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CONTENTS
Show Winner
TOP 10:
Our list of the most memorable Mustangs ...pg 20
CAMARO:
Vince and Karen Gogolek’s incredible 1954 Studebaker Champion ...pg 8
“Car Guy’s” ‘69 Camaro Z/28 ...pg 16
ALSO INSIDE:
Starting Lines------------------------------------------4 Road Test: Ford Mustang EcoBoost ------- 16 1970 Oldsmobile Cutlass ----------------------------24 Ross Roy Sales Training------------------------ 27 Pontiac Museum------------------------------------ 30 Mustang Mach 1 - ---------------------------------- 34 Parts Store--------------------------------------------- 42
AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Dodge//SRT Announces Three New Models
D
odge//SRT utilized the July 4 holiday weekend down in the USA to reveal its 2021 muscle car lineup on its U.S. website. The highlights of the reveal were three new models, which are part of an overall lineup that features 8,950 horsepower. The Charger SRT Hellcat Redeye and Durango SRT Hellcat will join the already impressive lineup for 2021, while the Challenger SRT Super Stock joins the model lineup for the 2020 model year. Here is a very brief introduction to all three spectacular vehicles. 2020 Dodge Challenger SRT Super Stock Another Dodge vehicle has taken the crown as the world’s quickest and most powerful muscle car with the introduction of the 2020 Dodge Challenger SRT Super Stock. The drag racing-inspired car features a powertrain calibration that increases the shift point from 6,300 rpm to 6,400 rpm and delivers a power output of 807 horsepower on pump gas, which is a 10 horsepower boost over the standard SRT Hellcat Redeye, and 707 lb-ft of torque out of its 6.2L HEMI high-output V8. The Super Stock will be built on a standard Widebody and receives a new suspension, standard Brembo brakes and a wheel and drag radial combination which will give drivers a better hook off the line. The car features 18x11-in. wheels in Low Gloss Granite finish, wrapped in 315/40R18 Nitto NT05R drag radials on all four sides. The results of the increased power yielded impressive times of 3.25 seconds in the 0-60 mph sprint and a quarter-mile time of 10.5 seconds at 131 mph. The engine is paired to a TorqueFlite eight-speed transmission and runs a calibration that is optimized for acceleration and features a full suite of performance features such as Race Cooldown, Line Lock, Launch Control and SRT Power Chiller. MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
Volume 18, Issue No. 4
2021 Dodge Charger SRT Hellcat Redeye The 2021 Charger is still the world’s only four-door muscle car and Dodge has introduced a new 797horsepower 2021 Dodge Charger SRT Hellcat Redeye which will be the most powerful sedan and fastest mass-produced sedan in the world. The Charger SRT Hellcat Redeye features a Widebody exterior with integrated fender flares that add 3.5-in. of body width, sitting on 20x11 Lightweight Carbon Black wheels wrapped in Pirelli 305/35ZR20 tires. A newly designed and functional performance hood is also featured for increased performance and a great look. The 6.2L high-output V8 also
August / September 2020 Second Class Mailing Agreement #40050183 Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca
Contributing Writers / Photographers: Jordan Allan 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
features 707 lb-ft of torque and is paired to a TorqueFlite 8HP90 eight-speed automatic transmission. The engine features 25 major component upgrades including a larger supercharger, strengthened connecting rods and pistons, high-speed valve train, fuel injection system and improved lubrication system. It features the largest factory supercharger of any production car and offers an increased rpm limit to 6,500 rpm. The car features a full suite of standard performance features with racing in mind such as Launch Assist, Adaptive Damping Suspension, Launch Control, Line Lock, SRT Drive Modes and Torque Reserve, to name a few. 2021 Dodge Durango SRT Hellcat After receiving the SRT treatment a few years back, it’s no surprise that the Durango has joined the Grand Cherokee and has received the Hellcat treatment with a 6.2L HEMI Hellcat V8 under the hood that pushes 710 horsepower and 645 lb-ft of torque. An impressive 0-60 mph time of just 3.5 seconds allows the Durango SRT Hellcat to achieve an NHRA certified quarter-mile time of just 11.5 seconds and a top speed of 180 mph. Dodge will be building this model for the 2021 model year only, and it features an upgraded exterior with a forward-leaning profile, with a new front fascia, LED headlamps, signature LED daytime running lamps, grille, rear spoiler and wheel options. The new, most powerful SUV ever also features 645 lb-ft. of torque and is mated to a standard TorqueFlite 8HP95 eight-speed automatic transmission. The SUV will feature Launch Control and Launch Assist, and has SRT Drive modes including Street, Sport, Track and Custom, which lets you select individual preferences.
Pick up your copy at your local Performance Shop or at the following participating locations:
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
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Definitely a Driver
Vince and Karen Gogolek’s 1954 Studebaker Champion
Story and photos by Cam Hutchins
N
othing beats starting a new build, but for a shop and owners to actively work together before a car is actually purchased is pure gold! This certainly is the way a car build should happen. The owners, Vince and Karen Gogolek, were looking to build a Street Rod and knew of Jellybean AutoCrafters’ reputation and asked what they suggested. No perfect show cars were needed, but a car already in Canada was a requirement to avoid the importation of a car from the States. Every option was open, everything from old Fords to muscle cars were considered, and a late ‘40s Chevrolet and a mid ‘50s Studebaker were on the short list before the couple eventually settled on a 1954 Studebaker Champion they found on Craigslist in Hope, B.C. The quirky futuristic good design of the ‘50s Studebaker Hawks really caught their eye, as it was a completely radical design when the 1953 Studebaker Champion was introduced. The two-door coupe with a post was called the Starlight and the two door hardtop was the Starliner.
Interestingly, the Coupe was longer than the 4 door models. It was decided to find a good early coupe but to put a 1956 or newer dash in it because they had glove compartments, a better looking instrument layout and such. Their donor 1954 Studebaker Champion had been sold new in Canada and also already had a 1966 dash complete with glovebox. The car was a driver, of sorts, and did make it to Jellybean under its own steam, but just! The doors did not close properly and the holes in the floorboards gave a good view of the Trans Canada whizzing by under their feet. Dubbed the “FrankenStude” from all the cobbled parts, it was the perfect donor car to start this project with. No purists were going to be upset by them cutting up this car. On the outside, you can’t get more timeless or cool than Studebaker’s personal luxury of the early ‘50s. Built in the era of the Big Three making radical changes every model year, Studebaker made only small obligatory trim changes from year to year, including a grille change in 1955 and in 1957, big sheet metal changes including a more standard pronounced grille as well as rear fins and a new name, Hawk. These new rear “fins” were just add-on fibreglass panels complete with smallish, for the ‘50s, wings at the rear. Some owners have taken the add-on pieces off for a cleaner look of the later cars. This classic design was available until the 1964 model year and the shutdown of Studebaker auto production in Dec 1963. For this couple’s retirement, long drives across Canada and the U.S. in a cool car was the only plan, so this car needed to be bulletproof, reliable and comfortable. A hydraulic clutch was suggested to lighten the actuation of the dual disc clutch. Of course, air-conditioning was a must, but also a rear window defroster that takes air from the trunk and heats it to clear the rear window. All operated on a timer, so it shuts off after a pre-set selectable period of time. Arguably the early cars without “Wings” are more timeless and less audacious than the next version, so very little in the way of body modifications
