It was announced earlier this year that Chevrolet will stop production of the Camaro at the conclusion of the 2024 model year. Now, Chevrolet has announced it will be offering a final special Collector’s Edition on the LT/RS, LT1, SS and ZL1 trims. The 2024 Chevrolet Camaro Collector’s Edition resurfaces ties that date back to the first-generation Camaro, which was originally code-named Panther and is the a big inspiration to the commemorative model. “For decades, Camaro loyalists have known the Panther code-name to lurk in the shadows of our history,” said Rich Scheer, Chevrolet design director. “From the colours and tones selected, to panther representations used across the vehicle, the Collector’s Edition officially recognizes the significance of the code-name and the sixth-generation car in the Camaro canon.” The Collector’s Edition provides LT/RS, LT1 and SS trims with a new Panther Black Metallic Tintcoat paint, black accent stripes, 20-in. wheels, the front splitter from the 1LE package and the rear spoiler off the ZL1 package. The LT4-powered, 650 horsepower-producing ZL1 Collector’s Edition model will be limited to just 350 units for all of North America and will come with a Panther Black Matte exterior colour which is the first matte paint offered on the Camaro from the factory. In-
side the ZL1 will be a serialized steering wheel badge representing where the specific vehicle was built in sequence. For all Collector’s Edition models, there will be a unique front fender script badging that integrates a panther into the ‘R’ and a panther on the steering wheel badge. Additionally, customers will receive a welcome kit that contains two posters commemorating the Camaro generations. The car is set to make its public debut this September in Detroit.
Volume 21, Issue No. 4
August / September 2023
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
Gerry Frechette
John Gunnell
Cam Hutchins
Muscle Car Plus Magazine is published six times per year by RPM Media Inc.
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Egauctions.com, Canadas Largest Collector Car Auction Company, presents the 16th Annual Red Deer Fall Collector Car and Automobilia auction September 8-10 in Red Deer, Alberta. This is a live, in person event with over 150 collector cars and 150 pieces of no reserve automobilia selling including the Jon August collection. Consign your collector today. Egauctions.com or call 888-296-0528 ext. 104. Selling worldwide including cross border to the US. Register to bid live in person or join us online. Looking to sell your estate or collection? As seen on Hit TV Series Rust Valley Restorers, we can come to you on location, Book Now!
Mecum Auctions is set to put on its Monterey Daytime Auction August 17th to 19th at the Hyatt Regency Monterey Hotel and Spa at the Del Monte Golf Course in beautiful Monterey, California. The gates open at 8am on the Thursday with the Collector Car Auction beginning at 10am and going until everything has crossed the block on Saturday. The venue is less than 90 minutes from San Jose Mineta International Airport and less than 10 minutes away from Monterey Regional Airport. Advance tickets are available now online and increase in price once the auction begins. Featured lots at this year’s event include a 1967 Ferrari 275 GTB/4s which is the first of only 6 ever made and a 1963 Shelby 289 Cobra Roadster CSX2100, 289 ci V8 with the 4-speed transmission. For more information or to purchase tickets, visit www.mecum.co m
One of the must-see events of the B.C. cruising season is the Annual Langley Good Times Cruise-In on Saturday September 9, with thousands of specialty vehicles lining Fraser Hwy from 264 to 272 Streets in the Aldergrove district of Langley. It is one of the largest such shows in North America, in the heart of the collector car area of B.C. For pre-registration details, check the event website in the summer. As always, several charities are the recipients of the funds raised through the show, and further details can be found at www.langleycruise-in.com.
Vancouver’s Glen Pederson is no stranger to playing with cars, and had restored a Jaguar XKE back in the ‘80s and more recently a ‘68 Firebird, and he did most of the work himself. But after finishing the Firebird and loving the pristine look of the amazing paint job, he realized he wanted something he could actually drive without worrying about every little ding or chip in the paint. He sold the Firebird and spent some time looking for the perfect candidate to restore as a driver.
Wanting to be a bit different, an early ‘50s Ford “shoebox” coupe was just the ticket. Like many of us of a certain age, we did not see many Shoebox Fords, if any, growing up in the ‘60s and early ‘70s. By the early ‘70s, cars from the ‘50s were a rarity on the streets of the Lower Mainland of B.C. In almost all the rest of the country, rust had eaten these cars a decade before. There were always a few Tri 5 Chevys running around on special days, but the “Shoebox”? Never.
The introduction of the 1949 Ford in June of 1948 must have made the public’s head spin! It was the first new car for the Big Three automakers in America since before World War II and showed no indication that running boards had ever even been on cars. The car was such a departure from the cars available in the late ‘40s. It did not have a huge grille sitting upright at the front, and the fenders did not curve inwards towards the body, but rather flowed from front to back. It was “Slab Sided’ not “Pontoon Styled” like the older designs of the current models from the other American manufacturers at the time.
The car was also so sleek with a height of only 62.8 inches or 1,595 mm, compared to the 1947 Coupe’s height of over 69 inches or 1,763 mm. The front had a cyclops round chrome part referred to as the “Bullet Nose” of the front grille with
Story and photos by Cam Hutchins
either a 6 or 8 embossed in it depending on the engine the car came with. For the 1951 models, the cyclops was switched for the “Double Bullet” grille. Searching Craigslist and all other sources for old car sales, the perfect candidate for Pederson was found just south of the border in Lynden, Washington.
The car was put in the garage where the Firebird had recently been restored and this is where the story loses steam! Unlike a Late ‘60s Muscle Car, with a decision to restore it to stock, or to resto mod it, the Shoebox of course had those two choices, but also whether to Rat Rod it or Hot Rod it. Chop it? Channel it? The shoeboxes are perfect for sectioning...what to do. After three years of doing more research on what to build and not enough building, Pederson’s son told him to get some professional help...not with his mind but with the Shoebox!
