Capable of handling any terrain in its path, the PRO-TRUCK-LIFT is a system of Eibach springs and shocks developed to give your truck a lifted and leveled stance. Each PRO-TRUCK-LIFT maximizes all available wheel travel to deliver a balance of off-road performance while maintaining a controlled, compliant ride on the street. Include our new LIFT-BLOCK-KIT for leveling heavily equipped vehicles.Shop online at Eibach.ca PRO-TRUCK-LIFT Performance Suspension
ALSO INSIDE: Starting Lines-------------------------------------------- 4 The First Muscle Car ------------------------------ 22 1938 Fiat Drag Car ----------------------------------- 32 Joker Journeyman ----------------------------------- 36 Parts Store------------------------------------------------ 42 1965 Chevrolet Impala Sport Coupe V8 ...pg 8 CONTENTS‘65ImpalaNICETRUCK!:1956FordF-100...pg16SHO:LittleHenryJSHO...pg26 3AUG/SEPT 2022 MUSCLE CAR PLUS MAGAZINE
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Dodge OrangeDurangoAnnouncesR/THEMIAppearance Package D odge has announced the newest update to what it’s calling the brand’s first three-row muscle car with the introduction of the 2022 Durango R/T HEMI Orange edition. “HEMI Orange is a hot option for the Dodge Challenger and Charger, and now we’re expanding its reach by offering the Dodge Durango R/T HEMI Orange,” said Tim Kuniskis, Dodge brand chief executive officer - Stellantis. “The Durango has a muscle-car attitude, and the eye-catching HEMI Orange appearance embraces the Dodge performance DNA that is our foundation.” The HEMI Orange appearance is inspired by the original orange colour of the iconic HEMI engine that powered Dodge’s muscle cars for many decades. The Durango R/T HEMI Orange is powered by a 5.7L HEMI V8 engine and stands out thanks to unique orange and Gunmetal hood stripes which complement the new-look Midnight Grey and orange exterior badging. The rear of the SUV features Satin Black taillamps with 20-in. black noise wheels featured. All three rows of seats are trimmed in orange stitching with a monochromatic Dodge Rhombi setback logo, with orange stitching further running throughout the interior, accenting the instrument panels, door uppers and armrest, console lid, shifter boot and flat-bottom steering wheel. The HEMI Orange package is available on all Durango R/T exterior colours.
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 2022
www.bwinsurance.com 1-866-866-9780 ABBOTSFORD #4-2054 Whatcom Rd. 604-853-0077 ICBC & LANGLEYOfficeProrate 19825 Fraser Highway 604-530-9993 SURREY 16007 Fraser Hwy. 604-597-6555 CLOVERDALE 306-18690 Fraser Hwy. 604-575-8454 DELTA #108-8434 120th St. 604-591-7891 CommercialOfficeLANGLEY 201-5735 – 203rd Street 604-449-3339B&WInsurance represents Hagerty Insurance, the global leader in providing specialty insurance for classic and collector cars. You are an avid car enthusiast. Your antique, hot rod, customized or classic car is unique and requires unique coverage. At B&W our insurance experts understand the coverage and features you need to ensure your investment is protected. Representing all the different insurance companies that provide coverage for collector vehicles, B&W Insurance will arrange the coverage best suited to your needs. We are experts in the Nuts & Bolts of Collector Car Insurance Call Tyler Stamnes to get the best policy for absolutely the BEST PRICE 604-530-9993
Feels YesterdayLikeGerryandSharonAppeldoorn’s1965ChevroletImpalaSportCoupe
Story and photos by
Cam Hutchins
Any Carnut worth their salt has heard how well the Mustang sold during its first year. Over a half a million cars were sold in an ex tended sales year that started in April of 1964. Not everyone cared about Mustangs, but Chrysler and General Motors sure did as they jumped on the chance to produce rivals that they could sell out of their showrooms, and all Carnuts cared about that! But maybe not as well known is how many 1965 Chevrolet Impalas were sold. Well over 1 million, “said in the best ‘Dr. Evil’ way,” were sold in mostly the U.S. and Canada. Some were built and partially taken apart, or sold as total knock-down kits to Australia and New Zealand. A million cars! In one year, recently, for the model year 2018, Ford sold just over a million F-150 trucks, and Toyota sold its Corolla around the world close to the Ford F-150’s numbers. Sales of 1,046,500 Impalas was a little more than 11 percent of the almost 9 million total production for U.S. automakers in 1965. It was a little less than half the sales of Chevrolet’s total 1965 sales of 2.38 million, but when you add the sales of Impala-based Belairs (124,000) and Biscaynes (145,000) then you have half of all 1965 Chevy’s sales looking like Impalas from a distance!
The next year, Gerry was leaving a wedding and backed into a parked car. After dealing with the in surance details and exchanging info, Gerry realized that the cute girl with whom he had been dancing all evening was the daughter of the lady whose car he had hit. Never one to waste an opportunity, he asked Sharon out on a date! So the ‘65 started its arguably most important role as Sharon and Gerry’s “Courtin Car”! Lots of adventures went on with this Impala, with Sharon remembering one time they were driving on the back roads of Abbotsford and some crazy nut tried to run them off the road. Not knowing what was
Gerry liked to drive the car fast, really fast, but drove well enough to keep the big 3,500 lb. or 1,600 kg car on the road between the ditches of his native Abbotsford. Back in the ‘70s, a ditch was never more than a couple of feet away from at least two of your wheels out in the country. But after owning it a year, without a crack up, his Dad was rototilling the garden and went to clear a bit of debris. The rototiller took off and scraped up the car’s paint. Dad pays for new paint and Gerry picks a deep Turquoise Blue.
