Power & Performance News Summer 2017

B H AT P TL E

BOLT-ON VS. BOOST

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Bench RACING FROM THE EDITOR Cause and Effect

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Staff Operations Director Editorial Director Senior Tech Editor Tech Editor Copy Editor Production Art

Shawn Brereton Cam Benty Jeff Smith Richard Holdener Cindy Bullion Hailey Douglas Paul Graff

Contributors Brandon Flannery Larry Weiner Chadly Johnson

Richard Truesdale Scott Killeen

Advertising/Subscriptions Ivan Korda John Nichols Jonathan Ertz For advertising inquiries, call 901.260.5910.

Power & Performance News is published biannually to promote hardcore automotive performance as well as recognize the parts and services from participating manufacturers.

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Editorial and advertisements for each issue originate from partner companies participating in the magazine.

Power & Performance News is a hybrid of content that was originally published at PPNDigital.com as well as original content that was created for this biannual print magazine. Magazine distribution occurs through direct distribution from parent company Xceleration Media and partner companies.

Power & Performance News is a property of Xceleration Media. No part of this magazine may be reproduced without written consent from Xceleration Media. All rights reserved.

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ON THE

COVER

Big Red, the fastest-steelbody Camaro in history, stars as the centerpiece of this month’s cover.

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Photo Scott Killeen

P E H TL T BA

BOLT-ON VS. BOOST

VOL. 8, NO. 2

egulars of Power & Performance News will recognize a bright red 1971 Pontiac Formula 400 Firebird that has served as the platform for a variety of tech articles. Frankly, I have loved second gen Firebirds for many years, ever since I owned a Lucerne Blue 1970 Trans Am back in the ’90s. Shortly after I procured this Formula Firebird, I began formulating plans for its conversion to a “modern” muscle car.

Over the years, the ‘Bird has exchanged its classic muscle car parts for modern components. Out went the Ram Air III engine in favor of a Chevrolet Performance 525-hp LS3. In the rear, a Heidts IRS suspension replaced the GM 10-bolt, and up front, a full Heidts subframe with rack and pinion steering was swapped for the factory Pontiac pieces.

Not long ago, I received a call from Pat Staton over at YearOne telling me about their new 17-inch Snowflake-style wheels. From my first review of the new wheel online, I knew I had to have this very cool wheel. My only initial concern was whether they would clear the massive Wilwood rotors. Happily, they worked out perfectly.

So, the next hurdle became tires. At the last SEMA show, I had a chance to review the new Cooper Zeon RS3-S tires. Not only was the tire tread very aggressive in style, it turns out the “sipes” in the tire (those little slits in the outer tread of the tire that are rarely discussed) actually have a job — handling!

Cooper spent a lot of time engineering these new performance tires to deliver impressive handling numbers during their testing. Knowing autocross was a major focus for the car when complete, it made sense to go with this tire, and a set of 275/40R17 Zeons were ordered up and installed around the YearOne Snowflakes.

So, here’s where things became challenging. Offset is always an issue to consider when sizing wheels. The Snowflakes have a 5 ¼-inch back spacing spec. When we installed the tires, they were clearly not pushing the tire out to the fenderwell lip to to heidts IRS axel position. To shore things up, a one-inch spacer was used — not my favorite fix, but the best one on hand.

Next came the wheel well spacing. Pontiacs have big fender wells, especially when compared to their Camaro brothers. The distance between the top of the tire and the bottom of the fenderwell was about 5 inches — off-road truck territory. The good news was the Heidts suspension uses coil over shocks. The bad news was the springs were already as low as they could go, netting a call to QA1’s tech folks.

After talking with QA1’s Damien Brase, I found out Heidts uses 10-inch springs on their coil overs with a 350- to 550-lbs./inch rating. I personally like softer springs for autocrossing/cruising, so I opted for a shorter spring with a softer rate.

QA1 has a vast array of springs and offered up a couple of choices in an 8-inch tall spring, one in chrome (like the original Heidts spring) and one painted. After trial and error, I settled on a 350-lb./inch painted spring. It offered the best tire height to fender well spacing (about 1 inch on final review) and a great ride.

The lowering of the car to set the tire/fender ratio caused me one more issue — the death of my custom exhaust. The Heidt’s IRS does not give much of room for exhaust routing, especially when using 3-inch tubing. Initially, I ran it on either side of the rear end away from the swing arms.

Now that the car is effectively three inches lower due to the tire change, my exhaust is now too low to the ground. My choices were few: either a set of NASCAR-style flattened tubes from Spintech or reroute the exhaust out in front of the rear tires. I have opted for the latter, just to avoid future tubing conflicts.

Cause and Effect, Push and Pull, Fix and Modify – I love this stuff!

- Cam Benty

cbenty@xcelerationmedia.com

PRODUCT REVIEW:

• STARTER INSTALL • UNIVERSAL CROSSMEM BER • BELT VS. CHAIN TIMING SYSTEM

5

VANISHING POINT TOUR: OLD & NEW CHALLENGERS TRAVEL WEST

TOP BOLT-ONS FOR LATE MODEL MUSTANG

ADVANCED TECH

• MUSTANG BRAKE CHANGEOV ER • INSTALL FLUSH MOUNT WINDOWS

PPNDigital.com 1

TECH 26 BOOST VS BOLT-ON

FEATURES 18 RED RISING

40 THE GREAT AUTO TRANS

32 VANISHING POINT

A dyno shootout to end all discussions

INTERCHANGE GUIDE

Bolt any bowtie automatic to any Chevy engine

58 HARD FACTS ABOUT OIL From changing diesel oil specs to ZDDP/Cat issue

The famous ’69 Camaro prepares to take on Pikes Peak Retracing movie locations in classic and current Challengers

38 COUGAR TALES

Documenting the first Mercury Cougar ever constructed

46 BOSS FARMING

60 SHARK STYLE

Mike Venarde’s cool sequentially built ’69 Boss 302s

64 MUSTANG BRAKE DIET

Hurst hits high gear with R-CODE Mustang

72 TIMING OPTIONS

Justin Weirich’s twin TorqStorm AMX

82 FLUSH WINDOW GLASS TECH

Marketing methods helped sell ’69 Hemi Chargers

Understanding Melling’s newest oil pump Trimming 40 lbs off a late model Mustang Timing chain vs. timing belt – which is better

66 THE SECRET LETTER IS ’R’ 76 XPERIMENTAL BREEDING 86 WHITE HAT SPECIAL

Improve the aero on your classic muscle car

90 ADJUSTABLE STARTER PerTronix’s new adjustable starter

91 CROSSING OVER

American Powertrain’s universal transmission crossmember

92 COYOTE BEAUTIFUL

5 bolt-ons to make your Ford go faster

+ @ PPNDigital.com Even more features, videos, & event coverage

2 Power & Performance News / Vol. 8, No. 2

CONTENTS SPEED SHOP

E-Force Supercharger Edelbrock..................................... 52 GM Sportsman Tool Steel Cams COMP Cams................ 52 XDi EZ-RUN Distributor FAST.......................................... 53 Dodge Cold Air Intake K & N Filters................................ 53 Mopar 5.7/6.1L Timing Sets Melling Performance........... 53 Break-In Gear Oil Driven Racing Oil................................. 54 Valve Train Stabilizer Kits Crane Cams........................... 54 Big Red Documentary Series Big Red Camaro............... 55 Diablo Shifter TCI.............................................................. 55 Electric Cut Out Kits PerTronix......................................... 56 Precision-Matched Paints Automotive TouchUp............ 56 Carbon TR LT1 Intake Performance Design...................... 57 ET Street Series Tires Mickey Thompson........................ 57

See more new products updated daily at PPNDigital.com.

