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CONTENTS
Charming Chevelle
THE JUDGE:
Jim Wangers Signature Edition Pontiac GTO ...pg 20
CHALLENGER:
Dave Deeg’s 1969 Chevelle SS ...pg 8
2020 Dodge Challenger Scat Pack 392 Widebody ...pg 14
ALSO INSIDE:
Starting Lines------------------------------------------4 Seasonal Service ----------------------------------- 24 Mac McKellar -----------------------------------------------28 Pure Insanity------------------------------------------ 34 1935 Ford Pickup ---------------------------------- 36 Parts Store--------------------------------------------- 41
OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Dodge Unveils 2021 Charger and Durango Pursuit Vehicles
D
odge has announced that ordering is now open for the 2021 Dodge Charger and Durango Pursuit vehicles which are now equipped with new transmissions and hightech options which are meant to enhance officer safety, responsiveness and fuel efficiency. The Charger Pursuit will now offer the TorqueFlite eight-speed transmission on both available powertrains which include the all-new V6 all-wheel-drive and the legendary V8 HEMI rear-wheel drive. The new powertrain combos will exceed the previous model’s performance and will also increase fuel efficiency. Other standard features of the Charger Pursuit include a top speed of 225 km/h with the ability to configure and limit top speed for specific agency needs, electric power steering, Apple CarPlay, Android Auto and an increased GVWR (Gross Vehicle Weight Rating) of 5,500 lbs. to accommodate more payload. The 2021 Dodge Durango Pursuit will also offer many new features and include the option of the 3.6L V6 or 5.7L HEMI V8 engine both paired to the same 8-speed TorqueFlite found in the Charger. Other improvements include an IP-mounted shift lever to free up space in the centre console area, four programmable auxiliary switches and police-specific front seats to accommodate duty belts. A new upfit-friendly Vehicle Systems Interface Module will also be offered as will a heavy-duty BR9 brake package, standard vinyl flooring and a tri-zone climate control system designed with K-9 units in mind. MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Volume 18, Issue No. 5 October / November 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
2021 Dodge Challenger R/T Scat Pack Shaker and T/A 392 Now Available In Widebody Package Dodge announced it will be expanding the availability of its Widebody Package for the Challenger in 2021 by offering it for the R/T Scat Pack Shaker and T/A 392 models. Both models are powered by the same naturally aspirated 392 HEMI V8 that produces 485 horsepower and 475 lb-ft of torque and is paired to a standard Tremec six-speed manual or optional TorqueFlite eight-speed automatic transmission. The Widebody package on the
Contributing Writers / Photographers: Jordan Allan John Gunnell Cam Hutchins
Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca
Pick up your copy at your local Performance Shop or at the following participating locations: R/T Scat Pack adds 3.5-in. of overall width and features 305/35ZR20 Pirelli tires mounted on 20x11-in. wheels as well as an SRT-tuned chassis and SRT-tuned high-performance adaptive damping suspension. The automatic-transmission models feature steering wheel mounted paddle shifters while both transmission options boast a dual extractor hood, SRT Performance Pages with drive modes and Line Lock which engages the front brakes but leaves the rear wheels free for a burnout. Those who opt for the Challenger R/T Scat Pack Shaker and T/A 392 Widebody Package will see an improvement of close to 2 seconds per lap or 12 car lengths when compared to the non-Widebody model. On the quarter-mile, the Widebody gains 0.2 seconds, with a 12.1 second run at 180 km/h (112 mph). Both models are set to become available early next year. MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
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Still Flawless
Dave Deeg’s beautifully restored 1969 Chevelle SS
T
he 1969 Chevelle SS 396 we see here today is a very different car than what rolled across the production line. Today, this car is treated like a jewel and lovingly looked after, proudly driven from show to show. Its early life was more like that of a race horse, driven hard and put away wrecked. Its owner, Dave Deeg, bought this car off his brother Alvin in 1979 for $1,500. He then proceeded to treat the car to all the horrors a 17 year-old can do to a big-block Chevy. Racing friends, long high-speed, hi-revving drives, burnouts, neglect, more high-speed runs and burnouts. The car had probably got used to this because when his brother bought it in the early ‘70s, it had already been wrecked once and had a new “Service Block” because someone had blown the motor....hard.
Story and photos by Cam Hutchins
The car was built in the General Motors Oshawa Plant on April 21, 1969 and sold new in Regina. Regina has a long and illustrious history with General Motors Canada and at one time, the corner of Winnipeg Street and 8th Avenue in Regina was the home to a plant building many cars for GM including Chevrolets. The location for a Western production facility was picked because Saskatchewan in 1928 had the third highest population in Canada and the highest car ownership per capita in Canada, and GM products sold well there. The depression hurt the initial plans and manufacturing was halted after only a year of production. By the later ‘30s, they were producing Chevrolet cars and trucks, Maple Leaf trucks, Buicks, Oldsmobiles and Pontiacs. WWII stopped auto production and then after WWII, the plant never built cars again. Oshawa’s production continued to grow, and in 1969, it built this car along with 5,303 other Chevelles in April, with total production of 34,765 Chevelles built only in 7 months, January to July of 1969, according to online sources. Information provided by George Zapora indicates there were 9,612 Chevelles, same model, built for Canada with 903 of them having the Z/25 option SS396 package. The Z/25 package came with front disc brakes, and a 12-bolt rear end with Positraction an option. Other options included in the Z/25 package were the blackaccented grille, upgraded suspension, sport wheels, special hood, and a special 3-speed manual transmission. The available optional transmissions are impressive, with five choices - two 4-speed manuals, the M-20 and M-21, and three versions of the TH400 Turbo-Hydramatic 400 mated to the power put out by
10 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
whatever version of the 396 that was ordered. “CC” coded TH400 for between Regina and Wynyard. Let’s just say where we have a few the base 396/325hp engine, “CE” coded TH400 for L34 396/350hp 1/4-mile drag strips, they have lots of arrow-straight “1/4-mile” drag engine, and a “CX” coded TH400 for the L78 396/375hp engine. strips all around Deeg’s hometown! This car also came with the option “D55” front compartment Floor Console and “D96” Body Side Accent Stripe. Other options include tinted windshield, front bucket seats, vacuum power brakes, chambered pipe exhaust system, hydraulic power steering, pushbutton AM radio, manual antenna, and the ever important “Z49” Mandatory Canadian Base Equip Modifications. No mention of a block heater.
Now, here is where the car’s life goes sideways....the car just sat at the farm - for years! Alvin put his foot down in 2005, and said to his younger brother, the “Body and Paint Guy,” he had better restore the car within two years or he was going to take the car back because it had never been paid for in full! Deeg got his butt in gear and took the car apart and redid it all back to stock over the next four years.
