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CONTENTS
Head-Turner
LAMBO:
1984 Lamborghini Countach ...pg 24
HELLCAT:
2021 Dodge Charger Hellcat Redeye ...pg 20
ALSO INSIDE:
Starting Lines-------------------------------------------- 4 1969 Chevrolet Camaro ---------------------------- 14 Shop Tour: Stone’s Speed Shop --------------- 19 1956 Mercury Stock Car -------------------------------- 30 Parts Store------------------------------------------------ 34
The 2021 Chevrolet Corvette Stingray garners some serious attention ...pg 8
DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Chevrolet Reveals TrackReady 2023 Corvette Z06
C
hevrolet has officially introduced the 2023 Corvette Z06 which comes two years after the introduction of the mid-engine Corvette Stingray and builds upon it with a new engine and full suite of performance upgrades that make it truly ready to race. The car is based heavily on the Corvette Racing C8.R which has enjoyed its fair share of success on the track. The Z06 is 3.6-in. wider than the Stingray, features unique front and rear fascias and sits on 20-in. front and 21-in. rear forged aluminum spider wheels with five available finishes. Powering the car from the mid-point is an all-new LT6 5.5L DOHC V8 engine that features a flat-plane crank design that allows it to rev to very high RPMs and produces an incredible noise when doing so. The engine is naturally aspirated, which benefits responsiveness, and therefore makes it that much more ready for the track. It red lines at 8,600 rpm, features a full racing-style dry-sump oiling system and produces a very impressive 670 horsepower and 460 lb-ft. of torque. Power is put to the rear wheels via an 8-speed dual-clutch transmission with a specific, shorter 5.56 final drive ratio compared to the Corvette Stingray which further enhances acceleration capability. The car features a suspension system tuned to it specifically, including Magnetic Ride Control 4.0 and available Brembo carbon ceramic brakes which aim to stop the Z06 as fast as it gets going. Nearly every exterior detail on the new Corvette Z06 is meant to aid performance in some way, whether it be aerodynamics, handling or cooling, while an available Z07 Performance Package furthers that with an added carbon fibre aero package and other goodies such as Michelin Sport Cup 2 R ZP tires and unique carbon fibre wheels. Production of the new 2023 Chevrolet Corvette Z06 is set to begin next summer in the Bowling Green Assembly Plant. MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
Volume 19, Issue No. 6
December / January 2021 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
Dodge Introduces Charger and Challenger SRT Hellcat Redeye Jailbreak Models
Copy Editor: Gerry Frechette gerryf@rpmcanada.ca
Although there are rumours around that Dodge will officially stop production of SRT Hellcat models in the near future, it hasn’t stopped them from introducing new models and trims and they’ve done so once again with the new Jailbreak models for 2022 Dodge Charger and Challenger SRT Hellcat Redeye Widebodies. The new Jailbreak models unlock colour combination ordering restrictions, add new factory-custom options and bump power to an astonishing 807 horsepower. The models also include a unique Jailbreak badge on the instrument panel and offer Jailbreak-exclusive content such as Hammerhead Grey Laguna leather seats, decklid stripe and widebody side stripe, and blue and yellow brake calipers, just to name a few. With combinations available in over 20 different categories, the Dodge Production Design Office has created order combinations that will be available for those who don’t want to go through choosing every little thing. The 2022 Dodge Charger and Challenger SRT Hellcat Redeye Widebody Jailbrake option package will be available in late 2021 and comes with an MSRP of $1,295 over the standard models.
Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Dan Heyman John Gunnell Cam Hutchins Benjamin Yong
Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2506-2789 Shaughnessy Street Port Coquitlam, BC V3C 0C3 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca
MAG Auctions Presents Winter Classic Car Auction Motorsport Auction Group (MAG) is a collector car auction featuring muscle cars, street rods, classic cars, vintage cars, and leading automobile products, and they will be conducting the 2022 Winter Classic Car Auction from the We-Ko-Pa Casino Resort in Fort Mcdowell, Arizona January 28th through 30th. Not only will there be cars crossing the block, auto-
Pick up your copy at your local Performance Shop or at the following participating locations:
motive-related vendors/exhibitors and lifestyle brands will be able to display and sell their products to the public. Consignments and pre-bidder registrations are now being accepted. For further info, call 1-888-330-0749 or visit www.motorsportauctiongroup.com MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
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The Old and the New
The mid-engined 2021 Chevrolet Corvette looks to strike a perfect balance
D
uring a break whilst writing a recent piece for this magazine, I took to browsing the web – as you do, in these types of scenarios. During my sojourn there I came across a site selling some pretty cool hats, topped by the one I’d end up buying: a red, white and blue trucker-style item emblazoned with what looked like a U.S. Route 66 – yes, that one – road sign. A closer inspection revealed that while it did say “66”, instead of “route” above that, it said “order” and it was then I realized I had come across a way-cool Star Wars/Americana combo. So, naturally, when I picked up my Chevrolet Corvette Stingray loaner – all swooping mid-engined angles and sparkling Accelerate Yellow Metallic paint – it was this hat I was wearing. Why? Well, because, like the two divergent examples of popular American culture on the hat -- the Old Mother Road, baked into the earth below and the world of the famous space opera, many millions of miles above -- the latest Corvette is an incredibly tantalizing mix of the old and the new and a nice window into where cars are at today.
