P R O -90 ®
TO U R I NG SERIES 1680 N E W F R O M P R O C A R BY S C AT
SERIES 1300
FEATURES -
TIG-welded steel tubing Injection-molded foam Adjustable headrest Adjustable incline & rec line
R A L LY ® SERIES 1000
Introducing our new Touring Series recliner. Ideal for your pro-touring car, muscle car, pony car, truck or virtually any vehicle. Side bolsters offer comfort and added support. Our Touring Seat offers attractive white stitching and a stylish diamond-shaped quilted center, making this the perfect seat for your ride.
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SERIES 1000
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CONTENTS
Wild Cougar
RESTORATION: 1969 Pontiac GTO Judge Convertible Resto-Mod ...pg 26
SUSPENSION: Suspension Products Buyers Guide ...pg 18
ALSO INSIDE: Starting Lines-------------------------------- 4 Elkhart Lake Muscle---------------------22 Avanti Timeline-----------------------------32 2009 Bullitt Mustang--------------------36 Parts Store------------------------------------42
Ron Stewart’s excellent 1969 Mercury Cougar Eliminator ...pg 12
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Chevrolet Introduces All-New, Mid-Engined Corvette
built around the centre tunnel which enables a light yet stiff structure to serve as the foundation for the suspension system.
Inside of the new Corvette is a low, spacious interior that features a fter months and months of speculation, Chevrolet has finally driver-oriented layout that has been mitigated forward by a foot and officially unveiled the all-new 2020 Corvette Stingray, which a half due to the mid-engine design. This allows for the car’s centre will be the brand’s first-ever production midengine Corvette.
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The move to mid-engine, which may rub some people the wrong way, is all in the name of performance. Chevrolet lists the main reasons for the switch as better weight distribution, better responsiveness and sense of control due to driver positioning closer to the front axle and a race car-like view of the road due to lower hood position. The exterior design is much more futuristic and supercar-looking than its predecessor, but without departing too far from the previous designs, allowing it to still resemble a Corvette. The stance found on the new Corvette was inspired by F22s, F35s and other modern fighter jets as well as Formula One cars. Some highlights of the exterior include low profile headlamps, hidden door, hood and hatch releases, quad exhaust tips and dualelement LED tail lamps with animated turn signals. In addition, the Corvette’s structure is MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Volume 17, Issue No. 4 August / September 2019 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 Dan Heyman Cam Hutchins
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:
of gravity to be close to the driver’s inside hip which changes the perception of vehicle handling and responsiveness. The new Corvette boasts many premium interior materials such as the hand-wrapped, cut and sewn leather components, carbon fibre trim and rear aluminum or real carbon fibre for console and door trim plates. Three seat options are available including the GT1 which emphasizes comfort while still providing good support, the GT2 which offers a race-inspired look and includes carbon fibre trim as well as a Napa leather insert and heating and ventilation, and finally the Competition Sport seats which are designed specifically for the track-focused driver. At the heart of the new Corvette is a next-gen 6.2-litre Small Block LT2 V8 engine which is the only naturally-aspirated V8 in the segment. It produces 495 horsepower and 470 lb-ft of torque when equipped with the performance exhaust which is the most power for any entry Corvette ever. The powertrain sits low and enables a low centre of gravity, while a lightweight, 3.2mm-thick glass panel on the rear hatch allows owners to show off the engine. Paired to the motor will be Chevrolet’s first 8-speed dual-clutch transmission that is made to provide lightning-quick shifts and is uniquely designed with Tremec to provide the connected feeling of a manual to the comfort of an automatic. In addition to the new powertrain, the new Corvette also receives a plethora of other ride and handling upgrades which include new eBoost brakes, launch control, performance suspension with manually adjustable threaded spring seats, enhanced cooling, an electronic LSD, front splitter and available Magnetic Ride Control 4.0 which provides precise data through suspension-mounted accelerometers. Given that it is 2019, the new Corvette will, of course, feature a number of technology and electrical features that will make the driving experience that much better. The Driver mode choices have expanded from four to six while GM’s new digital vehicle platform is also featured. This is an all-new electronic architecture that minimizes wiring which allows for fast signal transmission between different vehicle systems and the higher resolution screens. Other new technology features include a new infotainment system, one-touch Bluetooth pairing, wireless charging, and a 12-in. customizable instrument cluster, while the new electronic features are highlighted by a heated steering wheel, two new Bose audio systems and the Performance Data Recorder. For now, only information for the base Stingray model is available, but we would guess that higher-powered versions won’t be too far behind. The 2020 Chevrolet Corvette Stingray is set to go on sale later this year with a starting MSRP of just $72,495.
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
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Story and photos by Dan Heyman
Dodge Charger SRT Hellcat and Scat Pack get Widebody Versions
ling down Widebody Lane. They’re a bit of a crowning achievement for Dodge, as in the era of the SUV, Charger and its Challenger sibling sales soldiered on rather successfully. Over the last ten years, Challenger and Charger sales have increased 60 percent, and last Every year, FCA hosts a full-line drive for selected media, and in ad- year was the Challenger’s most successful since its inception…in dition to the opportunity for invitees to sample pretty much everything 1970. According to Tim Kuniskis, Head of Passenger Cars in North Jeep, Dodge, Fiat, Alfa Romeo, Chrysler and Ram have to offer, America, the reasons for this are simple. there’s often a tasty reveal of something we’ve never seen before. “(We maintain our success) by introducing a stream of vehicles that This year, it would appear, is the year of the muscle car, as FCA used resonate with the performance enthusiast,” he said. “We’ve sold the event to introduce not one but two new versions of its Charger more that 35 thousand supercharged Hemis, putting over 26 million muscle sedan: the widebody versions of both the Scat Pack and horsepower into the hands of Dodge enthusiasts.” Hellcat models, as the Charger follows its two-door Challenger sibHaving said that, Kuniskis also admits that their market research shows that the Charger’s flower has wilted a little in the face of the Challenger’s success, and it was time to show the Charger some love. “The Charger is a car unlike anything else,” he said. “It’s the only four-door muscle car, and Dodge and SRT have (now) pushed the boundaries of what a performance sedan can—and maybe should – be.” So while the power figures remain the same – 707 hp and 650 lb-ft of torque for the supercharged Hellcat, 485 hp and 475 lb-ft for the 392 Scat Pack – the real story comes in the handling department, with the widebody adding .6 inches of front and rear track width, plus 3.5 inches of overall width. That means the fitment of fat, new 305-section Pirelli P Zero rubber and increased handling performance; the widebody can pull .96 G on the skidpad. MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