DEPARTMENTS 1 BENCH RACING Cause and effect

4

FAST TALK

6

PICTORIAL

8

SPEED NEWS

Don’t be too quick to criticize Men at work – final Pikes Peak prep Racing, products, and entertainment news

12 VIDEO REWIND

Cool videos about cars and enthusiasts

14 SOCIAL MEDIA SOUND OFF Stay connected through social media

16 DIGITAL GUIDE PPN’s top sites and apps

94 PUT IT TO THE TEST

Convenient cylinder head stands

96 PARTING SHOT Carbon copy Corvettes

Even more features, videos, & event coverage

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Fast TALK WITH JEFF SMITH Don’t be too quick to criticize Many years ago, I met an NHRA Stock Eliminator racer, Chuck Norton, who was also a high school principal. He was a great guy who helped me back when I was involved in a short stint racing in NHRA Stock Eliminator. My mother was a grade school teacher, so I have always been respectful of teachers — less so with assistant principals. But, with my teachers, I was always polite. Many I admired for the effort they put into helping me learn, even when it was obvious I was putting in a minimal effort.

Chuck told me a story about his football coach, who was successful but didn’t teach a class, so they put him in charge of the library during school hours. Chuck said he often would get heat from the other teachers who thought the coach had too good of a gig. He didn’t have to do lesson plans, grade papers, or tests. The other teachers were highly critical and often sniveled.

One day during a meeting when this came up, the principal decided he had enough of all this complaining.

In a short speech, he asked how many of his math, language, or social studies teachers would be willing to spend long hours outside the classroom working with their kids to improve their skills and then on Friday nights, pitch their kids against a neighboring school in a heads-up contest.

I’m paraphrasing his presentation, but it went something like this. “By the way,” he told the teachers, “When you win, it will be because your kids performed well. But when you lose, that will be because you didn’t do your job. That coach is putting himself on the line every Friday night. He knows he might lose and the Monday morning quarterbacks will be all over him. So, if any of you are willing to put that kind of effort into making your kids better, I’ll see what I can do to lighten the load. I need a show of hands right now!”

Not a single teacher raised his hand. The bitching and complaining stopped.

This might not seem like it has anything to do with Big Red, our cover car for this issue. But, I think it has every-

thing to do with that big bad Camaro. Nobody is paying the Gottliebs to run this Camaro. They are putting it out there for the world to judge; every time the engine lights and the clutch comes out, everybody is watching. Sure, the Camaro is fast, and it’s loud, and it wins. Not always, though. But, they always come back and try to go farther, faster, and always with class.

I was at the 341 Challenge in Virginia City, Nevada, a few years ago where Big Red was set to take on the mountain. I shuddered to think about pitting a big-block monster like Big Red up against this very unforgiving course.

After a few moments of contemplation, I realized defying this precipice was just part of it.

Perhaps an even greater burden was the rather lofty expectations that follow Big Red anywhere RJ decides to go.

Every time he climbs into that cockpit, the performance world expects nothing less than exemplary results.

Think about that. It’s just like when the football coach who takes the field with his team. They’re hanging it out while the rest of the world sits on the sidelines and offers comments. It’s the nature of the world we live in.

By the very makeup of this column, I guess I have offered my backstage comments as well — unsolicited though they may be. I say I’d much rather be a participant than a spectator, but at the same time, I know I’m not qualified to sit behind the wheel of a brute like Big Red. I’ll leave that to RJ and his team of gladiators. I’m glad they’re out there. The world is a much more fun place when Big Red lights the fire.

“They are putting it out there for the world to judge; every time the engine lights and the clutch comes out, everybody is watching”

4 Power & Performance News / Vol. 8, No. 2

Your Car Was Built To Perfection

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SPEED WARNING Prior to its amazing 253 mph run at Bonneville, Big Red goes through some last-minute adjustments. The all-steel-body Camaro has a colorful history that began in 1987. An assortment of different power plants and drivetrains have powered the Camaro through the years, but there have been few exterior aero upgrades; most of the time, it has sported the original-style RS-Z/28 front fascia and front spoiler. For the inside scoop on Big Red’s newest Challenge, check out the full story beginning on page 18.

6  Power & Performance News / Vol. 8, No. 2

Photo Scott Killeen PPNDigital.com 7

Speed NEWS NEWS / HEADLINES / HOT TOPICS

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Horsepower crusade — GM style Hennessey goes hunting for Demons So, the Hellcat and Demon conflict with your sense of proper religious sentiment, but you’d love to have something that excites your base needs for high performance. Fear not, for John Hennessey is your savior. Hennessey, the Texas-based tuner company, can have a 1,000plus horsepower 2017 Camaro

sitting in your driveway faster than it takes Linda Blair’s head to spin.

Its name: The Exorcist.

According to their slogan, Hennessey Performance Engineering “has been making fast cars faster since 1991.” Located about 45 miles west of Houston, the facility includes 20 service bays, a full welding and fabrication shop, Dynojet 100 rwhp dyno, a ¼-mile drag strip, and 1.4-mile test track.

Rated at 1,000 brake horsepower at 6,400 rpm, the Exorcist package starts with a base ZL1

Camaro and integrates a host of performance upgrades, including a new high-flow supercharger system, HPE camshaft, ported cylinder heads, upgraded valvetrain, a high-flow cooling system, and assorted exhaust pieces, including long tube headers. Hennessey adds tasteful exterior Exorcist badging and wraps the deal with a two-year, 24,000 mile limited warranty. Our suggestion: Order up the optional 20-inch rear drag radials and avoid scaring the Hell out of your tire budget.

Hellcat Hemi stuffed into a 4-wheel drive The guys at Chrysler are nuts — let’s just get the facts out on the table right now.

If a nine-second, street-legal Challenger Demon was not crazy enough for you, they have more. Chrysler’s parent, FCA, heard your request (did we say anything?) and just converted their sedate Jeep Grand Cherokee into the fastest four-wheel-drive SUV ever.

The new Jeep Grand Cherokee Trackhawk uses the 6.2L supercharged Hemi engine found in the Hellcat Charger and Challenger — stuffed between the fender wells of a Jeep.

Yep, they really did that.

The major engineering challenge 8 Power & Performance News / Vol. 8, No. 2

here was making sure the four-wheeldrive system was capable of handling all that power. And knowing this machine is not feather light, they spent extra time bolstering the braking with two-piece vented rotors and six-piston Brembo calipers.

In addition to the powerful

drivetrain, the Jeep rides on 20-inch titanium wheels, a striking design change from all other Cherokees in the line. An enhanced cooling system to handle all that horsepower output was added, and launch control is just part of the performance technology that makes the Trackhawk special. In case you missed that, we said launch control, as in the system used in high-performance exotics to get those crazy quarter-mile times.

Yep, the Chrysler guys are insane, and there appears to be nothing stopping them now. No word on a release date for the Hellcat Smart Car — but stay tuned!

Speed NEWS

NEWS / HEADLINES / HOT TOPICS

Shelby GT350 and GT350R to continue 2018 version of the popular car includes new color options In 1965, Carroll Shelby unleashed the first GT350 Mustang on the public in what had to be the “mother of all” press leads at Riverside International Speedway in Riverside, California.

Its sister car for the festivities was the 427 Cobra.

Well, Riverside is no more, but we are happy to state the GT350 and GT350R are both back for 2018. In Ford-speak, they call the two Shelbys “the most track-capable, street-le-

gal Mustangs ever built — back for another lap.” And, we could not be more excited.

The new models will be unchanged from the 2017 versions, with the exception of three new exterior color choices: Orange Fury, Kona Blue, and Lead Foot Gray.

Standard equipment includes the incredible 5.2L V-8 FPC engine, which produces 526 hp and 429 lb-ft of torque. To make the car truly

track ready, it comes equipped with engine oil, transmission, and differential coolers.

