically improves both your Camaro’s performance and appearance. Every PRO-KIT is designed and tested by suspension engineers and performance driving professionals to deliver aggressive good looks and high-performance handling. By using proprietary progressive spring design, PRO-KIT delivers the ultimate balance between comfort and performance. Specifications: Lowers -1.0-in. in the front and -0.4-in. in the rear. Applications: Fits 2017-2018 Chevrolet Camaro ZL1. Website: www.eibachcanada.com
Eibach PRO-KIT for 2018 Ford Mustang Shelby GT350 Description: The Eibach PRO-KIT lowering spring system dramatically improves both your Mustang’s performance and appearance. Every PRO-KIT is designed and tested by suspension engineers and performance driving professionals to deliver aggressive good looks and high-performance handling. By using proprietary progressive spring design, PRO-KIT delivers the ultimate balance between comfort and performance. Specifications: Lowers -0.9-in. in the front and -0.7-in. in the rear. Applications: Fits 2018 Ford Mustang Shelby GT350 Website: www.eibachcanada.com
Flaming River GM Front Coil-Over Shocks Kit Description: Flaming River’s GM Front Coil-Over dual adjustable shocks kit allows for independent adjustment of the compression and rebound settings, and come available in a wide variety of spring rates for various driving styles. The kit includes two lightweight, aluminum dual-adjustable shocks and two lightweight, high-travel springs. Specifications: Variety of custom or stock mount styles available for shocks. Applications: Available for a wide range of classic GM applications. Website: www.flamingriver.com 18 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
SIN
CE 1974
Hellwig Sway Bars Description: Hellwig’s Sway Bars provide modern technology for your vintage muscle car as they are precision engineered to provide the added strength to your vehicle’s suspension. The rear sway bars feature three-point adjustability, and adjustable end links to accommodate modified ride heights. Specifications: Offered in solid, tubular and heat-treated styles. Applications: Visit website for application list. Website: www.hellwigproducts.com
Hotchkis Body Geometry-Corrected Tubular Upper A-Arms for Dodge B&E Body Description: Hotchkis Dodge B and E Body Geometry-Corrected Tubular Upper A-Arms will greatly improve the cornering performance traction and steering response of your Dodge with Hotchkis Tubular A-Arms. The kits are specifically designed to correct the excessive caster gain and create the proper negative camber curve, and include a laser-cut pick-up point relocation bracket and TIG-welded lightweight A-Arms which are fully gusseted for strength. The kit is made to provide a streamlined appearance and add strength to your setup. Specifications: Features 100-percent TIG-welded construction and a durable powdercoated finish. Applications: Made for Dodge B and E body vehicles. Website: www.hotchkis.net
Koni STR.T Shocks and Struts Description: KONI’s entry-level performance STR.T shocks and struts bring improved handling and quality to performance and muscle car owners. The struts are ideal as an original equipment replacement or as an improvement, and will be the perfect complement for all performance lowering springs. Specifications: Engineered with exact dimensions, brackets, perches and mounting attachments for each vehicle application. Applications: Available for a wide range of vehicles including classic muscle cars. Website: www.koni-na.com
KYB AGX Shocks, Struts and Cartridges Description: KYB’s AGX manually-adjustable shocks, struts and cartridges allow drivers to easily tune performance to match their driving preferences. They are externally adjustable without having to lift the vehicle or even remove the tires, and they offer a wide range of damping rates from street to strip, making them perfect for high-performance or sport-compact vehicles. Specifications: Has adjustment knob or slot depending on the application. Applications: Available for select domestic and import cars. Website: www.kyb.com
Lakewood Street/Strip Traction Bars Description: Lakewood’s traction bars are a completely bolt-on product that will stabilize the rear end and assist to reduce spring wrap-up, tire spin and wheel hop. The bars are black powder coated with yellow polyurethane snubbers, which provides the bars with a great look while also reducing corrosion. Specifications: Bars are sold in pairs and include all necessary mounting hardware. Applications: For 1970.5 to 1981 Chevrolet Camaro and Pontiac Firebird. Website: www.holley.com/brands/lakewood
20 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Monroe OESpectrum Shock Absorbers Description: Monroe’s OESpectrum shock absorbers are able to provide a high level of handling precision while also filtering out noise, vibration and harshness. They are engineered to match your vehicle’s specified ride and handling profile, and will improve your vehicle’s overall ride and performance characteristics Specifications: Travel Length: 4.75-in. Applications: Available for 1967-1969 Chevrolet Camaro. Website: www.monroe.com
Neo-Motorsport Type BB Coilover System Description: Neo-Motorsports Type BB (Blue Basics) coilover systems are available for both the front and rear suspension of the vehicle, and offer a redefined damper stroke with height adjustment, allowing for a lower ride height without having to sacrifice comfort. The coilovers provide any vehicle with an overall sportier feel, and an upgrade in terms of looks by eliminating wheel gap. Specifications: Steel shock shell construction, aluminum body construction, twin-tube internal design. Applications: Available for a wide range of applications. Visit website for complete listings. Website: www.neo-motorsport.com