In the early ‘80s, Deeg was off to live with his sister in Regina while he attended an auto body repair course. The car was driven a lot because his girlfriend lived in Saskatoon, about two hours from his hometown Wynyard, and two-and-a-half hours from Regina. Of course, two hours is according to Google, not gas pedal; let’s just say the Chevelle never had any “carbon” build up in its 396! It was worth all the driving because they have been married since 1993 and have two great sons, and she likes to take the Chevelle out for the occasional burn when Deeg is busy. Possibly because of all that driving, one of the wheel bearings seized while he was on his way to school. So he headed home in his sister’s commandeered car and with his Dad’s help, fashioned a “work around” to get the Chevelle home to the farm in Wynyard, which is so small Deeg had to mention it was near Raymore. Of course Raymore is so small you need to realize it is kind of the mid-point OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 11
New floors, new front fenders, new quarters, and a full new interior, from a kit from Parts Unlimited, Inc. out of La Grange, Kentucky, and installed by Deeg himself. Paint and some engine goodies made for a pretty sweet ride. The engine was treated to Magnaflow Headers, aluminum Edlebrock RPM intake manifold, and Holley 770 Street Avenger carb. He drove it like this until last year when Deeg decided some upgrades were needed. A Classic Performance Totally Tubular CPP front end was installed along with quicker “500 Series” steering box from Classic Performance Products. The front and rear now have fully adjustable shocks. The old TH400 was swapped in favour of a more highway-suitable, 4L80E 4-speed transmission, and a brand new Moser Engineering rear end with disc brakes that was for his 1970 Chevelle project was put under the ‘69.
sion kit which consisted of the complete front and rear tubular control arms and sway bars, four-wheel disc brakes, adjustable The old radio sits in its proper place but the glove compartment has shocks, rotors and spindles as well as a 500 series steering box. the real remote stereo tucked away for all to hear. An aftermarket tach sits proudly where one has sat since almost forever, and the This Chevelle Convertible was going to be awesome....but the well gas gauge is almost as big as the speedometer. needed to be replenished a bit, so a bit of a hold got put on the project and this is why the ‘69 Chevelle got the project car’s Moser This Chevelle, back when it was restored to stock, caused Deeg rear end and similar front suspension set up. The body and paint to decide he really did not want a stock car. He started building are still flawless as expected from a guy in the trade, but to further a resto-mod and began buying parts for his next project, a 1970 enhance the looks of a nearly perfect-looking ‘69, American Racing Chevelle Convertible. He finally bought one that was located Magnum 500 17-inch wheels were installed, with 7-inches wide up in Saskatchewan, originally from Ontario and rusty. Deeg was front and 8-inches in the rear. prepared to do the needed rust repairs, but the 1970 Chevelle was so bad, the whole windshield-surrounding metal was gone. Just after these photos were taken, Deeg installed a Holley Sniper Electronic Fuel Injection system to make the car easier to love. It is Working smarter not harder, Deeg bought a new Dynacorn body incredible the difference fuel injection can make over carbs, and now and started amassing an impressive collection of “go-fast’ parts. the drivability is improved so much, he better hide the wife’s keys if The desire to install a bad ass 454 was replaced when a near new he ever wants to drive it. The car just got back from a road trip to the 502 cu. in. mill was found for a great price. Starting with a bare only remaining indoor car show in Saskatchewan, and many trips frame, Deeg put extra supports in to handle some high horse- are planned for this beauty, and the occasional burnout, drag race power. He also installed the stage three CPP Pro Touring suspen- and runs on the “1/4 mile” tracks all over Saskatchewan.
12 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
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ROAD TEST: 2020 DODGE CHALLENGER WIDEBODY
Old-School Muscle Story and photos by Jordan Allan, additional photos courtesy of FCA Canada
the years, I still get very excited when I have the opportunity to spend time behind the wheel of one. There is just something about a big, loud, old-school, V8-powered rear-wheel drive, ith most of the automotive world focused on electrification two-door muscle car that is unlike anything else. Recently, I these days, it is refreshing to know that modern muscle got the opportunity to spend some time behind the wheel of a 2020 Dodge Challenger Scat Pack 392 Widebody and loved cars are still a thing, and are perhaps better than ever. every minute of it. Though I’ve driven a few different versions of each of the Chevrolet Camaro, Ford Mustang and Dodge Challenger over The car is powered by a 392 6.4L HEMI engine that makes 485 horsepower and 475 lb-ft. of torque and provides that throaty, deep, V8 sound that simply cannot be replicated. Sure it isn’t the 700+ horsepower Hellcat or Hellcat Redeye model, but there was a time when 485 horsepower was considered astonishingly powerful, and I can confirm that it still feels that way.
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My test model this time was paired to the 8-speed TorqueFlite automatic transmission rather than the 6-speed manual I have driven before and I have to admit, going in I was a bit skeptical. Sometimes high-horsepower cars are paired with automatic transmissions that simply can’t keep up to the engine and thus leaves a bitter taste in your mouth due to sloppy and slow shifts. This simply isn’t the case in the Challenger as the 8-speed does an incredible job of providing lightning fast shifts which can be controlled via the steering wheel mounted paddle shifters. Though it may be slightly not as fun as drop14 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
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ping down a gear and punching it in a manual transmission car, it is damn close and doesn’t effect performance in any way. The exterior of the car looks absolutely incredible in the Indigo Blue colour and the Widebody package that not only adds a great look on the outside, but also increases performance. The Widebody models are roughly 3.5-in. wider than the regular models giving you a wider stance and lower centre of gravity which is helpful in corners and during acceleration. Scat Pack badging is featured in a few different spots and overall, the Challenger, in my opinion, does the best job of all of the modern muscle cars of staying true to the late 1960s/early 1970s models that inspired it and really provides an old-school feel. Comfortable and supportive seats are found up front and in the back you’ll find a surprising amount of room that can fit two additional adults as long as they are not overly tall. The gauges have an old-school look to them and the flat-bottomed, thick steering wheel felt great. The Uconnect 8.4-in.
16 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
display is easy to use and features SRT performance pages with the car as I did, or set up a Custom package that gives that allow you to time your laps, edit the car’s settings, view you a bit more freedom to set it up as you see fit. performance-oriented gauges and change the drive modes. Although it is fairly capable, high-speed cornering is not where While Comfort or Normal modes are probably the ideal modes the Challenger truly shines as it is straight line acceleration of choice for everyday driving, I simply couldn’t help myself that is the true highlight. Whether you’re already rolling or utiand had it turned up to Sport at the very least, even venturing lizing the Launch Mode, which is initiated using the ‘Launch’ all the way up to Track when I found some open road. These button on the centre stack near the climate controls, when you modes alter the steering feel, throttle response and shift points really put your foot into it, the car instantly throws you back of the car and you can roll with the preset settings that come into your seat and provides an amazing sound from its big
OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 17
V8, which is something I can simply not get enough of. Breaking the back wheels loose is very easy, even in the automatic model, and adds even more fun into the mix. On top of the amazing acceleration, the car is just as comfortable as a highway cruiser with a decent ride and great overall steering feel and is fairly easy to manoeuvre around the city during everyday errands and tasks. The trunk is big enough for a set of golf clubs or a large hockey bag and as I mentioned, the rear seats have more than enough room for the kids. The car still has all of the safety and technology features you’d want including Apple CarPlay, A/C, Navigation, parking sensors and a backup camera, but in a very fun package when compared to everyday cars and SUVs. Driving a Hellcat Challenger is certainly on my automotive bucket list, but having now driven a couple of different 392-powered Challengers, I can say that it does sufficiently scratch the Muscle Car itch and provides an old-school feeling that can only be found with a car such as this. It looks, sounds and feels incredible and with an astested price of $71,560 ($52,495 base price for Scat Pack 392
18 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Widebody), that includes a Brembo brake system, aggressive 305/35ZR20 tires and outstanding 20x11-in. aluminum wheels, it also provides fairly good value when compared to other cars with similar specs.