So with the love of the 1965 Impala firmly estab lished, what makes this Impala so important? It is the passion and love that Gerry Appeldoorn, his wife Sharon and their kids have for this car. It was part of Gerry’s life for over half a cen tury and Sharon’s almost as long. Gerry bought it off his brother Bill in 1971. Pretty cool for a 17 year-old kid to own a big bad V8 Impala Sport Coupe with a sleek semi-fastback roofline, and a manual transmission that helped with burnouts!
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Founders Roy Lord and Ed Coates, the “Lord” and “Co” in Lordco Auto Parts, opened the door to our first location in 1974, in Maple Ridge, British Columbia, Canada. From our humble 900-square-foot beginning, we have grown to become Canada’s largest privately held automotive parts distributor and Western Canada’s largest distributor and retailer of aftermarket parts and accessories, with 85 stores, nine including Truck Centres, and seven centralized distribution centres, two of which are specific to Hi Performance and Truck Centre parts. Our delivery fleet of over 500 vehicles ensures that the quality products we offer are delivered to wholesale customers and retail stores quickly. Our 31,000-square-foot flagship location in Port Coquitlam, British Columbia, features our new, modern retail store design concept, including a dedicated Truck Centre and power tool walls that allow our customers to handle products freely before deciding to buy. After over 45 years in business, we are growing faster than ever and have established a presence in Alberta, Canada, with even more locations in development. Lordco Auto Parts is looking forward to what the future has in store. It’s going to be a great ride! Automotive Chemicals Hi Performance
OUR MISSIONABOUT LORDCO WHAT WE DO OUR VISION Lordco adopts a unique approach to business by forging meaningful relationships with customers, employees and vendors, providing an unparalleled customer experience unrivaled in the industry. Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service. We deliver an exceptional customer experience fueled by quality and expertise driven to keep you moving. THE FUTURE Lordco hasn’t slowed down on any expansion plans. Along with adding stores in new and existing markets, Lordco is looking forward to completing construction on a new Head Office and Distribution Centre.
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Story and photos by Paul Kennedy B ill’s hot rod history starts with his yellow, ’31 Ford 5-window Model A coupe, which he owned in the early ‘90s. He later acquired and finished a red-on-black interior, 1964 Dodge Polara with a 413, which now resides happily with his former neighbour and close friend Steve D. His history continued with the acquisition of a Jaguar red 1936 Chev coupe powered by a Hemi. Finally he found a burgundy, 1940 Willys coupe, first with a crate 383 Chev stroker, now with a 1958 392 (stroked to 462). This still resides in his garage, as his daughter has first dibs on this as her first hot rod. Around 2012, Bill began to get the itch to buy a 1956 Chev or Ford pickup. Eric H.’s 1940 Ford rat rod pickup on air bags gave Bill a big push in this direction. In 2015 Bill found a 1956 Ford F 100 pickup – a one year model - near Milton, Ontario, and trailered it home. It had a cab on an original chassis, but it included the doors, hood, bed sides and all fenders. It only lacked the running boards, tailgate, engine, and transmission. All the metal was in very good condition, so the frame and panels were all sandblasted, and the metal work began in late 2015. Bill added front and rear cab corners on both sides, then he moved to the bed, adding Bill Marsala’s 1956 Ford F 100 Nice Truck!
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front and rear rocker corners on both sides. A friend, Bill S., took on the task of resurrecting the bot toms of the doors. At this point, Bill and another friend, Eric W. began to bondo various panels and sand them all flat – repeatedly. In the summer of 2016 Bill moved to detailing the chassis. A Mustang II front clip from JW Garage was obtained at the Syracuse Nationals in Syracuse N.Y. It was mocked up and welded in, while the rear frame rails were C-notched to allow lower ing of the rear of the truck. The Mus tang II clip includes disc brakes as well, always a great improvement. The rear leaf springs were disas sembled, sand blasted, painted, then reassembled and attached to the rear end. The original Dana 44 rear end was replaced with a 3.25geared 9-inch Ford rear end, which was then also detailed. Bill acquired his Y block 292 en gine in Manila, Ontario towards the end of 2016. It was a non-running engine from a 1962 Ford F 100. In the fall of 2016, the 292 was rebuilt in Kingston, then installed in early 2017. In order to mate the older engine to the newer Mustang T-5,
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Bill had to have two new threaded bungs added to the bell housing. He also made a new bracket to allow the Z-bar to operate the mechanical clutch. When the bodywork was finished, Bill painted the truck in his double garage. The colour is a 1946 Ford shade called Golden Glow yellow, applied with a colour base and a matte clearcoat. It looks amazing!
At about this time, the originally rebuilt 292 began to burn oil and leak coolant. Bill pulled the head and discovered a pinhole leak in the head. After much searching he found an original unmolested replacement, had it refreshed and then installed. The engine lasted until September of 2020, but it had oil leaks and an annoying vibration. Bill yanked the engine in October 2020, and took it to D and D Performance in Chesterville, Ontario.
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The 15-inch steel wheels were painted red, then received the centre caps and trim rings to give it a definite period vibe. The Ford is mostly finished, but don’t forget that if Bill feels like something different, the Willys is always there to get rowdy.
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On tearing the engine down, they unfortu nately found many things out of spec. Two examples of this are, firstly, the rotating as sembly of the engine had not been balanced, secondly, the ring gaps on all eight pistons were vertically aligned rather than offset. The engine deserved and received a properly done rebuild by D and D. Bill is happy to re port that the engine still runs great, leaks no fluids and has no Thevibrations.dashis stock with the original recirculat ing heater just above the rubber floor mat. The gas tank was de tailed, then returned to its position behind the seat. The inside door metal was painted, and the new headliner is black vinyl. The 1978 Chev Cheyenne bench seat was flattened with extra foam, then trimmed out in black vinyl with yellow piping by Wally S. Bill made the bed floor out of hemlock boards with a naturally aged finish.
