uis40ovgyuc magzus.org by Thomas Swift

SEPTEMBER 2022

No. 2 2 9

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MODERN MACH

MUSTANG MAKEOVER

FOR THE ROAD

RESTO TECH PURPLE REIGN MUSCLEPALOOZA’S DUAL-QUAD 409 TIPS & TRICKS ’71 GTX 440 TRIUMPHANT RETURN ’62 IMPALA SS

Old School Looks with Modern Performance. You don’t have to choose between vintage looks and modern power for your small block Chevy—Trick Flow DHC™ 175 heads deliver both! The aluminum heads have the exterior styling and straight spark plug holes that nostalgia buffs prefer. On the inside, CNC-profiled chambers, Fast As Cast® runners, and a small cross-section intake design deliver the performance that power fans crave. Trick Flow DHC 175 cylinder heads come fully assembled—just paint them Chevy Orange and they’re good to go. Heads are available with or without accessory bolt holes. Airflow Results

Dyno Results

DHC 175

Test Engine: 10.2:1 compression 350 c.i.d. with Trick Flow DHC™ 175 cylinder heads (TFS-30210003), Trick Flow Track Max™ hydraulic roller camshaft (TFS-31402001), 1.6 ratio roller rocker arms, Trick Flow chromoly pushrods, Edelbrock Victor Jr. intake manifold, 750 cfm carburetor, Hooker Super Competition headers with 13⁄4" primaries, 3" dual exhaust with Flowmaster mufflers.

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

.200"

133

104

.300"

192

136

.400"

233

180

.500"

258

198

.600"

254

207

Tests conducted at 28" of water (pressure). Bore size: 4.030"; exhaust with 13⁄4" pipe.

Your Recipe for Small Block Chevy Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Track Max® Camshafts Give your small Chevy an even bigger power boost with a Track Max camshaft. Available in several flat tappet and roller designs up to 246°/254° duration and .555"/.555" of lift, they are dyno proven to produce significant power increases over the entire RPM range.

StreetBurner® Intake Manifold This manifold brings out the best traits of the DHC 175 heads and Track Max cams. Its dual plane, open air design helps pack more air and fuel into the cylinders to significantly boost power and torque in the 1,500–6,500 RPM range.

Roller Rocker Arms Finish off the horsepower recipe with aluminum roller rocker arms. Each set includes lightweight aluminum CNC-machined rocker arm bodies with premium needle-bearing fulcrums and roller tips to reduce valvetrain weight and friction.

TrickFlow.com • 1-330-630-1555 2209HMTF

Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.

Ready To Roll

Firestone Wide Oval Bias Ply F70-15 With Cragar S/S Wheel 15x6

We are now offering the legendary Cragar S/S wheel, available from 15x4.5 through 15x10 in all popular direct drilled five-lug bolt patterns. Relive the muscle car era and build your custom tire and wheel package today!

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CONTENTS VOLUME 19 • ISSUE 12 • #229

52 PERSPECTIVE

MARKETPLACE

FEATURES

TECH

06 TERRY McGEAN 10 BACKFIRE 72 JIM McGOWAN

08 PRODUCTION LINE 14 MODIFIED: 1969 Ford Mustang 28 STOCK: 1971 Plymouth GTX 40 STOCK: 1962 Chevrolet Impala SS 409 52 ON LOCATION: Musclepalooza 33

64 AUCTION ACTION 68 AUCTION NEWS 70 HEMMINGSAUCTIONS.COM

22 TECH: Engine Bay Renovations 34 TECH: Restoration Tips and Tricks 46 RESTO: 1970 AMC AMX 56 ASK RAY 58 SWAP MEET 60 GEAR 62 THE GOODS

SPOTLIGHT: Restoration

ON THE COVER: Contributor Barry Kluczyk captured Craig Cushing’s ’69 Mustang Mach 1 in its element, rolling down a Michigan highway

Tires & Wheels For Authentic Looks

When you want correct looks for your classic Muscle Car, then Universal Tire is your tire and wheel headquarters. We have the correct tires and wheels for Muscle Cars, so shop online or call us today to speak to our vintage tire pros!

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PUBLISHER Jonathan Shaw, President EDITORIAL Douglas R. Glad, Head of Content Terry McGean, Editor-in-Chief Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily Sadie Buckallew, 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 VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton Robin Burdge, Ad Trafficker HEMMINGS DIGITAL Nate Wardwell, Director of Digital Product Mark Nordyke, Director of Engineering Robert Hayman, Technical Lead Jeremy Meerwarth, Engineering Manager David Richied, Web Developer Orhys Brown, Web Developer Cody Walton, Web Developer Clara Poston, UX Designer Wayne Archer, Quality Assurance MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Rachelle Ferguson, Kerry Paige, Missy Telford, Erika Woods Graphic Services: Samantha Corey, Graphic Services Director Christopher Brown, Carrie Houlihan, Todd Koch, Stephanie Rawling, 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, DeLena Boutin, Glory Daignault, Alaina Krawczyk, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley HEMMINGS AUCTIONS Terry Shea, Director of Auction Operations Kurt Ernst, Managing Editor Auctions Specialists: Allen Boulet, Karissa Crandall, 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

CONSIGN TODAY | OCTOBER 20-22 | HOUSTON | 480.421.6694

SOLD - $357,500 // 1967 FORD MUSTANG ELEANOR TRIBUTE EDITION

SELL YOUR COLLECTOR CAR WHERE THE BIDDERS ARE Over 270 Auction Records Broken So Far In 2022 Contact a consignment specialist at Barrett-Jackson.com or 480.421.6694 Experience the Barrett-Jackson Auctions live exclusively on A+E Networks’ FYI and HISTORY channels.

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TERRY McGEAN tmcgean@hemmings.com • Instagram @tmcgean

Yesterday’s Scrap

Today, correcting the ravages of rust is more approachable for the average hobbyist.

found myself trying to justify (yet another) old car purchase not long ago when a friend asked my opinion about a project he was considering. As is so often the case, the car in question wasn’t a late-model commuter, but a decades-old relic from Detroit’s golden era of performance. This specimen was definitely a project—nothing my friend would be driving home. This is the part where we enthusiasts separate sharply from most people. The car my friend and I went to see looked like something a majority of the population would have sent to the scrapyard long ago. Yet here the two of us were, anxiously anticipating the inspection process and conjuring images of the finished outcome before we’d even given it a look. This sort of thing has played out countless times over many years for scores of vintage vehicle fans, in some cases almost to the point of being routine. Some of us are kidding ourselves to view brokendown old cars with an eye that sees it renewed again; others are merely taking stock of what is needed and the steps required to get it done. I’m somewhere in the middle, versed enough in the process of restoring a car to have a good idea of what it’s going to take but not fully equipped (in terms of skill, facilities, and funding) to get a full-scale project to completion all on my own. Still, I ought to know enough to be of some use in avoiding bad decisions… if I lead with the head and not the heart. Of course, the heart has to factor in at least a little. In considering old car projects, being entirely practical would probably lead to avoiding anything that wasn’t sleek, shiny, and ready to take to a cruise night. Restoring cars is a hobby unto itself, beyond simply being a car enthusiast, so starting with something that needs help is sort of the point. But on the day my friend and I went to see this particular car, I was struck by how our standards have changed over the years. The car we were looking at was a Chevelle from the late ’60s; it was going to need a full-scale, bodyoff re-do to return it to something desirable. That’s not unusual these days, but I think it was the fact that it was a Chevelle that rattled my senses a bit. My first car was a Chevelle way back in the ’80s; a number of my friends had them around that time as well. There were a lot more ’68-’72 Chevelles on the ground then, but we already considered them somewhat vintage. Poking around on the one my friend was recently considering suddenly made me realize that we’d have considered this a parts car back in the day—how did we get to a place

where we were actually excited over the opportunity to resurrect a bucket like this? We’d sent better cars to the junkyard when Reagan was still in office. But that’s the reality of time. I’d noticed the same thing happening with street rod guys 20-something years ago. In the ’90s, finding a genuine ’32 Ford — and not even a whole car, just a significant portion of a usable body — was a big deal. The Deuce had been a hot rodding staple for decades by then, and I’d hear older guys talking about the parts and pieces they threw away back in the ’50s for not being “good enough” to use for their projects. These tales were always delivered with a tone of lament, as the bits those guys were trying to save in the present were junk compared to what they’d cast off years prior. Now we’re going through that cycle with muscle cars and parts. However, there has been a major change in the muscle realm during the past 20 years or so that justifiably alters the perspective of people like my friend and me when we consider attempts to save what was once considered beyond redemption: reproduction sheetmetal. Back in the ’80s, when we’d survey the damage done after 15-20 years of road salt exposure, options for cures were limited to scoring new factory replacements (already tough to do for most models even then), finding good used parts (also challenging without heading out West, since all cars of the same type tended to rust the same way), or fabricating pieces to replace what the tin worm had consumed (which required a skill level we did not possess). With those obstacles weighing on our young minds, we tended to write off cars that needed extensive metal repair. Today, correcting the ravages of rust is more approachable for the average hobbyist. Not to say it’s easy to weld in entirely new floorpans, quarter panels, and maybe even a roof skin (nor cheap), but it is at least feasible with the stampings that are currently available for so many muscle-era cars. Access to welding gear and other tools once reserved for professionals has also improved drastically for the weekend restorer, and learning to use them has become easier in the age of streaming video. Despite our favorite cars now being even older, harder to come by, and sometimes a bit worse for the wear, this still feels like a good point in time to be attempting to save them. My friend passed on that Chevelle but he’s already got another car for us to look at, and it’s in similarly rough shape. And that hasn’t dampened our anticipation one bit.

IT’S ALWAYS TIME TO RIDE.

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PRODUCTION LINE By Jeff Koch

2025 CORVETTE E-RAY: CHEVY’S CROWN JOULE ALL-ELECTRIC CORVETTE IS COMING. DO NOT RESIST. In the interest of keeping up with current events, we thought you’d get a charge out of this news: Chevy’s legendary Corvette will not only be “electrified” (suggesting a hybrid gas-and-electric driveline) as early as next year, but the company signaled that an all-electric Corvette is also en route. GM president Mark Reuss slipped this bombshell into an interview that aired on cable channel CNBC in April. Don’t act shocked. The C8’s chassis architecture was designed so that a module (consisting of electric motors, control hardware, and other components) could mount in the front; this was likely one of myriad reasons for moving the engine back behind the driver. This will give next year’s “electrified” and the later allelectric Corvettes all-wheel-drive capability. Little is known about the Corvette EV, beyond it most likely debuting in 2024 for the ’25 model year. (Reuss would only admit that it would be coming “somewhere down the road,” which means it will be a while yet.) The electric Corvette could also adapt current nomenclature and be known as the E-Ray. One key lies within GM’s ever-evolving Ultium battery. Supplied by LG, the Ultium cell uses a nickelcobalt-manganese-aluminum mix of metals but requires substantially less of the expensive element cobalt than past versions of similar batteries, which reduces costs and makes the switch to electric a financially viable option. What’s more, spokespeople claim that repeated DC fast-charging won’t impact the battery’s ability to charge to a full 100 percent repeatedly. With costs seemingly under control, GM’s next

goals are to make the batteries lighter and to expand their range. In a dozen years’ time, GM plans to have electrified its entire passenger-car and light-truck fleet. Electricity is proving to be a boon to performance enthusiasts and as high-end European exotic marques gear up for the Continent’s upcoming internal-combustion ban after 2030, Corvette seeks to play its perennial role as spoiler, offering performance equal to or better than the European greats for a fraction of the price. Surely GM will tout how eliminating fossil fuels will help the environment, as well.

GENERAL MOTORS

HEMMINGS MUSCLE MACHINES

Sacred Stone of the Southwest is on the Brink of Extinction

enturies ago, Persians, Tibetans and Mayans considered turquoise a gemstone of the heavens, believing the striking blue stones were sacred pieces of sky. Today, the rarest and most valuable turquoise is found in the American Southwest–– but the future of the blue beauty is unclear.

26 carats of genuine Arizona turquoise

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On a recent trip to Tucson, we spoke with fourth generation turquoise traders who explained that less than five percent of turquoise mined worldwide can be set into jewelry and only about twenty mines in the Southwest supply gem-quality turquoise. Once a thriving industry, many Southwest mines have run dry and are now closed. We found a limited supply of turquoise from Arizona and purchased it for our Sedona Turquoise Collection. Inspired by the work of those ancient craftsmen and designed to showcase the exceptional blue stone, each stabilized vibrant cabochon features a unique, one-of-a-kind matrix surrounded in Bali metalwork. You could drop over $1,200 on a turquoise pendant, or you could secure 26 carats of genuine Arizona turquoise for just $99. C.

Your satisfaction is 100% guaranteed. If you aren’t completely happy with your purchase, send it back within 30 days for a complete refund of the item price.

The supply of Arizona turquoise is limited, don’t miss your chance to own the Southwest’s brilliant blue treasure. Call today! Jewelry Specifications: • Arizona turquoise • Silver-finished settings

Sedona Turquoise Collection A. Pendant (26 cts) $299 * B. 18" Bali Naga woven sterling silver chain C. 1 1/2" Earrings (10 ctw) $299 * Complete Set** $747 *

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Necklace enlarged to show luxurious color

Sta ue r… A fford the E x tr ao rd in ar y.®

BACKFIRE

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

Letter of the Month: Nova, Renewed

Little did I know that my life would be changed in July of 1972, when my friend, Don Carter, and I were on our way to the local swimming hole to celebrate his birthday. Another driver ran a stop sign and totaled the 1965 Chevy Biscayne that my parents had handed down to me. I was 19 years old and had graduated from high school a year prior, in 1971. I had wanted to buy a pickup, but they were more expensive than a car. Worse, my mom insisted on a car due to my enrollment in tech school. The search began. I went to the local Chevrolet dealership, and they guided me to a car that had just debuted — a 1973 Honda Civic. I then went to an outof-town Chevrolet dealership, where they showed me the Rally Nova. The price of Nova and the Civic were about the same, but my friend, Don, said he wouldn’t go anyplace with me if I bought the latter. I put $25 down on the Nova at a total price of $2,795. I was able to make the $85 per month payment on the Nova because the vo-tech school I’d enrolled in had an OJT program. The clutch went out in 1988 and I didn’t have enough money at the time to fix it, so I parked it at my brother’s place. Then, in the spring of 1997, the Snake River flooded at my brother’s home, and the car sat in water up to the top of the tires for weeks. You could even see the water line in the glovebox door. In November of 2005, I pulled the Nova into my garage and started to disassemble it, and then I took the body to have it sandblasted and find out its true condition: Every panel from the rear window back needed replacing. My first sheetmetal order was nearly as much as I paid for the car. I was able to get my hands on a

HEMMINGS MUSCLE MACHINES

1970 Nova parts car that came from Phoenix with virtually no rust — this proved invaluable for parts and pieces I couldn’t get anywhere else. I was very lucky that my stepson, Ryan Jensen, was a body man at the local auto body shop. For the next four winters, he would come over two weekends a month to do the body work and accept home-cooked dinner as payment. I took to heart what Wayne Bushey said at the 2005 Nova Nationals Banquet: “Enjoy these cars and drive them.” So that is the advice I used to build this car. We sprayed bedliner on the bottom of the car and in the wheel wells to prevent rock chips. I used seats out of a 1993 Cutlass that were very comfortable. I installed a Vintage Air A/C kit, a ZZ4 crate engine along with a Tremec five-speed so it would be fun to drive. All the restoration work was done in my garage, except for the paint and upholstery. I took the Nova to the 2011 Nova Nationals at Bowling Green, Kentucky to have her judged, and to my amazement, it was recognized as a Gold Class car — 924 points out of 1,000. I take her to two or three car shows a year, and usually try to drive her there. She now has over 7,500 miles on her since the restoration. She still looks as good as ever and I hope to drive her even more. Tye Tomchak Idaho Falls, Idaho

