CONTENTS HISTORY:
Ford Mustang Mach 1 ...pg 20
AMX-400:
Barris AMX-400 starred as a stolen prototype ...pg 16
ALSO INSIDE:
Starting Lines------------------------------------------4 Mustang Cobra Jet 1400 ------------------------ 16 The Last Impalas -----------------------------------------20 Head Gaskets 101--------------------------------- 23 Mr. Chevrolet------------------------------------------ 36 Smokey & the Bandit Trans-AM ----------- 40 Parts Store--------------------------------------------- 42
Turning Heads Ray Myles’ 1969 Barracuda S... an incredible looking machine! ...pg 10
JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Dodge Continues Challenger 50th Anniversary Celebration with New Options
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s Muscle Car season revs into gear, Dodge has announced it will be continuing the 50th anniversary celebration of the Challenger with a new 50th Anniversary Commemorative Edition and a new colour option. The new edition will be available on the 2020 Challenger R/T, Scat Pack 392 and Scat Pack 392 Widebody models, including exclusive features such as a Satin Black, hand-painted hood, model-specific fender badges, a Challenger 50th Anniversary grille and spoiler badges and “Gold School” 20-in. wheels. The Illuminated Air Catcher headlamps feature LED-illuminated “50” logos while a Satin Black “Dodge” taillamp badge is also featured. The Commemorative Edition features Gunmetal brake colour when fitted with Brembo brakes, available on R/T, standard on Scat Pack 392 and Scat Pack 392 Widebody. Inside of all the Commemorative Editions is a throwback-inspired interior with Nappa leather-faced and Alcantara suede performance seats, a real carbon fibre IP and console bezels, white-faced gauges with yellow accents and premium floor mats with the “50” logo. The Challenger 50th Anniversary Limited Edition is available in Go Mango for Canada, while the new Commemorative Edition is available in Smoke Show, Granite, Indigo Blue, Octane Red, Pitch Black, Triple Nickel and White Knuckle. In addition, Smoke Show joins the Dodge colour lineup for both the Challenger and Charger models. MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Volume 18, Issue No. 3 June / July 2020
Second Class Mailing Agreement #40050183 Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Stefanie Galeano-Zalutko John Gunnell Cam Hutchins Benjamin Yong
Alfa Romeo Announces 110th Anniversary Heritage Content Package Right about the time this issue hits shelves and mailboxes around Canada, Alfa Romeo will be celebrating its 110th Anniversary on June 24, 2020. To mark the occasion, the brand is launching a comprehensive heritage package that highlights key moments in its history. Headlining the package is an interactive e-book which details the company all the way back to its beginning in 1910 when the first A.L.F.A, the 24 HP, was introduced. As mentioned, the book details the company all the way back to its roots and also provides a considerable number of facts presented in a “Did you Know?” format. Below is a preview of some of those facts which diehard Alfa followers probably already know, but if you don’t, here is a quick preview: • Did you know the Alfa Romeo logo combines the emblem of the city of Milan and the “Biscione Visconteo,” the coat of arms of the Visconti family, which ruled medieval Milan? • Did you know Alfa Romeo won the very first Formula 1 championship in 1950? And the second Formula 1 championship in 1951, with Juan Manuel Fangio securing the title?
Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca
Pick up your copy at your local Performance Shop or at the following participating locations:
• Did you know Enzo Ferrari drove for the Alfa Romeo racing team prior to leaving to establish his own car company? . Did you know Hollywood stars from the 1940s aspired to drive Alfa Romeos, especially rare models such as the 6C 2500 Super Sport? . Did you know that the Alfa Romeo 156 D2 race car introduced in 1998 went on to win 13 touring car championships? All of these facts are detailed in the package, including all of the photography, much of which comes from the archive at the Museo Storico Alfa Romeo in Arese, Italy, and a short video synopsis. For more information, please visit www.alfaromeo.ca.
MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Ford Mustang Mach 1 Returning for 2021 Model Year Ford has recently announced that the Mustang Mach 1 is set to make its triumphant return as a limited-edition pinnacle of style, handling and 5.0L V8 performance. The iconic fastback coupe that originally debuted in the golden era of muscle cars in the late 1960s has a special place in Mustang history and, like the original, bridges the gap between the Mustang GT and Shelby models. It provides V8 power, unique functional aerodynamics enhancements and competition-capable suspension upgrades. The new Mach 1 will become the most track-capable 5.0L Mustang ever thanks to a newly designed front end plus the addition of Ford performance parts borrowed from the Shelby GT350 and GT500 models. The specially calibrated 5.0L V8 will produces 480 horsepower at 7,000 rpm and 420 lb.-ft. of torque at 4,600 rpm. The car comes standard with a Tremec 3160 6-speed manual transmission from the GT350 which, for the first time in a Ford, is fitted with rev-matching and is paired with the GT350 oil cooler system and Mustang GT’s twin-disc clutch and short-throw shifter. Also available is a 10-speed SelectShift automatic transmission with an upgraded torque converter and unique calibration to optimize torque capability, shift character and overall performance. A Handling Package is offered as well for models with the manual transmission that provides a larger front splitter, new front wheel lip moldings and a low-gloss Magnetic swing spoiler with a Gurney flap and rear tire spats. Finally, the vehicle’s most aerodynamically important upgrade is likely the new underbelly pan which extends 20-in. further rearward than on a Mustang GT with the Performance Pack to smooth and increase airflow under the front of the car. The all-new and limited-edition Mustang Mach 1 will arrive in Canadian dealerships in the Spring of next year.
MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Still Turning Heads Ray Myles’ 1969 Plymouth Barracuda S
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hen a young Ray Myles was starting out as a mechanic, he remembers prepping for sale tons of Dart GTs at Vancouver’s Lawson Oates Chrysler, and equipped with the 340 cu. in. V8 and four-speed tranny, the new owners could not crash them quick enough. Since the Plymouth Barracudas were quite expensive for the average young guy looking for a hot car, they were fairly rare. But the Barracuda adds a lot to the mystique of the Muscle and Pony Car era. Technically, the Plymouth Barracuda was the first Pony Car....launched just two weeks before the Ford Mustang as a model of the venerable Valiant. It shares many of the Valiant’s drivetrain and chassis, as the Mustang did
Story and photos by Cam Hutchins
of the existing Ford Falcon, but while the two Fords had different body designs, the Barracuda was virtually identical except for the sloped rear window. It was an engineering marvel, and at over 14 square feet, was the largest rear window available in America and was designed jointly with PPG, the Pittsburg Plate Glass company. The new car was originally to be called the “Panda” but designer John ‘Dick’ Samsen suggested “Barracuda.” Samsen also worked on the design of the 1955 Ford Thunderbird after working as an aero engineer. Interestingly, the early Plymouth Barracuda was based on the Valiant, but Dodge did not also release a Dart version of the Barracuda.
