ftjy ft

MACH 1

SEPTEMBER 2021

No. 2 1 7

$4.99

MEETS

859-HP

RESTOMOD MUSTANG INTERIOR BUYER’S GUIDE ELECTRONIC SPECIAL

A BETTER BENCH

1970-’71 RANCHERO GAUGE UPGRADE SPORT SEAT MAKEOVER

Wake Up That Cleveland.

Whether it’s on the street or on the track, you want the best. Trick Flow PowerPort® Cleveland series cylinder heads for 351C and 351M/400 feature .100" raised exhaust runners to dramatically increase flow, plus a revised oil return system that improves oil drain back. Provisions for mating the heads to Ford 351W blocks exist if building a Boss-style motor or Clevor is more your thing.

The intake runners have also been optimized to increase flow velocity, and Trick Flow’s special CNC ported treatment ensures proper dimensional accuracy and balance between the runners.

Trick Flow made several other performance improvements to these heads too, like bronze alloy valve guides, ductile iron valve seats, and multi-angle valve seat machining to make PowerPort Cleveland heads the best choice for your car.

Dyno Results

Airflow Results

PowerPort Cleveland 225

Test Engine: 10.72:1 compression 427 c.i.d. with Trick Flow PowerPort® Cleveland 225 cylinder heads (TFS-5161T004-C01), Trick Flow Track Max® hydraulic roller camshaft (TFS-51403003), Trick Flow 1.73 ratio roller rocker arms (TFS-53400621),Trick Flow Track Heat® intake manifold, Holley Ultra HP 950 cfm carburetor, headers with 13⁄4" primaries, 3" dual exhaust with Flowmaster mufflers.

PowerPort Cleveland 195

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

68

55

.200"

140

111

.300"

202

155

.400"

254

193

.500"

289

221

.600"

313

236

Tests conducted at 28" of water (pressure).

Bore size: 4.030"; exhaust with 17⁄8" pipe.

Your Recipe for Ford 351C, 351M/400, and Clevor New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Roller Rocker Arms These aluminum roller rockers are excellent for use with Trick Flow heads plus factory Ford heads, too. They feature heat-treated CNC-machined bodies, premium needle-bearing fulcrums, roller tips, and a machined relief for improved valve spring clearance.

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Rocker Stud Girdles CNC-machined stud girdles help control valve lift and timing changes due to stud flex, allowing more consistent high-RPM performance. Each girdle is anodized blue and comes with high-quality mounting hardware and hardened adjusting nuts. Tall-style valve covers are required, which Trick Flow also offers. Look for them at TrickFlow.com.

Track Heat® Intake Manifolds Turn the heat up on performance with Track Heat intake manifolds. These single-plane manifolds feature a high-rise spider design with high-flow runners for more power in the 3,000-7,000 RPM range. There’s also a raised plenum floor for increased flow, bosses for nitrous/fuel injection, and extra material for custom porting. Fits all 2V/4V heads.

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Car Talk’n With Wade MEAN AND GREEN This 1969 Plymouth Road Runner is an Attention-Getter An iconic muscle car, this 1969 Plymouth Road Runner is the quintessential Mopar, with its vibrant color and giant 426ci Hemi engine. This particular example has 33,000 miles on it and recently underwent an extensive restoration to bring it back to life.

Even though the Road Runner had once been used as a drag car, it was still very complete after 40 years of dry storage, and many of its original parts were reconditioned. When it came time to get the restored Mopar rolling, authenticity was the top priority, so the owner chose our Firestone Wide Oval bias ply tires, but we also manufacture this popular tire in modern radial construction.

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Wade Kawasaki is the President and CEO of Legendary Companies, and is the Immediate Past Chairman of SEMA. Follow Wade on FaceBook!

Wade Kawasaki’s Car Guy Adventures

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CONTENTS VOLUME 18 • ISSUE 12 • #217

24

ON THE COVER:

Near Phoenix, Arizona, West Coast Editor Jeff Koch caught builder Scott Laitinen stretching the legs of client Jason Anderson’s ’69 Mustang Mach 1 restomod.

PERSPECTIVE

MARKETPLACE

06 TERRY McGEAN 10 BACKFIRE 72 JIM McGOWAN

FEATURES

08 PRODUCTION LINE 14 MODIFIED: 1969 Ford Mustang Mach 1 24 STOCK: 1966 Dodge Charger 383

32

40

48

32 BUYER’S GUIDE: 1970-’71 Ford Ranchero 64 AUCTION ACTION 68 AUCTION NEWS 70 HEMMINGSAUCTIONS.COM

TECH

40 TECH: Bench Seat Revitalization 44 ASK RAY 46 SWAP MEET 48 TECH: Electronic Instrument Install 60 GEAR 62 THE GOODS

SPOTLIGHT: Interior Special

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To find out more call: 704-973-1813 | www.hemmings.com

4

HEMMINGS MUSCLE MACHINES

PUBLISHER Jonathan Shaw, President EDITORIAL Terry McGean, Editor-in-Chief Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily Kurt Ernst, Managing Editor Catherine Gee Graney, Managing Editor Matthew Litwin, Senior Editor Mark J. McCourt, Senior Editor David Conwill, Associate Editor Jeff Koch, West Coast Associate Editor Daniel Strohl, Web Editor Roberta Conroy, Graphic Designer Joshua Skibbee, Graphic Designer Tom Comerro, Editorial Assistant Editorial Contributors: Ray T. Bohacz, Chuck Hanson, Barry Kluczyk, Jim McGowan, Jim O’Clair, Russell von Sauers VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Melanie Barsness, Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton Hannah Weitzel, Advertising Coordinator Robin Burdge, Ad Trafficker HEMMINGS DIGITAL Andrew Todd, Director of Engineering Nate Wardwell, Director of Digital Products Clayton Allen, Web Developer Robert Hayman, Web Developer Jeremy Meerwarth, Web Developer David Richied, Web Developer Brian Chisholm, Front End Developer Adam Whitten, Senior UX Designer MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Tracy Cory, Erica Harmon, Whitney LeBlanc, April Leslie, Missy Telford Graphic Services: Samantha Corey, Graphic Services Director Christopher Brown, Tracy Bushee, Carrie Houlihan, Todd Koch, Mathew Sargent Information Services: Gregory Hunter, IS Director Facilities: Joe Masia, Facilities Manager Brad Babson, Paul Bissonette, Matt Williams CIRCULATION Scott Smith, Circulation Director David Argentieri, Claudia Birkland, Glory Daignault, Sarah Dickie, Alaina Krawczyk, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley HEMMINGS AUCTIONS Terry Shea, Director of Auction Operations Auctions Specialists: Allen Boulet, Nicole Deuel, Chris Drayton, Raina Kosich, Chad Thompson ADMINISTRATION Brandy Smith, Administrative Assistant HEMMINGS MUSCLE MACHINES

ISSN# 1550-0691 • www.hemmings.com Published monthly by Hemmings • 222 Main St., Bennington, VT 05201 TO SUBSCRIBE: Online: www.hemmings.com/subscribe Mail: 222 Main St., Bennington, VT 05201 Mail: PO Box 2000, Bennington, VT 05201 E-mail: hmnsubs@hemmings.com Subscription rates in the US and Possessions; 12 issues for $18.95. Canada $30.95; (CDN price includes surface mail and GST tax). All other countries $32.95 in US funds.

Occasionally, we make our subscriber list available to carefully screened companies that offer products and services that we believe would interest our readers. If you do not want to receive these offers and/or information, please advise us at P.O. Box 76, Bennington, VT 05201, or call 800-227-4373.

TO ADVERTISE: Online: www.hmn.com/sell E-mail: adsales@hemmings.com Periodicals Postage Paid at Bennington, Vermont and additional mailing offices.

POSTMASTER: send address changes to: Hemmings Muscle Machines, PO Box 2000, Bennington, VT 05201 Hemmings Muscle Machines is a publication of American City Business Journals, Inc., 120 West Morehead St, Charlotte, NC 28202 Ray Shaw, Chairman (1989-2009) Whitney Shaw, CEO

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e’re going to let you in on a secret. Billionaires have billions because they know value is not increased by an inflated price. They avoid big name markups, and aren’t swayed by flashy advertising. When you look on their wrist you’ll find a classic timepiece, not a cry for attention–– because they know true value comes from keeping more money in their pocket.

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Inside Jobs

F

Meanwhile, I couldn’t seem to get the interior to cooperate…

or anyone attempting to bring an older car back from a dilapidated state, the interior might seem to be its least intimidating aspect, at least initially. The mechanical happenings under the hood ought to be the part that’s daunting — moving parts, combustion, heat, precision tolerances, and so on. A much higher level of technical knowledge is required for engines and transmissions than dealing with fabrics, carpets, and such, right?

Yet somehow, sorting out the cabin of my first car was a much more confounding prospect than getting it to run and drive properly. I dove under the hood with little fear, taking on projects I’d never done with confidence. I pulled the engine out without really knowing what I was doing, converted it from a broken-down manual three-speed back to automatic, and later did a cylinder head and cam swap, almost entirely unfazed by forging headlong into what were, for me, uncharted waters.

Meanwhile, I couldn’t seem to get the interior to cooperate, though those difficulties I’d anticipated.

When I wanted to convert the insides of my first car, a ’72 Chevelle, to black from beige, I let the prospect get into my head. Changing over the seats from the parts car I’d acquired was no big deal — same for the door panels, but the dashboard? Not only did I not know what held it into the car, I was overwhelmed by the thought of changing the wiring harnesses around to accommodate the factory fullinstrument cluster I’d gotten to replace the original idiot lights.

Then there was the headliner. I already knew that attempting to remove one from a vehicle was a near-surefire method to ruin it — you’d never get the fabric back in with that nice, smooth, taut surface like the factory had it. Installing a brand-new headliner was completely out of the question — that required some sort of black-magic voodoo possessed only by professionals, and their talents didn’t come cheap, at least from a 17-yearold’s point of view.

In spite of the fact that teenage hot rodders are known to care little about the cabins of their rides, I wanted mine to be a pleasant place to spend time — a refuge of sorts. In fact, the interior had a lot to do with my decision to buy my second car, the ’69 Camaro I still own. It left the factory with a white standard gut, which was still in excellent shape in 1985 when I took ownership. The white seats and door panels contrasted with the black carpet,

dash, and headliner, and just gave the car an inviting ambiance — it was easily the Camaro’s nicest feature when I bought it.

So you can imagine how I freaked upon returning to the Camaro, after filling the tank one very cold January night, to find a tear across the bottom of the driver’s seat. It looked just like the one on almost every ’69 Camaro you’d find back then, except my seats had been cherry up until just a few minutes prior.

The cold must have caused the vinyl to split, and it did so right on the heat-pressed ribs of the seat bottom, which made patching it infeasible — that pattern couldn’t be replicated without complete replacement. I’m not sure if reproduction covers were even available for the ’69 Camaro at that time, but if they were, they would have been priced out of my almost nonexistent budget. And then there would have been the issue of getting them installed, another task involving wizardry I was convinced I couldn’t manage on my own.

I wasn’t alone in my lack of trimming skills back then. I knew plenty of people who’d tear into an engine in their driveway, but virtually none who’d strip a seat down to the frame to re-cover it successfully. Looking back, I get it now: The work involved in doing all of those interior refurbishment jobs is not only skilled, but also requires a degree of experience to yield the best results. The benefit of that skill and experience is what enables the professionals to make it look easy.

But there’s hope for the rest of us. A few years ago, I did a story on installing a headliner in my ’67 Camaro. I worked with a seasoned pro (he did all the work, I took the photos), but his instructions enabled me to write a tutorial that felt genuinely helpful, and I came away thinking maybe I really could pull off the job after all. Before I could try, my neighbor put a new headliner in his ’69 Z/28 — a first-ever attempt that turned out great, which he graciously credited to that story.

I tend to think my neighbor’s attitude had a lot to do with the outcome. He didn’t psyche himself out before diving in, and there’s probably a good lesson there. Speaking of lessons, we’ve got a seat reupholstery story in this issue, part of our Interior Spotlight, and another on an instrument upgrade — two of the subjects I’d been reluctant to tackle back in the day. Hopefully they offer some insight and inspiration for your next interior project. Let us know how you make out.

I

• Official logos

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nspired by the original concept, design, and execution of one of the most revolutionary cars in racing history, Hamilton is proud to present a die cast tribute to the 1963 AC Cobra 289 — now available in EXCLUSIVE British Racing Green through this special offer!

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PRODUCTION LINE

Compiled by Jeff Koch

TO THE VICTORS GO THE SPOILERS...

AND GRAPHICS AND BLACK WHEELS—THE CORVETTE C8’S SPECIAL EDITIONS KICK OFF

One of the sexiest things about the Corvette is its racing history, and now fans can celebrate the C8.R’s winning 2020 season with the upcoming 2022 Corvette Stingray IMSA GTLM Championship Edition. Each of the examples built (only for left-hand-drive markets) will be based on the 3LT trim with the Z51 package, in the buyer’s choice of coupe or convertible, and will cost $6,595 above and beyond the base price of the car.

Two paint schemes are available: Accelerate Yellow No. 3 with gray accents, and Hypersonic Gray No. 4 with yellow trim. Each will include Corvette Racingthemed graphics. Chevrolet will release just 1,000 of these distinctively styled Corvettes, which are meant to resemble the No. 3 and No. 4 Corvette C8.R race cars. Beyond your choice of color, you also get a Carbon Flash rear wing and mirrors, black Trident wheels with the famous “Jake” logo on the center caps and black lug nuts, yellow brake calipers, splash guards, and black rockers. The inside is finished in yellow and gray, with standard GT2 seats (Competition Sport seats are optional), yellow seat belts, and the inevitable serialized plaque. An indoor car cover, matching your car’s colors and graphics, will also be included. Orders began July 1, and deliveries will begin in the fall.

Of course, these Corvettes will incorporate the new-model-year upgrades, including reprogrammed direct fuel injection, Active Fuel Management, and updated engine calibration. Output remains the same: 490 horsepower for standard models, 495 for models with the Performance Exhaust.

In 2020, the C8.R’s debut season, Corvette Racing swept IMSA’s sports car championship series, taking the Manufacturers, Drivers, and Team titles — the Manufacturer title is its 13th since 2001 — and is looking to do the same in 2021.

GM MEDIA

8

HEMMINGS MUSCLE MACHINES

STELLANTIS MEDIA

THREE HORSEPOWER NEW ANTI-THEFT FEATURE FOR EVERYTHING HELLCAT

Love the idea of a Hellcat and its two distinctly hued keyless fobs? You’re not familiar? The red one is used to unleash all of the power, while the black “valet” fob limits that power to just 500 horses. Still, you may fear that even the black fob can get the uninitiated into trouble when you hand it over to an untrained driver. It’s not just about the valets — perhaps you’re worried that your kid is going out hooning after you’re passed out in your La-Z-Boy for the evening.

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When installed and set up, the PIN-based security code will limit the engine to just 675 rpm — barely off idle. At those revs, the Hellcat’s might is neutered to roughly 3 horsepower. That’s right, 3. With 3 hp on tap, no one is going anywhere fast. Valets have no choice but to pull up to the front of the restaurant in peace, and that little hellion you raised won’t even bother. Meanwhile, thieves have no chance. It’s available on anything Hellcat- or 392-powered from 2015 until now.

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n the blockbuster film, when a strapping Australian crocodile hunter and a lovely American journalist were getting robbed at knife point by a couple of young thugs in New York, the tough Aussie pulls out his dagger and says “That’s not a knife, THIS is a knife!” Of course, the thugs scattered and he continued on to win the reporter’s heart.

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BACKFIRE

Send your letters, photos and opinions to tmcgean@hemmings.com

Letter of the Month: Just Get it on the Road!

I don’t know why it took so long, but I finally got around to reading the May issue (HMM #213).