On the 2.1-mile road course they used to test the Charger, the wide- road, there’s no way it’s not going to get your attention.” Doublebody was 2.1 seconds faster ‘round than non-widebody versions. negatives aside, the point is a valid one – it’s almost as if Dodge chose a fairly tame colour for the reveal car to show the presence Performance-wise, the Hellcat knocks off the 0-60 mph sprint in 3.6 is added by the widebody, and colour be damned. seconds, while the Scat Pack performs the feat in 4.3. There is a launch-control system on-hand – because, of course there is – but But the fix is easy, right? Just get the non-widebody one. Well, not it’s complemented by the launch assist system that helps rescue so fast; if you want all the power the Hellcat provides, it’s Widebody potentially harmful rear axle-hop. Other Hellcat-specific adds include a “race cooldown” feature that cools the supercharger after you’ve shut off the engine, as well as a line-lock feature that, once activated, automatically holds the front brakes for super cool burnouts. In addition to the new rubber, both the Hellcat and Scat Pack get re-tuned suspension; the Hellcat’s front springs are 32 percent stiffer than previous, while the Scat Pack’s get a 27 percent increase in stiffness. The Hellcat also gets larger front and rear sway bars (to the tune of 34 mm and 22 mm, respectively), while the Scat Pack sees its rear sway bar increase to 22 mm – the front remains the same as non-widebody models. In addition to the widened wheel arches (they are technically bolted on to the body but you can’t tell as there are no exposed bolts), the Hellcat gets a special front grille, rear spoiler and wheels, while the Scat Pack gets bespoke wheels as part of the deal. Which, for me at least, poses a bit of a problem. only for you going forward in 2020. The Scat Pack can still be had both ways, though, so there’s that. You see, while Dodge is known for building some pretty rowdy stuff – it’s kind of their calling card, what with colour names like “Plum Inside, the Hellcat gets a unique black-and-red instrument cluster, Crazy” and “Citron Yella.” The thing about the regular Charger with real carbon fibre accents on the instrument panel and gauges. Hellcat, though, was that you really had to know what to look for Uconnect infotainment with Apple CarPlay and Android Auto supas indications that it had 707 hp under the hood, and wasn’t just port comes as standard (really? CarPlay and Android Auto is what some other Charger. When you think about it, it was actually a bit you’re worried about in your 707-hp widebody muscle car?), but you of a Q-car, especially if you had one of the tamer colours. That was can also use the 8.4-in. screen for much more performance-oriented actually part of its attraction; the most powerful sedan to ever roll adjustments, including your suspension, powertrain, electronic driver off the Dodge line actually did so in more subtle of a way than the aid settings and – for the first time in a Charger – your electronic Scat Packs and Daytonas before it. power steering. With the Widebody, that’s no longer the case; I agree 100 percent Both the Hellcat and Scat Pack Widebody models will be in dealers with Kuniskis when he says that “when you see this thing on the in early 2020.
AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE
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Ford Releases Official Power Numbers for Upcoming 2020 Mustang Shelby GT500 Ford has finally released the official power numbers for the muchanticipated 2020 Mustang Shelby GT500 and in doing so, it joins some pretty exclusive company. The Shelby GT500 will produce 760 horsepower and 625 lb-ft of torque which will make it the most powerful street-legal Ford ever. In fact, that power produced by the
5.2-litre supercharged V8 makes it the most power- and torquedense supercharged production V8 in the world. As mentioned, this puts the GT500 in elite company in terms of muscle cars as the 760 horsepower surpasses the 755 produced by the Corvette ZR1 and the 717 horsepower found in the Dodge Challenger SRT Hellcat. The torque number falls short of the aforementioned ZR1 and Hellcat which is likely due to displacement as the 5.2L V8 found in the Ford is much less than the respective 6.2L offerings found in the Chevy and Dodge. We will keep you posted with more details and an on-sale date as they become available. 10 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Automotive World Saddened by Passing of Former Chrysler CEO Lee Iacocca
Mecum Las Vegas Collector-Car Auction Mecum Auctions is gearing up for its third-annual collector-car auction in Las Vegas, slated for October 10-12 at the Las Vegas Convention Center. The world’s largest collector car auction company is set to return with an anticipated 1,000 vehicles on offer over the course of the three-day auction, with vehicles ranging from muscle cars and classics to Hot Rods, Resto Mods and more. The auction is open to buyers, sellers and spectators; general admission and bidder registration are available at Mecum.com and at the door. Children 12 and younger are admitted at no charge. For more information and to view consignments, visit Mecum.com.
Lee Iacocca, who was perhaps best known as the former President of Ford and the man who pulled Chysler from the brink of collapse in 1980, has passed away at the age of 94 in Bel Air, California of complications from Parkinson’s disease. “Lee gave us a mindset that still drives us today – one that is characterized by hard work, dedication and grit,” said Fiat Chrysler Automobiles in a statement. “We are committed to ensuring that Chrysler, now FCA, is such a company, an example of commitment and respect, known for excellence as well as for its contribution to society. His legacy is the resiliency and unshakeable faith in the future that live on in the men and women of FCA who strive every day to live up to the high standards he set.” Iacocca enjoyed a nearly fivedecade career in the automotive world beginning in 1946 at Ford Motor Co. where he eventually became President and had a huge part in the release of the Ford Mustang in 1964. After not seeing eye-to-eye with then Ford Chairman Henry Ford II, he was fired in 1978 but was soon recruited by Chrysler where he is largely credited with saving the company in 1980, aided by the release of the Dodge Caravan and Plymouth Voyager minivans. Iacocca is survived by his two daughters, Kathryn and Lia, from his first marriage to wife Mary who passed away in 1983 from health complications caused by diabetes.
AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 11
Excellent
Eliminator Ron Stewart’s outstanding 1969 Mercury Cougar Eliminator
T
he Cougar was Lincoln-Mercury’s entry to the Pony Car corral, joining the Camaro/Firebird in 1967 with a car based on the Mustang chassis lengthened by 3 inches. But the Cougar and Mustang shared almost no parts except the windshield, drivetrain and most suspension components. Some styling cues such as sequential tail lights from the Thunderbird and hidden headlights were meant to upgrade the Cougar from the Mustang. Lincoln-Mercury also wanted their car to have a better ride and the longer wheelbase certainly helped with that, but the added weight hurt their street credibility as a performance machine. Motor Trend magazine voted Cougar as its pick for “Car of the Year” in 1967.
Story and photos by Cam Hutchins
Engines were generally the same in the Cougar as the Mustang except for the 427 Side-Oiler (W-Code) that found its way into 357 1968 Cougar GT-E models, but it was only available with the three-speed MercO-Matic transmission. A point of interest is the almost constant reference among Mustang fans to 1968 Mustangs with the W-Code 427. According to Kevin Marti’s book, Mustang By The Numbers 1967-1973, “not a single W-code 427-powered Mustang record exists in the Ford data.” The W-Code 427 “Side-Oiler” got its roots in LeMans racing and has as its priority the sending of oil from the pump to the crankshaft first, and then to the top-end camshaft and valve train.