The Barracuda for 1964 had the same three engine options as the Valiant - base 170 cu. in. Slant Six-cylinder, a 225 cu. in. Slant Six, and the 180-hp 273 cu. in V8. 1964 was the only year for the push-button transmission on the Barracudas, and the first year of the “TorqueFlite” 6-inch (A904) transmission with smaller outside dimensions than previous automatic transmissions. The Barracuda also has the honour of being the Pony Car with the largest available engine, as some specially-modified cars were offered with the monster 440 cu. in. V8s. Sales were a disappointment at first for Plymouth, selling just a fraction that the Mustang did, but Plymouth kept trying to get it right. The car obviously was a sporty version of the economical Valiant and still had 13-in. wheels as compared to the Mustang’s base 14-in. wheels. They introduced a new, more powerful engine in 1965, dropping the smaller sized 170 six cylinder, except in Canada, and introduced the optional Commando version of the 273 V8. Solid lifters, an aggressive camshaft, 10.5:1 compression ratio and fourbarrel carb boosted the horsepower to 235. For 1965, the Formula S package was available with the Commando V8, larger wheels, 150-mph speedometer, and a tachometer. 1967 was when the Barracuda took on a life of its own, still sharing much of the chassis of the Valiant. The fastback body was completely changed and the long sloped glass was replaced by a smaller sloping rear window, along with a coupe with a more upright rear window and a convertible. Various engines were added to the line but sales of the 1967 to 1969 models were dismal to say the least. But that equates to a fairly rare car decades later. Interestingly, the 1970 model was released as a Cuda while previous versions were Barracudas except for a small number of specially equipped Cudas as a trim package of the last year of the second generation of the Barracuda. When Myles was told by a friend of one for sale near Bellis Fair in Bellingham, he had to check it out. The car had been
12 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
panels to try to minimize the flaws. This Barracuda had flaws galore! Although the car had never been hit, and has never been taken apart, after stripping the paint, more than 300 hours were spent block sanding the body. Once Myles thought it was perfect, his painter showed him how he needed to spend another 100 hours to get it right! It took two days to paint it, first spray it and flash it, then recoat it, then sand it the next day and repaint and clearcoat. This paint was not acrylic enamel but the new “base coat, clear” The car came with factory air conditioning and the windows were that was a new thing and proved to give a much better finish. tinted by a million packs of cigarettes. The back seat may have only been sat in a few times as it was perfect and although the driver’s The extra work paid off, as the car is painted Black with Glasurit paint manual window operated with some effort, the passenger window that was just starting to be the standard of high-quality paint locally was twice as hard to operate and the rear windows were completely 40 years ago. This is the paint the high-end Mercedes were getting seized, and upon inspection, found to have a concrete-like grease sprayed at the time. It cost more than the price Myles paid for the car just to paint it, but 40 years later, the car still looks like it’s had coating the mechanism. a fresh coat of paint. Keep in mind, this was not always a garage The air conditioning reduced the need for open air driving during queen; the car was driven two years as a daily driver in the early ‘80s! its 60,000 miles, so the windows probably were not opened much. Normally the dash is covered in a wood decal but for the cars with The interior was converted to black using products from Legendfactory air, the dash inset is just black. This car also came with ary Auto Interiors, including door panels and headliner. The glass the deluxe interior, AM radio and “Lighting Package” including the was pristine except for the windshield that had some sand blasting from its time in the desert. The glass has not been removed, but glovebox. the window winding mechanisms have been serviced with fresh The car had most available options except for the hood-mounted lubricants for easy operation. The bumpers were re-chromed and turn signals, right-hand mirror, and bumperettes. It had the 340 cu. in. V8 and 727 three-speed automatic transmission with a “Sure-Grip” posi-traction 3.50:1 rear end. The A-bodies that the Barracuda is based on did not offer power windows or power seats, but this car does have power steering and power brakes. The car ran perfectly and the original drivetrain still has not needed rebuilding. It was bought to be a cool daily driver, so the dismal “Dung Brown” colour had to go. The matching ugly brown interior, like the exterior, had been baked in the desert sun and was worn out. Originally, the paint choice was black cherry in lacquer, but planning on driving it daily made this choice unwise as it would be impossible to match the paint in case of an accident. bought new in Los Angeles by a lady just prior to retiring. It spent its time between L.A. and the desert and the paint had been baked by the hot SoCal sun. The head restraints and tops of the seats had sun damage but otherwise were in very good condition, but an ugly brown. The body was amazing, no rust anywhere and the car had never been hit or taken apart. Myles made a deal with the son who had inherited it from his mother after she passed away.
The car would be painted black, and Myles knew from experience, the Barracuda’s body panels were not all the straightest, so the cars that were to be painted black at the factory often had hand-picked JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 13
although many trim pieces were sourced from the wrecking yards, the rest of her life as a hot rod. It is totally era-correct for the early none was better than the ones that originally came with the car. ‘80s car show scene! The four-wheel drum brakes were mediocre at best, so after having The Barracuda was driven to the Seattle Mopar car shows a few the car 20 years, it finally got discs on the front. At 30 years, it got times after first finished, and even up to the Williams Lake open show. the original sway bars replaced with 1-inch bars front and rear, and Although the sales of the first two generations of Barracuda were not that dramatically increased the driving experience. All the 340 cu. great, the completely redesigned 1970 only sold a little better than in. cars were the Formula S package, and although they all came the 1969 model, (48,867 1970 Cudas versus 31,987 1969 Barracuwith heavy-duty suspension, bigger stronger torsion bars up front and stiffer springs in the rear, the original sway bars were too light. The car runs 1970 Cuda wheels and the tires are getting regular use as the car gets driven a fair amount. As much as can be driven by one owner with a few cool cars including a 1952 Dodge Custom Truck with a 440, as well as a 440 cu. in. 1969 1/2 Super Bee, a 1964 330 two-door sedan Pro Touring with a 6.1 L Hemi, and his first car, a 1954 Ford Victoria two-door hardtop bought in 1964 while he was in high school. The Ford had just had a new motor installed but had been in an accident and had the hood and one front fender mashed. Myles grew up in Vancouver and bought the car with money earned from a paper route...$50, and did the repairs himself. The Ford Victoria had its first car show in 1984, then spent
das). The 1971 Cuda sales dropped all the way down to less than any other year previous. Only 16,492 1971 Cudas were sold. The model was dropped after 1974’s run of less than 12,000 units sold. But the sales numbers mean nothing to Ray Myles, as he has never sold a car. He is lucky enough to have enough property to store his old cars, and to get to go cruising whenever he wants. He still has to do maintenance and as we were photographing the car, he mentioned he had found some better head restraints and was waiting for them to be shipped. So if you see the car at a local show, you could think it is a fresh restoration, but it has actually been restored four times longer than it was “fresh” from the factory. Hard to imagine any 10 year-old car today getting a King’s Ransom-worth of paint and still turning heads 40 years from now! 14 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
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FIRST LOOK: FORD MUSTANG COBRA JET 1400
Electrifying
Story by Benjamin Yong, photos courtesy of Ford
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“Why not?” quips global director of Ford Icons Dave Pericak in a telephone interview.
nly two years after the Ford Mustang Cobra Jet made headlines with the release of the 50th anniversary edition, “Because as you look to developing new technology and new the tarmac-ripping drag car born in the 1960s is back — this control systems, we want to leverage our performance team and our racing in order to push the limit and see how far we can go. time, minus an engine. Really push things way further than even a production vehicle What the newest version, dubbed the Cobra Jet 1400, does might do so that we can learn and then bring that learning back have are four (!) electric motors pushing more than net 1,400 into our production vehicles,” says Pericak, who also led the development of the GT road car as well as both the fifth and horsepower and 1,100 lb-ft of torque. sixth generations of Mustang. Electrification is nothing new at Ford, having made plug-in hybrids and EVs for over a decade, the latest being the Mustang What’s interesting about the 1400 is how much it’s got in comMach-E SUV slated for release in late 2020. But why a one-off mon with its internal combustion cousin. The body, three-speed automatic transmission and torque converter all stay the same, muscle car model? albeit everything has been beefed up to handle all the massive amounts of additional power. The blue oval company enlisted the help of some industry professionals to achieve this impressive feat. Partners include MLe Racecars for build and tuning, Watson Engineering for chassis and roll cage, AEM EV for software, and Cascadia for the motors, which Pericak says, while not high-volume units, are still considered “off the shelf.” There isn’t any public data available on powertrain or battery specifics, other than the motors are set up in a two16 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
by-two configuration stacked on top of one another, and linked to a summing gearbox mated to the transmission. Projected quarter-mile performance is rated in the low-eight-second range at speeds greater than 273 km/h. On the design side, Ford has always been good at balancing the fine line between creating aesthetically pleasing electric vehicles that don’t look too “green,” whether we’re talking about a Ford Fusion Energi or a Ford Focus Electric of days past. And it’s done the job admirably again here.
a Cobra Jet but put a little modern twist to it. So when you look at it, you want to be able to see, ‘Oh there’s something unique here.’ We just played around with the graphics giving you an idea that this thing’s a bit different. For example, the “E” in the name is actually blue to signal the electricity,” says Pericak. Fans of the iconic pony car may remember another zero emissions concept exists. The Mustang Lithium, a stick-shift 900horse, 1,000 lb-ft of torque monster built by battery systems experts Webasto, debuted at SEMA in Las Vegas back in November and was covered in an earlier issue of Muscle Car Plus.