His research had made him aware of a very talented builder in the interior and work started to get done. The car was dismantled and any rust was fixed, but Pederson kept finding out more about building a really great Shoebox that could be driven, everywhere. Finally convincing the builder to allow a state-of-the-art, Art Morrison chassis into the project, he ordered up the perfect chassis. But although a chassis arrived, at this point in the build, he decided to take his project elsewhere, as the builder had his own ideas that he was really wanting to stick to, regarding building shoeboxes.
Another builder was too busy and told him to try Stone’s Speed shop in Chilliwack. It was exactly the right move and after 16 months of work, the perfect Shoebox sits in his garage. But it is a bit different, sort of a hybrid between Hot-Rod resto-
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mod and stock restoration. When you see it parked and can’t see how wide the tires are, it appears stock, well except for the exceptional fit of the doors and panels to each other. No shoebox ever rolled off the Ford Assembly line looking so good.
three coats of Matrix Black, three coats of Glasurite by Allan Hendley, and then clear. A lot of the assembly was handled by Bernard Cote, and then polish and wet sanding by Jim Thiessen, final polish, a Stone’s detail, and ceramic coating by Nicol Bouthillier.
The car is meant to be driven and will keep up with all the restored Firebirds and then some. It rides on an Art Morrison Custom Chassis with Mustang II-type front end and a 4-link rear end utilizing a Ford 9inch rearend with coilovers all around. Of course, big power Wilwood 4-wheel disc brakes are on all four corners; they were part of the chassis from Art Morrison.
A Ford ATK 347 cu. in. OHV V8 crate engine is used, replacing the nostalgia Flatheads that are all the rage nowadays. This engine is from the Windsor line of Ford V8s and uses Dart Pro 1 aluminum heads and a hydraulic roller camshaft. A 10:1 compression ratio and Holley Sniper
Although the car came to the Stone’s shop with all the rust repairs, the body needed a lot of work if it was going to look good with black paint. The flawless body work was performed by Cam Helfrich, Austin Vivian and Shayne Cadenhead at Stone’s shop. The car was painted with
Fuel injection make for 415 horsepower and 430 lb-ft of torque. Nothing crazy by today’s standards, but no slouch.
The transmission was built in house at Stone’s by David Burnett and is an AOD Ford Overdrive Automatic with a Hole Shot Converter #Hole2400 and a AODHP Shift Kit. Also built in-house is the exhaust system. Starting at the engine with BBK Performance stainless steel headers, and then going into 2.5-inch food grade stainless steel exhaust pipes and Flowmaster exhausts.
Inside the car is where the magic happens; the engine compartment has as much of the working stuff normally seen on cars hidden away. With the focus on making it clean and everything as hidden as possible, all hoses and wires were tucked under the custom inner fenders. The firewall has been customized down low and on the sides, leaving the upper and centre as stock as possible.
The custom inner fenders hide a lot of it, but the rest is stuffed up under the dashboard that looks like a command centre from NASA. A tube chassis structure was fabricated under the dash, tucked up and away to hold the gas and brake pedals, the brake booster, the Vintage Air air conditioning system and so much more.
The dash looks pretty stock from the front with the exception of the Dakota Digital RTX-51F-X with an optional clock. The steering column,
an Ididit 28-inch column shift, allows for the shifter cable to be mounted internally with the shifter mechanism hidden in the car, out of sight! There is also so much going on for other wiring and linkages, a sort of “ship-in-a-bottle” kind of deal.
The interior was handled by Andrew at Holem Upholstery, stock seats with modified bottoms to add some bolster. Italian Maxcom Nappa Grain leather in dark black complement the Dinamica suede headliner. The door panels got a custom design that looks like it could be factory, but the Lincoln factory, and trimmed in the same leather. The thick wool carpet matches the colour of the leather.
The car uses the stock door locks, but has power windows operated by stock looking Ford window cranks that are actually the window switches. It has reproduction tinted glass all
around and a 1957 Ford Thunderbird steering wheel, a smaller diameter than stock, but fine now that the car has power steering.
Also to aid driving, there is a Rockford hidden bluetooth module with a four-channel Rockford amp powering the component speakers. The other big boost in drivability is the lowered stance of the car and the owner’s choice of the wheels. This is maybe the only Ford Shoebox riding on clones of the iconic Chevy Rally wheels, and it is going to be driven, a lot.
It used to be that there was pretty much one definition of a muscle car, the one formulated about 60 years ago. And that was a big block V8, making all the right sounds, but the car it was in not doing such a good job of slowing down or changing direction.
Nowadays, it is pretty common to see cars with many more horsepower than before, and of course, they all turn and stop better than even race cars did not so long ago. It’s a new definition of muscle, it takes at least 500 horsepower to play, and most manufacturers have entries in this performance segment.
BMW is one of them. For over three decades, the German company has sold cars under the ‘M’ brand that are a step up from the ordinary. The M3 sedan has become an icon, and keeping it on the leading edge of performance requires new models with more power and capabilities, as the horsepower wars rage on.
For most enthusiasts, the regular M3 is more than capable, but BMW improved it with a ‘Competition’ model that has right around 500 hp. Even that wasn’t enough, though. Enter the M3 CS, which stands for ‘Competition Sport’.
To show it off, BMW had us up to the Area 27 track in Osoyoos, B.C., to test it out where it could be driven to its potential – at high speed. For this, it was well-equipped, starting with the engine. It’s a 3.0-litre twin-turbo straight six, which could describe many BMW engines over many years; they have firmly kept away from moving to V6 engines. This particular one puts out 550 horsepower, not as much as some of the higher-powered cars, but still plenty. To put it in a bit of perspective, that is almost exactly 3 horsepower for every one of its 183 cubic inches, one of the highest such numbers in the industry. Torque is 479 lb-ft as low as 2,750 rpm. Much of its design
is derived from its racing brother, including forged crankshaft. Zeroto-100 km/h is achieved in but 3.4 seconds, and it will continue up to 302 km/h. We saw 200 or so.