In May 1968, GT-E Cougars had available 4speed top-loader manual transmissions, but with the 428 Cobra Jet only. Out of the mere 37 (R-Code) 428 Cobra Jet-powered Cougar GT-E models, just three came with 4-speed manual transmissions. The newly-designed bigger, wider 1969 Cougars and Mustangs had lots of room for big blocks and many were ordered. The 302 base engine was dropped from the Cougar line and replaced by the 351 engine. Drawing inspiration from “Dyno” Don Nicholson’s “Eliminator” 427 SOHC Funny Car, the Eliminator package was introduced midyear to help boost the Cougar’s lagging sales. The Eliminator package came with the better handling, performance-tuned suspension and had the Boss 302 engine as an option, but only with a 4-speed manual transmission. The 351, 390 and 428 Cobra Jet engines were also offered in the 1969 Eliminator package. Of the approximately 100,000 Cougars made in 1968, 29,000 had black vinyl roofs, but Eliminators were offered with a different market in mind. No vinyl roofs were offered on the Eliminator package, and in 1968, it offered high-back buckets seats and the “Decor” interior package as standard equipment. Also standard was a full set of gauges including tach, front and rear spoilers, blackedout grille, special side stripes, and rally wheels, and Ram Air was an option. They only sold 2,247 1970 Cougar Eliminators and all were hardtops, as the Eliminator package was not available on the convertible. Out of those few cars, only 182 428 Cobra Jets were 4-speeds, 85 of them Super CobraJets with the lower final drive ratios.
14 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Pastel Blue, Competition Gold and Competition Green. Interior choices went from three in 1969 to seven in 1970. After the 1970 Cougar, Lincoln Mercury decided to compete with GM’s new personal luxury line of cars, the Monte Carlo and Grand Prix. The Eliminator package was ended and the cars grew out of the performance category with nearly all 1971 Cougars equipped with automatic transmissions. Fewer than
For 1970, all Cougars got high-back bucket seats, but the Decor package interior was an option as were the styled steel wheels. The 6,000-rpm tach was upgraded to an 8,000-rpm tach on the Boss 302 cars, and a unique “Elapsed Time” clock was available. It came with a sweep second hand and an adjustable elapsedtime indicator needle. The manual transmission cars got the iconic Hurst “T” handle shifter locked in place with a set screw to avoid theft. The grille went back to the “Electric Shaver” style from the 67/68 models and the hood scoops were all black instead of body coloured in 1969. The hoods for 1970 Cougars got a pronounced centre section that flows down the centre of the grille designed specially to give many owners and mechanics bashed heads. The Eliminators were only built in limited colours specially for this model, although some non-Eliminator cars got ordered with these paints when specially requested. There were four colours for 1969 - Competition Orange, Bright Blue, Yellow or White. Six colours were offered for 1970 including Competition Orange, Competition Yellow, Competition Blue,
16 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
500 1971 Cougars were built with 429 Cobra Jets, 401 hardtops and 47 convertibles. The performance years of 1967 to 1970 saw over 435,000 Cougars built, but that did not match the 1967 Mustang’s sales of 467,000 . Growing up in Coquitlam, it was hard to miss the two bright Competition Yellow Cougar Eliminators running around. One was a Boss 302-powered car with the obligatory 4-speed, and the other car, featured here, had the Ram Air Cobra Jet 428 and 4-speed. Owner Ron Stewart was no stranger to fast cars and Cobra Jet 428s. His first vehicle was a 1966 Mercury Pickup with
a Super Cobra Jet he bought off his Uncle. His Uncle had worn monton and it is not certain when it started menacing the streets out the original 352 V8 and found a wrecked car with the 428 of the Lower Mainland. The car is now in a bit of collection of and installed it, like it was supposed to be there the whole time. cool cars including the TV show “I Dream Of Jeannie” Barbara Eden’s 1969 Mustang Mach 1 and a pair of Beaumont Cheetahs. Stewart drove the truck or his 1970 Superbee with the pistol grip 4-speed to high school and he had his share of tangles with the The car has been driven to many areas of BC, and in the ‘90s Cougars. As time wore on, Stewart also got a few more cars got driven everywhere before more and more competition for including a ‘68 Camaro. He became friends with previous owner Stewart’s favour came along, including vintage drag boats and Randy Marr who owned the Cobra Jet Cougar. He even watched his kids. Currently he is restoring one of the last Mustang GTs it race at the old Mission Raceway with a 427, traction bars, of the ‘60s made, as the Mach 1 Package made the more exframe connectors and lots of attitude. With the track shutting pensive GT package redundant. Yeah, it’s got a Super Cobra down, the 1969 Eliminator got stored at Marr’s house. One day Jet and is one of only 11 made for 1969! shortly after, Marr started stripping the Cougar down for a repaint, and Stewart ponied up the cash needed to buy this “Uber” desirable piece of Coquitlam’s Carnut history. All the bits that had been removed for racing were in storage and the original 428 Cobra Jet was not raced on the track and did not have many miles on it. The racing parts got discarded and this numbers-matching car was painted its original colour and reassembled with almost all the parts it had come from the factory with. The Eliminator package included the rev limiter because of the 4-speed, and this car came with a 3.00 rear end allowing for great highway cruising. It has very few options, but does have a factory tach, AM radio and the optional Styled Steel wheels. It has the code 1A black base interior as opposed to the code 5A black Comfort Weave. The interior seats, door panels and headliner are the originals from the factory. This car was restored in the late ‘80s and the interior had been in storage for more than ten years at that time, so it was like new. The car was sold new in EdAUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 17
PRODUCTS: SUSPENSION
BUYERS’ GUIDE Belltech Front Anti-Swaybar
Description: Belltech’s Front Anti-Swaybar kits are manufactured from cold-formed solid steel and use swedged ends for their superior strength and reliability. These bars reduce the boat-like body roll, which not only creates more confidence for the driver but also keeps the body flat in turns during high-speed situations. Specifications: The swaybars include high-grade mounting hardware and polyurethane bushings, and are powder-coated gunmetal grey for a lasting finish. Applications: Available for the 1967-69 Chevrolet Camaro/Pontiac Firebird, 1968-74 Chevrolet Nova, 1975-79 Oldsmobile Cutlass. Website: www.belltech.com
Bilstein SA4 Series Description: Bilstein’s SA4 Series is a fully-polished aluminum shock body with bushing-style 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 2019 Chevrolet Camaro SS 1LE 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 -0.7-in. in the front and -0.7-in. in the rear. Applications: Available for the 2019 Chevrolet Camaro SS 1LE. Website: www.eibachcanada.com
Eibach SPORTLINE Sport Performance Springs Description: Eibach’s SPORTLINE Sport Performance Springs help your car achieve legendary handling by lowering your car’s centre of gravity, which dramatically reduces squat during acceleration, body roll in corners and nose-dive under braking. The springs not only provide increased performance but also give your vehicle a good ride quality for cruising. Specifications: Lowers vehicle 1.7-in. to 2.3-in. and features a progressive spring design for excellent ride quality. Applications: Available for a wide variety of applications. Visit website for complete listings. Website: www.eibach.com