I absolutely loved Terry McGean’s column, “Momentary Deviations.” I am a huge fan of taking something going nowhere and getting it on the road. I’m talking about a realistic build that a guy would do in his driveway, not a car created by a professional shop over six months.

I have owned my 1968 Chevy Impala SS convertible for 34 years, and I drove it for a lot of that time. In 1997, I pulled the worn-out original 327 and put in a mid-’70s 350 so I could keep driving it. Then, in 2007, I took the 327 to a budget machine shop for the standard .030-over rebuild.

It wasn’t until 2017 that I finally installed the rebuilt 327 and gave the body an almost complete disassembly in order to get the dirt and dust out of all the nooks and crannies.

MORE SWAP STORIES

Unfortunately, I did not have the skills, the time, or the money for a proper resto-ration. So instead, I cleaned it all up, hacked out the old Bondo and rust, applied new Bondo, and painted it in my driveway with a $40 electric paint gun.

The result was a car that would make any serious hobbyist cringe, but also a car that I can drive every day (or night, in the hot Texas summer). It is tons of fun and gets shouts every time I take it out. Young people are always taking selfies with it. None of those people ever seem to know the Impala would be considered a hack job in the car community.

Thanks to Terry and everyone at HMM for putting together such a great magazine.

Ted Linroth Austin, Texas

cam since it would not idle very well. Under acceleration, the engine came on at around I’m just starting my first issue of HMM, 3,500 rpm and really started to pull… just in and I’m sorry I’ve missed out. In particular, time for the transmission governor to bog it I loved Terry McGean’s “Swap Topics” down by shifting at 4,500 rpm. There was column, but I also read the “Swap Stories” a terrible vibration that got worse as engine letter in Backfire in the April issue (#212). speed increased, and I later found out that You may be interested in my first swap, but the flexplate from the 403 was still in place it’s a long story, so grab a coffee and give (the Olds engine is externally balanced, me a little of your time. while the 400 Pontiac is internally In 1985, I was looking for a project and balanced, and thus the bad vibes). There found a 1979 Trans Am for sale in my was lots of blue smoke coming out of the neighborhood. The price was too good to tailpipes whenever it was running, and a be true, so I should have been suspicious. I bought it anyway and soon found out why it compression check showed a whopping was so cheap. Whoever had the car before 135 psi in the best cylinders, and as little me tried very hard to render it useless. as 85 psi in others.

Being an automatic, it came from the factory A second engine swap was called for. that year with a 403 Olds engine. What I Luckily my wife’s grandfather had his own found in the engine bay was a “warmed wrecking yard and I was able to procure a over” 400 Pontiac engine. It had headers big-block Chevy 402 with a TH400 out of a and an Edelbrock single-plane intake with a ’71 Impala for $100, but had to pull it myself.

Holley on top. It was obvious it had a bit of a I spent the next few months rebuilding

10

HEMMINGS MUSCLE MACHINES

the little big-block Chevy. Along the way I found out how tough it is to hone the mirror finish off a high-nickel-content cylinder wall. I put in a mild cam and bolted on a dual-plane manifold, and eventually I swapped the engine and transmission into the Trans Am with success.

What a difference! With those tall 2.73 gears it was a highway cruiser. I drove it every day to work and took it on many trips.

I was even happy with the fuel mileage, but the best it got was 21 mpg at over 80 mph.

The car served me well for 10 years until it was time for a rebuild. I bought a new Firebird Formula and parked the old Trans Am for a while. That was until I found out there was a nearby open road race every year.

Instead of a rebuild, I built a 454 and went west for some top-end runs. On my very first attempt, it became apparent that even with those gears, a three-speed

43

RD

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1967 SUNBEAM TIGER • Concours quality restoration • Certificate of Authenticity, Matching numbers • All original sheet metal, LAT hood and wheels • Original hood and wheels included

1958 SHELBY GT500

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automatic transmission was not good enough. Now the engine swap turned into a transmission swap. I bought a kit with everything from the flywheel to the transmission yoke to convert to a T56 six-speed manual. Luckily, I had installed the engine low enough the first time to only have to hammer a few dimples in the transmission tunnel and cut a hole for the shifter. Over time, I traded the mechanical clutch linkage for modern hydraulics.

I also learned the hard way about the Reed vapor pressure values of winter gas and burned up a few pistons at high load and high speed. The final configuration of the swap wound up being a stroker kit to bring the displacement up to 489-cu.in.

With the help of a few suspension items, this car could run an average of 150 mph.

My fuel mileage was up to 24 mpg (highway) and it was a pleasure to drive anywhere.

After many years of open road racing, I sold the car to a friend so I could pursue my next engine swap, but that’s a different story—I’ll save that for next time.

John Kerr Via email

VINTAGE ’VETTE

It was great to see the “Value ’Vette” story on the Mahogany ’78 Corvette in the June issue. Why? Because I own one too! I first learned of the car around the turn of the last century. It belonged to a friend’s father who used to drive it to our men’s summer league soccer games. I told the old man if ever he was interested in selling the car, I would be interested in buying it. I hung up the soccer boots in 2002, but stayed in touch with Al, the retired teacher who owned the ’Vette.

I kept a bug in his ear for about 15 years, but was still surprised when he called me at work about seven years ago to ask if I was still interested in the car. I told him I was, and then asked why he had decided to sell it

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HEMMINGS MUSCLE MACHINES

now. Al had just turned 80 years old, and he had a very difficult time getting into the car.

But the real issue was, once in the car, he couldn’t get out!

So, the deal was made, and I became the fourth owner of this Mahogany ’78 Corvette with the 220-hp L82 350, TH350 automatic, and a Saddle leather interior. The odometer had just rolled 27,000 miles, and the car also came to me riding on the original Goodyear GT Radial “Flex Ten” tires!

While I was amazed at the car’s originality, riding around on almost 35-year-old tires was more than a little unnerving. So, when I decided to purchase the reproduction tires, I had to somehow find a way to justify the crazy cost of the new Flex Tens. After some research, I learned that the chassis engineers at Chevrolet reached out to the engineers at Goodyear and asked them to performance match a tire to the chassis upgrades that had been done on the Corvette, which had of course been chosen to pace the Indy 500. I believe this was the first time this had ever been done. The result of this collaboration was the GT Radial. That was all the convincing I needed to bust out the credit card and buy a set. The car rides great, and I’ve kept the originals for the next caretaker of this classic.

Thanks for a great magazine.

Chris Slade West Rutland, Vermont

PURE PONTIAC

I like anything Pontiac, and Chuck Hanson’s “Pump Gas Pontiac” article in the June issue was no exception.

I thought I would send a few photos of my 1971 Ventura II. When I purchased this car in 2007, it had a 406-cu.in. small-block Chevy.

Well, being a Pontiac guy, this was just not going to work for me. I had a complete 1968 Pontiac 400 sitting in my garage doing nothing but collecting dust.

The short-block was done by Jensen’s

Engine in Hazelton, Pennsylvania. It has a SCAT forged rotating assembly with a 4.25-inch stroke and a .030-inch overbore, making it a 461. The cylinder heads were done by SD Performance. It has a 10-inch converter from BTE and a Moser 12-bolt with 3.73 gears.

After a few trips to Atco Raceway in street-legal trim, running through mufflers and on pump gas, only adding slicks, it ran an 11.28 at 119 mph. I’m sure that I can get an 11.0 or possibly a 10.99 with a little tuning.

I couldn’t be happier, since it is all Pontiac!

Denny Drone Via email

SEPTEMBER 2021

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MODIFIED

SPOTLIGHT: Interior Special

THE BOOK OF

REVVIN’LATION

A KASSE BOSS NINE-POWERED, STACK-INJECTED, ROADSTER SHOP-CHASSIED ’69 FORD MUSTANG HIDING 859 NATURALLY-ASPIRATED HORSES WORDS AND PHOTOGRAPHY BY JEFF KOCH

W

ITH RESTOMOD CARS, AS YOU ARE PERHAPS

noticing in our pages lately, we often take pains to point out that a car’s starting point may have been dire. It had an unknown history. Or it had been languishing in a moist field for the better part of a decade or three. Or the quarters were rotten up to the top of the rear window. Or it was on its third engine and second transmission. Or a lifetime of hard launches buckled the structure at the B-pillar and popped the windshield out. We say these things so that you, gentle reader, may feel better — to salve the burn that one of the dwindling numbers of vintage steel was torn asunder just because.

Well, get thee behind me, purists; turn away now, lest the accusatory among us light the torches, grab the pitchforks, and storm the Nine Circles.

“This car was originally a Mach 1, and the owner had it until he died,” according to builder Scott Laitinen at Sic Chops, formerly in Lake Havasu but now located in Cave Creek, Arizona. The son had no interest and traded it in to Anderson SEPTEMBER 2021

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Ford (also in Lake Havasu), where dealership owner Jason Anderson took a shine to the newly acquired, elderly Sportsroof ’Stang.

“The owner had lots of more-modern muscle, like newer Hellcats and Mustangs.” The lure of an old-school car with modern technology proved too strong. The net result is this fullframed ’69 Mustang: 521 cubic inches, 859 dyno-documented horsepower (an output that Pro Stock quarter-milers of

16

HEMMINGS MUSCLE MACHINES

yore could only dream of), and nearly as much meat on the rear tires as the stocker had on all four, all with contemporary comfort and drivability.

Let’s start with the engine. Jon Kaase, drawing on his decades of experience building IHRA Pro Stock World Championship-winning Ford big-blocks, today offers a menu of blocks, aluminum heads, induction systems, and more through Jon Kaase Racing Engines. Atop one of Ford

Beneath the modern trickery of eight throttle bodies, and behind the serpentine belt setup required to run a suite of comfort and power options, lies an 859-horsepower, Jon Kaase-built Ford V-8. His aluminum Boss Nine heads convert any Ford 429/460 to a potential Boss doppelganger, with power to spare. From underneath, you can see how far back the engine sits on the front crossmember — better for weight distribution and space.

Racing’s SVO blocks, now displacing “only” 520 cubes here, Kaase installed a set of his bespoke aluminum Boss Nine cylinder heads, which are designed to work on any standard 429/460 block. They look stock, particularly with factory-style valve covers — and will work with stock Boss 429 intakes and exhaust manifolds if a builder chooses — but updated intake and exhaust ports, valve bowls, chambers, rockers, and spark plug locations mean far more power than was available half a century ago. Stir in Kaase’s proprietary Boss Nine Stack Injection intake manifold, along with an octet of 58-mm IR throttle bodies, and the result is not just 859 horsepower at 6,500 rpm, but also 780 lb-ft at 5,500 rpm.

Now, recall that genuine Boss Mustangs required some special attention from the builders at Kar Kraft to wedge that gigantic engine into a Mustang’s engine bay. By using a Roadster Shop Fast Track chassis, most underhood issues were suddenly rendered moot. The Roadster Shop’s fullperimeter chassis is hand-fabricated from 10-gauge steel and boxed. Front and rear suspension systems are C6Corvette-based, ditching the Mustang’s coil-on-A-arm/leaf spring combo in favor of a proprietary system utilizing coilover shocks and Corvette front spindles, with an integrated 1.25-inch

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Interior master Ron Mangus kept the Mustang interior’s basic shapes (dash, seats, console, door panel) and covered everything in an abundance of Torch Red leather by Moore & Giles. Factory touches have been modernized: The radio and climate-control switches may look original, but the radio operates a 10-speaker Kicker IQI sound system, and the climate sliders operate a Vintage Air system.

anti-roll bar, front and rear. Despite the far-larger footwear and slammed stance, there’s plenty of clearance without resorting to hydraulics or airbags. It imparts an air of imperviousness to the driver: smooth-riding on the open road despite the modern low-profile tires, grippy and lean-free in the corners.

“A factory Boss 429 engine sat 50 percent over the front crossmember, with a stepped oil pan,” Scott points out. “With the Roadster Shop chassis, we were able to push the engine back to 70-80 percent behind the front crossmember — almost mid-mounted, technically — to give it better ride and handling qualities. The chassis also allowed us to clean up the engine compartment and remove the bulky shock towers.” This also helps allow the

18

HEMMINGS MUSCLE MACHINES

275-wide front tires to enjoy full travel on the power-assisted Woodward rackand-pinion steering. Setting the engine back in the chassis also helped it fit everything under the hood, height-wise.

(See the Builder’s View sidebar.)

Remarkably, no body lines on this Mustang have been altered. Wheel openings haven’t been hogged out, the roof hasn’t been chopped, none of that.

“All we did with the body was take it to bare metal and refit it to make it tighter,” Scott says. “I call that style

‘OEM Plus,’ playing off what the original designers did. Some customizers will cut a car up and they don’t know when to stop. Ford’s designers did such a good job on the original that when you do something so simple, people are blown away.”

That’s not to say that a couple of the rougher edges weren’t seen to.

“The window trim was all replicated in brass, to do one-piece moldings around the windows front and rear.”

Look closely — a stock Mustang’s front

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BUILDER’S VIEW

I

t was a challenge to get that engine to sit in that frame.

There’s a custom oil pan, we had to reengineer all the motor mounts and the crossmember — and we had to keep it all under the hood! Those velocity stacks are staggered; the driver’s last stack literally sits under the top of the cowl where the hood closes. I could have manipulated the firewall but wanted to run a factory wiper motor and use the stock cowl panel.

The Mustang is 6 inches narrower than your standard muscle car, and it’s a super -big challenge to fit all of the components — the 2-inch headers, make a path to get to the oil filter, fit a modern serpentine drive with air conditioning, and still have fans to cool it. I can only imagine how hard it would be to do all that with a set of shock towers in there.

—Scott Laitinen

glass is surrounded by five pieces of trim, and the backlite has four. Here, hand-formed from brass, they’re a single piece each, then painted black.

The grille was similarly rendered in brass. “The grille mouth comes from the factory in six pieces… we did it in two. Hood edge to hood edge is one piece, and then the bottom piece is one continuous loop.” There is also now a door piece that connects the A-pillar to the B-pillar; no piece of trim ever ran that door edge, but it completes the greenhouse, and looks like it could have, and should have, been put there by the factory.

The color, Avalanche Grey, is a contemporary Ford hue. In direct sunlight, it brightens up to appear nearly white;

in diffused light, it darkens up considerably. “Originally, we were going to go with matte black graphics on the hood and sides. But I liked the color of the car so much that I had trouble adding that much black to it. So, I went with a ghost stripe instead… I back masked everything, then sanded it with 1,000-grit on my DA, then 1,500 grit, then used Scotchbrite pads for a uniform surface.”

But it’s the interior that demands to be seen. With so much grey and black on display on the body, is it any wonder that the Torch Red interior pops with such vigor? Look at this issue’s cover: You see light, you see motion, you see the unmistakable face of Mustang — but your eye can’t help but be drawn to that bright inferno of red leather.

“Red was always the plan for the interior,” Scott says. “The body was originally going to be Wimbledon White. When Jason wanted to go grey

instead, I tried to convince him to go with a Royal Blue interior, but he was adamant about keeping it red. Really, the interior concept is the same as what we did outside — taking what the factory had laid out, and just giving it a modern twist.” Ron Mangus, one of the hot rod and custom car world’s top interior guys, did the cabin, and specified Moore & Giles leather in lieu of traditional vinyl.

“The light headliner allowed the color to really pop,” Scott says. “And when you have a red floor and red seats, you just lose everything.” So black carpet was employed to highlight the Mustang’s dash, door, seat, and console shapes. A few wonky ergonomic issues were solved with a bit of forethought. “We did go with an ididit tilt steering column and a specially cut Colorado Customs steering wheel, and Ron custom-fit the stock front seats to Jason,” who found a stock ’69 Mustang cockpit a

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SPECIFICATIONS skosh on the tight side. “The highbacked Mach 1 seats were stripped down and refoamed, to provide more lateral support. Ron also reworked the seat latches to allow the seat backs to recline a little more, so that Jason could fit more comfortably.” They were also mounted closer to the floor, to allow extra headroom, making for a suitable throne in heavenly surroundings.