The rest of the drivetrain consists of equally high-performance parts. The transmission is an eight-speed automatic that is computer controlled and completely customizable for everything from easy highway driving to manual-shifting track use. A full manual transmission is not available, nor should anyone want one, so good is the automatic.
The power is sent to all four wheels, with a bias towards the rear end for a more sporty feeling. For those who just must, the Stabil-
ity Control and front axle can be neutralized, and the M3 CS driver can drive with the back end sliding all over, which we proved by drifting one.
At the corners are a completely electronic adaptive suspension set-up, optional carbon ceramic brakes that work better the harder they are used, and treaded nearly-racing tires – Michelin Pilot Sport Cup 2 to be exact – mounted on forged alloy wheels which must be amongst the most beautiful ones I’ve ever seen. They, and our test car’s wild Signal Green paint, do distract one’s attention away from a certain other aspect of the M3’s design which has generated a lot of controversy, and we’ll leave it at that.
Aside from that, the M3 CS has undergone a serious weight reduction plan, with components as large as roof and hood, and as small as mirror caps and paddle shifters, made from
carbon fibre reinforced plastic. Very visible are the large splitter under the front end that makes every curb something to avoid, and a rear spoiler that is thankfully discreet and not a big wing.
Inside, the look is pretty much regular M3, with carbon fibre trim and red stitching, with two big exceptions – the front seats. They are of a full-racing design, supremely supportive on the track under high g-loads, but one has to think they would become a bit confining in everyday street motoring, especially if you are a bit wider of beam, and having to contort to get your butt over the high side bolsters every time you get in or out of it. At least they are heated, electrically adjusted, and leather-trimmed.
So those are the main highlights of the M3 CS. Impressions? One is just how much customization the driver can engage in, with every system in the car. Another is how ferocious and fast this two-ton sedan is on the track, considering it is a production street car. Another is the MSRP of $148,000, probably even more at the dealer given its limited quantities, a lot to pay for some capabilities that won’t be experienced unless it is driven on a track. If you have access to one, it’s worth the money.
But for those who just want the top-of-the-line iconic M3, well, here it is. German muscle indeed.
Story and photos by Cam Hutchins
The Oldsmobile 4-4-2 that we all know and love owes its inception to the amazing sales number being posted by Pontiac’s upstart John DeLorean. The Tempest got some “go-fast” parts thrown at it and the public bought them up! Not wanting to be outdone, the guys at Oldsmobile wanted to jump on the bandwagon, but with a short amount of time and money, they decided to grab basically the “Police-Package” parts, stuff them in the Cutlass, and wanting to mimic the GTO three-digit name, came up with 4-4-2.
To be even more cheeky, and to add to the allure, the 4-4-2 name was to designate 4-barrel carb, 4-speed transmission, and dual exhaust. Four-speed transmissions were fairly new and Corvette did not get them until 1957. Chevy full-sized cars got them as a mid-year option in 1958, but they came in the trunk for installation by the dealer, according to www.hagerty.com. Oldsmobile had a four-speed on the F-85 in 1962 but full-sized Oldsmobiles did not get them until 1964 and they were well touted with the 4-4-2 moniker!
So in 1964, the “B09 Police Apprehender Pursuit” option used the four-barrel carbureted 330 CID (5.4 L) V8 with 310 hp at 5,200 rpm. It had sporty handling thanks to the heavy-duty (HD) suspension package that included HD springs and shocks, boxed lower rear control arms with denser bushings, and big front and rear sway bars. For 1964, the transmission of choice for this package was the 4-speed Muncie M20, with a heavy-duty clutch, and the heavy-duty steering was 20to-one versus 24-to-one for the non- 4-4-2 models.
Power steering or power brakes were an option, but not discs up front till 1967, as was a heavy-duty boxed frame. The 4-4-2 package was available in all Olds models except station wagons, and at least ten four-door sedans were known to have been built. Police cars were not always four-door sedans back in the day and many highway patrol cars were two doors. The 1964 models are extremely rare mostly due to a shortened model year and late introduction.
For 1965, GM had to lessen their hold on the maximum engines being based on a horsepower per pound rating of 10 pounds per horsepower, and the 400 cu. in. engine was the maximum allowed, although Buick snuck in a 401 cu. in. V8 by calling it a 400.
The Oldsmobile name for 1965 4-4-2 had another reason for the slightly different meaning. For the 1965 model, the executives at Oldsmobile wanted an available automatic, so the Powerglide joined the option sheet. The base transmission was now a 3-speed manual and the 4-speed manual or automatic transmissions were optional.
Improvements to the car for 1966 were three 2-barrel carbs, further muddying the term 4-4-2 by bypassing the 4-barrel carb, but who would complain about that! The new engine was the 345-horse 400 cu. in. V8, so the term 4-4-2 now indicated 4-barrel, 400 cid engine and dual exhaust.
Interestingly, the full-sized Olds 98 had a significantly longer wheelbase but not much more weight. The Oldsmobile division did not have a Chevy Nova-sized car like Chevrolet until 1973 when Omega was basically “badge engineered” from the Nova. The Cutlass that the 4-4-2 was based on, was the same size as the Chevy Malibu, Pontiac GTO and Buick Skylark of the day.
Certainly one young fellow who did not mind whatever name Olds threw at the car, was Keith Forbes of Surrey, B.C. He remembers going down to Latimer Road in Surrey to watch the impromptu street racing and seeing a guy really turn on a 1967 4-4-2 convertible. He still says this is the reason he wanted a ‘67 so badly, and 35 years ago he saw one for sale on Highway 10 in Surrey.