QA1 Suspension Kits for GM B-Bodies Description: QA1 has recently announced that it is expanding coverage of its Suspension Kits to cover GM B-Body vehicles including Impalas and Caprices. QA1 have combined existing products with the all-new rear Pro Coil Systems, upper and lower trailing arms and custom-tailored front sway bars to create complete suspension kits in up to three levels of performance. Specifications: Kits include all four corners with either Pro Coil Systems which allow you to adjust ride height or non-coil-over Stocker Star shocks. B-Body suspension kits also feature a variety of tubular suspension components including upper and lower control arms, front and rear sway bars and upper and lower rear trailing arms. Applications: Now available for GM B-Body vehicles. Website: www.qa1.net
RideTech’s StreetGRIP Suspension System for Camaro and Firebird Description: RideTech’s StreetGRIP Suspension System for Camaro and Firebird is perfect for restorations and mild custom vehicles and includes everything you need for modern handling and ride quality including lowering leaf springs, coil springs and shocks. The complete kit is a direct replacement for factory suspension and will provide a better ride, improved performance and an overall improved appearance. Specifications: Kit comes with lowering springs, adjustable shock absorbers, high-performance bushings, heavy-duty swaybar, tall ball joints and all necessary hardware. Applications: Available for 1967-69 Camaro and Firebird. Website: www.ridetech.com
Summit Racing Rear Lowering Leaf Springs Description: Summit Racing’s Rear Lowering Leaf Springs for the 1967 Ford Mustang are sold in pairs and add an aggressive look to your vehicle while also lowering its centre of gravity to improve performance in terms of handling and ride quality. They replace your worn-out original springs and will provide your classic with a modern ride. Specifications: 2.5-in. leaf spring width. Leaf spring bushings are included but the shackle bushings must be purchased separately. Applications: Available for the 1967 Ford Mustang. Website: www.summitracing.com
22 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Quiet Genius
(GM Media Archives)
Dave McLellan made the Corvette “World Class” Story by John Gunnell
A
biography posted on the Corvette Action Center Website (www. corvetteactioncenter.com) describes David R. McLellan—Corvette Chief Engineer between 1975 and 1992—as the “Quiet Genius.” After spending some time chatting with Dave at Mike Yager’s Corvette Funfest, we can affirm that such a description hits the nail right on the head. It takes just a few minutes of talking to Dave to realize that he is soft-spoken, but extremely smart. You soon get the notion that his brain is constantly “in gear.”
McLellan’s team designed the LT5 V-8 for the ‘90 ZR-1. (GM Media Archives)
Don’t expect quick answers from this man who has learned to look beyond the surface to solve problems or squeeze extra performance out of a car. In his book Corvette From the Inside: The 50 Year Development History, McLellan tells of why the reason for disc brake caliper corrosion didn’t show up in GM’s factory durability test program. “Aggressive stress-testing of a few cars, as important as it was, wasn’t going to find problems that were characterized by low probability of occurrence, or worst of all, easy driving and long months of storage,” he wrote.
26 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Perhaps McLellan’s “do-it-right-the-first-time” approach to engineering came from growing up in Munising, a town in Michigan’s Upper Peninsula where folks have a little more time to think about problems. Or maybe he was taught to take the slow and sure approach at Wayne State University, the school he graduated from in 1959 with a Mechanical Engineering degree. Dave went to work for GM straight out of college, but later, in 1973, he attended MIT and the Sloan School of Management on his way to a Master of Science degree. McLellan first became interested in cars and competed in the Fisher Body Craftsman’s Guild while attending Redford High School in Detroit. His dad had actually pushed him towards a chemical engi-
Dave McLellan (l.), Corvette’s second Chief Engineer, understood what his predecessor Zora Arkus-Duntov (r ) created in the ‘Vette. (GM Media Archives) neering career, but mechanical things fascinated him much more and he shifted his college studies in that direction. He also edited the Wayne Engineer, a glossy 32-page magazine written by Wayne State engineering students. There is some tradition in this, since Zora
Arkus-Duntov—who Dave replaced as Corvette Chief Engineer—had also been a writer for Auto Motor und Sport, a German auto magazine. McLellan’s 33-year GM career started with a stint at the relatively new Milford Proving Ground in the Noise and Vibration Laboratory, where he was involved with the vehicle dynamics of cars, trucks and tanks. He married Glenda Roberts in 1965 and, in 1968, he got a new job. GM moved him over to the Vehicle Dynamics Test Area, a new facility it had built in Black Lake, Mich. There he developed great insights on automobile suspensions and handling. In 1969, McLellan joined Chevrolet Motor Div. His first job there was to lead the Product Development Team that finished the 1970-1/2 Camaro. From there it was on to the GM Tech Center where John Z. DeLorean was pushing his idea to integrate the Corvette, Camaro and Nova on a single platform. Dave had responsibility for engineering the Camaro-Nova chassis. In his book, McLellan explained that DeLorean charged him with making his idea work, but it did not work because the Corvette’s engine was mounted lower and further back in the chassis than the Camaro’s engine. This gave the Corvette a lower centre of gravity and lower cowl height. Blending the two would have made the Corvette too high and the Camaro too long. McClellan demonstrated this to DeLorean and Chevrolet management noticed his talent. As a result, he was chosen to attend MIT on a Sloan Fellowship.