“The grey birch look inside,” replacing the factory teak-toned faux-wood decor on the dash, console and door panels, “just plays off the tone of the exterior,” Scott explains. “The parts were hydro-dipped and mattecleared.” Factory gauges were replaced with electronic Dakota Digital dials, with markings designed to invoke the factory’s clear, sans-serif font. Other controls include a Vintage Air factory replacement control unit and a complete single-DIN Bluetooth-compatible Kicker IQI stereo system featuring subwoofers and a total of 10 — 10! — speakers. (That beats seven trumpets by a long shot.) Between the engine and the sound system, there will be no silence in this cabin.

Specially made Colorado Custom wheels — 18 x 9 inches up front and 19 x 12 out back — are meant to emulate classic Magnum 500s in a larger diameter, but (thanks in part to the semigloss black centers) manage to have a whiff of ’70s-era Fuchs wheels also, as seen on the Porsche 930 (911 Turbo) of the era. Through the enlarged slots at the edge, you get the merest hint of Baer Racing’s deeply capable 14-inch cross-drilled rotors and six-piston brake calipers.

The result, as you see it here, debuted at Sin City’s annual SEMA show in 2019, where it won a pair of awards: Ford’s Special Recognition Award for Outstanding Achievement in Design, and JE Pistons’ Masters of Motors award, for cramming a Boss 429 with injector stacks under a fully closing hood.

With Dodge Hellcat Demon-plus levels of power, sans forced induction and with more than a quarter-ton-less mass to haul around, this Mustang now serves as a mighty temptation.

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HEMMINGS MUSCLE MACHINES

1969 FORD MUSTANG MACH 1

ENGINE

Block type........................................................ Ford Racing SVO 385-series cast-iron V-8 Cylinder heads ...... Kaase Boss Nine aluminum OHV with 90-cc combustion chambers Displacement .......................................................................................................... 521-cu.in.

Bore x stroke .................................................................................................... 4.39 x 4.30 in Compression ratio ..........................................................................................................10.0:1 Pistons .............................................................................. Diamond forged, Total Seal rings Connecting rods............................................................. Lunati H-beam 4340 forged steel Horsepower @ rpm ........................................................................................... 859 @ 6,500 Torque @ rpm ............................................................................................ 780 lb-ft @ 5,500 Camshaft type...........................................................................Comp Cams hydraulic roller Duration.................................................................. 250/260-degrees duration (at 0.050) Lift....................................................................................................................... .607/.623-in Valvetrain ...........................................Swirl-polished stainless steel 2.30/1.90-in valves; T&D 1.7:1 ratio aluminum roller rocker arms; hydraulic roller lifters Induction system ................................... Kaase aluminum stack-injected intake manifold with hidden plenum, eight 58-mm IR throttle bodies Lubrication system........................................High-volume gear-type pump; windage tray Ignition system................................................... MSD camshaft-synchronized distributor Exhaust system.................................................................Custom headers, 2-in primaries, 3-in pipes with crossover, Magnaflow mufflers Original engine......................................................................Ford 351-cu.in. “Windsor” V-8

TRANSMISSION

Type...................... Tremec TKO-600 five-speed manual with Ram 11-in hydraulic clutch Ratios....1st/2.87:1 … 2nd/1.89:1 … 3rd/1.28:1 … 4th/1.00:1 … 5th/0.82:1 … Reverse/2.56:1

DIFFERENTIAL

Type.........................................Strange Engineering Ford 9-inch housing, 31-spline axles Ratio.................................................................................................................................3.73:1

STEERING

Type................................................................................... Power-assisted rack-and-pinion Ratio................................................................................................................................. 16.0:1

BRAKES

Type................................................................................................ Baer Pro four-wheel disc Front/Rear .......14-in cross-drilled rotors; six-piston calipers; stainless steel hard lines

SUSPENSION

Front.......................................Independent; Roadster Shop proprietary components and geometry including 7⁄8 -in upper and 1 1⁄8 -in lower A-arms, C6 Corvette spindles, 1.25-in splined anti-roll bar, Penske double-adjustable coilovers Rear............... Independent; Roadster Shop upper and lower A-arms, C6 Corvette front spindles, 1.25-in splined anti-roll bar, Penske double-adjustable coilovers

WHEELS & TIRES

Wheels ............................................................................. Colorado Custom billet aluminum Front: 18 x 9-in Rear: 19 x 12-in Tires ......................................................................................................................... Nitto Invo Front: 275/30ZR18 Rear: 345/25R19

Advertise your business in a focused issue of YDRAULICS MADE IN THE USA SINCE 1976 OCTOBER 2021

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Ad deadline: 7/27/21 • In-home: 8/28/21

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Ad deadline: 8/24/21 • In-home: 9/25/21

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STOCK

FASTBACK

FLASHBACK

MARK LAVELLE’S ’66 DODGE CHARGER 383 IS A CONNECTION TO HIS FAMILY’S HISTORY WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

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HEMMINGS MUSCLE MACHINES

F

ASTBACKS WERE

all the rage in the mid-Sixties. At least, they were with the Big Three’s design departments. Customers, however, were indifferent.

In fact, they were more than indifferent. They actively stayed away from them. Take the cultural phenomenon that was the Ford Mustang. For 1965, only about 13 percent of the record-smashing production total included fastback models.

Dodge fared a little better with the 1966 introduction of the Charger. Inspired by the dramatic Charger II show car and based on the formal Coronet’s underpinnings, it was a design landmark that appeared to epitomize the era’s obsession with speed — or, at least, the look of speed.

The hidden headlights further added to the design distinction, but they didn’t catch customers’ eyes. Dodge produced nearly 320,000 cars in 1966, but only 37,000 of them were Chargers. Worse, production dropped precipitously in 1967, to less than 16,000. To put it bluntly, design distinction was the polite way to say “polarizing.”

Fastbacks may not have caught on with everyone, but they did with J.J. Quinn and his grandson, Mark Lavelle. J.J. traded in a Rambler for a new, Dark Green Metallic 1966 Charger. It turned out to be the last car he purchased, and the one that would leave an indelible impression on his young grandchild.

“My grandfather always appreciated good design and engineering, and I think that’s what he saw in the ’66 Charger,” Mark says. “It was a vision of style and performance that was like nothing else.”

Mark is the first to say he’s not a traditional muscle car guy. He didn’t spend his youth street racing or powershifting a Hemi four-speed on the strip, but he fell hard for that first-year Charger’s dramatic design and all of its intricate details.

“The admittedly controversial styling is part of its charm,” he says. “I appreciate what my grandad saw in it and always wanted to have another just like it.”

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The fastback profile came from the 1965 Charger II concept, right down to the rear glass that curved into the sail panels.

When the time was right, Mark made it his mission to replicate that Charger, right down to the exterior color — one of a whopping 16 color options Dodge offered for the Charger in ’66. The search for a suitable candidate produced a 318-powered project car, impulsively purchased online and without an in-person inspection.

You can almost certainly guess the next part.

“To say it wasn’t a good car is putting it mildly,” he says. “Frankly, it was a piece of junk.”

Mark nevertheless proceeded with the restoration plans. Online sleuthing led him to Roman Sobilo, at Afterhours Restorations, northeast of Detroit, who had done another first-generation Charger. After receiving the car, Roman promptly had it media blasted, but there wasn’t much left when the dust settled.

“It was really rotted, but with some good interior parts,” Roman says. “I knew from doing that other Charger a few years earlier that the work required for Mark’s car just wasn’t worth it.”

The biggest problem for tackling the rust was the lack of reproduction panels. They don’t exist for 1966-’67 Chargers, so the breezy, flow-through quarter panels and other corrosionventilated sheetmetal brought the

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HEMMINGS MUSCLE MACHINES

project to a halt, until Roman located a solid donor car in Texas.

“It was essentially rust-free and a much better starting point,” says Roman. “Obviously, there was the cost of buying this second car, but Mark would be money ahead in the long run, without the millions of hours we’d have needed for rust repair on the other one.”

All ’66 Chargers were built at the Hamtramck plant — also known as Dodge Main — and this one rolled off the line with the optional 325-horsepower 383 engine. It was originally yellow, but, while the color would change to Dark Green Metallic to match Grandad’s car, the powertrain would be restored to stock 383 specs.

Although the solid body saved time and labor on the restoration, Roman says the biggest challenges were in the details of the trim, especially the grille and other pot metal parts, and the delicate aluminum ridge moldings. More on the pot metal in a moment, but when it came to the ridge moldings, Roman opted to perform an extrafine polish and leave them at that.

Originally, they were anodized, but his experience with re-anodizing such trim inevitably leads to unsightly pitting.

“It will take a little more upkeep to maintain the polished look, but it was the best way to ensure a great

appearance,” he says. “Good-condition moldings for these cars are really hard to come by, so we didn’t want to take any chances with the anodizing.”

Still, that was nothing compared to the work involved in prepping the pot metal trim prior to plating and the details that come afterward.

“There’s so much more time and effort that goes into it,” Mark says.

“Stripping what’s left of the original finish creates pitting in the material, so you have to do a lot more timeconsuming finish work to get it ready for chroming.”

With the grille, only the leading edges of the grille bars show a chrome finish. The rest is painted black, which meant that, after the grille came back from the plater, Roman had to painstakingly mask off each and every grille bar before painting them, leaving only the front edges with their chrome appearance. Mind you, he also had to work out the pitting in the pot metal grille bars before any of that happened — and after all that work, the unique electric headlight doors had to be carefully adjusted.

“If you don’t get the limit switches just right, they won’t operate properly or they’ll cause a power drain,” he says. “They look and operate great, but getting them adjusted correctly was an absolute nightmare.”

! st e d Ju as le Re

W E GN I NS DE

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OWNER’S VIEW

W

hen I was a kid, my grandfather’s Charger was a source of pride for him and a source of wonder and enjoyment for my brother and me.

I remember being awed by all the intricacies of the car, while we rolled around in the back of it and put the rear seats up and down — and the folding rear console armrest was our “drawbridge.”

Having this tribute car restored was a passion project that had nothing to do with its intrinsic value. It’s a connection to our family and will be part of it for a long time. — Mark Lavelle

Fortunately, things went a little easier with the black vinyl interior, with straightforward replacements of the seat covers, carpet, and other components from Legendary Auto Interiors. Other trim was replated, as necessary, and the effect is stunning.

Few 1966-’67 Chargers are restored to this standard and it shows, especially in the one-year-only elements, such as the long center console that stretches to form another console between the rear bucket seats. In ’67, it changed to separate front and rear consoles.

The fold-down rear buckets add to the distinctive, mid-Sixties ambiance of the interior, where their depth and texture in virtually every detail is complemented with the precise look and feel of chrome trim and brushed metal. Even the upper corner of the door panels is stamped with the Charger logo. The overall effect is a level of detail that the Big Three

ABOVE: Details abound in the Charger’s cabin, including a center console that stretches between the rear bucket seats, which also feature flat-folding seatbacks.

RIGHT: Chrysler’s space-age electroluminescent gauge lighting lends a distinctive glow to the Charger’s bold instrument panel.

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HEMMINGS MUSCLE MACHINES

began to abandon only a couple of years later, when brushed metal and authentic chrome-plated metal was replaced with more black plastic and woodgrain film.

Also adding to the Charger’s extraordinary detailing is Chrysler’s space-age electroluminescent gauge lighting, which uses conductive laminates that illuminate in reaction to electricity rather than conventional blubs. It means the backing panels for the individual gauges are actually the lit elements, with blacked-out faces around the dials and the bezels over the gauges glowing dynamically when current passes through them. There’s a power pack under the dash that converts 12-volt DC power into 250-volt AC current to power the lighting.

“It looks amazing at night, when the gauges are on,” Mark says. “There’s nothing like it, and it really adds to the distinction of these unique cars.”

1966 DODGE CHARGER PRICE

Base price ......................................................................................................................$3,122 Options (on car profiled) .......................... 383 four-barrel V-8; three-speed TorqueFlite automatic transmission; Sure Grip differential; power steering; power brakes; air conditioning; outside rearview mirror

ENGINE

Type ............................... Chrysler B-series OHV V-8; cast-iron block and cylinder heads with 2.08/1.60-in valves and 73.5-cc chambers Displacement ......................................................................................................... 383-cu.in.

Bore x stroke ................................................................................................4.250 x 3.375 in Compression ratio ........................................................................................................... 10.1:1 Horsepower @ rpm ....................................................................................325 @ 4,800 rpm Torque @ rpm .....................................................................................425 lb-ft @ 2,800 rpm Main bearings ................................................................................................................... Five Lubrication ........................................................................Rotary-type pump; full pressure Camshaft .............................Hydraulic flat tappet; 0.450/0.458-in lift (intake/exhaust); 208/221-deg duration (intake/exhaust @ 0.050-in) Valvetrain ............................................................Hydraulic lifters; shaft-type rocker arms Fuel system ................................... Single Carter AFB four-barrel; mechanical fuel pump Ignition system..................................................................Chrysler single-point distributor Electrical system .............................................................................................................. 12-V Exhaust system................................Cast-iron exhaust manifolds; 2.25-in dual exhausts

TRANSMISSION

Type ........................................................Chrysler 727 TorqueFlite three-speed automatic Ratios ...............................................1st/2.45:1 … 2nd/1.45:1 … 3rd/1.00:1 … Reverse/2.20:1

DIFFERENTIAL

Type .............................................................Hypoid; Chrysler 8 3⁄4 -in Sure Grip limited-slip Ratio ................................................................................................................................ 3.23:1

STEERING

Type ..................................................................................... Recirculating ball, power assist Ratio .....................................................................................................................................16:1 Turns, lock-to-lock .............................................................................................................5.4 Turning circle .................................................................................................................41.8 ft

BRAKES

Type .........................................................Hydraulic; power-assisted, single-circuit drums Front ................................................................................................................11 x 3.0-in drum Rear .................................................................................................................11 x 2.5-in drum

SUSPENSION

Front ................................................................Independent; unequal-length control arms, torsion bars, tubular shock absorbers Rear ................. Live axle with semi-elliptical leaf springs; telescoping shock absorbers

WHEELS & TIRES

Wheels .......................................Stamped steel with snap-on cover; Front/Rear: 14 x 6 in Tires ................................................................BFGoodrich Silvertown; Front/Rear: 775-14

PRODUCTION

Dodge produced 37,344 Chargers in its inaugural year. A 318 engine was standard, while a 361 V-8, B-series 383 and the 426 Street Hemi were optional.

PERFORMANCE*

0-60 mph......................................................................................................................8.9 sec 1/4-mile ET ............................................................................................. 16.5 sec @ 86.4 mph * Motor Trend road test of 1967 model with 383/automatic powertrain with same ratings as 1966 models.

Although originally a 383 car, the original B-series big-block was long gone when the car rolled into Roman’s shop, but a correct, date-coded block was located and a stock-spec engine was built for the Charger. From the correct cylinder heads to the correct Carter AFB carburetor, the guts of the engine were comparatively easy to piece together, but like so many other aspects of the restoration, it was the little things that made it a challenge.

The dual-snorkel air cleaner assembly, for example, looks generally the same for 1966 and ’67 models, but there are a couple of minor differences that make the ’66 version specific — and specific only for the 383 engine.

Both of the 1966 and ’67 versions have a notch in the front to clear the air conditioning compressor, but again, getting that component correct took more time and sleuthing.

“There are some parts for, say, 1970 units that will work and are easier to locate, but we were aiming for authenticity here,” Roman says. “There was more to getting it right, but that’s what Mark wanted and that’s how I like to do my restorations.”

The period-correct 383 is matched with a 727 TorqueFlite automatic and a “741”-case 8¾-inch rear axle fitted with

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HEMMINGS MUSCLE MACHINES

a Sure Grip differential and 3.23 gears.