Special Edition GTO
This Judge could also be bought - but few were Story and photos by John Gunnell In the mid-1950s, Jim Wangers worked for a man named Jack Stuart at Chevrolet’s advertising agency Campbell-Ewald. Stuart said that Wangers was a top-notch public relations genius, but he often spent more time talking to his drag racing buddies than completing his promotional projects. Stuart solved the issue by removing Wanger’s office phone until his assignment was done. Wangers then banged the project out overnight. In 1958, Pontiac General Manager “Bunkie” Knudsen told Jim Graham, an account supervisor at Pontiac’s advertising agency, MacManus, John & Adams, that he wanted to hire a “car guy” who liked cars. Wangers was a car guy and since he was a racer, he liked the idea of working for Pontiac, which was in the middle of building a performance image to attract younger buyers. Wangers’ interest in racing was a plus at Pontiac. In the fall of 1960, Wangers made headlines when he drove a 1960 Pontiac nicknamed “the Hot Chief” to a win at the National Hot Rod Association’s Nationals at Detroit Dragway. The car—sponsored by a performance-oriented dealer named Royal Pontiac—made a winning pass over the quarter mile in 13.92 sec. at 102.5 mph. That feat led to Wangers’ first meeting with John Z. DeLorean, who would go on to become Pontiac’s General Manager. In 1964, DeLorean, along with the Pontiac Engineering staff and Jim Wangers, conceived of the GTO as a $295 options package for the Tempest.
The Gallery (www.theautomobilegallery.org) displays the car as a Guest Vehicle. 20 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
When the GTO bowed in the middle of the year, a legend was born. The car was quickly dubbed the “GeeTO Tiger” and a rock and roll group called Ronnie & the Daytonas recorded a song “Little GTO’ that rose to the top of the charts. Wangers was tied into the record. He then discovered that the Thom McAn shoe
company was the number one buyer of air time on America’s Top 40 radio stations. So a second tie-in became a pointed shoe with a tire tread sole and GTO badge that was advertised as “Made to Fit the Tiger.” The release of the stripped-for-action Plymouth Road Runner named after a Warner Brothers cartoon character prompted Wangers and DeLorean to create the Pontiac GTO “The Judge” in 1969. Like the Road Runner, it was a factory hot rod with a popular name— in this case taken from the “Rowan & Martin Laugh-In”—a hit television show that coined the phrase “Here comes da Judge!” One of Wangers’ tongue-in-cheek advertisements for the new GTO model simply said, “The Judge can be bought!” The Judge lasted until 1971 and was a hit with enthusiasts, although it never sold in really large numbers. Bob Naturally, the full custom interior Cloud was the owner of U.S. Paper has Jim Wangers’ signature on it. Mills in DePere, Wis. According to Paul Faby of The Automobile Gallery in Green Bay, Wis., Cloud also owned a high-performance garage called Big Three Performance. Faby Cloud passed away in 2011. He was a devoted family man and said that while on a trip to Arizona, Cloud met Wangers and enjoyed golf and automobiles. Cloud was a generous, benevoover drinks, Cloud asked Wangers, “What if General Motors had lent person who supported many community causes through done The Judge right?” The two men decided to build a modern the Cloud Family Foundation. But it was his interest in muscle version of the GTO Judge with none of the restraints Wangers cars that led to his collaboration with Wangers and a number had to follow in the original car. of muscle car industry suppliers to create the Jim Wangers
The custom and functional Ram Air hood is made of fibreglass. OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 21
Signature Edition GTO in the 2009-2010 time frame. Big 3 Performance (www.Big3Performance.com) of Green Bay, Wis., did the job of recreating the iconic ’69 GTO “The Judge” as a modern interpretation of the original classic muscle car. It was an all-new vehicle from the ground up, built on a new chassis supplied by The Roadster Shop. The Jim Wangers Signature Edition GTO took styling cues from the original and combined them with contemporary technology. The stunning car was made available in limited production for performance enthusiasts or collectors.
Big 3 Performance used original Pontiac GTO bodies to construct the cars.
To fashion the Wangers Edition GTO, Big 3 used original Pontiac GTO bodies from the cowl back and added fibreglass components including a functional ram-air hood, an aggressive-looking front air dam, a ducktail-style rear deck lid spoiler and a flush bumper cover. Also at the rear were custom LED taillights and a blackout rear body panel. In addition to a custom grille and front-end treatment, the Jim Wangers Signature Edition GTO replaced the original, vacuumoperated GM Hide-A-Way headlights with electrically-operated headlights. Big 3 Performance also “souped up” the original Carousel Red Judge colour by adding a little gold pearl to make it pop a bit more. Under the ram-air hood was a Butler Performance 505-cid fuelinjected Pontiac IA2 iron block with CNC aluminum heads and a custom valvetrain (an aluminum block was optional). The big motor is backed by a Viper-spec TR6060 six-speed transmission and Ford nine-inch rear with 3.73 gears. Custom long-tube headers handled the exhaust. The custom RS chassis featured Corvette C6 front suspension components and big Wilwood disc brakes (six-piston calipers up front, four-pot models in the back). The GTO rolled on HRE three-piece Wangers Signature Series wheels, 19x10s in front
Cloud’s car was sold. It is now displayed at The Automobile Gallery in Green Bay. 22 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Hide-A-Way headlights were switched from vacuum to electric power.
and 20x12s out back. They were then-current knock offs of and described it as a “production-intent GTO with pearl-content original Pontiac Rally II wheels. Carousel Red paint, 20-inch ‘Rally II’ wheels and other iconic cues that make it a sure-to-be-hit among Pontiac fans.” Wangers The Jim Wangers Signature Edition GTO included a full cus- said he was “overwhelmed” to see his name on it. tom interior that was designed with appearance, comfort and functionality in mind. Up front were heated and cooled Recaro “The Jim Wangers Signature Edition GTO was the base for future leather seats. Matching custom rear seats were stitched up. product and performance parts,” said Paul Faby. “The project Full instrumentation was installed to give drivers critical per- never got farther than building the first car and road testing it. formance information at a glance. In addition to its many full After Cloud died the car went to his oldest son Walter. From there power features, the car incorporated a keyless entry system, it was sold to the new owners of Big 3 Performance. Today, the a high-level sound system, a touch screen navigation system only Wangers Edition ever built can be seen at The Automobile and air conditioning. Gallery (www.TheAutomobileGallery.Org).” With his long history in automotive public relations and promotions, Jim Wangers put the car named after him on display in the middle of October 2009 at his company headquarters in Oceanside, Calif. and invited the automotive press to come and see it. Anyone wanting a test drive could arrange one through the Big 3 Performance Website.
Under the ram-air hood is a Butler Performance 505-cid fuel-injected Pontiac V8.