This is one of 4,629 ragtops made during Dave’s first year as Chief Engineer in 1975. There was no ragtop from 1976-‘86. (John Gunnell photo) tov—the man credited with changing the Corvette from a boulevard cruiser into a real sports car. Duntov had been the first and only Corvette Chief Engineer up to that point. That summer and fall, he spent time working on the next Corvette, while also tackling catalytic converter problems and doing a market feasibility study of a motor scooter that he ultimately nixed as an impractical product for GM. At the end of the year, Duntov retired and McLellan became the Corvette’s second Chief Engineer on Jan. 1, 1975. He had a tough act to follow.
Things were not rosy in Corvette-land in 1975. As Jerry Burton In the summer of 1974, after earning his Master of Science degree, explains in his massive work Corvette: America’s Sports Car YesMcLellan went to work as a staff engineer under Zora Arkus-Dun- terday, Today, Tomorrow the pundits at Car and Driver magazine Dave Hill (l.), Zora (c.) and Dave McLellan (r) pose with Corvette Indy concept. Hill became Corvette’s third Chief Engineer in ‘93. (GM Media Archives)
AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 27
Another collectible model created in the McLellan era was the 1982 Collector Edition Corvette. (John Gunnell photo) had written that it would require “the faith of Moses” for GM brass to approve a new Corvette at that time. “McClellan and his team had inherited Corvette at a low point in its life cycle, after Zora ArkusDuntov retired,” said Burton. GM was more worried about meeting new government safety and anti-pollution laws than it was about saving the Corvette. History tells us that Dave McLellan did a great job filling Zora’s legendary shoes. Some credit the fact that McLellan is an “engineer’s engineer” as the main reason that he was able to ride out the ‘70s and revive the Corvette in the ‘80s. As automotive historian Mike Lamm once pointed out in a Corvette Fever story, “McLellan nearly always used science in planning where the Corvette ought to be headed. He made his judgments and decisions based on careful reasoning and calculation and rarely, if ever, let emotion enter.” However, there are other historians who sense a boiling caldron of emotion under McLellan’s cool, “scientific” outer guise. He’s a man who has a passion for cars and who understands the legacy that Zora Arkus-Duntov built for the Corvette as a sports car, a racing car and a collector car. Dave McLellan possessed just the right blend of emotion and reason to both “feel” what the Corvette needed to be and to make it into that kind of car. He understood it was important to maintain the Corvette’s reputation as an innovative automobile and to always keep it one step ahead of the pack in appearance and performance. All ‘86 ‘Vette convertibles were Indy Pace Cars, but decals were sent in the car and owners could decide whether to add them. (John Gunnell photo)
Many collectible models were created during McLellan’s tenure as Corvette Chief Engineer including the “quick classic” 1978 Indy Pace Car. (John Gunnell photo) On the emotional side of things, many collectible models were created during McLellan’s tenure as Corvette Chief Engineer. They included the “quick classic” 1978 Indy Pace Car, the 1978 Silver Anniversary, the 1982 Collector Edition, the 1984 C4, the return of the convertible body style in 1986, that year’s Indy Pace Car, the 1988-1989 Corvette Challenge series racing cars, the 1988 Corvette 35th Anniversary model, the 1990 ZR1 and the preliminary development work on the C5 that bowed in 1997. The one-millionth Corvette was also built. McLellan’s feelings for the Corvette show through in a passage in his book in which he tells how he suggested introducing the 1986 roadster - the first Corvette ragtop in 10 years - at Yosemite National Park. It seems that he had toured the park in a ‘Vette convertible years before. “Even though it was October and the mornings were misty, every mile that I drove was with the top down,” he related. “Driving through the vastness of this fabulous place in an enclosed car just wouldn’t have been the same experience.” That’s why he proposed to Chevy PR chief Ralph Kramer that the car be introduced in Yosemite! “McLellan was a visionary and saw no reason why Corvette could not compete with or beat the best sports cars in the world, even as a front-engined, rear-drive car,” says Jerry Burton in his book. “So, when he had the opportunity to create his own machine with
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A prototype C5 ‘Vette Hardtop at the Milwaukee Auto Show in 1997. This car was heavily influenced by Dave McLellan’s thinking. (John Gunnell photo)
were changing at the company and that the time was right to take an early retirement package and pursue other things. Since he did that, Dave has enjoyed traveling to events like Funfest, where Corvette collectors gather. He often drives his own vintage Corvette to shows and has a great time meeting hobbyists, selling books and autographing anything a Corvette owner shoves in front of him. McLellan also continues doing work as an automotive consultant and serves as a board member at Porsche Engineering Services in Troy, Mich. He is also a consultant to the Tank Automotive Command (TACOM). In 2002, Bentley publishers released Corvette From the Inside: The 50 Year Development History as told by Dave McLellan.