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one of the 7,500 Mercedes Benz’ built with the 6.5-litre monster motor stuffed in them. The crew at Jellybean started amassing the proper parts and after dismantling it and having a large number of parts on hand, posed a shot of the car in pieces, sort of like a plastic model kit. At this point, Jellybean thought it would be cool to take photos of the frame, body, engine, tranny, rear end and all the other 30,000plus pieces that make up a Bespoke Street Rod. The photo was taken by Cam Hutchins and picked up by Alyn Edwards of the Province Newspaper who wrote a story about the “Art of Building a Car” and the realities of “Financing the building of a car.” At that time, the choice of paint was being considered and it’s obvious that it works. What started with a general “two tone green and white” became “Arctic White” and “Timberland Turquoise,” and now it seems the only choice of paint that can be imagined for this car. It started with a number of prints of a line drawing of a Studebaker, colouring pencils and a desire to respect the last Studebaker made, which was metallic green. were done on this car. Finding four actual NOS fenders in Oregon was Lots of custom colours were sprayed as a test for the owners to choose a great way to start, and Jellybean drove to Oregon to check them out, from. The Judges of the Grand National Roadster Show obviously agree as so many times, fenders advertised NOS don’t live up to the claims. that they choose wisely, awarding it top honours! The front fenders were left stock but the rear fenders are bolt-on with the top seam covered in Stainless trim for around 80 percent, with a small A GM LS3 6.2-litre crate motor was selected for power, with its 80,000section of T-strip near the back of the doors. These rear fenders had the kilometre warranty along with an impressive 430 horsepower. A new front T-strip removed, then welded in to give more of a flush look, and the Tremec TKO600 5-speed manual transmission to handle up to 600 lb-ft stock rear fender was normally curved back to the rear taillight assembly, of torque, along with a Dutchman-built 9-in. posi rear end, finished off the bulletproof driveline. limiting the width of the rear wheels and tires. The look of the Studebaker is perfect in Vince’s mind, so no body modi- Speedtech also supplied its well-proven Hot Rod front clip with the fications were wanted. Mini-tubs were out, because the plan was for Guldstrand Mod, AFX taller forged spindles which makes the vehicle actual adults to sit in the backseats, so the crew at Jellybean came up capable of pulling 1.03 in a 60-ft. skid pad. The front section was mated with a novel solution to allow for the larger tires needed to handle 430 to a custom fabricated frame built by Jellybean. This has been the horsepower. Jellybean reworked the wheel arch and bottom of the rear choice for many years, making Chevy Novas and Camaros handle like fenders by 7/8-in. to fit the 275 rear tires, and then gracefully curve back supercars. Jellybean thought there was an Art Morrison Chassis for the to the taillight assembly. The result is impressive and looks completely Studebakers, but Morrison himself assured him they were on their own as they did not offer one. stock...if Studebaker was going to stuff big tires back there in 1953. The car was purchased in September 2015, and it was a three-year build. The rear set-up was also supplied by Speedtech and is a three-link setup They wanted to make it their own, with no expectations of having a show with a 4-foot trailing arm and Viking double adjustable coil over shocks. car, but a highly reliable Street Rod that would be a crowd pleaser. The The car also got 13-in. discs with four-piston calipers all the way around, couple had got pretty used to cruising up to the Okanagan with a couple and for a street car, this also adds a long time between brake jobs...road of friends and bringing back some wine in either their Lincoln Mk 8 or trips here we come. A 7-to-1 master brake cylinder without power boost
AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 11
allows for impressive brakes and an awesome feel. You know you are going to stop, no doubt about it! The wheels are classic looking Halibrands with Max-G tires that completely fill the wheel wells. The stock frame is a strange design that was not replicated by Jellybean, but rather a new design was fabricated to allow for more space for exhausts etc., and to be stronger structurally. Along with the rear fender modifications, the taillight housing was narrowed slightly from stock and the chrome surround was shortened to give it a more sleek look. The taillight housing was stock but from a ‘56. The rear bumper had a considerable amount of bulk removed from the “bumperettes” and was fitted closer than stock, but with still enough room for a parking lot bumper ding before the bumper hits the body. Two versions of the trunk deck exist on a slightly larger higher curved lid, allowing more trunk space, but this lower, sleeker lid was more pleasing. It was reworked extensively and while apart, the underside of the lid was sprayed with sound deadening material and sprayed body colour in a satin finish. The supporting members of the deck lid were painted body colour high-gloss on all sides. The front end uses many NOS parts and the grille inserts were left stock, but partially painted a satin colour that matches the satin colour of the Halibrand-type wheels. Under the hood, everything has a place and is orderly and in keeping with the “Street Rod, not Show Car” theme. The firewall was cleaned up a bit, so this car can easily be maintained wherever it is driven. The underside of the hood was painted with the same sound deadening material and then painted dark charcoal, but the judges at the recent Grand National Roadster show deducted points for the “under coating.” Not enough points were clawed back for this car to not win its category. First in ‘50s Street Rod Hardtop. A well-deserved honour. Before anything was mounted in the interior, each item needed to be in the perfect position for the husband-and-wife team. By having the clients
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sit in the car, the seats, steering wheel, throttle pedal, brake and clutch pedal, as well as the shifter location, were all mapped out according to the body size requirements of each client. This way, when the husband drives the car, it all fits his needs perfectly, and the same goes for his wife. All controls fit her as well, so it really is a bespoke build. The interior door panels were a tribute to the stock diamond patterns of the original but with an angled rectangle pattern used instead of diamonds. The seats are out of an Infiniti G35 with the back seats modified to fit perfectly. Starting with the original back seats, the springs were replaced with foam that was contoured to match the front seats, then covered in the same leather as well. The original Studebaker Champions featured consoles in the back seats and were only four-seaters just like this car. New seatbelts complete with shoulder belts were added in all four spots, and the heated front seats have plenty of travel to easily accommodate the couple’s different heights. The new frame also allowed for a flat floor compared to the stock floor, which is around one inch higher near the transmission housing than at the door edge. The floor is covered in a sound and heat deadening material. The stock appearing radio has been converted to modern internals with Bluetooth and USB connectivity. Behind the rear seats there are two vintage speaker grilles to cover the new speakers but with a certain ‘50s flair. The trunk has a brand-new piece of stock sheet metal that was not used in favour of a new flatter piece fabricated by the craftsmen at Jellybean AutoCrafters. The battery is housed in a compartment along with the rear window defroster heater and controls. The outside of the box houses a battery shutoff and there is lots of room in the newly configured trunk for luggage for road trips! Speaking of road trips, the Studebaker already has thousands of kilometres on the clock, with multiple trips through the Rockies to Alberta, the B.C. Interior and down the Oregon Coast in blazing sun and blinding rainstorms. Show winner yes, but most definitely a driver.
ROAD TEST: 2020 FORD MUSTANG ECOBOOST HPP
Turbo Pony
Story and photos by Dan Heyman
W
Indeed, as popular as the Mustang nameplate is – it’s also one of the world’s longest-running – in order for it to be accepted en masse in Europe with its high gas prices and strict emissions laws, a turbo-four was a requirement. So, for the first time since the Mustang SVO in the mid-eighties, a turbo’d Mustang was going to be available in showrooms.
hile Ford’s decision to release a four-cylinder turbo Mustang when this current generation of the car – the sixth – debuted in 2015 was a bold move, it was also an obvious one. The car biz being what it is these days, “world” cars – cars that can be sold in numerous markets with only minor changes – are the order of Not one to rest on its laurels with the Mustang, a slight redesign the day and that order applied to the Mustang, as well. occurred in 2018 and two short years later, Ford has released the bonkers, 700 hp Shelby GT500 and this: the EcoBoost High Performance Package.
So confident was Ford in its new(ish) four-cylinder creation that when we attended the launch of the GT500, Ford brought along a brace of these four-cylinder models to try alongside. Even though they obviously knew the GT500 was going to be the star of the show, they wanted to show what the other end of the Mustang spectrum looked like as well; indeed, even with half the cylinders of the most famous hi-po ‘Stangs of all time, it’s the HPP car’s duty to show that it can still get the job done. It gets more 14 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
power, a larger radiator, tuned suspension and bigger brakes. Oh, and a trunklid spoiler on hardtop models – it comes in convertible form, as well. Want more styling touches? Then perhaps the special wheels, “2.3L” badging everywhere (including on the dash in front of the passenger, which I find a little ostentatious and would love to scrap for one of the more classic badges other ‘Stangs get), and
It all starts with the engine, really; the 2.3 in the HPP is essentially a repurposed (and slightly detuned) engine from the gone – but definitely not forgotten – Ford Focus RS. Here, it makes 330 hp and 350 lb-ft of torque (that’s down 20 hp from the RS) fed to the rear tires (in the case of my tester, sticky Pirelli P-Zero Corse items) through either a six-speed manual transmission or a 10-speed automatic transmission. But an automatic? Really? In this? extra gauges atop the centre stack for your oil pressure and turbo boost pressure. I do have to admit, those little needles spinning ‘round those gauges as you really get on it is an awesome sight. I guess so is the modifiable digital gauge cluster that provides a linear rev counter surrounding the whole shebang, but that may be a little too “un-muscle” for some. Two analogue gauges surrounded by billeted aluminum is the only way to go, right? Well, no. Not in 2020 it’s not.