There are no huge exterior changes to report really, other than an update to the livery: purists need not worry as the iconic More information should be available when the Ford Mustang snake still rises up from the rear quarter panel. Cobra Jet 1400 officially debuts at a scheduled NHRA event later in the year. And if you haven’t yet, go check out the Ford Perfor“The whole idea behind it was to keep it very recognizable as mance channel on YouTube for a teaser of the EV in action.
18 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
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Different Worlds Last Impala vs. Last Impala SS Story by John Gunnell
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uying the last Chevrolet Impala in 2020 was an experience that was worlds apart from buying the last Impala SS in 1996. M.G. “Pinky” Randall of Houghton Lake, Michigan purchased both of the historic Chevrolets. But, 24 years ago he did not have to deal with a changed GM corporate structure, a UAW strike and a coronavirus pandemic to buy his milestone car and get it back to his home. Pinky—who was born in 1928 and started his love of Chevrolets at four years old— eventually collected 46 bow tie buggies and picked up the nickname “Mr. Chevy.” About 10 years ago, he sold a bunch of cars, including that last Impala SS, to the General Motors Heritage Center. But he recalls many details about buying the SS and remembers that the 1996 purchase was more fun than his 2020 last Impala purchase. However, the latter may turn out to be more satisfying simply because it was a harder deal to put together. Pinky Randall read an article in a May 1995 edition of the Detroit Free Press that outlined General Motors plans to convert the Arlington, Texas plant over to the manufacture of trucks and Sport Utility Vehicles and potentially end production of the Impala SS model. “I read between the lines and immediately wrote a letter to Chevrolet General Manager Jim Perkins requesting 20 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
the opportunity to acquire the last Impala SS,” Randall told the Ft. Worth Star-Telegram newspaper at the time. Perkins knew Pinky and was familiar with his collection and his passion for Chevrolets. He had Chevrolet officials tell Randall to select a dealership he wanted to work with and Pinky arranged to buy the vehicle through a dealer in his hometown. The dealer was told that the last Impala SS would be built on Dec. 13, 1996. Pinky and his wife Joyce went to the Arlington, Texas assembly plant where it was made. He even got to drive it off the assembly line himself. Hanging behind it was a large banner that read, “The last Impala SS Produced At The GM Arlington Assembly Plant, December 13, 1996.” Pinky was asked to speak about his Chevy collection to workers at the factory. He told them how he had fallen heads over heels in love with a lady’s new 1932 Chevy coupe that he saw while walking to school when he was four years old. “I would go in an hour early just to look at that car,” he emphasized. “In 1948, I bought that car for $30.”
Randall was presented with a plaque recognizing him as “the purchaser of the last Impala SS produced at this facility.” The plaque gave the car’s VIN, build number (A6132788), build date (Dec. 12, 1996) and colour (Dark Cherry Metallic). At the bottom it read: “The General Motors and UAW personnel hope that you will be as happy and proud of this extraordinary automobile as we have been to build it.” The names and signatures of plant manager Herb Stone and UAW Local 276 president Lonnie Morgan were on it. While the last Impala SS was built before Christmas in 1996, Randall did not get to take it home then. The car, which sold for about $26,000 in 1996, had been ordered through a local dealer named Thomas Motors in Houghton Lake, Michigan and was shipped there after it had been built. Randall picked it up there and drove it out of the Thomas Motors showroom at 4:48 pm on Jan. 24, 1997. It had 15 miles on its odometer. In March, 2020, Chevrolet announced that the last Chevrolet Impala (not an SS of course) had rolled out of General Motors Detroit-Hamtramck assembly plant on the morning of Feb. 27. “The last Impala is reportedly spoken for by a private owner,” said the news report. The private owner who purchased that car was “Pinky” Randall.
Randall purchased the Bright Cherry Red car from Terry Corrigan, the owner of Classic Chevrolet in Lake City, Mich. This time putting the deal together took a little more work than in 1996. “There was news last year that the Impala would be produced only until the fall of 2019, presumably late October,” Randall explained. “I learned this in about March or April of 2019 and made many inquiries about the Impala early on, but never did get much of a response from the factories or some
JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 21
dealers. I did have a close relationship with my dealer and we kept an eye on what was happening with the Impala model.” According to Randall, there wasn’t much information available, but he stayed in close touch with Terry Corrigan, who kept him posted on what he was able to learn. “We watched the production barometer very closely and had figured out that the last Impala might be built in October 2019,” Pinky pointed out. “Our estimate was close at that time, but many things changed, such as the United Auto Workers strike that came about last fall. All of the plants were closed and our communications were obviously closed as well.” Pinky didn’t give up, however. He made up an order with his dealer and the dealer kept in close contact with his Chevrolet field representative. “The Field man knew our plan and was interested in the outcome,” said Randall. “We kept close track of the strike activities, its progress, the UAW and GM. We were confident that our plan would work out. I thank Terry Corrigan for keeping very good track of where we were on closing the deal on the last Impala. I thank him very much for his concern and interest in the deal.” The car was eventually produced and dealer and customer received the date of manufacture and an approximate date for delivery of the car to Classic Chevrolet. Then, another problem arose—car manufacturing was closed down as COVID-19 broke out all over the globe. The awareness of the virus was followed by the closing of Michigan automobile dealers until late spring or even early summer. “The car was delivered to the dealer however,” Pinky Randall reports. “He has sent me photos of the Impala on the assembly line, on the haul-away truck and in front of the Classic Chevrolet dealership.”
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Head Gaskets
Story by Hank O’Hop at Zalutko Business Services, Inc.
application is boosted, you can multiply the amount of pressure in the chamber by quite a bit.
D
On a side note, head gasket thickness can increase or reduce compression, which is an important thing to consider in when building an engine, as this has a direct impact on performance. The material used is also a very delicate matter that needs to be taken into consideration because how the material acts between the two surfaces during the engine cycle can have a significant impact on the gasket’s lifespan.
ealing with a faulty head gasket is never fun. Despite being a single gasket, they are vital to the function of an engine. If the head gasket fails, performance and economy will suffer. To make things worse, prolonged use of an engine with a blown head gasket can be harmful to the moving parts and can even destroy the engine entirely. While a blown head gasket likely won’t immediately grenade your engine, it’s still something you need to address as soon as possible. Yeah, your neighbour’s buddy drove his jalopy around with a blown head gasket for years, but you don’t want to tempt fate like he did.
The cylinder head also needs to be cooled. Coolant is delivered to the cylinder head by water ports located in both the engine block and the head itself. As the water heats up and cycles through the engine, there will be a considerable amount of pressure in the system.
Head Gaskets 101 So, really, how important is a head gasket, and why does ev- The head gasket’s job is to provide a seal for both the water eryone push to replace it? While head gaskets are a big deal, ports and the combustion chambers. This is a delicate matter as the holes in the gasket are relatively close to one another. This their function is quite simple. distance varies from engine to engine. No matter the design, the “One of the most critical gaskets in your engine, the head gasket gasket is simultaneously dealing with pressure from the cooling is designed to seal the cylinders to ensure maximum compres- system and the combustion chamber. sion and prevent coolant and engine oil from leaking into the cylinders. The head gasket withstands the stresses of the two The valve train also needs to be lubricated. In many engines, surfaces expanding, shrinking, warping and rubbing while seal- the oil travels to these components through openings in the ing in coolant and engine oil running through casting ports,” block and head as well. It’s not always the case, but if it is, the says Fel-Pro, an industry-leading aftermarket manufacturer of gasket’s job becomes even more critical. Without this gasket, the high-quality gaskets. Any time two surfaces are mated in an engine, a gasket is present to provide a seal. Even if the parts are freshly machined, some imperfections prevent a perfect seal. Pressure and vacuums love to exploit these imperfections, which makes a gasket essential. The cylinder head and engine block work together to create the combustion chamber. The environment of a combustion chamber is exceptionally violent when an engine is running. The piston creates a vacuum as air is drawn in, then with a ton of pressure during the compression, combustion strokes. If the JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 23
cylinders would not generate any compression, and water would leak into them. Pretty much, an engine will not run without one. Despite being a super-thin piece of composite, cork, copper, or whatever else, the head gasket is essential to an engine.
typically right in between these two orifices, and water will begin to trickle into the combustion chamber. As the water vaporizes, it will produce white smoke. This can be a bit tricky to differentiate from the smoke given off by too much fuel, which will create a faintly blue tint that can almost appear white, but upon close inspection, one can distinguish between the two.