A deal was struck for a triple Black 4-speed 400 cu in Oldsmobile 4-4-2. The car ticked all the boxes. It was totally a driver...and racer. It was not perfect but totally suited Forbes needs. Forbes had previ-
ously been driving a ‘47 Plymouth and a ‘48 Merc Hot Rod as a kid and as a “grown up,” a ‘39 Ford Coupe, ‘66 Nova race car, and a ‘65 LeMans Convertible.
The 4-4-2 looked great but was showing its age. Some previous owner had put on brand new seat covers for the front buckets and the rest of the interior looked pretty good. But knowing that Forbes liked his “Hot Cars”, it was inevitable that with all the time this 4-4-2 spent with its gas pedal mashed to the floor board, the engine was going to blow.
So while rebuilding the motor with a few go-faster parts, the tranny and rearend got some attention as well. Then one of Forbes’ friends says, “while the car is apart, why not make it shiny.” People do not need friends like this, as what was once a great driver ended up being a pristine show car, sort of. The car still has the pedal mashed, but Forbes is a bit more mature and the car is worth a lot more now.
The car got completely stripped down and media blasted. All the ravages of time and poor bodywork were uncovered. Although not really rusty, the car had some previous whacks and repairs that were in no way up to today’s standards. Knowing the car was to be black, the bodywork needed to be flawless. The frame got stripped and Endura-coated, which was an awesome way to coat a frame, but a terribly dangerous substance to work with. Hard as nails and the frame will last a lifetime.
The car was almost ready for paint, and Forbes was detailing his black truck at home in the garage. Once he realized all the swirls and abuse he had committed to the black paint on his truck, he decided he wanted his 4-4-2 to be silver. Not wanting a vinyl roof on the car, it looked a bit too silver so he decided to design a couple of strips in a darker silver grey to break it up a bit and the car looks fantastic.
The car came new with power steering and brakes, with the M-21 transmission and the 400 cid V8, but only 4-wheel drum brakes. Discs were a new option for 1967. It originally rode on 14x6 Magnum wheels that maybe were too small for discs and calipers, but the car now rides on 15-inch replica rims that are 7 inches wide in front and 8 inches at the rear, and the front brakes are disc brakes.
The interior had rear seats done by a buddy and the dash and door panels are probably from the factory, and still look great. The car came with an AM push button radio, a console and tinted glass all around, but no passenger side mirror. But it did come with the quite expensive option of the Tic Toc Tack, at $84.26, or properly known as the RPO U21 “Rocket Rally Pac” that featured in one large cluster on the right side of the Speedometer and housed a Tachometer, Clock, ammeter, oil pressure and temp gauges.
Forbes got sold a big audio system with amps that, after a couple of songs with the car not running, made the battery dead. Not good for modern drive-ins! Now Forbes runs an MP3 player and has enough tunes to please him. If anyone wants a battery killer stereo system cheap...let him know!
The 400 cu. in. V8 engine has a better camshaft and headers and MSD electronic ignition hidden away under the dash. Parts for restoring a car like this back in the day meant having a lot of parts repaired as there were not that many parts available. The car gets regularly driven and used to run up to Ashcroft for the races...as a spectator. But if he wanted to run the races, he knows he would have a blast, but not enough to compare to all his memories of the local Friday night shenanigans he used to partake in, and do quite well!
The Oldsmobile 4-4-2 Performance Package for 1967 was referred to RPO L78, and was available in Sports (pillar) Coupe, Holiday (hardtop) Coupe, and Convertible. The supplied tranny was the 3-speed manual transmission, and the optional M-20 Muncie 4-speed was an $184.31 option that was wide, or regular ratios, while the price was the same for the M21 close-ratio transmission, and both came with Hurst shifters.
The --2 package did include:
• Louvred hood
• Special grille
• Pencil Paint striping
• 4-4-2 emblems
• Wide Tread Red-Line F70x14 nylon-cord tires
• 400-cubic-inch 350-hp V8 with 4-barrel Quadrajet carburetor, big manifolds and valves, oversize dual exhausts.
• Transmission - Heavy Duty 3-Speed Manual (M14)
• Heavy-duty front motor mounts
• Heavy-duty driveshaft
• Heavy-duty extra-wide rims
• Extra-thick radiator
• 70-amp battery
• Heavy-duty 11-inch clutch.
• Heavy-duty front and rear springs
• Heavy-duty shock absorbers and stabilizer bars
Forbes remembers pumping gas back in the day for 31 cents a gallon and the optional code U58 Stereophonic AM-FM radio was $238, or to put that in perspective, young Forbes would have to pump 767 gallons of gas to equal that crazy-priced radio that does not even have a tape player!
But this was the days of ticking an order form to order your car your way, and the passenger-side mirror is not even listed on website www.oldsmobility.com, but there is a listing of six axle ratios for 1967 Oldsmobile! So they looked after you going fast, but forget about changing lanes!
According to Wikipedia, for 1967, GM banned multiple carbs except on Corvettes, and initiated a number of safety features for occupants mandated by the federal government. Energy-absorbing steering column and safety steering wheel, padded dash, recessed controls, four-way hazard flashers, and a dual-circuit brake hydraulic master cylinder.
Production for 1967 was slightly up over 1966, rising to 24,833.
Story and photos by John Gunnell
The fourth-generation Corvette—known as the C4 - lasted for 13 years. The C4 was designed by Dave McLellan, who Muscle Car Plus often talked with at the annual Mid America Motorworks Corvette Funfest events. McLellan was only the second Corvette Chief Engineer, replacing the legendary Zora Arkus-Duntov. Dave was an engineer’s design engineer and a thoughtful guy who put lots of effort into the C4.
