Muscle Car Plus October/November 2022

Special Edition Springs

Introducing, Eibach Special Edition performance suspension systems. Each component is carefully designed and crafted to retain the look, fit and finish of the factory equipment with the benefit of Eibach’s legendary performance technology. Engineered and tested to work perfectly with the factory electronic/standard damper systems, the PRO-KIT increases steering response and improves vehicle dynamics for a sporiter, more balanced feel. Additionally, the reduced height eliminates excessive ground clearance and fender gap giving the Corvette C8 the look it deserves.

STARTING LINES

Ford Officially Unveils All-New, Seventh-Generation 2024 Mustang

Ford’s Mustang is one of the most iconic vehicle nameplates out there today and it’s always a big deal when it undergoes a major change, as it will for 2024 with the introduction of its seventh-generation. This version of the Mustang will be the most technologically advanced ever and features a fighter-jet inspired cockpit with two flowing and curved displays that can be easily customized to showcase the info the driver wants to see. The car has a 12.4-in. digital instrument cluster and features graphics based on the same Unreal Engine 3D creation tool used in modern video games as, when choosing personalized drive mode settings, the car will display its chosen setup on the centre stack as real-time graphical renderings, with users being able to adjust settings by simply swiping the graphic to rotate the car visually. The 2024 Mustang will add a new, modern, chiseled look to its heritage-inspired design and features a low, horizontal brow across the front to emphasize width, with the upper grille being heavily influenced by the original 1960s design. It has a sleek roofline and broad, aggressive stance with a widened rear to further accentuate its athletic profile. Each model in the Mustang lineup has its own unique front end, with the GT model featuring larger, more aggressive grille openings than the EcoBoost model. The car will launch with 11 exterior colour op tions including two new shades and also offers three Brembo brake caliper colour options as well as a new lineup of alloy wheels ranging from 17- to 20-in. sizes. The Mustang GT will feature a fourth-generation 5.0L V8 which is set to deliver the most naturally-aspirated horsepower of any Mustang GT, and will be paired to a standard six-speed manual transmission or an optional ten-speed automatic. The EcoBoost model will be powered by an all-new, four-cylinder turbocharged 2.3L engine. Manual transmission models include standard rev-matching which retains torque between gear changes and the car now features quicker steering ratios and minimal compliance from steering wheel to tire to enhance cornering dynamics while also handling increased straight-line power. The all-new 2024 Mustang is set to go on sale in the Summer of 2023 in North America.

Dodge Announces the End of the Line for the Charger and Challenger in their Current Forms

In what can’t

anything but sad news for the Muscle Car community, Dodge has officially an nounced it will be stopping production of the Charger and Challenger muscle cars in their current form by the end of next year. Stellantis (formerly Fiat Chrysler) has alluded to a resurrection of the name plates in the future, but this will likely be in some electrified form as the company looks to improve its overall efficiency footprint by eliminating large, V8 models. This comes as no huge surprise as Stellantis fights to adhere to ever-changing emission regulations, but is still disappointing to see what some call the second golden-age of muscle cars come to an end. To mark the end, Dodge will be rolling out seven new ‘Last Call’ models which hearken back to some of the most popular Charger and Challenger models, some of which have already been unveiled. The seventh and final Last Call model will be revealed at the upcom ing 2022 SEMA Show in Las Vegas which is set to go Nov. 1-4, 2022.

“We are celebrating the end of an era — and the start of a bright new electrified future — by staying true to our brand,” said Tim Kuniskis, Dodge brand chief executive officer – Stellantis. “At Dodge, we never lift, and the brand will mark the last of our iconic Charger and Challenger nameplates in their current form in the same way that got us here, with a passion both for our products and our enthusiasts that drives us to cre ate as much uniqueness in the muscle car community and marketplace as possible.” Dodge will be doing plenty of other things throughout 2023 to mark the end of the Charger and Challenger, such as new options and new colours, which will, of course, all likely be heritage-inspired.

Mecum Kissimmee Collector Car Auction

The annual migration by collector car enthusiasts to Mecum Kissimmee for the world’s largest collector car auc tion will continue January 4-15 with an estimated 4,000 consignments offered at auction. Among the main attractions will be a 1970 Pontiac GTO Judge Ram Air IV Convertible from The Chuck Cocoma & GTO Ram Air IV Collection that is one of seven Ram Air IV GTO Judge Convertibles produced with automatic transmission. Its extensive body-off-frame restoration garnered POCI Junior Gold in 1999 and a Senior Gold in 2000. To consign a vehicle or to register to bid, see mecum.com or call 262-275-5050.

MAG Auctions Wekopa

Collector Car Auction

MAG Auctions will be hosting a Collector Car Auction event on January 27-28 at the Wekopa Casino Resort in Fort McDowell, Ari zona. Over 350 classic cars, hot rods, muscle cars and rare memo rabilia are expected at the event so there will be something for ev eryone. Tickets can be purchased at the front gate with doors opening for general admission at 9am each day. To con sign your car, register to bid or to get more information, please go to www.motorsportauctiongroup. com or call us at 1-888-330-0749.

Rare Muscle

Blaine Falat’s 1963 Mercury Meteor S-33 provides a bit of mystery at local car shows

Blaine Falat runs an autobody and paint shop in Kamloops, B.C. In 2012, he had a customer come in who was won dering if he would be interested in trading the painting of his 1967 Chevelle for a 1963 Meteor S33. Blaine right away said he was not interested in some land yacht! He was not familiar with a 1963 Meteor, let alone one with the sportier S33 package.

One look at the car, and Blaine was very interested, seeing how complete it was. It was a smaller “Fairlane”-sized car, rather than a full sized Monterey. Checking it out on the web, it clearly shows this is not the kind of car you are going to see at every car show. They made fewer than 5,000 S-33 models in 1963. It has a two-inch longer wheelbase than the smaller Comet and was two inches shorter than the full-size Monterey, but it looked so much better than either.

Story and photos by Cam Hutchins

Blaine’s confusion about the car being a land yacht is not unfounded. Initially, the Meteor was just a Ford with Mercury looking grilles and badges, but Ford running gear, and sold only in Canada from 1949 until 1961. The 1961 Meteor was a full-sized car. For 1962 and 1963, Meteors, now midsized, were sold in the U.S. as well as Canada, before, once again, from 1964 until being discontinued in 1976, Meteors were not sold in the U.S. 1963 was the first year Mercury offered a 4-speed transmission; seatbelts and back-up lights were still optional equipment then.

Buying a rare car is a gamble, but all the glass and shiny bits were with the untouched car, including the rare S-33 badges. The front fenders were rough, but repairable if others could not be found. The rear quarters were easy to repair and once the car was stripped, a small amount of rust in the floors was easy to fix.