WE’RE BACK! CRUISE: SATURDAY, AUGUST 20/22 SHOW: SUNDAY, AUGUST 21/22 www.pococarshow.com
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Story by John Gunnell
Around March 1980, Joseph began working on a list for Chandler of the top muscle cars that would fit in an interesting collection. He had
A factory photo of the 19 GTO with an optional Cordova vinyl top.
The above definition also leaves out sports cars, pony cars and fullsized Detroit-made high-performance cars. Wouldn’t a big-block 1967 Corvette qualify as a muscle car? How about a Cobra Jet 428 Mustang Mach 1? And no right-thinking person could deny muscle car status to the 1970 Hemi `Cuda convertible, which wasn’t mid-sized and wasn’t a two-door hardtop. So, there has to be a better working definition of a muscle car, and a clearer picture of what was the first muscle car.
The First Muscle Car
Over the years, various sources have pinpointed the 1949 Oldsmo bile 88, the 1955 Chrysler 300 and the 1964 Pontiac GTO as the “first muscle car.” In the automotive world, the term “muscle” equates to high horsepower, high torque and high speed, features that each of these models offered in its own time frame. So, let’s explore which of these cars deserves to be called the first muscle car. Some experts define a muscle car as a mid-sized two-door hardtop with a V8 that puts out at least 300 hp. Of the three cars we’re looking at, this description applies only to the 1964 GTO. Real mid-sized cars didn’t exist in the 1950s, although the Olds 88’s 119-1/2-inch wheelbase was smaller than the 125-inch wheelbase of the Olds 98. However. the 303-cid Rocket 88 engine made only 135 hp. On the other hand, the Chrysler 300 used a 300-hp Hemi V8, but it had a 126-inch wheelbase and 218.6-inch length. Two of these cars—the 1949 Olds and the 1964 GTO - also came in convertible models that were every bit as muscular as the two-door hardtop versions. It’s possible that the rag tops and the extra weight of the convertible mechanism probably made the convertibles slightly slower than the hardtops, but they sure weren’t a lot more sluggish.
When muscle car photographer Jerry Heasley wrote an introduction to my Standard Guide to American Muscle Cars in 1993, he discussed a better definition of “Muscle Car” with Greg Joseph, who was cura tor at the Vintage Museum of Transportation in Oxnard, Calif. Joseph was in charge of guiding people through the museum. He bought the museum’s muscle cars and also had equity in the muscle cars that were part of a collection owned by LA Times owner and car enthusiast Otis However,Chandler.Joseph’s full-time job was history professor at Long Beach City College in Long Beach, Calif. He came from a car-collecting fam ily and was proud to say that when he was born, he was driven home from the hospital in a 1930 Pierce-Arrow roadster that his family still owns. His uncle, Bill Wolfsberger, started collecting antique and clas sic cars in 1939 and was one of the founders of the Vintage Chevrolet Club of America.
In other words, cars made to go fast at a stoplight or a starting line. This definition covered more than mid-sized cars, because it covered Mustangs, Camaros, ‘Cudas, Challengers and Corvettes. It covered cars with hot sixes, Z/28-style small-block V8s, big-block V8s and even V12s and V16s used in West Coast Dry Lakes race cars before and after World War II. It covered full-size cars like Chrysler 300s, Pontiac 2+2s and Heavy Chevys. It even covered Nomad wagons with Power-Pack V8s.
Not long before the introduction of the ’49 models, the decision was made to put the Rocket V8 engine in the smaller “A” body cars as well.
With these thoughts in mind, Heasley set forth a new and improved definition of “muscle car” as Greg Joseph formulated it. It declared that a muscle car was any of the various American automobiles--no matter their size or body style--that were built for street-and-track use.
199 Oldsmobile Rocket 88 The first domestic car of a high-performance nature to be introduced after World War II was the Oldsmobile Rocket 88. This hot-running “small” Olds came about as the result of an afterthought, rather than a master Oldsmobileplan.developed the 303-cid overhead-valve “Rocket” V8 for its top-of-the-line Series 98 models. The powerful engine was supposed to cap off the new “Futuramic” B-body styling that was first seen on some 1948 Oldsmobile models.
When the 135 hp V8 went into the 119-1/2-inch wheelbase, the Fu turamic Series 88 was born. It shared the same six body styles with the six-cylinder 76, but it rode on a 5-1/2-inch shorter wheelbase and The ’50 Olds Rocket 88 didn’t have drastic changes from the original.23
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The General Motors A body was shared with Chevrolet and Pontiac and was normally home to the trusty, but slow, flathead six Olds engine. Cars in this line formed Oldsmobile Motor Div.’s Series 76 offerings.
“Muscle cars had arrived, but collectors didn’t understand them at that time,” Heasley wrote. “However, they knew they included more than mid-sized coupes with big engines. They extended forward and backward from the 1964-1972 muscle car era. In fact, while calling the 1964 GTO the first muscle car, they ignored the Chrysler fans who saw the 300 Letter Car as the first muscle car, as well as prewar car enthusiasts who pointed to Marmon V16s, Duesenbergs, Mercer T-Head raceabouts and Stutz Bearcats.”
been a drag racing enthusiast in the 1960s and attended all the big West Coast meets. He was charged with picking out the best, rarest, most desirable and most collectible muscle cars for the Chandler Accordingcollection. to Heasley, Joseph agreed with him that muscle car terms weren’t entering the lexicon of old-car enthusiasts. Greg Joseph found that even those with an interest in postwar performance cars didn’t really understand what a muscle car was.
Basically, Joseph told Heasley that if a car was used for both the Stoplight Grand Prix and runs at a track or drag strip, it was a muscle car. With that settled, let’s take a closer look at the three contenders for that honourary “first muscle car” title.