Flaming River GM Front Coil-Over Shocks Kit Description: Flaming River’s GM Front Coil-Over dual adjustable shocks kit allow for independent adjustment of the compression and rebound settings, and are 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 2019
Hope Invermere Kamloops Kamloops II Kamloops IV Kelowna Kimberley Ladner Ladysmith Lake Cowichan Langford Langley Lillooet Lumby Maple Ridge Merritt Mission Nanaimo Nanaimo II Nelson Newton North Kamloops North Vancouver North Vancouver II Oliver Osoyoos Parksville Penticton Pitt Meadows
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Port Alberni Port Coquitlam PORT Coquitlam - OXFORD Port Kells Powell River Prince George Princeton Qualicum Beach Quesnel Revelstoke Richmond Salmon Arm Sidney Smithers Squamish Summerland Trail Tsawwassen Valemount Vancouver - E 2nd Vancouver - S.W. Marine Dr. Vernon Victoria West Kelowna Whistler White Rock Winfield
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(250) 395-4051 (604) 850-1446 (604) 796-3141 (604) 856-3483 (250) 546-8110 (604) 930-9316 (604) 291-6840 (604) 522-3947 (604) 412-9955 (250) 457-9644 (250) 830-1788 (250) 365-5015 (250) 679-3088 (604) 858-2200 (604) 792-1999 (604) 556-9800 (604) 576-2821 (604) 931-3830 (250) 338-6266 (250) 417-0888 (250) 428-5335 (604) 597-8668 (250) 746-8181 (250) 491-0531 (250) 838-2200 (250) 423-4477 (250) 367-7581 (250) 344-7488 (250) 442-5995
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100 Mile House Abbotsford Agassiz Aldergrove Armstrong Bridgeview Burnaby - Douglas Rd Burnaby - Edmonds Burnaby - Metrotown Cache Creek Campbell River Castlegar Chase Chilliwack - Sardis Chilliwack - Yale Clearbrook Cloverdale Coquitlam - Clarke Rd Courtenay Cranbrook Creston Delta Duncan East Kelowna Enderby Fernie Fruitvale Golden Grand Forks
SIN
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Hellwig American Muscle Sway Bar Description: Hellwig American Muscle Sway Bars are specifically designed and engineered for each unique vehicle application. The large-diameter sway bar drastically reduces body roll, enhancing handling and providing balanced cornering characteristics. Offered in tubular and solid designs, both front and rear, to provide optimal sway/roll control while keeping weight to a minimum. Easy bolt-on installation. Specifications: Material: 4140 Chromoly Steel. Finish: Silver Hammertone. . Adjustable rate on most applications. Lifetime Warranty. Made in the U.S.A. Applications: GM, Dodge and Ford. Website: www.hellwigproducts.com
Hellwig Frame FX Reinforcement Kits Description: Hellwig Frame FX Frame Reinforcement Kits are designed to increase structural integrity, providing less frame flexing during hard launches or high-speed cornering. Each kit is a weld-in design that can be performed once the body has been removed. Great for Restoration Projects, Drag Racing and Pro Touring vehicles. Specifications: 5160 Steel. Pre-bent weld frame panels. Lifetime Warranty. Made in the U.S.A. Applications: GM A-Body and G-Body. Website: www.hellwigproducts.com
Hotchkis 1.5 Adjustable Performance Series Shock 4 Pack Description: Hotchkis’ adjustable performance series shocks are a fast, easy way to dramatically improve grip, steering response and control. The shocks are manufactured by Fox and tuned by Hotchkis engineers, with the valving designed to deliver a smooth, comfortable ride on the shock’s softest setting and a more race-oriented ride on its stiffest setting. Specifications: Shocks are built with heavy-duty billet aluminum end caps, polyurethane bushings and hard chrome-plated, heat-treated alloy shafts. Applications: Available for the 1964 ½ to 1966 Ford Mustang. 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
20 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Lakewood Front Sway Bar Quicklinks Description: Lakewood’s Front Sway Bar Quicklinks offer an innovative slide-and-pin mounting system so you are able to connect and disconnect quickly for strip and street setup. Their adjustable lengths accommodate varied ride heights while the spherical rod ends offer a positive feel and improved handling. Specifications: Spherical rod ends are utilized rather than rubber ball and socket joints. Applications: Available for the 2010-2013 Chevrolet Camaro. Website: www.holley.com
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
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 Air Suspension System for 67-69 Camaro/Firebird Description: Ridetech’s Air Suspension System for first-generation Camaro/Firebird provide an ultra-low stance with modern ride quality and handling, and include several components that will improve the suspension geometry to provide modern drivability. Some of these components include RideTech tall spindles, Upper StrongArms, Lower StrongArms, HQ Series Shockwaves, Front MuscleBar and bolt-on 4-link. Specifications: Control system is not included, must be purchased separately. Applications: Available for the 1967-1969 Chevrolet Camaro and Pontiac 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
AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 21
FEATURE: ROAD AMERICA
Elkhart Lake Muscle
Story and photos by John Gunnell
T
he Road America race course was established in 1955. It is located midway between Milwaukee and Green Bay, Wisconsin in the Village of Elkhart Lake. The world’s best racers have competed at this circuit for nearly 64 years. In addition to public race weekends, Road America offers a variety of group event programs, the CTECH Manufacturing Motorplex for karting and supermoto, and the Road America Motorcycle and Advanced Driving Schools. Chevrolet recently took suggestions from Corvette fans for a brighter blue colour for the soon-to-be released 2019 Corvette. The “Elkhart Blue” colour choice pays homage to the brilliant waters found in Elkhart Lake. The Corvette is among many muscle cars that have competed at Elkhart Lake. Most likely the first muscle cars to traverse the classic 4.048-mile, 14-turn circuit in Wisconsin’s beautiful Kettle Moraine valley were the Carl Kiekhaefer Chrysler 300s that competed in a rare NASCAR contest at Road America in 1956. The early 22 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
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Hemi-powered Chrysler 300s are often referred to as the “first muscle car.” Road America was also the site of many Trans-Am competitions in the late-‘60s and early ‘70s, that featured Mustang, Camaro, Firebird, Barracuda, Challenger, Cougar and Javelin pony cars. Writer and racer Jerry Titus was killed in an accident while driving a Pontiac Firebird there. Many of the same pony cars circle the course today during the three vintage races that take place each year, one in the spring, one in the summer and one in the fall. Not too many years ago, there was a pile-up of muscle cars near the start/finish line at Elkhart Lake. One enthusiast magazine ran a photo of the stack of banged-up cars with arrows and price tags indicating how much each of the cars was worth. Still, the Corvette is the performance machine most closely linked to Road America. “If we look at all the race tracks on which we compete and the history that Corvette Racing has enjoyed at each of them, you could
24 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
make the claim that none is more important than Road America,� said Doug Fehan, Chevy’s program manager for Corvette Racing. “Elkhart Lake was the site of the very first Corvette Corral. You have the iconic Corvette Bridge, the Kettle Morraine, the food, the people... all that and more.�
Mundy and more. Legendary drivers such as Juan Fangio and John Fitch and others have made celebrity appearances there.