He planned initially to go for a 289, but the Lordco machine shop in Langley B.C. sug gested building a 302. The new engine has aluminum heads, and Edelbrock Performer Jr intake manifold with a Holley Quick Fuel carb, and has ceramic coated headers. The engine puts out 320 horsepower. The ma chine shop billed monthly for the parts and work and seven months later, a fresh 302 V8 was sitting in Blaine’s shop. One of his employees gave him the kick in his butt he needed to get going to finish the car....or to actually start the car.

The Meteor was stripped and front fenders were found out of a specialty wrecking yard, GM Sports Salvage, in Stockton California. The other minor bits of rust were repaired and the car started to look loved. Other parts bought for the car included a Helix front end based on the Mustang II design, and power steering. The front was also strengthened with bars going from the front sub-frame to the firewall, since the shock towers were able to be removed because of the Mustang II front set-up. Some of the wiring was also hidden by going through these bars.

The rear-end is a four-link set up with Pan hard bars, using an 8.8-inch differential with 3.73 gears from an Explorer that was narrowed and retained the rear disc brakes. Interestingly, the Explorer rear-end was offset to one side, so it only needed to be narrowed on one side. The Helix front end

came with drilled and slotted discs, so the car stops twice as quick as it did in the ‘60s!

To put bigger tires in the back, the wheelwells were mini-tubbed at Blaine’s shop, by cutting them down the middle and fabricating the piece needed to widen them. By using coil-overs for the four-link rear-end, the removal of the leaf springs made for an easy job of widening the rear wheel wells. The rear-end is fully adjustable.

The car runs an AOD Overdrive transmission out of a Ford Ranger pickup and even with the low rear-end ratio, the car is a pleasure to drive on the highway. It can easily cruise at higher speeds without breaking 3,000 rpm, but Blaine wants to keep both his car and licence....

Having bought a factory interior for a Fairlane, the brightwork strip in the door panel looked cheap, so he went with a full custom design on the doors. He did use the stock headliner. Going with electric windows, the door panels were open to a completely new design by Blaine. The original door design has a bulge at the top of the door by the dash and flows into the dash for a very nice look when the door is closed. The car did not have A/C, so custom oval ports were installed in the dash on the very outside edges. They look completely stock, but the dash pad was removed, and the top of the dash got reworked and painted.

Also on the dash where the instruments were, a new panel was fabricated to house a new instrument panel with full gauges. The car has “Vintage Air” air conditioning. It has a full Alpine sound sys

thing the car did not come from the factory with one of the snazzy colours like “Carnival Red”, “Pink Frost”, “Black Cherry” or either “Ocean Turquoise” or “Peacock Turquoise”. If so, we might not have seen the great custom colours Blaine had picked for his car.

He was thinking he was going to like the Synergy Green from the Camaros, but when he found “It’s Green o’Clock” from the Chevy Sonic, he knew that was the colour. Knowing that back in the day, these old cars were often two or three toned, he went looking for the perfect second colour. Finding “Silver Sparkle” in a paint sample book, he also matched the amount of metalflake, so they don’t clash in the sun.

tem with tweeters and mids up front, amps and bass in back, with speakers in the parcel shelf with custom S-33 covers. The ignition is still where the factory put it, on the left side of the steering wheel, but the ash tray was removed. In place of the ashtray, a panel was fabricated and blended into the dash with the controls for the electric windows. The interior mimics the exterior in the silver and green but adding black for the seats and door panel.

It is a pleasure to get a thumbs-up from people who see the car; this may partially be due to the paint choice. Blaine always liked green, and after doing a “spray out” of the original Gold, that the car was sold new in Vancouver with, he knew it needed a better colour than gold. Judging from the 1963 Mercury sales brochure, there were 14 solid colours and 22 colour combinations. It is a good

The car came with over 43 pieces of Stainless, and all were repaired, buffed, and polished to perfection. American Racing wheels provide the classic look with Mercury centre caps from “Classic Cougar,” out of the states. The car rides on BF Goodrich g-Force Sport Comp2 tires with 245/40ZR18 up front and the big, almost 11-inches wide, 275/40ZR18 out back where the rubber paints the road.

The Meteor was finished just before the Kamloops “Chrome on the Grass” Car Show, in July 2018. The car has been driven to Campbell River and Vancouver a few times and all the cities in the interior with car shows. His Meteor does very well at car shows and is often just as much of a mystery to serious carnuts, as it was to Blaine when he first bought it.

It’s Golden

’70 Olds W31 Holiday Coupe

I t’s always nice to restore a car with original factory replacement parts. George Yursis of Suamico, Wis., knows this. In fact, he was able to redo his 1970 Oldsmobile Cutlass ‘S’ W31 Holiday Coupe that way because he bought the car way back in 1977, when you could still get the parts from an Olds dealer.

George lived in Chicago then. A friend found the car and resold it to Yursis. It was in rough condition, but it was an original W-Ma chine with the special performance goodies and a low production total. While 88,578 Cutlass ‘S’ Holiday Coupes (hardtops) were made, only 1,145 of them had the W31 option.

When he restored the car in 1978, Yursis installed new GM quar ter panels and rebuilt the engine for the first time. He repainted the car, too. “I was buying the parts up,” George told Muscle Cars Plus. “I was able to get them right from GM.” He bought the exhaust tips in 1980. “They asked if I wanted chrome tips on the pipes for $10 extra,” he recalled. “They turned out to be 4-4-2 tips and have cut outs not used on W31s. They‘re not 100 percent correct, but I like them.”

In addition to regular F-85/Cutlass fare, the Cutlass ‘S’ had no carpeted lower door panels, but did have a few extras such as chrome hood louvre grilles; a front bench seat with bright mould ings; foam-padded front and rear seat cushions and a Flo-Thru Ventilation system on Holiday Coupes like George’s car.

The W31 option gave you a small-block V8 loaded with real highperformance goodies at a price that was lower than ordering all of the same options individually. The Cutlass ‘S’ listed for $2,970 and the W31 package was $368.62 without a performance axle and about $220 more with hotter gears. With a G88 Performance rear axle with a 3.91:1 ratio rear axle and anti-spin differential, the W31 price was $591.17; with a G92 rear axle (like George’s)

Story and photos by John Gunnell

you got a 3.42:1 ratio rear axle and anti-spin differential at the W31 price of $585.91.