The completely new bodies and styling weren’t the only changes for 1955. Chrysler also introduced the limited-edition Chrysler 300 on February 10, 1955. This Chrysler C-300 was the brainchild of Bob Rodgers, a Chrysler engineer and auto enthusiast who watched earlier Chryslers struggle through the Mexican Road Races. Rodgers con vinced management that an image car was needed to compete with the Corvette and Thunderbird. He felt he could make such a car, at very low cost, by basing it on the New Yorker hardtop and incorporating mostly pre-existing heavy-duty parts that Chrysler had made available to the racers in Mexico. These cars used the 331-cid Hemi Firepower V8. They were the same size as Windsors, but had 300 hp at 5,200 rpm and 345 lb-ft of torque at 3,200 rpm to move them along more rapidly. A pair of Carter four-bar rel carburetors didn’t hurt, either. The Powerflite two-speed automatic transmission was standard equipment. A heavy-duty suspension; windshield washer; custom steering wheel, dual exhaust system, padded dashboard, power brakes and custom trim inside and outside were also standard. The C-300’s Hemi V8 carried a pair of Carter four-barrel carburetors.
1955 Chrysler 300 Chrysler did a little imagineering to bring its revolutionary “Forward Look” styling to the automotive world in 1955. The results paid off in sales success for Chrysler Corpora tion and fame for its chief designer Virgil Exner, who crafted the new body styling.
weighed 250 pounds less than an Olds 98. Hydra-Matic drive was standard on both.
Also known as “The 100-Million Dollar Look” (after the amount of money reportedly spent on getting it to market), this cosmetic initiative transformed the previous box-on-box Chrysler image (a reaction to the Chrysler airflow’s flop) to one of a fighter jet on wheels. Rakish, front-slanting rooflines and tail fins imparted a sensation of speed. A Chrysler advertisement explained, “Yes — America is falling in love with THE FOR WARD LOOK. In THE FORWARD LOOK they are discovering the most contemporary styling: long, low, youthful lines – with a sense of motion even when the car is standing still! THE FORWARD LOOK is an all-new style that catches your eye and holds it! The most grace ful wrap-around windshield is swept back and fully wrapped around, not only at the bottom, but at the top, too . . . adding to the flowing lines of the car and giving you the widest eye-level visibility of the road! America’s motorists have long been aware of the mechanical excellence of Chrysler Corporation cars. Now, in THE FORWARD LOOK, they are finding more de lightful surprises and more lasting value than any other new car can offer you today — at any price.”
“The Series 88 combines Oldsmobile’s new high compression (7:25:1) Rocket engine with a new medium-weight body . . . the result is a highly favourable power-to-weight ratio,” a news release dated Feb. 6, 1949 stated. The high-performance implications of such a power-to-weight ratio weren’t lost on members of the new breed of race car drivers, those who piloted late model stock cars in early NASCAR events. These contests were being held in some areas of the country and the Olds Rocket 88 was an instant success in them. There was no factory backing of stock car racing at the time. If a driver wanted to race in such an event, he went down and bought his own car, put masking tape over the chrome and headlights, took the wheel covers off and raced it. The Rocket 88 proved to be just that and five of the first eight NASCAR Grand National races held in the initial 1949 season went to Olds 88s with the big engine. Series champion Red Byron was an Oldsmobile Andriver.Oldsmobile 88 Convertible even served as the Official Pace Car at the Indianapolis 500 that year and got the attention of even more race fans. It was dressed up with large rocketships and showed off the hot V8 engine. Indianapolis Motor Speedway owner Wilbur Shaw—an ex-race driver - piloted the Rocket 88 ragtop around the banked track with style and grace. Production cars and stock car racing would undergo many changes in future years, but beating the Oldsmobile 88 became a big goal of performance buffs for several years.
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Pontiac general manager John DeLorean went along with sneaking out the GTO. In addition to a two-door hardtop and coupe, the ’ GTO came as a convertible.
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The 300 body was stripped of extraneous chrome trim for a cleanerthan-normal appearance. Special “300” badges and chrome lettering (noting the advertised horsepower rating) were applied to the body. It was nicknamed “The Beautiful Beast.” By the end of the year, the Chrysler 300 “letter car” had won the NASCAR Grand National Stock Car Racing Championship and the AAA Stock Car Racing Champion ship. Only 1,725 Chrysler C-300s were made, but they brought many people into the showrooms.
19 Pontiac GTO Often regarded by automotive enthusiasts as the first true muscle car, in the sense of being a mid-size car with a big-block V8 engine and more than 300 hp, the original GTO was not really a model at all. Due to General Motors’ fall 1963 ban on divisional participation in high-per formance marketing, Pontiac was prevented from putting an engine with more than 300 cubic inches into an intermediate-size model. That’s why Pontiac’s “Young Turk” executives and an ad man named Jim Wangers snuck the GTO into existence as an extra-cost package for the Tempest Le Mans. Late in October of 1963, the Grand Turismo Omologato package was announced for the Le Mans coupe, hardtop and convertible as a $295 option. GTO equipment included a 325-hp 389-cid V8 with a special camshaft, special hydraulic lifters and 421-style cylinder heads. In base format, it had a single Carter four-barrel carburetor. Also included in the option were specially valved shock absorbers, a seven-blade, 18inch cooling fan with a cut-off clutch, a dual exhaust system, special 6-inch-wide wheel rims, red-stripe nylon low-profile tires, GTO identi fication medallions, twin-simulated hood scoops, six GTO emblems, an engine-turned dash insert, bucket seats, special high-rate springs and longer rear stabilizers. Desirable GTO options included a centre console between the front seats, Hurst-Campbell four-speed manual shift linkage, custom exhaust splitters, no-cost whitewall tires, special wheel covers and a Tri-Power engine option with three two-barrel carburetors. The Tri-Power ver sion of the 389-cid V-8 produced 348 hp at 4,900 Inrpm.January 1964, Motor Trend magazine found a four-speed GTO con vertible capable of doing the quarter mile in 15.8 seconds at 93 mph. The same car’s 0-to-60 perfor mance was 7.7 seconds and it had a 115-mph top Whilespeed. the Olds 88 and the Chrysler 300 made history in NASCAR stockcar competitions, the GTO was raced mainly in straight-line competition on drag strips across the United States.