The rest of the suspension, from the leaf springs locating the rear axle to the front torsion-bar suspension, was restored to stock specifications.

“The car drives great,” Mark says.

“There’s nothing like the feel behind the wheel and the look out and over the hood. It’s definitely a vehicle from another era, but one that brings warm memories.”

From every angle, it exudes bold, oh-so-Sixties styling, with its fastback roof profile, hidden headlamps and full-width taillight panel. Despite all that, the 1966-’67 Charger didn’t charge up customers. It would have been easy for Dodge to pull the plug, but it redesigned the car for 1968 without a true fastback roofline, and the rest is history. Sales leaped to more than 92,000, as the slinky, Coke-bottle silhouette proved irresistible.

The admittedly lower popularity of the 1966-’67 models, along with the unique elements that make them just that much more challenging to restore, contribute to this example’s standout appearance. In fact, we’d be hard-pressed to think of another that was so comprehensively and authentically restored.

“One of the best aspects of this

The venerable, square-bore Carter AFB (aluminum fourbarrel) feeds the Charger’s 383.

It was the carb of choice for most Mopar performance V-8s of the day, and was produced for O.E. applications from 1957-’71.

project has been watching the reaction from people who know these cars and recognize what it took to bring this Charger to such a high standard,” Mark says. “It’s a testament to Roman’s attention to detail for a model that just took everything to the next level of design.”

Despite its polarizing design, the first-generation Charger nonetheless made early and lifelong fans. J.J. Quinn fell for it at first sight and, 55 years later, Mark’s nostalgia for his grandfather’s car has produced a fastback flashback to a time when design meant everything.

Even if most customers didn’t quite agree.

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BUYER’S GUIDE

1970-’71 FORD

RANCHERO

BY MATTHEW LITWIN • PHOTOGRAPHY COURTESY OF HEMMINGS ARCHIVES ILLUSTRATION BY ROBERTA CONROY

ENGINE

The 1970-’71 Ford Ranchero was issued an economical six-cylinder engine within three of the four trim levels; the sporty GT model instead received the two-barrel 302-cu.in. V-8. That 302 was optional on the base Ranchero, Ranchero 500, and top-of-the-line Ranchero Squire. All four models could have also been optioned with a two- or four-barrel 351, as well as one of three 429-cu.in. big-blocks in 1970, including the Cobra Jet and Super Cobra Jet, via the Drag Pack option. For ’71, the base 360-horse 429 was eliminated from the option chart.

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HEMMINGS MUSCLE MACHINES

TRANSMISSION

During this two-year span, engine selection determined transmission availability across all four trim levels.

Focusing strictly on the V-8s, the base 302 and two-barrel 351 came with a regular or heavy-duty three-speed manual as standard equipment; a C4 three-speed automatic was optional.

Meanwhile, the four-barrel 351 and any of the 429 engines could have been accompanied by a four-speed manual or three-speed automatic. For 1970, the FMX unit was used in conjunction with the 351, but it was replaced by the C6 (backing the 429) a year later.

INTERIOR

No matter the model, all Rancheros received a vinyl-clad bench seat, offering cozy room for three, as standard equipment. Color variations, including vinyl door panels, differed between trim levels. Base Rancheros received a rubber floor covering; upscale models had a carpeted floor. To match the exterior, the Squire featured faux woodgrain dash inserts. Options included high-back bucket seats, air conditioning, choice of radio, tachometer, and a few other accoutrements.

O

NE VEHICLE THAT NEVER SEEMED TO LOGICALLY

fit any automotive category — then or now — was Ford’s Ranchero. Introduced to the domestic market for 1957, its design was famously born of necessity in the Land of Oz in the Thirties. Struggling farmers needed family transportation and a way to haul goods to market, but often couldn’t afford both a car and a truck.

Adding a cargo box to the back of a coupe wasn’t an entirely new concept, but credit for crafting a truly seamless blend of the two goes to Ford Australia’s designer Lew Bandt. His church-on-Sunday/market-on-Monday design was an affordable solution, and quickly the light-duty “ute” became a staple vehicle in the outback, maintaining this status for decades.

In the States, the Ranchero filled a niche market nicely — spurring the launch of the Chevy El Camino and, later, GMC Sprint — but it hardly sold in the volume other countries witnessed. To prove how comfortable Ford was with the Ranchero’s sales, it was in production through 1979, amassing 508,909 buyers, or an annual average of 22,126.

Peak output was for 1973, when 45,741 were built.

CHASSIS

The Ranchero’s unit-body chassis was redesigned for 1970, specifically with a slightly longer wheelbase and wider front and rear tracks, which improved general handling characteristics over the previous generation. Front coil spring and rear leaf spring rates were “tuned” to engine options, and a heavy-duty suspension option was offered as well. Brakes were typical of the era: 10-inch diameter drums in various engine-dependent widths, although power front discs were optional.

So, too, was power steering. Most of the common wear items were shared with the Torino line.

BODY

The Ranchero’s car-based origins continued with the 1970-’71 (fifthgeneration) model, adopting the midsize Torino’s redesigned front-end styling. From the windshield back, the Ranchero wore sheetmetal unique to the series. Each of the four available trim levels featured unique decor, culminating with the Squire’s fauxwoodgrain-panel inserts. The base Ranchero wore its own grille, and Ranchero GTs were furnished with a low-profile integral hood scoop. A grille with hidden headlamps was optional on all but the base Ranchero.

PRODUCTION

For 1970, Ford assembled 21,640 Rancheros, broken down by trim level as follows: base Ranchero, 4,816; Ranchero 500, 8,976; Ranchero GT, 3,905; Ranchero Squire, 3,943 units. The almost identically styled and equipped ’71 Ranchero series witnessed an increase in production to 24,946 units combined, among the same trim levels (save for the Ranchero Custom that replaced the Ranchero 500) as follows: base Ranchero, 6,041; Ranchero Custom, 12,678; Ranchero GT, 3,632; Ranchero Squire, 2,595.

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Any Ranchero model could have been optioned with the 429 Cobra Jet engine, rated for 370 hp thanks to a Rochester four-barrel carburetor (right). The Shaker scoop was still optional against the 429.

Today, the Ranchero is still an enigma to many casual enthusiasts.

Diehard muscle car devotees, however, are keenly aware that when the 1970 models were unveiled, the ute could tear up the drag strip. Aside from Pop’s hardware store runs and Mom’s sprint for groceries, the Ranchero could have been loaded up with all the trappings of a proper muscle car — making the family gearhead very happy — at a better price and, in some instances, under the radar of insurance underwriters. Five decades later, the 1970-’71 Ranchero, whether it be in base, 500, GT, or Squire trim levels, is still an affordable alternative to muscle car ownership. Let’s take a closer look.

ENGINES

In their base forms, the Ranchero, Ranchero 500, and Ranchero Squire trims were delivered with an unmuscular, yet economical, 250-cu.in. six-cylinder, rated at 155 hp during 1970; its gross output dropped 10 hp a year later, due to a lower compression ratio. As to the performance-trimmed Ranchero GT, it received a two-barrel 302-cu.in. V-8 as standard equipment — code “F” in the fifth digit of the VIN — that was rated at 220 hp. A year later, that output also dropped, to 210 hp. During either model year, the 302 was optional within the other three trim levels. But even this V-8 was hardly alluring for gearheads, who habitually looked further down the option chart.

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HEMMINGS MUSCLE MACHINES

To that point, the first engine of interest available across all four trim levels was the H-code twobarrel 351 Cleveland that, with a 9.5:1 compression ratio, was rated at 250 hp (240 hp in ’71). That same 351 Cleveland was also offered with deeper-breathing four-barrel cylinder heads and a higher 11.0:1 compression ratio that bumped output to a moreappropriate, tire-shredding 300 hp (or 285 hp in ’71 with lower 10.7:1 compression); look for an “M” in the VIN here.

At the top of heap were a trio of 429-cubic-inch big-blocks during the 1970 season, beginning with the N-code Thunder-Jet that was assigned a factory rating of 360 hp.

Its mechanical architecture consisted of two-bolt main bearing caps, along with cylinder heads fitted with canted 2.09/1.65-inch valves, hydraulic lifters, a 10.5:1 compression ratio, and a castiron intake manifold that supported a 600-cfm Autolite four-barrel.

Next was the 429 Cobra Jet (or “429 Cobra” in Ford brochures). Although its basic characteristics carried over from the standard 429, its combustion chambers were reduced slightly, helping to increase compression to 11.3:1. Intake/exhaust valves were enlarged to 2.24/1.72 inches, and a spread-bore 700-cfm Rochester Quadrajet four-barrel was bolted to a dedicated intake, all of which added 10 horses. The Cobra Jet Ram Air had the same specs, but added the shaker

hood scoop while changing the VIN code from “C” to “J.” Those well versed in period road test magazines knew of the 429 Super Cobra Jet, obtainable by ordering the Drag Pack option. A change in hardware — to add even more power — included four-bolt main bearing caps in the two through four positions, an engine oil cooler, forged aluminum pistons, a Holley 4150-series 780-cfm carburetor, and a solid-lifter camshaft with a more aggressive profile; a functioning shaker scoop was added when the J-code Ram Air engine was specified. The published net boost was a laughable 5 hp.

The only change to the 429 engine lineup for the 1971 model year was the absence of the Thunder-Jet variant.

Other sources state that the removal of the Drag Pack option in ’71 nullified the availability of the Super Cobra Jet engine option.

WHAT TO PAY* Body 1970/’71 (base) 1970/’71 (500/Custom) 1970/’71 (GT) 1970/’71 (Squire)

Low $5,500 $5,500 $5,500 $5,500

Average $12,500 $13,000 $13,500 $13,500

High $27,500 $29,000 $30,000 $30,000

* Six-cylinder engine values not included; stated values calculated for the factory installation of a 302 or two-barrel 351-cu.in. V-8. Optioned with the following, add: 351 four-barrel, $0 (low), $1,000 (average), $2,500 (high); 429/360 hp, $1,500 (low), $2,000 (average), $3,500 (high); 429CJ, $2,000 (low), $4,000 (average), $8,000 (high); 429SCJ, $3,500 (low), $16,000 (average), $24,000 (high). Four-speed manual: 10 percent. It’s not unusual to see higher sale prices for big-block examples at public auctions.

DRIVETRAIN

An array of transmissions could be had, though typical of Ford, engine selection usually dictated which units the buyer received. Skipping over the six-cylinder, a three-speed manual was base equipment behind the 302 and two-barrel 351 both years in standard (2.42:1 first gear) or heavy-duty (2.99:1 first gear) versions; either engine could have been backed by the optional C4 three-speed automatic. As to the four-

barrel 351, during 1970 it could have been accompanied by one of the four variants of the Toploader four-speed manual, or FMX automatic, the latter of which was replaced in ’71 by the C6 automatic. The same four-speed manual configuration and C6 automatic unit were found behind the 429 big-blocks.

Further down the line, engine output from the 302 was received by the division’s light-duty 8-inch rear end,

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Optional bucket seats differed between GT (left) and Squire (right) trims.

Note the dissimilar door panel design, too. A center console, Rim-Blow steering wheel, automatic, or Hurst-shifted four-speed were also available.

whereas every other Ranchero V-8 received Ford’s durable 9-inch unit.

Open rears were standard in every case, with ratios ranging from 2.75:1 to 3.50:1, while those with the optional Traction-Lok differential contained ratios ranging from 3.00:1 to 4.30:1.

CHASSIS

Having evolved from its standardsize origins, through a compact phase, to a midsize dimension, the 1970 Ranchero welcomed an all too brief fifth-generation design. Like the Torino it was based upon, the unit-body chassis now had a slightly larger footprint than a year prior, with a 114-inch wheelbase, 60.5-inch front track, and 60-inch rear track.

The wider/longer stance improved handling, which helped the redesigned

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HEMMINGS MUSCLE MACHINES

Torino claim Motor Trend’s “Car of the Year” accolades. Roadholding was further aided by an independent front suspension system, with upper and lower control arms, an anti-roll bar, and one of as many as four coil spring configurations “tuned” to engine selection; similarly, rear leaf springs were assembled to accommodate two different load ratings. A heavy-duty suspension system was optional.

Ford’s 10-inch drums were used on all four corners both model years.

Again, engine choice determined their width: 2-inch rear units were standard, but a 351 four-barrel or any 429 mandated 2.50-inch rears. Up front, 2.50-inch-wide drums were standard no matter the engine. Power assist was

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REPRODUCTION PARTS PRICES optional, as were power front discs.

Finally, two 14-inch wheel styles were available: the standard steel unit, with a choice of wheel cover or hubcap, with or without trim rings, and the racier Magnum 500. Either was wrapped in E78-14 Goodyears or Firestones — both companies were OE suppliers — which could have been optioned out or mandated by engine selection with E78, G78, E70, F70 or G70-14 treads (with or without whitewalls in some cases), depending upon the model year.

BODY

Rancheros were fundamentally the same as their Torino cousins from the windshield forward. Base Rancheros wore little trim — hubcaps, drip rails, and molding along the top of the cargo box — and the model had its own horizontally split eggcrate grille. A step up to the Ranchero 500 added body side molding, a “deluxe” grille with a center crest, wheel lip molding, and full wheel covers. The deluxe eggcrate grille carried over to the GT and Squire models, the former of which received a unique hood with integral low-profile scoop, GT emblems and chevrons on the rear flanks, and laser stripes in one of four colors. As to the Squire, as the name hints, faux woodgrain paneling was its key exterior feature. Options included hidden headlamps on all but the base Ranchero, a vinyl roof in two

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HEMMINGS MUSCLE MACHINES

1970 Ranchero GT tailgate stripe ....................................................... $99 Bench seat cover ................................................................................ $398 Carpet set ........................................................................................... $180 Door panels (pair) ............................................................................. $216 Floorpan (right or left, each) ............................................................... $75 Front brake rotor (each) ...................................................................... $54 Rear brake drum (2-inch, each) .......................................................... $40

colors, tinted glass, color-keyed “racing mirrors,” and Magnum 500 wheels.

Changes for the 1971 models were minimal, at best, the most notable being a design update to the deluxe eggcrate grille. This now featured a prominent vertical center split that accommodated a new rectangular crest, instead of the circular emblem used on 1970 Rancheros.

INTERIOR

As one could expect, the cabin of the base Ranchero was rather utilitarian, housing a vinyl bench seat (with pleated seat back), vinyl door panels, and a rubber floormat, whereas the Ranchero 500 was notably given pleated vinyl seating, carpeted floors, “woodtone inlay in padded steering wheel hub,” and an electric clock; it was essentially the same arrangement found in the GT. Meanwhile, the Squire’s faux wood was extended into the cabin’s instrument panel. All four interiors could have been customized with options such as high-back bucket seats, a Rim-Blow steering wheel, air conditioning, AM or AM/FM radio,

power steering, tachometer, and visibility group, all of which carried over from 1970 to ’71.

WHAT TO WATCH FOR

We’ve previously discussed the merits of the fifth-gen Ranchero with Rob Day, of the Cyclone Montego Torino Registry for 1968-’79 midsize Fords and Mercurys, who offered some insight for those pondering the purchase of a performance-optioned example. Check for rust in the usual suspect areas, but pay particular attention to the torque boxes and inside the wheelwells. The Ranchero’s doors — although seemingly short — are also quite heavy, causing the hinges to sag over time if they’re not maintained. That sagging can cause the sheetmetal around the door’s latch to rip. Dented cargo beds can be difficult to repair, and patch panel availability is still relatively scant compared to more popular (and traditional) muscle cars of the era. And while the Ranchero is often mechanically sound, save for normal wear items, one common problem area is the heater core.