16 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
Well, not for me, no. However: if you were to opt for an auto in your ‘Stang, this would probably be the one to do it in. After all, having more closely-spaced ratios will make it that much easier to get the most out of the turbo’s narrow powerband. I had the six-speed manual, though, and it is a slick-shifting, well-slotted thing that is a pleasure to row. The clutch action is also a little easier on the legs than it is in the V8-powered GT
which, coupled with the four-banger’s improved fuel economy, makes the HPP the easier car to live with ‘round town – if that’s something that you require from your muscle car, of course. Many would argue that a “muscle” car should require just that from its operator – muscle. But I digress.
but that’s not exactly where it shines brightest – and no, I’m not talking about my tester’s “Twister Orange” paint job. Or the fact that it gets a “loud” exhaust – just like a GT – that has a “quiet mode” for when you don’t want to wake the neighbours.
While I didn’t have the V8, it pays to remember that back when the SVO was a thing, the V8-powered GT of the era made bout 275 horsepower. That means that today, the HPP makes about 50 percent more horsepower than that era’s GT did, and with 50 percent fewer cylinders. So, needless to say, it’s not slow.
Where the Mustang HPP really stands out – where it really shows what it’s made of – is in the corners. The suspension tweaks I mentioned come in the form of beefier anti-roll bars, heavy-duty springs and in the case of my particular tester, a set of adaptive dampers that come as part of a $2,600 option package that also adds aluminum wheels and a 3.55:1 limited-slip rear axle.
It most definitely is not. Power comes on quickly – dropping a cog is usually required once at-speed, of course – and turbo lag is not really a problem. You’ll feel some, but it didn’t change my impression of the Mustang HPP as a fast car one iota. It is that,
It all combines to keep the HPP tracking straight and true through corners, with ultra-responsive steering even though you’ve got the great big hood slung out in front of you. This is a car that drives much smaller than it looks, much smaller than does the
AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 17
GT. In fact, you’ll have a hard time unseating those super-sticky tires with “only” 330 hp. Which, I must say, is where all of this gets a little foggy. There is no question in my mind that the Mustang EcoBoost HPP is right on the money in these kind of conditions. On a bendy-mostlythird-gear-road, this version of the Mustang is fun, involving, and up to the task of delivering some real thrills. The thing is, though, a Mustang GT coupe and its 460-hp, 420 lb-ft V8 can be had for just over 33 grand, which is about 15 grand – fifteen grand! - less than it costs to get an EcoBoost with all the fixins my car had. Sure, ditching the $2,600 handling package will help a little but that’s a big chunk of change to pay for fewer cylinders. As good as the EcoBoost HPP is, I still have the feeling that if I bought one, I’d always be pulling up to GTs at stoplights, hearing that wonderful V8 burble, and be thinking “maybe I should have saved the money, and gotten the V8.” Same thing happens when I rev the engine; it sounds fine – for a VW Golf R or Honda Civic Type R or Nissan 370Z. Or, indeed, a Ford Focus RS. But it isn’t a hot hatchback or Japanese sports car. It’s a muscle car. Of course, if ease-of-use around town is what you’re after, then the HPP is better. If you want fuel economy above all, then the HPP is likely right for you. If they found a way to scrub a few grand off the price – maybe include the handling package with the $6,500 HPP package itself - the choice between it and a GT would be tougher. At this price, though, I know which way I’d go.
18 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
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Mustang Top 10 Our list of the most memorable Mustangs
1965 Shelby GT 350 Story by Dan Heyman, photos courtesy of Ford
1968 Mach 1 Concept
I
n a way, we at Muscle Cars Plus are almost more relieved than excited that the recently-announced Ford Mustang Mach 1 exists – or is soon to exist. After all; the “Mach” name was recently attached to an electric crossover and for many a Mustang purist – a population that equals a billion if it equals one -- that was a form of heresy that was very difficult to forgive. When you consider the Mustang’s beautifully checkered past of special models, road racing monsters and movie stars, it’s not hard to see why for a Mustang person, a whiz-bang electric future-mobile is tougher to digest than a pint of 40-weight. 1965 Shelby GT350 It didn’t take long for racer-turned-car-salesman-turned-tuner-turnedbusiness-magnate Carroll Shelby to get his hands on a Mustang and to do his darnedest to turn it into a racer for the road; remember that the first Mustang only went on sale in the latter half of 1964. The GT350 was lighter, more powerful and so achingly – yet simply – gorgeous and it may be more fondly remembered than the first Mustang itself. 1968 Mach 1 Concept What’s interesting about the Mach 1 Concept is that in hindsight, it kind of looks like a preview not necessarily of the actual Mach 1 that was eventually birthed from it, but of how the modernized “retro” Mustang looks today, all chopped roof and squared-off headlamps.
1969 Mach 1 20 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
1969 Mach 1 The eventual Mach 1 was a stunner, though. Especially the one you see here. The white walls, contrasting hood with scoop, subtle pin striping – the epitome of a ‘60s-‘70s muscle car. The 355 hp it made in 428 configuration wasn’t too shabby, either.
1976 Cobra II The Bullitt Mustang from the eponymous film was arguably the first time the ‘Stang really hit the Silver Screen, but it’s easy to forget that the somewhat-maligned Mustang II was featured in the more popular franchise, having been one of the star cars – driven by none other than Farrah Fawcett – on the Charlie’s Angels primetime TV show. The question, though, was whether or not the car’s spot in that particular show was better or worse for the oddball OPEC-era ‘Stang II. 1986 Mustang SVO Speaking of post-OPEC levels of fuel misering, here comes the SVO, a fourcylinder turbocharged Fox Body ‘Stang that featured a powertrain that wouldn’t be seen again until 2015. The 175-205 hp it made wasn’t huge by modern standards, but it only made about 75 hp less than the V8-powered GT of the era. An interesting idea, if not one that was all that fast.
1976 Cobra II
1986 Mustang SVO
2000 Mustang SVT Cobra R This was one of the ultimate sleeper Mustangs. It may look like little more than a second-gen Fox Body with an aero kit and hood bulge, but it had a breathed-on V8 that was good for almost 400 hp from the factory, had a fuel cell in its trunk, Eibach springs and, on some models, Recaro racing seats.
2000 Mustang SVT Cobra R AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 21
2012 Mustang Boss 302 Laguna Seca What the Cobra R started in terms of building a Mustang racer for the road, the Laguna Seca took to the next level by giving the era’s Boss 302 a massive front splitter, roll cage, ultra-sticky rubber, tuned suspension almost 450 hp and a retro-themed hockey stick paintjob to die for. Too bad we never saw them in Canada due to a headlight issue.
2015 Shelby GT350R This one we did get in Canada, though. Which is good, because it represents a massive advancement for the Mustang in that it received a flat-plane crank, meaning it had similar engine architecture as the Ferrari 458 supercar of the era. It produced 526 hp and 429 lb-ft of torque and sounded spectacular while it was at it.
2019 Bullitt The third version of the Bullitt movie tribute car was far more than just a stylistic treatment. There was that, too, what with the special paint, wheels and badges but underneath it all, there was adaptive suspension, bigger brakes and more power than a standard GT. In an era where there was a Shelby but no Boss, the Bullitt slotted nicely between the fire-breathing GT350R and standard GT, and looked mighty fine doing so. 2020 Shelby GT500 It’s fitting that Ford would start the decade off with not just the most powerful Mustang ever, but the most powerful production Ford, period. And that includes the GT supercar. Both of them. It doesn’t have a flatplane crank but its supercharged V8 is good for 760 hp and 626 lb-ft of torque, good for a 0-100 km/h spring of 3.5 seconds. All the while screaming like a banshee. Just like a hopped-up Mustang should do.