In this article are photos of some of the muscle cars that were seen on-track during various vintage events. For more informaWell-known drivers who have competed at Elkhart Lake include tion about the historic track visit  www.roadamerica.com or www. Paul Newman, Roger Penske, Jim Hall, Hap Sharp, Jim Kim- facebook.com/RoadAmerica or Twitter: @roadamerica. You can berly, Elliott Forbes-Robinson, Craig Breedlove, Frank “Rebelâ€? also call 800-365-7223.Â
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AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 25
FEATURE:1969 PONTIAC GTO JUDGE RESTORATION
Roughed-Up Ragtop
Collector restores a 1969 Pontiac GTO Judge Convertible
Story and photos by John Gunnell
“I stuck a lot of aftermarket stuff in there,” Mokwa admitted, while rattling off some non-factory-offered components like four-wheel disc brakes, a im Mokwa, of Waupaca, Wis., has no doubts he did the right thing two-inch dropped front spindle, a 12-bolt rear end (instead of the Ponwith his resto-mod style restoration of a ’69 GTO Judge convertible. tiac 12-bolt type), a four-core aluminum radiator, a Tremec five-speed “I think it was worth the wait and worth the work,” he told Muscle Car transmission and a tweaked V8 with Edelbrock heads. Plus. “I think I’ll always be able to get my money out of it someday and that’s how I look at it – are you going way beyond what the car is worth? Jim’s friend who owned the car was a tool-and-die maker in Spokane. He thought he could fix the roughed-up ragtop, so he hauled it to his I don’t think I did.”
J
Pontiac built just 7,328 GTO ragtops in ’69. Jim knows the complete history of his car from when it was bought new in Seattle, Wash. for $4,447.31, until he made it almost new again with a complete restoration. A previous owner’s irate girlfriend once beat the car with a baseball bat. Its original drive train disappeared over the years. But Mokwa had restored other GTOs to stock and decided to go a different route with this one.
Loader was used to lift body.
It wasn’t in a barn, but the condition was definitely “barn find.”
barn way out in the country and stored it inside for 10 years. When the friend turned 60, he began to realize that he was never going to get the car done and called up Mokwa to see if he wanted it. In April 2006, Leo Coonen, Mokwa’s body man, was in the mood for a road trip. The two men set off for Spokane with Leo’s truck and trailer. The five-day trip turned into a bit of an adventure when they encountered a spring snowstorm in the mountains of Montana, but they brought the 26 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
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With the body away, Jim Mokwa had a young man come out to his house to sandblast the frame with a mobile sandblaster. As much as he could, he removed the rear axle from the frame so the young man had a clear shot at every inch of the frame and at the A-frames up front. The A-frames and front wheels and tires remained on the frame so that it could be moved when need be. He and the blaster flipped the frame over so the bottom could be cleaned, too. “It was handy having someone come right to my house,” Mokwa told us. “He charged about $100 for that and it was well worth it.” Once the frame was stripped of paint, Mokwa covered it with POR-15 rust preventative paint and top-coated the POR-15 with regular black paint. “POR-15 is a wonderful material,” Mokwa feels. “You paint it on with a brush—a 10-cent hardware store brush—and it flows. Once you get it on metal it flows freely and finds its own centre. You have to paint Mobile blaster came right to Jim’s home to clean up the frame. Bodyless frame had a thick coat of rust. car home safe and sound. Jim had noticed a trend towards modified muscle cars (resto-mods) and decided to do this car that way. He added an engine kit, a Tremec tranny, American Racing Torque Thrust II wheels and Baer brakes. Originally, Mokwa’s car had been fitted with the base GTO engine. Its factory options included Turbo-Hydra-Matic, a front bench seat, a rear seat speaker, concealed headlamps, power steering, tinted glass, full front and rear mats, a Saf-T-Trak axle, a push-button radio, door edge guards, Rallye wheels, power disc brakes and G70-14 tires. The first thing Jim did when starting the restoration was to take the car apart down to the bare frame. He took pictures as he went along to make sure he could put everything back together the way it was taken over it while it is still tacky. When you touch it with your finger, it will feel apart “You think you remember everything,” Jim told us. “But you’ll never like sticky candy and that’s the time to apply your topcoat.” If you allow remember a year later, when you try to reassemble the car.” the POR-15 to dry, you’ll have to go back and scuff it up before painting over it. “I thought, why should I do that?” Mokwa said. “Since I can just After the car was disassembled, Mokwa had a neighbour come over go ahead and paint over it while it’s tacky.” with a “skidsteer-style tractor to lift the entire body off the frame. “Then, I knew I could get the body off to a media blaster,” Jim remembered. “He As for all the small parts, Jim brought them to the foundry he owns and sandblasted them in a large blasting cabinet. Then, he started to slowly re-assemble the frame. At this point, he added the two-inch dropped spindles. “I wanted a lower look to the front of the car,” he explained. “But I wanted to keep the stock steering geometry. I felt this was very important, because you can do an Air Ride system to lower the front, but then you lose the geometry. It looks great, but I don’t think it’s real practical on a driver.” Jim sandblasted the differential in the shop at work. He painted it little by little until it looked good. This was part of some time he spent getting the suspension and drivetrain parts ready to be bolted back in place when Jim painted the rear axle and differential a little at a time.
Body was stripped and primed early in the project. used plastic media to blast the metal clean and a local body man did the body work over the next year.” The body was mounted on a rolling cart. This went to the media blasting shop nearby. The fenders, hood and doors had been removed and were taken separately to be media pounded. After the car was blasted, the shop sprayed an epoxy primer over everything inside and out of it to keep rust away. Then, it was moved back to the body shop where the project of fixing the sheet metal began. 28 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
the body shop got finished with the sheet metal repairs. As he was doing the chassis, he ordered a four-wheel disc brake setup from Baer Brakes and installed it himself. The engine work was sent to Blanchard’s, a well-known shop in Appleton, Wis. Mokwa bought the rotating assemblies for them to assemble and they also did the required machine work. When the engine block came back from Blanchard’s, Mokwa used a hoist to set it in the chassis and bolted it up to the Tremec 5-speed transmission. “I mounted that unit into the frame once I got the engine mounted,” he recalled. “It was great to
Gantry crane helped with re-installing the body. “It would have been nice to take the engine to a local shop called Extreme Motorsports to have it dialed in on the dynamometer,” Mokwa admitted. “I probably scorched my headers breaking the engine in on the street. The average guy won’t notice, but if you have the tuning done on a dynamometer, they bolt up old, rusty headers for initial test runs” Mokwa purchased a generic four-core aluminum radiator at a local parts store and installed it and hooked up the power steering. When he had the entire chassis pretty much done, he moved onto dealing with the original seats. He had taken pictures of the seats, the frames and the cardboard inserts—as well as of the mouse nests. The seats definitely be able to do the transmission and the clutch before the body went on needed work and he turned to Performance Years and Legendary Auto and I was also able to run the brake lines and easily get the new brake Interiors for help. system all ready to go.” Mokwa took the seats down, sandblasted the frames and cleaned evA performance shop in Tennessee did the Edelbrock heads and Mokwa erything so he could recover the seats. As he cleaned various areas, he installed them. With the body off, it was easy to bolt the heads on and looked for broken springs. “The average person can do this work, but it attach the headers. He hooked up the rear axle. “It was best to do all this while the body was off,” he advised. “That way, when you discover that the brake distribution block is so close to the headers that it boils the fluid out, you can bend your lines to reposition it. Everything can be tweaked and it’s great doing this with the body off. Another plus is you’re making progress on the car while the body man is doing his job, so two jobs are getting done at once.” Lowering the larger Tremec tranny into place was done like this.