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TECH

SPOTLIGHT: Interior Special

WARMING THE BENCH MAKING A BENCH SEAT A TOUCH MORE SPORTING

W

WORDS AND PHOTOGRAPHY BY CHUCK HANSON E MAY BE IN THE MINORITY HERE, but we

actually like bench seats. Oh sure, they may not be as sporty or as sexy as their deeply bolstered bucket-seat counterparts, but ever since our high-school days, we’ve appreciated the ability of the bench to bring us closer to our significant others. Plus, the bench seat is a lot simpler from a mechanical perspective and weighs less, too. However, the same attractive feature that allows your special friend to snuggle up close can quickly throw you a curve, as soon as you decide to hit the gas and twist the wheel.

While the bucket simply grabs and supports its occupant, holding them in place, the bench allows you to slide like you’re going into second base, with nary an impediment save for the door on the opposite side of the car. But TMI Products stepped up to the plate with a Sport Upholstery bench seat kit that combines the comfort and support of bucket seats with the accommodating features of a bench.

TMI offers its seat upgrades for Fords, Chevys, and Mopars, in applications for most popular models.

Our ’70 Malibu convertible was the perfect candidate for the Sport bench upgrade; its upholstery was wearing thin, and the underlying foam had become so deteriorated over the years that every time we went for a cruise the springs poked us in some very sensitive places. The

TMI replacement covers, we noticed, were constructed of considerably heavier vinyl than the ones they were replacing, and the new foam that accompanied our Sport seat covers was thicker, denser, and contoured specifically for the deeper bolsters.

Once we removed the seats, installing the seat covers was easy and took about four hours to complete. Even though we’ve personally installed replacement seat covers before, this time we turned the job over to the pros at Rogers Seat Cover Company in Nashville, while we followed along with the camera.

Not surprisingly, a traditional bench seat is simpler in its construction, with fewer components than a pair of buckets, so it’s a lot easier to revitalize. Even so, if this is your first attempt at installing upholstery, be sure to work slowly and make note of how things came apart; nobody likes to strikeout their first time at bat. We’ve found phone images from the process are perfect for helping us remember how things should go back together.

So, even for a rookie, the entire process shouldn’t take much longer than the better part of a day. Of course, if you’re still not comfortable with your ability to install the covers, you can always hire the services of a professional and be assured of the results you desire. If you go this route, know that pricing is likely to vary widely by location and shop.

1. The original seat covers didn’t look nearly as bad as they rode, with their dilapidated foam and a seating surface as flat as Kansas. 2. The TMI Sport bench seat covers feature heavy vinyl construction and correct heat-embossed styling like the original covers. Laying them in the sun for a while before beginning will make them more pliable. 3.

These specially designed foam inserts are the key to giving you the additional support and improved bolstering provided by the Sport bench conversion.

4

1

5 2 6 3 4. Once the seats are out of the car, the old covers and foam are removed. Now is the time to replace or repair any broken seat springs, before test fitting the new deeply contoured foam package. 5. Lay the old foam over the new to determine where to remove foam for the seat belts, and to check for any other irregularities. 6. Once the fit of the foam is satisfactory, lay the seat cover in place and begin attaching the hog rings that fasten the bolster retainers.

The foam has reinforcing wire already installed, making the process much easier.

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7. Once the inner and outer bolsters are secured, the rest of the seat cover can be stretched into place. 8. Now the bottom of the seat cover material can be secured to the seat frame. Use plenty of hog rings here to ensure a smooth, wrinkle-free appearance. 9. The seatbacks follow a similar process. We decided to eliminate the headrests for a cleaner look, and the offset of the stock headrests would not allow them to center on seating area. However, TMI offers special offset headrests if you choose to retain them.

7

8

9

TAKE YOUR SEAT!

Right up front we admitted our affection for the bench seat, but understandably, not everyone shares our affinity for the mobile couch. For those who prefer individual bucket seats, we understand. And so does TMI, with an answer for just about every interest… even if your bucket no longer fits the seat.

The best news is that TMI offers bolt-in bucket reseating options for Ford, Chevy, Mopar, and even universal applications. For restomod fans, it has created stock-style seat covers that emulate the original look while providing the deeper bolsters and foam density that give you plenty of comfort for the long haul.

The same comfort and even more extreme styling is available with its Pro Series seats, which can be trimmed out in any color and styled with custom inserts, stitching, and grommets. They’re also available with power options for the sliders, recline, and lumbar supports. And if you’re still not done with your wish list, TMI even offers matching rear seats, consoles, carpet, and headliners to complete your interior transformation.

A

B

C

A. Restomod fans will appreciate TMI’s kit that transforms original buckets into deeply bolstered sport seats that retain the factory flavor with original style patterns, pleats, and embossing. An optional console is especially functional and completes the picture. B. For a more custom approach, take a gander at the Pro Series bucket seats that offer a plethora of styles, colors, stitching, and trim. C. If you want to deck out the rear passenger compartment as well, optional rear seat kits can be matched to the fronts, and can even include a custom seat separator.

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HEMMINGS MUSCLE MACHINES

10

13

11 13. The completed installation looks factory fresh, and you can easily see how deeply bolstered the bottoms and sides are. We’re certain they will be a lot more comfortable, especially on long trips. 14. The newly revitalized seat looked even better once it was installed in our Chevelle.

Look closely, and you’ll see we also installed matching covers on our rear seat as well.

10. Here’s a trick you’ll appreciate: Place a sheet of thin plastic between the seat foam and the new seat cover to reduce the friction between the two surfaces, and to make it easier to stretch the seat cover over the foam.

11. Installing the seatback covers entails stretching them into place and positioning them for the best fit. The seatback foam has built-in bolsters for side and lowerback support, which will make long trips infinitely more comfortable. 12. TMI installed a zipper in the back of the cover to make its installation easier. Once in place, the cover is secured to the seat frame with more hog rings.

14

SOURCES: Rogers Seat Cover Company 615-255-7533

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ASK RAY

By Ray Bohacz

IN A CLUTCH

Q:

I look forward to your column each month and have a question about clutch durability.

I have a 2014 Camaro SS six-speed manual with about 28,000 miles. I also have four grandkids, with the oldest approaching driving age. Once he gets his driving basics down on some other transportation appliance, I would like to expose him to the joys of driving a stick.

I can tell he is extremely interested.

I can confess to some of my own instances of stalling the car, and frying the clutch, while relearning the process after a 40-something-year gap between Super Sports (my prior stick-shift car was a 1969 Camaro SS/RS, which I owned in the ’70s).

I can envision the wear when slipping the clutch, but also wonder what other items could be worn when yanking the clutch and stalling the car?

Perhaps you could venture a guess as to how much durability you believe is built into the stock clutch? In other words, what is my likelihood of getting all four of the grandkids learning stick basics on the stock driveline?

I only put 3,000-4,000 miles a year on the car, so it should have about 60,000 miles on it when the youngest is ready to drive. How neat would that be to see her banging gears in 2032?

Your thoughts on this would be appreciated.

Thanks.

Doug Whittier, California

A:

You are probably asking the wrong guy this question. I have never put a clutch in any of my cars, regardless of the miles, except my first new car, a 1984 Buick Skyhawk.

The car had about 30,000 miles and I went to start it one Saturday morning (it was exactly one year old). When I depressed the clutch, it felt funny.

GM was using a pressure plate made in Brazil and those parts had defective metallurgy — one of the pressure plate’s “fingers” bent. I was able to get GM to give me new parts under warranty, but I did the repair myself.

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HEMMINGS MUSCLE MACHINES

With that established, it is going to be up to you, the teacher, to not allow the clutch to be burned up.

If you were good with the clutch and did more highway driving instead of around town, then it should have little to no wear on it at 60,000 miles. It must be recognized that a clutch is similar to brakes: go easy on the brakes and they last; be hard on them and they wear.

There is no wear on the clutch disc and pressure plate when it is engaged, only when you are releasing it, as it then inherently slips.

I would begin your tutorial now, explaining how the car is driven long before they get behind the wheel. Keep in mind also that some people just do not seem to have either the coordination or finesse to master a manual transmission.

My rule is three stalls, or excessive slipping (riding the clutch), and you are out!

BACK IN THE DAY

Q:

I have always wondered if engines built during the muscle car era were pre-run at their assembly plant before delivery to the factory. I also have noticed every Chevy engine I have worked on has a (stake) mark at the base of the distributor, which would seem to indicate some kind of timing took place before shipping to the factory. I’ve seen matching marks on the factory intake manifold also.

Thanks for looking into this for me!

David Graves Ferndale, Washington

A:

It is my educated opinion that there is no answer to your question, since I feel that some engines were run-in while others were not. I believe it was a decision based on many different factors, so it would be inaccurate to make a blanket statement either way.

Again, it is my opinion that the marks were meant to be a guide during assembly. Many diesel engines, including the one in my New Holland farm tractor, have an embossed line on the injection pump that lines up with a similar line on the engine block where it mounts.

Keep in mind that the goal of the assembly plant was to have the car run

good enough to get out of the building and to the dealership.

Every car company, even now, pays the dealer a prep fee to go over the car before delivery. Back in the day you were supposed to check the base timing, adjust the carburetor, confirm fluid levels and all five tire pressures, and road test the vehicle.

The prep also included cleaning and a full tank of fuel.

When I worked in a Buick dealership while in college, the prep team checked the fluids under the hood (never the differential) and the tire pressure and drove it around the block. They never did anything else mechanically. They did give each car a good wax job, but would only put ten gallons of gas in the tank. The dealership kept and pocketed the majority of the prep money.

RIP VAN WINKLE CORVETTE

Q:

I own a 1963 Corvette coupe with around 68,000 miles. It sat in my parents’ garage for nearly 30 years and was not driven. After replacing any component that had liquid in it, the car started as if it had been driven the day before.

The engine is a base 250-horsepower 327. It doesn’t overheat, runs 45-50 psi of oil pressure when warm, and shows compression of 110-120 psi in all cylinders.

As the engine warms up, a slight ticking comes from cylinder number six. I believe that the cause might be a sticking lifter. I was going to remove the lifters and clean them but was persuaded to replace them instead. I am afraid to use an engine cleaning product, because I am uncertain if other internal engine components may be adversely affected by it.

I located a set of eight NOS hydraulic lifters and intend to use two in hopes of not having to rebuild an original engine.

I am not sure of what to look for on the original lifters where they contact the cam. What do you think?

Dave Humphrey Aurora, Colorado

A:

You make no mention of how many miles you put on the Corvette after resurrecting it and the type of use it experienced. Any engine or vehicle that has been sitting for years needs to be used

on long trips at highway speeds to bring things back around.

Time and time again, the enthusiast takes the car on a short ride every once in a while and thinks that is good. Nothing could be further from the truth.

Use to any machine is akin to exercise, or if the vehicle has been stagnant, physical therapy to a person after an accident or surgery.

If it were my car, I would use it and put some good miles on it, paying attention to the ticking sound. Be forewarned, it may get louder before it gets better. But then, one day, it may just go away.

I would not be concerned about the lifter contact area on the lobe. If a hydraulic lifter is ticking, it is an oiling issue in the lifter and not its interaction with the lobe.

If the engine runs fine, I would not be quick to take it apart… it needs physical therapy first.

LOST FIRE?

Q:

My LS1 engine starts when hot but then shuts off. Then, 20 to 30 minutes later, when it has cooled, it starts and runs fine. Is it the fuel pump?

Help! Summer is coming and I want a reliable starter/runner.

Larry Hoekstra Via email

A:

You did not give me much to go on.

What year is it? Are you running the factory ECU? If you think it is the fuel pump, then you need to confirm pressure at the fuel rail and voltage to the pump at the same time.

When it shuts off, turn the ignition to the off position for 30 seconds and then to the run position — not the start position. You should hear the pump being issued the two-second prime pulse. If it does not do this, perform the same test with a voltmeter connected to the fuel pump power feed. If there is no voltage, then go to the relay and jump that. If there is no power going to the relay, then trace that back to the ECU. If there is power to the pump and it does not run, then the pump has an issue, but it can also be the connection at the pump itself.

OVERDRIVE INFORMATION

First off, I want to say thank you for the years and quality of tech support that you have offered. I am sure a great many people are enjoying their cars today thanks to your efforts.

I am writing in response to a letter from Ralph Larson that was in the July issue of HMM (#215). Mr. Larson was having trouble with his 1956 Dodge, with a 315 V-8 and three-speed overdrive.

I do not know for sure, but if the transmission is a Borg-Warner T-85, I have had a little exposure. I am by no means an expert or even well versed in these.

However, based on his remarks, several possibilities come to mind (again assuming a T-85).

First, there is a governor that uses flyweights to prevent OD engagement below 30 mph if I recall correctly.

Additionally, there is a solenoid and relay that enables OD engagement. Lastly, if someone has never used these ODs, their operation can be very unfamiliar, especially if the operator is accustomed to modern transmissions.

Once the electric circuit is completed and the cable is moved, the driver has to release the throttle and allow the OD to engage. There is a noticeable time delay for all that to happen.

All of the electrical components could cause an issue, or if the driver is not familiar, it is possible that there is not an issue and that it just has not been in the right condition for OD engagement.

Feel free to share my email with Mr. Larson. I would be happy to share the limited knowledge I have.

Thank you again for all your efforts as well!

Randy Barrett Via email

Thank you so much for sharing your knowledge about this transmission not only with me, but the readers. I am sure that it will be of value to many!

Send your troublesome tech questions to: askray@hemmings.com or Ask Ray, P.O. Box 2000, Bennington, VT 05201

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SWAP MEET

By Jim O’Clair

CHRYSLER A-518 DONORS?

Q:

Is there a complete list of vehicles worldwide that used the Chrysler A-518 automatic transmission?

Barry Western Via Hemmings.com

A:

The A-518 four-speed automatic was basically a retooled A-727 with overdrive in fourth gear (.069:1 ratio) added. It was later renamed with the 46RH (hydraulically pressurized governor) and 46RE (electronically pressurized governor) designations.

You will find them in 1990-’03 Dodge trucks and B-series vans, 1998-’03 Durangos, and 1995-’03 Dakotas with gas engines, except the V-10. Several Jeep Grand Cherokees also had the A-518: the 1992 model year with a 5.2-liter V-8, and the 1998 model year with a 5.9-liter. They are a nice replacement for all older A-727 owners looking for better fuel economy. You should attempt to find the A-518 or 46RH units over the 46RE for ease of installation. The A-518 is about 3 inches longer and the transmission crossmember is 1 7⁄ 8 inches further back, but these obstacles are not difficult to overcome. Be aware that when installing one of these in an older Chrysler passenger car, the transmission tunnel may need some alterations to clear the larger tail of the later overdrive gearbox.

FORD THREE-SPEED TOPLOADER STRENGTH

Q:

I love the articles, and have a question: Will an original 1932 Ford three-speed Toploader-style transmission handle a 250-hp engine? I get a lot of answers, ranging from, “No, it was built for an 85-hp engine,” to “Yes, it can take up to 700 hp.”

Kurt Watson Via Hemmings.com

A:

Having firsthand knowledge of this transmission, we can assure you that it will not stand up to even 250 hp without major upgrades. Our Hemmings Motor News Great Race car has a 1932 Toploader behind a 1938 24-bolt flathead, and the transmission has let us down on several Great Races.

First, 1932-’37 transmissions have no firstgear synchro; that feature was not added until 1938, so the earlier gearboxes are hard to shift smoothly from a full stop. After exploding the gears during one year’s race, we

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HEMMINGS MUSCLE MACHINES

rebuilt the transmission using synchronized gears from a later application and it does seem to hold up better, but our engine is nowhere near 250 hp. Second, these transmissions can pop out of second gear during deceleration, which can usually be attributed to worn gear sets. Third, the flex joint that bolts to the tailshaft to connect the torque tube to the rear differential is another weak spot. We have been through at least four of them over the last nine years. Both Ford OE and aftermarket units have failed during the race. Although the flex unit looks like it has a U-joint, the ends are actually caged needle bearings inside a sphere and they cannot be lubricated with a grease gun, only bathed in oil through a two-piece split collar. We have considered upgrading to a different transmission; however, our race car also has a Mitchell two-speed overdrive unit, so the use of a four- or five-speed gearbox would defeat the purpose of the overdrive. It would also affect the originality of the drivetrain, which impacts the race car’s overall scoring based on the vintage of the engine and transmission. A good resource for the threespeed Toploader is VanPelt Sales, which has devoted much time and effort to upgrading parts for Ford flathead drivetrains.