“This is the car Pontiac should have made but didn’t,” wrote Arizona Driver magazine in its November-December 2009 issue. Muscle Car Review’s February 2010 edition described the Jim Wangers Signature Edition GTO as a car that was “stunning and available in limited edition for the well-heeled performance enthusiast or collector.” In January 2010, High Performance Pontiac magazine reported that the Jim Wangers Signature Edition GTO had made its debut at the 2009 Ames Tri-Power Nationals on Aug. 8-10 OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 23
Seasonal Safety Service
Story and photos by John Gunnell
systems didn’t appear until the late ‘60s. On older master cylinders, remove the cover and look to see that fluid is within a ¼ inch from inter means “downtime” for muscle cars and provides their the filler opening. On later cars with see-through reservoirs you can owners with the extra hours needed to give them a good safety check the fluid level against the mark molded into the plastic. check. If you take care of your steering, brakes, exhaust and other Many shop manuals recommend Delco Supreme 11 or DOT-3 mechanical systems during winter, your muscle car will be ready to brake fluid. Michael Jonas of Stainless Steel Brakes Corp. (www. roll when it warms up and the snow melts. ssbrakes,com) says DOT-3 absorbs water. “The proof is it will make Safety service on muscle cars begins with lubrication of the steering your fingers look like prunes,” he says. “When DOT-3 turns brown, linkage, transmission linkage, parking brake assembly and accel- it has water and dirt in it—get rid of it.” erator linkage. Your local parts store can supply the lubricants you’ll need. Products like special Axle Oil and Positraction DifferBryan uses a squeeze bottle to get oil ential Additive may be required for muscle on the transmission shift linkage. cars. Clayton Balmes of Lefthander Chassis (www.lefthanderchassis.com) in Roscoe, Illinois, is an expert on specialty lubricants and hot rod oils.
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Balmes says a regular water resistant EP chassis lubricant is what you need to lube the steering linkage. Lubrication of the shift linkage is another job. If the linkage breaks or binds, you’d be unable to control the car. Grease the shift linkage and the contact faces of floor-mounted manual gearbox control levers. Lubricate parking brake cable, cable guides and operating links and levers. The carburetor stud and lever and accelerator pedal lever are lubed with engine oil. Balmes says to check the brake master cylinder fluid level, especially if your muscle car has a single-chamber system. Dual-circuit 24 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Jonas says DOT-4 fluid is “really good.” New high-temp DOT-4 absorbs very little moisture and takes high heat. If your system currently has DOT-3, you can siphon it out of the master cylinder. “Then pour in the Dot-4 and just crack the bleeder screws until all the DOT-3 flows out,” says Jonas. He also warns that nothing other than brake fluid should be installed. “I hear guys saying that alcohol will ‘wipe out’ the system, but all it will do is blow the seals up like balloons.” Jonas doesn’t like DOT-5 (silicone) brake fluid for anything other than daily driving. “If you drive your muscle car fast, DOT-5 fluid warms up, so your pedal will be really hard one minute and go right to the floor the next,” he says. Top off power steering fluid. If the fluid is about 150-degrees F., the level should be between the “hot” and “cold” marks. If cold (70degrees F.) it should be between the “Add” and “Cold” marks. Top off power steering fluid, but it doesn’t have to be changed. Fill the windshield washer reservoir with fluid. If you drive the car in cold weather, change to a windshield washer fluid that won’t ice up. Rotate tires for more uniform wear. Rotation patterns have changed, so follow the advice in your factory owner’s manual. If you have none, plan on 6,000- to 8,000-mile rotation intervals or rotate if you see uneven wear. The first time is critical. If you notice uneven wear, check alignment or look for problems. The pressure of the air in your tires is an important safety factor. Do not assume that modern tires, even if they look old fashioned, should be inflated the same as old tires. Check sidewall markings or ask the company you bought the tires from for the correct inflation pressure. Know the recommended cold or hot readings so you can get accurate readings whether you’re home or on the road. Check tire condition. Look for excessive wear or damage. Look for bent or cracked wheels. Use a torque wrench to ensure all wheels are tightened to spec. If your muscle car has drum brakes, check
Check condition of complete exhaust system. This one was OK.
Lubricate the carb linkage, especially with multi-carb induction. OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 25
for looseness, damage or missing parts in the steering system and suspension. Check brake and fluid lines for damage or leaks. Look for crooked or stripped fittings. Look for lines that are loose or nearly rubbed through. Check for rust. Check belts. A broken belt could strand you in an unsafe location. Check for proper tension. If you see wear, cracks or signs of frayed rubber, replace the belt.
Bryan Herndon uses power greaser to lube ’67 Corvette steering linkage.
Check and adjust your parking brake, especially on stick shift cars. A factory shop manual or general repair manual covering your model year will give detailed instructions for the proper adjustment. Do not pull up or push down on a parking brake actuator with more than normal force. This can damage the parking brake or cause it to become stuck with the braking action on.
Check the throttle linkage for damage or missing parts. Any issues with the linkage could cause interference or binding and, in the brake adjustment following the procedures outlined in the fac- a worst case scenario, make the throttle stick open causing you to tory shop manual. If you cannot get a good adjustment, your brake lose control of the car. linings are worn beyond limits and must be replaced. If the car has (Special thanks to John Bergstrom, Jim Wagner, Bryan Herndon, Bill disc brakes, see if the pads are worn or if the rotors are scored. Turney, Michael Jonas and Al Wagner for their help with information Good disc brake pads and rotors work for regular driving. If your and photo arrangements.) muscle car pushes a bit or slides when you brake, the pads are worn or the rotors are getting smooth. Some mechanics may turn the rotors, but this thins the rotor and reduces service life. A wellmaintained rotor should last as long as the car. Be sure your pads don’t go all the way down to the bolts and hit metal. Usually, you’ll hear noise if this happens. A rotor absorbs heat, but it can’t do this if it’s thinned out. Cheap brake pads eat rotors up early. In fact, discounters will sell cheap ones because they know you’ll be back soon for a complete brake job. Racing type brake pads may sound cool, but some will eat up rotors if used for street driving. No one type of brake pad is good for all applications. The ideal combination is a hard rotor and soft pad and hard rotors are a function of good metallurgy, not design. Hard rotors are shiny and low-grade rotors are dull.
Rock both ends of car lightly before checking spring/ride heights.
Check your exhaust system, including the catalytic converter (1973 and later). Look for broken, damaged, missing or out-of-position parts. Also inspect for open seams, holes, loose connections or other conditions that could cause a heat build-up in the floor pan and let exhaust fumes enter the car. Telltale signs of a leak into the passenger compartment include dust or water inside the car. If you replace the muffler, replace the exhaust pipes and resonators behind it, too. Check your muscle car’s front and rear suspensions. Look for sagging leaf springs. Mike Eaton at Eaton Detroit Spring (www.eatondetroitspring.com) is the expert in this department. He can help you with your muscle car spring problems. Check riding height to see if either of the front coil springs is weak. Look 26 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Open reservoir to check brake fluid level. Note use of fender cover.