By the year’s end, the GTO was considered a huge sales success.
Pontiac records showed production of 7,384 GTO coupes, 18,422 two-door hardtops and 6,644 convertibles. Today, the ’64 GTO is so famous that it shows up in many crossword puzzles as an answer to the question, “Which Pontiac model was a famous racing car?”
Conclusion Using the stoplight/starting line criteria, it seems like all three cars we’re writing about—the ’49 Olds Rocket 88, the ’55 Chrysler C-300 Letter Car and the 1964 Pontiac Le Mans with the GTO package qualify as American muscle cars. That would seem to make the ’49 Olds—officially known as the “Futuramic 88 Eight”—the first muscle car. But, what do you think? We’d love to hear your opinions.
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While there, he heard of a similar project started by Pyramid Street Rods for a customer named Ron Stamm. Straiton went to check out Stamm’s car and really liked what he saw. Straiton had a couple of Henry J parts cars and sold Stamm some parts. Stamm was in a wheelchair and had poor health and shortly after Straiton got to know him and his parents, Stamm passed away. Straiton’s car was going slowly and after a while he asked about Stamm’s car. The parents assured him that their other son was going to finish it. Straiton left his phone number in case any thing changed in the future to give him a call. Luckily, not too long after that, the son decided he would not be able to finish the car and sold it to Straiton. Right away, John from Pyramid showed up with a trailer and took the car back to Pyramid. That’s when Straiton told them about his plans for the car. They were surprised that Straiton did not just want the paint, wiring and interior done and drive it away.
Straiton also already had a 1989 Ford Taurus SHO V6 bolted up to a transmission ready to go for his project, which sounds simple
So how did Bert Straiton decide he wanted one? He always loved the Willys and Kaiser Frazer acquired Willys-Overland in early 1953, so there was a tie-in as Straiton had raced a ‘39 Willys pickup dubbed “Hairy Canary” and drove a ‘41 Willys pickup street rod. He saw Henry J’s at the track and once he acquired an overhead cam V6 from a Taurus SHO, he knew he needed a smaller car for it to be stuffed into. Straiton found a perfect car to start and sent it to Pyramid Street Rods in Bellingham.
Stores as Allstates. They had Sears Allstate tires and batteries and a few cosmetic changes but sold very poorly and were quickly dropped.
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The car was really cool for a Pro Street kind of car, a frame made up with Art Morrison parts, tubbed in the back for a narrowed diff and monster tires, a 350 Chevy V8 and automatic tranny. Straiton liked some of the customization already done by Ron Johnson. The front and rear roll pans are made of large...very large diameter steel pipe and the front roll pan and fenders are welded together. The rear taillights were created by Johnson, who took four 1955 Chevy taillights and mated them together, one up and one down on each side. The headlights are Frenched-in ‘52 Ford units.
Straiton and his wife were in Seattle for the weekend and Straiton grabbed the phone book and the first wrecking yard he called had one available. He then mated it with a five-speed transmission from a 1986 Ford Thunderbird Turbo Coupe. So when he announced he wanted the V8 yanked out and the V6 put in, there were some raised eyebrows to say the least. Then he drops another bomb, and although Straiton should have been ready for it, when he announced at Pyramid, he wanted the big pumpkin diff and big tubs removed and a Corvette independent rear end installed, he almost had to call in the medics! Straiton met up with a guy from Kelowna who had a mid ‘80s Corvette posi diff with 3.08 gears in the back of his pickup, so they slid it into the back of Straiton’s pickup and off he went to Pyramid for the fun and games to carry on. The shafts and springs had to be shortened and Straiton found a Corvette brake kit for the front. The tubs were untubbed a fair amount to fit 9.5 inch-wide tires, but not 18-inch rollers.
So Straiton went down to the wrecking yards on Scott Road in Sur rey and found a dash and took it to Pyramid, and said “well boys, here is what we are going to do.” John shrugged his shoulders and complained about all the work it was going to take to fit this
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The dash of the Henry J is just a flat piece of steel stuffed under the windshield. Straiton decided to measure up the distance between the doors, and then every car that parked in front of his barber
shop got measured to see if they made a suitable donor car. After measuring over 20 cars, the 1991 Mazda Miata won the prize and came with the added benefit of a console, proper instrumentation, and pedals hanging down.
enough until you really try to do it. The engine has to be turned 90 degrees; the SHO V6 is mounted transversely in the Taurus. Simple, then all the wiring and plumbing have to be completely reworked, not so simple. Then you have to consult the engineering degree you don’t have to figure out a transmission for this odd ball engine only really made for the Ford Taurus. Luckily Ford had specified that the bolt pattern at the back of the block would be the same as three other Ford engines, one 4 cylinder and two V6 engines. The trick was to find one of those V6 engines with a manual trans in a wrecking yard. The only bell housing he could find to fit came from a Ford Aerostar Delivery Van. He found it in a Seattle wrecking yard for peanuts.