Story by Dan Heyman
The new, well, that’s pretty obvious. For the first time ever, the Corvette has swapped its traditional long-hooded, front-engine sports car digs for a mid-engined supercar body. It now has a perfect 50/50 weight distribution as a result, and cuts a profile unlike pretty much any American car this side of the Ford GT. It is an absolute head-turner; some people can’t believe it’s a Corvette, others nod with approval and recognition and still others are somewhat put-off by it. After all, when you’re a fan of a car that has pretty much become an institution, you’re not gonna necessarily love the idea of having your engine in the “wrong” place. But why not? After all, the ‘Vette still gets a naturally-aspirated pushrod V8 good for 495 horsepower and 470 pound-feet of torque (that’s thanks to the performance exhaust that comes with my car’s 3LT Z07 package; take five off of each figure with standard exhaust), fed to the rear tires, and the rear tires alone. That means instantaneous response from the throttle, accompanied by a bloody great noise that only a V8 with quad outlet exhaust could produce. It’s a strange dichotomy, actually, as the looks are modern to the point where the sound of an old school V8 seems at-odds with the environs. It seems like a car more likely to be powered by a twin-turbo V6 – yes, like that pesky Ford GT – so when you hear that V8 bellow, it really does make you stop and once again think about how different this new Corvette is. Not to mention that the cockpit is ultramodern, with the digital gauge cluster and central display angled nicely towards the driver and providing a very cockpit-like feel. There’s also a heads-up display, because why shouldn’t there be? The Corvette has had one for over a decade now. Photo courtesy of GM Canada
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It feels a whole heck of a lot faster than 500 hp, too, especially if you drop the top on this convertible model. A quick aside on that: yes; all Corvettes can have the top removed, but the “coupe” models become more of a targa when the roof is off, a process that is done manually. The convertible gets a power folding top that leaves occupants much more exposed to the elements. That’s great, but it’s a shame you can’t see that bloody great big V8 as there’s an unmovable firewall between the roof stow area and the engine bay.
even though it doesn’t really look it. You even have to firmly push the leading edge of the “frunk” down to close – you can’t just slam it shut – just like you would in a Porsche, though the rear storage hatch actually gets a soft-close feature. That’s kind of a nice, unexpected luxury feature for what isn’t really a luxury car.
It’s great that you still get plenty of storage when you drop the top – there’s no less in that circumstance than there would be if you left the top in place, which is nice – but the bigger takeaway for those concerned with You do, however, keep storage areas both front and back – just like in the performance of a vehicle is how bereft the drive experience is of the the coupe – and the rear stowage area can actually fit a set of golf clubs, creaks and rattles we’ve come to expect from convertibles. It’s not just that those are annoying, but their presence often means you don’t have quite as much chassis fidelity as you’d get from the coupe, which means a hit to performance. Not here, though. The drop top feels just as rigid and athletic as the coupe, which means what you have is a car that can make a reasonably skilled driver feel like a true driving star.
Photo courtesy of GM Canada
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The front end responds so well to steering inputs, and body roll is so minimal that it’s almost imperceptible and the rear end follows the front through turns in a wonderfully predictable and tractable way. This is not a small vehicle, but it drives a whole lot smaller than it looks and since you sit so low and so over the front axle (there’s no big, long engine there, remember) you really feel like you’re part of the Corvette’s footprint as you scythe your way down your favourite mountain road together. At the same time, while you know there’s lots of car behind you – they had to fit that engine somewhere, right? – you don’t feel it and I found myself often surprised when
looking in the wing mirrors and seeing all that real estate aft of my position. The one transmission choice is a paddle-operated eight-speed dual-clutch auto, which manual purists will argue that quick as it is, it’s nowhere near as immersive. Perhaps not, but it is incredibly fast-shifting, each gear a joy to bang home. Then you start to saw the strange function-over-form steering wheel (shaped to not impede your vision or bump your thighs) and everything about this Corvette comes into focus. You do have to put up with some strangeness, though; like the coupe, the centre stack, well, there isn’t really a centre stack but a thin strip of buttons – there are 14 of ‘em, and three toggles – for your climate controls. It takes some getting used to and errant elbows can strike the buttons when driving. You get used to it, but it takes awhile and the stand on which they sit kind of forms a barrier between driver and passenger. There is a reason for it, though; if they wanted to keep the dash as low and out of the driver’s line of sight as possible, then there wasn’t going to be room for a typical centre stack. The drive mode wheel is also awkwardly placed – it sits under a palm rest, just forward of the cupholders – and you don’t so much spin it as bump it left and right to choose from between the four drive modes. It kind of annoys me, just as reciprocating turn signals annoy me. Not much else to complain about here, though. The latest Corvette is a massive departure from previous models and it’s reached a level of dynamism never before seen from the model; not even from the hotted-up Z06 and ZR1 versions. That’s saying something and while the looks aren’t for everyone, the drive absolutely should be and that’s what counts at this level.