MUSTANG EVOLUTION

I began driving back in 1968 (actually, before, but that’s another story). My ride was a burgundy ’65 Mustang powered by a 289 V-8 with a three-speed shift. What a great car! Other than replacing universal joints every couple of months and an occasional clutch and pressure plate, that car was bulletproof. It averaged 23 mpg, which wasn’t a big deal when gas was only 32 cents per gallon, and it didn’t burn a drop of oil, even though I drove it hard! My only certified 1⁄4-mile run was a 14.89 at 91 mph. Not bad in its day. Today, I have a 2020 Mustang Ecoboost High Performance Package. It averages 30 mpg and gets 34 on a road trip; she handles like she’s on rails and is comfortable enough to drive all day. Although I only have 16,000 miles on it, it hasn’t been in for any repairs or warranty work. She looks like a million dollars and the active exhaust lets everyone know she’s not just a “looker.” It’s fair to say that the cars we worshipped back in the good “old” days were worthy rides but, frankly, the muscle cars of today put them to shame when it comes to all-round driving machines. Let’s hope the car manufacturers never forget the driving experience and build cars for reliability and dependability as well as flat out fun! I think I’ll keep this ride for a long, long time. Dave Fotiadis Conover, North Carolina

SEPTEMBER 2022

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D O D GE DU RA N GO SRT ® 39 2 IS

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MODIFIED

SWEATING THE

DETAILS CRAIG CUSHING’S 1969 MUSTANG MACH 1 IS A 450-HP RESTOMOD THAT LEAVES NOTHING TO CHANCE

WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

HEMMINGS MUSCLE MACHINES

S THE 2022 DETROIT AUTORAMA

was winding down, someone told Craig Cushing he ought to stick around for the awards ceremony. His restomod 1969 Ford Mustang Mach 1 had drawn more than a little attention from the judges and they rewarded it with a first-in-class trophy. “It was a moment of great satisfaction,” Craig says. “I’d always wanted an Autorama-worthy car and for the car to win its class during its first time there was absolutely the thrill of a lifetime.” Craig is quick to credit the work of Jim Chatas, who built the car at his Detroit-area shop Motorcity Grind, which specializes in vintage Ford restorations and restomods. The two wouldn’t even have come together for the project, either, if Craig hadn’t been eavesdropping at a restaurant. “I was having lunch with a co-worker one day and kept getting distracted by the guys at a nearby table, who were talking about Mach 1s, Mustang fastbacks, and things like that,” Craig says. “After a while, I couldn’t stand it any longer, and I went over to introduce myself and asked about the cars they were talking about.” One of those strangers was Jim, who was talking shop over his own lunch. “I told Jim right there that I wanted to build a 1969 Mach 1,” Craig says. “He told me that if I found the right car, he was the guy who could do it.” SEPTEMBER 2022

WWW.HMN.COM

About six months later, Craig found the car. It was an authentic Mach 1, but an H-code (351-2V) car that wasn’t particularly rare or in original condition. He made a deal for the car and, in the pouring rain, hauled it down to Motorcity Grind. “I knew what I wanted to do with the car,” Craig says. “Jim immediately understood what I was looking for, and we really connected about it. When I threw out the budget I thought I wanted to spend on it, he just grinned at me.” It wasn’t a “No sweat” grin. Not at all. It was a “No freakin’ way” grin. But Jim told Craig to take the car home and disassemble it himself, which would save him a few thousand dollars. “Jim said, ‘Bring me a roller and we’ll get started,’ and that’s what I did,” Craig says. “It became a family project, with my kids and father helping to remove the parts and bag-and-tag them. Everybody got into the project.” It won’t surprise anyone who’s built a car to learn that after the Mustang’s rolling shell returned to Motorcity Grind, the project — and budget — accelerated like a Gapp and Roush Pro Stocker. That was especially true after the car returned from the media blaster. Well, the remnants of the car that

HEMMINGS MUSCLE MACHINES

returned, that is. The rear quarters, the taillight panel, and more, disintegrated in a cloud of rust and walnut shells. It was underlying damage that would add even more time and money to the final tab. Even the hood needed to be replaced. “Prior to media-blasting, the car didn’t look too bad,” Jim says. “But our jaws all dropped when we saw the extent of the rust damage. The body needed a ton of work.” While Jim and his crew got to work replacing the corroded sheetmetal and straightening what hadn’t been consumed by the tin worm, Craig focused his attention on tracking down the parts that would elevate the car’s performance, from the chassis and suspension upgrades to the engine. “I didn’t want to do a Coyote swap,” he says. “I wanted a traditional Ford engine for this vintage car.” Sticking with a traditional engine was more economical than shoehorning a Coyote, which requires modifications to eliminate interference with the stock shock towers. He settled on a 351 Windsor-based 408 stroker crate engine from Wisconsin-based Tri Star Engines. Rated at 450 hp and 500 lb-ft of torque, its ingredients included forged pistons,

Modified Windsor engines, with their thin-wall castings, can run warm, especially when stroked, like this 408. That means a robust cooling system is a must, and this Mustang has it.

a hydraulic roller camshaft, and Dart Pro 1 aluminum cylinder heads. It was also topped with a Holley Sniper EFI system that gives the engine a more traditional appearance under the hood. The engine is backed by a Tremec five-speed transmission, which transfers torque to a 9-inch axle fitted with a Traction Lok limited-slip differential and 3.89 gears. It’s a combination that Craig reports delivers a great balance of on-demand power and highway-cruising comfort. “With the overdrive, the car drives on the freeway just like any modern vehicle,” he says. “And Jim really has the cooling systems for these cars worked out. The gauge never rises above 180 degrees, even in the gridlock

ANNUAL NEW ENGLAND AUTO AUCTION™

+ AUGUST 26 27, 2022

1967 CHEVROLET CORVETTE 427 Numbers matching 1967 Chevrolet Corvette 427ci 400hp roadster. Heavily optioned, documented with build sheet and protect-o-plate. Offered at NO RESERVE.

One of the Rarest Shelby Mustangs Ever Built! 1966 SHELBY GROUP II MUSTANG • Originally built for legendary Shelby American driver Ken Miles • Originally sold and raced by SCCA legend John McComb • Multiple championship and race winning vehicle • One of the most successful Trans-Am Series cars in history, with over 30 documented races and 22 top 3 finishes Online Bidding Services Provided by:

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1933 Packard 1001 Coupe Roadster

1952 Jaguar XK120 numbers matching, fully restored

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1951 Mercury Woody Wagon

Auctioneer: John Bottero, ME License #AUC1237

1921 Stutz Series K Touring Car former A.K. Miller Collection

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OWNER’S VIEW

here are some cars that just have ‘the look,’ and for me it’s the 1969 Mustang Mach 1. It has the four headlamps and rear quarter scoops, which the ’70 models didn’t have. It’s the vintage Mustang that really calls to me — it looks fast while it’s sitting still. I plan to drive the wheels off of it, and my young children love it. They think it’s loud, but the smile on the face of my son when we take it out is priceless. The bottom line is that it’s the car I wanted to build for a long, long time, and I think it’s going to be in our family forever. — Craig Cushing

of the Woodward Dream Cruise.” That cooling system includes a thick-cored aluminum radiator from Cold-Case Radiators, which is matched with a pair of electric fans collectively worth about 3,300 cfm of airflow. “These stroker Windsors need a lot of cooling capacity,” Jim says. “We’ve

had good luck with this setup on other cars. It works very well.” Additionally, the engine exhales through FPA headers that blow into a custom 2.5-inch exhaust system formed and welded by MotoFab. This Mustang does have a coil-over swap, front and rear, along with a change from the original recirculating ball steering system to a power rack-and-pinion system from UniSteer, but the front suspension upgrade from Street or Track didn’t require shocktower surgery. The rear suspension, also from Street or Track, is a three-link conversion that swapped the original leaf springs for Bilstein coil-overs. “In addition to vastly more responsive cornering and good ride comfort characteristics, the coil-over upgrades allowed us to dial-in the car’s stance just where we wanted it, especially in the rear,” Jim says. “The car sits perfectly and looks great from every angle.” Rounding out the chassis details is a Street or Track-supplied “big brake” kit, with 14-inch front and 13-inch rear rotors. They nicely fill out the space behind 18-inch Forgeline SP3P aluminum wheels. Nailing the width and offset of the rims was a painstaking process to ensure they fit the wheel openings just right. At the rear, the wheels are 9 inches wide and paired with 275-series Michelin Pilot Sport rubber, filling the wheel openings as much as possible without the need for mini-tubs.

The other big aesthetic considerations for the car were the paintwork and the interior, and they, too, involved plenty of careful considerations. For the exterior color, Craig insisted the car would be blue. Fourteen spray-outs of different shades were tested before Bright Atlantic Blue Metallic was selected. It was used on the New Edge Mustangs circa 1999.

Authentic shaker hood scoop funnels air to a Holley Sniper EFI throttle body mounted on the engine like an Autolite 4300 4V on an original 351W engine.

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“It’s still a Mustang color, but a more contemporary example,” he says. “I think it complements the car’s lines very well.” Those lines are purposely unadorned by aftermarket and custom enhancements, as Craig was adamant about keeping the overall look of the car classic, down to the front and rear spoilers and shaker hood scoop. A few subtle concessions, however, include bodycolor front and rear bumpers — with the rear bumper tucked up flush with the body — and the addition of tinted taillamps and aftermarket door handles. Inside, it’s a mix of vintage and contemporary appointments, starting with leather trimmed Recaro seats that were accented with red stripes to mimic the same feature in the original seats. The rear seat was also re-trimmed in leather to match the fronts. That work and more of the cabin’s craftsmanship was handled by SPC Interiors. One of the more distinguishing features is the replacement of the stock woodgrain appearance on the dashboard and door panels with a more contemporary wood look achieved with hydro-dipping. The results look amazing and truly update the interior while maintaining the decorative spirit of the original trim. There’s also a custom center console, Dakota Digital gauges — the look and performance of which we’ve extolled with other recent restomod cars we’ve featured — and a custom audio system that Craig personally assembled. It’s centered on a Kenwood Excelon head

unit and supported by Herts Millie Legend speakers and amps. “I’m an audio-video guy by trade and I wanted a system that would show off how clean and crisp a car audio system could be,” he says. “It sounds great for all the right reasons.” It’s also another example of the painstaking attention to detail Craig and Motorcity Grind invested to transform this vintage Mach 1 into a modernized muscle car — one that remains instantly recognizable but has been thoroughly reimagined. Its Windsor power plant delivers 200 horsepower more than the original 351 two-barrel, while the contemporized suspension and overdrive transmission elevate the car’s driving dynamics by several decades. “It drives amazing,” Craig says. “I think it looks even better. It’s exactly the car I wanted.” The 2022 Detroit Autorama judges agreed, awarding Craig and Jim Chatas for sweating the details.

A modern twist on woodgrain décor comes from hydrodipped versions of the original dashboard. It’s a water-transfer process that involves immersing the parts in a solution that also contains the decorative film.

SPECIFICATIONS

1969 FORD MUSTANG MACH 1

ENGINE

Block type ........................................................ Ford Windsor-type “small-block” OHV V-8 Displacement .........................................................................................................408-cu.in. Bore x stroke ...............................................................................................4.030 x 4.000 in Compression ratio ......................................................................................................... 9.75:1 Horsepower @ rpm ............................................................................... 450 (rpm unknown) Torque @ rpm ................................................................................500 lb-ft (rpm unknown) Valvetrain ..................................................... Hydraulic roller with Scorpion roller rockers and Comp Cams pushrods Camshaft ......................................................................................581-in lift, intake/exhaust Fuel system .................................................................................................Holley Sniper EFI Lubrication system ......................................................... Melling oil pump with steel gears Exhaust system.................................................. FPA 1-5/8-in headers and 2.5-in exhaust by MotoFab with Flowmaster mufflers

TRANSMISSION

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

DIFFERENTIAL

Type ...............................................................Ford 9-inch with limited-slip differential and Strange hardened axles Ratio ................................................................................................................................3.89:1

STEERING

Type ................................................................... UniSteer power-assisted rack-and-pinion Ratio ................................................................................................................................. 12.5:1

BRAKES

Type ..........................................................Street or Track power-assisted four-wheel disc Front: 14-in slotted rotors with four-piston calipers Rear: 13-in slotted rotors with four-piston calipers

SUSPENSION

Front ............Independent with Street or Track coil-over conversion, and anti-sway bar Rear ............................................................ Solid axle with Street or Track 3-link location, coil-over shocks and anti-sway bar

WHEELS & TIRES

Wheels ..............................................................................Forgeline SP3P forged aluminum Front: 18 x 8 in Rear: 18 x 9 in Tires .............................................................................................Michelin Pilot Super Sport Front: 245/40ZR18 Rear: 275/35ZR18

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TECH

SPOTLIGHT: Restoration

ENGINE BAY RENOVATIONS BRINGING A ’70 Z28 BARN FIND BACK TO FACTORY SPECS

WORDS AND PHOTOGRAPHY BY CHUCK HANSON TUMBLING ACROSS A BARN FIND IS ALWAYS

exciting — the aura of mystery around the vehicle allows for all kinds of mental gymnastics. You’ll find yourself hoping for the best and half-way expecting the worst. We considered ourselves lucky to find this 1970 Camaro Z28 that had been “restored” eight years prior, then unceremoniously deported to the nether regions of a horse barn. The previous owner was more interested in working on his ’68 Torino GT than maintaining the Camaro, and we were the beneficiaries of its neglect. Prior to arriving for our inspection, an attempt was made to get the engine running, but all that seemed to accomplish was a carburetor full of stinking gas and mangled wiring from someone trying to find the one that would provide enough voltage to fire the coil. Thankfully, those missteps were able to dissuade further carnage. Even so, we were encouraged after determining that the engine would turn over, and a finger in a spark plug hole confirmed compression. We really would have liked to hear it run, but lacking time and parts, we instead leveraged that shortcoming into the negotiating process.

So, we paid the agreed price and dragged the Camaro home, where further scrutiny revealed a litany of mistakes and shortcomings that warranted attention, though none of them were especially egregious. Our plan was not for a concours-level, casting numbers, and date-code-matching restoration, but rather, a course of correction that would restore the original appearance of the Z28’s engine compartment and the LT-1 engine’s performance. After assessing our needs, we found most of what we required on the websites of National Parts Depot (NPD) and M&H Electrical Fabricators. The rest were sourced from online auctions and classifieds. Once the parts arrived, the offending components were quickly extricated and evaluated, then either replaced or properly restored before being carefully reassembled. Although the untrained eye may not note any significant improvements, knowledgeable Camaro buffs will certainly approve of the changes. After revitalizing the Z28’s engine compartment, our resuscitation efforts were rewarded when the barn-find Camaro came back to life, once again ready for life in the fast lane.

1. The Camaro’s LT-1 engine looked pretty good at first glance, but the incorrect air cleaner urged closer examination. To its credit, the presence of the car’s correct intake and exhaust manifolds, smog system, various brackets, hose clamps, and valve covers was encouraging. 2. Here we noted the lack of deep-groove pulleys on the alternator and the smog pump as well as an incorrect diverter valve. Common hardware store bolts and fasteners were “generously” substituted for the originals — we’ll address that. 3. A non-functioning ignition prompted someone before us to engage in arbitrary wiring harness hacking to find voltage to power it up. Post-purchase investigation revealed an incorrect distributor and non-opening points as the culprit. Incorrect plating on the wiper motor suggested its partsstore-replacement origin.

2 3

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FUELISH DECISIONS

After an eight-year nap, the Z28’s entire fuel system was in dire need of refurbishment. To ensure proper operation we decided to rebuild it from the tank to the carb, replacing any items that were questionable or incorrect.

F A. We began our fuel system redux by replacing the fuel tank, a process that we covered a few issues ago (Running on Empty, HMM #226). We also replaced all the rubber hoses, the in-line fuel filter, and the fuel pump, and installed a new hard line from the pump to the carburetor. B. The Holley #3310 dual-inlet carburetor perched on a correct factory “110” intake looked similar to the original, but the carb wasn’t correct for our Camaro. It had been pumped full of old, stinking gas and other contaminants. We pitched it and found a correct Holley #4555 replacement. C. We see this more often than we care to admit: All flare-type fittings seal at the flare, not the threads, so wrapping the fitting with Teflon tape is a futile exercise. It can also introduce debris into the fuel system and clog critical metering elements in the carb. D. The original intake manifold was grimy but otherwise unscathed. All of the bolt and stud threads were intact; the thermostat receiver area was pit-free and in great shape, too. We gave it a bath in the parts washer at our local machine shop to get rid of the grunge. E. A correct #4555 carb was found online and it now sits atop our cleaned and restored factory intake manifold. The proper “660” thermostat housing was sourced from NPD, while the coil and throttle cable brackets are original and refurbished. An original “293” coil was taken from our personal parts stash. F. The fuel line is a reproduction, along with the correct choke linkage and mechanism. Beneath the fuel line is the TCS solenoid that was not replaced during the Camaro’s earlier “restoration.”