“Mac” McKellar is the third from the left of the Pontiac engineers standing for the 1971 Pontiac Inventor’s Presentation. He was recognized for inventing an “induction air heating means.” Jay Wetzel is to his right and chief engineer Stephen Malone is standing on the right with one of the awards. - photo-credit John Sawruk
Big Mac to Go Malcom “Mac” McKellar spent over 40 years as Pontiac’s engine designer Story by John Gunnell
neer for Pontiac Motor Division. During this period, he helped develop high-performance V8s and two unique Tempest series ontiac engine designer Malcolm “Mac” McKellar passed engines. The Tempest power plants were called the “Indy Four” away on April 9, 2011 in Florida. McKellar, who was 90 and the overhead cam “Sprint Six.” years old then, suffered a stroke and died shortly afterwards. When Pontiac started in 1926, its first chief engineer Ben AniWhen he died a big part of muscle car history passed away. bal was known as an engine wizard and set a tradition for the If you are into Pontiac performance engineering of the late company’s engineers to follow. However, his successor George 1950s or early 1960s, the name McKellar is probably familiar Delaney, who took the job in 1947, wasn’t an engine specialist. to you. Malcolm R. “Mac” McKellar spent over 40 years of his When market pressures forced Pontiac to start developing its life—between 1941 and 1982—working as a staff motor engi- first postwar V8 engine, Delaney called on Mark Frank, a staff engineer on engines, to supervise the project and uphold the tradition.
P
Frank had two assistants who worked closely with him: Clayton B. Leach and Edmund L. Windeler. Leach held an A. B. degree in mathematics from Park College and then attended the GM Institute from 1935 to 1937. He joined Pontiac in 1937, the same year Mac McKellar came aboard GM. Windeler earned his B.S. degree in mechanical engineering from Virginia Polytechnical Institute in 1936, the same year he joined Pontiac as an engineering test driver. He was appointed supervisor of the company’s Power Development Section in 1945.
In the early ‘60s,” Mac” McKellar was turning out hot cams and other engine goodies for cars like this ’62 Catalina convertible. His engine designs helped Pontiac get a firm hold on third rank in industry sales. - photo-credit GM Media 28 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Mac’s father—Charles McKellar—worked for General Motors as a foreman at the GM Proving Ground in Milford, Mich. His son got to see some of the cars he brought home and must have been impressed by the Pontiacs, as he bought a used 1937 Pontiac as his first car. It cost the princely
sum of $300. After finishing high school, Mac became a student at the GM Institute and he landed a job in the engine design department in 1941. During World War II, he was drafted into the army, but he returned to his Pontiac job after a 22-month military stint. In the early postwar years, Pontiac stuck with L-head sixes and eights longer than everyone else except Packard. However, with the success of the Cadillac, Oldsmobile and Buick V8s, the in-line engines were hurting Pontiac sales. The company was interested in developing a V8 engine and Mac was the man to do it. McKellar once told the author that the original plan was to have him design an L-head V8, since that type of engine had fewer parts and was simpler and cheaper to make. Fortunately, experimental flathead engines didn’t breathe as well as overhead valve V8s, so overhead valves got the final nod at Pontiac.
The concept of a Pontiac overhead cam six came out of the Pontiac advanced engineering section run by DeLorean (shown), but it was McKellar who got the job of drawing up the actual production version. - Photo credit GM Media
The late John Sawruk, Pontiac’s Official Historian, used to publish hidden facts about the Pontiacs and one of his favourite hidden facts was that the 1953 Pontiac frame has holes in it for mounting a V8 engine. Mac McKellar confirmed that there were plans to use the V8 in 1953, when he spoke to Jan Norbye and Jim Dunne for their book Pontiac The Postwar Years. “It was postponed partly because of design and production problems and partly for economic reasons,” he told the two writers. “We could have had it out sooner, but the feeling was that we had to produce an engine that was economical to build and try to be competitive on price in our segment of the market, as it was envisioned at that time.” Mark Frank had McKellar design an engine using a wide bore and a short stroke, which was the format GM divisions seemed to prefer in the ‘50s. According to a presentation called “New Pontiac V8 Engine” that Leach and Windeler made at the SAE Golden Anniversary Meeting in Detroit on Jan. 12, 1955,
“Pontiac Motor Division of General Motors hereby decrees the honorary title of Doctorate of Engines Emeritus be conferred on Malcolm R. McKellar in recognition of his proficiency in the engineering of automotive powertrain systems,” says the certificate Jay Wetzel is presenting to Mac. – Pontiac Product Engineering
McKellar played a big role in engineering the original 1967 Firebird, a car that was offered with both his overhead cam six and his Ram Air V8. Mac always said he enjoyed working for Pontiac during the division’s performance years.
OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 29
McKellar had four main objectives in his engine design: (1) Outstanding performance with assured adaptability to future fuels; (2) Proven durability, equalling or exceeding its predecessor (the Pontiac L-head straight eight) in all respects; (3) Ready adaptability to displacement increases without major tooling changes and with no compromise to engineering function; and (4) Overall simplicity of design for complete ease of manufacturing and convenient servicing. The original 287-cid Pontiac V8 was offered in 173-, 180-, and 200-hp options. In 1956, it became the 317 V8 with up to 227 hp. The basic 1957 Pontiac V8 was the 347, but a new 370 fuel-injected V8 was used in the ’57 Bonneville convertible. The 370 was then used in all 1958 models and, in 1959, it became the legendary 389, which came in a bunch of “flavours” up to Tri-Power. By 1959, Elliott M. “Pete” Estes had taken over as head of Pontiac Engineering. He reorganized the section, making Mark Garlick executive engineer. H.R. Field was chassis engineer and John P. Charles held the title assistant chief engineer in charge of testing and reporting. On the engine side, Ed Windeler was design supervisor and Clayton B. Leach and Mac McKellar were design engineers. John DeLorean was in charge of advanced engineering. In 1983, Pontiac Motor Division Product Engineering published a 75th Anniversary hardcover that included this page recognizing Malcolm R. “Mac” McKellar as the “Mastermind of the GTO V8 engine.” - Pontiac Product Engineering Dept. Book
McKellar’s aforementioned “Indy Four” was made around this time by cutting the 1959 Pontiac 389-cid engine in half. In fact, in one early test, McKellar simply put large holes in a 389 V8’s four left-bank pistons and disconnected the valve train parts for those cylinders. Even after those changes, the big Pontiac
McKellar’s engine wizardry was instrumental in turning Pontiacs like this 421-powered Super-Duty Tempest into winners at drag strips across America. Racers from Fireball Roberts to Mickey Thompson relied on his designs. 30 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
a 0.52-inch lift and 306/320 intake/exhaust valve duration. Later, the cam profiles of the No. 10 were modified for use in combination with hydraulic valve lifters. McKellar-cammed cars tore up quarter-mile strips all across America, as well as a good number of circle tracks. During 1962, J.L. Meador campaigned a Super Duty Catalina hardtop sponsored by Van Winkle Pontiac, of Dallas, Texas. This “Poncho” was equipped with a 421cid 373-hp firebreather with dual NASCAR-type quad carburetors and a McKellar No. 11 camshaft. Clocking 105.75 mph and a 13.59-second elapsed time, the It was said that Pete Estes could ride a car with a blindfold on and pick Waggoner-Meador-Van in out its problems and shortcomings. In Estes took advantage of McKelWinkle Pontiac tore up 1959, lar’s innate talents and made him his stock competition in engine design engineer. - GM Media no uncertain manner. Fireball Roberts took the Daytona 500 with a McKellar No. 11 cam under his hood.