Photo courtesy of GM Canada
DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 13
Paying Tribute
Dave Pawley 1969 396 SS Camaro Story and photos by Cam Hutchins hen Dave Pawley of Rayleigh B.C. was 10 years old, his brother Steve’s 1969 Camaro SS 396 4-speed left an indelible impression on him. Riding around with his brother back in Ontario where he grew up, Dave always wanted to buy the car when he got old enough. That was not to be, as the car was destroyed a few years later. Pawley’s brother bought the car off a friend who at the advice of the police had given driving a break for a while. When he got his licence back he wanted to buy the car back from Steve. But he wrecked the car a short while later and sold some parts off the car and an auto wrecker hauled the carcass away. Years later, after Pawley had decided he would build a clone of his brothers car, he want back home and rattled the first and last owner’s brain about the car, and found out yes, it had really been destroyed and no chance it existed. It was a real 375-horse 396 4-speed Camaro SS. It had an M22 Muncie 4speed manual transmission and 3:73 rear end gears. It was the deluxe with console and full gauges. This car also has the factory dash mounted clock and tachometer which came with Camaros that had the console gauges. One special option on this car that deviates from his brother’s car was the rear disc brakes. For 1969 the “JL8 four-
W
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wheel-disc brake option” included the big 11.75 inch Corvette rear discs to the Camaro for over $500, more than ten percent of the Camaro’s price. Pretty good markup on parts they already have on hand, but records showed they sold only about 206 of the rear disc packages out of well over 200,000 Camaros made. But it was enough to meet the Sports Car Club of America homologation requirements for the Trans-Am series, allowing the racing Z/28s to have four-wheel disc brakes. For the 1969 production run, the disc brakes for the Camaro were single pistons
There were two original dual exhaust systems available in 1969, including chambered exhaust, but this car and Pawley’s brother’s car did not have the chambered exhaust, but the dual exhaust that came with the SS package. This car now has an extremely good reproduction of the stock dual exhaust from Gardner Exhaust. The Concours kit includes all the hangers and clips and have the back 8 inches chromed just like the factory exhaust. The replacement system cost is about half of what the Camaro cost new. The plan to build a tribute car was a long time in the making and Pawley spent a long time looking for the right donor car. He told all his friends what he was looking for and finally in 2006 a friend, Larry Bosa, called, saying he had found this car in a field. He was working on the highway in Lac La Hache and found it.
as opposed to the four-piston calipers of the 1968 model. Front disc power brakes, RPO J52 were standard equipment on the SS package and a mandatory option for Z28 packages. Pawley added the rear Corvette discs because of the added stopping power but also the cost of the discs was less than getting all new drum brakes for the Camaro’s rear. This car, like his brother’s original car, was equipped with the Z27 Camaro Super Sport (SS) package and that included many performance items. Starting with at least the 300-hp Turbo Fire 350cid engine with bright accents, special hood, sport suspension, special striping, black body sill, rear fender chrome details, SS badging. The SS package sold well with 34,932 cars equipped. The SS package started out at $295.95 but increased twice during 1969 production, $311.75 and then $327.55. The Z28 package sold 20,302 units at an extra price of $458.15. Both the SS and Z28 were available with the RS package.
DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 15
He asked a bunch of questions to find out who owned it. When Larry asked if he would sell it, the owner begrudgingly agreed to sell it. Pawley got the call from Larry that he had found his car and it was a steal for $1,000....but it needed everything. Luckily Pawley is a body man as this car needed some love, and lots of replacement steel, which if he did not fabricate it, he bought from AMD, Auto Metal Direct. But it was a Big Block
4-speed car that was the correct Rallye Green. It was sold new in the U.S., so you cannot get the build info from GM like you can for Canadian cars. From the trim tag it is a X22, which means it is an SS 396 with Style trim. It does not tell you it is the 375-horse 396, but that it has the wheel well mouldings, drip rail mouldings and all the accent chrome. It also has the same black deluxe interior. The car could have been one of four available with big block 396 engines. The 325 horse L34, the 350 hp L35 or either of the solid 16 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
lifter 375 horse L78 or aluminum head L89. The engine and tranny were gone and interestingly, the SS package came with a special 3-speed manual as the base. Not sure who would go to the trouble of ordering a Camaro with the SS package and just a three speed manual. But there were also three 4-speeds, an M-20, M-21 and the very desirable “Rock Crusher” M-22 close ratio. Many online sources do not mention the M-22 on the 69 Camaro and that may be because only 2,117 M-22 transmissions were ordered. The M-22 came into his shop powering a car which the owner wanted to be restored back to stock. So everything matches the VIN of his brother’s car. It took a bit of time, but Pawley eventually found a period correct 396cid engine in Arizona and had it built at an engine shop in Kamloops. His friend Bob Wills had a place in Yuma and runs sprint cars. Sitting on an engine stand was a 396 and Pawley asked if it was for sale and it was, and luckily it was for a 1969. So the deal was when Bob comes home with his sprint car he would bring the mill home with him. But Covid hit and the engine got stuck at Bob’s shop in Washington. Pawley continued working on the car and then this February he really needed the engine to finish the car. So he contacted Richard at the Old Car Centre in Langley and he brought it across for Pawley. It has an AM radio with the one speaker in the dash. The car has the correct Rallye wheels, 14x7 with centre caps and beauty rings, but while Pawley thought briefly of putting on bias ply tires, he decided he wanted to drive the car, so went with radials. The car was finished in June of 2021 and because of Covid only went to a few car shows. Sadly his brother passed away before ever getting to see the finished car, but one likes to think he is smiling somewhere!
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SHOP TOUR
complete spec sheet of this 627-horsepower Chevy is far too long to list here, but some highlights are the tucked steel bumpers, flushmounted glass and massive 19x8.5inch front/20x12.5inch rear Brixton forged aluminum R11-R Targa Series wheels shod in 345 series rubber.