New from stem-to-stern, the first C4 of 1984 had distinctions. In cars having the small-block V8, the engine was moved more towards the rear of the car. Otherwise, it was mostly a carryover from the C3 with five ponies added (205 nhp).
The motor was attached to a Doug Nash 4+3 manual transmission late in the 1984 production year. It was essentially Borg-Warner’s four-speed gearbox with an added overdrive unit that the driver operated via a button on the gear shift lever. Total production for 1984 was 51,547 coupes, over double the production total for the 1982 C3 model.
By 1985, Chevy slid a new L98 TPI V8 into the C4. It brought the power up to a hefty-for-the-time 230 ponies. A softer suspension was introduced, too. The following year, Vette buyers got back the choice of a ragtop with aluminum cylinder heads and five added ponies. An ABS system was introduced as standard equipment. As the C4 was no longer the latest-and-greatest new sports car, production for 1985 fell to 39,729. With the addition of the convertible in 1986, 27,794 Coupes and 7,315 ragtops were built.
The Vette’s horsepower rating climbed to 240 in model-year 1987 when it sold for $27,999 in standard Hatchback Coupe format and $33,172 in standard Convertible format. Production totals for the two models were 20,007 and 10,625, respectively.
Fourth
1985 Corvette
Starting that season, buyers could also add 105 ponies by checking the box for the heatedup B2K Callaway Twin Turbo package. It was rated at 345 hp and 465 lb-ft of torque. Adding the $20K package could bring the Vette’s top speed to nearly 180 mph. It was offered for five years, with the power rating rising to 383 hp in 1988.
On other Corvettes, 1988 improvements ranged from a new front suspension to a freer-flowing exhaust system that bumped output to 245 hp on coupes with a 3.07:1 rear axle. The front brakes were upgraded, too. Chevy issued a 25th anniversary model. The factory built 15,382 Coupes ($29,480) and 7,407 ragtops ($34,820) and those numbers included 2,050 cars with the $4,795 Anniversary option, which had a white colour theme.
For 1989, the Corvette got a new ZF six-speed manual gearbox with a new and troublesome Computer Aided Gear Selection (CAGS) system. Today, there’s a wiring fix for this “skip-a-shift” tranny and most hobby cars have it. Also in 1989, the FX3 selective ride and handling suspension was introduced. The driver “dialed in his selection” via a control on the centre console. Chevy made 16,663 Hatchback Coupes and 9,749 drop tops.
Big news for 1990 was the ZR-1 with a Lotus-tweaked LT5 375-hp V8. This “King of the Road” ver-
1987 Corvette 1988 Corvettesion of the Vette had exclusive use of square taillights this first year. Other distinctions included wider fenders (with matching doors) that were necessitated by the addition of 11-in. wide rear wheels. Retailing for $58,995, the Super Vette attracted 3,049 buyers. The
got a new model badge above the rear fender vents. Chevy built 14,504 Hatchback Coupes, 5,875 Convertibles and only 502 ZR-1 Hatchback Coupes. Prices jumped again, but only a little bit.
In 1993, improved cylinder heads and valvetrain bumped the ZR-1’s power up to 405 hp so Chevy could continue calling it America’s most powerful sports car. There were updates to the base engine and a new passive keyless entry system. The Ruby Red 40th Anniversary Special Edition model was also marketed. All models got a slight price jump and Chevy built 15,898 Hatchback Coupes, 5,712 ragtops and 448 ZR-1s. The Z25 40th Anniversary package was added to 8,749 of the above cars.
Coupe ($31,979) added 16,016 and the ragtop ($37,640) added 7,630 more.
In 1991, the standard Corvette got to share the ZR-1’s square taillights. Otherwise, it was a year of few changes. There were wider body-colour side mouldings, too. Prices jumped a bit, with the ZR1 rising to over $64,000. Production for the model year included 14,967 Hatchback Coupes, 5,672 ragtops and 2,044 ZR-1s.
For 1992, standard Corvettes were treated to a 300-hp 5.7-litre V8 and a new feature known as Acceleration Skip Regulation. ZR-1’s
1992 Corvette
1990 Corvette
Cloth seats were dropped in 1994. Several refinements that focused on safety and smoother operation were carried out. A passenger air bag was added. There were new door trim panels and new seats. The ZR-1 got new non-directional wheels. The base V8 was switched to sequential fuel injection and had a refined 4L60E electronic four-speed overdrive automatic transmission. A brake-transmission interlock safety feature was also new. Prices climbed modestly once more. Production included 17,984 Hatchback Coupes and 5,320 Convertibles. Of these, 448 of the former had the ZR-1 package added.
In 1995, the LT1 engine got more unseen improvements (unless you tore the engine down, of course). A new “big brake” system made the ZR-1 type brakes standard equipment on all Vettes. There was a 1995 Indy Pace Car package for convertibles only with purple-and-white livery. It sold for $2,045. It turned out to be a good investment since only 527 were built, making them rare, collectible and valuable today.
As far as 1995 model-year production totals, the Hatchback Coupe ($36,785) saw 15,771 assemblies, the Convertible ($43,665) saw 4,971 assemblies and 448 of the Hatchback Coupes were also ZR-1s ($68,043).
The last year for the C4 was 1996. Chevy honoured C4s by releasing a new engine option with new cylinder heads and other parts. This LT4 V8 was only available with the six-speed manual gearbox. It made 330 hp. There was also a Grand Sport with the
LT4, blue body finish and a white stripe. Grand Sport Coupes also got the same tires (275/40ZR17 front, 315/35ZR17 rear) as the ZR-1. Chevy only made 1,000 Grand Sports.