The W31 package’s 325-hp Rocket 350 V8 included a Force-Air Induction system; an aluminum intake manifold; a heavy-duty clutch; manual front disc brakes; lightweight body insulation; a dual air scoop fibreglass hood; body side and hoodtop paint stripes and “W” emblems. An M14, M20, M21 or M38 transmis sion was required. A heavy-duty radiator was required along with specific transmission choices determined by other options a buyer ordered.

The engine featured overhead valves and a cast iron block. The bore and stroke were 4.06 x 3.39 inches for 350.0 cu. in. It had a 10.5:1 compression ratio and produced 325 hp at 5,400 rpm and 360 lb-ft. of torque at 3,600 rpm. Also included were hydraulic valve lifters, five main bearings, a 4-qt. crankcase (5 qt. if new filter was installed), a heavy-duty cooling system, a

special Rochester 4MV four-barrel carburetor without a power valve and the Force-Air induction system.

The engine enhancements began with a 308-degree duration cam with a .474-in. lift and an intake/exhaust valve overlap of 82 degrees. They were huge valves and had to fit perfectly. Olds said the W31 V8’s internals provided optimum weights and tolerances like a “blueprinted” one. The pistons, bearings and crankshaft were select fit parts and the con rods were used only in W31s.

Atop the engine was a low-restriction air cleaner assembly cov ered by a twin air scoop fibreglass hood with chrome hold-down latches that was part of a new Force-Air system. The package also had as standard the N10 dual-exhaust system and the upgraded cooling system with a six-blade fan and fan clutch.

A full-synchro, floor-shifted, heavy-duty three-speed transmis -

A four-spoke steering wheel carries the Olds emblem at its centre.

The engine is loaded with special smallblock performance goodies.

The 4-4-2 exhaust tips cost $10 back in the late-‘70s.

CAR PLUS

The gold paint looks as good as when it was first sprayed.

sion with first through third ratios of 2.42, 1.58 and 1.00:1 was standard in W31s, along with a Hurst Competition shifter. Fourspeeds included the M-20 wide-ratio with first through fourth ratios of 2.52, 1.88, 1.46 and 1.00:1. Also available was the close-ratio M-21 four-speed with ratios of 2.20, 1.64, 1.28 and 1.00:1. Both used a Hurst shifter that was usually sticking out of an optional centre console.

There was also a special RPO M38 W Turbo Hydra-Matic 350 with higher valve-body pressure and a 2,600-2,900-rpm stall converter. It had six clutch plates, rather than five. These units were very robust and race-worthy.

The F-85 and Cutlass S two-doors were constructed on a 112in. wheelbase with a full-perimeter frame and independent front suspension. The W31s included FE2 heavy-duty front and rear coil-spring suspensions with special springs, tubular hydraulic shocks and solid 1-in. front and rear sway bars.

In 1984, George took his W31 apart again, this time lifting the body off the frame. He was working for Broadway Chevro let/Oldsmobile in Green Bay, Wisconsin and was able to buy

more factory replacement parts including front fenders, a trunk lid, bumpers and a GM exhaust system. He rebuilt the engine a second time around 10 years ago and installed a Petronix electronic ignition kit.

Yursis redid the carpet about two years ago, put in new seat springs, seat padding and upholstery. He said that he used to install flooring and that the skills he learned doing that came in handy when doing upholstery. He had the original factory radio repaired at a local TV shop. The car also has a working tape deck.

After signing up for the 2016 Hot Rod Power Tour, George bought new B.F. Goodrich tires. They come in handy. He says he has driven the car about 10,000 miles since rebuilding the engine and it has been to 38 states. The car was repainted again in 1986 using base coat clear coat paint in an original colour. The paint held up so well that the car looks like it was painted yesterday.

Although Yursis has upgraded several items on the car, he’s kept all the parts he took off so that the car can easily be put back to original factory condition and equipment. He has the “doggie dish” hubcaps, front bench seat, four-speed transmission, drive shaft and more. Like we said, he knows that genuine factory parts always work well. They also look good on his car.

The door panels have ‘70s-style burled wood trim.

A

Ago

Bill Lemon makes good on a second chance with a 1930’s Ford

Story and photos by Cam Hutchins

Alifetime ago, or two, depending on your definition, Bill Lemon sold his Model A to his school buddy, Rolly Cole, in 1966. One of Cole’s friends, Ray Estridge, was there, and shortly after selling his Model A, Lemon went travelling. Travelling to New Zealand could be considered the start of a new life, or second life, as he married a local girl and settled down to raise a family. His next life began when coming back to Canada, and after a while driving crane trucks, he started B&N Hot Rods with his son Neil.

Running a Hot Rod shop and parts store in Port Moody allowed Lemon to sponsor race cars, and as such was up at the 1/8th-mile

in charge of tuning it came over to Lemon to say hi. Ray Estridge said he remembered Bill from the day his buddy Rolly bought the Model A off of him.

Estridge says he has a very rough 1932 Roadster for sale with a pile of parts. Maybe it was the car, or maybe the parts, but Lemon bought the whole pile, and started selling off the parts to whoever needed them. One cool piece was a high performance Model B four-cylinder with twin carbs and aluminum head that was originally owned by Pete Reimer. He knew he should keep such a cool piece of Hot Rodding nostalgia, but nostalgia does not put food on the table, so he sold it off.

With lots of the parts gone, he now had time to create his own bit of nostalgia. By the mid 2000’s, lots of modern high performance parts were available for the 32’s or Deuces as they are generally known, but Lemon figured on building something closer to what a fella could build before WWII came along. Back in that era, lots of Hot Rods ran stock frames and he was no different. So he stripped the frame down and the only modification made, was to strengthen the frame at the point of the kick up over the rear axle.

Ford had released a Technical Service Bulletin back in November of 1932 claiming dealerships should also do this to the cars they sell and service to keep the frame from bending at that point. The body is stock, with the exception of discarding the fenders and chopping the windshield stanchions two inches, in effect chopping the top. The original bows and irons comprising the roof, were sold and Lemon started copying the great work Gary Lang had done to create a smaller chopped convertible roof.

drag races on the Sunshine Coast of B.C. in 2004. Chris Eggen’s funny car, “Mr Buffy’s Toy” was at the races and the guy who was

The new roof does not “flop” down over the area in front of the trunk deck, but the chromed “Top Rest Rails” or “Grab Handles” for the rumble seat were left in place even though there is not a rumble seat anymore, nor does the new roof need them to rest on. The top’s bows are narrowed and gives the roof a great looking profile.

The car has been around for a while and driven all over the Pacific Northwest and even up to Prince Rupert. It pulls a classic old wooden teardrop-like trailer for camping. Originally it was powered by a 21-stud 1936 motor but that was pulled in 2019, and a 1946 Flathead 59a block with an Edelbrock manifold and heads with 3-94 Ford carbs was installed. The engine uses a stock set of exhaust muffler with a stock crossover pipe, which he got from a friend on Vancouver Island, Reg Ogden.