With the body off, Mokwa was able to assemble and weld the complete exhaust in the car, check his clearances and make sure that everything from the Doug’s Headers kit fit nicely. This also ensured that the exhaust system was high enough up. Mokwa never used the frame as an engine test stand, but he is sure he could have run the engine in the open chassis, since he had everything in place for something like that. There were numerous body panel adjustments to be made.
The seats were rough too and mousy. takes a lot of time and patience,” Mokwa said. “You need to take note of how the seat was assembled as you take it apart. Pinpoint where the hog rings were. You see a lot of seats where people didn’t put the hog rings in the right places so they could draw the seat cover down on its seams to give it a pillow effect and get the right detail. You have to do more than just cover a seat. You’ve got to be careful with the hog rings. That’s the hard part, but it really pays off when you’re done.” Mokwa went back to the body shop to see how things were going. They tried to fit all panels with the body still on the cart it was on, but Mokwa had another core support and the shop had made braces it used to try to mock up the front clip. “It wasn’t the same as having the car on the frame, so we took the primer-coated body off the cart and mounted it on the frame to get everything fitted,” Mokwa recalled. “We put the front clip AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 29
Stainless steel parts that needed restoration were sent to Vintage Vehicles Co. in Wautoma, Wis. Jim took the convertible top frame all apart, sandblasted it, painted all parts with the right satin or gloss finish and had a local trimmer come to his house to install a new top that he ordered from Performance Years. The new top had the right weave, texture, colour and material and the installer appreciated the fact that he didn’t have to clean anything or re-use the old pads. The bumpers were sent out to be plated, but not before Mokwa marked them up with circles around each dent and his name on them. He said platers really like to see bumpers with rust-free cores. Rusty bumpers
By this stage the car was starting to look like a restored GTO. on. Fitting the hood and front fenders was very important because, once we had things painted up, we couldn’t hammer on a fender to bend and tweak it for the proper fit.” Once all the panels had been fitted, they were pulled off and the body was taken off the frame and put back on the cart. Then, the body shop painted everything with the car and parts off the frame. This allowed them to get nice detailing and paint the firewall. Then, they put the body back on and fit the fenders and hood back where they were. The Tremec five-speed transmission was larger than the stock Muncie. They had to enlarge the tunnel. Transmission suppliers tell you this before you buy and even send along sheet metal for the job. Mokwa cut out the tunnel, put a new piece of sheet metal in per instructions and used the original “doghouse” so the original factory carpets that are molded for the doghouse could be used. He had already cleaned up and refinished the pedal assemblies and re-installed them before putting the body back on.
Convertible top frame refinished and re-installed. involve a lot of patchwork and, if anything has to be welded, they wind up with pinholes. “My bumper was bent, bent, bent, but solid,” Mokwa noted. “There were bends where you could tell a cable had been hooked to yank the car out of a ditch, but when the bumpers came back, they were perfect.”
As for the Endura rubber nose, Mokwa sandblasted it. He said sand The heater core had also been sandblasted and refinished. The plastic doesn’t attack the rubber, but actually bounces off it. He had done other ducting that goes up to the vents was carefully washed with soap and ’69 GTOs and sandblasted rubber before. He first blasted a test piece to make sure there was no damage. The interior was completely redone with reproduction interior kits.
Mokwa estimated that over a dozen parts and service contractors were involved in his project. “The body shop, media blaster, young man who sandblasted the frame, engine machine shop, transmission people and, of course, Jegs and Summit Racing contributed,” Mokwa rambled off. “There was Doug’s Headers, Performance Years, Legendary Auto Interiors, Baer Brakes, Keystone; the list goes on and on. The people at Mathews, a Goodyear Tire dealer in Waupaca, bent over backwards to help me get the right wheels, offsets and sizes. They even let me take wheels home to experiment with.” Mokwa says it took about two years of restoration before he had a drivable car. He spent another year finishing details. He says he was able to get the job done in a relatively short period because he had done other
water. Mokwa scrubbed everything all up and wiped it down with a solution to get it looking new again. The dashboard was assembled mostly outside the car, the way factory workers did it. Mokwa put all of the gauges in and installed the wiring harness. “This is not for the weak of heart,” he warned. The dash top was sent to Just Dashes for redoing. After the dash was done, Jim started piecing the interior in. He didn’t put the seats in until he was all done running the wiring harness to the various interior lights and motors. 30 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Endura rubber nose was a hot ticket in 1969.
GTOs. For help, he referred to factory manuals and Paul Zazzarine’s GTO Restoration Guide. “I had another ’69 GTO in the garage to refer to,” he says. “Performance Years has a wonderful Website with a chat room where you can ask questions. So many people are willing to help you do a good job.” Mokwa says your body shop is a big factor in how a project goes. “Those guys–even the best in the industry–are slow; either they’re meticulous or they want to work on other jobs to keep cash flow going,” he explained. “As a businessman, I understand that. My body shop guy didn’t want to be paid anything until the end, which is kind of unusual.” To get a really nice job, Mokwa recommends working with a body shop that keeps time sheets with times in and times out. “Stop in two or three times a month. If they worked on your car, they should record the hours on a time sheet,” he said. advised. “If there’s no progress, something is not right. A time sheet keeps everyone honest.” Mokwa says his biggest surprise was probably how the car turned out. “You’re working in a garage, you’ve got other things to do and you have a full-time job,” he emphasized. “This is just a hobby and you think you’re headed in the right direction; you got the right colour and right wheels. Finally you get the car outside and step back and you say ‘Oh my gosh! Did I do this?’ And once you get it outside the shop, you can’t believe how it turned out. You look back at the car and see all four sides looking like new.”
The engine has dual quad carbs and about 500 hp.
The white interior is totally redone.
According to Mokwa, the cost was about what he expected after doing four other GTOs. The big shock to him was the cost of converting to four-wheel disc brakes. “I had no idea they would be that expensive,” he said. “But they are worth every penny and the Tremec five-speed is, too. Of course, the bill at the body shop is always a shocker. You know how many hours the body man is putting in and you know his hourly rate. Then you sit down and look at the bill and say ‘Oh my gosh!’ but in the end, you know it’s worth it.”
This Judge ragtop looks a little cleaner than most due to resto-mod treatment. AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 31
HISTORY: AVANTI TIMELINE
LeadingEdge Design Story and photos by John Gunnell
T
he performance history of Studebaker Corp. has been highlighted at Chicago’s Muscle Car and Corvette Nationals (www.mcacn.com) for the past few years. “Yes indeed,” said the show’s directory. “That little company produced some mighty muscle cars dating all the way back to the early ‘50s and they were even, arguably, the first company to build true muscle cars.”
1964 Studebaker Avanti in Turquoise.
Of course, one of the most recognized Studebakers today is the early Avanti manufactured in 1963 and 1964. The Avanti was a leading-edge design when Studebaker built it and it refused to die when Studebaker stopped building it. In fact, five different companies kept the Avanti II--as it was called--in production from 1966 through 2007. The later models included convertibles, a rare 1990 LTS four-door and several prototypes. The original 1963 Avanti was designed early in 1961 by Raymond Loewy Associates, an industrial design firm. Tom Kellogg, a graduate of the Art Center College of Design in Pasadena, Calif., and an instructor at the school, was one of the designers and did all of the sketches of the modernistic, fibreglass-bodied sport coupe. The Avanti II concept started late in 1964 when hometown Studebaker dealers Leo Newman and Nate Altman purchased the name, rights, tooling and even some of the plant space in the Studebaker factory in South Bend, Ind., so they could keep building Avantis.