HEMMINGS MUSCLE MACHINES

7 4. Improper routing of various hoses, plus a missing TCS solenoid, were found here, and what appeared to be a correct fuel line was actually augmented with a rubber hose from the fuel pump and hidden behind the water pump. The carburetor was determined to be a common Holley list #3310 that had certainly seen better days. 5. An electric choke, distributor vacuum drawn from the wrong carb fitting, and a brass connector for the power-brake vacuum source all needed correction. 6. We began our restoration process by disassembling anything that could be unbolted from the engine, leaving the long-block in place. Each component was inspected and evaluated for refurbishment or replacement. 7. Replacing hardware-store bolts and fasteners with those that feature the proper size, plating, and head markings is a formidable undertaking — it can take a lot to track down each correct fastener. This AMK bolt set from NPD provided the best and easiest solution. AMK also offers bolt and fastener kits for suspension, body, and interior.

SPARKING UP THE WRONG TREE

FEELING EXHAUSTED

Although a hacked wiring harness was part of the problem, the Camaro’s lack of ignition was caused by points that weren’t opening. The distributor wasn’t right for this application anyway, so we found a correctly dated and numbered replacement online and restored it to the proper configuration.

A. The Z28’s incorrect distributor was replaced with a proper “1112019” sparker that was dated correctly for our Camaro. The electronic ignition conversion was replaced with a new set of Delco points and a condenser during the distributor’s restoration. B. The completely refurbished ignition system also includes a new rotor and cap, a “293” coil, and dated reproduction plug wires.

Restoring the Camaro’s exhaust manifolds was fairly easy; the originals were in very good condition with no significant corrosion or pitting. However, despite a generous dose of penetrating solution, the smog tubes became damaged during disassembly, necessitating their replacement.

A. After a trip through the bead blaster our exhaust manifolds were treated with high-temp cast-iron paint, giving them a fresh as-cast appearance. The damaged smog tubes were replaced along with the manifold bolts. B. Proper paints are essential to achieving a correct countenance, and we found these coatings from NPD that contain actual metal particles to enhance the finished appearance and provide long-lasting results.

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OHM SWEET OHM

Between munching rodents and an overzealous previous owner, the wiring harnesses on our Z28 needed considerable attention. Not wanting to entrust our Camaro’s well-being to a patched-together 50-yearold wiring harness, we placed our order with M&H Electrical Fabricators for a complete, front-to-rear wiring redux.

A. Since our engine compartment was the most compromised, we started with M&H’s complete forward engine compartment wiring harnesses. The new harnesses restored the front lighting, charging, and starting elements. They are joined together at the firewall. B. The M&H harnesses use an impressive assortment of correct gauge wires, colors, and ends to ensure proper appearance and operation. Their attention to small details makes the harnesses an easy plug ‘n play installation. C. The process began by disconnecting the main firewall plug, located below and to the rear of the brake booster. It’s retained with a 3 ⁄8-headed screw in the center of the plug cluster. D. Tip: Take phone images of the wiring and connections as you disassemble the harness. We find this much easier than consulting a factory wiring schematic once the reassembly process begins. E. Once the main firewall plug had been reattached, we ran the harnesses along their original routing. Properly spaced retaining clips in the harnesses and straps along the way ensure an easy and successful installation. F. We found a previously installed wiring gutter online to replace the one missing on the Camaro; it still retained the original rusty TCS relay that was later replaced. G. The main power source is the battery, so in the interest of both operation and appearance, we replaced the battery cables to complete our electrical upgrade.

HEMMINGS MUSCLE MACHINES

8 9 10 8. Details make the difference between good and great. Taking the time to find and acquire the correct detail items to complete our engine compartment was well worth the effort. Thankfully, today’s restoration parts suppliers make this a far simpler prospect. 9. As we got closer to completion, each time we bolted a new or refurbished component on our LT-1 engine, the more we realized the time, effort, and expense were worthwhile. 10. It’s almost a shame to cover up much of our hard work with the correct dualsnorkel air cleaner, but our Z28’s engine compartment now looks factory fresh…and correct.

SOURCES:

M&H Electrical Fabricators wiringharness.com • 562-926-9552

National Parts Depot (NPD) npdlink.com • 800-874-7595

ACCESSORIES AFTER THE FACT

Details definitely make a difference when a factory-fresh appearance is your goal. All of the accessory brackets were blasted and refinished, while the smog pump was restored and fitted with a correct “29295” diverter valve. Deep-groove pulleys were also sourced online to augment our restoration efforts.

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C A. After refinishing, the original seven-blade cooling fan was attached to a replacement Eaton fan clutch. The high-revving solid-lifter LT-1 engine was factory configured with deep-groove pulleys at all locations, and a 37-amp alternator was deemed adequate for the low-option Camaro. B. Our search for the required “837” alternator led us to a restored specimen with the appropriate stampings, date code, and “CZ” ink stamp. The OB26 date stamp translates to: 0=1970, B=February, and 26=26th day of the month. C. Although the original crank and water pump pulleys were still present, the smog and power steering pumps both needed correction. Our purchase of the alternator included a correct deepgroove pulley.

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LAST OF THE

BREED THE GTX WAS PLYMOUTH’S MUSCLE CAR FOR GROWNUPS AND 1971 WAS ITS PSYCHEDELIC SWAN SONG

HEMMINGS MUSCLE MACHINES

BY DAVID CONWILL • PHOTOGRAPHY BY JEFF KOCH

HE GTX CAME INTO THIS WORLD

as a Belvedere and left as a Road Runner, but in between — from 1968 to 1971 — it was its own model and the swankiest of Plymouth muscle cars. It presented like a midsize Sport Fury, in contrast with the Road Runner, the cartoonish nature of which glossed over a pretty austere offering. Arguably, the GTX was the Sport Fury in a way: Its midsize, 116-inch wheelbase B-body chassis had started life in 1962 as the full-size Plymouth. This downsizing was later reconsidered, and big (C-body) Plymouths reappeared, on a 119-inch wheelbase, for 1965. The B-bodies were then partially renamed, with Belvedere remaining but a new Satellite badge taking the old Fury slot. The ’66 Belvedere and Satellite could be had with any of Chrysler’s highly respected V-8 engines, up to and including the vaunted 425-hp 426-cu.in. Street Hemi. Most practical for the truly street-oriented enthusiast were the B- and RB-series “wedge” engines — so called in contrast to the hemispherical combustion chamber. The tall-deck RB’s were the big performers with the 413-cu.in. version of 1959-’65 making a name for itself in the Chrysler 300 and the 426-cu.in. Wedge motivating the hottest Plymouths and Dodges at the drag strip. Their 440-cu.in. successor was the biggest-displacement Chrysler V-8 to go into production. SEPTEMBER 2022

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OWNER’S VIEW

always thought this was the best-looking Plymouth ever. It’s hard to get a better color combo than purple and white. You love looking at it; being seen in it is even better. My ’67 is straightforward, fundamental, and linear. It gives the visual impression of a missile, and it drives okay, but it’s a little more primitive. The ’71 is smooth, all curves, and feels very purposeful. It feels like you could get in and drive to California. It’s the same chassis, but a different universe. Four years’ difference is like night and day. But against my Plum Crazy 2015 Dodge Challenger Hellcat, it’s like a B-17 compared to a 747. The Challenger is faster and better, but more removed.— Chris Perry

The only trouble was that despite that oh-so-’60s Space Age name and all the various goodies like bucket seats and floor shift that were required of a muscle car, the Satellite didn’t tap into the youthful spirit the same way as the Pontiac GTO. Plymouth’s solution was to black out the grille and rear fascia of a Belvedere, give it features like a heavyduty suspension, a standard 375-hp Super Commando 440 with chrome valve covers, Red Streak tires, simulated hood scoops, optional stripes, a “pitstop” fuel filler, and a console-mounted tachometer, and call it the GTX. Since it was a bit luxe and pricey for the traditional Plymouth crowd

HEMMINGS MUSCLE MACHINES

(nearly $3,200 in its 1967 debut year, compared with a starting price under $2,750 for a Satellite hardtop), the GTX gained a reputation as being the gentleman’s muscle car. By 1971 Plymouth was calling it and the full-size Sport Fury GT “the Executive Branch of the Rapid Transit System.” Meanwhile, as early as 1968, the Road Runner, with a starting price just over $3,000, answered the same need on a cheaper basis, and the justover-$3,500 Dodge Charger’s restyling that same year offered an equally compelling car to the GTX for only around $200 more. Exacerbating all this internal competition, the Road Runner (and Dodge’s similar Super Bee) kept acquiring formerly GTX-exclusive equipment like a convertible body and a 390-hp Six Barrel 440-cu.in. V-8 for 1969 that couldn’t be had in the 1969 GTX at all. Nevertheless, the GTX persisted into 1970, selling to enthusiasts who had greater goals than going fast in a straight line for the lowest possible expense. For 1971, the GTX underwent the same re-style as the Satellite and Road Runner, adopting what Plymouth called “the slickest new body shape this side of Modena.” Enthusiasts mostly call it “the fuselage body,” thanks to a familial look shared with the full-size restyle of 1969 and the new-for-’70 E-body Barracuda and Challenger. As it shows up on these pages, in this car, owner Chris Perry, of Fountain Hills, Arizona calls it “the pinnacle of Mopar psychedelic styling.” “Psychedelic,” in the dictionary sense of “hallucinations, distortions of perception, altered states of aware-

ness,” and sometimes “states resembling psychosis.” That’s thanks not only to the only-Mopar-in-the-’70s “In Violet” paint — Plymouth’s name for Dodge’s famed “Plum Crazy” hallucinatory purple — but also a perceptiondistorting amount of torque coupled to a four-speed that could, in the hands of an unrestrained driver, even induce the occasional smoky, rubber-shredding fit of near-psychosis. Torque in ’71 came courtesy of engine choices similar to 1970, when the GTX line finally got access to the Six Barrel 440. A reduction in compression ratios and other detuning put the advertised horsepower of the base, four-barrel 440 down to 370 from 375, and the Six Barrel to 385. The optional Hemi, probably underrated to begin with, kept its nominal 425-hp number. The ’71’s exclusive combination of GTX panache, the fuselage body, and mind-melting ’60s-style drivetrains add up to what Chris terms “a one-year experience.” The basic design returned for 1972 on the Satellite and Road Runner (the Belvedere name had disappeared after 1970), but the Hemi was gone and the GTX badge had become mostly an identifier of a Road Runner with a 440. Perhaps that’s an indicator of just how closely the GTX was identified with 440 power. It’s appropriate, then, that our subject car boasts the standard 370-hp engine, topped with the optional vacuumoperated “Air Grabber” cold-air induction system. The cooler intake charge is supposed to be denser and make better power, though Plymouth didn’t adjust the ratings on engines so equipped.

The GTX was so special that its base powerplant was a 370-hp, 440-cu.in. RB-series big-block V-8. It churned out 480 lb-ft of torque and this car puts it through a four-speed manual.

One suspects that even without triple carburetors or a Hemi, or even the Air Grabber system, this car would have been plenty of fun for the original owner, as it came backed with Chrysler’s robust A-833 four-speed rather than the more-typical TorqueFlite three-speed automatic. The combination of big-block torque (some 480 lb-ft at 3,200 rpm), Hurst floor shift, and 3.54 gears in the Dana 60 is a recipe for acceleration.

It’s not all about brute force, however. To handle that power and the not-inconsiderable weight of its various engine choices, the GTX came standard with heavy-duty torsion bars and springs, and a heavy-duty front anti-sway bar. Buyers could opt for front disc brakes with power assistance and 10-inch drums in the rear, but 11 x 3-inch drums were standard up front with the 11 x 2.5-inch units in the rear. Similarly, low-profile G60 x 15

tires on 7-inch rims were a potential upgrade for more stick-to-itiveness in the turns. Our feature car sports the latter option but makes do with manual, four-wheel drum brakes — something Chris regrets not in the least. “Both my cars have them,” he says, referring to the Hemi-powered 1967 GTX sharing garage space with this car. “They work great. Contrary to what people say, I wouldn’t hesitate to hop in and go 70 mph with them.”

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The key is being “meticulous” about putting them together. While the GTX is an extremely civilized muscle car for 1971, Chris says there’s no doubt it’s still a product of its time — for better and for worse. “Guys say ‘I’m gonna drive the wheels off it.’ Nobody does that. It’s vinyl seats and a big motor; it’s got no air conditioning.” Driving it more than an hour at a stretch is a bit of a workout. “You get someplace and your t-shirt’s wet.” That may not be the point, however. The early muscle car is about something more visceral. Horses aren’t a practical transportation option anymore either, yet humans continue to ride them because it satisfies something more primal than utilitarian. Growly, old-style muscle cars like this need to exist to preserve that experience. Chris’ does it perfectly. It’s not restored, per se, but it received a thorough detailing once it was home. It was something of an impulse buy, back in the fall of 2017, when he spotted it in an online classified listing. “I was looking for a Dodge truck,” he recalls, but, finding nothing “I put in Plymouth on a whim.” The purple paint had the intended effect. “I like damn near everything about this car, but the color combo just kills me. It’s just stunning and so Mopar. There’s no such thing as a bright purple GTO or Chevelle.” Chris’s appreciation didn’t begin and end with the paint, either. “I always loved ’71 Plymouth Bbodies. I always liked four-speed cars. When I was 9 or 10 years old, a neighborhood guy had a ’71 440+6 Road

SPECIFICATIONS

ILLUSTRATION BY ROBERTA CONROY

1971 PLYMOUTH GTX PRICE

Base price .....................................................................................................................$3,733 Options on car profiled........................................................... Air Grabber; spoiler package

ENGINE

Block type ..................................Chrysler RB-series OHV V-8, cast-iron block and heads Displacement .........................................................................................................440-cu.in. Bore x stroke ..................................................................................................... 4.32 x 3.75 in Compression ratio ........................................................................................................... 9.5:1 Horsepower @ rpm ............................................................................................370 @ 4,600 Torque @ rpm ............................................................................................480 lb-ft @ 3,200 Valvetrain .................................................................................................................Hydraulic Camshaft ........................................................Chrysler flat-tappet, 284 degrees duration, 0.450- / 0.465-in lift, intake/exhaust Main bearings ................................................................................................................... Five Fuel system ....................................................................Carter AVS four-barrel carburetor Electrical system .............................................................................................................. 12-V Exhaust system............Dual 2.5-inch pipes, reverse-flow mufflers, cast-iron manifolds

TRANSMISSION

Type ........................................................... Chrysler New Process 833 four-speed manual Ratios ...........................1st/2.44:1 … 2nd/1.77:1 … 3rd/1.34:1 … 4th/1.00:1 … Reverse/2.36:1

DIFFERENTIAL

Type ......................................................................................... Dana 60, 9.75-inch ring gear Ratio .............................................................................................................. 3.54:1 Sure-Grip

STEERING

Type ......................................................................Chrysler recirculating-ball, power assist Turning circle ................................................................................................................43.7 ft

BRAKES

Type ........................................................................Four-wheel hydraulic drum, unassisted Front: 11 x 3 in Rear: 11 x 2.5 in

SUSPENSION

Front .............................Independent, lateral, nonparallel control arms with torsion bars Rear ................................................................... Solid axle on semielliptical, asymmetrical, longitudinal-lead parallel leaf springs

WHEELS & TIRES

Wheels ....................................................................................Plymouth steel Rallye wheels Front/Rear: 15 x 7 in Tires ............................................................................................Goodyear Polyglas bias ply Front/Rear: G60-15

PRODUCTION

Plymouth built a combined total of 146,266 B-body cars (Satellite, Road Runner, and GTX) for the 1971 model year. Of those, 2,942 were GTX hardtops.

PERFORMANCE* “Air Grabber” was more than just a scoop. It was a vacuumactuated system for cold intake air on demand.

HEMMINGS MUSCLE MACHINES

0-60 mph...................................................................................................................7.0 sec 1/4-mile ET ....................................................................................... 14.93 sec @ 96.4 mph * Source: December 1970 Motor Trend test of a 1971 Dodge Charger SE equipped with a 370-hp 440, automatic transmission, and 3.23:1 rear gear.