The transmission and diff are still the ones Lemon put in the car in 2005, a 1936 Ford three-speed tranny with Mitchell overdrive manually operated in the torque drive, along with a shortened drive shaft. The diff is a 1936 Banjo with 4:11 gears, complete with a buggy spring and wishbones.

The front suspension uses a Super Bell Beam axle from Pete and Jakes, and the mechanical brakes were updated in favour of “Juice” brakes. The front brakes are from a 1948 Ford truck, while the back uses 1946 Ford car brakes. The stock cross mem bers are used as is the stock steering box, but the pitman arm is off of a ‘35 Ford car.

The interior is basically a stock seat with new uphol stery in leather, done by Michelle, his daughter in law. She also stitched the roof. The stock steering wheel still has the headlight controls and horn in the centre of the wheel and the big 17-inch original 1932 steer ing wheel helps with turning the non-power steering car. The steering column is also a stock 1932 unit with the locking mechanism intact.

The dash is out of a 1936 Ford and uses the stock gauges, alongside the radio and glove compartment.

The radio is for show. Lemon wired up the car with a stock 6 volt harness with a few modifications and runs 12 volts.

The cars came with cowl lights which Lemon always thought were a bit large, so he opted to use the smaller ones that are used on the 1934 Ford trucks and have a much more “teardrop” style, similar to the headlights and taillights he chose. The headlights are also off

than 67 hues. The names were often unusual to say the least, and the colour painted on Lemon’s 1932 Roadster is Chicle Drab, first released in 1930. But along with Chicle Drab is Copra Drab, and a whole bunch of great sounding names such as Bronson Yellow, Apple Green, Aurora Red, Aqua Green, Blue Rock Green, L’Anse Green, Menilous Orange, Pegex Orange, Rubelite Red, Tampa Red, Yukon Yellow, Lombardi Blue and Vineyard Green. Lemon painted the car at his “Farm” and used PPG single stage paint.

The car still retains all the holes it came with; many reproduction bodies do not have the ports on the sides of the ‘32 grille shell, nor do they have the holes for fenders. Lemon chose to leave them in, as that was probably how a kid would do it back in the day.

Above the left taillight is an old piece of memorabilia that a friend down in New Zealand collected. The last time Lemon visited, he said that should come back to Canada, and the Manitoba Motor League Buffalo plaque has travelled a long way in its lifetime!

a 1934 model AA truck from the Prairies and are original “Guide” lights, not reproduction. In the early 2000’s, he bought the truck for $700 and sold the body for $1,200.

Henry Ford was famous for stating his customers could have any colour they wanted, as long as it was black. Things sure changed with the Model A, which is where this car’s colour was picked from. In 1932, possibly due to the depression, the colours were not snazzy by any means. Out of the 17 available colours for 1932, five were greys - Bolivian Grey, Granite Grey Deep, Mountain Grey Dark, Old Chester Grey, Tunis Grey. Out of the remaining 12 colours, there were three browns - Grissette Brown Deep, Haverhill Brown and Thorn Brown, not to mention Black, Brewster Green Dark, Royal Blue Dark and Maroon. Not too many cheery colours in the dark ness of the depression.

So looking for a colour with more life to it, Lemon looked at the Model A’s colours which, over a span of 1928 to 1931, had no fewer

One thing a kid would probably not have done back in the day was to put a trailer hitch with seven-pin electrical on the back and tow a vintage trailer camping and wherever else he can go. This little get up has gone up Vancouver Island and up to Prince Rupert on the Ferry and then back down the highway home to Maple Ridge. This is the quintessential Hot Rod that just keeps on going and going!

WHAT WE DO

OUR MISSIONABOUT LORDCO

Founders Roy Lord and Ed Coates, the “Lord” and “Co” in Lordco Auto Parts, opened the door to our first location in 1974, in Maple Ridge, British Columbia, Canada. From our humble 900-square-foot beginning, we have grown to become Canada’s largest privately held automotive parts distributor and Western Canada’s largest distributor and retailer of aftermarket parts and accessories, with 85 stores, nine including Truck Centres, and seven centralized distribution centres, two of which are specific to Hi Performance and Truck Centre parts. Our delivery fleet of over 500 vehicles ensures that the quality products we offer are delivered to wholesale customers and retail stores quickly. Our 31,000-square-foot flagship location in Port Coquitlam, British Columbia, features our new, modern retail store design concept, including a dedicated Truck Centre and power tool walls that allow our customers to handle products freely before deciding to buy.

After over 45 years in business, we are growing faster than ever and have established a presence in Alberta, Canada, with even more locations in development. Lordco Auto Parts is looking forward to what the future has in store. It’s going to be a great ride!

Lordco adopts a unique approach to business by forging meaningful relationships with customers, employees and vendors, providing an unparalleled customer experience unrivaled in the industry.

THE FUTURE

OUR VISION

Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service. We deliver an exceptional customer experience fueled by quality and expertise driven to keep you moving.

Lordco hasn’t slowed down on any expansion plans. Along with adding stores in new and existing markets, Lordco is looking forward to completing construction on a new Head Office and Distribution Centre.

Scheduled to open in early 2022, the magnificent 377,000 square foot facility is located in Port Coquitlam, BC. The purpose built space and prime location will offer strategic advantages to both Lordco and its customers.

Sleek & Simple

Ford Maverick Grabber not your dream car? Try to find one.

Story and photos by John Gunnell

Made between 1969 and 1977, the Ford Maverick may not be your dream muscle car, but just try to find one today. They are as scarce as hen’s teeth. For a long time, nobody thought of these Fords as muscle cars, but everyone wants what the other guy can’t have, and few car fans can have a rust-free Maverick, especially with V8 power.

The Ford Maverick was a compact car with a body shape that looked like a muscle car. It was introduced as a mid-1969 model and took over the Falcon’s compact-car spot in the Ford line up. The Maverick used Falcon underpinnings and, at first, only the Falcon’s 170-cid six-cylinder engine. A two-door sedan (coupe) was the only body style available in 1969. After it arrived, a model called the Grabber became the spicy version with badges, stripes and scoops. If you added a 302-cid V8, it also performed pretty well.

The base Maverick was designated body code 62A, and body code 62D was used for the Grabber. Later a four-door sedan, body code 54A was added. Mavericks would be marketed for nine model years and changed little during that span. The sporty Grabber muscle car model was added after 1970, along with larger six-cylinder engines and a V8. There were variations in styling and minor specifications changes over the years.