McKellar arrived at Pontiac long before “Bunkie” Knudsen came aboard in 1957. “Mac” worked on Pontiac’s first overhead-valve V8 that was introduced for model year 1955. - Photo credit GM Media
Since the Indy Four lacked the power desired for the larger Tempest coming out in 1964, Mac McKellar began work on a new in-line six. He designed an advanced overhead cam six, but GM didn’t allow enough time to fully develop and test the engine. The 1964-1965 Tempest did offer a six, but it was basically a Chevrolet overhead valve engine assembled in Pontiac factories. It was not an exciting engine, but Mac did get to hot rod the 389 for the 1964 GTO.
that the altered engine was in could hit 92 mph and register John Z. DeLorean was a big fan of exotic imported cars and the original design for a Pontiac overhead cam six was sparked decent gas mileage. by his advanced design group. The design was then given to Norbye and Dunne documented some of the struggles McK- Mac McKellar for further development and production design ellar encountered in getting test versions of the four-cylinder engine balanced. He must have done okay with the job, since the car got good reviews in Motor Trend and Pontiac sold enough Tempests to move the division into third rank in total auto industry sales. It was the best Pontiac had ever done and hopefully Mac McKeller got a raise. McKellar grew famous among racing fans and muscle car lovers for his design of 12 special and exotic racing camshafts for Pontiac’s factory-built race engines. With his help, Pontiac Catalinas finished 1-2-3 in the 1961 Daytona 500, setting a new record for the race with a winning average of 149.601 mph. “Back at the factory, Mac McKellar was turning out new and hotter cams faster than if his middle name was Isky,” says Jim Dunne and Jan Norbye in their book. Each of these cams was well-known to enthusiasts by the designer’s name and the number that followed. For example, the McKellar No. 6 cam, of 1961, was a fairly mild type with standard lift, but intake valve duration was extended to 283 degrees and exhaust valve duration was 293 degrees. The McKellar No. 7 cam, released the same year, was a bit wilder. It had a 0.414-inch lift, 301 degrees intake duration and 313 degrees exhaust duration. It was known as a more temperamental design, but drag racers were concerned as much about driving a high-strung automobile as they were about going fast. And Mac knew how to make Pontiac engines go fast. The “King of the Drag Strip” for ’61 was the McKellar No. 10 cam designed for applications with solid valve lifters. It offered
Mac’s work on experimental overhead cam Pontiac V8s was honoured inside and on the cover of the March 1968 issue of Hot Rod magazine. OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 31
McKellar also helped create later Pontiac performance mills, including HOs, Ram Airs and the Super-Duty 455 for 19731974 Formulas and Trans Ams. As Pontiac chief engineer Jay Wetzel noted in 1982, “Mac was the engine architect who led us through Wide-Track, GTO, Tri Power, 400, 421, 455 and Super Duty, followed with 301 and 155 (2.5L) engines.” When Mac McKellar retired from Pontiac on June 25, 1982, over 160 Pontiac executives, engineers, production experts and supplier reps appeared at his retirement party. Guests in attendance included such people as Jay Wetzel, Bob Newill, Russell Gee, Skip McCully, Steve Malone, Dimitrie Toth, Mike Hicks and the author of this article. Jay Wetzel, who was Pontiac’s chief engineer between Sept. 1, 1982 and June 1984, presented Mac with a certificate. It started with the wording, “Pontiac Motor Division of General Motors hereby decrees the honorary title of Doctorate of Engines Emeritus be conferred on Malcolm R. McKellar in recognition of his proficiency in the engineering of automotive powertrain systems.” George Tozar also read letters of appreciation from Clayton Leach, and two former Pontiac general managers that McKellar had worked under, Estes and DeLorean. Bob Dorn, who was Pontiac chief engineer then, said, “Those who have been touched by Mac during their professional careers are very lucky.” At the close of ceremonies, Mac took the podium and announced that he planned to spend his new found leisure time in the restoration of a 1962 Grand Prix and a year later a Pontiac Bonneville with the 421 HO V8. “As you can tell,” he said. “Old hot rodders never die; their top speed just declines a little.” work. McKellar knew that eliminating push rods and rocker arms would give him more ponies at high rpms with adequate torque throughout the speed range and with smooth idle characteristics. The overhead cam six was so exciting and so well-received that Pontiac had Mac develop some experimental overhead
In his book Glory Days ex-Pontiac ad man Jim Wangers (right) says McKellar was a member of the Super-Duty group at Pontiac. Their job was to make Pontiacs win on the track. Wangers mentions having lunch with the group. cam V8s, too. “Exclusive: Pontiac’s overhead cam V8s, “ said a headline above the banner of the March 1968 edition of Hot Rod magazine. “Pontiac’s McKellar reveals why OHC V8s may soon be production engines,” read a cover blurb next to a picture of Mac behind a very exotic-looking power plant. 32 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
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Story by John Gunnell
T
Drags
Robert Cole is used to doing things big. His North Shore Towing & Recycling is a family owned and operated firm that has diversified into a wide array of services like towing, auto wrecking and recycling, used auto parts and used car sales. North Shore is a place to get “hooked on cars”—a one stop shop for Illinois and Wisconsin residents.
he Cole family is nuts about nostalgia drag racing. Robert, David and Courtney Cole share driving chores on two really crazy drag racing machines called “Pure Insanity I” and “Pure Insanity II.” The first car is a ’65 Chevy Nova big-block. “Pure Insanity II” is a ‘32 Austin Bantam roadster that also has a big-cube motor. Both cars Also big are the Reher-Morrison-built big-block Chevy V8s that are big hits with nostalgia drag racing fans. Cole stuffs into his dragsters. The 509-cubic-inch monster “mills” have pushed the Nova down the quarter mile in 9.27 seconds at 142 mph, while the lighter fibreglass-bodied Bantam replica turns an 8.15-second quarter mile at 150 mph.
We ran into Cole, his son David, his daughter Courtney and their friend Mark Pappas at the Muscle Cars and Corvette Nationals in Rosemont, Ill. All three family members pilot the Pappas-Cole Motorsportssponsored drag machines. “We all race together at Great Lakes Dragaway in Union Grove, Wis.,” said Bob. “We all belong to the Midwest Gassers. It’s a family thing for us; we’re out almost every weekend with the car.” Cole had John Beyer, who originally turned the Nova into a drag racing car, make most of the recent changes to it. North Shore Towing’s motto is “Get Hooked” and the Cole family really is hooked on fast cars. 34 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
As the name Insanity I indicates, the Nova was Cole’s first racing car. It was built into a racing car back in the ‘60s, when it competed at U.S. 30 Dragstrip with small-block Chevy
V8 power. Back then the car was painted white and called “Night Life.” The car was originally built by John Beyer and John also did a lot of the updates seen on the car today at his ChicagoOak Lawn shop. “I just loved the look of the Nova,” Cole recalled. “I loved the nostalgic part of it, too. We were looking for an interesting race car so we could go out with the guys that want to keep the gasser thing going.” Gassers were the cars that were popular in drag racing, before the more modern, nitro-fuelled funny cars arrived. During that transition period in the ‘60s, the gassers fought to stay on top and drag races of that period that pitted the two types were labelled “gasser wars.” David and Bob are listed on car show signs as the drivers of the Nova and Courtney and David take turns piloting the Bantam. The Nova is what’s called a “straight axle” car, since it has an I-beam style front axle and a front end that sits up high. It uses a special DRC Turbo 400 automatic transmission and a Strange (that’s the brand name) Ford nine-inch rear axle. The Bantam has an Ultra-Bell Powerglide two-speed automatic transmission and the same type of rear axle as the Nova. It is what’s called a “hard tail” car with no suspension at all.
and it was already in that configuration when we bought it. And, yes, I am going to keep it forever.”