Unchanged for 2018 is the use of Brembo six-piston calipers, 15.5-inch two-piece front rotors, and MagneRide damping system. An available Convenience Package for GT350 models includes six-way power, heated and cooled Recaro sport seats with Miko suede inserts for both driver and passenger.

World domination In March 1964, the Mustang was launched at the New York Worlds Fair. That first generation of Mustangs ran for two years, ending in 1966. In total, more than 1.2 million Mustangs were sold, many of which were exported to other countries, making it the best-selling sports car in the world. Funny how time changes nothing.

Ford’s data shows more than 395,000 sixth-generation Mustangs have been produced at Flat Rock Assembly Plant since 2015, and of that, 98,000 have been shipped to customers outside of the United States. From 2015 to 2016, Ford doubled the percentage of exports to 17.5 percent, and the company expects export growth to continue, reaching 30 percent for the 2017 Mustang model year.

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Speed NEWS NEWS / HEADLINES / HOT TOPICS

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GM Archives debuts in Flint Preserving the stories of early visionaries For those hooked on automotive history, this one’s for you. On Sept. 16, 1908, William Durant capitalized the coming together of more than 20 automobile manufacturers to create General Motors — for the modest sum of $2,000. General Motors at that time included such nameplates as Buick, Chevrolet, Cadillac, Oakland, Oldsmobile, Durant, and others.

General Motors recently opened the restored Durant-Dort Factory One, considered to be the company’s birthplace in Flint, Michigan. Originally home to the Flint Road Cart Company, it was established

by Durant and business partner Josiah Dallas Dort in 1886. Today, the new building includes an event space and a modern archive where future generations can learn about the innovators and risk-takers who reinvented personal transportation.

“Factory One sparked the global auto industry and was a catalyst in the formation of General Mo-

tors,” said Mark Reuss, GM executive vice president of Global Product Development, Purchasing, and Supply Chain, who championed the project. “It preserves the stories of the early visionaries who built a brand-new industry in this city, within the very walls of where it happened.”

Now this is technology we want to see today We only wish this were true. If you have not seen this video before, we have a treat for you. While you won’t usually see Lexus cars in this magazine, this video is well worth the time. With the Lexus Lane Valet, you simply push a button on your dash and it calculates the safe removal of the slow car blocking the fast lane and lets you pass. Check out Lexus Lane Valet on YouTube. Maybe someday this will be real, but we need it NOW! 10 Power & Performance News / Vol. 8, No. 2

Video REWIND RACING / PRODUCT / ENTERTAINMENT

Video Rewind is where we point out interesting videos found on the Internet. Whether they are historical, funny, dramatic, technical, or whatever. We like them, so we thought you might too.

To watch all the videos below, head to:

PowerPerformanceNews.com/video-rewind DODGE SRT DEMON UNLEASHED If you haven’t heard, crawl out of your cave and take a look the new 840-hp Dodge Demon. Designed to take the Hellcat to the next level with a purpose-built drag car/semi-street car, Tim Kuniskis, head of Passenger Cars for Dodge, SRT FCA North America, reveals the real story behind the Demon’s debut.

CHEVY CONCEPT COMES TO LIFE This short film gives an insider’s view of how Chevrolet creates videos of future car development using current models as the platform and then building out the exterior in CG. Working with a company called The Mill, Chevrolet now has some cutting-edge video content that sets them apart. The future is now.

BIG RED DIVERSITY The cover story for this issue is the Big Red Camaro’s attempt at Pikes Peak in June. If you haven’t see the car at speed, this video will be sure to give you a taste. From the Mojave Mile to the Silver State Classic, and everything in between, Big Red has created a legend any fan of speed can appreciate.

1751 HP NITROUS BIG BLOCK SCREAMS ON THE DYNO

EXCLUSIVE CONTENT

ONE TIME WITH JEFF SMITH: SULLIVAN STORIES Our very own Jeff Smith is well known in the industry, was instrumental in the advent of the Pro Street movement, and has some great stories to tell! On this episode of One Time with Jeff Smith, he talks about his infamous cross-country road trip with Scott Sullivan in the Cheese Wiz ‘55 back in 1989 to prove a Pro Street car could “go” as well as “show.”

12 Power & Performance News / Vol. 8, No. 2

Watch this 1750-plus hp big-block Chevrolet engine scream on the Westech Performance Group dyno. This beast of an engine was headed for a 19-foot Cheyenne open cockpit jet boat that will run 150 mph in a thousand feet. Sounds like a fun ride to us.

BACK YARD PORTING WITH JB WELD AND DREMEL Necessity is the mother of invention – or so the phrase goes. These two guys swap a Buick Skylark two-barrel manifold for a four-barrel and open up the ports using JB Weld and a Dremel tool. While it’s not exactly to the letter of the Chilton’s manual, it is entertaining to see this truly grassroots “upgrade.” In a world of Dos and Don’ts, this is clearly the latter!

E X C L U S I V E

M E R C H A N D I S E For decades, Big Red apparel has only been available at racing events. Now you can get exclusive Big Red goodies from the comfort of your own home...or literally anywhere, thanks to the world wide web!

Newly Released

“Big Red: The Complete History” 5 disc Blu-ray boxed set.

AVA I L A B L E

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bigredcamaro.com/shop ©2016 Red Craft, LLC. All rights reserved.

Big Red: The Original Outlaw Racer is a registered trademark. ®2015.

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Keep up with Power & Performance News by liking us on Facebook and following us on Twitter. We post daily updates on car features, tech stories, and just plain ol’ cool stuff that we all dig… facebook.com/PPNDigital @PPNDigital @PowerPerformanceNews youtube.com/PowerPerformanceNews pinterest.com/Xceleration/ plus.google.com/+PowerPerformanceNewsMedia

14 Power & Performance News / Vol. 8, No. 2

Need Performance Parts?

Chassis shops, engine builders, fab shops and performance parts retailers around the world rely on Motor State for all their performance parts needs.

Call today to see how we can help you.

Hot Rod & Early Muscle Catalog 472 Pages

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800.772.2678 PPNDigital.com 15

Digital GUIDE WEBSITES / FORUMS / APPS APP

Dashdroid – Safe Driving The ultimate in phone safety, Dashdroid detects when you are driving in your car and blocks text and phone calls, sending a message to callers that you are currently unavailable.

Continuous read out of time, weather, and current speed is great for classic vehicles. Dashdroid also detects if your vehicle has Bluetooth, to auto-connect for phone calls, and also alerts for local WiFi, to reduce roaming charges.

Android

APP

iOnRoad So your classic muscle car doesn’t have a collision avoidance system? No worries, iOnRoad uses your iPhone’s camera and sensors to detect vehicles in front of you and alert you when you are too close. In addition, it will let you know if you drift over a solid line and help you retrieve your car from a parking lot through a sensitive GPS system. Finally, the app delivers full statistics on your driving patterns, including fuel mileage and tracking of your routes – just to hit the highlights. iPhone

+ @ PPNDigital.com Even more features, videos, & event coverage

Power and Performance at your fingertips Power & Performance News has made it as easy as possible for you to receive the information you are looking for in the format you feel most comfortable with.

Whether you get your information on a laptop, tablet, or your phone, we have several avenues for you to get info straight from the source.

Our content is updated daily, so check often with Power & Performance News through any of the social media options on the right.

16 Power & Performance News / Vol. 8, No. 2

WEBSITE

Reggie’s Garage Mr. October loves cars; that’s a long known fact among collectors.

But, did you know he loves muscle cars best of all? Reggie’s Garage is packed full of interesting and unique muscle car parts that Mr. October gathered while restoring his vehicles at his facility in Phoenix.

If you’re looking for hard-to-find, rare parts, this is the place to go.