22 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
Twice as Nice
George Yursis’ twice restored 1971 Oldsmobile Cutlass
Story and photos by John Gunnell
amp. battery; cigar lighter; vinyl colour-keyed floor mat; dome lamp; automatic interior lamp switches; in-the-windshield antenna; eorge Yursis restores all types of cars for The Automobile a three-speed stick shift with steering column gear selector; Gallery (www.theautomobilegallery.org) in Green Bay, Wis., chrome hub caps and G78-14 bias-ply, glass-belt tires. A 350-cid but he got a lot of practice working on his own ’70 Oldsmobile V8 was extra. Cutlass. He bought the car in 1977 and restored it shortly afterSeries 35 (six-cylinder) and Series 36 (V8) Cutlass models added wards. Then, he restored it again to make it twice as nice. or substituted additional equipment including recessed park windGeorge was living in Chicago in the late ‘70s. A friend of his found the car for $600, then flipped it over to George for a quick $400 profit. It was pretty rough around the edges; in fact, George said something about it not having a straight body panel, but it was a real Olds W-Machine survivor with the W-31 package.
G
In 1978, Yursis installed new genuine General Motors quarter panels on it and rebuilt the engine for the first time. He also repainted the car, again for the first time. Standard equipment for Oldsmobiles was based on a “building block” system with more added as the different car lines got hotter and more expensive. The Series 31/32 F85 was the base A-body model with a six. It included front door armrests; instrument panel ashtray; 61AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 23
and Flo-Thru Ventilation on Holiday Coupes. The W-31 option was a hi-performance offshoot that gave you a small-block hot rod with a lot of go-fast goodies, instead of fancy cosmetics, at a bargain price. It was the Olds answer to the original ‘68 Plymouth Road Runner. In fact, Oldsmobile’s ‘69 Ram Rod 350 package was a lead-in to the W-31. However, the ‘70 W-31 was the best one, because of its many unique features. The 1970 Oldsmobile W-31 “W-Machine” package included a 325-hp Rocket 350 V8 code HC with ForcedAir Induction; an aluminum intake manifold; a heavy-duty clutch; manual front disc brakes; lightweight body insulation; a dual air scoop fibreglass hood; body side and hood-top paint stripes and “W” emblems. To add this option package an M14, M20, M21 or M38 transmission was required, and the shield wipers; deluxe front and rear armrests with bright accent price of the package varied according to the rear axle choices. moldings; rear armrest ash trays; floor carpeting and carpeted door panels; chrome lower body side, rear fender and wheel With a G88 Performance rear axle with a 3.91:1 ratio and antiopening moldings and a deluxe steering wheel. The two-door spin differential, the price was $591.17; with a G92 rear axle with Cutlass models carried a Cutlass ‘S’ (for “sport”) designation. a 3.42:1 ratio rear axle and anti-spin differential such as George There was also the V8-only Cutlass Supreme Series 42 line and Yursis’ car has, the price was $585.91. Without either of those the high-po Series 44 Olds 4-4-2s. axles the price was $368.62. When performance axles were ordered for a Cutlass ‘S’ with the L74 V8, a heavy-duty radiator was 1970 Cutlass ‘S’ changes or additions included no carpeted required and specific transmission choices were mandatory. The lower door panels; chrome hood louvre grilles; front bench seat specifics depended on what other options and option packages with bright moldings; foam-padded front and rear seat cushions the car had installed.
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The L-74 V8 in W-31s featured overhead valves and a cast iron block. The bore and stroke was 4.06 x 3.39 inches for 350.0 cu. in. It had a 10.5:1 compression ratio and produced 325 hp at 5,400 rpm and 360 lb-ft of torque at 3,600 rpm. Also included were hydraulic valve lifters, five main bearings, a 4-qt. crankcase (5 qt. if new filter was installed), a heavy-duty cooling system, a special Rochester 4MV four-barrel carburetor and Force-Air induction.
Transmission-wise, a fully-synchronized, floor-shifted, heavy-duty three-speed manual transmission with first through third ratios of 2.42, 1.58 and 1.00:1 was standard in W-31s, along with a Hurst Competition shifter. W-31 buyers often ordered four-speeds such as the M-20 wide-ratio version with first through fourth ratios of 2.52, 1.88, 1.46 and 1.00:1. Also available was the close-ratio M-21 four-speed with ratios of 2.20, 1.64, 1.28 and 1.00:1. Both included a Hurst shifter that was usually sticking up out of an extra-cost optional centre console.
Special engine upgrades included the use of a 308 camshaft (the unit’s duration). This camshaft had a .474-in. lift and an intake/ There was also a special RPO M38 W Turbo Hydra-Matic 350. It exhaust valve overlap of 82 degrees. Olds claimed W-31s had was made with higher valve-body pressure and a 2,600-2,900-rpm “select fit” components. stall converter. It had six clutch plates, rather than five. These units were very robust and easily able to withstand a good thrashing The W-31 internal engine parts provided optimum weights and during quarter-mile competitions. tolerances to result in a “blueprinted” small-block V8. Pistons, bearings and crankshaft were all parts of this process. The con rods were specific to the W-31 V8 and, strangely enough, identified by the casting number’s last three digits: 442. Special No. 6 cylinder heads were another part of the W-31 package. They had huge 2.005/1.630-inch intake/exhaust valves that practically overlapped each other, and heavy-duty valve springs. There was an aluminum intake manifold that actually said “W350” on it and a “performance calibrated” 750-CFM Rochester Quadrajet carburetor (part number 7040255). This carb had no power valve because W-31s produced only six inches of vacuum at idle. Atop the L-74 was a W-25 low-restriction air cleaner assembly covered by a twin air scoop fibreglass hood with chrome holddown latches that was part of a new Force-Air system. The package also had as standard the N10 dual-exhaust system and the upgraded cooling system with a six-blade fan and fan clutch. AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 25
When ordering the W-31 package, a buyer could choose performance axle packages. They came with Anti-Slip and heavy-duty shafts. Buyers could also pick the rare W-27 aluminum axle carrier and cover with dealer-installed final drive ratios of 4.33, 4.66 or 5.00:1 which weren’t promoted for street use.
haust system parts. He rebuilt the engine again about 10 years ago and installed a Petronix electronic ignition system.
Yursis redid the floor carpet about two years ago, put in new seat springs, new seat padding and new upholstery. He had the original factory radio repaired at a local TV shop to go with The F-85 and Cutlass S two-doors were constructed on a 112- the tape deck that works perfectly. He had new B.F. Goodrich in. wheelbase with a full-perimeter frame and independent front suspension. The W-31 package included FE2 heavy-duty front and rear coil-spring suspensions with special springs, tubular hydraulic shocks and solid 1-in. front and rear sway bars.
OLDSMOBILE CUTLASS ‘S’ SERIES Model No. 3687
Body Type & Seating 2d Holiday Coupe
Factory Shipping Price Weight 2,970 3,556
Prod. Total 88,578 (*)
(*) Only 1,145 Cutlass ‘S’ Holiday coupes like this one had the W-31 option package.
“I was buying the parts up around 1980,” George Yursis told Muscle Car Plus. “So, I was able to get them right from GM. “The car has the 3.42:1 rear end. It doesn’t have the W-27 rear end or cover. The cover was just a bolt-on item, but the W-27 option is an aluminum rear end that’s worth a lot of money.” Yursis also bought the exhaust tips in 1980. “They asked if I wanted the chrome tips on the pipes for an extra $10. They turned out to be 4-4-2 tips with the cut outs that were not used on W-31 cars. They‘re not 100 percent correct, but I like them.” In 1984, George took the car apart again, removing the body from the frame. He was working for Broadway Chevrolet/ Oldsmobile in Green Bay and was able to buy factory replacement front fenders, trunk lid, bumpers and General Motors ex26 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
tires installed so he could safely drive the car on the 2016 Hot Rod Power Tour. According to George, he has driven the car about 10,000 miles since rebuilding the engine. It has been driven to 38 states. The car was repainted again in 1986 using base coat clear coat paint in an original colour. Although Yursis has upgraded several items on the car, he’s kept the original wheels and “doggie dish” hubcaps, front bench seat, four-speed transmission, drive shaft and more. If he ever redoes it a third time, he can practically put it together 100 percent original if he wants to.