The base price for a basic 1969 Maverick was $1,995 and the entry-level model tipped the scale at 2,411 lbs. Standard equip ment included government-mandated safety equipment, a heater, a left-hand outside rearview mirror and an in-line six-cylinder with overhead valves and a cast-iron block. The 1969 “Falcon” six made 100 hp at 4,000 rpm.

Two-door Mavericks had a 103-in. wheelbase and 179.4-in. length. Options included a semi-automatic transmission for $121, Select Shift Cruise-O-Matic for $174, an AM radio for $61, a Selectaire air conditioner (tinted glass recommended) for $368, vinyl trim for $20, Blazer Stripe seat trim for $52 ($39 Accent group included) and whitewall tires for $32. Californians only could order a 200-cid 120-hp six for $26 extra.

During its first full year in the marketplace, Maverick sales really skyrocketed. In fact, they reached almost-1965 Mustang levels. Customer demand for the 1969 version was so good that Ford of ficials decided that they should leave a good thing alone.

The 1971 Maverick was unchanged from the first two years, except for the addition of a four-door sedan and the Grabber version of the two-door sedan, which turned out to be a popular model. Also, Ford’s 302-cid V8 engine was available for the first time. The 302 proved to be a brisk performer in the small body and the special edition Grabber was introduced to create a muscle car image. The 1971 Grabber basics looked like this:

Plaid upholstery was a 1970s thing.

Standard equipment for 1971 Mavericks included all regulation safety equipment, cloth-and-vinyl seat rim; vinyl door trim panels; colour-keyed rubber floor mats; dome light; bright door scuff plates; 3-speed fresh air heater and defroster; 2-speed electric windshield wipers; bright metal windshield and backlight mouldings; bright metal hubcaps; a left-hand outside rearview mirror, a 170-cid 100-hp six and 6.45 x 13 black sidewall tires. The new four-door sedan had a longer 109.9-in. wheelbase and 193.9-in. length.

The Grabber Sport Sedan added a painted hood and black lower back panel; black painted taillight bezels; bright drip mouldings; bright window frames, splash shields and headlight doors; bright spoiler and quarter panel extensions; Grabber decals; grille-mounted road lamps; a grille nameplate; non-functional hood scoops; dual colour-keyed racing-style outside rearview mirrors (left-hand remotecontrolled); hub caps and wheel trim rings; two-colour body side tape stripes; all-vinyl seat trim; a black centre instrument panel with bright mouldings; colour-keyed carpeting; a deluxe steering wheel; 3-speed fresh air heater and defroster; 2-speed electric windshield wipers; front and rear arm rests; front ash trays; the 170-cid 100-hp six and 6.45 x 13 black sidewall tires.

Ford’s 250-cid “Big Six” joined the 1971 Maverick engine lineup. The five-main-bearings 302-cid V8 was added late in model-year 1971. It had a 4.00 x 3.00 in. bore and stroke, a 9.0:1 compression ratio and a Ford Motorcraft two-barrel carburetor. It was good for 210 hp at 4,600 rpm, which was a lot of go-power when installed in the small, lightweight Maverick. In addition, larger 6.45 x 14 tires had become standard equipment.

The 1972 Maverick was mostly unchanged from 1971. A Uni-Lock safety harness was now standard. Ruffino vinyl or Manston cloth seats were used with Grabber models. The Grabbers had about the same list of extra features that they had in 1971.

With new net horsepower ratings adopted by the auto industry, the 170-cid engine with a new 8.3:1 compression ratio put out 82 nhp @

Sleek, simple and modern styling was the Maverick’s trademark.

4,400 rpm. The 200-cid six was $37.79 extra and the 250-cid 98-nhp six was $76.61 extra. The 302-cid V8 had a lower 8.5:1 compres sion ratio and generated 140 nhp at 4,000 rpm. A few new options included Colour-Glow paint ($29); D70 x 14 Wide-Oval whitewalls and D78x14 radial whitewall tires.

In 1973, the Arab oil embargo brought fuel economy into the spotlight and manufacturers began striving for improved mileage at the

expense of performance and efficiency. The Maverick series was basically unchanged from the 1972 models. There was, however, a slightly new appearance up front because of the flatter, reinforced bumper. Net horsepower ratings were changed a bit and were 86 @ 5,400 for the 170 six; 84 @ 3,800 for the 200 six; 88 @ 3,200 for the 250 six and 135 @ 4,200 for the 302 V8.

The Maverick had a slight frontal restyling for 1974 as energy-absorb ing bumpers were adopted this year. A horizontal slot appeared in the centre of the face bar, where the license plate indentation had formerly been positioned. Deluxe models featured side mouldings with vinyl inserts; wheel cutout trim mouldings and, on cars with vinyl roofs, a Maverick nameplate on the rear roof pillar. On all models, a similar nameplate was carried at the left-hand side of the grille. Net horsepower rating changed slightly.

Originally scheduled to be replaced by Ford’s new Granada, the Maverick’s existence was extended to 1975 after the 1974 energy scare. The 1975 Grabber featured refinements to interior and exterior

trim; thicker, cut-pile carpeting; a deluxe steering wheel and a 200cid 75-nhp base six. Ford block lettering was added along the hood lip, and the slot in the centre of the front bumper was slightly decreased in width.

New options included power disc brakes and a deck lid-mounted luggage rack. A catalytic converter was required with the base engine, while the optional 250-cid 72-nhp six or 302-cid 129-nhp V8 came without this unpopular piece of equipment. Radial tires were also added to the regular equipment list. Buyers were given a choice of blue, black or tan interior combina tions (as in the past) or a new light green trim.

Although a good Maverick—es pecially a Grabber--can be hard to find, the upside potential as a collector-car is good for several reasons. First, the demographics support the belief that interest in cars of the ‘70s will grow. Mavericks, Pintos, Pacers, Vegas and other cars of those years are being sought by collectors. Second, the many parts shared with Falcons give Maverick collectors a good source of parts—at least as far as mechanical components. Third, the Maverick is also a popular model for enthusiasts to modify because it was offered with a V8 and has enough space in the engine bay to accommodate many V8s, both era-correct engines and hotter more modern ones.

The Maverick/Comet Club International, Inc. (www.maverickcomet club.org) is a great way for owners of 1970-1977 Ford Mavericks and 1971-1977 Mercury Comets to communicate with each other, build a network to find parts and become better known.

Even a V8 with a “shaker” hood scoop fits into the Maverick.

This car had been on a number of hot rod Power Tours.