1966 Avanti II with 327-cid Chevrolet V8. 32 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Avanti Motors Corp. built each car on a custom-made basis, according to customer orders. Annual production in that era ranged from 50 to 200 cars per year. Since Studebaker engines
A b r i g h t re d 1 9 88 Avanti II convertible.
1 9 7 3 B l a k e p ro t o t y p e Avanti GT tribute car.
1976 Avanti II. were no longer available, the earliest Avanti IIs used Chevrolet 327-cid V8s. In 1972, the Chevrolet 400-cid V8 was used and in 1977, Avanti switched to the Chevrolet 350-cid V8 and then to the Chevrolet 305-cid V8.
cars were made until 1991 and then stopped for a stretch. In 2000, production restarted in Villa Rica (Atlanta), Ga., and continued there for four years. The last Avanti IIs were built in Cancun, Mexico, from 2005 to 2007 or 2008. Different sources give different dates for the end of production, but 2007 models The cars came with a long list of standard equipment, a shorter were made for sure. list of extra-cost options and a short list of features that could be deleted to bring the price down. In 1966, the base retail A white, 327-powered first-year 1966 Avanti II was on display at MCACN. Lined up behind it were a Burgundy-Red 1976 Avanti price of the Avanti II was $7,200 f.o.b. South Bend, Ind. II, a black 1983 “20th Anniversary� Avanti II and a red 1988 Avanti IIs continued to be built in South Bend until 1988. That Avanti II convertible. Then, came a yellow Avanti II identified year, production was moved to Youngstown, Ohio, where the as a 2007 Avanti which had only 113 original miles. 1983 Avanti II 20th Anniversary model.
34 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
Mexico-built 2007 Avanti Convertible with 113 original miles. Two other cars were included in the Avanti Timeline display: a turquoise car identified as a 1973 Blake prototype “tribute car” and a silver 1997 AVX with serial no. 1. Steve Blake bought Avanti II at one point and tried many different concepts to keep the brand alive. The AVX was an attempt to re-create the Avanti look with updated running gear. Only three AVXs were built. The first one was on a Firebird platform. The others were a T-Top coupe on a Firebird platform and a convertible on a Camaro platform. The AVX was designed by Tom Kellogg and the name stood for “Avanti Experimental.”
Front of ‘97 AVX No. 1 designed by Tom Kellogg who made the original sketches in 1961.
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AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 35
FEATURE: BULLITT MUSTANG
Special Edition Story and photos by John Gunnell
W
h e n S t e v e M c Q u e e n ’s n o w i n f a m o u s m o v i e “Bullitt” hit the big screen 50 years ago, everyone knew the Mustang versus Charger chase scene was a killer, but no one guessed that 10 minutes would last forever. Ford deserves some credit for Bullitt’s long-lasting popularity because of the special-edition Bullitt Mustangs it has offered. The first came out in 2001, and the second one—featured here—arrived in 2008 in time for the film’s 40th birthday. Now, there’s a 2019 Bullitt Edition to mark 50 years. Aside from special appearance updates, each Bullitt Edition has offered just a bit more Mustang performance for a fairly small extra cost. With 2019 Mustang Bullitts being advertised for $49,000 US ($54,625 CAD), it’s clear that the new Bullitt edition is a collectible package, even if the car itself is only a modest step up from the standard Mustang GT. But the “movie car” factor plays into its value and also affects the values of the previous 2001 and 2008-2009 Bullitt packages. To evaluate any of these cars in the collectors’ marketplace, it is important to see how the Bullitt phenomenon began, 36 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
what each Bullitt package included and how many were built of each version. It may not have been a special edition from the factory, but we can’t ignore the modified 1968 Mustang GT movie car that started it all. Under that green Sportsroof (fastback) Mustang’s hood was a 390-cid 325-hp V8. The movie car also had a four-speed manual gearbox. In 2018,
after decades of mystery, the actual car McQueen drove in the movie joined the new Bullitt at Ford’s big introduction of the pilot 2019 car. Back in 2000, Ford showed a Mustang Bullitt concept at the Los Angeles Auto Show. When a production version came out for the 2001 model year, it offered only a 5-hp increase from the stock Mustang GT (265 versus 260) and featured a slightly lower suspension. The real difference came in the appearance package, which introduced a brushed aluminum fuel door and Bullitt badging, along with classic 17-inch Bullittstyle wheels finished in gray. Ford offered the 2001 Bullitt in both black and blue, though a vast majority of the 5,582 Mustang Bullitts built then were sold in Dark Highland Green that resembled the colour of the actual movie car. With a sticker price starting at around $26,000 US, the 2001 Bullitt was roughly $4,000 more than a base GT. Whereas the 2001 special-edition Bullitt offered only a few basic changes, 2008 saw a different vision of the movie car. Among other things, the 2008 was devoid of badges, with only the fake Bullitt gas cap on the back bearing any sort of markings. The car was also stripped of exterior scoops and spoilers, while the standard grille was
38 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
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E-mail orders: sales@barry-hamel.ca www.barryhamel.com Toll free: 1-800-535-9261
ADDITIONAL INFORMATION Specifications: Engine: Overhead valve (24-valve) V8. Aluminum block. Cast aluminum heads. Hydraulic valve lifters with roller finger followers. Displacement: 281 cid (4.6 litres). Bore & stroke: 3.60 x 3.60 in. Compression ratio: 9.8:1. Brake horsepower: 315. Torque: 325 lb-ft.. Sequential multiport electronic fuel injection. VIN code H. Chassis Features (stock): Wheelbase: 107.01 in. Overall length: 188.0 inches. Height: (coupe) 54.4 in. Width 73.9 in. Front tread: 62.3 in. Rear tread: 62.3 inches.
Factory options on the feature car: P235/50/ZR18 tire (no charge); Gunmetal over aluminum panel rear spoiler delete (no charge); 50-state emissions (no charge); GT Security package ($375); Active anti-theft system; wheel-locking kit and hidden headlamps ($525); Bullitt package including Bullitt interior, 3.73:1 ratio limited-slip rear axle; 18-in. Bullitt wheels; packed exhaust tips and Pony centre caps ($3,310).
replaced with a new minimalist design created specifically for the retro-styled car. Base price was around $28,375 US or $3,310 over a standard Mustang GT coupe. In the performance department, Ford Racing installed a power upgrade package that included a cold air intake and computer reflash good for 15 extra hp over the standard GT’s 300 hp. Ford Racing also added a handling package that lowered
Aftermarket upgrades on the featured car: This 500+ hp Mustang Bullitt belongs to Andy Garbe of Waupaca, Wis. It has been upgraded with a supercharger and large fuel injectors. Motion Products, Inc., of Neenah, Wis., a high-end automotive shop that specializes in Ferraris, dyno-tested the Mustang Bullitt’s motor. The car was also lowered one-inch all around. It has all-different performance suspension components, a Line Loc, a lightweight aluminum driveshaft, a 3-pod in-dash gauge cluster and new performance-type wheel rims and tires.