Runner. I used to go to the window or front yard just to see him drive by. When this showed up for sale and it was local, it was a no-brainer.” Chris didn’t buy the GTX right away, instead going home from an inspection trip in a thoughtful mood. Finally, Chris’s wife gave her tacit blessing to the purchase of the ’71 GTX

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to join the ’67 Hemi car and ’97 Dodge Viper GTS, saying, Chris recalls, “you’re just gonna be a jerk until you buy it,” and sagely noting that if he didn’t love it as much as he thought he did, it could always be re-sold. The infatuation didn’t wear off, however, and what proved to be a car in excellent condition improved even

more with the application of correct detailing, down to the proper primer, overspray, and replicated paint marks on the undercarriage. If you’re inclined to find a last-year GTX of your own, Chris recommends it, but also suggests finding the most original one you can. “Parts for the ’71s can be hard to find.”

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TECH

SPOTLIGHT: Restoration

RESTORATION TIPS AND TRICKS

LIFE HACKS FOR GEARHEADS

BY CHUCK HANSON • PHOTOGRAPHY BY CHUCK HANSON AND ALBERT GALDI

F YOU’RE A HANDS-ON MUSCLE

car enthusiast, you’ve likely been involved with some aspect of vintage car renovations, and you may have even tackled full-scale restoration projects. We know all too well how these undertakings can get out of hand. Having a bevy of time- and

HEMMINGS MUSCLE MACHINES

labor-saving tips at your disposal can help to make the tasks easier, more tolerable, and more rewarding once your project is complete. In an effort to make garage life a little easier for our fellow enthusiasts, we’ve rounded up a few tips, tricks, and wrenching hacks to assist with

restoration projects. After all, any time saved means more time to get out and enjoy those classics.

BIG PROJECTS ARE BOUND

to hit a point where it starts to feel as though completion is a bridge too far. To counter this, you’ll need an extra dose of inspiration and motiva-

tion — post a big picture of your dream machine on the wall to help keep things moving forward.

WHILE CERTAINLY NOT FOR

the purist, a suspension rebuild that includes polyurethane bushings will significantly improve the handling capabilities of your machine, while remaining mostly unnoticed… if they’re black. Performance urethane bushings are often molded in colors like red or yellow, most sources also offer them in black, which helps the new pieces look stock once installed.

manifold looks like the tar pits of La Brea because of oil seepage around the intake retaining bolts, remove them and treat them with thread sealer. Better yet, apply the sealer while the engine is being built.

IT MAY SOUND OBVIOUS,

but you ought to have a factory shop manual for your vehicle on hand as you jump into that next project. Manuals and other literature are invaluable for gaining information and knowledge crucial for your project, and they take out some of the guesswork for particular tasks. You’ll also find them helpful during the disassembly/reassembly process.

IF THE TOP OF YOUR INTAKE

DESPITE WHAT YOU MAY

tell yourself, you’ll never remember where all the parts go when it comes time to refurbish and/or reassemble your project vehicle. A longpracticed countermeasure for this is to bag and tag your parts using labeled baggies for small parts, and tape and markers for labeling the larger items. We’ve seen lots of people skip over FACTORY SMALL-BLOCK Chevy long-slot rocker arms are this, telling themselves they’ll rememanother invisible performance ber when the time comes, but when improvement. Identified by the “O” faced with a couple years of downtime, stamped in the rocker tip, they will memories are not so clear. Best to bag accommodate high-lift factory and after- and tag to avoid mystery parts down the road. market cams.

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10.

TO MAKE REINSTALLING

REINSTALLING HOOD-

hinge springs is easy using a brake shoe spring “spoon.” After attaching one end of the spring to the hinge, slide the other end over the spoon to the other end of the hinge, and leverage it into place.

the hood easier, drill 1⁄8-inch holes in an inconspicuous place on the hinge and hood, then use the drill bit to line things back up upon reinstallation. Wrap the bit with some tape to prevent drilling too far and damaging the topside of your hood.

DON’T GET OVERWHELMED

by the magnitude of your project; you wouldn’t be the first to consider abandoning your efforts because you think they exceed your abilities. Try breaking the restoration into smaller projects and only work on one at a time until each is completed.

11.

13.

REINSTATING FACTORY

finishes for any component can be a daunting task, particularly when plating processes were used by the factory. Many of those finishes can be recreated with coatings such as these from National Parts Depot (NPD). Some of these products contain minute metal particles for an accurate appearance and a long-lasting finish.

INSTALLING THE PLASTIC

firewall pad retaining pins without the proper tool can try your patience. We made one from an old screwdriver, shortened to the appropriate length with a small washer welded to the shaft to support the head. Add a bit of light oil on the pin for an effortless procedure.

12.

INSTEAD OF FILLING YOUR

garage, shed, or basement with parts you will no longer be using, sell those old bits to recoup a portion of the costs of your project or to buy parts that you must have. It’s surprising what people will pay for your discards, and it will help to keep your project on budget.

SOMETIMES THERE ARE

no alternatives to using the original parts, but be certain to give them a diligent inspection, especially on critical components that could compromise your safety. As an example, this crack in the ball joint area of a lower control arm necessitated its replacement.

HEMMINGS MUSCLE MACHINES

14.

ENHANCE THE ILLUMINA-

tion of your taillamps and parking lights by spraying the inside areas with aluminum paint; we like Dupli-color DH1606 because of its high reflectivity. Complete the process by renewing the old lenses with a plastic polish. Alternatively, invest in new lenses, as many classic applications are being reproduced.

RESTORATIONS

Over 35 years’ experience goes into each restoration. Check our website to see CARS FOR SALE and restorations in progress. We specialize in ’55-’57 Thunderbirds – please visit our THUNDERBIRD CENTER for a complete line of reproduction, NOS and used parts. We also have NOS sheetmetal.

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A NEW TRUNK WEATHER-

strip doesn’t guarantee a dry trunk. Always generously apply weatherstrip adhesive in the gutter to prevent water from seeping under the new strip and into your trunk.

16.

19.

capacity, substitute a larger radiator from a similar model with A/C or the HD cooling option. We found an assortment of substitutes on the Summit Racing website, then chose one with the proper dimensions, substantially larger tanks, and a core that was twice as thick as our factory radiator.

WE’VE ALL HEARD THAT

clothes can “make the man” (or woman), and they can have an impact on your restoration, too. We always wear soft, fleece sweatpants/ shirts during the reassembly process to help prevent unintended scratches or damage.

18.

REPURPOSE OLD

spindles by removing the brake assembly and use them as a spinning fixture to facilitate the restoration and repainting of your factory steel wheels. Weld a short length of exhaust pipe to a spindle, then slide into the end of an engine hoist for a solid, comfortable working height.

17.

MANY MUSCLE-ERA

grilles were retained with aluminum rivets that are easily drilled out for grille replacement. Installing the new grille requires a special buck tool for proper rivet installation. Lacking the buck, we’ve used these “rivet head” bolts from Ausley’s Chevelle Parts as replacements with great success, and few people would realize the ruse.

HEMMINGS MUSCLE MACHINES

FOR EXTRA COOLING

SOURCES:

20.

VINTAGE WHEELS OFTEN

suffer from enlarged lug holes due to improper torque or worn lug nuts. Rather than pitching them in the scrap pile, they can be pressed back into service with “bulge” nuts, that can be found in open and closed-end versions as well as a variety of platings and finishes.

ARP arp-bolts.com 800-826-3045

Duplicolor duplicolor.com 800-247-3270

Ausley’s Chevelle Parts chevelle.com 800-228-7539

National Parts Depot (NPD) npdlink.com 800-874-7595

Classic Performance Products (CPP) classicperform.com 800-522-5004

Summit Racing summitracing.com 800-230-3030

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STOCK

SUPER SPORTING

BEATING THE DRUM OF EARLY FACTORY PERFORMANCE IN A DUAL-QUAD 409 ’62 IMPALA WORDS AND PHOTOGRAPHY BY MATTHEW LITWIN

OME CARS ARE BUILT FOR TRAVEL.

Back in the ’60s, that meant full-size cruisers with cabins that could swallow six people on supportive bench seats with ample legroom, headroom, and sufficient personal space. In those days, even in a modestly priced model, the cozy commuters would likely have been enveloped in a refined, stylish body with a greenhouse’s worth of windows that provided a nearly unobstructed panoramic view. Under the hood you’d probably find an economical straightsix or a modest V-8 that provided sufficient power without delivering a knockout punch to the fuel budget. From there, the option sheet offered a cornucopia of choices: bigger V-8 engines, automatic transmission, and enough creature comforts to make the average suburban living room envious.

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Then there were cars that were built to go fast and, in a perfect world, look good doing it. In the early ’60s, American full-size cars could fulfill this need as well. The same model line that offered workaday family transport could also be outfitted with sporting trim, racy emblems, and even bucket seats straddling one of the hottest pieces of equipment on the market in those days: a four-speed manual gearbox.

This was the very sort of car Chevrolet offered during the 1962 season in the guise of its Impala series. Available in four body styles, plus a six- or nine-passenger station wagon, the Impala remained the division’s flagship model as it entered its fifth year of production. A 235-cu.in. six or two-barrel equipped 283-cu.in. V-8 were its entry-level power teams, but buyers had plenty of hotter V-8s to select from. The Impala line bridged the gap between practical and SEPTEMBER 2022

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Chevy’s engineers administered a few upgrades to the 409-cu.in. engine for 1962, including an optional dual fourbarrel setup. Along with larger valves, the new V-8 was able to boast 409 hp.

posh, depending on how the buyer ticked off extras, but it could also serve as a factory-built hot rod. Hot rodding the Impala required installing the most powerful big-block available: the 409. To keep things firmly planted to the pavement, a heavy-duty suspension was a must. Oh, and a Positraction limited-slip differential, with an aggressive gearset inside the casing to aid in off-the-line sprints. That’s the sort of Impala the Motor Trend staff wheeled around the outskirts of Los Angeles — and then raced from 0-60 mph in 6.3 seconds— when the 409 Chevys were hot off the assembly line. It wasn’t so different than the one Don Nicholson sent down the quarter mile, after a little pro-level tweaking and tuning, in 12.9 seconds, with a trap speed tickling 112 mph.

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At the time, those kinds of numbers from a full-size car really turned heads. Consider: a base 283-powered, two-door Impala Sport Coupe from the same model year went from 0-60 in 12.75 seconds (Motor Trend, July 1962)—over six seconds slower!— while a two-door Mercury Monterey Custom, fitted with a 300-hp 390, did the same 0-60 test in 10.5 seconds (Motor Trend, May 1962). Then again, full-size performance cars were hardly a new thing at the dawn of the 1962 model year—racing had seen to that. Despite manufacturers siding with AMA’s concerns and, in-turn, implementing a self-imposed ban on the factory-support of motorsports, a short history of not-so-quiet back-door hijinks, coupled with the continued evolution of V-8 engines coming out of Detroit, meant that most manufacturers offered some form of “hot” car. Savvy gearhead buyers gleaned key option codes from magazine stories to create powerful sleepers, while others went straight to a steadily growing list of special trim packages for more flash. One such special trim package was Chevrolet’s Super Sport equipment option, which made its debut midyear for 1961. The package consisted of “SS” emblems applied to both the body and instrument panel, “spinner”

style full wheel covers, a front passenger hand bar—like those found in Corvettes—power brakes with sintered metallic linings, heavy-duty suspension components, a 7,000-rpm tachometer, and 8.00-14 narrow-band whitewall tires, all for roughly $54. Ordering the SS package in ’61 meant that you had to choose from one of three high-performance 348s or the new 409. The 409 shared its design with the 348 but used a different block and crankshaft. Like the 348s, it benefitted from the installation of a forged-steel crankshaft and connecting rods. Cast-aluminum pistons sat in 4.312-inch bores and travelled 3.65 inches. The 409 boasted solid lifters, a four-barrel carburetor, and stout 11.25:1 compression, enabling the newest member of Chevy’s power team to create 360 hp and 409 lb-ft of torque on paper. A 409-powered ’61 Impala SS was put through its paces in a Motor Trend test that produced a 0-60 mph time of 7.1 seconds, and a sprint down the quarter-mile in 15.6 seconds. Its speed through the timing lights was clocked at 92 mph. Clearly no apology was needed for a street-trimmed car that could nudge its way towards the century mark right out of the factory, but it also demonstrated what Chevy already knew: More could be wrung out

OWNER’S VIEW

ack when I was 19 years old, I really wanted one of these cars when they first became available. Badly. I absolutely loved all these early perfor mance cars, but the Chevy Impala had great looks to go with all that power. It was quite stylish at the time, and yet really sporty. Unfortunately, I couldn’t afford one. This car, for example, cost $3,799 with all the options on it; pretty much the same options I would have picked. All these years later, though, I have a sound appreciation for what this car is. I can sit back and enjoy the power and the way it handles. Good times. —Lloyd Godfrey

of the new engine without much effort. For 1962, engineers retained the basic 409 mechanical architecture but improved its breathing with a new pair of cylinder heads that were fitted with larger 2.19-inch intake valves (versus the original 2.07-inch diameter). Reportedly, stiffer valve springs were installed, along with forged aluminum pistons. If that weren’t enough, an aluminum intake was designed to accept a pair of Carter four-barrel carburetors. The official output of the 409 topped with two fours was 409 hp, while the single four-barrel 409 made 380 hp. The cost for this new race-inspired, street-legal big-block was $377, or $3,504 in today’s currency. Chevy also tweaked the Super Sport equipment package for 1962. Literature still touted its design as “a unique opportunity to combine sports-car style and features with full-size room and comfort,” though instead of being offered on any Impala model, the option was limited to the two-door Sport Coupe or convertible.

Additionally, it now provided vinylshod bucket seats up front, along with a passenger “sports-car assist bar,” and center console with locking storage compartment within the cabin. As to the exterior, engine-turn-patterned aluminum body side molding inserts (different than any other full-size Chevy wore), full wheel covers with “knockoff hub” styling, and the all-important “SS” emblems were installed. Package price: $158. It was this engine and trim combination—along with an optional fourspeed manual transmission, heavy-duty suspension, and 4.11:1 Positraction differential—that was highlighted in the road test report with glowing praise. To reiterate, 0-60 in 6.3 seconds, with a standing quarter-mile E.T. of 14.9 seconds at 98 mph. In the interest of full disclosure, the test vehicle was fitted with exhaust headers, but the as-delivered Impala SS Sport Coupe would still have come close to matching those figures. The report, and Don Nicholson going

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two-for-two at the Winternationals in a 409 Chevy, helped drive foot traffic to Chevrolet’s dealer network, culminating with the sale of 99,311 SS-trimmed Impalas. How many had the dual-quad 409? According to a previous interview with Larry Smith, technical advisor for the National Impala Club, “From all the research I can do and have done, there were far fewer ’62 cars with 409s than most people think. Usually, I have heard the number of 15,000 cars made with the 409, when in reality, from records, it is way less than that. I have found that the actual production number is around 8,900. It is also assumed that only about 10 percent of that number was the single four-barrel engine, so that leaves a bunch of [dual fourbarrel] engines to be put in those cars. Remember, they were installed in any of the big car chassis, from the lowly Biscayne to the upscale Impala SS and all body styles in between.” Particularly well-documented examples, such as our featured 1962 Impala SS 409, owned by Eden, Maryland, resident Lloyd Godfrey, are highly valued today. Lloyd also owned a ’62 Pontiac 421 Super Duty Ventura (HMM #197) and ’64 Plymouth Hemi Sport Fury (HMM #202) at the time of our visit, so he clearly held a real appreciation for the machines of that period, just before the intermediate muscle cars debuted. He was alerted to this dual-quad example in the summer of 2018. “A friend of mine found it for sale in Florida. At the time, it was already long since restored; it was an AACA award winner that, at most, needed minor cleaning. It was offered with a bunch of paperwork that authenticated it as being a real-deal, dual-quad 409. A copy of the window sticker offers all the as-built particulars (refer to the technical specs) that I keep on display when I show the car,” Lloyd reported. Sadly, he has passed way since the time of our interview. At the time, Lloyd emphasized that the Chevy’s power and handing were superb for a car that had been built with a mission to do one thing well: Go fast in a straight line.

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SPECIFICATIONS

ILLUSTRATION BY ROBERTA CONROY

1962 CHEVROLET IMPALA SS 409 PRICE

Base price ....................................................................................................................$2,776 Options on car profiled ........... Turbo Fire 409-cu.in. V-8; dual four-barrel carburetors; four-speed manual transmission; tachometer; Positraction differential; heavy-duty radiator; heavy-duty generator; heavy-duty battery; heavy-duty front/rear shock absorbers and rear springs; push-button radio; 8.00-14 bias ply white sidewall tires; two-speed windshield wiper/washer; sport equipment (includes: bucket seats; passenger assist bar; special wheel covers and emblems; side moulding inserts; front seat console compartment; special plate with four-speed transmission).