Beach Concours

Story and photos by Benjamin Yong

Following a hiatus of two years, the eighth annual Canadian Concours d’Elegance took place at the Cobble Beach Golf Resort in mid-September, celebrating the finest in el egant, original and authentic collector automobiles from all over Canada and the U.S. There were 125 entrants — dating from the early 1900s to present day — lining the shores of Georgian Bay, split into 18 classes. We take a look at four favourite muscle cars below.

Brief history

Drawing inspiration from similar shows held around the globe like Italy’s Concorso d’Eleganza Villa d’Este held in Lake Como, or closer to home the Pebble Beach Con cours d’Elegance in Monterey, California, the name is derived from the French term for “a competition of elegance.” These types of events date back to the 17th century where horse-drawn carriages were paraded through the parks of Paris and have evolved to focus on four-wheeled works of art.

1973 Chevrolet Aerovette

The mid-engine Aerovette began life as a concept to showcase General Motors’ shortlived rotary experiment. Legendary automobile designer Bill Mitchell and his design team gave the vehicle a sleek almond shape, bi-fold gullwing doors and a large rear window making the performance hardware highly visible. Coated in sterling silver paint with a matching silver leather interior, this futuristic machine, borrowed from the GM Heritage Centre in Michigan, later had a second lease on life running a small-block Chevy V8 powertrain.

1970 Plymouth Roadrunner 440+

One of 14 Roadrunner drop tops combining the 440 Six Pack motor and Torqueflite automatic gearbox, and the only to leave the factory finished in Tor Red featuring a white-on-black cabin, returning the example seen here to original condition was a nineyear labour of love. Everything is correctly date coded and optioned exactly as new: i.e. full gauges including Tic-Toc-Tach, remote driver’s mirror, bucket seats, three-spoke woodgrain steering wheel, Dust Trail side body stripe and 15-inch rally road wheels wrapped in Goodyear F60-15 Polyglas GT tires.

199 Ford Mustang Boss 302

Only 1,628 Ford Mustang Boss 302s, like this one, were produced in 1969 at the manufacturer’s Dearborn Assembly Plant. Draped in a beautiful coat of Bright Yel low paint contrasting nicely against the black exterior details and leather interior, it’s propelled by a 290-horsepower, 302-cubic-inch V8 engine and four-speed close-ratio stick shift. Fully loaded the classic pony car also boasts power steering and brakes, AM/FM radio, bucket seats, tinted glass, 3.91 Traction-Lok differential, rear spoiler, colour-keyed racing mirrors and more.

197 Chevrolet Camaro SS Indy Pace Car

In 1967, the Chevrolet Camaro was chosen as the official pace car of the Indianapolis 500 and the bow tie brand commemorated the honour offering an ultra-limited replica edition run. Resembling the ones used at the race, the model wears the same white paint and SS equipment. A rare L35 HP big-block V8 mated to four-speed manual transmis sion sits under the hood and the convertible runs both power steering and brakes.

Muscle Machine

The giveaway car that refused to go away — 1934 Dodge Viper Cabriolet —

Story and photos by John Gunnell

W e know what you’re thinking; this is a muscle car magazine— not a hot rod book! But take it from Muscle Car Plus, Rex Evchuk’s Viper-powered, glass-bodied ’34 Dodge convertible is a muscle machine. When he fires it up, the wonderful whine of the V10 makes it hard to believe that he bought the car from a salvage yard. Rex owned a company that did specialized machine repair, so he was able to put the once-nationally-known street rod back into perfect shape and even make certain improvements to it.

The history of the car starts in 2000, when it was built as a Goodguys’ giveaway car. Roy Brizio Street Rods managed the overall build. They used a fibreglass ’34 Dodge convertible body sourced from Frank Miller at Coach & Chassis Works in Washington, PA. Sponsors donated parts ranging from an Alumicraft grille to a Mopar Performance Viper drive train. Sid Shavers stitched up the car’s original bench seat interior.

The 1934 Dodge Viper Cabriolet is rated at 450 hp. “It has plenty of snot,” said Rex. The sound of the red engine peeking through the hood sides backs him up on that. The Tremec six-speed transmis sion flows power to a Ford 9-in. rear—actually an Air Locker solid positraction axle. “It’s a nice car and it’s set up real good so it goes down the road well,” says Rex. “It has coil springs all around and an independent front suspension.

After Good Guys built the car (before Rex owned it) it made show appearances and the unthinkable happened. The car was taken to a Goodguys show in Des Moines, Iowa over a holiday weekend. While there, it was driven by a PR agent who had an accident. The Dodge was wrecked. After that, some changes in plan had to be made. Instead of the 1934 Dodge Viper Cabriolet, the giveaway winner received a new Dodge Dakota pickup. The original prize wound up being ”junked” in a rural Wisconsin yard.

Almost Refused “Rebuilder”

Rex learned about the car when it turned up at a salvage yard about 25 miles south of his home. The owner—a man named J.R.—called Rex in September 2000. He said he had obtained a very special Viper-powered hot rod in a batch of insurance claim cars that came from one company. Due to J.R.’s high asking price, Rex walked away from the deal.

“Fast forward to that December,” Rex said. “I called J.R. on a dif ferent matter and went to talk to him about another car he had for

Bumperless front end makes the car look narrow and tall.

sale.” J.R. said, “While you’re here, why don’t you look at that other automobile?” Rex took a look at the Dodge and he liked it, so he and J.R. came to an agreement on price and clinched a deal. “It was kind of weird,” Rex recalls. “I guess he couldn’t find anyone else interested at the price he first had in mind.”

Piecing Together The Car’s History Rex’s company worked with metal parts and machinery. He knew he could repair the chassis and mechanicals. As he researched his new acquisition, he came up with a plan for bringing the car back. As he does with all of his hot rods, Rex leaned towards a “good driver” over a restored showpiece. There were some things about the original project that he didn’t get. Like Frank Sinatra, he wanted to redo the Dodge, “My Way!”

He learned that the Goodguys had contracted to have Roy Brizio Street Rods start the car in their San Fran cisco, Calif. shop, using an “Outlaw” chassis made by Outlaw Performance of Avonmore, PA. The body was built by Frank Miller of Coach & Chassis Works of Washington, PA. The engine and six-speed Tremec were donated by Mopar Performance. “I’m sure other components were donated,” says Rex. “The final build was Brizio’s responsibility and it was put together in his shop early in the summer of 2000.”

The car was done so it could be used to promote the Goodguys giveaway contest. “They put it on the road in time to drive it around,” said Rex. “I talked to Gary and Marc Meadors of the Goodguys. They’re the ones that put the miles on the car. It had 2,100 miles when I got it.” The car was displayed at Goodguys events. “The final drive they had it on was to the Goodguys show in Des Moines on the 4th of July weekend in 2000,”

Dual exhausts exit at the rear of the fibreglass ’34 Dodge body.