Courtney Cole chimed in, “The car is his baby.” The family has taken the two cars to dragstrips throughout the Midwest “We went to two Good Guys Shows,” said Courtney. “And we’ve been to other dragstrips like Cordova, Route 66 and Highway 41.” Bob Cole says that he and his team are really happy with the car. “We have a lot Cole has been a car nut since he was a teenager. He still owns a of fun with it and the crowd always loves it.” 1966 Corvette that he’s had since he was 17. He says he’s, “Car crazy and the Insanity runs in the family.” Cole took ideas “from here Cole said that interest in all types of nostalgia drag racing continues to grow. “The gassers are coming back, the pro stocks are coming and there” for his cars. back and the nitro front-engine dragsters are all the rage again,” he The Nova was pretty much together when he bought it. “Still, we noted. “Don Garlits was at the Good Guys events and they also had changed a lot of things,” he explained. “It had a 12-bolt Chevy rear a cackle fest for the old cars, besides really racing the modern ones and we put in the Ford nine-inch instead. We put in rear disc brakes, that are up to National Hot Rod Association specs. It’s all coming a different straight axle and different springs. I wanted a racing car back in a huge way and our family is really enjoying it.”
Bob Cole, who operates North Shore Towing in Chicago and Evanston, Ill., races two nostalgia dragsters with his family. His Insanity II is on the left and Insanity I is next to it. Their slogan is “Pure Insanity - It Runs in the Family.” OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 35
Crowd Pleaser
Gus Woods’ 1935 Ford Pickup Story and photos by Cam Hutchins
S
ome Hot Rods are built by fellas that took up the hobby as kids when keeping the rides running was as important as having a cool car. Gus Woods of Surrey, B.C. sort of got it backwards, by buying a project car when he was already an upstanding adult. He had his pick of a few cool cars to buy in the mid ‘60s in Saskatoon, including a ‘33 Ford, but opted for a 1931 Oldsmobile Coupe because it actually ran! He drove it a bit before parking it with the idea of Hot Rodding it. Life and family took precedence, but he still drove a bunch of cool cars including Pontiac Grand Parisiennes and a few big-block Dodges as family cars. Fast forward four decades and after retiring, he turned his attention towards the Hot Rod Olds. He hooked up with a family in L.A. restoring a 1931 Olds Patrician. He sold them all the stock parts he was stripping off the Olds and they sold him some parts that had been chromed on the Patrician that were not supposed to be chromed. After licensing the Olds with ICBC, he finds out it is one of only two ‘31 Olds Coupes in B.C. Now that the Olds was done, he set his sights on a Hot Rod Pickup, a 1935 or ‘36 Ford to be exact. Before he actually finds one, the family from L.A. suffers a tragedy with the husband passing away, and they really want the unfinished Patrician to go to Gus. So after finishing off the four-door Olds, it is Hot Rod truck time and he finds the perfect candidate just south of his Surrey home in Stanwood, Washington. A bit of haggling and a few visits later, a deal was struck with the highly motivated seller. The 1935 Ford truck was in pieces, but had been in the process of being turned into a Hot Rod, so it came with a 36 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
boxed stock frame, a Chevy 305 V8 and TH350 auto transmission from a 1987 Camaro, with a rear end out of a 1975 Maverick. The Camaro Tuned Port Injected 305 cu. in. had been “chipped up” with a 1991 Corvette Computer and provided plenty of power. He rolled the chassis onto a trailer and threw all the rest of the trucks parts into a truck and hauled her home. The project was progressing very well until fate threw a curve ball and another four-door dropped in his lap.
months and the engine lubricated and turned over.....for 40 years! The Hot Rod Truck project got put on hold while the Monarch got put back on the road. According to the sales literature of the era, the “Swift Sure Power Brakes, they do one-third of the work of stopping for you!” were first offered on the Monarchs in 1953 and used a leather diaphragm that was prone to cracking with age and causing problems bringing the heavy car to a stop. Woods added a modern dual master brake booster for the four-wheel drum A fellow in Vancouver bought a 1955 Mercury Monarch brand brakes and it does stop....like a big heavy car with drum brakes. new from Brown Bros in 1955 and when he got his new 1973 Lincoln, he parked the Monarch in his heated garage. Not just Now, work on the Hot Rod Truck began again and actually proabandoned, the car had its spark plugs removed every three gressed nicely. The original Mustang II front end was supplied with
38 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
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Pinto springs that provided the wrong ride height, and new springs were installed. The front brakes are discs while the rear drums from the Maverick rear end were kept. The power steering booster was from a Corvette but was too high of pressure causing the handling to be skittish. Russ Jenvey had the same problem with his Chevy Coupe and mentioned a kit allowing the lowering of the booster pressure for better steering characteristics. The box was sold to a fellow Carnut in Edmonton, and a new box and floor were ordered from the Old Car Centre in Langley. The truck was reassembled by Woods and his son and the truck was painted by Rick at Old Time Garage near Chilliwack. The choice of colour is a one-year-only Corvette colour, 1967 Corvette Goodwood green metallic. Most of the bright work was provided by Bob Drake. To complete the look, he went with painted deep wheels with beauty rings and dogdish Ford centre caps. The front are 215x75 15-in. with 3-in. offset, with 235x75 15-in. and 3.75-in. reverse wheels in the rear. The interior was looked after by Russ Jenvey and is trimmed in Vintage English Toffee vinyl that no matter how wrinkled it gets from being sat on, it smooths out to look new after a couple of minutes. The seats are from a 1987 Jaguar that were reworked for height but have lumbar support and work perfectly. The headliner, carpets and seat belts are colour matched to the seats and door panels. The dash is stock with the addition of turn signal indicator lights above the new set of gauges from the Omega Kustom Instruments Company. The stock centre panel with headlights and ignition switch was restored and retained. The stock steering wheel is used and mounted on a Limeworks steering column. There is a Bose sound system mounted below the seat with speakers mounted behind the seats in the back corners of the cab. Finished in 2017, the truck won “Best Truck” on its first trip to The Greater Vancouver Street Machines Car Club Car Show at the Jolly Mac Pub in Surrey. The truck has been to many shows locally and has not ventured out of the Lower Mainland, but has proved to be a “Crowd Pleaser.” The truck’s only problem is being part of a pretty cool collection of cars that all need to be driven!