Reggiesgarage.com APP

Automatic While this app requires a separate car adaptor to achieve full effectiveness ($99), this system beats out Apple Car Play or Android Auto for ease of use when commanding phone and audio controls. This App will also track your mileage, fuel level, parking reminders (for meters), and other basic driving activities. In addition, it offers trip tracking info and a separate feature for analyzing engine trouble codes to determine the magnitude of the problem. iPhone and Android APP

iCarMode Regardless your age, the buttons and displays on your smart phone can be hard to see due to size and glaring reflections. This app delivers a large-button display, making the selection of audio files that much easier. Wouldn’t it be great if maneuvering around the screen while sending texts, making a call, or checking the map became easy? This is a must for older, pre-2000 vehicles. iPhone

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“Well, we have taken on just about every other challenge; this one just seemed like a natural” - Crew Chief Tim Fleenor

18 18 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 22

Big Red Camaro takes on Pikes Peak Words Cam Benty | Photos Scott Killeen

W

hat looks like a ’69 Camaro Z/28 RS and runs 253 mph in Mojave Mile trim? Big Red, of course; the fastest, full steel body Camaro on the planet.

The shape is unmistakable — bright red with white stripes, like a classic Z/28. But, the roar of the 555c.i. engine belies the exterior. Sporting the aerodynamics of a brick, this is blunt force trauma. It’s Big Red, or affectionately, just RED!

PPNDigital.com 19 PPNDigital.com 19

The Big Red Camaro Team (from left to right): driver RJ Gottlieb, Tim Fleenor, Dave Ward, Mark Ewing, and engine builder Larry Malaconi.

Whether it’s El Mirage, The Texas Mile, the Mojave Mile, Bonneville, The Silver State Classic, or assorted other competitions and road racing events, RED makes a statement: excessive use of horsepower.

The man responsible for creating the outlaw Camaro is Bill Osborne, who originally brainstormed the car with Chris Kaufmann and Dean Dodge. Osborne, who passed away in 2009, was charged with building the car for Dan and RJ Gottlieb. Today, Team Manager Dave Ward, who has been the caretaker of Dan Gottlieb’s vehicles since 1990, Crew Chief Tim

Fleenor, and Mark Ewing (a man of many race car talents), work together as a well-oiled machine to handle RED’s metamorphosis from straight line bullet to road race monster. Osborne trained all three men.

Since its inception, RED has gone through an array of modifications, massaging the car like a lump of clay for the racing target at hand. Their success rate is quite impressive.

“I miss Bill a great deal,” Fleenor says regarding Osborne’s passing.

“He was a mentor for me, and Dave, as well. I think that 50 percent or more of the stuff I know today, I can

What looks like a high-performance ’69 Camaro but goes 253 mph on the Mojave Mile? Big Red, of course. Note that the body features some subtle changes, like the strengthened front spoiler and roof air directors to help with aerodynamics.

20 Power & Performance News / Vol. 8, No. 2

credit to Bill. That is especially true of my suspension and handling knowledge. He was a great friend, the best man at my wedding, and an amazing race car builder.”

A constant throughout the 30 years of competition has been driver RJ Gottlieb, who slid behind RED’s wheel when he was only 18. But, that was not his first experience with ultra high-speed vehicles. At 16, JR raced competitively in NHRA Pro Stock competition. By the time he reached 18, he was well experienced to handle RED — and over 200-mph speeds.

JR’s first run in the car at the La Carrera Classica in 1987 was less than remarkable, unfortunately; the learning curve on this one was quite severe.

Powered by a 540c.i. engine with more than 800 hp, the car overtaxed the suspension, taking JR off road at 150 mph, inflicting some serious damage, and delivering some valuable lessons to the team.

A year later, running the same engine and driver, but this time sporting a full NASCAR Cup Car chassis, RED set the record at La Carrera and set the stage for future high-speed development.

If there was a high point in RED’s early career, it had to be at the 1988 running of the Silver State Classic in Nevada. This legal street-racing event was staged over a 90-mile section of Nevada highway; the road is blocked one day a year so speed addicts can

get their fix. It was this event that launched RED into the public eye.

JR’s average speed for the race was an amazing 197.99 mph, though he reached estimated straight-line speeds of nearly 220 mph. RED’s brutish badass legacy was born.

Through the years, when RED showed for an event, everyone knew it. After all, when an “outlaw” shows up, folks take notice. RED has always been a square peg in a round hole — never designed for class competition.

Instead, RED is a steel-bodied Camaro with tons of power and race suspension underpinnings. RED is an iron fist with no glove. Nothing subtle here.

RED took a rest in the early 1990s.

No races or action, just sitting in a museum in Laughlin, Nevada — “hot storage” so to speak.

Around 2004, Dave Ward, who is also owner of Precision Welding, asked Fleenor if he would help bring RED back to fighting form. The two worked tirelessly since that time to make the car race ready again. Their success, with the aid of a hand-picked staff of mechanics, painters, and strategists, has been amazing, despite a few setbacks along the way.

Pikes Peak So the question comes down to, “Why Pikes Peak?”

Pikes Peak Road Show The 95th running of the Pikes Peak International Hill Climb will play host to the first run of the Big Red Camaro and RJ’s rookie pass up to 14,115 feet.

For many years, Pikes Peak was half dirt and half paved, making the records run in the previous 89 or so years very different than the events staged after it was fully paved in 2012.

This map highlights the many colorful corners that decorate the 156 total curves in the 12.42-mile course.

If you want to watch Big Red’s run live on the internet check out ppihc.com on June 25.

“Well, we have taken on just about every other challenge; this one just seemed like a natural,” Fleenor says.

“Pikes Peak is very different from the events we have entered in the past. For years, it was half dirt and half paved and really did not fit our plans. But, when they finished paving the entire course in 2012, it became a prime target for our style of racing.”

Continues Fleenor, “It is important to know that this team really works to-

The 555c.i. fuel-injected engine cranks out in excess of 900 hp and tucks neatly into the NASCARstyle frame. The suspension uses Penske shocks, 14-inch Baer rotors, and six-piston calipers.

gether well. As opposed to the reality show style of conflict you often see in TV these days, we have great respect for each other. When we have an issue, we come together to tackle the problem. We know how to solve just about any challenge that can arise. That’s just how we do stuff and why the video we offer is a documentary rather than a TV show.”

For those unfamiliar with Pikes Peak, the 14,000-foot mountain that provides shade for Colorado Springs, Colorado, serves as the setting for one of the most challenging races of all time and the second oldest race in America. With 1,000-foot sheer dropoffs and no guardrails to keep you from certain death, the Peak is not for those who question their driving talents. With 156 turns covering 12.42 miles, the starting line is 9,390 feet above sea level, the finish at 14,115 feet — breathtaking for both man and machine.

Power for the machine “For this race, we have swapped out the carburetor in place of a Holley EFI unit, so that it will adjust for the altitude during the competition, along with an Edelbrock Super Victor EFI intake manifold and Victor Series water pump,” states Fleenor. “We also added an oxygen system for the driver made from a two-pound compressed air bottle that is mounted on the transmission tunnel. This ensures that RJ will have a clear head at high altitude.”

The engine, as has been the case PPNDigital.com 21

Painted to match the Big Red exterior, this Hurst shifter commands the G-Force fourspeed transmission.

The trunk is chiefly filled with the fuel cell — or is it? The fuel cell for road racing is in the trunk. For high-speed mile runs, an eight-gallon ethanol tank is added on the passenger-side front corner of the engine compartment, and a 55-gallon tank in the trunk holds water for ballast.

So, you thought this was all racecar? Did you spot the factory original Camaro dash pad and ventilation controls? The gauges are kept to the bare minimum, while catch nets are positioned all around the driver for his protection. On this run, an oxygen bottle will help RJ keep his head at high altitude.

since RED began racing, was built by Larry Malaconi of Pomona, California.