This picture in the 1966 Dodge media kit shows the Coronet four-door sedan taxi and Polara four-door police pursuit package.
Ebay offering for $325 did not include the red “Here’s Ammunition” booklet. Dodge Division Code Sheets contain lots of info on the 1966 models.
Sales Training
Roy agency started to focus on sales personnel training, merchandising techniques and the making of educational filmstrips and sales training films. Some of the film strips were produced by Wilding Picture Productions, Inc., some were produced by a company called Audi-Vision and others were produced under The Ross Roy Services, Inc., name.
The film strips showed the features of cars, or sales techniques or service tips. For example, some of the filmstrips from PlymMoving muscle Mopars with outh’s Service Division had titles like “Good Steer,” “Squeaks and Squawks” and “Forestalling Stalls.” Others focused on selling Ross Roy film strips features such as Dodge’s “New Airglide Ride” or “The New Road to Riding Ease.” A couple were aimed at sales training including “How Dodge Saves Motoring Dollars” and “Business is as Good Story and photos by John Gunnell as You Make It.” The “Peak of Perfection” from Plymouth was he Ross Roy Services, Inc. was a Detroit based company that motivational and “All in a Day’s Work” was labeled a “Dodge was primarily an advertising agency for Chrysler, Plymouth Sales Procedure Slide Film.” and Dodge cars and Dodge trucks. Ross Roy himself was a former Dodge salesman who specialized in doing comparisons Early comparison film strips had titles such as “How About between Mopar models and other cars manufactured by Ford Chevrolet” from 1935, “Dodge-Pontiac Comparison: Facing the Facts” from 1938, “Let’s Look at the 1935 Ford,” “Looking Motor Co. and General Motors Corp. for Extra Value in Pontiac” from 1935, and “The Facts About Ross Roy Services used phonograph records and film strips to Ford” from 1936. Such film strips always included a questionscreate audio-visual presentations aimed at teaching Mopar sales and-answers component and a product facts component. One people how to favourably compare the features and benefits of common comparison was between Chrysler’s all-steel body Chryslers, De Sotos, Dodges, Imperials and Plymouths to those construction versus the Ford and GM construction methods that of other brands. A different type of film strip was used to teach included wood parts. the Mopar dealership mechanics how to properly service the The comparisons and other training continued throughout the various Chrysler Corporation cars and trucks. 1930s, but did not include Dodge trucks at that time. In 1940, the Ross Roy (the man) sold a large number of cars while working agency acquired the Dodge truck account and started working as a Dodge Brothers salesman at a dealership in Janesville, on the highly successful “job-rated” concept. This was a very Wisconsin in the mid- to late-1920s. His record was so good large deal because Chrysler’s acquisition of the Dodge Bros. that the national sales staff in Detroit wanted to know the secret truck marked a big expansion. of his success. By highlighting one selling feature at a time, Ross Roy would show his customers how a Dodge was the best In 1950, Ross Roy absorbed Fogarty in Chicago and Zeder-Talbot on the West Coast and in the muscle car 1960s, Ross Roy engineered and equipped car for the money. grew through a merger with Brooke, Smith, French & Dorrance By 1927, Chrysler had bought Dodge. The Ross Roy agency’s of Detroit. This entity was originally called Ross Roy-BSF&D and sales methods were adopted company wide. In other words, did $25 million in annual billings. In the ‘70s, Zimmer, Keller & instead of just Dodges, the agency soon found itself pushing Calvert and Gray & Kilgore came aboard to create a $92 million Chryslers and Plymouths. As Chrysler Corp. grew, the Ross agency. Chrysler was the agency’s bread and butter.
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Sales literature pictured a 1966 Dodge Coronet 500 in yellow with black vinyl top.
transmission and chassis specifications; and a listing of all Dodge standard equipment. Also included was a 1966 Dodge Division Order Code and Option List No. 84380-8826 (revised February 1966) that was an 8.5 x 11-in., black-and-white, 12-page addendum on light green medium weight bond paper. It provided a wealth of information about accessory groups, paint colours and codes, vinyl roofs, axle availability and tire and trailer towing applications. It gave data for Dodge hardtops, sedans and convertibles.
In addition to film strips and records, The Ross Roy Services, Inc., produced all kinds of other promotional aids to help sell Mopar cars. Recently offered for sale on eBay, for $325 plus shipping, was an assortment of such Ross Roy items including a 1966 Dodge Data Book and a large 1966 Dodge factory literature collection. The original Ross Roy data book was an item that Dodge dealerships used to learn about and order all new Dodge cars and trucks. The data book covered Dart; Dart 270; Dart GT; Coronet; Coronet Deluxe; Coronet 440; Coronet 500; Polara; Monaco; A100 pickup; D100-D200 vans; sedans; hardtops; convertibles; station wagons and Dodge 170; 225; 273; 318; 361; 383; 440 and 426 Hemi models. It was a first edition of the 1966 Dodge Data Book and did not include information on the mid-yearreleased Charger. The literature collection featured dozens of factory photos and illustrations of 1966 Dodge vehicles, models and options, as well as information about option packages and their availability. It included literature items giving vehicle dimensions; engine, axle,
Other Ross Roy items in the eBay sale included two 1966 Dodge Charger Confidential Price Bulletins No. BX-DD, Supplement No. 2. January 1. 8.5 x11-in., black-and-white (a fourpage handout printed on standard bond paper). Page 1 was a Charger ordering overview for the dealer. Pages 2 and 3 featured confidential Charger pricing and order codes. Page 4 was a withholding addendum. There was also a 1966 CPD Service Highlights training manual; three original magazine advertisements for the Charger, Hemi Charger and Coronet 500; a January 1966 Dodge News magazine (which was a special 24-page Charger issue); and seven miscellaneous factory Technical Service Bulletins. Ross Roy was also still making Chrysler film strips in the early 1970s, by which time they were part of a kit. Somewhere we picked up one of these and it is a pretty nice muscle car memorabilia item designed to promote sales of the Chrysler, Plymouth Satellite, Fury, Barracuda, Plymouth options and Chrysler-Plymouth engineering in 1971. The sales training kit came in a textured orange cardboard box with a lift up lid and pull out drawer. By this time, the filmstrips were stored in neat blue plastic canisters that were much easier to remove the lids from than the tin canisters used in past decades. Packaged in the slide-out drawer were the phonograph records that provided audio to go with the film strips. The records could be used with a manual projector or a 30/50 automatic Ross Roy’s 1971 film strips in blue plastic canisters were much easier to open than the late-1930s tin one on the left in the photo.
1971 Ross Roy Chrysler-Plymouth Film Library came in this neat kit. 28 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
projector. Also by this time, the filmstrips were colour, instead of black and white. In addition to records and film strips for audio-visual training, the 1971 kit included six sets of coloured cards about nine inches by four inches giving facts about a car or topic on one side and questions on the other side. For instance, the fact side of the Plymouth Satellite card listed 13 facts, such as “1- Satellite wheelbases for ’71 are 115” for hardtops, 117” for sedans and wagons” to “7-The new elastomeric bumper is an option with GTX, Sebring Plus and Road Runner models – in a choice of six matching body colours.” The other side of the card listed questions buyers might ask. For instance, the Questions side of the blue card for 1971 Chrysler-Plymouth options included questions such as “5-How many positions are available with the six-way, manually adjustable driver’s bucket seat?” and “9-What’s included in the heavy-duty suspension option?” The cards covered the Barracuda, Chrysler, Fury, Satellite, options and Chrysler engineering. In 1980, daily agency operations, by then billing $191 million annually, were turned over to Glen Fortinberry. Ross Roy died in August of 1983. By late in that decade, the Ross Roy Group was doing over $650 million. After Fortinberry passed away, Peter Mills, of the BBDO ad agency took over. In 1995, Omnicom Group acquired Ross Roy Communications and dropped all other accounts to focus on Chrysler and then Daimler-Chrysler. In 2000, Omnicom changed the name of the business to InterOne Marketing.