Telltale Signs of a Faulty Head Gasket A vehicle engine is designed to operate in extreme conditions with intense heat, but an overworked engine can spell trouble. Milky oil is also, for the most part, a dead giveaway there is a “The extra heat results in the cylinder head and engine block blown head gasket. The water in the combustion chamber will expanding too much, which results in a failure of the head gasket,” explains Fel-Pro. Of course, the best way to be sure is to tear the engine down and take a closer look, but admittedly that is an extensive job. Fortunately, there are some quick ways to determine if the head gasket may be faulty, like performance heading downhill rather fast and strange noises when turning off the engine. Consider these when trying to pinpoint a head gasket issue: • • • • • • • •
White smoke from the exhaust water in exhaust pipe Bubbling in the radiator Overheating engine Reduced power and performance Rough engine idle Low compression Wet spark plugs Milky oil (some compare it to chocolate milk)
Of course, some of these issues may be in connection to other problems. For example, low compression can be caused by lousy piston rings, or an overheating engine due to a clogged radiator. Not to mention, a number of other problematic scenarios can be the source of reduced power and performance, wet plugs, and rough engine idle; however, when these issues appear in conjunction, then it is reasonable to assume the head gasket.
not always vaporize. Instead, some will remain in the cylinder and leak past the piston rings into the oil pan. As the water mixes with the oil, it will turn a milky brown colour. Water pressure is not the only thing strong enough to breach the gap when a gasket is compromised. The combustion cycle produces a ton of pressure that will flow into the water jacket. This excess pressure inside the cooling system has to go somewhere. Following the path of least resistance, it will create bubbling in the radiator or overflow tank.
“If you experience any of these symptoms, shut the engine down and do not attempt to release the pressure. Have your vehicle However, some scenarios are more easily attributed to head looked at by your mechanic and always use replacement gaskets gasket issues. As aforementioned, the water passages are very that meet or exceed the original manufacturer’s specifications,” close to the combustion chamber. When the gasket blows, it’s explains Fel-Pro.
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What Can I Expect When Replacing a Head Gasket? That pit in your stomach acknowledges a head gasket is no easy fix, but someone with the proper skill set and willpower can tackle the job. • Be prepared to tear down the engine, i.e., removing the throttle body, injector rails, intake manifold, exhaust manifold, and front engine accessories—pretty much anything between you and a short block configuration has to come off. If overhead cams are involved, which in today's day and age is likely, then timing components also must be removed and adequately reinstalled. • Plan to invest in more than just the cost of a head gasket. In addition to changing the oil and topping off the coolant, all gaskets removed along the way should be replaced during the process. Sure, they may be reusable, but for the amount of work being done, it is worth taking care of all of them now to save money on additional labour and parts down the road. • Also take into consideration there may be some larger-scale issues to address if an engine has been running for a prolonged period of time with a blown head gasket. Overheating the engine can take a severe toll on structural components. For example, excessive heat and rapid cooling can warp the cylinder head, which may call for machining, and if the oil is filled with water, then its lubricity will go down the drain as well. When it does, the engine's bearings are taking a beating. To check the state of bearings, drop the pan and remove them for visual inspection. Clearly, replacing a head gasket is a big undertaking that can lead to other complex tasks along the way, but proper skill, trusted replacement parts, and ample patience will get the job done. JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 25
Lights, Camera, Action!
Barris AMX-400 starred as stolen prototype Story and photos by John Gunnell
W
The AMX was unique. It seemed to fit best in the “pony car” category, although it did not have a rear seat. It was derived directly from the Javelin, so it was not an all-out sports car. With a 390-cid V8, the AMX packed muscle, but it was not a classic mid-size muscle car. It had a 97-in. wheelbase and a length of 177.22 in. and ran over 3,000 lbs.
hen the two-seat American Motors AMX hit the showrooms in 1968, there was nothing else like it on the market. By the mid-‘60s, American Motors Corp. was losing momentum fast. It needed an image car. Realizing that Chevrolet’s Corvette was the “gold standard” in this area, AMC launched its own no-back-seat sports car and called it the AMX (American Motors Experimental). Reclining bucket seats, carpets, wood-grain interior trim and E7014 Goodyear Polyglas tires were standard. Also included was a It was a winner! four-speed gearbox and heavy-duty suspension. The AMC had a “ready-to-roll” look and V8 power to back it up. The optional 390-cid 315-hp V8 had a four-barrel carburetor and dual exhaust. You could order AMC Group 19 performance parts as dealer installs including an aluminum intake, hi-lift cam, roller rockers, Detroit Locker rear end, side pipes and rear-wheel disc brake kits.
The ‘70s style interior was tan vinyl with wood-grained accents. 26 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
By the time the AMX bowed at the Chicago Auto Show on February 24, 1968 it was famous. Craig Breedlove used a pre-production version to set 106 National and International speed records. He also was officially timed at 189 mph at Bonneville and made an unofficial run at over 200 mph. Mechanix Illustrated said: “The AMX is the hottest thing to ever come out of Wisconsin and they have it suspended so that you can whip through corners and real hard bends better than with many outand-out sports cars”. In March 1968, Car and Driver wrote, “This is no Rambler, you
Firestone Wide-Oval tires were the rage in the ‘70s.
guys. It is – to quote a sensitive and eloquent artist friend from the For 1969, the AMX was virtually the same outside, but the interior West Coast – ‘one son-of-a-bitch motor car.’” had a larger tach, a 140-mph speedometer, front head restraints and slightly different door panels. Buyers who ordered automatic transThe AMX was America’s first steel-bodied two-seater and it was a mission got a centre console; those who ordered a four-speed got bargain. The number at the top of the window sticker was $3,245. a Hurst shifter. There was also a new passenger-side grab handle. That didn’t mean you were likely to see AMXs on every street corner Leather upholstery was added to the options list. Twelve new exterior (unless you lived in Kenosha). After all, two-seat cars have a small colours were available. In the spring, the three “Big Bad” colours market to begin with and the AMX didn’t arrive until midyear. The were introduced – Orange, Green and Blue. ’68 production total was only 6,725 cars. However, the AMX brought new customers into AMC showrooms. In the long run, that was what The most interesting AMX was the SS. Only 52 or 53 AMXs were the company needed to sell cars. sent to Hurst for this drag race “legalization” option. The AMX SS
Slats covered the entire rear end. JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 27
The car sat extremely low to the ground with its chopped top.