To keep power up against the altitude challenges, the 555c.i. fuel-injected engine is putting out in excess of 900 hp.

With 15:1 compression (at the time of publication), the team was still determining whether to run the engine on E85, as has become customary with many racers running at high attitude.

Featuring Brodix aluminum block and heads, the beastly engine is light and extremely reliable.

The clutch is a three-disc Tilton system linked to a four-speed, G-Force NASCAR-style transmission (a threespeed automatic with Rossler over22 Power & Performance News / Vol. 8, No. 2

drive is used for straight line, top-end racing). In previous high-speed events, both components have run perfectly, without a hint of problems. The Ford nine-inch rear end uses 4.30:1 gearing.

As has been the case since the beginning of RED’s life, Baer Brakes are used at all four corners.

Baer has worked closely with the team since the beginning. Back in 2005, 14-inch diameter rotors and six-piston calipers were installed on RED, the first application of this braking system. Baer’s original design six-piston calipers were used up until 2016, testament to the durability of this brake package. New Baer six-pis-

The Big Red BUILD BOOK, slated for release in late 2017, details the history of the baddest Camaro ever. Covering the 30-year history of this record-setting racecar, BUILD BOOK documents the personal recollections and mechanical preparations of Big Red’s past and current racing achievements. For more information, visit buildbookmagazine.com. – Team Killeen.

ton calipers were installed last year (a design upgrade).

BBS wheels and Hoosier tires will be used at Pikes Peak, either the soft A compound or harder R compound, depending on track condition and ambient temps. If the weather is bad, the team carries a tire “groover” and will cut treads in the tires, if needed, right

Neatly tucked into the chassis is the dry sump oiling system and an elaborate exhaust system that exits spent gasses out the sides in front of the rear tires.

there at the track.

“We have a full assortment of different rear ends for the various events we run,” says Mark Ewing, RED’s mechanic/truck driver/comedic color commentator. “We have three rear ends in all, most of them running the 4.30:1 gearing. Each rear end features

unique upgrades designed specifically for the application.”

To prepare for the event, Fleenor and Ward visited Pikes Peak several times to study the course, the tech procedure, and the competition — a simple R&D mission. Most helpful was what they learned about dealing with extreme

high altitude racing challenges.

First, they determined they needed to rethink the cooling system, which in the past had really worked just fine. But, in light of what they noticed at the event, they added a mist system that will spray water on the radiator as triggered by the computer relative to engine demands and altitude. To hold the water, they took a dry sump tank, removed the guts, and created a four-gallon reservoir just for this purpose.

“We also changed the chassis, making it a little softer and compliant due to the bumps we know are present in the course,” says Fleenor. “Aside from the fact that this car uses shorter A-arms than a NASCAR suspension to keep the tires inside the Camaro bodywork, this is a competition-style racing suspension. We use Penske shocks at all four corners, adjusting the spring rates and swapping the bar sizing. The goal is to get more vertical grip.”

Nicknames “We give all the engines names,” Fleenor says. The “original 540c.i. engine that was used to set the record at the Silver State Classic is affectionately

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This dramatic image shows just how much structure is present in Big Red. One important point is the body is completely GM steel — no acid dipping or carbon fiber here — with the exception of the hood.

called ‘Peanut,’ despite its massive power output. The two 555c.i. engines were nicknamed, one called ‘Toast,’ due to the fire it experienced, and the other one was called ‘Where are you’ — linked to the TV show Car 54, Where Are You?” In addition to these power plants, other engines have sported nicknames

For the top speed runs, Big Red has run larger cube engines and added boost via a ProCharger. To clear the intake hardware, a special hood with raised cowl was created.

like “The Elephant” and “The Monster.” These two 598c.i. engines were equipped with superchargers and ran the Mojave Mile events, generating up to 1,900 hp, dependent on boost level.

Both of those engines have been destroked, making all RED engines displace 555c.i., with the exception of the original 540c.i. engine. Two of these

555c.i. engines will be supercharged, two will not.

For a full listing of all of the engines, complete with detailed descriptions and sound clips, go to: bigredcamaro.com/about-big-red for some solid entertainment.

“Our objective is to make a really strong run, keep everyone safe,

Icon There ought to be a Big Red postage stamp. Why not? Elvis has one, so does Jimi Hendrix, Ray Charles, and Lydia Mendoza (who?). So, why not Big Red?

V.A.R.A.’s Big Bore Bash at Willow Springs Raceway, the dirt of SCTA’s El Mirage dry lake adventure, and, of course, Bonneville’s corrosive brine. Who does that?

How does a Camaro burn up the road to becoming a cultural icon? The answer appears simple enough. Thousands of big-block Camaros have made their splash and just as quickly vanished into obscurity. One remains. But forget Camaros; no other car has attempted to summit as many different performance pinnacles as Big Red.

With RJ behind the wheel, Big Red has muscled its way into the record books with a combination of boyish charm and brute horsepower. There are people who will tell you that ’69 Camaros have no business running 220-plus mph — like the bumble bee that flies despite its handicaps. But, perhaps a better way to look at this comes straight out of wretched excess. Throw enough horsepower at a brick, and you can make it fly. That’s one thing Big Red brings to the table: an overindulgence of horsepower with a couple of Elvis’ pelvic thrusts thrown in for good measure.

In the early days of racing, cars were not specialized. They had to do it all. In Zora Arkus-Duntov’s biography, author Jerry Burton describes how Zora drove a retired 1922 racer on the streets of Berlin as his first car. Times have changed, and race cars have become ridiculously specialized. Then, Dan and RJ Gottlieb decided to change the rules.

In 2011, the team bolted a license plate and turn signals on Big Red in order to compete in the Spectre 341 Challenge.

Since the car had to drive down the hill on state roads, it had to be street legal with all lights functioning to pass tech. The Challenge lives up to its name as a daunting hill climb, an abbreviated version of Pikes Peak, if you will. While not as famous, it is no less intimidating. Having personal experience racing there, it’s a silver mountain racetrack without guardrails where you can’t afford to make a mistake.

But, the 341 Challenge was just one of several venues that read like a racer’s bucket list of avant-garde races that are purely participant driven. Big Red has taken on the LaCarrera Classic in Mexico, the Silver State open road race in Nevada, 24 Power & Performance News / Vol. 8, No. 2

At least to car people, an emphasis on horsepower is one path to everlasting automotive status. But Big Red transcends that simplistic view. RJ and his team have taken their share of risks and not always been successful. That’s what makes them real and separates their adventures from the crushingly boring meanderings of reality world television wannabes. The TV people create a fictitious deadline, fabricate drama, and then “succeed” after the obligatory carburetor backfire. Big Red takes on the world and is unapologetic with its performance, whether they meet their stated goals or go up in flames. That’s automotive reality — taking on trials that no one else would dare to contest while sitting behind the wheel of near 50-yearold sheet metal.

I’d buy a whole sheet of Big Red stamps.

- Jeff Smith

Take a shop tour of Big Red’s garage, search “Big Red” on PPNDigital.com.

Now, tell us that this does not just look like a warmed over vintage racing Camaro? The BBS wheels and Hoosier tires are all business.

and be able to tell everyone at the end that we have raced Big Red at Pikes Peak,” Fleenor says of the final race prep. “We don’t fit any of their classes, but we can make a statement to our efforts to run strong and add to the ever-expanding history of Big Red. I am incredibly excited to see what we can do at Pikes Peak.”

For high-speed events, Big Red wears this large rear spoiler to help with downforce at speeds well over 200 mph. This will also be the spoiler used at Pikes Peak.

Big Red will re-enact this kind of scene on June 25 at the Pikes Peak International Hill Climb.