“It was the first bit of handcrafting that I got into: custom chassis, engine compartment surround, door handles, spoiler, chassis. We pretty much fixture in the local custom hot rod scene for many years, Stones built the whole car, Speed Shop in Chilliwack continues to produce some of the most which is kind of like spectacular project cars seen anywhere — and as of recently, is now a SEMA project.” providing a whole new range of additional services as well. In the short time afLast June, long-time in-house mechanic Lee Bouthillier and a silent ter taking over, he’s partner purchased the business from the founder and is excited to already expanded introduce the evolution of the shop to hometown enthusiasts and into another buildbeyond. ing, separating the body and mechani“We’re doing full automotive front to back, including general paint- cal, and also offers work, custom suspension, lowering and wheel alignments, lift kits, as professional detailing such as carpet shampooing and high-end well as all the hot rod stuff. Basically the way I describe it to people ceramic coating. is, we do everything from oil change in your soccer mom’s minivan all the way to your million dollar builds,” says Bouthillier, who started The size of the team has grown to 17 — many of whom were part early and has fond memories of messing around with a 1974 Pontiac of the original staff — and the enterprise remains very much family GTO at age 15. Two years later it became a career. run with his two daughters, cousin and second cousin all managing
A
Learning the trade in a transmission shop and then working on commercial vehicles and even boats, Stones hired him half a decade ago. Primarily wrenching and wiring motors in the beginning, he gravitated towards the creative side of things and, already knowing his way around a welder, quickly found a talent in fabricating. A perfect example is the grey “Killshot” 1969 Camaro prominently displayed on the company’s homepage (stonesspeedshop.com). The
different departments. These days, a lot of what Bouthillier does is overseeing general operations and special ordering parts from around the globe. Learn more about Stones Speed Shop on Facebook at www.facebook.com/StonesSpeedShop and www.facebook.com/stonesspeedshopdetail. They’re located at 45953 Rowat Ave. in Chilliwack, B.C. and are open Monday to Friday from 6:30 am until 5:30 pm.
Advertising Feature
Even Crazier 2021 Dodge Charger Hellcat Redeye
Story and photos by Benjamin Yong, additional photos courtesy of Stellantis
T
he Hellcat name is synonymous with one thing, and one thing only: pure, raw, unadulterated speed. And just when you thought the models given this tire-burning designation couldn’t get any crazier, Dodge launches the new Charger SRT Hellcat Redeye. “The magic of the Dodge Charger is that it delivers all the performance of a true American muscle car while also being able to deliver a family of four or five, day in and day out,” says Tim Kuniskis, North America head of Dodge and SRT, in a press release. “The Charger is a big, comfortable, fivepassenger sedan that can run the quarter-mile in the mid-10s, 0-60 in the mid 3s and reach a top speed of 203 mph, and be your daily driver.” Borrowing the massaged version of the 6.2-litre HEMI V8 from the limited edition Demon variant, the Redeye — labelled the most powerful and fastest mass-produced sedan in the world — puts out an eye-popping 797 horsepower and 707 lb-ft of torque to the rear axle, and is mated to a robust TorqueFlight eight-speed automatic transmission built to withstand abuse. Helping stop the loads of forward momentum are bright red Brembo brakes. Doing the evaluation over a particularly wet Vancouver week, I found the motor surprisingly easy to rein in, provided you’re capable of modulating 20 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
foot pressure properly. Overestimate the throttle input just a little bit though, say attempting a quick merge in traffic, and expect a lot of wheel spin and a loose back end. All things considered, ride and handling are pretty good courtesy of a Bilstein three-mode adaptive damping suspension system.
Pressing the SRT button on the centre console brings up a special customization page on the 8.4-inch Uconnect infotainment system where users may tailor suspension stiffness, steering feel and even the output. There’s an option to dial the horses down to 500, useful for cruising in inclement weather. An-
noyingly, this unique function resets each time the vehicle is restarted unless you use the also-included secondary black-coloured rather than the primary red key to start and operate the car — perfect for the kids or valet. And for the hard core enthusiasts, all sorts of race-ready features are built in like Launch Assist that mitigates wheel hop through momentarily reducing torque; Line Lock allowing the front brakes to hold the Charger steady so the rear wheels are free to burnout and clean the tires; and SRT Performance Pages displaying digital readouts on the touchscreen of various data from a real-time dyno graph to g-force heat map, and more. 22 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
V8s, and especially Stellantis’ HEMI, are renowned for the grininducing rumble. Amplified by the sport-tuned exhaust system, it’s truly amazing that the sound is almost drowned out when the supercharger, which is the largest of any consumer automobile on the market, gets going and emits an otherworldly whine. Note there is no discreet mode of operation, so be prepared for a lot of looky-loos. If the engine note doesn’t turn heads, the design will. As if the regular Hellcat wasn’t cool enough with its hood scoop and dark trim, the Redeye boasts a factory widebody adding 89 millime-
Base price (MSRP): ..................................................$105,515 Type: . ..................................................................... 4-door sedan Layout: ........................................ front engine, rear-wheel drive Engine: ....................................................6.2L supercharged V8 Transmission: .............................................8-speed automatic Power: ....................................................... 797 hp @ 3,750 rpm Torque: .................................................... 707 lb-ft @ 4,500 rpm Brakes: ..................................................front/rear disc with ABS Fuel Consumption (L/100km, city/hwy): ..................19.6/11.2 tres of overall width. Underneath the ultra-flared fenders are massive 20x11-inch Carbon Black alloy wheels shod in meaty 305/35ZR20 Pirelli tires. A mail slot intake has been installed below the mesh grill to draw extra air to cool the radiator. A total of 13 colours are offered on the vehicle, such as the beautiful coat of F8 Green Metallic on our media tester. The 2021 Dodge Charger SRT Hellcat Redeye retails for $105,515. And for buyers weary of their ability to handle all the power, worry not — owners can take a road trip down to the Dodge-sponsored Radford Racing School in Chandler, Arizona to learn how to drive their new purchase on the track in a controlled environment.
The car sat extremely low to the ground with its chopped top.
DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 23
Good to Go! Jeff Downes’ 1984 Lamborghini Countach 5000 S
Story and photos by Cam Hutchins
A
rguably, there are probably few exotic cars around that have been more influenced by Canadians than the Lamborghini Countach. The car was shown in 1971 as a prototype Bertone Concept car, the LP-500. Probably short for Lamborghini Prototype, because the car originally was called the LP112 project show car, with 500 referring to the new larger 5.0-litre V12 that was based on the 400 GT and Miura’s 4.0-litre engine.
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The prototype’s 5.0-litre engine did not fare well, and when the car actually went into production in 1973, it used basically the same 4.0-litre engine as the 400 GT and Miura from 1966. To make for a better balanced car, the engine was not mounted transversely like the Miura, but lengthwise with the five-speed transmission mounted ahead of the engine in between the driver and passenger. The driveshaft then ventured rearward through the engine sump to the differential. This was shown on the prototype, and it actually made it into production. So for the first Canadian involvement I learned of, the Countach was not available for sale in the United States, so Steve Milne of Vancouver graciously provided a car for Road & Track magazine to road test in Vancouver. It was the fastest road car R&T had ever tested, but even as a kid, I was dismayed at the meagre 0-60 times of 6.8 seconds. While researching online, I discovered that during the original road test in Vancouver, the drivers were concerned that the Countach did not seem to have the get-up-and-go off the line; the Michelin tires were sticky, but the normal way of testing acceleration of revving way up and dumping the clutch seemed a bit much while the gracious host was standing by watching his baby being flogged.
But in the R&T story, they note that their fellow journalists in England at “Motor” did not have the same sentimental regard for the clutch, and revved their donor Countach to an ear-splitting 7,000 rpm, and after a less-than-gentle application of the clutch, got two 50-yard strips of rubber and a 0-60 of 5.6 seconds and a 1/4-mile time of 14.1 seconds. That was on the skinny Michelin tires the original Countachs were outfitted with. The zero-to-60 was lowered down to 5.9 seconds in 1978 with the testing of the Countach S. In 1982, Road & Track magazine tested both the Countach and the Ferrari BB512 at the Ohio Transportation Research Centre on its 7.5-mile oval. The high-speed testing did not go well for the Countach. Sure, it got its 0-60 time down to 5.7 seconds, but Mr. Ferrari’s car did 5.1 seconds and ran 168 miles per hour, while the Lambo topped out at a mind numbingly slow 150 mph. Then the 1982 Lamborghini Countach LP500S came out with a new 5.0-litre and did 0-60 in 5.3 seconds and topped out at 182 mph or 293 km/h. Take that Mr. Ferrari! Now we come to the second influential Canadian and repeat Lamborghini owner. Walter Wolf bought a few Miuras over the years and even was the owner of the last Miura built. Well after the Miura went out of production, Mr. Wolf got a new Miura built out of surplus Miura parts from Lamborghini. So as a long-time owner of Lamborghinis, when he had complaints, Ferrucio Lamborghini listened. If Mr. Ferrari had listened to Lamborghini’s complaints, we may never have had the Countach or Miura; fate can be funny. But not only was Mr. Wolf suggesting upgrades, he was willing to pay.
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Wolf was a prominent Canadian businessman and owned a Formula One team that had won three F1 races. One of the audacious changes was to take a wing from a Wolf F1 car and bolt it on the Countach. Two other more logical changes were the development of the 5.0-litre engine and getting wider tires. Wolf used his considerable personality and thick wallet to convince Pirelli to create monster wide tires for the Countach. The first generation of Countaches came with Michelin XWX radials with 205/70VR-14 up front and 215/70VR14 at the back. A quick check online and the 215/70VR-14 tire size is used by the 1985 to 1997 Ford Aerostar minivan and early ‘90s Nissan smaller pickups. Mr Wolf got Pirelli to produce bigger tires for his personal car and that led Lamborghini to add much larger flares around the wheel wells, and soon the Countach S was produced with, among its many changes, 15x8.5 inch front wheels and 15x12 inch wheels in the rear. The rear Pirelli tires are 345/35VR-15, and the owner of the Countach in this story says he buys them whenever Pirelli decides to produce them, about every decade or so. It may seem that not all the Lamborghini team were behind this outrageous version of their car - the fat tires, the bulgy bits around the wheels – and to prove this, they offered the original car as well as the upgraded car to any prospective customers. They only dropped the original when sales dropped. For Jeff Downes of Surrey, two posters on his bedroom wall stood out, the Farrah Fawcett Majors bathing suit poster and the Lambo28 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
rghini Countach. He got to see his first real Countach in 1978 when Alpine stereos had a Countach in a glass trailer and travelled around Western Canada visiting various stereo dealers. Downes went to A&B Sound on Hastings near the PNE and it was lust at first sight. Even though the car’s price was around $50,000, and you could buy a house for that in Burnaby near Downes’s parent’s house, Downes claims he vowed to eventually own a Lamborghini Countach. It took a while. His first Lamborghini was a 1974 Espada bought in 1999. He bought it because it was the cheapest V12 Lambo available at the time. He was a commercial transport mechanic for the local bus authority and started buying muscle cars and restoring them to fund his passion for Italian V12 cars. He was not just into muscle cars; he had built a couple of the quirky Daimler SP-250’s commonly known as Daimler Darts before Dodge copyright lawyers got their day in court. The cars were light and had amazing 2.5-litre Hemi head V8s. They were sold, but had been built more for Downes’s enjoyment instead of flipping. Eventually the time seemed right to get a Countach so he sold the Espada and a recently finished Dodge SuperBee that was built specifically to sell for Lambo cash. He started scouring the Lambo online forums for leads. He stumbled across a thread of posts from a fellow in Calgary who had imported this Lambo and was thinking of selling. Downes sent an e-mail right away, offering the price in “Cash that I have in my jeans” and the guy said he was not sure he wanted to sell. Two days later, he calls the guy and says what are you doing Saturday? I am landing in Calgary at 9 a.m. and can you pick me up at the