had the 390-cid V-8 fitted with an Edelbrock aluminum cross-ram intake, twin 650-cfm Holley four-barrels, Doug’s headers and other modifications. It was conservatively advertised at 340 hp. The suggested retail price of $5,994 seems a steal now, but was nearly twice the regular ’69 price. The AMX was pace car for the Pikes Peak Hill Climb. Ten to 12 AMXs, all Frost White with red stripes and red interiors, were used as courtesy cars by race participants. Only one of these cars is known to exist. It was used by Bobby Unser during the week prior to the race. The ’69 production total was 8,293, the highest total for two seaters. The ’70 AMX was made to “look tougher” according to AMC. The toughest part was that it was the last of the two-seat models and only 4,116 were made. It seemed like the market was quickly saturated and that may have been why legendary customizer George Barris stopped his attempt to market slightly customized AMXs. Barris had started that operation after seeing all the special versions of the early AMX. He thought he could make his own special version and sell it under the Barris Kustoms banner. The effort failed, but Barris still had a place in his heart for the unique AMC model. A Barris-built custom AMX 390 that is now called the AMX-400 was turned out for a starring role in a single episode of the television show “Banacek” with actor George Peppard. Banacek was initially part of the NBC Wednesday Night Mystery Movie anthology that rotated different shows in its time slot starting in with other productions starting in 1972. Banacek survived until 1974. Peppard played a sophisticated Polish-American detective in Boston, Mass., who solved unusual thefts for insurance companies. Dana Mecum stood right behind the legendary customizer as he gave his spiel. 28 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Banacek lived in a mansion and had a chauffeur to drive his 1941 Packard 180 Darrin Convertible Victoria. Other cars appearing in the show included a 1973 Corvette driven by a character named
Ms. Kirkland, several Willys-Overland Jeeps (a World War II era MB, Muscle Car Plus contributor attended the museum opening and met an early ‘50s CJ2A and a CJ6) and a brand new Ford De Tomaso Barris. We did not know why he was there, but possibly that’s when Pantera. the car was sold. We can’t recall if we saw the AMX there or not. The plot of the episode featuring the AMX-400 involved Banacek In the fall of 2009, Mecum Auctions sold the customized American being hired to find a stolen prototype car. The car supposedly had Motors AMX for $100,000. Barris appeared with the car on the aucan experimental fuel cell power system that the major automakers tion block. This Muscle Care Plus contributor was also at that auction turned down. Then, the car disappeared. According to George Barris, the car was a 1970 AMX, although some experts say it was really a 1969 model. The car was lowered with a 4.5-inch chop job, and 4-1/2 inches were cut out of the top section to angle the windshield posts more. This gave it extreme fastback styling. Long “Venetian blind” slats extended from the roof line to the lower panel. A courtesy/safety lighting system was installed utilizing the louvers, with red tail and stop lights, amber deceleration and caution lights and a green light during forward motion. All four of the car’s wheel wells were re-arched and the top portion of each was flared and extended forward. The rear character line was extended to the rear fender. The front was lengthened 15 inches and had a louvred lower pan and grille. The hood had twin, canted, tunnel-type forced-air scoops molded into it. Tan trim and walnut accents were used inside with a special two-tone colour scheme for the overall interior. The upper body was painted Murano Pearl with Rustic Orange on Volo Museum’s Greg Grams (left) with the lower body perimeter. Inside were head-restraint bucket seats and late, great customizer George Barris. safety belts. The rear compartment was carpeted and the dash had colour-matched Naugahyde safety pads. The front and rear louvres had chrome-plated edges, with a textured paint effect. Cragar SS Oct. 3, 2009, when the car sold. Barris attended that sale with Greg wheels with chrome outer rims were shod with Firestone raised- Grams of the Volo Auto Museum, who collects TV and Movie cars. white-letter Wide-Oval tires. When the AMX crossed the block, Barris stood next to it urging bidders to up their bids. The offers for the car topped out at $100,000. In the late 1980s, when Domino’s Pizza founder Tom Monaghan We don’t know who the buyer was or what happened to the AMX opened his museum in Ann Arbor, Mich., he bought the car. This after that. We’re sure that it’s still around and someone knows.
The custom hood louvres were functional.
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Mustang Mach 1
Yesterday, today and tomorrow Story and photos by John Gunnell, additional photos courtesy of Ford
Digest. “This is the one that Mickey Thompson started with. From its wide-oval, belted tires to its wind tunnel-designed SportsRoof, the word is ‘go.’” Ford noted the production car had “the same wind-splitting n May 29, 2020, Ford announced the Mustang Mach 1 is roaring sheet metal as the specially modified Mach 1 that screamed around back to life this year, with its debut coming this spring. “With speed, Bonneville clocking over 155 mph, hour after hour, to break some 295 style and a name that embodies both, the iconic fastback coupe that USAC speed and endurance records.” debuted during the muscle car era of the late-’60s will return for Mustang Standard on all 1969 Mach 1s was a spoiler, matte black hood, simuenthusiasts wanting a naturally-aspirated 5.0-litre V8,” said Ford. lated hood scoop and exposed NASCAR-style hood lock pins, which “Mach 1 has a special place in Mustang history and it’s time for this could be deleted. A reflective side stripe and rear stripes carried the special edition to claim the top spot in our lineup and reward our model designation just behind the front wheel arches and above the most hardcore Mustang enthusiasts who demand that next level of chrome pop-up gas cap. Chrome-styled steel wheels and chrome power, precision and collectability,” said Dave Pericak, director, Ford exhaust tips (with optional four-barrel carburetors) were other bright Icons. “Like the original, the all-new Mustang Mach 1 will be true to its touches. Also featured were dual colour-keyed racing mirrors and a heritage, delivering great looks and as the most track-capable 5.0-litre handling-type suspension. Mustang ever.”
O
The Mach 1 debuted in 1969 and immediately carved out its place in the Mustang lineup, delivering performance and improved dynamics with its GT handling suspension. The Mach 1 was Dearborn’s budgetbasement version of a race car that Carroll Shelby whipped up on the Left Coast. Car Life magazine (March 1969) said, “Greatness makes its own demands. An enthusiast will find the Mach 1 a rewarding car. Best Mustang yet and quickest ever.” When fitted with the optional 428 SCJ V8, the Mach 1 went 0-to-60 mph in 5.5 seconds and ate up the quarter-mile in 13.9 seconds at 103.32 mph.
1969 Mustang Mach 1
For 1969, the Mustang got its third major restyle. A new body introduced for 1969 kept the Mustang image. The fastback, formerly known as the 2+2, was now referred to as the SportsRoof. It had a 108-in. wheelbase and an overall length of 188 in. The Mach 1 scaled out at 3,233 lbs. in base form. List price for the basic version was $3,122. The Mach 1 was based on the SportsRoof. “Mustang Mach 1—holder of 295 land speed records,” said Ford’s 1969 Performance Buyer’s JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 31
Mach 1s had the Mustang’s fanciest interior with high-back bucket seats, black carpets, a rim-blow steering wheel, a centre console, a clock, sound-deadening insulation and teakwood-grain trim on the doors, dash and console. Base engine was a 351-cid two-barrel Windsor V8. This was essentially a stroked 302-cid Ford V8 with raised deck height, which created a great street performance engine. The standard version cranked up 250 horses. Options included the 351-cid 290-hp four-barrel V8 and a 390-cid 320-hp V8. Another option available to enthusiast buyers was a Mustang GT or Mach 1 with a Cobra Jet 428 or Super Cobra Jet 428 engine. The big 428s put out 335 hp. Car magazine staffers were into some heavy-duty creative writing in 1970, and Motor Trend’s A.B. Shuman was among the best at the art. His description of the Mustang Mach 1 in the April 1970 issue was a classic. It went like this, “It was painted Ticket-Grabber-Yellow (I think that’s what they call it) with flat black tape stripes, a combination that elicits such man-on-the-street-comments as, ‘Is that a production car?’” Shuman’s idea was that the Mach 1 looked more like a Shelby, than a car that rolled out of a Ford factory. “Five years ago, Mustang started a whole new idea in sporty cars,” said one 1970 Ford advertisement. “And Mustang’s been first ever since.” The ad listed “sporty facts” that made the Mustang favoured in its market segment. It read:
Full synchronized manual transmission. Sporty floor-mounted shift. Rear deck spoiler on SportsRoof models. “Fact. You can design it yourself. With more options than ever. Power front disc brakes. Functional hood scoop. Rear window louvred Sport Slats. Vinyl roof. Hurst Shifter. SelectAire Conditioning. Stereo system. Tachometer. Drag Pack. “Grabber” exterior paint colours.” The 1970 Mach 1 featured new frontal styling and taillights recessed in a flat panel with honeycomb trim between them. Ribbed aluminum rocker panel moldings with big Mach 1 call-outs and a cleaner upper rear quarter treatment without simulated air scoops at the end of the main feature line were seen. A black-striped hood with a standard fake scoop replaced the matte-black hood. New, twist-in hood pins held the hood down.