the fourth-generation Corvette, he was not afraid to seek the best technology from around the world to create a Corvette that could go head-to-head with anything in the world. Of course, McLellan’s engineering side helped keep every Corvette he was responsible for on the cutting edge of technology. In 1985, McLellan gave the Corvette tuned-port injection. He embraced anti-lock brakes long before the Corvette’s rivals did. The ultrahigh-performance 1990-1995 ZR1 was another one of McLellan’s big achievements. He walked it through the development process from drawing board to assembly line. McLellan also adopted the ZF 6-speed manual transmission in 1989. His Corvette contributions were significant.
Keeping in Touch With Dave McLellan Former Corvette Chief Engineer Dave McLellan has an Internet Website for ‘Vette enthusiasts. The man behind the ZR-1 and other world-class Corvettes can be hooked up with at www.corvettechief.com. Visitors to the site can listen to or subscribe to his podcast, which can also be found on iTunes by searching for “Corvette Chief.” In one of the podcasts, McLellan talks about Corvette from the Inside — the book he wrote. In its pages, you get McLellan’s first-person perspective on the Corvette’s comeback during his tenure. He starts with the Dave had fun signing autoC3 Corvette and covers his graphs at Corvette Funfest. own development of the C4. (Mid America Motorworks) McLellan also gives his personal views on the C5 and C6 cars built during his successor Dave Hill’s reign.
In 1990, Dave McLellan was awarded the prestigious Edward N. Cole Award for Automotive Engineering Innovation. Cole was the Chevrolet general manager who sired the Corvette, so it seemed fitting for the Society of Automotive Engineers (SAE) to present it to McLellan for his adaptation of technology to the Corvette platform. In 1992 - the year that he retired - McLellan introduced the 300-hp Chevy LT1 V-8 and the Anti-Slip Regulation (ASR) traction-control system. He is responsible for much of the design and engineering that was seen in the C5 platform introduced in 1997. The book covers Corvettes from day one and it is interesting to get Dave’s perspective on the marque’s early days. Along with the Unlike Duntov, McClellan not reach mandatory free podcast, autographed copies of the book are available on the DCCM Magazine Add did 7.5 x 3.75 Version 8.pdf 1 retirement 2018-05-09 age 00:25 at GM. He could have stayed on at that time, but he felt that things Website.
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UNITED PACIFIC LED TAILLIGHTS
SOURCE United Pacific Long Beach, CA (866) 327-5288 www.uapac.com
TECH Story and photos by Barry Kluczyk
here are two things going for this project: It offers significant enhanceT ments in safety, performance and appearance, while also being about as easy to install as a light bulb. It’s also pretty darn inexpensive. That’s more like three things. Maybe four. Regardless, it’s a worthy upgrade and one we’re happy to share, about a topic few enthusiasts give a second thought to — taillights. Back in the days when styling trumped just about every other consideration in the design of a vehicle, they were almost afterthoughts. Sure, other motorists needed to be warned when the car in front was locking up those four-wheel drums, as the Beach Boys blared out of the single speaker wired to the AM radio, but not entirely at the expense of aesthetics. That would be tacky. Besides, taillights were, you know, like a safety thing — like seat belts — and safety equipment simply worried consumers. After all, if a car needed safety belts and perhaps bigger, brighter taillights, there must have been something inherently unsafe about the car, right? That was the thinking among many car execs and engineers a half-century ago. No kidding. Then again, they had liquor cabinets in their offices and chain-smoked in the car with their pregnant wives. Fortunately, we’ve come a long way since then, but the evolution of safety in modern cars didn’t retroactively amend the shortcomings of the cars built generations ago. Well, mostly. Retro-fit three-point belt systems have been around for more than 20 years, along with items such as those cheesy, universal centre high-mount stop lamps, which look as out of place on a vintage car as wearing Crocs with your wedding suit. Actually, Crocs look out of place with everything, but that’s an entirely different topic. LED replacement lighting for the original incandescent bulbs is becoming an increasingly popular, cost-effective way to add an extra measure of safety, as well as a dose of resto-mod sophistication. And judging from the crazy-simple installation we performed on a 1969 Camaro, anyone with a 7/16-inch socket and opposable thumbs could make the upgrade in less than an hour — and without the spouse having already pre-dialed “9-1-1” on her phone.