PPNDigital.com 25

Boost vs Basics Words Richard Holdener

W

hen it comes time to modify your motor, there are a number of different routes available to improve performance. The most popular options include increased displacement, basic bolt-ons, and power adders (which include both boost and nitrous oxide).

Spoiler alert: The best method to maximum performance is to combine these.

Start with a stroker, add the right heads, cam, and intake, then add boost and/or nitrous. This route obviously assumes you are both looking for every last ounce of power and have the means to afford it. For most of us, the choice of one is more than enough, and just the fact multiple avenues exist is reason enough to run a quick dyno comparison. After all, the

All-Motor (bolt-on) guys don’t think much of the boost camp, and vice versa. Let’s see how the two compare on a small-block Ford.

In reality, our blue-oval test motor started out life already blessed with additional displacement. Rather than run the test on a stock 5.0L, we decided to step up to a 347 stroker assembly. Since we had to assemble

Equipped with the new RHS heads, XFI cam, and Edelbrock RPM II intake, the 347 produced 448 hp at 6,300 rpm and 420 lb-ft at 5,200 rpm. The bolt-ons increased the peak power numbers by 141 hp and 19 lb-ft, but lost power below 4,000 rpm.

26 Power & Performance News / Vol. 8, No. 2

-

For more info, search “Boost vs. Bolt-On” at PPNDigital.com

The 347 stroker kit featured a stock 5.0L block equipped with a 3.4-inch, forged-steel stroker crank and 5.4-inch rods from Speedmaster. These were combined with 4.030 forged (flat-top) pistons from JE. We also utilized Fel Pro 1011-2 head gaskets and ARP head studs on the 347.

all the components anyway, the 347 crank was no more expensive than a 302. The 3.40-inch stroker crank and 5.40-inch forged connecting rods were supplied by Speedmaster. The forged crank and rods were combined with a set of .030-over, forged pistons from JE to produce the desired 347 inches.

The pistons featured valve reliefs that allowed us to successfully run both the stock 5.0L cam and the more aggressive XFI stroker grind from COMP Cams. It should be noted the 347 will be much more receptive to the boltons than a smaller 302, as the additional inches can better take advantage of head flow and wilder cam timing.

The game plan for this test was to run the 347 stroker first with the stock 5.0L Mustang components, including the stock iron cylinder heads, camshaft, and a GT-40 intake (we didn’t

To start the test, the 347 short block was equipped with a set of E7TE iron 5.0L heads. Hardly ideal, the stock heads would prove to be plenty restrictive on the stroker assembly, even with boost.

PPNDigital.com 27

The stock 5.0L hydraulic roller cam was hardly a powerhouse, especially when combined with the stock heads.

have a stock H.O. intake handy for testing). Tuning each combination was a FAST XFI management system, so there was no need to run the mass air meter or attending air intake assembly.

Having the FAST management system allowed us to quickly dial in each of the three different 347 combinations.

Additional components in the build-up included a Moroso oiling system, MSD ignition, and Speedmaster 28-ounce balancer. The GT-40 intake was fed by an Accufab 70mm throttle body, while fuel was supplied by a set of FAST 36-pound injectors.

Exhaust exited through a set of Hooker 1 ¾-inch, long-tube headers into 18-inch collector extensions. Keeping

Topping the stock-headed 347 was a GT-40 upper and lower intake manifold.

things cool on the dyno was a Meziere electric water pump.

Run with the stock heads, cam, and GT-40 intake, the 347 produced peak numbers of 307 hp at 4,700 rpm and 401 lb-ft of torque at 3,300 rpm. Obviously, the mild cam and stock heads were greatly limiting the package, but that was all about to change.

Feeding the GT-40 and stock heads was an Accufab 70mm throttle body.

28 Power & Performance News / Vol. 8, No. 2

The first modification on the list was to add boost to the current combination. This could then be compared to the bolt-on upgrades that included a set of RHS aluminum heads, wilder COMP XFI cam, and Edelbrock Performer RPM II intake. Boost for the stroker came from a Vortech S-trim supercharger, which required a dedicated oil feed and return back to the pan.

We chose the Vortech S-trim both for its ease of installation (and testing) and for its ideal sizing for our lowboost and power needs. The Vortech was capable of supporting more than 750 hp — more than enough for our needs — yet was plenty efficient at lower power and boost levels.

The S-trim supercharger was equipped with a 3.80-inch blower pulley and 6.75-inch crank pulley, which produced a peak impeller speed of 36,769 rpm at a peak engine speed

We relied on the FAST XFI management system to control the fuel supplied by a set of FAST 36-pound injectors.

To drive the supercharger, Vortech supplied this eight-rib crank pulley.

of 6,000 rpm. On our 347 test motor, this equated to a peak boost reading of 8 psi at 5,700 rpm. The rising boost curve from 2.4 to 8 psi brought peak numbers of 421 hp/462 lb-ft. Even down at 3,300 rpm, the Vortech supercharger increased torque produc-

The S-trim supercharger was equipped with a 3.80-inch blower pulley.

tion of the 347 from 401 to 461 lb-ft, though the mild cam and stock heads were still limiting power production AND artificially increasing the boost pressure (really just back pressure) in the manifold. Now, it was time for the bolt-on brigade!

Off came the Vortech supercharger, as well as the stock E7TE, iron heads, GT-40 intake, and stock 5.0L cam. These mild components were swapped in favor of a set of RHS aluminum heads, an XFI hydraulic roller camshaft, and Edelbrock Performer

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Run on the dyno, the Vortech supercharger increased the power output of the 347 from 307 hp/410 lb-ft to 421 hp/462 lb-ft at a peak boost pressure of 8.0 psi.

After running the supercharger, we started with the bolt-ons. RHS supplied a set of their as-cast, aluminum heads.

The 200cc intake ports flowed 276 cfm, or over 100 cfm more than the factory heads.

FORD 347 STROKER-STOCK VS MODIFIED

Judging by the graphs, the bolt-ons offered substantial power gains over the factory components.

Replacing the stock 5.0L heads, cam, and GT-40 intake with the RHS aluminum heads, XFI cam, and Edelbrock RPM II intake increased the power output of the 347 stroker from 307 hp/401 lb-ft to 448 hp/420 lb-ft. Note the peak torque output was substantially increased, but shifting that peak torque number from 3,330 rpm to 5,200 rpm resulted in a dramatic change in peak power. Also, the power gains at the top of the rev range came with a trade-off in power below 4,000 rpm.

FORD 347 STROKER-NA VS VORTECH (8 PSI)

Unlike the bolt-ons, there was no trade-off in power with the Vortech supercharger. The introduction of boost increased the power output from bottom to top, though the peak power of 421 hp was down slightly from the 448 hp produced with the bolt-ons. At this point, the stock heads and mild factory cam were holding back power production in the motor. Even with the presence of boost, the heads and cam did not allow the 347 to process sufficient air to produce more power.

30  Power & Performance News / Vol. 8, No. 2

RPM II EFI intake. We also stepped up to the larger 75mm throttle body from Accufab.

The dual-pattern XFI236HR-14 cam supplied by COMP Cams featured .579 lift (intake and exhaust), a 236/248-degree duration split (measured at .050), and a 114-degree lobe separation angle. The cam was combined with 200cc, as-cast aluminum heads designed as a direct bolt-on for hydraulic-roller cam applications. The RHS heads improved intake flow from 166 to 274 cfm, enough to support nearly 550 hp on the right application.

Topping the RHS-headed combination was the Edelbrock RPM II EFI upper and lower intake. Like the RHS heads and XFI cam, the RPM II represented a sizable jump in performance potential over the GT-40 intake. Equipped with the new, all-motor (bolt-on) combination, the power output of the 347 jumped from 307 hp/401 lb-ft to 448 hp/420 lb-ft.