The 1996 Hatchback had a production run of 17,187 and the Convertible added 4,309 units of production. These totals include cars with the Z16 Grand Sport option. There was also a Z15 Collector Edition option ($1,250) added to 5,412 of the above cars.
T his is the story of an awesome muscle car that, for a long time, seemed like it would never be built. Tom Hoover (the Hemi’s daddy) laid out very detailed plans for a 1971 Dodge Demon Super Stocker. Intra-company correspondence went back and forth, carefully laying out how the car would be built. Then, Chrysler dropped the project for unknown reasons. Forty years later, the plan documents were discovered and with the help of many Mopar parts suppliers, a clone of the proposed car was actually put together.
It all began on Nov. 3, 1970, back when performance still counted with American automakers. A piece of Chrysler intra-company correspondence was sent to L.B. Wiser by Tom Hoover regarding an idea he had. It specified a race car and parts that the
Chrysler Engineering Department at the Highland Park, Michigan factory could supply for the company’s drag racing program. The lead-in or headline on the list of special drag racing equipment read: “Special build - 1971 Demon 440 cubic inch off-road drag vehicle.”
Below that subject line was a three-page inter-office document that started off, “In order to provide more drag racing coverage
in the 1971 season for the Dodge nameplate, we are considering a special 50-car build program. These jobs would be built along the lines of the 1968 Dart GSS model, that is, a Demon business coupe with a modified 440 wedge engine and transmission. The proposed car could be described as follows:”
Mr. Norm’s dealership was on Chicago’s Grand Ave.
The letter then went on to describe a car with a 1971 G Series 440 six-barrel engine with certain differences such as a No. 2406517 machined cylinder head, a No. 2406518 head casting and a No. 2406736 “head as serviced.” It was to have V Series maximum performance exhaust vales No. 2402322 and valve locks No. 2402312. It would also include a V Series maximum performance inlet manifold No. 2402332 (as serviced); a No. 2463971 manifold as machined; two Carter carburetors (No. 37058 and No. 2463977); West Coast flame arrestors and an A-845 carburetor bell crank and linkage.
The intra-company correspondence talked about procuring a “basic 1971 Demon 340 product car,” then deleting the car’s original 340-cid V8 and substituting a 440-cid V8. It noted that Tom Hoover planned to retool a 1964 model Maximum Performance cylinder head and use the 1964 inlet manifold and Maximum Performance carburetors.
“The advantages of this program,” Hoover pointed out “are as follows:” He then went on to list the following six big changes that he had planned for the 50 cars:
1. NHRA Super Stock “C” class is now “open” and this job will fill the gap increasing by 30% our chances of winning Super Stock.
2. This job makes possible a Super Stock win with a 1971 Demon.
3. Retooling the 1964 Maximum Performance cylinder head will provide heads for our 1962/1964 Junior Block participants. These heads have been out of stock for some years and our existing 1964’s are badly deteriorated.
. This program provides a critically needed performance parts availability “boost” for the many “B” engine Chrysler cars already in the hands of owners.
5. This program permits us to strengthen the performance/race winning image of our believable and salable wedge engines
Like many muscle machines, the Demon sports bucket seats.GLA - Golden Leaf Automotive is your unique source for restoration parts store. We are committed to sell only the best restoration products available and providing lowest price to our valued customers.
Golden Leaf Automotive is the Canadian extension of Dynacorn International Inc. Located in Ontario Canada, over 40,000 sq/f of warehouse stocking inventory to provide the best service for what you need when you need it. No more cross border shopping and hassles with wrong parts and the damage. All product shipped from GLA are carefully inspected and packed to ensure no damage and on time.
which must be sold against “semi-hemi” Chevrolet and Ford engines.
6. A portion of the cost of retooling the Maximum Performance wedge heads will be recoverable through aftermarket sales.
Hoover’s correspondence specified a G Series A727 automatic transmission of the type used with G Series 440 six-barrel Super Stock engines and specified “B.L. Schram may have 50 available.” The plan called for a special prop shaft with No. 7290 U-joints. It also
The revived Mr. Norm’s teamed up with Nostalgia Lane to give the car a full rotisserie quality makeover and custom paint job. Year One, Inc., got involved in the project as an official restoration parts supplier. The sheet metal parts came from AMD, which also provided the windshield and rear glass. The side glass came from Mopar City.
Mini tub construction was used. Limelight handled the beautiful body graphics and the lettering used on the car’s exterior. The Super Stock Demon rode on 15-inch Keystone Kustomag rims and Mickey Thompson racing tires. On the inside was a black vinyl exact reproduction Demon bucket seat upholstery kit made by Legendary Auto Interiors.
The lightweight seats themselves and the brackets fastening them to the car are A-100 products. The A100 was a compact Dodge van of the 1960s that was often modified by drag racers due to its wheel-standing ability. The car’s auxiliary gauge package came from Stewart-Warner. The four-point racing roll cage was an Alston design. Everything used in the Demon’s construction was of high quality. No corners were cut.
From the outset, performance was a factor that got major attention and that meant much more than simply stuffing a Mr. Norm’s Garagebuilt Mopar 440-cid big-block V8 under the Demon’s air-scooped hood. The engine, the transmission, the rear end, the brakes and the cooling system were all factored into the high-performance equation.
Following the Chrysler plan, the 440 was fitted with a V Series Maximum Performance intake carrying Carter carburetors. Also bolted on the big block were a pair of V Series Maximum Performance cylinder heads. A G Series Super Stock A727 TorqueFlite automatic with a Hurst Dual-Gate shifter was bolted into the car. The upgraded brakes came from Mopar City. The rear end featured an 8-3/4-inch Sure Grip differential with 4.56:1 gears. For cooling, Mr. Norm’s used a D Series 383 A-body radiator and hoses setup. Power, gear shifting and stopping were all well taken care of.
listed the D Series 383 A-body radiator assembly, a special hood with steel air scoop or air scoops, a pair of lightweight A-100 seats and brackets (with a special “business coupe” rear floor mat and package shelf) and a pair of West Coast flame arrestors.