The lights came from United Pacific; and if the name is unfamiliar, you’ve probably been working more on muscle cars and later-model vehicles, because the company forged its rep in the street rod world with LEDs for those really old cars with taillights the size of NECCO wafers. The company was founded in 1984 by Major Lin, a hands-on enthusiast who started producing the parts he wanted for his own projects. Lin is retired, but his sons Jack and Paul continue his work. Their latest products bring LED technology to popular cars of the muscle car era, like our aforementioned ’69 Camaro and others such as 1967-68 Camaros, Chevelles, Impalas, early C3 Corvettes, and 1960-66 and 1967-72 Chevy trucks. They’re offered for a few non-GM vehicles, too. Making our project all the easier is the fact the LED system simply replaced the taillight lenses, which included all-new, built-in electronics, and plugged into the existing bulb sockets (our project car was also in the process of being entirely rewired with a Go Painless Wiring kit). A sequential lighting feature adds a bit of “check that out” panache to the upgrade. With it, the turn signals and the initial “hit” of the brake lights triggers a three-element sequence of the lights. Yes, the feature originated with some Ford products back in the Sixties, but a clever idea is a clever idea. Each lens for the ’69 Camaro requires a replacement flasher unit for the fuse panel. Available from outlets such as The Old Car Centre (www. oldcarcentre.com) and Horton Hot Rod Parts (www.horton.on.ca), the lights have spectacularly bright results. And at a glance, it all looks completely stock. Believe us, if you can turn on a light switch without assistance, you can do this project. In other words, the value and ease of installation make it a truly bright idea.
1. Our project car is a Pro Touring ’69 Camaro that’s under construction. Featuring an LS-based powertrain and plenty of carbon fibre trim, the LED taillights will further contemporize the car, while adding a measure of safety.
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2. The United Pacific taillights are sold individually — left-hand and right-hand — as is the LED flasher unit. . We’d prefer to see all three components offered as an inclusive kit, because it’s not entirely clear from the product info we’ve seen that the flasher is required.
3. This switch (arrow) on the back of each taillight activates or turns off the sequential feature of the turn signals. It is delivered in the activated position, but if the owner decides he or she wants only the conventional “all on” turn signal, the switch is simply flipped down prior to installation.
4. This LED-compatible flasher is a must with the installation, as some vehicles’ electrical systems won’t work properly with the new lights’ electronics such as no flashing or too-fast flashing. Wherever you’re purchasing the lenses, make sure to look for this complementing item, too.
6. After pulling the weather seal and lens from the housing, the original-style tabs on the United Pacific lenses slip right into the housing’s retaining slots. Easy as it can be.
5. The installation starts simply by loosening and removing the original taillight housings. For the ’69 Camaro, access is very easy, right below the edge of the trunk opening.
7. The weather seal around the lens is installed next. A little weather strip glue will hold it in place. The seals for this project car were still soft and pliable, negating the need for replacing them with new seals. 9. The new housing/lens assembly slips into place like the stock unit. One thing: United Pacific offers only RS-style lenses for the ’69 Camaro, which means they don’t have the built-in back-up lighting of the non-RS lamps.
8. There’s only one harness connector for the LED lights, which pulls through the outboard brake/turn signal socket hole. The other sockets won’t be re-used.
10. On the backside, the housings simply cinch back in to place with a 7/16-inch socket.
AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 31
12. The new LED lights include a quick sequential function for the brake lights. With it, each taillight’s three elements light up sequentially when the brake is first applied and hold steady after that. This yellow wire that’s partnered with the plug-in harness allows the system to work conventionally, without the sequential function. To do that, however, the wire (including the complementing one from the other taillight) must be spliced into the car’s original brake light wiring. We preferred the sequential feature and simply tucked the unused wire back into the housing.
11. Next, the connector from the United Pacific kit plugs into the original 1157-style bulb socket for the brake/turn signal. That’s all there is to the installation, apart from repeating the process for the other taillight. 13. The harness and socket were plugged back into the housing, along with the other two original sockets. The other sockets aren’t used for lighting any longer, but reinstalling them filled the holes in the bottom of the housing and gave it an original, complete appearance. Plugs could be crafted for the housing holes to get rid of the unused sockets altogether.