You could also get a shaker hood scoop on 1970 Mach 1s with the standard 351-cid V8. A redesigned steering wheel was the biggest interior change. A larger rear stripe, larger rear call-out, mag-type hubcaps, wide 14x7-inch wheels and bright oval exhaust tips “Fact. Power your Mustang your way. With nine Mustang engines were also new. Black-painted styled wheels were a no-cost option. to pick from (the lineup was the same as 1969, except that the 390cubic-inch V8 was discontinued). Economical 200-cid six all the way Motor Trend tested a 1970 Mach 1 with the 351-cid four-barrel V8. It up to the 429-cube V8. had a 4.002 x 3.50-inch bore and stroke. With an 11.0:1 compression ratio it developed 300 hp at 5,400 rpm and 380 lb-ft of torque at 3,400 “Fact. Loaded with sporty features. Mustang standards: Wall-to-wall rpm. With automatic and a 3.00:1 axle, the car turned 0-to-60 mph in carpeting. Bucket seats. Belted bias-ply tires. Locking steering column. 8.2 seconds and did the quarter mile in 16 seconds at 86.2 mph.
“Fact. Six great Mustang models. They include the hot Mach 1, luxurious Grande, and the race-bred Boss 302. (Three roof lines, too. Hardtop, Convertible and a SportsRoof, a choice no one else can give you.)
1970 Mustang Mach 1 32 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
The 1971 Mach 1 had a honeycomb grille, colour-keyed bumpers and tape stripes. You may not be able to break Mach 1 in a 1971 Mach 1, but it’s a car that looked and felt like it could do that if you tried. “For those interested in owning a sporty car which reflects up-to-the-minute design, Mustang Mach 1, an all-around vehicle without a significant flaw, can’t be a bad choice,” opined Road Test magazine in September 1970. For 1971, Ford completed its fourth redesign of the Mustang. This created a bigger car. It had the basic Mustang look, with a longer wheelbase, a stretched length, more width, wider front and rear tracks and a heavier curb weight. A raked windshield, bulging front fenders and aerodynamic enhancements were evident in the new design.
Basically, a de-stroked Thunderbird/Lincoln 460-cid V8, the 429 had wedge-shaped combustion chambers derived from up-to-date performance technology. The CJ-R utilized large valves, a hydraulic cam, four-bolt mains, re-worked porting and a 700-cfm Quadrajet carburetor (sourced from General Motors). A Ram Air induction system was included. Advertised horsepower for the 429 CJ-R was 370 at 5,400 rpm.
The 429 SCJ-R put out 375 hp at 5,600 rpm. A Drag Pack option with a 3.91:1 Traction-Lok rear or 4.11:1 Detroit Locker axle was mandatory. The option included an oil cooler for when things got hot at the drag strip. Other 429 SCJ-R features included solid valve lifters, adjustable rocker arms, drop-forged pistons and a 780-cfm Holley carb. Both Cobra Jets The 1971 Mach 1 package included colour-keyed mirrors, a honeycomb had 11.3:1 compression and produced 450 lb-ft of torque at 3,400 rpm. grille, colour-keyed bumpers, sport lamps, a new gas cap, special decals The SCJ-R had a bit more camshaft duration (200/300 degree versus and tape stripes and black or argent silver finish on the lower body pe- 282/296 degrees). rimeter. A special hood with NASA-style air scoops was a no-cost option on cars with the base 302-cid V8 and standard otherwise. Available for Car Life (July 1969) tested a 375-hp Boss 429 with a four-speed transmisthe last time was a 429-cid big-block engine, which came in Cobra-Jet sion and 3.91:1 axle. It did 0-to-60 mph in 7.1 seconds. The quarter-mile Ram Air and Super-Cobra-Jet Ram Air versions. Ford put together took 14.09 seconds with a terminal speed of 102.85 mph. Top speed on 1,255 of the CJ-R equipped Mustang Mach 1s and an additional 610 the car was about 116 mph. SCJ-R versions. All basic SportsRoof equipment was standard on the 1972 Mach 1, plus a competition suspension; a choice of a hood with or without NASA-style scoop (with 302 V8 only); a colour-keyed front spoiler bumper; colour-keyed hood and fender moldings; a black honeycomb grille with integral sports lamps; a black back panel appliqué; Black or Argent Silver lower body finish; front and rear valance panels; a rear tape stripe with Mach 1 decals; hubcaps and wheel trim rings; a 302-cid two-barrel V8 (with 136 net horsepower); and E70-14 bias-ply belted white sidewall tires. The Mach 1 interior included knit-vinyl high-back bucket seats with accent stripes; an electric clock; triple instrument pod gauges; door trim panels with integral pull handles and armrests; deep-embossed carpet runners; the deluxe instrument panel with black appliqués and a wood-tone centre section; and a rear seat ashtray. This could be added to other fastbacks at extra cost. The 1972 Mach 1 listed for $3,053 and weighed 3,046 lbs. Ford built a total of 27,675 units. Three 351-cid V8s were optional in 1972—the regular two-barrel version, the regular JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 33
The 1973 Mach 1 offered two hood designs. This one had NASA-style scoops.
four-barrel version and the four-barrel H.O. offering 168-, 200- and 275hp, respectively. (If all the engine output figures seem like a massive drop from 1971 horsepower, it’s because the new numbers were expressed in SAE net horsepower.) The options list was smaller in 1972, the big-block 429 being the most obvious deletion. Some options that appealed to enthusiasts included Colour Glow paint ($34 extra); an instrumentation group with tach, trip odometer and threepod gauge cluster ($70); front disc brakes ($62); AM/FM stereo ($191); Sport Deck rear seat with Space-Saver spare, folding rear seat and load floor ($75); a Black or Argent Silver body side tape stripe for Mach 1s ($23); Magnum 500 chrome wheels ($107); Dual Ram induction ($58
with any 351 V8 including a NASA hood with Black or Argent Silver twotone paint, hood lock pins and Ram Air engine decals); and the Mach 1 Sports Interior package ($115). The 1973 Mustangs were virtually the same as the 1972 models. All Mustangs featured a high-impact molded urethane front bumper that was colour-keyed to the body and there was a revised cross-hatch texture for the grille. New Mustang exterior colours and interior trims were provided. New options included forged aluminum wheels and steel-belted radial-ply tires. Headlights, still of single-unit design, were housed inside square panels that flanked the grille on each side. New features of the grille itself included a “floating” pony badge at the centre and an eggcrate-style insert with vertical parking lights in the outboard segments. A new front valance panel was of an un-slotted design. The 1973 Mach 1 saw a slight price jump to $3,088 and a slight weight gain to 3,411 lbs. It came with a competition suspension package, the choice of two hood designs (one with NASA-type hood scoops), size E70-14 whitewall tires of bias-belted Wide-Oval construction, colour-keyed dual racing mirrors, a black-finished grille, a black back panel applique, a back panel tape stripe, wheel trim rings and hubcaps, a tinted back window, all-vinyl upholstery and trim (with high-back bucket seats) and the 136-hp version of the two-barrel carbureted 302-cid V8. Ford built 35,440 of these last “large” Mach 1s.
1976 Mustang Mach 1 34 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Ford introduced an all-new Mustang II in 1974 calling it “the right car at the right time.” The new “pony” was seven inches shorter than the original 1964-1/2 Mustang and 13 in. shorter than 1973. Sales were sluggish at first, since the company loaded most cars in the early mix with a lot of optional equipment. It didn’t take long, however, for the marketing men to see that the car had its greatest appeal as an economy model.