Around 2009, a company known as Mr. Norm’s Garage (www. mrnorms.com) put together an extremely accurate build of the Mr. Norm’s 1971 Dodge Demon Super Stock coupe. This car—it’s not really a clone or a copy--was constructed, as closely as possible, to the exact Chrysler Corp. internal plans developed by Tom Hoover in November of 1970, and made its debut at the 2009 Muscle Car and Corvette Nationals in Rosemont, Ill.
This Demon was an actual example of what the 50 factory Super Stock Demons would have looked like. It illustrated how they would have been prepared to compete in the National Hot Rod Association’s SS/C class for the 1971 season. This car was planned to be 1971 Dodge Demon two-door coupe just as Hoover’s letter had specified.
Mr. Norm’s Garage is a tribute to Norm Kraus, who back in the muscle car era owned Grand Spaulding Dodge, a famous Mopar dealership in Chicagoland that focused on racing and high performance. The brand was revived as “Mr. Norm’s Garage” in modern times and Norm Kraus (since deceased) was a part of the original revival.
To say that the car was an immediate hit understates the impact it had at the MCACN event. Norm Krause would pass away in 2021 at the age of 87. But the 1971 Demon Super Stocker will remain as a lasting tribute to his Grand Spaulding Dodge dealership and the contributions it made to racing and muscle car history back in the day.
Mr. Norm utilized dual Carter four-barrel carburetors.
The LS376/480 was created by Chevrolet Performance engineers by taking a production LS3 and swapping the stock cam for the racing-inspired LS Hot Cam to increase the power and torque by 14%. A superb street engine!
6.2L/ 376 cu.-in. V8
Naturally Aspirated (EFI)
495 HP @ 6,200 RPM
473 lb.-ft. TQ @ 5,000 RPM
Offers a modern twist on the classic 350 SBC by using modern LS-style fast-burn cylinder heads. Often paired with the Supermatic 4L65-E 4-speed Automatic Transmission.
350 cu.in- V8
Naturally Aspirated (EFI)
405 HP @ 5,600 RPM
406 lb.-ft TQ @ 4,600 RPM
The ultimate expression of American muscle cars became available in Oldsmobile showrooms across the country in 1968. An ad described the original Hurst Olds as a “one-of-akind vehicle designed as a personal car for George Hurst, the president of Hurst-Campbell, Inc. It was then released to the public as a “limited quantity reproduction” of Hurst’s car, which was a unique Olds 4-4-2 with super high-performance features.
The car’s design was conceived for Hurst by Jack “Doc” Watson, who was well known to automotive enthusiasts as an innovator of special event vehicles and for his many contributions to the advancement of motor sports throughout the United States.
As soon as Watson had completed the car for Hurst, it was shown to several Oldsmobile dealers. This generated a high degree of enthusiasm for a limited-edition copycat car. Requests from dealers poured into Olds headquarters in Lansing, Mich.
One such request also came in from an industrialist friend of Watson’s who hailed from
Lansing. This man’s name was John Demmer. A longtime auto enthusiast, Demmer also had a son who strongly influenced his dad’s interests in cars. Demmer asked Watson for two copycat cars, one for his own collection of special cars and one for his son.
Watson told John Demmer about the word-of-mouth interest the car had already generated and bragged about all the simi -
lar requests he had received, including many from Oldsmobile factory dealers. Demmer was impressed and he then offered to set up an assembly facility to custom build a limited quantity of Hurst-Oldsmobiles.
Quickly, a meeting was arranged to introduce John Demmer to George Hurst and based on what was agreed to at that meeting, the limited production project got underway. Immediately, Hurst and Watson met with Oldsmobile Division management to further promote their efforts. There they were met with a favourable response to dealer sales.
After a series of exhaustive tests and thorough evaluation of the various components used on the car, the new Hurst-Olds model was ready for limited production in both two-door sedan and two-door hardtop versions. Special features of the original Hurst-Olds included a unique Competition Silver and Black exterior paint scheme. Back then, Olds had a quality-car image that couldn’t be beat and Hurst had a high-performance image that other aftermarket firms would kill for. Teaming up was a natural.
For 1968, what had formerly been the largest Olds engine offering, at 425 cubic inches, was punched out to a full 455 cid. GM brass would not permit the cramming of the new 455 into the 4-4-2 platform, but this didn’t stop George Hurst, of Hurst Performance Products, from trying it on his own. Hurst, in fact, created a 455-cid high-compression V8 that produced 390 hp at 5,000 rpm and 500 lb-ft of torque at 3,600 rpm. It had a pair of high-performance cylinder heads; a high-lift, long-duration camshaft; a specially machined crankshaft and a hi-power distributor curve and carburetor jetting.
The Hurst-Olds also included a modified Turbo Hydra-Matic automatic transmission with complete manual control possible; a Force-Air induction system; a Hurst Dual-Gate shifter and
A ’68 Hurst-Olds convertible at the Muscle Car Nats in Chicago in 2010.
console; oversize G70-14 Goodyear polyglass tires; distinctive Hurst-Olds exterior emblems; a specially trimmed instrument panel; interior emblems; highly-efficient front disc brakes; a heavy-duty rear end assembly including extra-strength gears and axle shafts; a 4-4-2 heavy-duty suspension; a rear stabilizer bar and a high-capacity cooling system with a specially-calibrated viscous fan clutch and a thicker, higher-density radiator core that ensured cooling, even under the hardest use.