ENGINE

Block type ................ Chevrolet W-series; OHV V-8; cast-iron block and cylinder heads Displacement ........................................................................................................409-cu.in. Bore x stroke .................................................................................................. 4.312 x 3.50 in Compression ratio .......................................................................................................... 11.0:1 Horsepower @ rpm .......................................................................................... 409 @ 6,000 Torque @ rpm ...........................................................................................420 lb-ft @ 4,000 Valvetrain ............................................................................................................ Solid lifters Main bearings ....................................................................................................................... 5 Fuel system ....................... Dual Carter AFB four-barrel carburetors; mechanical pump Lubrication system .................................................................... Pressure, gear-type pump Electrical system .........................................................................................................12-volt Exhaust system .............................................................Cast-iron manifolds; dual exhaust

TRANSMISSION

Type ..................................................... Borg-Warner T-10 four-speed manual, close-ratio Ratios ........................... 1st/2.20:1 … 2nd/1.64:1 … 3rd/1.31:1 … 4th/1.00:1 … Reverse/2.61:1

DIFFERENTIAL

Type .................................................................................................Positraction limited-slip Ratio ..................................................................................................................................4.11:1

STEERING

Type ..................................................................................... Recirculating ball, un-assisted Turning circle .......................................................................................................... 40.8 feet

BRAKES

Type ................................................................................................... Hydraulic, un-assisted Front: 11 x 2.75-in cast-iron drum Rear: 11 x 2.00-in cast-iron drum

SUSPENSION

Front ................... Independent, upper and lower control arms, heavy-duty coil springs, heavy-duty shock absorbers, anti-sway bar Rear ...............................................Solid axle with control arms, heavy-duty coil springs, heavy-duty shock absorbers

WHEELS & TIRES

Wheels ..........................................................Pressed styled-steel; Front/Rear: 14 x 5.5 in Tires ................................................ Bias-ply (currently: Firestone); Front/Rear: 8.00-14

PRODUCTION

Officially, Chevrolet built roughly 704,900 two- and four-door Impalas (excluding station wagons) for 1962. Of those, 99,311 two-door Sport Coupes and convertibles were trimmed with the Super Sport (SS) equipment package.

PERFORMANCE*

0-60 MPH ........................................................................................................... 6.3 seconds 1/4-mile ET ..................................................................................... 14.98 seconds @ 98 mph * Motor Trend road test (July 1962) of a 3,750-pound 1962 Chevrolet Impala SS Sport Coupe optioned with a 409-hp, dual four-barrel 409-cu.in. V-8, four-speed manual, a 4.11:1 final drive ratio, and power brakes and steering.

The 1962 Super Sport package was revised, adding bucket seats and a center console with a locking compartment. Exteriors received full-length side trim.

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RESTO

SPOTLIGHT: Restoration

1970 AMC AMX

A LIFE-LONG AMERICAN MOTORS FAN GETS CREATIVE TO TACKLE A DAUNTING PROJECT WORDS AND PHOTOGRAPHY BY JEFF KOCH • RESTORATION PHOTOGRAPHY BY JIM FELTON

“A

T FIRST I JUST WANTED

to get it together, get it running, and have fun. It wasn’t going to be anything to bring to a car show. But the more we worked on it, the better it got — it was turning out a lot nicer than I thought it would.” — Jim Felton

This is how the AMX arrived on Jim’s driveway in 1996: intact and complete (with little rot) but faded and well past its prime. Jim later replaced the broken hood trim with a piece from his own inventory

Despite what you may see on any number of hokey made-for-cable car-resto TV programs, restoring a car properly is a time-consuming endeavor. Nothing happens overnight. You need time. You need cash. You need talent. You need a plan. And though it was too early for him to be swayed by such programming, Jim Felton, now retired and living in Phoenix, Arizona, fell short on all of these. This explains why this Big Bad Green ’70 AMC AMX took more than two decades to get into the shape you see here. An AMX might seem an odd choice for the novice restorer — why not something more straightforward with greater parts availability? Because this AMX spoke to Jim’s heart. He never knew a home without an AMC or a Rambler in the driveway. “My father was sales manager at Harris Motors in Winthrop Harbor, Illinois, which is on the Wisconsin border. Dad had settled into a ’69 AMX with a ’70s-era 360 between the shock towers, driven throughout the ’70s and ’80s,” Jim says. His first car was a 290-powered automatic ’69 AMX. He still owns both his high school car and his dad’s old driver, but rather than beef up one of the AMXs that provided so many cherished memories and turn it into something beyond what he remembered from his youth, he (somewhat accidentally) decided to start fresh. Jim was flipping through an old-car trade paper and found an ad for Kenny’s Klunkers in Colorado Springs, advertising “no car over $600.” Jim eyeballed a 1970 AMX, a factory 390 four-speed car with a clean title, for $350. “Tow away, as-is,” said the ad. Jim was enough of an AMX junkie to know that 1970 saw the smallest number of twoseat AMXs produced — just 3,749 total, with 1,632 of them being four-speed 390 cars. “A ’70 with a 390 for $350? I bought it sight unseen; I figured, even if it’s trash, I could part it and do ok. I convinced my wife it was a good idea.” That convincing wore off quickly: the tow bill alone ran $650, and the Bittersweet Shadow Mask 390 four-speed now sitting in his driveway was a rough customer for that grand. “The engine had thrown a rod. The windshield was broken. Someone glued tiger-skin cloth to the headliner and most of the interior. The glovebox was lined with black shag carpeting. The trunk was filled with papers, including an eviction notice. I think someone had been living in it. I was devastated. But after looking more closely, I realized that the body was straight with little rust to speak of.” The part about there being “little rust” would prove not quite true, though time had been kinder to this Colorado car than Illinois would have been. “I thought, if I dared to start the restoration, it would take forever, and I’d be in way over my head. But I couldn’t bring myself to part SEPTEMBER 2022

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1 2 3

it out.” Combine this with raising a family of four on a government salary, and the challenges become apparent. Jim had a plan, but it was short-term: Get it running and the rest will follow. It was the early days of the internet, which Jim was savvy enough to use to source innumerable bits and pieces from online auction vendors. “I figured I’d need to learn a lot, and it’ll take forever to restore it, but one day I decided I’d do it. I’d buy parts as cheap as I could and do as much work as I could myself.” Not an unrealistic goal, but it was never attained. Out went the ratty interior, blown-up engine, and cracked glass. The Bittersweet paint, too, for that matter: Jim prepped

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1. A rod hanging out of the original 390 block meant sourcing another engine altogether; the replacement engine was restored before AZ AMC guru Dan Curtis found a correct ’70 block and built upon it. 2. The interior had been festooned with tiger-skin print and black shag carpeting — and then lived in. Only the original console armrest pad, which somehow escaped a stripey fate, remains in the car. 3. The original engine bay was pretty scruffy, so Jim stripped it, painted over the areas with surface rust with sealer, then primed before paying a friend cash and a Metallica CD to spray the bay Big Bad Green. 4. From 1998: Once the engine bay was painted, Jim installed a factory-replacement front-end rebuild kit. Before the car was completed, and without the AMX ever turning a mile, the work seen here would have to be re-done. 5. “Two steps forward, one step back” is how the owner describes this project. With the $50 Big Bad Green engine spray on board, Jim chemically stripped the AMX in his garage with aircraft stripper, largely by himself.

for an eventual color change to AMC’s legendary Big Bad Green. “The idea was, do the engine compartment, get the engine in, get it running, then worry about the outside. I paid a friend $50 and a Metallica CD to spray the engine bay and jambs.” But, you cry, the $51 Shadow Mask option meant that the AMX’s engine bay was painted black, along with the hood and front fender tops. Yes. We’ll get back to that. Suspension components were sandblasted and painted. Jim installed new rear leaf springs and rebuilt the front end with rubber bushings, so that he could keep his car a roller. He sourced a working ’69 390 in Indiana. Soon, Jim’s neighbor, Vince Farace, was lending a hand. “I was fortunate,” Jim

admits. “Vince was a mechanic; he worked for AT&T and serviced their fleet. We were friends, and he could help. He had every tool ... he’d come on the weekend or at night have a beer and help out. He never charged me. When I left, Vince told me, ‘You wanted to do the work, Jim ... I just showed you how.’” Jim moved house in 1999 and the AMX sat. It almost didn’t make the move to Arizona with the Felton family in 2004. “At one point I’d made up my mind to sell it before I moved, but after looking at all the work that had already been done, we bolted in the short-block, installed the doors, bought a flattow dolly, and dragged it out West.”

6. The original quarters were clean but thin. Body dings had been gently hammered back into shape. At this point, the $50 BBG engine bay spray was still on board. 7. Patch panels were available for AMXs and were installed; the finish work, as did the entire build, took place in Jim’s two-car garage in Arizona. 8. Floors and quarters now repaired, Peter Tann of Vintage Mobile Restoration primed the AMX’s body in Jim’s garage. Note the engine bay masked off. 9. In or out? This car’s second engine, a ’69-era 390, was rebuilt and properly finished. It was pulled after an oiling issue involving piston rings, and was pulled again to complete the Shadow Mask paint scheme. 10. Once Jim chose to stay true to his AMX’s Shadow Mask origins, the engine was pulled and Pete got to spraying the glossy finish material in the engine bay, on the fender tops, and around the windows.

Even then, work didn’t begin again in earnest until 2008. When he was ready, Jim again sought help. “I thought, who has more vehicles than the postal service? I dropped by the place that services postal vehicles. I introduced myself and told them I was looking for a guy who wanted to make a couple of bucks off the books. An old-timer was the only one I would trust with this.” That old-timer, Ron Fielder, became a regular in the Felton garage; he helped install the dealer-option Sidewinder exhaust among other tasks, and Ron farmed out engine inspection and re-assembly to another retired local. “Ron and I became friends. I never would have gotten that done myself.” SEPTEMBER 2022

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With mechanicals largely sorted (save for another engine teardown following an oil pressure issue), paint and bodywork was next on the agenda. Again. “AMX rear quarters were seemingly designed for catching leaves and debris and rusting out,” Jim recalls. He had patch panels at the ready, but “some of the metal on the quarters was paper-thin — there were pinholes.” The doors were another matter: Bodyshops were advising new door skins for what amounted to parking lot dings, clearly clueless to the notion that there were no reproduction doorskins to be had. At last, Jim met Peter Tann, owner of Vintage Mobile Restoration, who said if he could get behind the metal, he could straighten it. Once that was tackled, the pair soon came to an agreement: Peter would charge an hourly flat rate for work, doing jobs in stages as Jim was able to pay, with the AMX never leaving Jim’s garage. “Peter also said that while he was capable of doing everything on the car, if I wanted to save some money (which I needed to do), I could do as much work myself as I was able to.” Jim and Peter got to work. Jim did the chemical stripping himself. New rear quarters were on the docket, as were a couple of rusty floor pans. As time went on, “Pete knew my kids’ schedules better than I did, since he was in the garage while I was off at work. Finally, Pete told me we were at the point to make a decision on the Shadow Mask; I didn’t want to pull the engine again, but Shadow Mask was original to the car. Out went the engine.” Fifty bucks and a Metallica CD — all for naught. Turns out, the paint wasn’t the only work that needed re-

HEMMINGS MUSCLE MACHINES

doing. “The rebuilt front end had completely dry-rotted. I’d never even driven the car! The coating hadn’t held up well either.” A new front end with urethane bushings (unavailable during the late-’90s phase of the build) was installed, and powder coating replaced the previous finish on the steering and suspension components. The rest of the build went smoothly. Jim enjoyed showing his AMX at events held around the Valley of the Sun for most of the 2010s. An aluminum radiator helped keep things cool in Arizona’s oppressive 100-degree-plus summer weather, but the fun was put on hold when the repaired fuel tank saw fit to send some debris into the engine, leading to a cracked cylinder head. “By then, I was out of ambition,” he says. At that point, Jim had been in Phoenix long enough to have heard of Dan Curtis, the Southwest’s AMC whisperer and owner of AZ AMC Restorations in Phoenix, so he authorized a repair. Mid-rebuild, “Dan told me that he could lay hands on a correct ’70 block, if I wanted to swap blocks and make my car correct.” Who could say no? Before you could say “Group 19,” the new 390 was fortified with a 401 crank, aluminum heads and aluminum Edelbrock intake, ceramic-coated shorty headers, PerTronix ignition, and an output estimate somewhere north of 450 horsepower at the flywheel. Jim also installed a Wilwood disc brake conversion in front, which he could make good use of with that kind of power on tap. Jim also elected for a 15-inch set of Magnum 500s and white-letter radials to fill the wheel wells. Even so, Jim still only considers his AMX “mostly done.” After nearly a quarter-century, we sure hope so.

M O R F T L I BU DREAM UP THE

A far cry from the tiger-print-andshag mess Jim bought for $350, the finished interior sports minor mods like gauges in the center of the dash. The engine presents as new but is degrees hairier.

FREE CATALOG

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America’s First Choice in Restoration and Performance Parts and Accessories 18460 Gothard St. Huntington Beach, Ca 92648 classicindustries.com/camaro

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MUSCLE PALOOZA

AFTER A TWO-YEAR HIATUS, WE’RE BACK AND BETTER THAN EVER WORDS AND PHOTOGRAPHY BY THE HEMMINGS STAFF

HE SUMMER OF 2022 HAS

already provided many longawaited returns to normalcy after two years of pandemicinduced cancellations, interruptions, and other postponements. We haven’t been able to properly kick off the summer car event season since 2019, after the 2020 event had to be put off for COVID concerns and then 2021’s return was completely rained out. Thankfully, this Memorial Day weekend brought picture-perfect weather to our corner of the Northeast, and Hemmings Musclepalooza 33 presented by Covercraft went off just as we’d planned. We’re still waiting on a final count, but with 600 show cars and 300 race cars from all over the Northeast and New England showing up at Lebanon Valley Dragway in New Lebanon, New York, we’d call the event a rousing success. We sold out of T-shirts, old acquaintances were renewed, and pedometers went haywire. Our friends from the Factory Appearing/Stock Tire (F.A.S.T.) racing series also returned with a strong field, renewing that tradition. On the showfield, we noticed many a pandemic project emerging for the first time at this year’s event along with several barn finds that just saw the light of day. In fact, we encountered quite a few cars on display that we’d never seen previously; while past events hinted at a growing trend toward late-model performers, the 2022 ‘Palooza was solidly populated with classic iron. Another trend noticed this year was the social aspect of Musclepalooza, as many people used the event to gather with friends and family. We saw sons and daughters participating alongside their parents, EZ-Up tents on the perimeters of the show covering entire families and their barbecues, and hometown squads showing up en masse. We feel confident in saying a good time was had by one and all at Musclepalooza 33. Enjoy some of the sights and scenes from our annual performance car extravaganza and check out the winners of the various show classes listed on page 55.

Seeing modern and classic muscle cars parked shoulder to shoulder is one of the coolest things about Musclepalooza. Here’s Scot Jean’s daily driven 1971 Super Bee with 383 power alongside a 6.4-liter 2018 Dodge Challenger T/A.

Steven Phillips’ 1971 Pontiac Trans Am could’ve taken any number of awards at Musclepalooza but our judges selected it for Best Engine, thanks to the immaculate presentation of its 455 HO.

Chris Woodrow drove his 2002 Saleen S281 from Ware, Massachusetts, to join the fun. This Mustang, #713 of 800 built, has been notably customized with a supercharger, 3-inch Magnaflow exhaust, and six-piston Wilwood brakes. It currently makes 420 dyno’d horsepower and 470 lb-ft of torque at the wheels; his goal is 550-hp and 600 lb-ft.

The word creampuff came to mind when we walked circles around Terri and Walker Glovaski’s 1972 Ford Gran Torino, which they purchased new. The sheetmetal and immaculate interior are original, but the car has been painted and its 351 Cleveland was rebuilt. The Torino looked amazing with 91,396 miles on the clock and counting.

Our Best of Show winner was this 1957 Ford Custom Business Sedan. Born with a 245-hp D-code 312-cu.in. Y-block V-8, its original owner had the noback-seat, fixed-window machine fitted with Ford’s over-the-counter “High Power Engine Kit,” bringing it up to 285-hp E-code specification. An overdrive transmission and 3.70 gears round out what would have been a potent machine for 1957. John and Jo-Ann Viera are responsible for its body-off restoration, and brought it up from Taunton, Massachusetts, for the show.