Straiton wanted the front “tooth” of the Henry J removed and the hood smoothed. He removed the middle piece that resembles one large tooth, by unbolting the three-piece front grille. Then once the middle tooth is gone the two outer pieces bolt right up to each other and look great. About five years after doing that, Straiton was reading an old car magazine and saw that Ed Roth had done the same thing decades ago, but Straiton had never seen that before.
The other three times the event was cancelled due to rain. On one of the trips, Straiton was sitting by his car, near the starting line. This old guy on a bicycle who was a starting line official comes up to talk to him. He is used to hearing from older Carnuts about their own Henry J stories, but this guy grabs a 45-rpm record off the bike handle and hands it to Straiton. Straiton looks to see what band the record was from and the old guy says “now you are a record holder at DuringBonneville”.thephoto shoot for this story, Straiton grabbed the record from a storage pocket in the door of the Henry J and while recalling the story, looks down and sees there is a crack in the old 45. “Well damn” he says, “now I have broken a record at Bonneville”!
The paint came about after many bright colours were test sprayed, and Straiton’s wife came in and saw the samples and said “why are you doing this? Just paint it yellow, like all the rest of your cars.” It was true, both of Straiton’s Willys were painted some sort of Corvette yellow, so this car was to be no different.
The wheels are Kosei custom wheels, and even Steve Saleen, upon seeing the wheels on Strai ton’s Henry J said, “now there is a great choice of wheels, so many guys go with torque thrust and those totally suit the car.” The wheels are 17inch, 7.5-wide up front and 9.5 in the rear, shod in Michelin Pilots. Straiton joked they are M/S rated - Mud and Salt - as he takes a trip to Wendover Utah for the Bonneville Speed Week almost every year since the car was finished two decades ago.
Sitting on a door for a Henry J was an factory optional mirror that looks almost identical to the Ford Escort mirrors. The car comes with a four-speaker Bose sys tem and that is needed for the car’s long trips to Bonneville. It was two weeks old, and after a shakedown run of about 500 km, Straiton and Terry Friesen jumped in it and met the “guys” at Pyramid Street Rods - Chuck McCoy, Bob Painton, Dave Fallows - who had their cars in trailers, and they all headed to the L.A. Roadster Show. The Henry J made it just fine and was a big hit!
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The mirrors are also from a wrecking yard and come off the little square Ford Escort. It has the most aerodynamic-shaped round mirrors and they look like they should have come from the factory for the Henry J. Years after having the car on the road, a guy that used to work on Ron Stamm’s car found some parts for Henry J’s.
The rest of the interior includes Thunderbird Super Coupe six-way power bucket seats, and the interior was done by Ron Fast in Chilliwack; he used Toyota handles from a Celica and then he made armrests. It has square weave carpets and Mercedes perforated headliner and perforated European leather on the seats. Fast also did all the glass; he had the original Henry J rear window polished and tinted. The side windows were made out of regular tinted glass that was tempered, so it is modern safety glass. The windshield is tinted at the top and that comes from two gigantic school bus glass sections; he cut out what he needed to fit the Henry J.
in. He even found a Miata air conditioning unit to add to his car and it is the easiest install ever, including the switch for the heater; it just pops out and the A/C switch goes in. He later found an op tional electric assist for the Miata’s steering and added that as well.
The trips to Bonneville Speed Week have been legendary, and out of the 18 trips he has taken, he got to drive it on the salt 15 times.
Story and photos by John Gunnell Paul Zielsdorf’s A-Altered Fiat Topolino always causes quite a stir. The fibreglass copy of a ’38 Fiat 500 has a drag racing history that dates back to at least 1962. Amazingly, Paul found the car listed on eBay and the seller lived very close by. After a bit of hesitation, he bought it. After a little work, he had it back in its 1968 racing form, which is how he intends to keep it as long as he owns it. That might be forever, unless someone wants to trade him a Willys gasser for it.
In
A muscular “Mini Mouse” roars again Italian, that meant “little mouse” or “mini mouse.” Fiat boss Giovanni Agnelli wanted a car that was cheap to build, cheap to operate, comfortable and practical. Dr. Antonio Fessia was put in charge of the project and the result was the world’s smallest four-cylinder, water-cooled, rear-wheel drive production car at a price of 8,900 lira. The Series I Topolino sold well In Italy. Fuel was not cheap and plentiful, so the car’s 48 mpg fuel economy was a key selling point. Salon (sedan) and van models were offered, but the sunroof coupe was the most popular version. The car was essentially made for 12 years, but after the first 46,000 units or so were produced, the rear suspension was changed from quarter-elliptic springs and radius rods to more conventional semi-elliptic leaf springs. This occurred in 1938 and the cars with the upgraded design were called Series II models. All in all, 122,000 cars in the two series were built between 1936 and 1948.
Zielsdorf got his fibreglass replica in January 2008. It was offered by a man who lived only about two miles away. He had the opportunity to buy it and re fused the man twice. He thought about it after his second refusal and called back about two hours later. “You know, it would fit in my garage, it’s not that big a car,” Paul said. “I got a little bit of space right here, so what the heck, I’ll buy it.”
Paul didn’t know the owner, but knew of him. Paul’s dad knew the man’s sister.
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Nineteen thirty-six was the first year of the Fiat 500, which arrived that June and was soon nicknamed the “Topolino.”
Drag HistoryRacing
The fibreglass Fiat body was probably sourced from Kellison.
Kellison fibreglass body. I tried to document that with the guys who were in the know, but I haven’t been able to prove it or disprove it.
MCP: What do you see in the future for your car?
MCP: You have pictures of two other survivors? Have you seen others?