14. No additional wiring is required for the LEDs’ function, but the lighting was integrated into a complete re-wiring of the car with a Go Painless kit that includes everything for the 1969 Camaro.
15. Finally, the new flasher unit (arrow) was installed on the Go Painless fuse panel. It plugs into the existing fourway/emergency flasher position and includes an additional ground wire that requires connection.
32 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
17. Here’s a stock ’69 Camaro taillight for comparison.
16. Here’s the illuminated taillight, with 84 LEDs replacing the original trio of incandescent bulbs. Their brightness is difficult to convey with a photo, but believe us, their visibility is stunning. Just as stunning was the quick and easy installation. It took us less than an hour for both sides.
18. A look at the sequential operation of the turn signals.
34 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
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All in the Family
’54 Chevy Pickup is all in for 250-mph runs Story and photos by John Gunnell
C
The Advance-Design models, which were built thru 1954, entered production on May 1, 1947. They were wider, lower and longer than previous models. Among major changes was an “alligator jaw” hood that was hinged at the cowl. A modern touch was integral headlights. Five horizontal bars, bowed in their centres, formed the Chevy grille, which housed the rectangular parking lamps between the outer ends of the top two bars.
hevrolet’s post war Advance-Design trucks are very popular for their looks and their utility, but performance is not a strong suit of these when they are left original. They can be made to go fast and you’re going to see one that was fast enough to be put on display at the Performance and Racing Industry (PRI) Trade Show in Indianapolis. But first, let’s review the history of A turret-top cab and a larger two-piece windshield were used. Inthese hardworking haulers. side factory-spec half-ton pickups was a 56-inchwide bench seat covered with a leatherette material. The pickup box (actually called a “dispatch box”) consisted of side assemblies and an end gate. The Advance-Design box was two inches wider than earlier Chevy truck boxes.
David Pilgrim’s goal is to get the truck up to 250 mph on the Bonneville Salt Flats. His dad bought the truck new in 1954 and learned how to drive on it. 36 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
By 1949, Advance-Design trucks were old enough to start making changes of a substantial nature. The over-
all appearance and mechanical makeup were largely the same, but the annual updates were the most dramatic yet seen in the series. The cabs were now flexibly mounted to the frame at four points and had a pentagon arrangement when viewed from above. The method of retaining door weather stripping was changed. Grooved retainers spot-welded along the front, top and rear of the opening were used in conjunction with a doorsill weather strip held in place by retainers and screws. Starting in 1954, a new cross-bar grille was seen. As in earlier years, stock Chevys came only with an in-line six-cylinder engine. As a result, customers didn’t usually think of speed or power as features of a 1954 Chevy 3100 pickup. Instead, these rigs were designed to provide contemporary economy, rugged reliability and longlasting durability.
San Marcos Harley-Davidson graphics adorn the doors of the Chevy pickup. For many years, it served as the dealership’s everyday truck. David Pilgrim, of San Marcos, Texas, wanted to tweak that image by turning his 1954 Chevy half-tonner into a true highperformance machine. That’s why he swapped in an Automotive Specialists Duramax diesel V8 racing engine and bolted four turbochargers on it. At that point, the truck was immediately
Johnson’s Hot Rod Shop in Gadsden, Ala., built the black pickup and the Automotive Specialists Duramax diesel V8 racing engine was then tuned up by S & S Diesel Motorsports.
AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 37
transformed into a Bonneville Salt Flats racer. Why go to so much trouble building a hot rod ’54 Chevy pickup when so many other alternatives are available? The answer to that question lies in the fact that Pilgrim’s dad bought the truck new and learned how to drive on it. It later became the shop truck at his Harley-Davidson dealership in San Marcos, Texas.
Fender-integral headlights were also introduced on the 1954 Advance-Design models. The parking lamps were moved lower in the grille in 1954.
Johnson’s Hot Rod Shop in Gadsden, Ala., built the black pickup, which was then tuned up by S & S Diesel Motorsports. The trick was to modify the torque curve to slow it up and tweak the horsepower accordingly. With this state of tune, Pilgrim got a decent start at Bonneville for his Pilgrim & Stubbs Land Speed Racing Team. The truck is currently running over 100 lbs. of boost, which makes 1,000-hp runs a realistic possibility. In addition to a Duramax Diesel V8 and four Comp turbochargers, the 1954 Chevy 3100 truck has a Liberty Equalizer seven-speed clutchless transmission and a custom Art Morrison C7 Corvette independent front suspension and four-bar rear suspension. The truck has been owned by Pilgrim since he was a teenager. Dubbed “Old Smokey,” the Chevy races at Bonneville and Texas Mile events. David is shooting for 250mph runs at the Bonneville Speedway in Wendover, Utah.