Looking at the results, we see the 347 produced 448 hp with the boltons, and 421 hp with the Vortech supercharger, but (as always), the peak numbers do not tell the whole

The exhaust flow offered by the RHS heads was equally impressive, measuring 199 cfm at .600 lift — an increase of 77 percent over the factory 5.0L heads.

story. The supercharger improved the power output through the entire rev range, but the bolt-ons actually lost power below 4,000 rpm.

In retrospect, a slightly milder cam profile might be a better choice on this 347 to help improve low-speed power production.

The boost level of the Vortech supercharger was as much a function of the lack of flow from the stock

Designed specifically for Ford stroker applications, the dual-pattern XFI236HR-14 cam offered .579 lift, a 236/246-degree duration split (measured at .050), and a 114-degree lobe separation angle.

components as it was the ability of the supercharger. Boost is actually a measurement of back pressure in the intake system. If we ran the blower at the same speed on the bolt-on combo, the boost would decrease while the power output increased.

Restrictions in the system increase boost pressure, and flow gains (from ported heads, cam profiles, and better intake manifolds) decrease it.

This should indicate the best 347 would be a combination of bolt-ons and boost, but we also know that independently, they offered impressive power gains as well.

Sources: Accufab, Inc., accufabracing.com; COMP Cams, compcams.com; Edelbrock, edelbrock.com; Holley/Hooker, holley.com; JE Pistons, jepistons.com; Speedmaster, speedmaster79.com; Racing Head Service, racingheadservice.com; Vortech Superchargers, vortechsuperchargers.com

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PASSION FOR PERFORMANCE

Tracing Kowalski’s Vanishing Point tire tracks in modern and classic Challengers Words / Photos Richard Truesdell

I

n movie lore, the bad guys generally drive black Mopars.

In Bullitt, the black Charger lost out to the Highland green Mustang of Steve McQueen in a blaze of fire. In Grind House, Kurt Russell’s Black Charger was pure evil and, of course, the black supercharged, wheelstanding Charger in the original Fast & Furious was the nemesis of Vin Diesel.

But, the bad guys don’t always drive Mopars — or at least black ones. Take for example the shiny white 1970 Dodge Challenger R/T driven by Barry Newman in the 1971 movie Vanishing Point. In what is now a cult classic, Newman takes a bet from a co-worker that he can deliver the big-engined Mopar from Denver to San Francisco in 15 hours.

As you’ve already guessed, the cops are not pleased with his antics and after many run-ins along the way, the shining knight of freedom (remember this was the hippie era) is cut down. His progress and ultimate demise are broadcast to an audience of fans by a soul radio DJ. If it were today, it would just be on Facebook live, right?

In 2006, the Dodge Challenger Concept debuted at the Chrysler Technical Center in Auburn Hills, Michigan.

Since then, it has evolved into the monster muscle machine we know today, the Dodge Challenger Hellcat Demon with 840 hp and nine-second quarter mile times — its

fastest format yet. These are surely different times from when Newman’s classic white Challenger raced across the desert. As a major fan of the movie, I set my sights on duplicating Kowalski’s epic adventure. Just how to frame the trip became the challenge.

It’s not an original concept for car journalists to embark on such adventures. Many have previously made the run, but it was my hope to be the first to drive Colorado to California in a Dodge Challenger SRT8, along with an original 1970 Challenger. This was made possible with support from Buzz Graves, a printing executive from Reno, Nevada, who offered up his stunningly restored 1970 Dodge Challenger R/T Hemi for the trip. While the car is restored to its original (and highly valuable) glory, Buzz is not afraid to drive it.

Three other members made up our crew: Heath Nelson of Team Performance (teamppi.com), a maker of twin turbo upgrades for Ford Mustangs; George Gubler, a retired Oregon marshal invited by Buzz to join the program, given that he is a Mopar enthusiast and something of an adventurer himself; and, finally, Buzz’s good friend, Brian Wilson, who owns a body shop in Reno and towed the classic Challenger to Denver then followed in his Ram tow vehicle for support.

The premise was simple. After repeated viewings of

VANISHING 32 Power & Performance News / Vol. 8, No. 2

The original poste r fro the release of Vanis m hin Point in 1971. For fan g s muscle cars and the of open road, this has beco me a cult favorite.

The final scene of Vanishing Point included a bulldozer putting an end to Kowalski’s planned run from Denver to San Francisco in 15 hours.

TRAILS

PPNDigital.com 33

Scenes like this greeted us throughout the run from Denver through Colorado and into Utah.

Vanishing Point, massive Internet research, and a copy of the actual movie shooting script, we were able to connect the dots and determine the route James “Jimmy” Kowalski drove from Denver to his intended destination of San Francisco.

Day One – Denver, Colorado to Moab, Utah 360 Miles The day started with a cross-town run in rush hour traffic to the offices of the Auto Driveaway Company, the spiritual successor to Argo’s Delivery Agency, the car delivery service im-

The 1970 Challenger R/T used for our tour was originally a 383c.i. automatic car that was deftly turned into a 426c.i. hemi-powered 4-speed through the hard work of owner Buzz Graves.

mortalized in Vanishing Point. Located in a non-descript industrial office building, this is probably where Kowalski would look today if he wanted to pick up a driveaway for a run to the West Coast.

Even though we weren’t being chased by cops like Kowalski, driving the original Challenger in rush hour traffic was still a harrowing experience. Buzz’s car is equipped with a four-speed manual transmission.

Originally, it was a 383 R/T with a three-speed TorqueFlite, an upgrade that served to make the car even more attractive to other drivers, who attempted to take photos while in transit. Frankly, we’d rather have had the cops on our tail.

Heading west out of Denver on I-70, we photographed both cars at the Eisenhower Tunnel, 11,013 feet above sea level. Yes, the twin AFB-carbureted ’70 Challenger had trouble adjust-

The offices of the Auto Driveaway Company in Denver, Colorado, became our spiritual successor to Argo’s Delivery Agency, the car delivery service immortalized in Vanishing Point.

34 Power & Performance News / Vol. 8, No. 2

ing to the rarified air over two miles up, but no more than the rest of our crew. The long, three-lane downgrade out of the tunnel past Dillon gave us ample opportunity to shoot both cars with the spectacular Colorado Mountains in the background.

In Avon, it was my turn to get behind the wheel of the Challenger R/T. While Buzz takes great pride in his factory-correct 8-Track tape player, the only music I was interested in was what was coming from under the shaker hood. Getting situated behind the wheel, the car felt tighter than most of the other vintage muscle cars I’ve driven.

During the 1,500-mile drive to Denver to start the tour, I had acclimated to the new Challenger. This in no way prepared me for my time behind the wheel of the ’70 R/T Hemi. Where the new Challenger is totally competent in every measurable way with heavily bolstered bucket seats, modern climate control, and the Kicker audio system, I felt insulated from many of the tactile elements that made driving the classic such an exciting experience.

Rolling the windows down on the ’70 Hemi to breathe in the fresh Colorado air, my vision of heading west on I-70 was fulfilled. I could almost imagine the orange exterior turning to white as I was transported back in time to the summer of 1970 when the Vanishing Point film team first covered the same route. The best part of the run was through the Glenwood Springs Canyon. Here, I put the R/T through its paces. Easing off the gas in

Director Richard C. Sarafian’s Commentary on the Vanishing Point DVD • In the film, Kowalski meets his fate in Cisco, California, as shown on the map, in the command center of the California Highway Patrol. The only problem with this is the Cisco, California, in the movie was really Cisco, Utah.

An early edition of the current Challenger, our SRT8 sported the 6.1L engine and automatic transmission. The car proved to be an excellent touring machine and ran without issue for the 3,000-mile tour to and from Los Angeles.

an original Hemi emits a performance sound every petrol head should experience once in their life, surpassed only by the hard acceleration roar that echoed through the tunnels approaching Glenwood Springs.