This package of go-fast goodies was designed to give the enthusiast uncompromising street performance that exceeded that offered in any other muscle car of that era. The Hurst-Olds wasn’t just faster than its rivals; it also handled better, rode better and stopped better. It was a total package—not just an assortment of bolt-on accessories. “The Hurst-Olds has all the
muscle characteristics of the finest super car,” stated one promotional piece for the car. “But without objectionable interior noise and a choppy ride.”
The Hurst-Olds conversion did not alter the Oldsmobile factory warranty, since all of the modification components were tested, approved and released by Oldsmobile’s product engineering department, with the exception of the Hurst Dual-Gate gear shifter, which was protected by an unconditional lifetime guarantee by Hurst-Campbell, Inc.
“These executive supercars won’t last very long,” said Super Stock magazine’s Jim McCraw about the ’68 Hurst/Olds. He was right. A total of 515 Hurst/Olds were built for 1968. Of these, 451 were based on a 4-4-2 Holiday two-door hardtop while
This ’68 belongs to Ray and Mary Schriver of Vermontville, Mich. and had 17,300 original miles in 2015.
The ’68 Hurst-Olds mated a touch of luxury with a ton of high performance.
the remaining 64 were originally 4-4-2 coupes. No 1968 Hurst/Olds convertibles were produced for public sale, but one did show up at the Muscle Car & Corvette Nats in 2010.
In August 1968, Super Stock magazine road tested the 4-4-2 and reported a top run of 12.90 seconds for the quarter mile at 109 mph. The Hurst/Olds partnership proved to be quite an image-boosting program for the General Motors division and the two companies went on to team up on other Hurst/Olds models for many years after 1968.
This writer recalls that car collectors were a little bit slow to pick up on the rarity and uniqueness of this model. In fact, when he attended a long-ago Oldsmobile Club of America national convention in Milwaukee, Wisconsin, there was only one of these cars in attendance. He snapped a photo—back then a colour slide—of the car and sent a print made from it to Oldsmobile. Later, he was writing a story about the Hurst-Olds and contacted Ms. Helen Early, Oldsmobile’s official historian, to get a photo of the car. The photo he received from Oldsmobile was a copy of the slide-photo he had taken years before in Milwaukee. It was the only 1968 Hurst-Olds photo in the Oldsmobile archives!
The famous Hurst Golden Shifter on a 1972 Hurst-Olds Indy Pace Car convertible.
Airaid’s Cold Air Dam (CAD) is made to provide your engine with larger amounts of cooler air which helps produce more horsepower and torque. The intake system, which is now available for 2016-2019
Eibach has made its PRO-KIT Performance Springs available for the 2021-2023 Ford Mustang Mach-E GT, which utilize their progressive spring technology to deliver upgraded performance and ride comfort. The springs lower the centre of gravity of the vehicle which increases steering response and improves vehicle dynamics for a sportier and more balanced feel. Additionally, the PRO-KIT springs reduce the fender gap and ground clearance to further enhance aerodynamics.
For more information please go to www.eibach.co m
Procar’s Rally DLX seats feature classic stitching and styling while still maintaining the comfort and lateral support of the traditional Rally seats. The seats offer a comfortable experience and provide supportive side bolsters that are meant to hold you firmly in place in even the most aggressive of driving situations. The seats are available for both the front and the rear and are finished with a vinyl fabric in either beige, black or maroon to fit just about any car’s interior.
For more information please go to www.procarbyscat.co m
Cadillac CTS-V, retains the original location of your vehicle’s air filter but provides a large boost with the addition of a huge open-element air inlet protected by Cold Air Dam panels that help provide a steady, free-flowing supply of cooler outside air into your engine. The panels mount in the factory air box location and utilize any factory cold air inlet ducts that are present. The air filter is washable and reusable and much less restrictive than traditional paper, assuring superior filtration.
For more information please go to www.airaid.co m
BBK’s 255 LPH In-Tank Electric Fuel Pump for GM F-Body 19851991 Camaro and Firebird increases total fuel volume support which makes it better able to support more horsepower. Simple, OEM-like fitment allows the fuel pump to be swapped without any modifications making them both a great upgrade or replacement unit. The pumps can support up to 700 flywheel horsepower and are especially great for turbocharged, nitrous or supercharged applications. The fuel pump kits include a new strainer and upgraded power harness.
For more information please go to www.bbkperformance.co m
The Absorber® XXL gives you drying power that is superior to a terrycloth towel or leather chamois -- and it’s not just because of its size! The uniform, sponge-like pore structure and unique PVA (Poly Vinyl Alcohol) material give the Absorber® XXL enhanced capillary action, drawing water away from surfaces more effectively than any other large drying towel you can find. The drying capabilities and larger size make the Absorber® XXL the best extra-large towel for drying your car, truck, SUV, boat, and other large-scale drying jobs around your home and garage.
For more information please go to www.cleantools.ne t
COMP Cams Beehive Valve Springs feature a .625-in. maximum lift and were designed for hydraulic roller cams in LS1, LS2 and LS6 engines. They will deliver increased valve train stability and a much lighter valve train. This is achieved with less spring pressure for better valve control and reduced weight of both the spring and retainer. The unique Beehive shape handles valve train stress more efficiently to eliminate damaging harmonics and increases highRPM horsepower and durability. The oval/multi-arc wire shape places the maximum area of the wire at the point of highest stress in order to better handle the stress.
For more information please go to www.compcams.co m
CHOOSING THE CORRECT MOTOR OIL FOR FLAT TAPPET ENGINES IS AS SIMPLE AS 1, 2, 3
1. FIRST understand your application.
2. NEXT select a product that has the right viscosity, the right chemical characteristics for the application.
3. PICK the oil you trust to deliver all of these requirements.
Th
Easy 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.
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.
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 any permitting processed required by your municipality. These services also include our CSA-A660 certification for pre-engineered steel structures in Canada.