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38 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 39
PARTS STORE Boom Mat Now Offering Pre-Cut Heat and Sound Control Kits for First Gen Camaro and Firebird
Procar Introduces New Touring Series Recliner Seats Procar’s new Touring Series Recliner Seats are an idea for your pro-touring, muscle car, pony car, truck or virtually any vehicle. They feature side bolsters to offer comfort and added support during aggressive driving situations, and boast an attractive finish with white stitching and a diamond-shaped quilted centre. The seat includes the sliders, has TIG-welded steel tubing for ultimate strength, injection-molded foam, adjustable incline and recline and an adjustable head restraint. For more information please go to www.procarbyscat.com
Jellybean Fall Colours Tour
Enjoy 1100 KMs of Beautiful BC roads and sights as the colours turn to Fall Cost $630.00 including tax per vehicle (based on double occupancy) includes 2 NLJKWV· Accommodations and 2 Meals Open to all Classics, Vintage, Hotrods, Customs, Specialty Vehicles, etc. up to 1980 (25 vehicles maximum with a limited number of newer vehicles upon approval)
Phone (604) 427 4167 More information at www.jellybeanautocrafters.com Registration is by; – Fax (604) 427 4169 - Email JellybeanAutoCrafters@telus.net #208 – 19425 Langley Bypass, Surrey BC V3S 6K1
Registration Deadline is September 14, 2018
Let Us Show You Extraordinary 40 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
Boom Mat is now offering complete pre-cut heat and sound control kits for the early model F-Body (1967-1969) Chevrolet Camaro and Pontiac Firebird. The kits were developed with the OE fit and include a combination of D-Mat ultra-lightweight insulation and sound absorber material, ½-in. thick Under Carpet Lite – which is a water resistant composite material for a superior barrier to heat and noise – and 2mm Boom Mat damping material. The kits come with fully illustrated instructions which easily identify where each custom fit is to be applied. For more information please go to www.boommat.com
Parts For Any Mopar
Everything you need... Anywhere you need it!
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Portacool’s All-New Jetstream 230 Portacool has introduced the newest addition to its Jetstream series with the Portacool Jetstream 230. The Jetstream 230 features new oscillating louvres that effectively deliver cooling
Holley Sniper EFI Releases HyperSpark Ignition System Holley/MSD has announced the release of HyperSpark Ignition from Sniper EFI, which is made to add ignition-timing control to almost any Sniper EFI application. It is available for many Chevy, Ford and Chrysler applications and is a complete system that comes with a high-output CD ignition box, billet distributor and coil. The ignition box has been engineered for a simple plug-and-play installation with Sniper EFI and is able to produce 535 volts of primary voltage all the way up to 12,000 rpm. The coil sends 45,000 volts to the plug which ensures complete fuel combustion and comes complete with an integrated mounting bracket for a fast installation.
to up to 900 square feet with 3,600 CFM. The air cooler stands at just over four feet tall and offers maximum versatility to be able to accommodate a variety of work spaces so that you can experience a comfortable temperature in even the hottest conditions. Additionally, the Jetstream 230 is equipped with Kuul Comfort MicroTech evaporative media that is exclusive to Portacool products.
For more information please go to www.holley.com
For more information please go to www.portacool.com
42 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2018
RideTech Universal HQ Series Rear CoilOvers R i d e Te c h ’s H Q Series universal CoilOvers provide high-performance handling in combination with exceptional ride quality, and can be custom configured for street rods, custom pickup trucks, pro-street cars and more. The CoilOvers feature 24-position rebound adjustment to help you fine tune the shocks to your specific vehicle. They come available in six different lengths to adapt to nearly any application, and feature CNCmachined billet aluminum adjusting hardware. For more information please go to www.ridetech.com
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Our structure widths range from 10’ through 50’, with the length being as long as you need. Our engineer can provide you with stamped and sealed drawings, Schedule B and C-B, and site inspections to help assist you with DO-IT-YOURSELF any permitting processed required Take advantage of our by your municipality. full installation services These services also include throughout British Columbia, our CSA-A660 certification including complimentary on-site for pre-engineered steel consultations in the Lower Mainland structures in Canada. to fully design your custom structure. Furthermore, all our building packages are designed as do-it-yourself kits with a step-by-step installation manual.