40 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
PARTS STORE LMC Truck’s Power Steering Gear for 1968-72 Ford F100 and F250 LMC Truck’s New Power Steering Gear for the 1968-1972 Ford F100 and F250 pickups are made to eliminate your truck’s wandering due to a defective steering gear which can often happen for trucks of this vintage. The new gear is completely brand new and not rebuilt and restores the original steering performance back to your truck. The gear fits into the space left by the factory part and functions exactly like the original equipment. For more information please go to www.lmctruck.com
Maradyne’s 11-Inch Champion Series Fan Maradyne’s 11-in. Champion Series fan features a low-profile, reversible ‘S’ blade design with a 130-watt motor and is one of the lowest profile, high-performance reversible fans on the market today. The sealed motor is dust- and water-resistant and the S-blade design allows it to work as a puller or pusher fan. The all glass-filled nylon construction includes four 90-degree mounting feet and a nylon tie kit as well as locking mating pigtail connector and rubber spacers for proper spacing off of a heat exchanger. An optional bracket is sold separately. For more information please go to www.maradynehp.com
OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 41
TECH: NEW PRODUCTS
Holley Releases Coyote Engine Swap Oil Pan Holley’s new Coyote oil pan design maintains the oil capacity of a stock Mustang Coyote oil pan to ensure adequate supply in all street performance and factory-stock type racing applications. The new design utilizes a stock Coyote engine gasket and baffle assembly to provide factory-like sealing and windage characteristics. The low-profile pan geometry permits Coyote engine installation on stock 1984-2004 Mustang Kmembers and is compatible with Hooker Blackheart and other brand Coyote swap headers for 1979-2004 Mustangs. For more information please go to www.holley.com
Procar’s Pro-90 Traditional Reclining Front Seats Procar’s Pro-90 front reclining seats offer a vintage look that is ideal for restoring old muscle, vintage, exotic or kit vehicles. They provide a classic look that will complement most muscle cars and are made using your choice of vinyl, velour and leather or a combination of vinyl and velour. They are available in a few different colour options including beige, black, red, grey and white to complement just about any build. For more information please go to www.procarbyscat.com
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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 OCT/NOV 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
Advertiser Index
Great Canadian Oil Change--------------------------------------24 360 Fabrication ------------------------------------------------- 37 All Parts Trailer Sales ------------------------------------------- 45 B&W Insurance ------------------------------------------------- 15 Barry-Hamel ----------------------------------------------------- 39 CAM Oils --------------------------------------------------------- 45 Canadian Hot Rods --------------------------------------------- 43 Classified Motorsports ----------------------------------------- 41 Colby Valve ------------------------------------------------------ 45 G&M Trailers ---------------------------------------------------- 45 Golden Leaf Automotive -----------------------------------------7 Good Vibrations ------------------------------------------------- 27 Ididit ----------------------------------------------------------------5 Jellybean AutoCrafters ----------------------------------------- 45 KMS Tools ------------------------------------------------------- 19 Kool Coat -------------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 33 Maradyne ----------------------------------------------------------3 Michael Irvine --------------------------------------------------- 13 Mopac Auto Supply - ------------------------------------------- 47 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 45 Westar Trailers -------------------------------------------------- 45
44 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2020
Kooks Super Street Series Headers for 2005-2020 Chrysler LX/LD Platform 5.7L HEMI Applications Kooks has recently launched its Chrysler LX/LD Super Street Series headers for 5.7L HEMI application, made from 304grade stainless steel with 3/8-in. thick flanges, heavy-duty 16-gauge primary tubes and Kooks patented scavenging spikes. The two-bolt flanges and formed balls connect to the OEM catalytic converters which allows for a bolt-on installation. The headers come complete with all installation hardware and required gaskets and are available for the 2005-2020 Dodge Charger, 2009-2020 Dodge Challenger, 2005-2009 Dodge Magnum and 2005-2020 Chrysler 300C. For more information please go to www.kooksheaders.com
Ididit’s Pro-Lite Straight Steering Column for 1967-68 Camaro Ididit’s Pro-Lite Straight Steering column is an innovative, lightweight column that is custom built to fit the 1967-68 Chevrolet Camaro. The steering column weighs less than 6 lbs. which is half the weight of a standard Ididit column and much lighter than typical OE columns. Loaded with all of the comforts found on a typical steering column including four-way flashers, horn wiring, wiring plug and a 1-in. 48 lower shaft, the column also collapses a full 5-in. for enhanced driver safety. For more information please go to www.ididitinc.com
OCT/NOV 2020 MUSCLE CAR Plus MAGAZINE 45
READER’S RIDES 1969 AMC Javelin
Andy Klimke bought his 1969 AMC Javelin 36 years ago and estimates he is likely the fourth owner. The car was originally built in Kenosha, Wisconsin and delivered to a dealership in Stratford, Ontario where it was purchased by the original owner on December 2nd, 1968. It still boasts the original P71 Hunter Green Metallic colour with a charcoal interior, 290 2bbl engine, floor-shift automatic transmission, disc front brakes and dual-exhaust. Add-ons include a rear trunk spoiler, roof top spoiler, AMX grille, rear bumper guards and 15x6 slot-style wheels with 205/65R15 tires up front and 215/65R15 tires on the rear. The Javelin also features bold, flat-black twin hood scoops for an extra aggressive look.
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 OCT/NOV 2020
KEEPING GENERATIONS ON THE ROAD
TRUCKS ARE A LIFESTYLE ... LMC TRUCK HELPS YOU LIVE IT! Mariah’s dad bought this truck in 1978 and she started driving it because she ŚĂĚ ĂůǁĂLJƐ ůŽǀĞĚ ƚŚŝƐ ƚƌƵĐŬ͘ tŚĞŶ ŝƚ ǁĂƐ ƟŵĞ ƚŽ Įdž ŝƚ ƵƉ͕ ƐŚĞ ǁĂƐ ƚŚĞ ŽŶůLJ ŽŶĞ interested ... they got the LMC Truck catalog and went to work. ͞ ůŽƚ ŽĨ ŝƚ ŝƐ ďĞŝŶŐ ĂďůĞ ƚŽ ƐƉĞŶĚ ƟŵĞ ǁŝƚŚ ŵLJ ĚĂĚ͘ /ƚ ŚĂƐ Ă ůŽƚ ŽĨ ŵĞŵŽƌŝĞƐ ŝŶ ŝƚ͘ /ƚ ǁĂƐ ƚŚĞ ĮƌƐƚ ƚƌƵĐŬ / ĚƌŽǀĞ͕ ƚŚĞ ƚƌƵĐŬ ŵLJ ďƌŽƚŚĞƌ ǁĂƐ ĚƌŝǀŝŶŐ ǁŚĞŶ ŚĞ ǁŽŶ ŚŝƐ ĮƌƐƚ ƌŽƉŝŶŐ ĂŶĚ ƚŚĞ ƚƌƵĐŬ / ǁĂƐ ĚƌŝǀŝŶŐ ǁŚĞŶ / ŐŽƚ ŵLJ ĮƌƐƚ ĚĞĞƌ ͘͘͘ It’s Everything” Get your FREE CATALOG at LMCTruck.com
Chevy/GMC 1947-13 Ford 1948-16 Dodge 1972-15
LMCTruck.com 800.562.8782