The Dodge Viper V10 under the hood is rated at a muscular 450 hp.

Red ghost flames decorate the hood and doors.

Rex found out. “While it was at that show, two guys were driving the car and crashed in it.” The car turned upside down, rolled over, did a barrel roll and went end over end several times on the highway. “This really messed the car up,” Rex said. “It was not a good thing.”

Putting the Pieces Back Together

When Rex got it the body was “essentially junk.” The chassis, however, was not in as bad a shape as you’d think. The Viper drivetrain was pretty much intact, but the rear end had some issues. A tube was bent and the rear axle was messed up. A couple of the car’s wheels were no longer road ready. Rex recalls that the interior “was not great.” There were other issues with the car. However, there was no serious structural damage.

“You could still salvage it, so I took the car apart and rebuilt the chassis and the drive train,” said Rex, who has a very accurate frame jig in his home shop. When he had the chassis completed, Rex contacted Frank Miller at Coach & Chassis Works and asked him to build another body. “I took the rolling chassis and what was left of the first body out to him in the Pittsburgh area and he took another body and put it on the repaired chassis.

“I actually took possession of the car in January or February 2001,” Rex said. “It probably took me two years to put it back on the road in the summer of 2003. It’s a nice car now,” Rex noted. “We’ve put about 10,000 miles on it. We drove it to Louisville a couple of times and went to ‘Back to the ‘50s’ in Minneapolis a

few times, too. We drive it wherever we want to go and we have a good time every time we go someplace in it.”

Adding Some Pieces

Never one to leave well enough alone, Rex made the car better in several ways. To begin with, he designed a functioning convert ible top, which the car never had. He says the top “works fine.” Rex gutted the original bench seat interior and changed to more comfortable bucket seats. He then added windshield wipers. “Maybe they didn’t need wipers in California,” Rex joked. “But, you need them here, in the real world, in Wisconsin!”

Rex made the car more drivable and more realistic. It had air conditioning, which he likes in all his rods and collector cars. “The Vintage Air system is fine,” said Evchuk. “Air conditioning makes a car more drivable and this Dodge goes down the road nice.”

Amongst interior changes Rex carried out was the substitution of bucket seats.

Goodguys Sponsors donated parts like the Alumicraft ’34 Dodge grille.

Getting a Few More Pieces

In 2003, Rex took the car back to the Goodguys event in Des Moines. “They pretty much ignored me,” he recalled. “There had been lawsuits after the 2000 crash. When they sent the car to a junkyard in Nowheresville, Wis., they thought it was as good as gone. They actually sent it there thinking that it would never, ever resurface again.”

Rex eventually met Gary Meadors at SEMA after he finished rebuilding the Dodge. “I told him it was too nice a car to turn into junk,” says Rex. “I explained that I knew it was savable and told him that we were enjoying the car and having a good time with it. He was all right with the way we rebuilt the car and the respect we had for what it is.”

Marc Meadors helped Rex. “I got in touch with Marc and he was nice enough to get me a couple of things that were supposed to be with the car,” Rex explained. “He had the CD player, which had never been installed. It was just sitting on his desk and he sent it to me, along with some ex tra keys and other stuff.” Marc realized the car was going back on the road and decided these things should go with it. “They are really OK people to deal with,” Rex stressed. “They just wanted to get past the bad PR from the accident.”

The Goodguys Rod & Custom Assoc. gets a lot of good PR. It puts on high-profile automotive events. Goodguys shows are held across the globe. They feature thousands of colourful hot rods and customs, vendors and entertainers. They range from 2-day affairs attended by 30,000-40,000 people to 3- and 4-day shows with over 100,000 visitors.

When Rex starts up the Dodge, it literally shakes the ground around it. It might not look like a muscle car, but when you ride in it, you just know that it’s fast and muscular.

Small “Cat’s Eye” taillights give the rear end a clean, classic look.

Got The Xact Mopar he WantedGTX:

Story and photos by John Gunnell

Dan Spranger of KauKauna, Wis. had his sights set on buying a black 1968 Plymouth GTX. But it wasn’t easy to find one. Most of the cars for sale were Electric Blue Metallic. Even the car Dan eventually found in Pennsylvania was that colour to begin with, but when it was restored, the previous owner treated it to a high-quality repaint in black. Little did he know that he was turning the handsome hardtop into Dan’s dream machine.

The GTX came about because having a big-cubic-inch performance model in your lineup was mandatory for automakers who wanted to sell a muscle car in the mid-1960s. Pontiac started things off with its GTO. One by one, competitors followed with model names such as GT, GTA and GTE. So, one of the last to arrive was the ‘67 Plymouth Belvedere GTX. Plymouth’s mid-size Belvedere had a hot-car image thanks to racer Richard “The King” Petty. The GTX took it a step further as a factory-made street machine with all the show-them-offat-the-drive-in goodies on the outside and under the hood.

With its lightweight Super Stockers and its big Wedge and Hemi V8s, Plymouth built limited-production cars that were far faster than a GTO, but the company dragged its feet on creating an all-inclusive package that put the full range of parts together in one model. Then, Plymouth whipped up the GTX and the Road Runner. It was the “Beep-Beep” car that really caught on, so the GTX wound up being the rarer model of the pair.

Two vital GTX ingredients resided under the hood. In the middle of the 1966 model year, the company had introduced the 426-cid Street Hemi and then followed up with the release of the 440-cid “Super Com mando” Wedge V8 in 1967. When either of these powerful motors was mated with the Belvedere’s 116-inch wheelbase and lighter weight, you had a potent combination. When you tossed in top-of-the-line front bucket seats, a couple of fake hood scoops and stripes, the Belvedere GTX was ready to cruise the streets.

Upholstery in Dan Spranger’s car is done in close-to-original style in black vinyl.

For model-year 1968, the GTX remained more like the GTO than any other member of Plymouth’s muscle car fleet. It started out hot and got even hotter as you added more and more extras. Even the Hemi was available under the hood.

The Belvedere GTX never wavered from its mission of being a highcontent muscle car with a small-but-nice assortment of big-block power plant offerings. However, since it was only a year old when the redesigned 1968 Plymouth models were introduced, it didn’t have a loyal following to see it through. It shared a brand-new Belvedere body—including the special high-performance hood—with the more spartan Road Runner.

Car Life road-tested a 440-powered GTX and reported a 0-to-60 time of 6.8 seconds. It did the quarter mile in 14.6 seconds with a 96-mph terminal speed. Its top speed was about 121 mph. For $605 extra, you could get the 426-cid Street Hemi (used in 410 hardtops and 36 ragtops), which shaved half a second off the 0-to-60 mph time and shrunk the quarter mile time to 14 seconds with a 96.5 miles per hour terminal speed.