airport? The car was perfect, a deal was struck and Downes had the Countach transported to its new home. The car should have been used to new homes as it has been lovingly owned by a number of owners all across the States. Lots of service records accompanied the car, including an invoice for removing the engine to do some work on it and a fresh coat of paint. In 2007, the car had only 35,000 kms on it and the service paperwork backed that up. Downes is number 7 or 8 on the caretaker’s list and it was sold new in New Jersey. It was imported just before the carbs were outlawed and fuel injection units from BMW 6-cylinder cars were added, one for each bank! It is also one of the last two-valves-percylinder engines built before Lambo switched to four-valve 5.0-litre engines. The car was in great shape and the paint is not perfect, but looks great. The interior is original, but there was a small section where the seam on the seat let go, so Downes had a small stripe of red leather added and also had the lower dash covered in red leather. The passenger compartment is quite snug and suited for shorter drivers. The passenger legroom is so long that Lamborghini supplies an aircraft-style foot rest. Some previous owner put in floormats with the Lamborghini logo stitched in. They cover the whole floor, but underneath is what appears to be original carpet. Some may think it is wrong to customize this car from stock, but keep in mind these cars were mostly built to order, so many changes at the factory could be ordered. So the definition of stock is very flexible. The most prominent part of the interior is the gated shifter which just reeks of badassery! There is a small mechanical “lock out” to make sure you do not go into reverse, but the rear visibility is so poor, most drivers try to avoid backing up, and find pull-through parking lots or long bits of curb! Both of the top two gears are overdrive as the Countach has a low rear end ratio to aid in acceleration. The driver’s seat is form-fitting and perfectly suited for all drivers 5-foot-10 or shorter. The steering wheel is adjustable for height and is telescoping. There are a full array of gauges including oil temperature, as well as a large selection of warning lights. Many of
the early road testers complained that the gauges were not angled towards the driver and hard to see through the glare, and as well, at least two testers found the seat belts not worthy of a supercar. The horn is on the left turn signal stalk and the wipers on the right side stalk. The two side mirrors work well once you get used to them, but the rear mirror is more a legal requirement, not a usable bit of equipment. The car has great A/C and some of the parts are off the Italian car makers’ shelves, so you can find a Maserati gas gauge, or Alfa Romeo clutch hydraulics for a bargain. The car runs well and Downes may be the longest owner of it, 14 years at this point. The car has adequate storage space with one carpeted trunk behind the engine and an open-to-the-elements storage area up front by the spare tire. A good place for bringing fish home from the market, or a leaky cooler! An interesting thing about the Countach - only 321 or 323, depending on source, Countach 5000 S cars were built from Dec 1981 to mid-1985 with the launching of the Countach LP5000 Quattrovalvole or 5000 QV with four valves per cylinder and a big bump in horsepower, but still only a little more than 600 were built before the 25th anniversary Countach was released in 1988 to honour the company’s 25 years and the car got some restyling by none other than Horacio Pagani. So with these low production numbers, getting collector insurance in B.C. is quite easy. If a manufacturer makes less than 1,500 per year, you can qualify for collector plates after 15 years. Downes drives his car regularly, believing that is part of the maintenance of an Italian supercar. He takes it to many car shows and used to drive it to the Seattle Italian Concours on the wharf before it was cancelled. It fires right up and sounds amazingly like a muscle car should. He drives it spiritedly to ensure the spark plugs don’t foul, which can happen when these cars are loafing in traffic. Clearing fouled plugs is just an “Italian tune-up” away, a couple or three blips to a screaming 8,000 rpm’s and you are good to go!
DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 29
One True Love 1956 Mercury Stock Car
Story and photos by John Gunnell
resentative of NASCAR. Sahl handled all the NASCAR tracks in New England. Most of the action was modified stock car races on uss Truelove crossed his final finish line on April 25, 2018 at smaller tracks up north. In 1955, Russ purchased a 1955 Ford and age 93. This “Connecticut Yankee” was a true slice of American took it to race on the old beach racing course at Daytona. Back then stock car racing history. Truelove was born in 1935 and started get- the four-mile beach course consisted of sand and a paved portion of highway. ting interested in racing cars when he was 10 years-old.
R
It all began when the father of his boyhood friend Juney had a racing car painted Coca-Cola Yellow and red with No. 26 on its sides. Russ watched them work on that car and tried it out on a private road next to the Chase Grass Co. His memories of that first race car were vivid. He recalled that it was an open-wheel half-mile car like most that you saw back East at that time. It had a McDowell engine, which was built on a Ford B block.
Truelove competed with legendary drivers such as Tim Flock, Frank “Rebel” Mundy, “Fireball” Roberts and Lee Petty (Richard’s dad). The cars driven by independent drivers like Russ were usually purchased at a local dealership and driven to the track, which is just what he did with his Ford. They were basically regular production cars with taped headlights, a roll bar inside and the doors chained shut with the chain I-bolted.