• VanPelt Sales 513-724-9486 • vanpeltsales.com

with all DOT 3 or DOT 4 fluids; however, the high boiling point will be compromised (since DOT 3 boils at 401 degrees and DOT 4 boils at 446 degrees) when mixed.

S-10 SPINDLE RUMORS

Q:

I have been told rear-wheel-drive S-10 front disc wheel spindles will fit onto a 1968-’72 Chevrolet Nova drum setup, if you put the driver’s side S-10 on the passenger’s side and vice versa. Does this swap afford you a lower suspension geometry?

Alan Haklander Via Hemmings.com

A:

This is false, and there are several reasons why this swap won’t work. The Nova uses a rear-steer geometry on its steering components from 1968-’74 and the S-10 uses front-steer components. Inverting the spindles from one side to the other to create a rear-steer spindle might seem feasible, but we wonder about the geometry of the steering arms in that position and suspect this would lead to significant bump steer.

The other major problem that we can see in using the S-10 spindles with Nova control arms is the taper of the ball joints used in the Nova, which is the wrong taper for the S-10 spindles. They might bolt up, but the center stud of the ball joint will only contact the upper part of the taper on the spindle, making for a sloppy connection and a danRACE CAR BRAKE FLUID? I purchased a 2015 NASCAR Xfinity gerous safety compromise. Playing around Dodge Challenger race car this past with different ball joints or machining the January, and unfortunately, it does not taper of the spindles to get the right fit are have an operator’s manual. I was told to use also potentially dangerous.

Castrol brake fluid, which I believe is DOT 4, We recommend that you not try this, and but is that the correct DOT specification instead look for an aftermarket lowered that should be used for the brake and the Nova disc spindle — there are plenty of hydraulic clutch master cylinder? choices available. Classic Industries offers a disc brake spindle, p/n K-6151, that will allow Joe Machado you to convert to discs while keeping the Via Hemmings.com same ride height.

• Classic Industries Most NASCAR teams use multiplepiston Brembo disc brake calipers on 800-854-1280 • classicindustries.com all four wheels—usually, a 4-8 piston caliper on both front and on the rear, depending on All discussions in this column regarding repairs, conversions, parts the type of track. The racing mechanics we swaps, etc. are offered as suggestions. spoke to recommended the Brembo SuperPerforming any such work should be accompanied by thorough research to verify DOT 4 type LCF 600 for street use, and the proper parts compatibility and procedures Brembo HTC 64T fluid for track-only use. to achieve a safe, functional result.

We welcome any and all questions The LCF 600 has a 601-degree dry boiling related to suspension, brake, engine, point and is compatible with all DOT 4 differential and transmission upgrades.

Email us at swapmeet@hemmings.com specifications, while the HTC 64T is rated or submit inquiries to our Facebook page, to a 635-degree dry boiling point. The www.facebook.com/HemmingsNews or our website where comments can be made LCF 600 is compatible and can be mixed

Q:

A:

at the bottom of dozens of previous Swap Meet articles posted there.

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SPOTLIGHT: Interior Special

GAUGING SUCCESS INSTALLING ELECTRONIC INSTRUMENTS WITH PERIOD STYLE

O

WORDS AND PHOTOGRAPHY BY CHUCK HANSON NE OF THE COOLEST THINGS about owning a

classic muscle machine is the iconic styling. There’s just something about cruisin’ in your vintage iron that evokes a spontaneous thumbs-up from perfect strangers who happen to be sharing the road. And if you stop to top off the tank, you can be assured that somebody from the other side of the pump island will stroll over, give your ride the discerning eyeball, and engage you in conversation. Old muscle is just that cool!

But vintage machines aren’t without their shortcomings.

Inherently, they creak, they groan, they leak, and things occasionally just quit working. You’ve got to remember that many of our favorite rides have slipped past the half-century mark, and even under the most diligent maintenance regimen, those things are to be expected.

The fix? In today’s world there are plenty of remedies to choose from. Almost predictably, a lot of classic car owners have employed current technology to update components that improve performance, while keeping the old iron on the road with a certain degree of reliability. Drum brakes give way to discs, carburetors step aside in favor of fuel injection, high-intensity headlights illuminate the road with blazing ferocity, and even the revered factory-offered rims in 14- and 15-inch diameters have been replaced with 17inch and larger rollers.

Time marches on, and even classic iron can’t claim immunity from the changes that accompany forward progress.

Recently, we were reminded of that axiom when the gas gauge in our ’70 Chevelle refused to budge off empty, even

after adding fuel to check its efficacy. Troubleshooting revealed that the continuity from the sender to the gauge was intact, and likewise, the power that enables the instrument to function was also uncorrupted. That left us with only one option: replacing the gauge, which entailed removing the entire dash to access the instrument cluster. Ugh! Truth be told, we weren’t that enamored with the factory gauge cluster anyway. It was even less than rudimentary in our estimation, with only a speedometer, a nonfunctioning clock, the aforementioned gas gauge, and a bevy of idiot lights that were of questionable worth. Convincing ourselves it was time for an upgrade was easy; deciding how to approach it was even easier. We had first-hand experience with the installation of a Dakota Digital dash cluster in our ’55 Chevy, and its functionality, reliability, and ease of installation weighed heavily in our decision to pick up the phone and order our Chevelle’s replacement.

What we wanted was the latest technology without losing the classic appearance of “old school” gauges. We settled on the RTX setup, which gave us just what we were looking for. The RTX “Retrotech” series of gauge clusters has been designed for those who want to retain the vintage aesthetic while enjoying the benefits of a full-featured electronic gauge package. Even better yet, they are offered for many of the popular muscle machines from Ford, Mopar, and GM. While the gauge clusters retain the classic analog “look,” the DMC (Driver Message Center) can be programmed to display real time information, such as quarter-mile time and speed, water temp, oil pressure, volts, and more. Even

1

1. Besides being minimal, the Chevelle’s original dash layout was also largely nonfunctional. The speedometer bounced, the clock wasn’t operational, and the fuel gauge finally gave out. One turn signal flashed green, while the other lacked similar luminescence. Clearly it was time for an upgrade.

2. The RTX replacement from Dakota Digital featured a similar layout to the original, but the addition of a large, readable tach, plus fuel and temperature indicators, make this a much more practical solution for monitoring underhood machinations. Proprietary cables, switches, and optional accessories make it all come to life.

the dash illumination colors can be programmed to your personal preference, or to match the interior colors.

No matter which Dakota Digital setup you choose, all come with the required sensors, adapters, and cables to ensure proper communication with the electronics contained in the dash module. Beyond that, the car’s existing wiring is easily connected to the RTX Control Module for operating the turn signals, brake lights, tach, dash illumination, high beam indicators, parking brake light, and even cruise control. Since our Chevelle recently benefitted from an LS engine swap, the Holley ECU we used can be accessed through an optional bus interface module (BIM), which allows real-time readings from the various engine outputs and eliminates the need for the individual sensors and cables mentioned earlier. Ah, the wonders of modern electronics!

We hinted earlier that the easy installation was something any gearhead with moderate wrench-spinning skills can tackle with confidence. The instructions are well written and adequately illustrated to help ease you through the entire procedure. And although we used a Chevelle in this instance, the process is much the same, regardless of make or model.

2

3

3. The main instrument and electronics housing is whittled from a chunk of billet aluminum. It attaches solidly to the original dash housing, using the factory mounting locations and hardware.

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4

5

6 4. We installed this optional dimmer switch, which lets us control the brightness of the dash lights. The headlight switch now only controls the headlights, and this switch utilizes a dash-light-compatible rheostat that replaces the function of the factory dash-light dimmer. 5. This warning buzzer can be programmed to alert you to anything from the key in the ignition to doors ajar, parking brake on, tach redline, and other minor notifications. We attached it to the instrument housing for convenience and clarity of sound. 6. We positioned the control switch next to the steering column for easy access. The switch is used to set up the various parameters and functions of the dash, change the display selection, and reset readings. It’s a frequently used switch so convenience and access are important considerations.

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HEMMINGS MUSCLE MACHINES

BACK TO THE FUTURE

More than a few wrench spinners out there have fully embraced the wondrous world of electronics, including fuel injection and the inherent management systems. Dakota Digital acknowledges that philosophical shift by providing optional BIMs (Bus Interface Modules) to translate the various electronic data from the ECU into input signals that are relayed to the dash control box. They are available for many popular aftermarket systems, including Holley, Edelbrock, MSD, FAST, and even the factory OBD-II port.

A

B

A. The BIM for our Holley system decodes data from the Terminator, Sniper, and Dominator ECUs, and plugs directly into the CAN port of the main Holley harness using a supplied 2- or 4-pin connector cable. B. Another dedicated cable connects the output signals from the BIM to the control box, and from there to the dash display.

Plug ’n play can’t get much simpler than that!

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7

8

7. The new Retrotech dash is a huge improvement over the stocker. The two “square” blocks seen below the speedometer and on either side of the steering column are digital information displays, which can yield an array of information from oil pressure to volts, quarter-mile times, and speed to gear indication.

8. All the requisite sensors and dedicated cables for coolant temperature, oil pressure, and speed are included with each dash upgrade kit. After being routed through the firewall, they all connect to the control box, which translates and sends their signals to the dash display. 9. The square end of the speed sender drive is the same design as the original cable end, and the sender itself is designed to attach to the transmission speedometer cable connection just like the original. The sender generates an electronic signal to the control box, then on to the dash display.

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HEMMINGS MUSCLE MACHINES

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INSTRUMENTAL OPTIONS

Integration is often the measure of success for any aftermarket product, and here are just a few examples of how Dakota Digital has pursued that goal with zeal. The company offers several direct-fit options that are easily accommodated into the original dash carriers, and there are myriad available choices of faces, backgrounds, colors, and more. The RTX series looks “stock” but carries a full assortment of late-model features, while the HDX and VHX packages are solidly custom in their appearance and nestle nicely into the stock dash provisions.

A

B

C

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HEMMINGS MUSCLE MACHINES

A. This HDX instrument pod for the 1967’68 Mustang is all business with its black faces and white needles and numerals; it is also available with silver faces and black numbers. The departure from stock instrumentation is subtle but distinctive, and selectable background illumination makes it easy to personalize. B. A dramatic departure from the stock ’69 Camaro dash is this VHX package that features fully lit needles and backlit faces available with black, silver, and carbon fiber backgrounds. The illumination is also configurable in red, blue, and white. C. Owners of E-body Mopars can update their dashes with this bolt-in system that gives fully gauged capabilities to ’Cudas and Challengers that were not factory equipped with Rallye dash instrumentation.

This VHX example can be had with a black or silver background, while fully illuminated needles and faces are standard fare.

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10

13

11

12 10. The purple connector (R) at the end of the dedicated cable plugs right into the end of the speed sensor, creating a secure, weather–resistant connection. 11. Coolant temperature readings can usually be obtained from a port found in most manifolds; the included NPT bushings may be necessary to adapt the sensor to the port diameter.

Placing the sensor in the cylinder head is not recommended because of inaccurate readings. 12. The oil pressure sensor requires adequate room because of its size. You may also need to employ a 90-degree fitting to direct the sensor away from other obstructions. 13. Nearly all information sent to the instrument panel comes through this control box. Because its electronics are sensitive, the instructions warn against placing it close to any ignition components that can emit electronic “noise” that could interfere with proper operation of the dash componentry.

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HEMMINGS MUSCLE MACHINES

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14 14. The control box uses many of the wires from the factory harness. You should label each by its function; some wires may have to be extended to make successful connections to the control box. The control box has provisions for optional equipment, such as cruise control, external tach, gear selector, and more. 15. Once all the wiring connections are made to the control box, a proprietary lead cable is connected from it to the port on the back of the dash display panel. 16. After all the dash wiring is complete, it’s time to connect the power. One wire is connected to a switched 12-volt source, while the main power and ground are connected directly to the battery.

We used a dual-post battery to help separate our accessory connections from those used by the starter. 17. Switching the ignition to the run position powers up the dash display and initiates the setup process. The rocker switch we spoke of earlier, located next to the right side of the column, controls the various parameters and settings.

15 16

17

SOURCES: Dakota Digital 800-852-3228 dakotadigital.com

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HEMMINGS MUSCLE MACHINES

Yep –we’re actually asking your opinion Everyone’s got one and now yours has a home: “Ask The Experts” is a new feature in each themed issue of every Hemmings title that allows you and your business to talk directly to our readers — who also happen to be your customers. We’ll give your expert opinion the megaphone it deserves: • Section title page featuring your logo • Half-page of content reserved for you and your brand • Share answers to common questions about your products/services • Half-page display ad space • Companion digital “Ask The Experts” section is 100% searchable online

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GEAR

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*Prices shown are presumed accurate at the time of printing. Please confirm with seller prior to purchase.

1970 MAXIMUM MUSCLE

MARK FLETCHER AND RICHARD TRUESDELL MOTORBOOKS • 800-458-0454 • QUARTOKNOWS.COM • $45 The first Earth Day was commemorated in spring of 1970, signaling a new appreciation for environmental conservation. And yet, at the same time, the wildest, most extreme American performance cars were flying out of dealer lots. That year represented the zenith of the original muscle car movement, and youthful (and young-at-heart) buyers were spoiled for choice. Veteran authors and performance-car enthusiasts Mark Fletcher and Richard Truesdell collaborated on this 176-page hardcover, subtitled The Pinnacle of Muscle Car Power. This handsomely presented tome is amply illustrated with hundreds of detailed contemporary and modern color photographs, and works its way through examples of budget, sports racing, and circuit racing cars, before highlighting the most potent and exciting 1970 muscle machines from GM, Ford, Mopar, and AMC; individual chapters cover each model. Whether you’re nostalgic for that era or if you just thrill to its cars, you will really enjoy this celebration of peak muscle.

1969 PLYMOUTH GTX JIGSAW PUZZLE

HEMMINGS • 800-227-4373 EXT 79550 • HEMMINGS.COM/STORE • $16.95 AMT was a huge name in small cars, from the 1950s onwards, and this Michigan-based scale-model specialist company sold countless assemble-it-yourself model kits to hands-on doers and automotive dreamers. Its subjects ranged from factory-standard vehicles to creative custom jobs, like the Pro Streetmodified 1969 Plymouth GTX hardtop seen here. The enticing, bold, and colorful original artwork that adorned the model box packaging makes a great subject for challenging jigsaw puzzles. The Hemmings Store now offers this GTX model art as a 1,000-piece jigsaw puzzle (item P69PLYMO) that is sized a generous 28 x 20 inches when completed. And when you’ve triumphed at this test of acuity and dexterity, it makes fun, frameable wall art, too.

BENT ARROW MUSTANG SIGN

SUMMIT RACING EQUIPMENT • 800-230-3030 • SUMMITRACING.COM • $12.99 Do you currently have an example of Ford’s timeless pony car in your garage?

Or do you simply dream that you did? Summit Racing offers a handsome decorative metal sign that you can put up to celebrate your love of everyone’s favorite Blue Oval performer. The Bent Arrow Mustang Sign (item GAL-SY85061) points to your Mustang garage with stylish, retro-inspired red, white, and blue, three-dimensional graphics on a black background, offering the appearance of a vintage tin display piece. It’s sized 111⁄2 inches wide by 17½ inches tall, and features three pre-drilled holes for ease of mounting.

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HEMMINGS MUSCLE MACHINES

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THE GOODS

By Tom Comerro

*Prices shown are presumed accurate at the time of printing.

Please confirm with seller prior to purchase.