The kit also included vinyl records to provide audio for some of the film strips. The six data cards were colour-coded to specific models or topics.
When Chrysler came out of bankruptcy in 2009, Interpublic Group took its business. In 2018, Fiat Chrysler Automobiles hired Publicis Groupe’s Starcom for its North America account. By that time Plymouth had disappeared and Dodge pickups had become Rams. Yes, a lot of things had changed, but many of Ross Roy’s ideas and techniques that helped sell Mopar muscle could still be seen in modern ad campaigns.
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Midwest Museum The Pontiac Oakland Automobile Museum
Photo shows a GTO Tiger promotional car at Stout Pontiac in Wichita, Kan.
Story and photos by John Gunnell
I
“ guess it’s up to us,” Pontiac memorabilia collector Tim Dye told his wife Penny when the couple first heard that General Motors was dropping his favourite brand. Dye had long wanted to see a museum for Pontiacs established. He even dreamed of a museum that might house his collection of Pontiac muscle-car memorabilia. But not in his wildest dreams could he imagine that it would happen, that he would become the director and that it would be in Pontiac, Ill., instead of in Pontiac, Mich., where the cars were made. In August 2010, Dye traveled from his former home in Broken Arrow, Okla., to attend the GTO Association convention in Chicago. Driving home on I-55, he saw signs for the city of Pontiac and stopped. He marveled at a statue of Pontiac--the Indian chief--in the town square and visited the International Walldog Mural and Sign Art Museum. While there, he showed museum director Kristen Arbogast the book that he had written about his large collection of Pontiac-Oakland memorabilia. Pontiac started as a model of car put out by Oakland Motor Car Co. Dye’s collection had been exhibited at many Pontiac Oakland Club International conventions and at Henry Ford’s Greenfield Village. But having a facility large enough to hold the entire collection seemed impossible.
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An aluminum-bodied Tempest drag racer. “If you ever think about a Pontiac car museum here in Pontiac, Ill., contact me,” Dye told Arbogast, who immediately talked to Pontiac’s Mayor Bob Russell. Before Dye left town, Russell called him to say he was interested in the idea of a Pontiac Oakland Automobile Museum. By January 2011, the Pontiac City Council approved the
concept and hired Dye as curator. A two-story downtown building received a six-figure renovation, turning it into the Pontiac Oakland Automobile Museum that opened on July 23, 2011. “The Pontiac City Council approved this because they wanted to
1976 50th Anniversary T/A is one of just 319 with a 455-cid V8 and 4-speed.
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1970 Pontiac GTO “The Judge” on display in the museum.
Museum’s library has helped many Pontiac collectors research their cars. increase tourism,” Dye said. “I pursued this because I wanted a nice home for my memorabilia collection, but at the same time we are providing a resource for Pontiac enthusiasts and historians worldwide. There are people following this and it’s becoming a huge event.” Russell described Dye as a genius who knows a great amount about the Pontiac brand. The mayor noted that Dye gets treated as a celebrity at collector car events like the recent Muscle Car and Corvette Nationals in Rosemont, Ill. The museum is not exclusively devoted to muscle cars, but Pontiac Motor Division (PMD) started the muscle car movement with the ’64 GTO and became General Motors top muscle car maker. This fellow runs the Pontiac dealer service diorama inside the museum. 32 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
An advance look at the museum on July 22, 2011 drew Pontiac VIPs from everywhere, including Marge Sawruk, the widow of John Sawruk, who was
the company’s official historian. GTO creator Jim Wangers from California and Pontiac drag racing legend Arnie Beswick. Chock Cochran, of Henderson, Nev., donated many items from his Grand Prix Museum and helped set up exhibits in the new museum. The museum features over 300 linear feet of literature and printed promotional items, thousands of “factory” publicity photos, a historical library, dealer sales training films, pamphlets and guides, over 2,000 gas station road maps from the 1930s-1960s; Pontiac models and toys and over 2,000 oil cans. The gift shop offers Pontiac collectibles. One of the things that Dye collects is history on Pontiac dealerships. He has many photos of the old dealership buildings. Dye pointed out a photo of a dealership owned by Wat (Waterson) Henry, who also owned Wat Henry Pontiac, in Tulsa. Dye said, “Henry really put Pontiac on the map in that part of the country. He was the Pontiac distributor for that part of the world. I have pictures of him receiving trainloads of Pontiacs in Tulsa.”
The museum’s shop and storage facility is “muscular,” too.
The Pontiac Oakland Automomobile Museum is located at 205 N. Mill Street, Pontiac, Illinois 61764. To learn more about the museum and its library, call (815) 842-2345 or email info@ pontiacoaklandmuseum.org.
Ray Tyner’s 1969 NASCAR Grand Prix with 428-cid Ram Air V engine. AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 33
Pushing the Envelope Ford Releases Power Figures, Reveals Style Upgrades For 2021 Mustang Mach 1
Story by Dan Heyman, photos courtesy of Ford
A
few weeks after Ford dropped the next bombshell in the everevolving Mustang Mach saga by teasing a couple of images of a camo’d ‘Stang tearing ‘round the track, Ford has released more information and pictures on the next re-birth of a Mustang legend. The Mach 1 follows a long line of modern Mustangs – from 2008’s Bullitt, to 2015’s Boss 302 and most recently the 2018 Bullitt, not to mention all the Shelby variants in between. Better yet for Mustang enthusiasts, it means the Mach name has now made its way back to a Mustang sports car after a brief sojourn to the world of the performance EV CUV. “With the recent 56th birthday of the Mustang, now is a great time to bring back the legendary Mach 1 name,” said Jim Owens, VP of Performance Marketing for Ford. “Generations of Mustang fans and enthusiasts covet the special edition Mustangs, and the sixth-generation Mustang offers the greatest platform ever for even more power, precision and performance.” Not to mention that with the Bronco also being revealed later this year, the time was right to cash in on the classics for Ford. “It’s the year of the Ford icons,” said Owens. While keeping dyed-in-the-wool Mustang enthusiasts happy is one thing, attracting more new fans to the brand is just as important, if not more so, and Owens thinks this Mach 1 will do the trick. “Someone who doesn’t even know Mustang is going to be like ‘yeah, that’s cool,’” he said. “It has to look fast even while standing still.” In order to do so, Ford has given the Mach 1 special matte black hood striping with three accent colours – red, white and orange – as well as a low-gloss Pony grille badge and wing mirror caps, special fender badging (because what special Mustang goes without badging?) and hood-matched side stripes. The unique front fascia, meanwhile, 34 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
extends beyond the GT’s and provides a longer, leaner profile that Inside, cars equipped with the ebony leather interior also get accent does lend itself to the idea of “movement while static.” A new colour, striping, and there is also a unique, darkened instrument panel with Fighter Jet Gray (geddit?) will also be unique to the Mach 1. aluminum accents, new door sills, cue-ball shift knob and a number plaque denoting the chassis number. The Mach 1 also gets a special 3D mesh grille (don’t get excited by the headlamp openings, though; they are fake), and special 19-in. Speaking of the 1969 Mach 1: like the various Mach cars before it, dark-painted aluminum wheels designed to recall the Magnum 500 the 2021 car will be built with the memory of racing conquests in wheels used on the 1969 car. the SCCA Manufacturer’s Rally Championships in the ‘60s and ‘70s
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in mind. The new car, Ford says, is the most track-ready to ever use the famous 5.0L V8 engine. An engine that, in Mach 1 guise, is good for 480 hp and 420 lb-ft of torque, equaling the Bullitt. The Mach 1’s ‘plant also gets the Shelby GT350’s intake manifold, oil filter adapter and engine oil cooler. Since that is the same power figure made by the Bullitt, could it be a suggestion that the arrival of the Mach 1 spells the end of the line for the star-studded ‘Stang? If so, best get one while you still can, just in case. In addition to the added power over the GT, the Mach 1 gets its Tremec six-speed manual, stiffer bushings, new front and rear subframes, Michelin Pilot Sport 4 tires from the GT350, and rear axle cooling system and lower diffuser from the recently-arrived GT500. A ten-speed automatic will also be available. That’s the borrowed stuff; all-new to the Mach 1 include a redesigned front clip with two-piece upper grille and new side grilles that are functional in that they meet the increased cooling demands of the tuned 5.0L. The big add to the handling, however, comes in the form of a larger underbelly pan over the GT for increased downforce. Handling is also improved by the standard fitment of magnetic dampers. It all points to the 2021 Mach 1 being a larger upgrade over the GT than the previous 2003-04 Mach 1 was. “The chassis changes and parts are much more significant versus a base GT and even a Performance Package 1-level vehicle,” said Tom Barnes, Mustang Vehicle Engineering Manager. “There are more additional exterior and interior parts that are modified (from) the GT versus the amount of parts modified on the Gen 4 car.” Indeed, to push the envelope even further, there will be two trims of the Mach 1, suggesting it’s a more complete model than the last car. Further, there are more free-standing options and more unique parts than previous, as well as a handling package that adds a higher downforce front splitter, aerodynamic moldings over the front wheels, and spoiler with Gurney flap shared with the GT500. Cars with the handling pack will be available only with the manual transmission. Expect the 2021 Mustang Mach 1 to arrive in dealers this fall as a limited-edition model, though Ford is being coy on exactly how many are slated for production.