Paul: I know as much as I was told by Mike Gish, who owned and raced the car in the ‘60s. In 1962, when he was 12, he saw it for the first time. It was racing at the Grove. He says that it was yellow with a 348 Chevy V8 in it. It always raced at the Grove. One day in 1968 he was reading the Milwaukee State Journal (actually the Milwaukee Journal) and he saw an ad for a Fiat altered drag car. He knew immediately what it was because he had seen this car run at the Grove. He called and went to see it and it was the same car he had seen six or seven years prior. He bought it as, basically, a used car with no engine or transmission. He bought it from a place called Power Automotive in Kenosha, Wis. I don’t recall what he paid for it, but he brought it home and basically had Jim Luker of Magnum Racing Engines help him build a 301 small-block Chevy with Hilborn injection. That same engine with that same injection system is what they originally built for the car in 1968. They put it together and raced it in this fashion.
Paul: I want to continue to preserve the car and make minimal upgrades so it’s reliable and a car we can take to nostalgic racing events. It’s never going to be a car that will currently race or especially run in the 10s or 11s. That’s because of the safety things it’s lacking like an extra roll bar—or extra loop in the roll cage I should say. There’s a number of things that changed. It doesn’t have arm restraints or submarine belts and we’re not going to add them. We don’t want to alter the chas sis or anything inside. If there’s a bolt-in thing that we need (in order) to race, that’s different, but otherwise we’ll preserve the car the way it is.
MCP: The seat belts are ex-military? Are there any changes inside at all? Paul: The car has a 1957 “military spec” harness. The only thing inside the car I really changed was the transmission. Well, actually I had to add the transmission, because the car didn’t
The car has Hilborn injection and ribbed Mickey Thompson valve covers.
Here’s the car taking off on one of its runs, but it’s no record setter today.
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Paul: No. I have not run across any Fiats other than those two that I saw at the Grove (Great Lakes Dragaway in Union Grove, Wis.)
MCP: You pretty much know this history of your car from day one, right?
The entire front end of the car lifts off to get at the engine. In the ‘0s, the car was in Champion Spark Plugs promo at an ICAS show.
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MCP: We heard that you drove it with no cooling system? Paul: Yes, it has absolutely no cooling sys tem whatsoever. There’s some water in the block and that’s it. It has a pretty short-lived running time when we’re driving it. After three or four minutes, it’s already getting pretty warm.
Paul: Yes, I think so. But I have absolutely no idea what year it was and I can’t even actu ally prove that the car had one. The idea that it had one is strictly from Mike Gish saying that when he was 12, he saw it with a “W” motor in it. When he bought it there was no engine or transmission or no motor mounts. So, we don’t have any real documentation that it was that way.
MCP: The original engine was a bigblock 3 8 Chevy, right?
have one. But it now has the same exact type of 1960 Chevy three-speed in it. The drive shaft is original to the car. There is a plate that covers the transmission to protect you somewhat from a transmission explosion. That was missing, but I duplicated it follow ing Mike Gish’s instructions and his drawing of what it looked like. Other than that, the inside of the car is the way it was. It still has the original seat, original harness, original butterfly steering wheel, Corvair steering, Triumph Spitfire master cylinder and ’57 Corvette shifter. All that stuff is true to the car the way it was built in 1968.
MCP: Rumor has it a lot of people tried to buy it. Do you hear about that? Paul: I probably hear about that once at every show or one person at every show I go to seems to know about the car. They say they had the opportunity to buy the car and didn’t or that they tried to buy it and it wasn’t for sale at the time. Or I hear something to that effect. People knew about the car and weren’t able to obtain the car. So, there are a lot of interesting stories along those lines.
Plucked from what Leah describes as “the depths of despair” in 2014, the Star Chief fit into a vision that Greg had in his mind. “He wanted to make The Joker a worthy vehicle again,” Leah recalled. “And he wanted to be the one behind the steering wheel when it was racing down the track again.” Clayton is helping Greg reach for that dream.
The car is usually found inside Greg’s Speed Shop. But the work that involved turning the “Poncho” into a nostalgic drag racer actually got off to a dismal start, according to Greg’s wife Leah. “Greg purchased The Joker from a man who had it stored away in an old garage in Missouri,” Leah told Musclecars Plus. “It had suffered in terms of rust and deterioration from all the years it was stored. In fact, the ’57 Pontiac body was just a shell back then.”
One of the definitions of the journeyman level of experience is “a person who has completed an apprenticeship program or is an experienced worker, and not a trainee, and is fully qualified and able to perform a specific trade without supervision.” That description fits Clayton Rogers, a 22-year-old man who Greg Stelse trusts with not only very important jobs in his shop, but also with the performance of his gasser-style race car at the track. Stelse owns a five-year-old specialty-automotive business called Greg’s Speed Shop LLC (www.gregsspeedshopllc.com).
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 20223
It’s there that Rogers works as a full-time mechanic—a job he seems to love. But while you might think a young mechanic would want to get away from cars on weekends, Rogers spends many Saturdays and Sundays traveling to drag strips to wrench on Stelse’s ’57 Pontiac quarter-mile muscle machine. Stelse calls the two-tone green ’57 Pontiac Star Chief “The Joker.”
Story by John Gunnell
Joker Journeyman
The car has been torn apart and rebuilt numerous times. It has lots of outer patina and Clayton’s job is to make The Joker’s innards work well. Years before Greg opened his speed shop, he brought the Pontiac into his old GS Trucking Co. in New London, Wis. where it got its first teardown and a new lease on life. He and his truck
An artistic photo of the Joker at the annual Symco Rod & Kustom Weekender event in 2021. With its focus on “old school” hot rod, Symco is the perfect Joker venue.
Greg Stelse’s 1957 Pontiac quarter-mile muscle machine
On Feb. 19, 2020 the Joker was back together and ready for a ‘lift job’ on the shop’s hefty hoist. Despite many teardowns, Greg and Clayton kept the car’s patina. In Feb. 2020, The Joker underwent another complete redo that covered work such as replacing the OEM glass windows with lighter weight windows better for drag racing.