COYOTE STUFF

AVIAID • 818-998-8991 • AVIAID.COM • $825 Fabricated aluminum oil pans are now available for Ford’s 5.0-liter “Coyote” V-8 engines. The Coyote kit includes the anodized aluminum pan with three scavenge ports, three AN-16 fittings with built-in stainless-steel mesh filters, windage tray and gasket, plus hardware and fasteners. Each pan is designed to be used with a three-stage dry-sump pump for street or competition use, while a four-stage pump is available for racing. The pan’s depth measures 3 1⁄4 inches. A variety of brackets and pump drives are available to best suit your application. Ask about p/n 103-52507-05.

FUEL BITS

FRAGOLA PERFORMANCE SYSTEMS • 866-337-2739 • FRAGOLAPERFORMANCESYSTEMS.COM $6.99-$28.99 (HOSE ENDS); $11.99-$130.99 (STREET HOSE)

Old-fashioned fuel line hoses and fittings may deteriorate over time, especially with today’s fuels and blends. EZ Street hose ends and fuel hoses are made to defend against corrosion caused by modern fuels including E15 pump gas, E85, diesel, methanol, and other ethanol blends. Each hose end has a push-on hose retention barb for simple installation and a double swivel that allows you to position the fitting at the proper angle. The fittings have a black anodized finish and are available with straight connectors or in a variety of angled configurations ranging from 30 to 180 degrees. The EZ Street fuel hose has a nitrile-based tube that prevents 99 percent of hydrocarbon fuel vapors from escaping, reducing odors that can waft through typical synthetic rubber products. The fuel hose is designed to work at operating temperature ranging from 29- to 275-degrees Fahrenheit, and boasts a reinforcing braid that keeps it from collapsing. Proper clamps and installation tools are sold separately.

SPARK UP YOUR CHEVY

SUMMIT RACING EQUIPMENT • 800-230-3030 • SUMMITRACING.COM • STARTING AT $369 HEI-style Davis Unified Ignition (DUI) racing distributors for small- and big-block Chevrolets are available and capable of providing sparking power through 10,000 rpm. The high-voltage coil and high-dwell modules are built in, so external ignition boxes and extra wiring are not needed. The Dyna-Module increases the coil saturation time, so the coil provides a long-duration spark instead of multiple sparks. As a result, your Chevy will see improved throttle response and power with spark plug gaps as big as .055-inch. Other features include a “no-resistance” rotor allowing full spark energy from the coil, CNC-machined billet aluminum body, nylon rotor screws to prevent misfires at high rpm, and a 2-3 amp pull preventing large voltage drops, which is important for cars that don’t run an alternator. Available with or without vacuum advance. Choose from black, red, blue, yellow, or clear caps.

DIGITAL HISTORY

AUTOBIO • INFO@AUTOBIOTAGS.COM • AUTOBIOTAGS.COM • $49/TAG If you enjoy taking your car to shows and cruise-ins, you likely enjoy talking about it to tell its story. But, if you’ve ever had the opportunity to display your car at a museum, or if you’ve offered cars at auction, you might not have been able to relay all the details to onlookers. Now it’s possible to tell the whole story of your ride with scannable technology. Posterboards and other physical materials are limited in space, but with AutoBio profiles, you can show off several photos, specs, history, videos, and more within an integrated digital platform designed by other car lovers. The AutoBio Tag fits inside your car and clings to your windshield or other glass (it’s easily removable) and contains a unique QR stamp that will automatically unlock your car’s history to anyone who accesses it with their smartphone camera.

No app is necessary, making it easy for prospective buyers or admirers of your car to get all of its details. You can update and refine your car’s story at any time, and share whatever you want to make your car stand out.

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HEMMINGS MUSCLE MACHINES

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AUCTION ACTION

This 1963 Plymouth Belvedere was reported to be one of 145 built with a 426 Max Wedge engine — in this case, a 415 Stage II edition. The welldocumented car sold for $62.000.

GAA CLASSIC CARS AUCTION GREENSBORO, NORTH CAROLINA A RECENT ADDITION TO THE SCHEDULE PRODUCES A $16.5 MILLION SALE

BY MATTHEW LITWIN • PHOTOGRAPHY COURTESY OF GAA CLASSIC CARS

A

home, Ford is two-for-two this year continued to unfold this spring, at GAA auctions. At the conclusion GAA Classic Cars held the sec- of the event, a 2006 Ford GT topped ond of four scheduled sales at the sales list after achieving a price of its dedicated North Carolina facility on $365,000. It was presented in factoryApril 22-24. This sale was a relatively fresh condition, thanks to what was late addition to the company calendar reported to be an odometer reading and was held in part to offer 175 noof just 11 miles, which was the real reserve vehicle lots from the collection highlight of the listing. The GT was of the late Ron Jones of Tennessee. followed by a 1970 Plymouth Hemi Most of the collection was comprised of Superbird — discussed in more detail prewar cars, but there were also several elsewhere in this report — that realnoteworthy performance Mopars from ized $320,000. Coming home third the Sixties. By our count, GAA’s total was a 1969 Dodge Charger Daytona catalog for the sale was packed with (also discussed in this report) that 558 vintage and contemporary collectbrought $250,000, while an extremely rare 1926 Rickenbacker roadster slid ible vehicles from across the globe. into fourth overall with a sale price of As with GAA’s February auction, in-person attendance was limited to reg- $225,000. Rounding out the top five was a tie between a 1970 Chevelle SS 454 istered bidders and consignors, though and another ’70 Plymouth Superbird; phone and internet bidding was also both sold for $160,000 each. allowed. During the three-day event, As of this writing, GAA Classic GAA sold 524 lots, equating to an Cars will host two more auctions this eye-opening 94-percent sell-through year at its North Carolina facility. For rate and a collective take of nearly more details, as well as a complete $16.5 million (all listed sale prices inlist of results from the April sale, visit clude a buyer’s premium). gaaclassiccars.com.

If you’ve been keeping track at

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S THE 2021 AUCTION SEASON

HEMMINGS MUSCLE MACHINES

THE NUMBERS Total Sales: $16.4 million Top Muscle Car Sale: 2006 Ford GT; $365,000 UPCOMING AUCTIONS July 22-24: Greensboro, North Carolina November 4-6: Greensboro, North Carolina 855-862-2257 • gaaclassiccars.com Check with auction house for up-to-date information

LEGEND

Condition: #1 = Excellent; #2= Very Good; #3 = Average; #4= Poor; #5= Major Project Reserve: Minimum price owner will accept High Bid: The highest offer made (but vehicle did not sell) * Selling Price: What the vehicle sold for * Average Market Range: Values based on current market trends for vehicles in #2- to #1 condition, respectively. *All prices shown include the buyer’s premium on sold lots. Unsold lots include only the highest bid, when available.

1970 PLYMOUTH MODEL: Superbird CONDITION: Restored RESERVE: None

1969 DODGE SELLING PRICE: $320,000 AVG. MARKET RANGE: $255,000-$360,000

According to the consignor, this 1970 Plymouth Superbird was one of 135 built with the venerable 426-cu.in. Hemi V-8, and this example reportedly still contained its factory-issued engine. Bolstered by the original broadcast sheet and a host of other documents, the Road Runner-based ’Bird was one of 36 with a TorqueFlite automatic (rebuilt to match its original Hemi specs), which was accompanied by a Sure Grip axle containing a 3.55:1 gearset. Other highlights included power front disc brakes, power steering, Tic-Toc-Tach, and more. Additionally, the repainted (in its original color) Mopar showed what was reported to be just 24,959 original miles. Unsurprisingly, it sold near the top end of the current market range.

MODEL: Charger R/T Hemi CONDITION: Restored RESERVE: None

1965 CHEVROLET SELLING PRICE: $132,500 AVG. MARKET RANGE: $135,000-$240,000

MODEL: Corvette CONDITION: Refurbished RESERVE: Undisclosed

Another muscular Mopar, offered without reserve, was this 1969 Dodge Charger R/T. Details were scant for this example when it was consigned; however, the big carrot at the end of this proverbial stick was the factory Hemi hidden behind the Charger’s iconic recessed grilles. The Metallic Green Dodge, which featured a black vinyl cabin and roof, also contained a factory four-speed manual transmission, Sure Grip differential, bucket seats and console, radio, heater, A33 Track Pak, power front disc brakes, and more, including the V88 stripe-delete option.

Reproduction redline tires complemented the undated restoration effort, which delivered a sale price just below market range.

SELLING PRICE: $97,000 AVG. MARKET RANGE: $110,000-$165,000

As is often the case with many auctions, Corvettes were bountiful at this sale, and this coupe from the 1965 model year was one of the top sellers. These mid-year sports cars have enjoyed a long run of strong demand for good reason. The big attraction for this example was the L-78 engine option that delivered 425 thunderous horsepower from 396 cubes, backed by the four-speed manual. Then there was the aluminum “knock-off” wheels, sidepipes, power brakes, transistor ignition, and AM/FM radio, plus, if that were not enough, there was a slew of documents and the eye-catching “matching numbers” statement. “One lacquer repaint since new” also meant there was a lot of originality left to appreciate, too. The only surprise was that it didn’t hit six figures.

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SEPTEMBER 2021

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65

1987 BUICK MODEL: Grand National CONDITION: Modified RESERVE: Undisclosed

1965 PONTIAC SELLING PRICE: $40,500 AVG. MARKET RANGE: $35,000–$57,000

SELLING PRICE: $59,000 AVG. MARKET RANGE: $80,000-$152,000

MODEL: Camaro SS CONDITION: Original RESERVE: None

SELLING PRICE: $11,500 AVG. MARKET RANGE: $14,500-$23,000

Since its introduction, owners of Buick’s Grand National have either maintained its factory performance DNA, made slight adjustments to eke out more power, or embarked on a full-blown “Day Two” build. This was the only GN at the sale, and it was a few additions away from the latter segment. Showing just 11,000 miles, it had been well tuned “recently,” with the bulk of the mods administered to the 3.8-liter turbo six.

Also tweaked were the brake and suspension systems—enough to warrant a separate page in the catalog. In short, the already fast G-body Buick was made to be considerably faster. What was compelling about this otherwise stocklooking GN was that the sale price landed within the market range for unmodified examples.

It may be easy for the casual muscle car enthusiast to forget that the GTO started as an option package in the upscale Le Mans line.

PHS documents confirmed this GTO convertible was indeed ordered with the highly desirable 389 Tri-Power engine option that, thanks to a bank of triple two-barrel carburetors, helped the V-8 crank out 360 horsepower. That paperwork also confirmed it was built with a four-speed manual, which was replaced at some point prior to the sale with an automatic transmission. Other options included, but were not limited to, power steering, wood steering wheel, center console, and tach. Surprising, then, that it sold below market range — was the culprit the trans swap?

Believe it or not, the 1997 Camaro is on the brink of turning 25, meaning it’s going to shift from late model to classic car status. Somehow, it still seems too, well, new. It bodes well for those looking for an affordable avenue into performance car ownership, as seen with this 30th Anniversary Edition SS that sold below market range. There was a lot to like about it: one of 979 coupes built, six-speed manual trans, a contemporary adaptation of iconic hood stripes… you get the idea. Its presentation looked super clean inside and out, yet the consignor didn’t disclose information about its past or mileage. Did the lack of data have a hand in the result, or was it simply a lack of appreciation for the famed badge?

1968 SHELBY

1969 DODGE

1971 FORD

MODEL: G.T. 350 CONDITION: Refurbished RESERVE: Undisclosed

SELLING PRICE: $100,000 AVG. MARKET RANGE: $78,000-$111,000

Just as prevalent at the sale was an array of Mustangs, including a handful of those massaged by Carroll Shelby, both vintage and contemporary. Among them was this G.T. 350 from 1968, reported to be one of 30 when the paint, trim, and option combinations were broken down. Below the hood was the highstrung small-block, accompanied by a fourspeed manual. Touted as a “mostly original” serpent, it was also equipped with power steering, Tilt-Away steering wheel, and power front disc brakes. Apparently, it was also owned by just three people who collectively amassed a mere 52,089 miles by the time the Shelby was consigned. As one could have assumed, it sold within market range, placing it within striking distance of the overall top 10.

66

MODEL: GTO CONDITION: Restored RESERVE: Undisclosed

1997 CHEVROLET

HEMMINGS MUSCLE MACHINES

MODEL: Charger Daytona CONDITION: Restored RESERVE: None

SELLING PRICE: $250,000 AVG. MARKET RANGE: $201,000–$296,000

Three winged warriors were consigned to this sale, but only one Charger Daytona: this 1969 Dodge, offered without reserve. It was reportedly in excellent condition and powered by a 375-hp 440 Magnum V-8 paired with a Torque-Flite automatic. One of the 503 built for domestic dealers to sell, the Daytona was said to be one of 34 originally painted (F6) Bright Green Metallic, which was replicated during its comprehensive restoration. Bolstered by documentation, the wind-cheating Dodge was also equipped with power front disc brakes, a performance axle package, Sure Grip differential, the Rallye gauge package, code C6W white/black vinyl bucket seats with headrests, and more, which sent it into the middle of the market range with ease.

MODEL: Torino GT CONDITION: Restored RESERVE: Undisclosed

SELLING PRICE: $33,000 AVG. MARKET RANGE: $29,000-$48,000

Ford’s redesigned 1970 Torino may not have dominated NASCAR, but in street trim it earned “Car of the Year” accolades. The design carried over into ’71, as seen on this example with the GT package. The convertible looked muscular with its Maroon Metallic paint and impossibleto-miss laser stripe. Paperwork confirmed it was built with power front disc brakes, power steering, air conditioning, electric clock, a C4 automatic, and a 351-cu.in. engine. Showing roughly 64,000 miles since new, the last 2,000 miles were rolled on after its “groundup restoration.” Another bonus: The car was a rarity, as just 1,613 examples were built during the model year. The catch: The 351 wore a single two-barrel, making it a quasi-muscle car, but one that sold handsomely, nonetheless.

1986 FORD MODEL: Mustang GT CONDITION: Original RESERVE: None

SELLING PRICE: $11,250 AVG. MARKET RANGE: $12,000 - $21,000

Just how popular was the Fox-platform Mustang? From its 1979 introduction through ’93, Ford built nearly 2.6 million for the domestic market. Countless numbers of them were raced, modified, crashed, rebuilt, driven into oblivion, or used with care and preserved for posterity.

One from the latter category was this 1986 GT convertible, one of 696 built in “triple black,” and quite possibly one of the few remaining with less than 60,000 miles on the odometer. This was the year in which the multiport EFI 5.0 HO engine hit the platform. Coupled with the factory fivespeed, it was considered a street rocket when new. There were loads of other goodies secured to the unit-body pony, all verified by documents.

This one nearly hit the market range.

1984 OLDSMOBILE

1970 CHEVROLET

MODEL: Cutlass Hurst/Olds CONDITION: Original RESERVE: None

MODEL: Chevelle SS 454 CONDITION: Restored RESERVE: Undisclosed

SELLING PRICE: $27,000 AVG. MARKET RANGE: $18,000 - $31,500

By the mid-Eighties, Detroit’s performance resurgence was hitting a new, more fuel-efficient stride that spawned some memorable cars.

Reunions did as well, such as that between Oldsmobile and Hurst, leading to this ’84 Cutlass.

Based on the Calais trim line this year, the new H/O — with its special silver/black two-tone paint scheme, rear decklid spoiler, and unique graphics—certainly stood out in the crowd. It had a Hurst Lighting Rods shifter as part of the package, too, which backed a high-output 307-cu.in. smallblock that made 180 hp. Details pertaining to the history of this example, however, were quite scant, beyond mention of the T-tops, factory air, and its “all factory” condition. No matter, as it sold near the top end of the market range.