Greg Mulderry hauled off Best Muscle Truck Honors with his purple metallic 1957 Chevrolet pickup powered by a 350.

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As has become tradition, the Factory Appearing/Stock Tire (F.A.S.T.) racers held one of their events at Musclepalooza with another strong turnout of cars that looked showroom-stock but packed a much more potent punch. Brian Wilsey’s ’71 Duster 340 lined up against Bill DiCicco’s ’68 Road Runner in this round.

Mark Desenberg was all smiles when he learned he’d be heading back to Maine with our Best Chevrolet Award, for his 1966 Chevelle SS 396 convertible. The Marina Blue ragtop is powered by a 325-hp 396.

Musclepalooza attendees are treated to a full day’s worth of racing rounds. Here, Mark Cannamela heats up his 1968 Camaro’s slicks before squaring off with another competitor.

The Best Paint Award went to John McCabe of Delanson, New York for his ’69 Road Runner, with wild ’70-style custom design work by Travis “Tuki” Hess. The factory 383 car now runs a Hemi and shares a stable with John’s ’71 Charger, which also features custom paint work.

HEMMINGS MUSCLE MACHINES

We featured the ’68 Dart GTS 340 of F.A.S.T. racer John Gavin in the April 2014 issue of HMM. Here’s he lines his 416-cu.in small-block Mopar up against Rhett True’s ’71 Buick GS 455 Stage 1.

One of the features of this year’s event was a drag racing class dedicated to late-model performers, and the turnout was strong, with plenty of Detroit’s recent crop of high-output stormers, most of which had been tweaked even further.

’PALOOZA 33 AWARD WINNERS BEST IN SHOW 1957 Ford Custom John and Joanne Viera Taunton, MA BEST PAINT 1969 Plymouth Road Runner John McCabe Duanesburg, NY Steve Ornstein catches some air under the front tires of his Pontiac Grand Am during a qualifying round at Musclepalooza.

BEST ENGINE 1971 Pontiac Trans Am Steven Phillips Sheffield, MA BEST MODIFIED MUSCLE 1969 Chevrolet Chevelle SS Eric Pizzigati Queensbury, NY BEST LATE-MODEL MUSCLE 2005 Pontiac GTO Jim Prudente Lake Grove, NY BEST MUSCLE TRUCK 1957 Chevrolet 3100 Greg Mulderry East Greenbush, NY

Don Ward, of Vernon, Connecticut, purchased this 1969 Mercury Cougar from his grandmother in 1996. Soon after he drove it from her home in Arkansas to the Nutmeg State, a car parked next to the Cougar caught fire, necessitating a new coat of paint and vinyl top.

BEST CHEVROLET 1966 Chevrolet Chevelle SS 396 Mark Desenberg South Berwick, ME BEST FOMOCO 1966 Ford Fairlane Dave Pesino Hernando, FL BEST MOPAR 1968 Dodge Dart GTS 340 Mike Rodgers Bernardston, MA BEST B-O-P 1971 Oldsmobile 4-4-2 W-30 Rich Santucci Newton, MA

Paul Menin is a GTO guy and Musclepalooza regular, and this time he brought out two ’73 models, the bronze version a detailed replica of the test car that led Hi-Performance Cars magazine to name the SD455 GTO its car of the year… only it was never actually offered.

BEST INDEPENDENT 1970 AMC Rebel Machine Sam Browning Jr. Northfield, MA SEPTEMBER 2022

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ASK RAY By Ray Bohacz

TAP, TAP, TAP

to. I only use Sunoco Super-grade gasoline and I have also tried Lucas Octane Booster I read your column all the time and and a product called Octane Supreme to learn a lot! My 1972 350 small-block increase the octane but the engine still Chevy does not have oil at the rockers. The cam was changed last year, and now the lift- pings. Any assistance you can provide will ers are really loud. I cannot adjust them to be be greatly appreciated. quiet. The camshaft is a hydraulic-lifter type. Rick Nixon The car runs and the oil light goes out Via email when the engine is started. The car has been driven about 200 miles as-is. Could the presThat is a sweet car and I love the little 290 — a great engine that got oversure just be too low? The car ran fine before the cam change. Any suggestions? shadowed by the 343 and 390. I believe you have a few things going on Bob Holland that are easily remedied. With only 27,000 Elgin, Illinois miles, I am very confident that the engine Okay, you need to think backwards and is loaded with carbon deposits that are contributing to the pinging. The “missing” start by assigning a number to the oil pressure. To do this, temporarily install a me- when cold can be caused by a few things if it is truly misfiring. chanic’s oil pressure gauge and get a readI respectfully submit that the people you ing. The oil pressure light goes out at around brought the car to have little-to-no knowl4 to 5 psi, which is not enough to keep the engine healthy. Get a pressure reading at idle edge about an older engine with a carbureand then at 2,000 rpm. tor and breaker-point distributor. You need to find someone who does. At a minimum, you need 10 psi for every The 290 is such a simple engine, but 1,000 rpm. most younger mechanics have no idea what If you are not getting oil to the rockers, they are looking at when they pop the hood. then there is most likely little to no oil at the I do not know where you are from. If I did, I lifters, which is not good. Did you change could possibly recommend a shop. With the the lifters with the cam? Are they the same proper person that little 290 will be humheight as the ones you took out? There are many possible reasons for this ming like a sewing machine! issue. I would run the engine as little as possible — just enough to get data. ENGINE BREAK-IN Sadly, I cannot help you much through a Here’s a question that has been bothmagazine column. If you are confident that ering me for years, and no one has the oil pressure was good before the cam been able to provide me with a good answer. swap, then you need to study what went Decades ago, when engine oil formulas wrong. If you are not confident of that, then were first changed to accommodate catayou still need to see what is happening; that lytic converters, and before that became begins with a mechanical gauge oil pressure common knowledge, I fell victim to three reading. Once you have that data, reach back camshaft failures during the break-in cycle out to me. (2,000-2,500 rpm for 20-30 minutes to mate the lifters to the lobes). Once I understood why and what was KNOCKING 290 happening, compensating was possible. I recently purchased a 1969 AMC But, in the back of my mind, I’ve always Javelin with only 27,000 miles. It has wondered how it was possible for millions a 290-cu.in. engine and automatic transof cars to be produced a year, coming off mission. When I first start it, I can hear the engine misfire, but after it warms up the miss the assembly lines at one a minute, and goes away. It also pings when I accelerate. Is showing up (like my brand-new 1965 GTO) with seven miles on the odometer without a it possible that the miss and the pinging are good percentage of them having premature part of the same problem? I have taken it to camshaft failure. three different mechanics to see if they can I’m just positive those millions of engines repair the engine miss and detonation/ping didn’t get a 20–30-minute cam break-in sound as I drive it, but none have been able

HEMMINGS MUSCLE MACHINES

during or after production! So, how did they do it? And as an aside, what is best to use for a break-in oil and/or additives these days for a fresh build of a non-roller motor? Thanks. Steve LeClair Garrison, New York

There are a number of different things going on that impact camshaft breakin. You cannot compare a performance aftermarket camshaft with higher valve spring pressure and different metallurgy to a production-line engine. Each OE manufacturer had their own procedure, which usually included a coating on the cam and lifters before assembly, compatible metallurgy on the lobe and lifter, an engineered motor oil, and relatively low valve spring pressure. In this scenario, camshaft break-in becomes moot. Look at all of the new non-automotive engines that are produced today without a roller cam, such as in farm or construction equipment, lawn mowers, generators, and so on. You do not buy a lawn tractor and break in the cam. To answer your question, new engines for the most part do not need to go through a camshaft break-in since they apply a multitude of other procedures that someone working in his or her garage cannot.

A NUMBERS GAME

I very much enjoy your column. I call your attention to the 1967 Corvette owner’s problem with his temp gauge (“Temperature Gauge,” HMM #226, June 2022). While there could be other causes for his low-reading temp gauge, I can tell you from past experiences with Corvettes that virtually all problems are associated with incorrect temperature sending units that screw into the intake manifold. The parts suppliers for these sending units are mostly out of touch about the correct unit. Every aftermarket supplier I have bought from swears their unit is correctly calibrated, but I’ve found this to be mostly untrue. The only correctly calibrated unit I have found is sold by Lectric Limited. The tech there explained to me that if you bench test the sender with a volt-ohm meter, a sender that has 70-76 ohms will read 220 degrees on the gauge; a sender that reads 105 ohms

will read 180 degrees on the gauge. Check with them for your application. Note also that using too much sealant on the threads of the sending unit could skew your reading. The correct part number for my ’62 Corvette is 01513321. John Doe Via the internet

Thank you for sharing the part number with the readers!

GIVE ME A JUMP!

I have always jump-started vehicles with dead batteries quickly, and this usually works. I have a neighbor who connects the two vehicles and then runs the good car at high idle for an hour or more, then does the startup of the dead vehicle. Is there an advantage to this? I don’t know him well enough to get empirical about this, but I have several questions about this technique. Does the charging vehicle’s system recognize the dead condition? If so, why high idle? Would the good system just see the connection as a big battery needing charge?

Could I, in theory, just run my good car all night connected to the dead battery instead of using the 120-volt battery charger (I won’t do this)? Is there a website you know of that addresses issues like this? I was wondering about adding a second battery in my truck, just because I have a few extras laying around and was looking for a low-buck approach to this. Tony Stilman Via email

Depending on how “dead” the subject battery is, it may require the host vehicle to run at an rpm level that is higher than idle for a few minutes for the jump start to be successful. To answer the engine speed question, output is linked to the speed that the rotor in the alternator turns. By design, at a specified rpm the output plateaus. At idle, only partial output is produced. When you jump start another vehicle, the batteries are connected in parallel (positive to positive, negative to negative). The voltage stays the same, but the potential

current (amperage) is the sum of both together. Thus, many large diesel engines have two 12-volt batteries in parallel. If each battery is 1,000 amps, then the cranking motor (the proper name for the starter) has 2,000 amps available to it. When a battery is dead, then the potential energy in amperage is very low. Your neighbor is wasting his time running the host engine for so long, but is not hurting anything. In simplistic terms, if you were to take the dead battery out of the vehicle and connect the jumper cables to the host battery with the engine running, you could start the engine. There is an energy drop through the battery, but it is being used as a conduit other than an energy source. Could you install two batteries in your truck? Yes, but I do not think it is worth the effort. Send your troublesome tech questions to: askray@hemmings.com or Ask Ray, P.O. Box 2000, Bennington, VT 05201

Yep –we’re actually asking your opinion Everyone’s got one and now yours has a home: “Ask The Experts” is at 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

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

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SWAP MEET By Jim O’Clair

BORG-WARNER T-10 INTERCHANGE

Are all cluster-gear sets and speed gears interchangeable in the T-10 series? I have a 1962 Ford T-10 and need the cluster gears and a third gear, so could I use the parts from a GM T-10 or another application? Brandon Smith Via hemmings.com

on the later unit for the lock-up converter. If you are asking if you could get salvage-yard components and do it yourself, it is possible, but you should measure carefully for your new driveshaft before you begin your quest and don’t forget to get the 727 torque converter. You will also need to fabricate your own crossmember adapter. • SMR Transmissions service@smrtrans.com

Will 1975 Oldsmobile exhaust manifolds interchange with those from a 1974 Oldsmobile? Steven Sims Via email

AFTERMARKET THROTTLE-BODY FUEL-INJECTION SYSTEMS

The T-10 gearboxes that Ford used from 1962-’65 have a 1- 1⁄ 16-inch, 10-spline input shaft with a 28-spline output shaft, whereas the GM T-10s had a 1- 1⁄ 8-inch, 10-spline input shaft and a 27-spline output shaft. The pre-’65 Ford T-10 used 23/29/19/17-tooth cluster gears as well as 29/25/20/17-tooth clusters. Essentially all other parts from 1962-’65 Fords were the same, with the exception of early 1962 to late 1962 (December production), where first gear changed. As for compatibility between GM and Ford, second gears were the same for 1962-’65 in both units (with 30 teeth), but third gears are only the same if you are swapping 29-tooth gears (Ford also had a unique 28-tooth gear). D and L Transmissions has many of the necessary T-10 rebuilding components still available and we suggest you call them for any needed cluster gears. • D and L Transmissions 631-351-4837 • dandltransmissions.com

I’m looking for a throttle body with an internal diameter from 36 to 40 mm. I would like to use one with the injector mounted directly on the throttle body. Marco Riguzzi Via email

A-727 TRANSMISSION REGRESSION

The 40-mm dimension you cite is very small for an injector throttle body. Holley Sniper conversions are between 90 and 105 mm. We assume you are attempting to replace a Keihn or Mikuni carburetor with a throttle body, judging by the dimensions you’re working with. If you just need one, contact Ecotron in California or Burton Power in the UK, each of which offers a Jenvey Dynamics, single 40-mm bore unit to replace Weber DCOE or Dellorto carburetors. • Ecotron Corporation 562-758-3039 • ecotrons.com • Burton Power burtonpower.com

GASOLINE CONCERNS

What would be the best octane for my 1957 Thunderbird (high-test or regular)? Is there a way to install a Chrysler 727 I just got it and it only had 32,600 original miles. I have been told to buy liquid lead in a 1996 Dodge Ram? I’m sick of additive at an auto parts store and add that the electronics messing up and having the to my gas tank occasionally, for the engine, transmission shop blame inferior parts! because gasoline by today’s standards does Bill Cutrone not contain lead. Please advise. Via hemmings.com Bob Penta Via hemmings.com This can be done; however, you will lose the overdrive feature from the A-518/46RE currently in your vehicle. With only 32,000 original miles, chances Conversion kits to install the older 727 in are good that the original engine valves later-model Dodge Ram and Dakota trucks and seats are still inside the cylinder heads. are available for performance applications Because these components were not meant from SMR Transmissions and include a to burn low-octane unleaded gas, using a transmission, new chrome-moly driveshaft, lead substitute is an excellent idea. If you racing torque converter, and a transmission decide to rebuild the cylinder heads in the mount adapter. Reverting to the earlier future, consider upgrading to hardened valve transmission will eliminate the wiring used seats, intake, and exhaust valves which will

Q: A:

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increase the longevity of your engine and the lead substitute should no longer be necessary.

OLDSMOBILE EXHAUST MANIFOLDS

You didn’t specify the engine size, but it doesn’t matter much in this case. The driver’s side exhaust manifold is the same for 1965-’90 Oldsmobile 307, 330, 350 gas, 350 diesel, 403, 425, and 455 engines (except 455 California or dual exhaust models). The 260 V-8’s driver’s side manifold is the exception, but the passenger-side manifold that fits the abovelisted engines will also fit the 260. When sourcing used manifolds, you can also look into Cadillac, Buick, and Pontiac, as GM shared the Oldsmobile engine family across divisions in their full and mid-size models.

AMC T-10 CONVERSION FEEDBACK

While reading your column in the June 2022 issue of HMM I noted the question about transplanting a 360 into a Javelin. What you explained is accurate but what is not stated by the questioner is whether or not he has the correct flywheel with that engine. I learned the hard way that the flywheels are specific to each engine because the flywheel balances the rotating assembly. A flywheel for a 304, for instance, will bolt to the crankshaft, but the engine will be out of balance. When I installed a 360 in my Hornet, I purchased a new flywheel, but the rotating assembly still needed to be balanced. This also happened with a friend when he installed a 343 in a Hornet using a 304 flywheel. It made a great weight loss machine when driving down the road. Glenn Walker Via email All discussions in this column regarding repairs, conversions, parts swaps, etc. are offered as suggestions. Performing any such work should be accompanied by thorough research to verify proper parts compatibility and procedures to achieve a safe, functional result. We welcome any and all questions related to suspension, brake, engine, differential and transmission upgrades. Email us at swapmeet@hemmings.com or submit inquiries to our Facebook page, www.facebook.com/HemmingsNews or our website where comments can be made at the bottom of dozens of previous Swap Meet articles posted there.