Russ wasn’t old enough to drive then, but he didn’t wait long. He One day late in 1955, Truelove went hunting with Sahl. The NASgot his driver’s license when he was 16. The date of Jan. 14, 1941 CAR rep told him that since he had gone to Daytona with a Ford in is burned into his mind. He is very proud to tell people that he’s never had any serious accidents when not on a racetrack. Russ left high school in 1942. Like many members of his generation, he went into the Armed Forces. He enlisted in the U.S. Navy and served aboard the USS Sherwood in the Pacific. After being honourably discharged in 1946, Truelove started racing at East Coast tracks. He drove a 1947 Crager and raced at places such as Danbury, Conn. and Rhinebeck, N.Y. He started driving on the NASCAR circuit seven years later. Russ worked as service manager for a Ford dealer in Waterbury, Conn. and later held a similar job with a Lincoln-Mercury dealer there. He met Bob Sahl, the Northeast Rep30 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
Russ Truelove’s name was on the roof for lots of years.
Russ survived the accident, but he did spend the night in a Florida hospital to “kind of clear” his head. After he was released, Russ started rebuilding the Mercury. He got a new hardtop body from the factory and put the car back together again. He raced for another season, but when the V8 blew up during the 1957 campaign, he packed it in. He could not keep up with the out-of-his-pocket costs of running as an independent in those days. Fixing the car up with his own money got too expensive and he quit racing. Russ made “piecemeal” repairs to the car after getting the Monterey back together, since he actually used the Mercury as his pleasure car for a time. After that, he went to work for Bill Leer in Grand Rap-
After his NASCAR career ended, Russ fixed the car for pleasure use. 1955, he should go with a Mercury in 1956. The Mercury Monterey was heavier than a Ford, but it had a 312-cid V8 compared to a 292-cid used in Fords. Unlike some NASCAR Mercurys that were beefed up by tuners of the day, such as Bill Stroppe, Truelove’s car was a showroom-stock vehicle. In fact, it was actually a salesman’s demonstrator. Truelove bought the car on the installment plan. “You paid $50 a month for six months and then you got a big surprise,” he recalls. Years later, if you asked Russ if the Merc was original, he was likely to say something like “The hell it is!” However, he kept the car until at least 2009. The frame was original, but not the body. In 1956, while racing the Merc on the sand at Daytona Beach, Truelove got his picture in Life magazine, but for the wrong reason. He had downshifted while entering the North Turn at 130 mph and his right tire dug in. He went into a skid and rolled the car over six times. It was a hell of a way to earn some media attention!
The “Big M” logo was on the centre of the hood up front. 32 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
The interior of the stick-shifted car looked very utilitarian. ids, Mich. and the car was stored at his dad’s house. The Mercury remained at his father’s house for many years and was very well preserved. Truelove’s two top-10 finishes in NASCAR Grand National racing were enough to satisfy Russ, at least until 1989, when his wife gave
Hood decals herald the Mercury’s 260-hp V8.
him a Spec Racer kit car for a Christmas gift. He ran that car, a four-banger, in Sports Car Club of America races at age 62. He continued until the time he was bumped from behind in one race and slammed the car into a wall. Track medics convinced him that he was getting too old for auto racing. Truelove was into racing for the sport and not to make money because he had a job and he knew he was better off working for an income. His job took priority, but he was always an enthusiast. He always believed that NASCAR played a very important role in keeping racing alive in the United States during a very difficult period for motorsports. “That was NASCAR back when old Bill France ran it,” Russ told us. “In 1955, there were five AAA racing drivers killed. Then, along came the Spill – a bad wreck in Europe that killed 82 people. Triple A announced it was dropping all its support of auto racing in July of 1955 and then an Oregon Senator introduced a bill to ban auto racing by the end of 1955. He tried to get Eisenhower’s attention on it, since so many people were killed.”
“They brought out things like dual carburetion, which started with Hudson, and they were winning races,” Russ explained. “France saved racing by getting the factories involved. ‘Showroom stock!’ he said, but he pointed out, by the same token, that racing was adding to the safety of showroom cars. And, by the end of 1955, there was no more talk about cancelling auto racing. They—NASCAR—had a whole schedule on for 1956.” Russ spent his later years in Waterbury, Conn. and had served as a director of The Living Legends of Auto Racing, Inc. (www. livinglegendsofautoracing.com). This group was founded in 1993 to recognize, honour and promote the pioneers of beach racing and stock car racing. The organization had over 600 members from around the world and was set up as a 501-C-3 non-profit group. The all-volunteer Daytona-based organization hosted a variety of activities throughout the year and published a quarterly newsletter called The Cannonball. The free Living Legends of Auto Racing Museum of Racing History is operated in South Daytona, Fla. For museum information call (386) 763-4483. A vintage—and somewhat blurry—photo of the car.
Russ remembers that Bill France, Sr., had booked 46 Grand National races to run in the United States in 1955. “So, he jumped on the bandwagon to say he was using showroom stock cars to develop safety in the cars and in the tires and what not,” Truelove remembers. “He promoted the idea that the racers were more of the experimental portion of what the factories were producing and that view caught on and got the factories interested. They started pumping money in because they wanted to win these shows. DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 33
PARTS STORE
Procar’s Rally DLX Seats
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.
Edelbrock’s VRS-4150 Race and Performance Carburetors
Edelbrock’s new VRS-4150 lines of race and performance carburetors are packed with features that will appeal to those looking to greatly improve performance. The multiple vacuum hook ups allow it to be usable on the street but still ready for the track with large capacity fuel bowls and four circuit billet metering blocks with screw-in emulsion bleeds. The carburetor features 20-percent larger capacity fuel bowls that feature internal ribs to control fuel slosh while a sculpted baffle directs incoming fuel to the sides For more information to minimize bubbles. please go to www.procarbyscat.com For more information please go to www.edelbrock.com
34 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
Is your engine flat tappet? Does your vehicle require API rated engine oil?