SELLING PRICE: $160,000 AVG. MARKET RANGE: $105,500 - $167,000

Mother Mopar’s high-horsepower steeds were not the only domestic intermediates to land in the sale’s overall top 10. Take this 1970 Chevrolet Chevelle SS 454, for example. In this case, the 454 badges were referring to the LS6 version of the Mark IV big-block that boasted a factory rating of 450 hp. According to the consignor, it was authenticated as one of the 4,475 reportedly built during the year, and this one also had the M22 “rock crusher” four-speed manual, along with a Posi differential. A Cowl Induction hood, bucket seats, gauge package, and tinted glass were additional highlights found in this restored example, along with documents that confirm it was sold new through Lamb Chevrolet in National City, California.

A Public Service of Hemmings Muscle Machines

SEPTEMBER 2021

WWW.HMN.COM

67

AUCTION NEWS

By Tom Comerro

MECUM

Cobra were original or NOS, including service items. Arguably the most factory-correct 427 S/C Cobra, it achieved a final sale price of $3.3 million.

Also up for grabs was the Moe Blackburn Collection, which provided bidders an opportunity to bid on 11 different Mopars, spanning several eras. A Plymouth ’Cuda AAR was one of those to find a new owner.

It was unrestored, with 34,500 miles, and it had all of its original sheetmetal, finished in Lemon Twist paint. It was said to be one of 1,120 factory four-speed AAR models, and it carried the original carburetors, exhaust, Hurst Pistol-Grip shifter, and a dealer-installed AAR warranty-replacement block. The desirable one-year-only Plymouth inched into six-figure territory with a final sale of $100,100.

More than 400 muscle cars found new owners at the event, and results are available for viewing at mecum.com.

MECUM AT INDY RESULTS

RM SOTHEBYS

The nine-day Mecum Spring Classic became the second auction in Mecum’s history to eclipse total sales of $100 million.

When the final car rolled across the block, the tally showed more than $107.8 million in overall sales, with a sell-through rate of 83 percent. Breaking out the numbers, American muscle and high-performance cars built from 1964-’72 accounted for nearly $33 million, with a sell-through rate of 79 percent. The top sale from this group was a rare factory 427 S/C Cobra that showed only 10,760 miles. It still had the original engine, and had seen just five owners before crossing the block. CSX3042 was professionally restored in 2002 and earned a Premier Award at SAAC-27. All parts on the

RM SOTHEBY’S SALES AT AMELIA ISLAND Returning to the Ritz-Carlton, RM Sotheby’s wrapped its 23rd auction at the Amelia Island Concours d’Elegance, with a 95-percent sell-through rate and total sales tallying more than $42 million. American performance cars made their presence known, with examples from GM, FoMoCo, and more peppered between the classics and foreign exotics. Among the American muscle offerings was a 1970 Oldsmobile 4-4-2 convertible, fresh from a meticulous body-off restoration. The Sherwood Green with white top and parchment interior car spent much of its life in Virginia, and beneath the drop-top’s hood was a 455 V-8

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HEMMINGS MUSCLE MACHINES

mated to a four-speed manual transmission. This example was believed to be one of 2,933 produced in 1970, and it featured a ram-air hood, beltline stripes, and dual sport mirrors. Inside it had bucket seats, AM/FM radio, clock, console, and power everything, from the top to the brakes.

The open-air cruiser sold for a respectable $61,600.

Also sold was a Grabber Orange over black 1970 Mustang Boss 302. One of 7,014 built, this one was equipped with the optional shaker hood scoop, rear window slats, rear spoiler, AM radio, and Traction-Lok differential. The Mustang rode on Goodyear Polyglas white-letter tires mounted to Magnum 500 wheels. Despite its older rotisserie restoration, all panels fit properly, while correct wiring and hoses adorned the engine bay. The Boss sold for $72,800.

Full results from RM Sotheby’s Amelia Island Auction are available at rmsothebys.com.

SEPTEMBER EVENTS 2-5

RM Sotheby’s Auction Auburn, Indiana • 260-927-9797

3-4

Worldwide Auctioneers Auburn, Indiana • 800-990-6789

3-5

Springfield Swap Meet & Car Show Springfield, Ohio • 937-376-0111

4-5 5

Silver Auctions Sun Valley, Idaho • 800-255-4485 Sumter Swap Meet Bushnell, Florida • 727-848-7171

8-11

Mecum Auctions Dallas, Texas • 262-275-5050

9-12

Adirondack Nationals Lake George, New York 518-380-1874

12

Long Beach Hi-Performance Show & Swap Meet Long Beach, California 800-762-9785

17-18

Annual Old Orchard Beach Car Show Old Orchard Beach, Maine 207-934-2500 Corvette Funfest Effingham, Illinois • 866-309-3973

18

VanDerBrink Auctions Scranton, North Dakota 507-673-2517

23-25

Petit Jean Antique Auto Swap Meet Morrilton, Arkansas • 501-727-5427

24-26

Englishtown Swap Meet Old Bridge, New Jersey 732-446-7800 Jefferson Swap Meet Jefferson, Wisconsin 608-244-8416

25-26

Midland Antique Festival Midland, Michigan 989-687-9001

Please note that these events are active as of press time despite the ongoing COVID-19 pandemic. We recommend you verify the status before making plans to attend.

NEW BARRETTJACKSON EVENT Barrett-Jackson’s inaugural Houston Auction will take place September 1618 at the NRG Center.

Tickets and VIP packages are already available for the auction house’s firstever Texas event.

The massive facility offers more than 706,000 square feet of exhibition space, 150,000 sq ft of registration space, and 280,000 sq ft of marshaling area. Expect a large and diverse list of consignments to cross the block, and both on-site and remote bidding will be available.

For the latest on the Houston Auction, visit barrett-jackson.com.

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HEMMINGSAUCTIONS.COM

By Mark J. McCourt • Images courtesy of hemmingsauctions.com

HEMMINGS AUCTIONS IS OUR LIVE, ONLINE AUCTION

site staffed by customer service professionals ready to help bidders and sellers with any questions. A wide variety of classic and specialty vehicles from all eras are up for bid.

Auctions run for two weeks, and qualified bidders place their bids electronically. Once a vehicle is accepted into the

auction, the seller pays only a $99.95 listing fee. The winning bidder is responsible for a 5-percent fee on all completed auctions. The following are examples of auctions that transpired during the month leading up to press time. If you have questions, comments, or suggestions, email Director of Auction Operations Terry Shea: terryshea@hemmings.com.

2003 FORD F-150 HARLEY-DAVIDSON SUPER CREW RESERVE: $23,500 SELLING PRICE: $24,675

RECENT MARKET RANGE: $21,250-$32,540

There was nothing hog-like about this special-edition F-150, which celebrated the 100th anniversary of both the Ford Motor Company and Harley-Davidson. Special touches included striping, badges, chromed wheels, leather upholstery, and instrumentation. Its 41,000-mile, factorysupercharged 5.4-liter V-8 sent 340 horsepower to the rear wheels, and all systems operated as designed. Minor stone chips, bed scratches, and a windshield chip were disclosed, and a bit of wear was visible on the driver’s seat. Photos showed a rust-free undercarriage, and the pickup came with its window sticker, manuals, and all keys. The auction was extended four times, and the F-150 sold within range.

1978 PLYMOUTH ROAD RUNNER RESERVE: $22,500 SELLING PRICE: $28,875

RECENT MARKET RANGE: $17,550-$27,330

The hardest of hardcore muscle car fans might scoff when they look at this Volaré-based Road Runner, but it was faithful to the formula of a decade earlier. It was also a very rare piece, being one of 617 built with the optional Super Pak appearance kit and 360 V-8. The coupe’s exterior and interior cosmetics were said to be in excellent restored condition–some rust repair was done before the paint–while the 45,000-mile engine was not touched save for a replacement two-barrel carburetor and the removal of the Lean Burn ignition. The suspension and brakes were also refreshed. The seller responded to questions, and the Plymouth sold well, going on to a new home in Belgium.

1965 FORD MUSTANG RESERVE: $47,000 SELLING PRICE: $89,775

RECENT MARKET RANGE: $40,120-$55,350

The design of the first-generation Mustang 2+2 can justifiably be called iconic, and it’s a serious attention grabber when treated to a heritageinspired, racing-stripe look. This ’65 fastback restomod ticked all the right boxes, from its Le Mans-style livery and lowered stance over Torq Thrusts, to its four-barrel 289 V-8 and four-wheel disc brakes. The rebuilt A-code engine was said to run perfectly, while the vinyl stripe-accented paint had no noted flaws and the “pony” interior was new. The restoration work on this Ford was documented with photos and receipts, and on the final auction day, the bid count increased to 40, while the price soared from $51,000 to nearly $90,000.

LEGEND RESERVE: Minimum price owner will accept SELLING PRICE*: What the vehicle sold for, inclusive of buyer’s 5-percent fee (*sold as a Premium Classified following the live auction) RECENT MARKET RANGE: The low-to-high value range for the vehicle based on published results of similar vehicles sold at auction over the previous 18 months

ADVERTISERS

1967 CHEVROLET CAMARO RS RESERVE: $38,500 SELLING PRICE: $47,355

RECENT MARKET RANGE: $37,120-$49,510

The first year of Chevy’s pony car competitor set the tone for the Camaro’s lifetime: It was uniquely stylish, powerful, and great to drive. This 1967 convertible looked cool in red-on-red with black trimmings and a black top, and its never-rebuilt, 275-hp 327 V-8 and Powerglide driveline were believed original. The body and interior underwent restoration eight years ago and were promised to present like new. Photos showed a rust-free undercarriage, plus redline radials that had been driven fewer than 5,000 miles; an OEM-look Delco battery underhood was a nice touch. The soft-roof Chevrolet looked like fuss-free fun, and it easily surpassed the reserve to find a happy new home.

1972 DE TOMASO PANTERA

1954 CHEVROLET CORVETTE

RESERVE: $80,000 SELLING PRICE: $101,063

RESERVE: $63,000 SELLING PRICE: $66,150

RECENT MARKET RANGE: $71,550-$97,350

Henry Ford II’s Ferrari-fighting exotic was a thrilling blend of Italian styling and American V-8 muscle. This was one of an estimated 1,552 sold here for 1972, bought new by a Ford executive and sold out of his estate. The car was repainted in the early 1990s, but its 351 “Cleveland” V-8 or attendant ZF five-speed gearbox didn’t require a rebuild in the fewer-than-44,000 miles the Pantera was driven. The car presented very well, although it was mentioned that the air conditioning needed a recharge and the stereo didn’t work. Era-correct Michelin X tires had 2011 date codes. This De Tomaso came with receipts and paperwork, as well as contemporary Ford diagnostic equipment, and it sold strongly.

RECENT MARKET RANGE: $65,110-$92,450

The National Corvette Restorers Society takes authenticity very seriously, and anything restore to NCRS standards attempts to be as factoryaccurate as possible. This second-year ’Vette promised that correctness, both from a mid-198 restoration and from a comprehensive 2019 refreshing involving the Polo White paint and the straight-six/Powerglide drivetrain. Vintagelook radials were paired with fresh shocks tuned to work with this modern technology, although original Delco shocks went with the car. A blemish was noted in the driver’s seat upholstery, the starter was said to sometimes grind, and the transmission had a minor weep. It took 32 bids to change ownership of this Chevy.

ADIRONDACK NATIONALS ........................................23 AMERICAN AUTOWIRE ..............................................65 AMES PERFORMANCE ENGINEERING ....................37 BARRETT-JACKSON....................................................3 BOB’S SPEEDOMETER...............................................37 CLASSIC PERFORMANCE PRODUCTS ........................ ........................................................inside back cover CLASSIC INDUSTRIES ................................................21 COKER TIRE....................................................................1 COVERCRAFT INDUSTRIES......................................37 CUSTOM AUTOSOUND MFG......................................19 DAKOTA DIGITAL .........................................................31 ECKLER’S AUTOMOTIVE ...........................................53 GOVMINT .....................................................................27 THE GREAT RACE .......................................................47 THE HAMILTON COLLECTION .................................... 7 HEIDTS .........................................................................49 HILL’S CLASSIC CARS ...............................................55 HYDRO-E-LECTRIC ....................................................23 IDIDIT.............................................................................51 INLINE TUBE................................................................29 J.C. TAYLOR INSURANCE..........................................35 MODERN DRIVELINE. .................................................12 NATIONAL PARTS DEPOT .......................... back cover ORIGINAL PARTS GROUP..........................................45 OWL’S HEAD TRANSPORTATION MUSEUM ..............11 PERFORMANCE COATINGS, INC..............................43 PERFORMANCE DISTRIBUTORS .............................55 PRIMAL MAX...............................................................63 RPM FOUNDATION......................................................61 STAUER ......................................................................5, 9 THERMO TEC ................................................................ 4 TREMEC TRANSMISSIONS........................................13 TRICK FLOW......................................inside front cover UNIVERSAL VINTAGE TIRE CO ..................................17 WALDRON’S EXHAUST 43

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JIM McGOWAN jmcgowan@hemmings.com

Hometown Restoration

M

No one will do as good a job on your muscle machine as you!

y sleepy little town in Ventura County, California, has just stepped up a few notches in the muscle car world.

Recently, I saw an article in our weekly newspaper about a professional automotive restoration facility opening in an industrial area of the city. Wow, I thought, we’ve finally hit the big time, with a pro shop in our otherwise sedate burg!

In the past, anyone needing specialty restoration work here had to go down to the San Fernando Valley, or north toward Ventura. As we all know, our vehicles occasionally require professional work from collector-car experts, and there are certain projects that require knowledge that some enthusiasts simply don’t have.

I have not stopped by the new business yet, to say hello and check out the facility, but the industrial park where it is located currently has several automotive shops. None specialize in our vintage cruisers, so it was only a matter of time before such a shop opened in the area. My only concern at this point is determining if the business will work on all makes and models or, like many other restoration shops, if it will specialize in a particular brand. I’m hoping that it will accept any make and model, as that is what we truly need in this area.

Over the years, when I wrote restoration articles for a living, I was often disappointed when I heard of a new specialty restoration shop opening. When I would get there to check it out, I’d find a normal vehicle repair facility. These types of shops would accept specialty vehicles, say for interior restoration, and then send them out to an interior shop that would perform the work. They were functioning as brokers without telling the vehicle owners that they were not actually doing the work on site. Thankfully, most of those shops did not survive, because the work was not performed to the high standard that we normally require for our vehicles, though the

price was the same, or higher, as from a high-end professional interior resto shop!

I realized years ago that if I wanted some sort of nonmechanical restoration project to be done to my expectations, I’d better learn how to do it myself.

Let’s say it was installing an interior seat kit: I actually went to a professional interior repair business that a friend had used and did an article on installing an upholstery kit. In doing that, I learned what tools and supplies were required. Then I found a local business where I could buy the correct pliers and hog rings, and simply put my knowledge to use by doing it myself.

I’m sure many of you have also gone down that road, first to save money, and second to learn the procedure. Consequently, I also learned how to prep a car for paint, apply primer, and then shoot the correct factory color. I did this on several muscle machines I owned in the Eighties and Nineties. I’m sure that many of you reading this have had the same experiences, for budgetary reasons and to make sure the job was done properly.

Most of the people I know in the various muscle car clubs here in California have had very similar experiences with their vehicles. Not only did the job get done properly, and exactly as the owner wanted, but the experience was extremely rewarding.

As my immigrant Irish grandma used to say, “If you want a job done properly, you should do it yourself!” In many ways, truer words have never been spoken. No one will do as good a job on your muscle machine as you! So, take the time to learn how a pro would accomplish the task, then do your homework on how to do the work and attempt to do it to the best of your ability. Not only will it be much less expensive, you will have the satisfaction of bragging to your muscle car friends that you did all the work yourself. Do your homework — it will pay off!

from Steering, ion Brakes & Suspens 1978-87 G-BODY shown

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30" UNIVERSAL COLUMN SHIFT shown

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1955-57 CHEVY FULLSIZE LOWER shown

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COIL SPRING & SHOCK KITS

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1964-67 CHEVY A-BODY KIT shown

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