Inventory Updated Daily at hmn.com/auctions ru th FER ld OF o S E K MA

1970 Plymouth ’Cuda Hemi 426 Sold for $215,000

1979 Pontiac Firebird Trans Am Sold for $25,725

2010 Ford Mustang Shelby GT500 Sold for $47,775

1967 Ford Mustang GTA Fastback Sold for $60,375

1968 Dodge Dart GTS Sold for $44,888

1963 Chevrolet Corvette Sting Ray 340/327 Sold for $128,100

1970 Plymouth Road Runner Restomod Sold for $141,750

GEAR

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

By Mark J. McCourt

HURST FLOOR SHIFT METAL SIGN

SUMMIT RACING • 800-230-3030 • SUMMITRACING.COM • $28.99 In the muscle car era, there was one shifter people asked for by name: Hurst. The powerful-looking bright-metal floor shifter with the engraved letters screamed speed. Gold was Hurst’s trademark color, accenting the company logo as well as the coveted Hurst/Olds cars of the 1960s and 1970s. You can bring some of that vintage-speed flavor into your home or garage with this metalflake-gold 14-inch diameter round sign (item BCT-BBT-052), made of sturdy 24-gauge steel and sporting a vintage-style logo based on period decals. Officially licensed by Hurst Performance Products, the sign features pre-drilled holes for easy hanging and will look great on any wall.

HOW TO BUILD AFFORDABLE HOT RODS BY TONY THACKER • CARTECH PUBLISHING • 800-551-4754 CARTECHBOOKS.COM/SA477 • $36.95

The American individualist, can-do spirit is alive and well in the automotive sphere, and perhaps it’s most evident in the world of homemade hot rods. Vintage iron run through a custom filter, chopped and channeled, flamed and fast, the personalized classic Fords that epitomize prototypical hot rods are surprisingly within reach of enthusiasts with reasonable means and a modicum of skill. Enthusiast and author Tony Thacker walks us through the ins and outs of building a classic-style rod in this 176-page softcover (ISBN 9781613255285), subtitled “Best Options for Your Budget.” He discusses original bodywork, reproduction steel kit bodies, frame options, and the many era-appropriate engine choices available. Chapters are devoted to drivetrains, suspension, electrical, interior, and body finishing. Sidebars offer anecdotal stories and teaching moments, while more than 550 photos and illustrations accompany the clearly written text. If you’ve ever considered diving into the deep end and building your own hot rod, you’ll want to read this book first.

HEMMINGS MUSCLE MACHINES HOODED SWEATSHIRT HEMMINGS • 800-227-4373 X 79550 HEMMINGS.COM/STORE • $39.95

As autumn rolls in and the days and nights grow cooler, you’ll want to reach for a comfortable and stylish sweatshirt that will keep you warm. This 70-percent cotton/30-percent polyester hooded sweatshirt (item MHSS) is just the ticket, with its drawstring-tightened hood and generous front hand-warmer pocket. The black material goes with everything in your wardrobe, and the small white and red Hemmings Muscle Machines logo embroidered on the left breast offers a subtle pop of color and a fun way to show your loyalty to this muchloved magazine. It’s available in sizes ranging from Small to XX-Large.

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www.rpm.foundation l 855-537-4579 A Public Service of Hemmings Muscle Machines

THE GOODS

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

By Tom Comerro

CAMARO TAILLAMPS

CLASSIC INDUSTRIES • 844-782-2825 • CLASSICINDUSTRIES.COM • $319.99-$339.99/EACH This is a great chance for third-generation Camaro owners to make a good impression on the highway or track with bright new taillamp assemblies for IROC-Z, Z28, or RS models. Available for the 1982-’92 Camaros, the assemblies come in different variations to cover the styles originally used on third-gen Camaros, including grid pattern, single black stripe, or non-striped. Each assembly is said to be made like the original GM components with injectionmolded acrylic lenses featuring exact color replication and pattern. They come with correct mounting studs, quarter-panel seal, and license plate lamp lens. Ask about p/n 748807-08 (black stripe), 748809-10 (non-striped), and 748811-12 (grid pattern) for more details.

CAN CADDY

ROGO FASTENER INC. • 800-423-7646 • ROGOFASTENER.COM • $58.27 Organizing your shop and workspace is a lot easier with this can holder that stores up to six aerosol and/or chemical containers. The holders are made from steel and will keep your chemicals handy without fear of knocking them over or losing them. The organizers are 21.5 inches wide and each individual holder has a diameter of 3 inches. Inquire about p/n ACC-1 for more information.

FRONT-END KITS

SUMMIT RACING • 800-230-3030 SUMMITRACING.COM • $196.99-$405.99 Moog “front-end steering kits” can fix suspension and steering problems while improving your car’s handling and ride performance. Each kit features components that are correct for your application while offering durability and dependability with easy installation. The kit specifics vary depending on application, but include ball joints, tie rod ends, adjustable sleeves, and more. Some other parts such as end links, idler arms, bushings, and so on, are sold separately. Applications are available for most Chevy, Ford and Mopar cars; ask about Moog steering kits for your specific car.

CAMARO COOLING

US RADIATOR • 323-826-0965 • USRADIATOR.COM • $595.35-$680.40 Get the most out of your GM powerplant with new aluminum radiators for 1967-’69 Camaro models. Each radiator is made with die-stamped components to eliminate weld-related defects while providing high quality and proper fit for high-performance cooling. The high efficiency core is made with two rows of 1-inch tubes on 3⁄8-inch centers, which offers comparable heat transfer to most two-row aluminum radiators on the market. These radiators are available with or without an internal transmission cooler. They are also available in a Tripleflow style that offers greater reduction of coolant temperature, inlet to outlet, before returning coolant to the engine. Core upgrades are also available. These radiators will also fit 1968-’71 396-equipped Nova and Chevy II models, and 1967-’69 Trans Am and Firebird. Ask about p/n AL0109063.

HEMMINGS MUSCLE MACHINES

June 24-July 2, 2023

THE 2023 GREAT RACE ROUTE

St. Augustine, FL To Colorado Springs, CO CONTACT: Call 800-989-7223 or Email JEFF@GREATRACE.COM GREATRACE.COM @GREATRACERALLY #THEGREATRACE

AUCTION ACTION

Among the most iconic first-gen Camaros ever offered were the official factory Indy 500 pace car replicas from 1969, like this 350-cu.in. equipped example. Exhibiting all the right traits, it realized $46,500.

CARLISLE AUCTIONS’ 2022 SPRING SALE

A HOT MARKET TALLIED UP A $6.5 MILLION RESULT IN THE KEYSTONE STATE BY MATTHEW LITWIN • PHOTOGRAPHY COURTESY OF CARLISLE EVENTS

INTAGE VEHICLE enthusiasts

in the Eastern U.S. welcome the start of April with open arms. Not only does it mean that the threat of winter weather has essentially passed, it’s also time for the famed Spring Carlisle Swap meet in southcentral Pennsylvania. Launched in 1977 as a complement to the original September swap meet founded in 1974, the annual Spring automotive swap meet has since evolved significantly. It now consumes the entirety of the Carlisle Fairgrounds and includes a collector car auction, the first of which occurred in 2006 at the then-new Carlisle Expo Center, located across the street from the swap meet’s main gate. After a brief hiatus, the sale was re-established in 2013 at the same facility. The 2022 edition of the Meet offered something for everyone. By our count, 334 lots were scheduled to cross the block on April 21-22, all welcomed by what was reported to be a packed house of in-person bidders and spectators alike. Though it is smaller than other early-season events in Florida and Arizona, the bidding at Carlisle was no less animated, as evidenced by the $93,000

HEMMINGS MUSCLE MACHINES

sale of an exceptional 1971 Oldsmobile 4-4-2 convertible fresh out of restoration, discussed elsewhere in this report (all listed sale prices exclude an 8 percent buyer’s premium). The Lansing Rocket was followed by a tie for second between a 1967 Chevrolet Corvette coupe and a 1965 Sunbeam Tiger, both of which achieved $80,000. Next in line was a 1969 Chevrolet COPO Camaro recreation—also discussed in more detail within this report—that commanded $79,000, which was followed by a 1934 Ford five-window coupe, boasting a supercharged flathead V-8, which brought $77,000. The rest of the top 10 sales positions were captured by a restored-to-stock 1962 Chevrolet Corvette ($75,000); a lightly modified 1966 Pontiac GTO ($71,500); a highly customized 1946 Ford F-100 half-ton ($67,500); a well-kept 1963 Rolls-Royce Silver Cloud III ($67,500); and a modified 1959 Chevrolet Apache ($65,000). Collectively, these, and 233 other lots (or 72.5 percent) sold for a grand total of $6.5 million. For complete results, and a comprehensive list of upcoming sales, visit carlisleauctions.com.

THE NUMBERS Total Sales: $6.5 million Top Muscle Car Sale: 1971 Oldsmobile 4-4-2; $93,000 UPCOMING AUCTIONS October 29 – 30: Carlisle, Pennsylvania November 11 – 12: Lakeland, Florida 717-243-7855; carlisleauctions.com LEGEND

Condition: #1 = Excellent; #2= Very Good; #3 = Average; #4= Poor; #5=Major Project Reserve: Minimum price owner will accept Selling Price: What the vehicle sold for * Average Market Range: Values coincide with current market trends for vehicles rated from condition #2- to #1, respectively. *All prices shown include the buyer’s premium on sold lots. Unsold lots include only the highest bid, when available.

1971 OLDSMOBILE MODEL: 4-4-2 CONDITION: Restored RESERVE: Undisclosed

1967 CHEVROLET SELLING PRICE: $93,000 AVG. MARKET RANGE: $110,000 - $155,000

MODEL: Corvette CONDITION: Restored RESERVE: Undisclosed

1969 CHEVROLET SELLING PRICE: $80,000 AVG. MARKET RANGE: $85,000 - $135,000

MODEL: Camaro CONDITION: Restored RESERVE: Undisclosed

SELLING PRICE: $79,000 AVG. MARKET RANGE: N/A

Though 1970 is often considered the pinnacle of Detroit performance, many ’71 models still packed a potent punch, such as this Oldsmobile 4-4-2. According to the digital catalog, the Viking blue, white-trimmed Rocket was one of just 183 built during the ’71 season featuring the famed 455 Ram Air V-8 and a four-speed manual in a convertible body style. Little of its post-build history was presented electronically, save for mention of its comprehensive restoration that was completed just prior to the sale. The droptop A-body was also equipped with A/C, power brakes, power windows, power top, AM/FM/8track system, tilt wheel, and power trunk release. It sold well despite falling short of the average.

Corvettes have been a classic car auction staple for decades, though in recent years the market for nicely restored examples has shown a little slack. This 1967 coupe boasted a body-off restoration with an engine rebuild that —at the time of the sale—had aged just 200 miles. That engine, incidentally, was a 435-hp version of the 427 big-block, which was accompanied by a four-speed manual and Posi differential with unspecified gearset. Other goodies included power steering, power brakes, and side-mounted exhaust. The only notable upgrade was a custom sound system.

You’re looking at the fourth-place finishing 1969 Chevy Camaro, presented in pictureperfect COPO livery with appropriate mechanical hardware. Details online were slim: “150 ‘breakin’ miles on a complete nut-n-bolt restoration.” Detailed photos, though, offered that the V-8 under the hood was a 427, backed by a fourspeed manual with a shifter that poked up through the floor, rather than a console. Black vinyl bucket seats, miles-deep orange paint, “bottle caps” on steelies… all for the astounding price of $79,000. Astounding, because a realdeal COPO like this would have commanded well north of $200,000. The build cost likely exceeded the winning bid.

1985 CHEVROLET

1998 CHEVROLET

1971 PONTIAC

MODEL: Corvette CONDITION: Original RESERVE: Undisclosed

SELLING PRICE: $5,250 AVG. MARKET RANGE: $7,000 – $15,000

Seeing cars from the ’80s consigned to classic car auctions is no longer unusual. Nor is the growing nostalgia, and subsequent demand, for the more compelling performance type: think pony cars and select GM G-bodies, for example. And like other performance car periods, some of these steeds are reaching prices that squeeze out the enthusiasts with modest budgets. That doesn’t mean bargains don’t exist, as demonstrated by this 1985 Corvette. It was your basic, baseline 5.7-liter/automatic coupe, original through and through, with a little usage wear, still presentable and very drivable. It sold below book, and all the proceeds went to the AACA Museum, Inc. Seriously—what was not to like? Nice buy!

MODEL: Camaro Z28 CONDITION: Original RESERVE: Undisclosed

SELLING PRICE: $7,000 AVG. MARKET RANGE: $8,000 - $15,500

Looking to what we consider “late model” cars can really turn up some obtainable deals. Case in point: this 1998 Chevy Camaro. Yup, believe it or not, these things are just months away from becoming recognized as full-fledged “antique” cars (as of this writing), thanks to the widely recognized “25-year” rule. For all intents and purposes, this was a muscle car. Maybe not the one of yore—depending upon your point of view —but a performer nonetheless, and one that sold quite well. This one seemed all original, packing a 5.7-liter LS1, backed by an automatic, that had rolled just 70,500 miles. With T-tops no less. And for just $7,000. We can hear it now: “Remember when you used to be able to buy these cheap at auctions?”

MODEL: T-37 CONDITION: Restored RESERVE: Undisclosed

SELLING PRICE: $33,000 AVG. MARKET RANGE: $20,000 – $31,000

Hang around this hobby long enough and you’ll hear about rare combinations of power equipment fitted to baseline cars in order to elude the dreaded insurance underwriter back in the day. Here’s one of those rarities: a 1971 Pontiac T-37. Based on the intermediate line, this bargainbasement A-body received a 455 H.O. V-8 (that’s 335 hp), as well as an automatic transmission and Safe-T-Track differential. It looked to have been restored to near-mint condition inside and out, with “pie pans” one could serve dinner on. It was reportedly also featured in a magazine. Whether this was a real-deal car or not wasn’t made clear. No matter, though— this was a gem that sold accordingly, and at a price that likely beat the restoration fees. SEPTEMBER 2022

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1967 DODGE MODEL: Coronet 440 CONDITION: Modified RESERVE: Undisclosed

1969 FORD SELLING PRICE: $23,500 AVG. MARKET RANGE: N/A

SELLING PRICE: $55,000 AVG. MARKET RANGE: $45,000 - $88,000

MODEL: Mustang GT CONDITION: Original RESERVE: Undisclosed

SELLING PRICE: $17,000 AVG. MARKET RANGE: $10,000 - $25,000

“This 1967 Dodge Coronet 440 was born a factory big-block with A/C,” read the digital placard. But that “born-with” engine (likely a 383) had been swapped out for a 485-hp 440, fitted with a high-rise intake and an “850 Brawler carburetor.” An MSD ignition was present, too, along with some other mechanical goodies that racked up what was reported to be a $10,000-plus bill. Part of that may have been the new steering box, fuel pump, and sending unit. The original hood was included with the sale, from a car that was, “believed to be a 34,000-mile” Mopar. We’re betting the sale price barely covered the rest of the expenses associated with its modified renewal.

Let’s set the record straight once again. Nowhere on the 1969 Ford Cobra does the body or cabin display a “Torino” emblem. Furthermore, Ford never called this pure, purpose-built 1969 model a Fairlane Cobra. It was simply “Cobra” (though that changed for ’70). Its name signified the standard engine below the hood: a 428 Cobra Jet —the one that drives the price up as fast as the displacement moved the machine. Also standard: a four-speed manual, as seen in this finely restored example. It was fully documented as a matching-numbers car that, thanks to an electric clock option, was a one-of-one example. How did it not sell for more?

Here was another performer from the Eighties that seemed to have sold for reasonable money. Let’s look at the particulars first: It was presented with documentation that accounted for both its build and the 46,742 miles of travel; this had the standard 5.0 HO V-8, but with an automatic; it wore its original top (and supposedly paint and interior, too); and it had factory A/C, a fresh service, and clean looks. There was little to complain about. The “reasonable money” aspect, however, was more in terms of price versus value. Most guides offer what we stated, while another was, er, optimistic, suggesting a $25,000$45,000 range. Either way, the hammer price seemed strong for an automatic convertible.

1969 CHEVROLET

1970 FORD

MODEL: Camaro CONDITION: Modified RESERVE: Undisclosed

SELLING PRICE: $39,500 AVG. MARKET RANGE: N/A

What looked like a COPO Camaro but wasn’t a COPO Camaro? This Phantom Green 1969 baseline coupe sporting “350” fender emblems. According to the cowl tag, the F-body was built at GM’s Norwood, Ohio plant, at which time it was equipped with Midnight Green vinyl upholstered bucket seats and a body painted Fathom Green. By the time it arrived in Carlisle for the sale, the Chevy had received a 383-cu.in. V-8, which was backed by a Muncie four-speed manual. Details were otherwise lacking, including when the relatively mild modifications/restoration had been completed. Looking past that, overall, the Camaro looked like a solid, hot cruiser—not too over the top. Plus, it sold for a price that made buyer and seller happy.