Is your vehicle for passenger use? If you answered, yes. Then YOU NEED
Collector Automobile Motor Oil
Canadian made CAMOil is the only API certified engine oil with highest level of ZDDP specifically formulated for flat tappet engines. With an additive that clings to moving parts when the engine is stored for long periods. For a retail location near you.
camoils.com OR contact
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DEC/JAN 2021 MUSCLE CAR Plus MAGAZINE 35
TECH: NEW PRODUCTS
Auto Meter’s Cobalt Gauge Kit for 1962-1965 Chevrolet Nova AutoMeter’s Cobalt Gauge kit for the 1962-1965 Chevrolet Nova is a direct-fit kit that includes tachometer, speedometer, fuel gauge, oil pressure gauge, water temp gauge and voltage gauge. They
Wilwood Releases Big Brake Kits for SN-95 Mustang, GM A/G-Body and S10 Trucks Wilwood is now offering its Aero6 big brake kits for the 1994-2004 Ford SN-95 Mustang, 1978-1988 GM A/G-bodies and 1982-2004 S10 pickups and SUVs. The kits feature Aerolite calipers and large rotors and are specifically engineered for heavy, high-powered vehicles. The six differential bore pistons transmit clamping evenly over the entire brake pad, while the proprietary Spec37 iron alloy 14.00-in. rotors are thermally stable with 72 directional are precision engineered in a direct-fit dash panel and come vanes to shed heat better, and come in either slotted or drilled complete with a wiring harness, senders and everything needed and slotted options. to complete installation. For more information please go to www.wilwood.com
For more information please go to www.autometer.com
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asy Build Structures pre-engineered 2” x 3” galvanized steel framing system uses a unique “slip-fit” design that simplifies the installation process with the added strength and durability to withstand our Canadian winters. Whether you are looking for roof-coverage only to protect your investment or fully-enclosed garage and warehouse packages, Easy Build Structures has the building for you.
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36 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
Our structure widths range from 10’ through 50’, with the length being as long as you need. Our engineer can provide you with stamped and sealed drawings, Schedule B and C-B, and site inspections to help assist you with DO-IT-YOURSELF any permitting processed required Take advantage of our by your municipality. full installation services These services also include throughout British Columbia, our CSA-A660 certification including complimentary on-site for pre-engineered steel consultations in the Lower Mainland structures in Canada. to fully design your custom structure. Furthermore, all our building packages are designed as do-it-yourself kits with a step-by-step installation manual.
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STORES 13 FEATURING TRUCK CENTRES
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DISTRIBUTION CENTRES 2 SPECIFIC TO HI PERFORMANCE & TRUCK CENTRES
WHAT WE DO Automotive • Chemicals • Tools & Equipment • Hi Performance • Industrial • Machine Shop Services Marine • Paint & Body • RV Supplies • Equipment Repair • Welding and much more!
ABOUT LORDCO
OUR MISSION
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.
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.
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!
Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service.
OUR VISION 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. Scheduled to open in early 2022, the magnificent 377,000 square foot facility is located in Port Coquitlam, BC. The purpose built space and prime location will offer strategic advantages to both Lordco and its customers.
Lordco Auto Parts is Canada’s largest independently-owned automotive parts retailer, with over 100 locations across Western Canada.
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Advertiser Index
Great Canadian Oil Change--------------------------------------24 All Parts Trailer Sales ------------------------------------------- 35 Barry-Hamel ----------------------------------------------------- 31 CAM Oils --------------------------------------------------------- 35 Canadian Hot Rods --------------------------------------------- 25 Classified Motorsports ----------------------------------------- 34 Easy Build ------------------------------------------------------- 36 Golden Leaf Automotive --------------------------------------- 27 Howards Cams ----------------------------------------------------3 Ididit ----------------------------------------------------------------5
Hooker Blackheart 3-In. 304 Stainless Steel Gen II HEMI Swap Exhaust System Hooker Blackheart’s 3-in. stainless steel exhaust system for your 1970-1974 Mopar E-Body car have been specifically designed for Gen II HEMI swap vehicles and feature 3-in. diameter, straight through 304 stainless steel, zero restriction mufflers and 304 stainless steel mandrel bent exhaust tubing. Slip couplers allow the first 24-in. of the head pipes to be dropped in seconds which allows the transmission to be easily removed for service while the X-Pipe Design provides a deep muscle car exhaust note. For more information please go to www.holley.com
Jellybean AutoCrafters ----------------------------------------- 35 KMS Tools ------------------------------------------------------- 11 Kool Coat -------------------------------------------------------- 35 Liqui Moly ---------------------------------------------------------7 LMC Truck ------------------------------------------------------- 40 Lordco ----------------------------------------------------------- 37 MAG Auctions --------------------------------------------------- 17 Mopac Auto Supply - ------------------------------------------- 39 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 35 Stone’s Speed Shop -------------------------------------------- 19 Westar Trailers -------------------------------------------------- 35
255 LPH In-Tank Electric Fuel Pump for GM F-Body from BBK BBK’s 255 LPH In-Tank Electric Fuel Pump for GM F-Body 1985-1991 Camaro and Firebirds 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.com
WANT TO SEE YOUR VEHICLE IN THE MAGAZINE? Send in a few hi-res photos of your classic car or truck with a short description of around 60-80 words and we may include you in the Reader’s Rides section at the back of Muscle Car Plus.
If interested, please email us at ReadersRides@rpmcanada.ca 38 MUSCLE CAR PLUS MAGAZINE DEC/JAN 2021
TRUCKS.
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1947-13 Chevy/GMC 1948-16 Ford 1972-15 Dodge
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