2003 Mustang Mach 1
solid-state ignition system, front disc brakes, a tachometer, steel-belted white sidewall tires, low-back front bucket seats, vinyl upholstery and door trim, colour-keyed carpeting, a wood-tone instrument panel applique, European-type armrests and full wheel covers. The $3,621 Mach 1 2+2 had all the standard features plus a 2.8-litre V6 engine, dual colour-keyed remote-control door mirrors, Wide-Oval steel-belted black sidewall radial tires, black lower body side paint, deck lid striping and styled steel wheels with trim rings. It was a much lighter car at 2,778 lbs. and it sold well. Production hit 44,046 units. This re-imagined Mach 1 enjoyed a five-year run and in its last few years beefed up its handling capabilities with an optional Rallye Suspension Package. Then, the Mach 1 name disappeared when the 1979 models arrived. A Mach 1 did return to the Mustang lineup for the 2003 and 2004 model years. This one blended modern power with the nostalgia of 1970s-style Mach 1 design elements. Its unique Mach 1 handling suspension featured larger Brembo front-disc brakes to improve on-road performance. A matte black deck lid spoiler and hood stripe helped the Gen 3 Mach 1 coupe stand out.
Seventeen years later, the all-new 2021 Mustang Mach 1 will return to the Mustang lineup as the most track-ready 5.0-litre Mustang ever made. As in the past, the new Mustang Mach 1 will feature a blend of design magic and high-performance upgrades. “Mach 1 has always been that bridge between base Mustangs and the Shelby models,” said Ted Ryan, heritage brand manager, Ford Archives. “From a style and handling perspective, the original Mach 1 managed to stand out as unique, even in the Mustang lineup–and as the name implies, it could really move.” The Mustang II was a combination of design motifs derived from both The new one will move, too! sides of the Atlantic. The Italian coachbuilding firm of Ghia, recently acquired by Ford, did some of the primary design work. Other ingredients So, there you have it. The Mustang Mach 1 was a hit in yesterday’s came straight from the Dearborn styling studios. Four models were avail- muscle car world. Today it’s considered a classic. And the new 2021 able and one was the fastback Mach 1. Standard equipment included Mach 1 is coming to power up the Mustang legend for tomorrow’s new a four-speed manual transmission with floor-mounted gear shifter, a generation of muscle car enthusiasts.
JUNE/JULY 2020 MUSCLE CAR Plus MAGAZINE 35
Continuing A Legacy Mr. Chevrolet’s Race-car-hauling truck Story and photos by John Gunnell
M
r. Chevrolet’s real name was Van Heck and he lived in the southwestern corner of Illinois. His gig was drag racing and he drove a ’55 Chevy gasser. He hauled it around on the back of a colour-matched Chevrolet 4400 1-1/2 ton ramp truck that was as nicely decked out and trimmed as the jacked-up Bel Air two-door hardtop that it carried around.
vinyl colours. It had a matching two-tone dashboard and a white steering mast and wheel. One fateful day in 1976, Heck broke one of the car’s universal joints while racing at the track. It actually flew off with great force and went right through the car’s rocker panel. Heck loaded the ’55 Chevy onto the truck and headed home. During that trip, the drag car hauling truck was hit by a drunk driver’s car and pretty severely damaged.
In contrast to many drag racers who used cheap, lightweight 210 coupes as a basis for racing cars, Heck went with a Bel Luckily, the ’55 Chevy Bel Air was not damaged by the accident. Air hardtop with a white insert on its rear fender molding. His If you look it over very carefully today, you can see signs of the car was also built better than many dragsters and featured chrome-plated chassis parts. Heck was a showman as well as a racer. This was reflected in the incredible detailing that he carried out on both the car and the truck that hauled it. The car was built into a racing car in 1968. Heck campaigned it at drag strips until 1976. He was a well-known and popular Midwestern driver and the ’55 Chevy could do the quarter mile in the low-10 seconds bracket. It raced for nearly nine years with “Mr. Chevy” lettered on its flanks. The same name also appeared on the ’55 truck’s doors. Both vehicles were painted in a shiny, metallic gold colour and the car carried stickers from a lot of racing equipment manufacturers such as Isky Cams, Hooker Headers, Moon Equipment, Stewart-Warner, Hurst Shifters and Firestone Tires. The truck’s cab interior was done in diamond tuft upholstery in off white and gold 36 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Chevy 4400 1-1/2-ton truck was damaged in the ’76 crash and had to be restored.
formed a lot of the restoration work and had the V8 Speed & Resto Shop (www.v8speedshop.com) of Red Bud, Ill. do the sheet metal and paint. Soon, the car-hauling truck was ready to hit the road again. The truck has the original 235-cid in-line six under its hood, but a few speed shop parts have been added to give it better performance. Russ Schliecher, who had stitched up the diamond
The interior of the truck was stitched up by the same man who did it in the ‘60s. hole that was opened in the rocker panel when the U-joint flew through the sheet metal. Other than that, the car looks just like it did in its racing days. The truck, however, was heavily damaged in the crash, which took the wind out of Heck’s sail. After the accident, he parked his rig and never drove it again. When Heck passed away in 2006, a man named Larry Frees became the new owner of both the car and the still-damaged truck. . . as well as the “Mr. Chevy” moniker. Frees cleaned up the car and returned it to the condition it was in the last day that it was raced. All of the parts on the Chevy, including the Hilborn injected 327-cid V8, the straight-axle front suspension, a wild upholstery treatment, the exterior paint and the stickers are just as they looked in 1976. Even the 38-year-old Firestone tires that were on the car when the racing stopped remained exactly where they were.
Storyboards are used to reveal the truck’s racing legacy to show goers. pattern upholstery in 1968, redid the seat. In the same fashion, Jack Irwin redid the lettering on the car that he had done in 1968. Other people helped. Then, in June of 2014, Mr. Chevy was loaded on the back of the truck for the first time in 38 years.
When he saw the matching car and truck, Bob Ashton—the manager of the Muscle Car and Corvette Nationals (www. mcacn.com)—knew that he had to have them at his 2015 show, That’s where Frees—who’s becoming known as Mr. Chevy himAs far as the Chevy 4400 series truck went, Larry Frees fixed self—picked up a nice award for his efforts to preserve these the accident damage and did a cosmetic restoration. He per- pieces of Chevy racing history.
Larry Frees now owns the car, the truck and the “Mr Chevy” nickname. 38 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Iconic
The real Smokey and the Bandit Trans Am Story and photos by John Gunnell, photos courtesy Tim Dye, Pontiac-Oakland Automotive Museum, Pontiac, IL. and Pontiac Transportation Museum, Pontiac, MI
B
urt Reynolds’ 1977 cult film “Smokey and the Bandit” had given national exposure to a Pontiac Turbo Trans Am, and the automaker tried to capitalize on its popularity by featuring the actor, dressed in his cowboy-like “Bandit” attire, in the centrefold of the 1981 Pontiac sales catalog. “Smokey and the Bandit” marked Hollywood stuntman Hal Needham’s initial try at directing a motion picture. The now-legendary film starred Burt Reynolds, Sally Field, Jerry Reed and Jackie Gleason. The Bandit character (played by Reynolds) acted as a decoy who tried to get the Sheriff (Jackie Gleason) to chase his speeding car so a bootlegger (Jerry Reed) could sneak by with a semi-truck full of contraband beer. Needham and Reynolds were searching for shooting locations in Georgia when they got invited to a Pontiac dealer meeting at the Road Atlanta race course, where the ’77 Trans Am was being introduced and displayed. The two movie men took a few laps in the Trans Am and decided they had their star car. Six 400-cid-powered Trans Ams were ordered and used in the film. As we all know, “Smokey and the Bandit” was little more than a glorified car chase that lasted an hour-and-a-half. “Smokey and the Bandit” did not do much to help the Firebird’s sagging model-year sales however. That year
40 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
production of the General Motors F-car came in at 20,541 base Firebirds, 10,938 Esprits, 5,927 Formulas and 33,493 Trans Ams. One thing that drove sales down by a whopping 34 percent was probably the price tag on the black-and-gold Special Edition Trans Am. In top trim it listed for $6,649. That sounds like a bargain basement window sticker today, but it was big money in 1977 and kept the line of buyers short.