MODEL: Cobra CONDITION: Restored RESERVE: Undisclosed

1988 FORD

HEMMINGS MUSCLE MACHINES

MODEL: Falcon CONDITION: Modified RESERVE: Undisclosed

SELLING PRICE: $33,000 AVG. MARKET RANGE: N/A

The Falcon nameplate usually conjures images of the earlier compacts, or even the sporting trim variants like the Sprint. But the Falcon’s initial success trailed off after the Mustang debuted, and many today assume it was gone by 1967 or ’68. Nope: It was still around in ’69, and for a very brief period as a mid-year model based on the ’70 Torino family. In fact, a mid-year intermediate Falcon could have been ordered with a 429, creating something truly rare. This wasn’t an original 429, but rather a Falcon in restomod guise packing a guesstimated 600 hp from a 501-cu.in. engine built from a 385-series block. It had fuel injection, disc brakes, and what many would consider a “nice patina.”

MODEL: Torino GT CONDITION: Modified RESERVE: Undisclosed

SELLING PRICE: $37,000 AVG. MARKET RANGE: N/A

Here was another Ford restomod, this time a 1970 Torino GT Sportsroof. The original 351 Cleveland gave way to a “408 stroker” that boasted 575 hp, which was accompanied by a Tremec five-speed that fed power to a 9-inch axle containing 3.91:1 gears. It was outwardly striking with red paint, black hood stripes, and the all-important chin spoiler, and it was clear the sleek GT was altered to go fast while looking stock. Somehow, though, this managed to sell under $40,000, so perhaps a few enthusiasts would consider this result a bargain, too.

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Weʼre looking for auction-ready cars –and trucks and motorcycles, too– for real-world enthusiasts and collectors who enjoy their machines out on the road. So, if you have a no-excuses, ready-to-roll specialty vehicle, the kind that can start conversations and attract bidders, Hemmings Auctions is the place for you.

AUCTION NEWS

SEPTEMBER EVENTS

By Tom Comerro

1-3

Worldwide Auctioneers Auburn, Indiana • 800-990-6789

2-4

Springfield Swap Meet & Car Show Springfield, Ohio • 937-372-1171

3-4

Silver Auctions Sun Valley, Idaho • 800-255-4485

MECUM

7-10

Mecum Auctions Dallas, Texas • 262-275-5050

8-11

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

9-11

Goodguys Colorado Nationals Loveland, Colorado • 925-838-9876

MOTOR CITY MUSCLE COLLECTION AT INDY MECUM

Mecum’s Indy auction concluded with overall sales eclipsing the $125-million mark and a sell-through of more than 90 percent. A selection of muscle cars from the Motor City Muscle Collection accounted for more than $3.8 million of those sales during the week-long auction. The top sale from the sub-group was a 1969 Dodge Charger Daytona that sported its original 426 Hemi engine and a factory four-speed with the Super Track Pak. The Daytona was thought to be one of just 22 Hemi four-speeds built that model year and it was painted in a dark green metallic finish. The green theme continued inside with similarly colored vinyl bucket seats; other interior delights included the AM/8-track radio, power windows, and woodgrain steering wheel. Its extensive restoration retained the original sheetmetal and the standard steel wheels, painted to match the body. The highly optioned and rare Mopar sold for $1,320,000. Also selling was a 1971 Pontiac GTO Judge convertible, said to be one of two originally finished in GM’s Tropical Lime paint. It underwent a full rotisserie restoration and had seen minimal miles since. Beneath the hood was a 455 H.O. V-8 mated to a Turbo Hydra-Matic transmission. The black convertible top was power-actuated and the bucket seats were also black with matching console. The interior featured a Rally gauge cluster with clock and the steering wheel was customized. The Judge was ordered with the Y96 Ride and

HEMMINGS MUSCLE MACHINES

Sumter Swap Meet Bushnell, Florida • 727-848-7171

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

16-17

Pure Stock Muscle Car Drags Stanton, Michigan • 517-647-2427

16-17

Old Orchard Beach Annual Car Show Orchard Beach, Maine • 207-934-2500

16-18

Dave & Ed’s Canfield Swap Meet Canfield, Ohio • 330-477-8506

23-25

Englishtown Swap Meet Old Bridge, New Jersey • 732-446-7800

23-25

Wildwood Fall Car Show Wildwood, New Jersey • 609-778-7887

23-25

Fall Jefferson Swap Meet Jefferson, Wisconsin • 608-244-8416

24-25

Midland Antique Festival Midland, Michigan • 989-687-9001

28-October 2 Fall Carlisle Show Carlisle, Pennsylvania • 717-243-7855 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. Handling Package, which was a heavy-duty suspension that included a rear anti-sway bar. The Judge was rounded out with a tinted windshield and 14-inch Honeycomb wheels. When the final bid was submitted, the Pontiac went to a new owner for $440,000. Full results from the Indy Auction and The Motor City Muscle Collection are now available at mecum.com.

DAVE FERRO COLLECTION AT CARLISLE RM SOTHEBY’S

RM SOTHEBY’S SAND LOTS RESULTS

RM Sotheby’s Sand Lots online auction featured cars and vehicles primarily from the United States and Canada. The final sales figure eclipsed the $2 million mark with a lot of muscle cars changing hands. Among them was a Ford Mustang that had been a daily driver, restored to factory specifications, including its 289 V-8 with a three-speed automatic. The Mustang was finished in the correct yellow with a black interior. Other features included bucket seats, power steering, and a pushbutton radio. It rolled off the block on Magnum 500 wheels for $34,100. A long-term-owned 1970 4-4-2 convertible that was pampered and maintained for more than three decades was among the sales as well. A Florida car, the Oldsmobile was fully restored and featured a numbers-matching 455 V-8 with Quadrajet four-barrel and three-speed automatic. It was a winner at the 2019 Boca Raton Concours d’Elegance and was finished in a correct red paint over black vinyl interior. Specifications included power steering and brakes, A/C, and tinted glass. The dual exhaust system was correct as well down to the proper tips. The authentic Olds sold for $72,600. Full results from the auction are now available at rmsothebys.com.

Among the auctions coming up in September is the Carlisle Auction at the annual Fall Carlisle Show. The 400 vehicles expected to cross the block will include some selections from Dave Ferro’s collection. Ferro’s business was known for Mopar restorations and for contributing Mopar restoration feature articles to Mopar magazines. Among the cars to cross the block will be a pair of Plymouths: a 1967 GTX and a 1968 Barracuda. The auction will take place at the Carlisle Expo Center on September 29-30. Visit carlisleauctions.com for a current consignment list and more details.

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SEPTEMBER 2022

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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.

1970 CHEVROLET CAMARO Z28 RS RESERVE: $37,000 SELLING PRICE: $45,150

RECENT MARKET RANGE: $28,800-$45,650

The second-generation Camaro enjoyed timeless styling, especially in split-bumper Rally Sport form. This was a genuine Z28 RS, and its can’tbe-improved stock appearance with the famous split bumpers and Endura grille surround hid a modified and modernized driveline. The circa-20year-old paint was very presentable and factory chrome was still present. Inside, intact vinyl upholstery joined an aftermarket center console and gauges. A recently installed crate 383-cu.in. V-8 making a reported 500 horsepower was mated to a Tremec five-speed manual transmission and Positraction rear end, so this Chevrolet had the performance to back up its classic looks. A flurry of comments led to a top-dollar sale.

1970 PLYMOUTH ROAD RUNNER RESERVE: $130,000 SELLING PRICE: $141,750

RECENT MARKET RANGE: $89,000-$115,000

Six time extensions that added another $20,000 to the total of this Road Runner proved it was the type of restomod that ticks a lot of boxes for enthusiasts. Inside the straight, custom-painted hardtop body was a unique distressed-brown-leather four-place interior that sported a center console, Dakota Digital instrumentation, and a tilt column. Below, a Pro Touring-type suspension was complemented by four-wheel power disc brakes and staggered, 18- and 20-inch alloy wheels. Feeding power to those 20s through a four-speed automatic was a Gen III 5.7-liter Hemi V-8 mounting an intercooled Vortech supercharger. Two videos and detailed photography helped push it into the well-sold category.

1973 FORD MUSTANG MACH 1 RESERVE: $29,000 SELLING PRICE: $31,500*

RECENT MARKET RANGE: $24,100-$35,670

The early-Seventies Mustang retained its period swagger, especially in the boldest Mach 1 Sportsroof form. This car was restored with an upgraded 351-inch Cleveland V-8 engine, its factory automatic replaced with a Hurst-shifted Toploader four-speed for enhanced driver engagement. The Bright Red paint and satin black accents, said to be 10 years old, looked attractive, although some blemishes and a small dent were noted. While the heating system and temperature gauge were noted as inoperable, the white-vinyl interior was clean. The white-letter radial tires had good tread but were of unknown age. The seller engaged with interested bidders, and the Mach 1 sold as a Make Offer listing.

LEGEND RESERVE: Minimum price owner will accept SELLING PRICE*: What the vehicle sold for, inclusive of buyer’s 5-percent fee (*sold as a Make Offer listing 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 AMERICAN AUTOWIRE...............................................31 AMES PERFORMANCE ENGINEERING ...................39 BARRETT-JACKSON....................................................5 BOB’S SPEEDOMETER................................................31 CLASSIC INDUSTRIES ................................................51 CLASSIC PERFORMANCE PRODUCTS ........................ ........................................................ inside back cover COKER TIRE....................................................................1 CUSTOM AUTOSOUND MFG.....................................23 DAKOTA DIGITAL .........................................................19 DODGE......................................................................12, 13 THE GREAT RACE .......................................................63 THE HAMILTON COLLECTION .................................... 7 HILL’S CLASSIC CARS ...............................................37

1963 CHEVROLET CORVETTE STING RAY RESERVE: $90,000 SELLING PRICE: $99,750

HYDRO-E-LECTRIC ....................................................27

RECENT MARKET RANGE: $81,120-$105,510

MECUM AUCTIONS ......................................................3

It’s believed that the 36,409 miles registered on the odometer of this split-window Corvette Sting Ray were genuine. The condition of the Ermine White paint-over-red upholstery coupe appeared very nice indeed, and its 300-hp, 327-cu.in. V-8 and two-speed automatic were thought to be original to the car. An aluminum radiator with electric fan, factory-style knock-off alloy wheels mounting radial tires, and a Custom Autosound stereo component installation were the only noted deviations from stock. Documents included the owner’s manual. The seller said this Chevrolet was “95 percent” with no rust in the chassis; they answered multiple bidder questions before the car hammered strongly.

MODERN DRIVELINE INC. ..........................................10 NATIONAL PARTS DEPOT .......................... back cover RPM ...............................................................................61 STAUER ..........................................................................9 ORIGINAL PARTS GROUP..........................................37 OWL’S HEAD TRANSPORTATION MUSEUM ............17 PERFORMANCE COATINGS MOTORSPORT...........39 PERFORMANCE DISTRIBUTORS ..............................21 ROTARY CLUB OF BAILEY’S CROSSROADS...........25 THERMO TEC ..............................................................33 TP TOOLS.....................................................................25 TREMEC TRANSMISSIONS.........................................11 TRICK FLOW......................................inside front cover

1967 FORD MUSTANG GTA

1975 BRICKLIN SV-1

RESERVE: $44,000 SELLING PRICE: $60,375

RESERVE: $24,000 SELLING PRICE: $33,075

RECENT MARKET RANGE: $38,850-$58,800

The original Mustang fastback was a timeless sports coupe, and this refurbished, rust-free example was equipped with the GT package that brought upgraded looks and power front disc brakes. It was claimed to retain its factoryinstalled three-speed Cruise-O-Matic transmission and two-barrel-carbureted 289-cu.in. V-8, which was treated to a Pertronix electronic ignition and dual exhausts. The current paint finish was a respray in the original color that had only minor blemishes, while the black vinyl interior blended good older finishes with correct replacements. Vintage Air A/C and modern stereo functionality via the factory radio were nice upgrades. This pony galloped past its reserve.

RECENT MARKET RANGE: $22,100-$32,500

The Bricklin has always been polarizing, being a “safety sports car” that looked like nothing else on the road. This second-year SV-1 had some notable appearance modifications, including an extended nose covering much of the front impact bumper and a bold rear wing mounting faux missiles. A 2019 repaint left it looking great, and the seller revealed the car had received steel reinforcements in its roof “to better support the power gullwing doors.” The interior presented well with fresh carpeting and vinyl upholstery. This car’s original Ford 351 Windsor was updated with aftermarket EFI, and the chassis components operated faultlessly. The customized two-seater handily beat its average.

UNIVERSAL VINTAGE TIRE ......................................... 4 US RADIATORS ...........................................................27 WALDRON’S EXHAUST..............................................25 YEAR ONE ....................................................................27

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Feeling the Squeeze

In my case, we’ll just tighten the financial strings to keep things rolling.

few days ago, an old friend who owns several Mopar and Pontiac muscle cars stopped by to say hello. He is retired from a career in law enforcement and an avid muscle car show attendee. Because of the time required by the force, he never married and was dedicated to his cars as if they were his family. We discussed the current state of world affairs, and he was ranting about getting ripped off at the gas pump. If you’re reading this, you’re certainly familiar with how our favorite vehicles like to consume fuel, and there is nothing we can do about that except to leave them sitting or to bite the bullet and pay the higher fuel prices we’re currently seeing. I have a real problem with that, and I’m sure you feel the same way. I feel guilty about not driving my car. I’ve never been one to let it sit for very long; these old cars need to be started and driven regularly. Even with winter coming, prices most likely will not drop, so there really isn’t much choice. In my case, we’ll just tighten the financial strings to keep things rolling. If there is any silver lining in the situation with gas prices right now, it might be that many of us who have become reluctant to take longer drives to events now have a lot of time to attend to all the little things we’ve been ignoring. I can think of quite a few tasks that I’ve been avoiding on the bottom side of my car, and the interior is long overdue for a good cleaning and vacuuming. Even here in sunny California, the undercarriage of a restored muscle car takes a beating. Road junk, rocks, potholes, and myriad other things encountered while cruising all leave scars of some kind. That’s not even getting into fluid leaks, mud, and other nasty stuff. I’m going to make September my month to reacquaint myself with working on my back on the garage floor, and tending to whatever I find during my mechanical and cosmetic explorations. I’ve found it completely advisable to take the necessary safety precautions prior to beginning a project like this. If you don’t have a moveable creeper to lay on, a floor jack, sturdy jack stands, and suitable work clothes (including a pair of good

work gloves), don’t even try this type of chassis restoration. It really helps to have a work partner assisting you with tools, cleaning items, touchup paint, and so on, as you don’t want to have to slide out from under the vehicle every time you need something. A little pre-planning is certainly recommended and will save your body a lot of postproject discomfort! On a less challenging note, I still have to spiff up my 1965 GTO’s Teal Turquoise interior. This is considerably easier on the old body (mine, that is) than dealing with the undercarriage. I have all the necessary cleaning supplies on my garage shelves, so that will be the second part of my detailing project. Years ago, I removed the dash pad while doing a thorough gauge cluster restoration. At that time, I replaced the stock standard gauge cluster with a Pontiac Rally gauge cluster; I also redyed the dash pad. This time around, a simple cleaning should be all that’s needed. The seats, door panels, center console, and carpet haven’t been touched in quite a while. Even though cleaning these parts is fairly easy, there should not be any time limit on completing the project. The old saying, “haste makes waste,” is doubly relevant for interior cleaning, particularly if dealing with original material, which in this case is 57 years old. An old car buddy, who also is the proud owner of a 1965 GTO, also stopped by recently for a visit. He only lives about 15 minutes away so it’s easy for us to get together. He cruises a Tiger Gold, four-speed hardtop with a black interior. We worked together for many years in automotive publishing, and he had also owned a ’65 back in the day. Once he saw my ’65 he had to have one like the GTO he had originally purchased brand new. We searched together for a few months and finally found one that needed a total restoration. For several years we cruised together to many car shows in southern California. Hopefully, we’ll be able to start doing that again in the near future. I have great hopes for our muscle car hobby surviving the challenges of these times and hope that we’ll all soon be able to get back to a somewhat normal automotive lifestyle.

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