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Car Guy
Guy Carpenter’s ‘69 Camaro Z/28 Story and photos by John Gunnell
had the ’69 Corvette on paper, but the insurance man said that if underwriters would write a 427 Corvette to a 19-year-old at all, it uy Carpenter ordered a new ’69 Camaro after finding out that would probably be $1,000 a year,” Guy remembers. So, he went to insuring the 427 Corvette he really wanted would cost too Plan B — the Z/28. much. Like every red-blooded male graduating high school in 1968, Guy wanted a muscle car. He had been in love with Corvettes for Carpenter hung out at Wheeler Chevrolet in Marshfield, Wis. since years, but his father suggested talking to their insurance agent. “I junior high school. He built up a rapport there. The Wheeler salesmen realized the car-crazy kid might be a future customer. They put up with him and shared product knowledge. Between that and magazine articles, Guy knew it all about the Z/28.
G
Guy knew that insurance companies didn’t understand the Z/28’s smallblock 302 V8. It was a car built so Chevy could go Trans-Am racing. Guy was into road racing, not drag racing. He followed Roger Penske’s Sunoco Camaro.
The car has a black vinyl interior.
38 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
Even as a teen-ager, Guy planned things and stuck to plan. Everything got thought out and nothing was rushed. He wanted racing goodies, he wanted Rally Sport equipment, but he didn’t want a lot of frills that added weight. His uncle, who lived in southern Wisconsin, found a ’68 Z/28 RS at Humphrey Chevrolet in Janesville. It was even LeMans Blue with white stripes and had the optional Sport steering wheel — everything Guy wanted, except for its Custom interior.
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A unique air cleaner is used with the dual carb setup.
Guy sat down with a salesman and wrote an order for a Z/28 with the things he wanted: M-22 gearbox, four-wheel disc brakes, rosewood steering wheel and Rally Sport package—a car exactly the way he wanted it. He waited patiently for the first date that Chevrolet would accept orders at the Zone. His order went in that day. It wasn’t too long before the dealer notified Guy that four-wheel disc brakes weren’t available. Chevrolet didn’t have things ready to go on the cars yet. Guy had the order re-issued, but it came back again. Instead of September, October or November, Guy got a confirmed order in December for a January build date. The car arrived at the end of January.
The day Guy picked the car up it snowed. He has pictures of him signing papers with a salesman named Al Burris and Daniel Wheeler, who owned the dealership at the time. He has pictures of him and his Z/28 in the snow. Guy never rushes things, so he stored the car and never drove it until that spring. “When spring came, there were things that had to be done to it, like getting rid of the smog equipment and getting a set of good tuned headers,” “It was pretty much exactly what I was thinking of ordering,” Guy he explained. remembers. “But I didn’t have as much money as I thought and I also felt like I had always wanted to order exactly the car I wanted Right from the start, Guy knew he was going to keep the car. It and not take something off a dealer’s lot.” In the end, he was happy wasn’t something he bought out of excitement to flip when a difhe passed on the ’68 because just then the local dealer received ferent car excited him. He heard his father talk about a ’37 Chevy the salesman’s advance information on 1969 Camaros. coupe he should have kept. He had heard his uncle talk about a supercharged Auburn sedan he shouldn’t have sold. “It was in their training program to learn the next year’s models and they invited me to watch the filmstrips and see the new models,” While waiting for the car to come in, Guy read Car and Driver. The Guy explained. “When I saw the ’69—especially the Rally Sport—I magazine challenged Chevy, Ford, AMC and Chrysler to build said, ‘Boy am I glad I waited!’ The ’69 was really a unique looking street versions of their pony cars with all the homologated racing Camaro and when we got to the options, I found four-wheel disc options. AMC said it wasn’t ready. Chrysler had no interest because brakes were being offered and the engines had been updated with only independents were running Mopars in Trans-Am. Chevrolet floater wrist pins, four-bolt mains and all the race upgrades.” and Ford jumped on the bandwagon and Guy just couldn’t get
Note how the rear deck lid stripes run up over the spoiler. 40 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
developed, but never produced,” Guy said. “I answered the ad figuring if they had that, they might have more.” Amazingly, the seller from Kansas City had purchased Trans-Am hardware from Smokey Yunick. The price for the hemi was out of Guy’s range, but the man said he had a crossram setup for the ’68-’69 Trans-Am Camaro from wing nut to engine gasket. “He had absolutely everything,” Guy said. “I asked him how much he wanted for it, but I didn’t argue with his steep asking price. I just asked how quickly he could have it crated up and shipped to Wisconsin.” Once Guy had the cross-ram goodies, the car was taken apart and put back together following instructions from the mimeothat cross-ram Z/28 out of his mind. Of course, he wasn’t going graphed “Green Sheets” that Chevrolet used to issue. These sheets to rush either. basically gave Guy all the information that Chevrolet engineers had learned over the years—what spring rates to use—what front sway The first summer he had the Z/28, Guy practically lived in the car bar to use—what the rear sway bar had to be to compensate for for seven or eight months. He put 15,000 miles on it, since he the front bar and balance the car—what shocks to use, etc. was on the highway all the time. “The Z/28 loved highways and hated towns,” he says. The car would go from running good on After the car had been converted to a Service Component car, it was the highway to being a poor runner around town, since the plugs no longer very streetable. The competition metallic brakes have fouled at low speeds. Guy would generally pick out a destination to be warmed up before they stop the car. The full-race Second to go to—a town 40-50 miles away—hit the scene and make it Design cam and valve train are lumpy. The cross-ram is really a back the same evening. strictly-for-racing unit. The twin 600 carbs have no chokes, so the car starts hard. This explains why it has gone only 140 miles since On weekends, Guy hit the scene at the drags in Kaukana or the the Service Component conversion was done at 15,552 miles. road races in Elkhart Lake. He made trips to visit his uncle in Janesville and his brother in Illinois. “The car spent a lot of time “I enjoy the car,” Guy stressed. “But, it’s not something I use like driving up north to a buddy’s cabin near Minocqua,” Guy noted. I did originally.” The car was driven back to Wheeler Chevrolet so “So, it wasn’t that hard to do 15,000 miles in that amount of time. the Marshfield newspaper could photograph it next to the first 2010 It was the greatest experience I’ve ever had in an automobile.” Camaro at the dealership. Guy’s intention was to enjoy the car that year the way it came from the factory, but with the idea of upgrading it with the crossram intake conversion, optional front and rear sway bars, heavyduty cooling on the water and engine oil, transistor ignition, etc., at a later date. Things got set on the back burner when Guy got drafted in July. On September 8 he was inducted into the U.S. Army, though he was able to drive the car until November. Then, it was put into storage. By the time Guy got out of the Army in the fall of 1971, a lot had changed in the muscle car world. Guy knew he was going to keep his Camaro and still hoped to get the components he had postponed buying. Chevrolet published “Green Sheet” lists of Service Components with part numbers needed to modify a Camaro or Corvette. There was a single number for the complete cross-ram conversion. So, Guy went back to Wheeler Chevrolet with the part numbers. Unfortunately, only some of them worked. He got special front brake calipers and rotors, a disc brake rear axle, a base plate for the air cleaner assembly, a couple of fuel lines (the cross-ram setup has many), a gasket and miscellaneous stuff.