The summer 1981 release of a sequel movie called “Smokey and the Bandit II” —featuring a Turbo 4.9 Trans Am — prompted a New Jersey company called SLP (Street Legal Performance) to release a Trans Am Bandit model that had aftermarket upgrades like a special 462-cid 380-hp V8, Doug Nash five-speed manual gearbox, Recaro seats, a Blaupunkt sound system and Goodyear Eagle GT tires for $30,000.
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PARTS STORE Procharger Systems Now B&M’s Quicksilver Available for 2016-2020 Camaro SS Automatic Shifter Procharger has designed the 2016-2020 Camaro SS HO Intercooled System to be equally compatible with both stock or modified vehicles with a robust bracket design that utilizes strategic mounting points on the LT1 engine for maximum bracket strength and integrity. The system will hold ProCharger head units ranging in size from the entry-level P-1SC-1 all the way up to an F-1A-94. The system will provide a big 150+ horsepower gain with only 7 psi coming from the head unit on pump gas with the factory air box. Additionally, a Stage II intercooled system is also available and adds another 20 horsepower bringing the total up to 170+ horsepower.
B&M’s new all-black Quicksilver Automatic Shifter is compatible with most 3- and 4-speed automatic transmissions, and features black chrome PVD (Physical Vapour Deposition) coating which offers durability and modern looks that blend with its console and shift boot. The shifter features a reverse lockout that meets NHRA and IHRA safety regulation and it includes a lighted gear position indicator in the bezel, as well as a micro-switch for back-up lights and a neutral safety switch which prevents accidental starts when in gear. The console shifter kit includes a 5-ft. long performance shift cable, cable brackets, transshift levers and all necessary hardware.
For more information please go to www.procharger.com
For more information please go to www.holley.com
Pre-Engineered Building Kits No Welding • Maintenance Free
Residential • Commercial
E
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.
55-13325 115th Avenue, Surrey 604.589.4280 | Toll Free: 888.589.4280
www.easybuildstructures.ca
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.
CALL NOW FOR A CUSTOM QUOTE:
42 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
Our structure widths range from 10’ through 50’, with the length being as long as you need. Our engineer can provide you with stamped and sealed drawings, Schedule B and C-B, and site inspections to help assist you with DO-IT-YOURSELF any permitting processed required Take advantage of our by your municipality. full installation services These services also include throughout British Columbia, our CSA-A660 certification including complimentary on-site for pre-engineered steel consultations in the Lower Mainland structures in Canada. to fully design your custom structure. Furthermore, all our building packages are designed as do-it-yourself kits with a step-by-step installation manual.
604.589.4280
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.
Golden Leaf Automotive Molding & Muscle Car Parts Check out our website for product detail today C a n a d a Toll Free:1-866-640-1324
Dealer Welcome!
“QUALITY......IT’S WHAT WE DO!”
TECH: NEW PRODUCTS
DiabloSport Now Offering Tuning Support for 2020 Camaro SS & LT1
Kooks Headers and Exhaust is announcing an addition to the Kooks Super Street Series for the 2020 C8 Chevrolet Corvette. The headers are designed to be used with OEM catalytic converters or Kooks Ultra-GREEN OEM Connection Pipes. They are made in high-quality 304-grade stainless steel with 3/8-in.-thick flanges and 1-7/8-in. equal-length primaries for maximum horsepower and torque. Additionally, the Ultra-GREEN OEM connection pipes feature inlets and outlets designed to connect directly to the OEM Connections flanges. With both products installed on a test vehicle, Kooks has reported an increase of 20+ horsepower and 26+ lb-ft of torque on the stock tune.
DiabloSport has announced it is now offering tuning support for the 2020 Chevrolet Camaro SS and LT1. Offered using the Trinity 2, Predator P2 or inTune 3 programmers, the Camaro can experience gains of up to 20 horsepower and 10 lb-ft of torque. The programmers come pre-loaded with performance tunes for 91 or 93 octane fuel and allow you to adjust for larger gear and tire sizes, control the cooling fan, provide a throttle boost, and adjust the rev limiter and speed limiter control, among other things.
For more information please go to www.kooksheaders.com
For more information please go to www.diablosport.com
Kooks Super Street Headers and Ultra-GREEN OEM Connections for 2020 C8 Corvette
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Advertiser Index
Great Canadian Oil Change--------------------------------------24 All Parts Trailer Sales ------------------------------------------- 45 Anzo USA ----------------------------------------------------------5 B&W Insurance ------------------------------------------------- 15 Barry-Hamel ----------------------------------------------------- 37 BowTie Auto Parts ---------------------------------------------- 44 CAM Oils --------------------------------------------------------- 45 Canadian Hot Rods --------------------------------------------- 29 Classified Motorsports -------------------------------------------3 Easy Build ------------------------------------------------------- 42 G&M Trailers ---------------------------------------------------- 45 Golden Leaf Automotive --------------------------------------- 43
Edelbrock Pro-Flo 4 EFI System for 1968 & Earlier Chevy SB Edelbrock’s Pro-Flo 4 EFI System for 1986 & earlier small-block Chevrolets comes complete with a traditional 4150-style satin finish single plane intake manifold and 29 lb/hr injectors that are capable of 450 horsepower with 58 psi fuel pressure. A plug-and-play single connection distributor is also included and is designed to work specifically with Pro-Flo 4. The systems feature an all-new ECU with a faster processor, a water-proof design that measures half the depth of the previous ECU. Additionally, it also has an upgraded Bluetooth chip that is faster, more reliable and will not drop connection with the E-Tuner 4 app that communicates to the ECU’s self-learning capability to adjust the calibration to get maximum performance. For more information please go to www.edelbrock.com
Good Vibrations ------------------------------------------------- 39
BBK O2 Sensor Extensions for 2016-20 Camaro Automatic
Ididit ----------------------------------------------------------------7 Jellybean AutoCrafters ----------------------------------------- 45 KMS Tools ---------------------------------------------------------9 Kool Coat -------------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 19 Mopac Auto Supply - ------------------------------------------- 47 Pacific Raceways ----------------------------------------------- 41 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 45 Westar Trailers -------------------------------------------------- 45
BBK’s O2 Sensor Extensions for the 2016-20 Chevrolet Camaro with the automatic transmission feature a 12-in. length and are an absolute must when installing full-length headers due to the oxygen sensor being relocated further down the headers. They are made for use with all full-length headers and are sold in pairs with one for each of the driver’s and passenger’s side. The sensors feature OEM factory connectors on the end of the wiring to allow simple plug-in installation to the factory wire harness. The extension wires are covered with a heat-protective sleeve for maximum protection. For more information please go to www.bbkperformance.com
WANT TO SEE YOUR VEHICLE IN THE MAGAZINE? Send in a few hi-res photos of your classic car or truck with a short description of around 60-80 words and we may include you in the Reader’s Rides section at the back of Muscle Car Plus.
If interested, please email us at ReadersRides@rpmcanada.ca 46 MUSCLE CAR PLUS MAGAZINE JUNE/JULY 2020
SOME P E O P L E F RA M E T H E I R A RT WO R K . I D R I V E M I N E .
When a truck turns your head, it’s not the engine or drivetrain that catches your eye. No, what grabs your attention is how its lines, curves and shape come together in a way that’s both gorgeous and tough at the same time. In many ways, trucks are a work of art. But the truth is, trucks were built for work. They were designed to haul. They were created to live on farms and worksites. They were meant to be driven. That’s why our tagline isn’t, “Keep ‘em in the garage.”
Get your FREE CATALOG at LMCTruck.com
Chevy/GMC 1947-13 Ford 1948-16 Dodge 1972-15
LMCTruck.com 800.562.8782
KEEPING GENERATIONS ON THE ROAD