Logically, a 2008-2009 Bullitt should be worth more since it is newer and much more of a performance car. The car seen here is also supercharged and has been dyno-tested at over 500 hp. Garbe’s car is a 2009 model, which is rarer than a 2008 and that does count with Mustang collectors. In addition, the publicity that the new 2019 Bullitt is generating should rub off a bit on the earlier editions, at least for the time being. Also, it is the 50th anniversary of the Bullitt movie.
The 2020 Collector Car Price Guide (F+W Publications, Iola, WI) suggests an eight percent value premium for a Bullitt car over a regular 2009 Mustang GT coupe, which would be about $17,500 (All figures US$). That is pretty much the average auction price for a 2001 Bullitt as calculated by Concept Carz on their auction database, but the highest Concept Carz recorded auction prices range up to $40,000. The National Automobile Dealers Assoc. (NADA) has a free online price guide that lists the following values: Rough Trade-In $8,200; Average Trade-In: $9,350; Clean Trade-In: $10,275; Clean Retail: $13,025. 40 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
the car and the exhaust was tuned to deliver a sound more akin to the 1968 movie car. Dark Highland Green was again the colour of choice, though black was also offered. The total production run for 2008-2009 was 6,294 cars. Ford sold 5,808 special edition Bullitt cars in 2008 and added another 816 to the count in 2009. Only 635 of the 2009 models were finished in Highland Green, which included the car seen here.
PARTS STORE Holley Releases New Hays Twister Full Race Torque Converters
Procar Xtreme Series 1700 Seats
Holley has released Hays Twister Full Race Torque Converters for GM 6L80E 6-speed automatic transmissions which have been designed for blown, nitrous and turbocharged trans-brake applications. The torque converters are strong enough to withstand up to 1,000-horsepower engines and are available in four different stall-speed ranges: 2,400-2,800, 2,800-3,200, 3,200-3,600 and 3,600-4,200 rpm. They are intentionally welded for a longer lifespan and greater consistency and each example is hand-built.
Procar’s Xtreme Series 1700 seats are built with racing in For more information please go to www.holley.com mind and have an ergonomic shape to hold you firmly in place during even the most extreme cornering. The seats can accommodate a five-point racing harness and can be used for both the passenger and driver. The sliders are included with the seats, which feature TIG-welded steel tubing and injection-molded foam which will keep you both comfortable and AutoMeter has announced that it has expanded the Chrono lineup with new short-sweep electric and full-sweep mechanilocked in to position. cal gauges which combine highly detailed three-dimensional For more information please go to www.procarbyscat.com
Auto Meter Makes Additions to Chrono Series
Red Line Oil SI-1 Complete Fuel System Cleaner Red Line Oil’s SI-1 Complete fuel system cleaner cleans many components of your fuel system including injectors and carburetors, plus valve and combustion chamber deposits with a concentrated blend of high-temp and low-temp detergents. The cleanser cleans all forms of fuel injectors including GDI and will enhance fuel stability by reducing gum and varnish formation. Only one bottle per tank is necessary for effective treatment as it cleans to nearly 100percent efficiency in just one treatment. For more information please go to www.redlineoil.com
42 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
beveled dials, precise movements and white LED lighting for better visibility. Additionally, bright anodized low-rise bezels are featured and the overall high-end look of the Chrono series will work great in a wide variety of applications including American muscle cars or classic trucks. For more information please go to www.autometer.com
TECH: NEW PRODUCTS
Anzo USA LED Tail Lights for Chevrolet Corvette Anzo USA has introduced LED Tail Lights for the 2005-2007 Chevrolet Corvette that are both 100-percent street legal and aftermarket DOT-compliant. The lights offer a plug-and-play installation and offer superior, high-power lighting from the SMD LED lights. They are manufactured to meet or exceed the performance of the OEM product and are operational in extreme hot or cold temperatures. The lights are sealed to keep moisture out and feature an internal constant-current and waterproof inductive drive as well as external resistors to regulate the turn signals. For more information please go to www.anzousa.com
44 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2019
AUG/SEPT 2019 MUSCLE CAR Plus MAGAZINE 45
Advertiser Index
Great Canadian Oil Change--------------------------------------24 All Parts Trailer Sales ------------------------------------------- 45 B&W Insurance ------------------------------------------------- 23 Barry-Hamel ----------------------------------------------------- 39 BowTie Auto Parts ---------------------------------------------- 11 CAM Oil ---------------------------------------------------------- 45 Canadian Hot Rods --------------------------------------------- 43 Classified Motorsports ----------------------------------------- 44 Downtown Port Coquitlam Car Show ------------------------ 41 Easy Build ------------------------------------------------------- 35 EG Auctions ----------------------------------------------------- 37
Liquid Storage Containers from SpeedFX SpeedFX’s Liquid Storage Containers offer a 5-gallon capacity and are made from a high-quality, virgin high-density polyethylene. The containers feature an ergonomically contoured handle with an easy-grip bottom for stability when pouring and provide graduated fill lines that are marked in both gallons and litres, while non-breakable multipurpose cap features a rubber gasket and filler hose. The containers are great for storage or transportation of any type of automotive fluids. For more information please go to www.trailfx.com
Formula Distributors ------------------------------------------- 15 G&M Trailers ---------------------------------------------------- 45 Golden Leaf Automotive --------------------------------------- 27 Ididit -------------------------------------------------------------- 25 Jellybean AutoCrafters ----------------------------------------- 45
BBK HEMI Cold Air Intake for 2011-2019 Dodge Challenger/ Charger SRT
KMS Tools ------------------------------------------------------- 33
BBK’s HEMI Cold Air Intake for the 2011-2019 Dodge Challenger and Charger SRT models with the 6.4L HEMI engine is meant to replace the entire factory HEMI inlet system with large-diameter, chrome-plated tubing and a reusable, high-flow filter. The intake system provides an easy 20+ horsepower gain and is a direct bolt-on system with all hardware included. The airbox design of the system pulls in cooler, denser air for more power and will improve the look of your vehicle under the hood.
Langley Good Times Cruise-In -------------------------------- 44 Langley U-Blast ------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 19 Mecum Auctions --------------------------------------------------7 Meguiar’s ----------------------------------------------------------5 Mopac Auto Supply - ------------------------------------------- 47 Procar --------------------------------------------------------------2 Red Line Oil -------------------------------------------------------3 Scott’s Super Trucks ------------------------------------------- 45 Westar Trailers -------------------------------------------------- 45
For more information please go to www.bbkperformance.com
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 2019
Generation to
JOSH L.'S 1983 CHEVY C10
Generation Josh’s great grandfather was the original owner of his 1983 C10 and passed it to Josh’s grandfather — who passed it to his father. By the time Josh got it, it was ready for a restoration. He wanted to keep it alive and loves driving a classic truck with so much family history. We get it. Trucks have a way of becoming part of the family. Because their odometers don’t just count miles, they count memories. And we want to make sure they never stop. Read Josh’s story and share your own at LMCTruckLife.com Get your FREE CATALOG at LMCTruck.com
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