As with all his vehicles, Guy focused on keeping the Camaro in very good original condition. “That interior is as nice as you can keep something,” Guy noted. “I enjoyed the car and I drove it fast, but if people rode with me, I gave them specific instructions on how to get in and out of the car. I told them not to drag their feet on the sill plates, not to scuff the door panels and never to kick a kick panel. I told them we were going to be going very fast and they shouldn’t flail all over the car. I told them to grab onto their legs, but not to claw the car up.” The car picked up a few door dings when Guy drove it to work and he thinks the paint is aging, but the Z/28 looks pretty much like new. It still has factory chalk marks and stenciled codes. It has never been restored in any way!
“I had a lot of the stuff I needed to convert the Z/28 into a Service Component car, but I was missing the all-important cross-rams, so this really set my project back,” Guy admitted. While he looked for the missing parts, the calendar flipped several times. It wasn’t until 1978 that he hit pay dirt after spotting a classified ad in a collector car magazine. “I found someone who had Trans-Am parts for sale and one was a special hemi-head 302 that Chevy had AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 41
PARTS STORE
Design Engineering Inc.’s New GEN-3 Titanium Turbo Shields
Ididit Pro-Lite Straight Floor Shift Steering Column for 1967-68 Camaro Ididit’s Pro-Lite lightweight steering column features an innovative design that comes in at under 6 lbs., which is half the weight of a standard Ididit column and is also lighter than most typical OE columns. The column includes self-canceling turn signals, 4-way flashers, horn wiring, 3-7/8-in. wiring plug and a 1-in. 48 lower shaft. The column is also able to collapse a full 5-in. for enhanced driver safety. It is designed to work with most quick-release steering wheel hubs with the steering wheel adapters sold separately. For more information please go to www.ididitinc.com
DEI’s new GEN-3 Titanium Turbo Shields with LR Technology feature a silicone-coated outer layer as well as multiple stainless steel and silica inner layers for enhanced seam strength. In fact, a four-layer design is utilized that includes a Titanium outer shell, thick layer of silica insulation, an inner blend of stainless steel, glass fibre and silicone, and finally an inner cover that is made from a stainless steel mesh. The layers work together to provide complete turbo protection and durability. The shields are available to fit T3, T4, T6 T25/T28 and T6X turbos. For more information please go to www.designengineering.com
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asy Build Structures pre-engineered 2” x 3” galvanized steel framing system uses a unique “slip-fit” design that simplifies the installation process with the added strength and durability to withstand our Canadian winters. Whether you are looking for roof-coverage only to protect your investment or fully-enclosed garage and warehouse packages, Easy Build Structures has the building for you.
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Our sales team will work with you to customize your structure package to meet all your requirements. Easy Build packages come complete with everything you need, ranging from overhead and man doors, windows, insulation options, sheeting and flashing colours, and hardware.
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42 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
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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Barry-Hamel Equipment Ltd. “IS AN ” ESOP COMPANY (EMPLOYEE SHARE OWNERSHIP
Looking forward to next years Car Shows!
The Barry Family Collection
www.barryhamel.com Your "One Stop Shop" for Cylinder Gases-Welding Products-Rentals-Sales-Service. B.C. Owned & Operated Since 1954
Toll free: 1-800-535-9261 E-mail orders: sales@barry-hamel.ca Fraser Valley
#6 - 34366 Forrest Terrace Abbotsford, B.C. V2S 1G7 Tel: 604-504-0133 Fax: 604-504-0351
Vancouver
2601 Shuswap Avenue Coquitlam, B.C. V3K 5Z9 Tel: 604-945-9313 Fax: 604-9417767
Vancouver Island
2200 A Keating Cross Road Saanichton, B.C. V8M 2A6 Tel: 250-652-7818 Fax: 250-652-2274
TECH: NEW PRODUCTS
Auto Meter’s Universal InVision Digital Dash Auto Meter’s SEMA award-winning InVision Direct-Fit Digital Dash system is a universal solution for your entire dash and allows you to monitor the speedometer, tachometer, fuel level, oil pressure, water temperature and volts all in one place. The dash features a 12.3-in. LCD with three selectable screens, and all kits come with a wiring harness and sending units for
Mahle Motorsports Chrysler Hemi 5.7L Dome PowerPak Plus Forged Piston Kits Mahle Motorsports has added new Dome PowerPak Plus Forged Piston Kits for the Chrysler 5.7L Hemi to its lineup that are meant to deliver strength as well as added compression and durability. The kit features a unique dome shape that is designed to work with early 85cc 5.7L heads including the 2009+ 65cc 5.7L heads and the 74cc 6.1L cylinder heads. The kits offer cylinder head interchangeability that can be combined with a variety of stock and aftermarket gasket thicknesses to achieve a large number of compression ratio combinations. The pistons are manufactured with 2618 alloy for increased strength. For more information please go to www.mahlemotorsports.com
44 MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2020
water temperature and oil pressure. It offers an adjustable RPM range and displays in both metric and imperial units. An integrated joystick allows for easy programming while the dash itself will provide added protection with visual or audible alarms for low fuel level, low oil pressure, high water temperature or low voltage. For more information please go to www.autometer.com
AUG/SEPT 2020 MUSCLE CAR Plus MAGAZINE 45
Advertiser Index
Great Canadian Oil Change--------------------------------------24 All Parts Trailer Sales ------------------------------------------- 45 Anzo USA -------------------------------------------------------- 13 B&W Insurance ---------------------------------------------------7 Barry-Hamel ----------------------------------------------------- 43 BowTie Auto Parts ---------------------------------------------- 44 CAM Oil ---------------------------------------------------------- 45 Canadian Hot Rods --------------------------------------------- 37 Classified Motorsports -------------------------------------------3
Holley’s ‘83-’97 Ford Mustang Fuel Pump Module Holley’s all-new, direct-fit fuel pump module for the 1983-1997 Ford Mustang drops into the EFI fuel tank without any modifications. It is designed to house a 525LPH fuel pump and can support up to 1,200 horsepower on EFI applications and 1,450 carbureted horsepower. The black anodized flange includes a 6 AN O-ring port for easy connections to both your feed and return fuel lines, and the kit itself comes with the assembled module, new filter sock, flange O-ring and the tank lock ring.
G&M Trailers ---------------------------------------------------- 45 Golden Leaf Automotive --------------------------------------- 19 Ididit ----------------------------------------------------------------5 Jellybean AutoCrafters ----------------------------------------- 45
For more information please go to www.holley.com
BBK Challenger/Charger Cold Air Intake BBK’s new Cold Air Intake for Dodge Chargers and Challengers with the 6.4L HEMI SRT engine replaces the entire factory Hemi inlet system with a large diameter, chrome plated tubing and reusable, high-flow filter. The BBK airbox design pulls in cooler, denser air for more horsepower and torque and the design also provides an improved engine bay look. The intake provides a 20+ horsepower increase and comes with all necessary hardware for installation.
KMS Tools ------------------------------------------------------- 15 Kool Coat -------------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 39 Maradyne -------------------------------------------------------- 29 Mopac Auto Supply - ------------------------------------------- 47 Procar --------------------------------------------------------------2 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 2020
OLD SCHOOL ART
When a truck turns your head, it’s not the engine or drivetrain that catches your eye. No, what grabs your attention is how its lines, curves and shape come together in a way that’s both gorgeous and tough at the same time. In many ways, trucks are a work of art. But the truth is, trucks were built for work. They were designed to haul. They were created to live on farms and worksites. They were meant to be driven. That’s why our tagline isn’t, “Keep ‘em in the garage.”
Get your FREE CATALOG at LMCTruck.com
1947-13 Chevy/GMC 1948-16 Ford 1972-15 Dodge
LMCTruck.com 800.562.8782
KEEPING GENERATIONS ON THE ROAD