The car sitting inside Greg’s Speed Shop LLC in 2019. Since redoing this main building that year, Greg Stelse has added four additional buildings to his campus.
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The Joker has been successful in racing. Leah reports that it “has participated in many races over the years and will continue to run many more years.” After Clayton and Greg met in October 2019, Clayton was hired to work at the shop. Today, he does mechani cal restoration on everything from Plymouth GTXs to Studebaker ClaytonHawks.
Despite having only three years of hands-on experience at Greg’s Speed Shop, Clayton says he’s been into old cars for more years than that. My father and grandfather are old-car hobbyists,” Clayton explained. “Grandpa has a ’69 Mercury Montego and Dad has a ’53 Ford. I grew up in an old car family and muscle cars are in my blood, too.”
also travels with The Joker. “When we blow an engine or tranny during a race, we have spares in the race truck,” Greg ex plained. “Clayton is good at putting them into the car right there.” To Clayton, the track mechanic work is akin to a bonus. “It’s like a drunk having an AA meeting at a bar,” he laughed. “I love this job; it gives me a buzz.”
mechanics ripped the car apart and put it together as a straight-axle dragster. Now, he takes the car racing during the warm months. On those weekends, Clayton goes to the drag strip with the car.
While he seems to be a “Ford Guy,” Clayton admitted that his “dream car” is a 1968 Dodge Charger R/T. “I love the looks of the R/T and they seem rare.” He’s correct. The R/T (Road/Track) was introduced in ‘67 as a special muscle car version of the mid-size Dodge Coronet (there was no R/T model offered for fastback Chargers in 1967).
Clayton owns two Fords—a ‘31 Model A hot rod and a custom ’51 Tudor Sedan. He says that both cars need more work before he will consider them done, but they look like very good builds in photos he has. “They’re getting there,” Clayton admitted. “And I’m learning a lot from working on cars at the shop and tweaking The Joker at the Claytondragstrip.”learned his basics from working on vintage cars with his father and grandfather. “I also took automotive technology classes at Mid States Technical College in Wisconsin Rapids,” he said. “I learned to do a lot of things in school, but I also learned a lot at Greg’s Speed Shop over my three years there. We deal with lots of different cars.”
Clayton says his talents are best applied to mechanical repairs, rather than body work and paint. “I’m most comfortable with the mechanical side of things,” Rogers admitted. “I like solving problems that cars have when they come into the shop and I also like travel ing all over the country to events where we take The Joker.” Greg Stelse added, “Someday Clayton will probably be running the shop, rather than just working in it.”
Out of almost 100,000 Chargers sold in ‘68, 17,584 were ordered as R/T models. While writing this column, we wondered if Clayton Rogers was named after the famous Clayton dynamometer that William Clayton designed to simulate the inertial and load forces encountered by a performance car. We never got the answer, but we can tell you that Clayton Rogers is a real dynamo when it comes to enthusiasm for old cars and for making The Joker fly down the quarter-mile a little faster each time. “He really knows that old car and knows how to make that big Pontiac V8 flex its legendary racing muscle.” In late-2018, legendary customizer Gene Winfield visited Greg‘s Speed Shop and helped decorate The Joker’s windows with vintage drag racing stickers.
Clayton Rogers has swapped engines and transmissions in the Joker many times right at the race track. He said he learned a lot from drag racing The Joker with Greg.
The Joker gets another redo on April 7, 2020. As Greg and Clayton are learning, race cars are never done, they just keep getting better.
MUSCLE CAR PLUS MAGAZINE AUG/SEPT 20220
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Wilwood has added two new brake kits with staggered caliper mounting for 1964-1971 Buick, Oldsmobile and Pontiac 10-bolt rear differentials. Created specifically for 1968-1971 Firebirds with staggered shocks, the Dynalite Pro Series brake kits are offered with 12.19-in. rotors and DynaPro Low-Profile with 11.00-in. ro tors. High-strength, forged aluminum calipers with four stainless steel pistons generate balanced clamping force in high-tech style with modern braking performance. They are available in red or black powder coat finish, which comes standard, with 22 optional colours also available.
The direct bolt-in Flex-a-fit aluminum radiator for the 1964-1966 Ford Mustang with a V8 engine swap from Flex-A-lite is offered with a pre-mounted electric fan from the factory. The dual 1-in. aluminum radiator core is hand welded to the patented T-tank side tanks, while the T channels offer a durable mounting system for the radiator, electric fan and optional oil cooler or expansion tank. The radiator utilizes OE mounting points and features 2row, 1-in. tubes. For more information please go to www.flex-a-lite.co m
Flex-A-Lite Flex-a-fit Aluminum Radiator for Mustang
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McLeod Racing’s RST Twin Disc Clutch kit is intended for high-horsepower street vehicles whose owners want to run up to 800 horsepower but still remain completely suitable for the street. The kit features organic lined clutch discs to provide smooth engagement with a soft pedal effort that make the kit ideal for the street. The kit is not intended for competi tion use but will provide a race-like feel to your muscle car.
Holley Sniper EFI 5-In. Digital Dash Holley’s all-new Sniper EFI 5-In. Digital Dash is a plug-and-play touchscreen display that is pre-loaded with three easy-to-read layouts that provide criti cal system information. This informa tion includes throttle position, manifold air pressure, air/fuel ratio, battery volt age, engine coolant temperature, RPM and Speed thanks to the provided magnetic GPS antenna included in the kit. The 5-In. Digital Dash also offers tuning, the handheld wizard and data logging which means you don’t have to keep your 3.5-in. display plugged into the system. It includes two dash mounting stand-offs and a suction cup mount.
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McLeod Racing RST Twin Disc Clutch Kit
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