“No matter how you try to camouflage it by loading a car with power and comfort options, when you get down to the nitty gritty of super car existence, an inescapable, basic fact always remains on the surface,” said Motor Trend’s Bill Sanders. “One primary purpose of a super car is to get from here to there, from this light to the next, in the shortest elapsed time. To this end, the Plymouth GTX is the flat out, best qualifier of all.”

Plymouth Division’s own 1968 “Mid-Size 5” sales catalog put it this way. “The boss is back with totally new skin from tread to top, ‘Boss’ being the name specially prepared GTXs have earned on the nation’s drag strips. A name GTX well deserves.”

The catalog writers said that the new GTX sang with confidence in everything it did, whether it was sanctioned racing or the Stoplight

The new simulated hood scoop faced to the sides and carried engine call-outs.

The dressed-up 440 is from a later year and has aftermarket goodies on it.

Dual exhaust system was standard equipment on the GTX with either engine.

MUSCLE

Grand Prix. It was described as a car “that goes, handles and brakes with bold authority.” The catalog focused on the GTX’s selling features such as the side-facing hood scoops, the new side marker lights (amber in front, red in the rear), the red-stripe tires, the uncluttered-looking taillights and the full-width die-cast trim plate with red reflective accents that ran across the rear deck.

The catalog also focused on the GTX’s wide track width, its heavy-duty torsion bars and anti-sway bars, its dual body accent stripes (with five colours to select from) and its twin chrome exhaust trumpets. It told potential buyers that the 440-cid Super Commando V8 was standard in GTX’s with TorqueFlite automatic transmission (but a four-speed manual transmission, such as Dan Spranger’s car has, was a no-cost option).

A long list of standard safety features came on mid-size 1968 Plymouths, since the United States Government expanded its Vehicle Safety Standards that year. Additional GTX fea tures included the 440-cid Super Commando V8; heavy-duty TorqueFlite automatic transmission (heavy-duty four-speed manual transmission with floor shift optional at no extra cost); heavy-duty suspension; Red Streak Wide Boot tires on wide Safety-Rim wheels; heavy-duty dual braking system; dual exhausts; deluxe all-vinyl interior; colour-keyed nylon carpets; full-volume foam bucket seats; front door armrests with bright bases and ashtrays; cigar lighter; glove box lock; dome light; pocket panel and courtesy lights; front door courtesy light switches; double body stripes (five colours); deck lid finish panel with red reflective trim; simulated side-facing hood air scoops; glass back window (convertible); side marker lights; 70-amp battery; walnut grain door and panel trim; dual horns and all of the standard safety and convenience features.

Dan Sprangers is head over heels in love with his GTX, even though it has been repainted, reupholstered in non-stock materials and restored with a later-model 440-cid V8. The car has a Weiand high-rise intake with an Edelbrock four-barrel carb and aftermarket chrome air cleaners on it. A hot MSD coil sends the spark to the plugs through blue high-performance

spark plug wires. A Hurst Pistol-Grip shifter carries the fourspeed to the next highest gear and a modernized Alpine stereo carries the tune. The Cooper Cobra Radial G/T tires aren’t factory-issue (Red Streak Wide Boots were) and the chrome spoke wheels look like a JEG’s catalog item, but Dan doesn’t care. “If it were a factory-perfect, I couldn’t afford it,” he says. “It’s black and it’s fast and that’s all that counts.”

Contrasting silver finish makes the hood scoop stand out, but isn’t stock.

GTX wore red stripe tires. Dan has P245/0 R1Cooper Super Cobra Radial G/Ts.

PARTS STORE

Eibach PRO-PLUS Performance Springs and Sway Bars

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Ididit Truss Style Billet Aluminum Lever Kit

Ididit’s Truss Style Billet Aluminum Lever Kits are machined from 6061 billet aluminum and come with the turn signal lever, tilt lever, 4-way flasher knob and all necessary installation hardware. The levers are designed for a quick and easy installation and provide an easy, customized look that will help your interior stand out from the rest. The kits are not application specific.

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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.

Maradyne Carlsbad Wall/Floor Mount Hydronic Heater

Maradyne’s new Carlsbad Wall/Floor Mount Hydronic Heater puts out 22,000 BTUs/hr. and features powder-coated steel housing for durability. Two adjustable louvres are featured for cabin heat and there are hose adapters for defrost or louvres. The heater

Bully Dog BDX Performance Programmer

comes in a 12-volt option but a 24-volt option is available by special order only. The top rotates to desired position to make it work in almost any application and a switch is included.

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Bully Dog’s BDX hand-held performance tuner gives drivers the performance they need, whether tackling tough terrain, pulling a heavy payload or maximizing fuel economy on the highway. Its sleek design, full-colour display and customizable gauges help track and adjust powertrain performance to deliver more horsepower and torque when it’s needed most. Cloud-based tune delivery over built-in WiFi means that the BDX will always be running the latest tuning, enabling drivers to stay one step ahead of the pack.

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Our

Good Vibrations Fuel Pump Bracket Assembly for Belt Drives

For those needing to run a mechanical fuel pump off their belt drives, Good Vibrations are now offering just that. Their new Fuel Pump Bracket Assembly allows one to drive a mechanical fuel pump off the camshaft. The bracket is drilled for 3- and 4-hole mounting patterns and is made from billet aluminum, as are the spacers. 12-pt grade 8 mounting hardware is included as are a 3/8-in. female hex drive with a 7/16-in. left-handed threads. There are kits available for both Chevy big and small blocks.

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LiquiMoly Car Interior Cleaner

LiquiMoly’s Car Interior Cleaner is a quick, effective and strong yet gentle interior cleaner that is ideal for use on plastic, fabrics and interior trim. The tough formula thoroughly removes oil, grease, nicotine and other grime and is ideal for beverage or food spills, candy stains and just about any type of residue you want to get out of your interior. The product is available in a 500ml spray bottle for ease of use.

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Our structure widths range from 10’ through 50’, with the length being as long as you need.

Our engineer can provide you with stamped and sealed drawings, Schedule B and C-B, and site inspections to help assist you with any permitting processed required by your municipality. These services also include our CSA-A660 certification for pre-engineered steel structures in Canada.

604.589.4280

Owning a truck means working on a truck. But that’s no surprise. You grandpa’s truck that was passed down to you or the one you bought in college, working on your truck is another chance to connect with the vehicle and people that mean the most to you. And what could At LMC Truck, we understand that owning a truck means loving But it also means always having something to connect you to friends,