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AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 43
Advertiser Index
Great Canadian Oil Change--------------------------------------24 360 Fabrication Inc. ----------------------------------------------9 All Parts Trailer Sales ------------------------------------------- 41 B&W Insurance ------------------------------------------------- 15 Barry-Hamel ----------------------------------------------------- 35 BowTie Auto Parts ---------------------------------------------- 39 C/S Automotive Appraisals ------------------------------------ 45 CAM Oil ---------------------------------------------------------- 41 Canadian Hot Rod ---------------------------------------------- 33 Competition Insurance ----------------------------------------- 39 Diamond Classic Car Management --------------------------- 29 Downtown PoCo Car Show ------------------------------------ 21 Eagle Ridge GM ------------------------------------------------- 38 Easy Build ------------------------------------------------------- 43 EG Auctions ----------------------------------------------------- 17
COMP Cams Short Travel OE-Style Hydraulic Lifters for Late-Model Hemi The new Short Travel OE-Style Hydraulic Lifters for the late-model 6.4L Chrysler Hemi from COMP Cams combines the advantages of both light pre-load and reduced oil volume which produces the most stable and highest revving hydraulic lifter available. The lifters are not compatible with MultiDisplacement System (MDS) and MDS lifter trays must be replaced with standard lifter trays to be compatible. The kit includes 16 lifters which weigh just 215g each and boast a 0.842 diameter. For more information please go to www.compcams.com
TCI Ford 6R80 High-Stall Lock-Up Torque Converter
Jellybean Autocrafters ----------------------------------------- 40
TCI has added to its line of high-stall, multi-disc, lock-up torque converters with the Ford 6R80. These converters feature new components designed specifically for applications which utilize electronic overdrive transmissions, while each converter’s high-stall nature gets the engine to max torque and multiplies it as the vehicle starts to move. This improves both the vehicle launch and overall performance. They feature a triple-disc, lock-up assembly with woven carbon frictions to handle more torque and dissipate heat more effectively than the stock component. Each converter features a CNC-machined, billet bolt-together design.
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Eibach --------------------------------------------------------------3 Formula Distributors --------------------------------------- 24,25 G&M Trailers ---------------------------------------------------- 41 GE ---------------------------------------------------------------- 11 George Moir ----------------------------------------------------- 41 Golden Leaf Automotive --------------------------------------- 13 Ididit -------------------------------------------------------------- 42 Innovative Autowire -------------------------------------------- 43
Langley Good Times Cruise-In -------------------------------- 40 Lift King ---------------------------------------------------------- 45 Lordco Auto Parts ---------------------------------------------- 19 Mission Raceway Park ----------------------------------------- 48 Mopac Auto Supply - ------------------------------------------- 47 Muffler-Tech ----------------------------------------------------- 39 Procar --------------------------------------------------------------2 RPM Canada ---------------------------------------------------- 23 Scott’s Super Trucks ------------------------------------------- 41 SEMA Show -------------------------------------------------------5 The Muscle Car Shop ------------------------------------------ 45 Varsity Chrysler ------------------------------------------------- 41 Westar Trailers -------------------------------------------------- 41 Workshop Hero ------------------------------------------------- 34
Edelbrock’s E-Force 122 Superchargers Making a Return Edelbrock’s E-Force 122 Superchargers originally launched back in 2007 but unfortunately had to be discontinued, but they are now returning. The positive displacement supercharger is capable of producing 500+ horsepower on a small-block Chevrolet engine. The system utilizes the Eaton H122 rotor assembly for maximum efficiency in a compact package. The E-Force 122 is designed for use with factory-style belt and pulley configurations and will not work with aftermarket serpentine pulley systems, and will require the use of a long-style water pump. Each kit comes complete with Eaton internals, intake manifold, drive pulleys, belt, gaskets and all necessary parts for installation. For more information please go to www.edelbrock.com
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AUG/SEPT 2018 MUSCLE CAR Plus MAGAZINE 45
READERS RIDES 1965 Pontiac Parisienne Custom Sport
Steve Bekessy’s love affair for the Pontiac Parisienne began when he was in high school and owned a beautiful 1969 base model until, for reasons he still can’t remember, he traded it for a Mercury Capri. Fast forward to 2012 when Steve showed his wife photos of his old Parisienne and expressed his regret regarding the lopsided trade. Unbeknownst to him, Steve’s wife began searching online for Parisiennes and had arranged for a potential seller to bring his ’65 Parisienne Custom Sport over to the house, and once he found out how motivated the seller was, he was able to take it for much lower than asking price. In 2016, Steve brought the car to Rick over at Old Time Garage in Chilliwack, B.C. where it underwent a full, bottom to top restoration. The car looked good on the surface but once Rick and his crew went beneath that, they found some terrible bodywork that used everything from chicken wire to drywall mud to fill holes and gaps. Once the restoration was complete, Steve went to work with a few more touch-ups and updates, and now enjoys taking the car out when he can and is part of the Pacific Performance Pontiac Car Club that just celebrated its 30th anniversary. The car features the original 327 engine under the hood and is one of only 143 to feature an engine that was originally meant for the Corvette Stingrays at the time. Pontiac ran out of the regular engines and had to source some from the factory where the Corvettes were being built.
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 AUG/SEPT 2018
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Missionraceway.com Or call 604.826.6315 Toll free 1.877.826.6315