Heading west on the flat stretch of I-70 between Glenwood Springs and Rifle is where Kowalski had his first encounter with the motorcycle cops. It was in Rifle that I had to be pried out of the car before heading to our last photo stop of the day, the ghost town of Cisco, Utah.

Here is where we struck photographic pay dirt. The climactic final scene in Vanishing Point, set in Cisco, California, was actually filmed in Cisco, Utah. Sitting out in an open field just off the highway, almost calling to us, was a bulldozer. In the movie, the Challenger meets its demise by a road block. The centerpiece of the police line is a bulldozer unmoved by the high-speed impact. Movie experts know the final scene is actually filmed with a first gen Camaro, the film company keeping their Challengers for the driving scenes still yet to film.

As the dirt surrounding the bulldozer was firm, we did several drivebys, each car alone, and then both together. Using a slow shutter speed in the fading light, we were able to give the illusion of Kowalski crashing his Challenger into the barriers. I was able to determine from research that our bulldozer was actually just 100 yards due south of the position of the two Caterpillar D8s used in the film.

• Sarafian had a small crew, 19 in all, not much larger than our own crew of five that traveled up to 400 miles per day to each day’s location.

• According to director Sarafian in his director’s comments on the Vanishing Point DVD, eight Challengers were used in the film. Only one was left intact at the end of filming.

• Vanishing Point had a $1.3 million budget. It went $80,000 over budget due to the addition of a full soundtrack album. Sarafian said he lost profit points as a result, and thus, he refers to the film as “Vanishing Points.”

• In its release in Communist countries, the film portrayed America as a decadent, drug-infested country.

Day Two – Moab, Utah, to West Wendover, Nevada 370 Miles Day Two turned out to be far more scenic than anticipated with snow in the mountains between Price, Utah, and Salt Lake City. But, the temperatures didn’t dampen the spirits of Salt

Hemi engines – 40 years apart.

The classic 426c.i. was rated at 425 hp back in 1970. The late model 6.1L also rated at 425, despite 54 fewer cubes.

• Vanishing Point was Cleavon Little’s first significant film role (Blazing Saddles was yet to come).

He came from Broadway and wasn’t used to the fast pace of making a film with a small crew and miniscule budget. It was also John Amos’ first film.

• Bike crashes early in the film were comprised of actual shots spliced with stock footage.

• Gene Hackman was Sarafian’s original choice to play Kowalski; Hackman was cast at the same time to play “Popeye” Doyle in The French Connection. Good choice.

• According to Sarafian’s DVD commentary, he didn’t try to direct a shot while it was happening; he let his people, especially the stunt drivers, do their thing. Nothing was story boarded. Sarafian said it was as if the film was written by stuntmen; it was very improvisational.

PPNDigital.com 35

Lake City’s Mopar community, as more than three dozen of them met us at 2 p.m. at Larry H. Miller Dodge in Sandy, including two who braved snow to drive their own ’70 Challengers to the dealership.

After the event, we caravanned westward. I rode in a 1969 4-speed Dodge Polara two-door hardtop, just to round out my Mopar experience for the day. Others making the drive included Mike McCoy in a purple 1970 Dodge Challenger R/T Hemi, Joe Bond in a Sublime 1970 Dodge Challenger 440 Six Pack, and John Bechard in a white 1971 Plymouth Road Runner Hemi, all who braved near freezing temperatures and snow showers.

Day Three – West Wendover, Utah, to Las Vegas, Nevada 520 Miles This was going to be our longest day’s drive on the trip, more than 500 miles through Ely, Tonopah, and Goldfield before arriving in Las Vegas about 6 p.m. As we were deep in the heart of the Bonneville Salt Flats, home of numerous land speed records, we backtracked to get a location shot of both Challengers next to the Bonneville exit sign on I-80. Vanishing Point Director Sarafian mentions this in his location in his DVD commentary.

Next, we headed southwest on Alt

We didn’t encounter any naked hippie chicks riding dirt bikes, as Kowalski did in the movie, but in the Humboldt-Toiyabe National Forest, east of Tonopah, Nevada, on US 6, we met Finisa Medrano and her horse-drawn effort to “rewild” the American West. (pullingforwildflowers.org)

US 93 to Chuck and Bessie’s Stage Stop, a gas station, café, and grocery store in Lages Junction, where Alt US 93 rejoins US 93. The area reminded us of several locations from Vanishing Point, specifically the Mobil station with the female attendant. Because of the great distances between gas stations, and the way Buzz’s ’70 Hemi guzzles dead dinosaurs, it’s always a good idea to keep the tank topped off.

Near Ely, we had an opportunity to finally put the pedal to the metal on the modern Challenger at an, err, undisclosed test location. In spite of being more than 6,000 feet above sea level and bucking something of a head wind, we were able to push the envelope, hitting 160 mph at one stretch.

From Ely, we headed west on US 6 towards Tonopah, another of the filming locations used in Vanishing Point.

We thought there would be an Extraterrestrial Highway sign marking the

The Goldfield hotel, in Goldfield, Utah, served as the setting for radio station KOW manned by Cleavon Little in the movie. Sergeant Scott Johnson of the Esmeralda County Sheriff’s Office was kind enough to stage our arrest in front of the hotel, in honor of Kowalski, who probably would have preferred this ending to the movie.

36 Power & Performance News / Vol. 8, No. 2

northern start of Nevada 375 in Warm Springs, but we were wrong and missed the turn off. Because we were so tight on time, we decided to press on to Tonopah, skirting the northern boundary of Area 51, the alleged alien landing field.

We motored in to Goldfield, which was the location of Super Soul’s KOW radio station in the movie. Goldfield is just a shell of its boom-time self, but there is a beauty in its weather-worn starkness. Again good fortune shined down on us, as Sergeant Scott Johnson of the Esmeralda County Sheriff’s Office came out to meet the armada of horsepower that had descended on his town. It turns out Johnson is the owner of a 1970 Charger R/T. He was more than happy to indulge us with an impromptu photo shoot, arresting our entire team in front of the Goldfield Hotel.

As we were leaving Goldfield,

Here Scott Sinton of Sinton Helicopters gets to play James W. Gavin, who was the helicopter pilot and aerial stunt coordinator for Vanishing Point.

No trick photography here; the modern Challenger was able to twist the needle to 160 and hold for a picture. On one other run, we topped it out at 165 mph — the advertised top speed of this version. Today’s Hellcats see north of 200 mph!

Keeping with the theme of excessive speed, not far outside of Salt Lake are the Bonneville Salt Flats. When the salt is right, speed records fall like dominoes. For anyone passing through with a couple hours to spare, it’s worth stopping by.

about the time we originally expected to be in Las Vegas, we knew we had to crank it up. As Buzz was running 3.73 gears, we decided to increase our speed in what would be a vain attempt to arrive in Las Vegas before dark. Regardless, the setting sun and the lights of the city were a welcome sight as we rolled into town.

In all, the trip was a huge success and easily repeatable if you follow the attached maps. While the loca-

tions for the original Vanishing Point movie have markedly changed during the last 47 years, the lure of the open road romanticized by the movie still is something every American understands. Kowalski’s imaginary trip was staged during a time when 101-octane gasoline was 32 cents per gallon, making muscle cars fun and affordable.

Since that time, we have gone through several rough decades, but come out on the other side with far fast-

er machinery that does a lot of things well — rather than just go straight at a great rate. Trips like this are enjoyable because they utilize secondary highways long forgotten by most travelers.

Sure, you can get on I-80 and race from one coast to another in a matter of a few days. But our Vanishing Point trip was enjoyable not only because of the cars and movie locations, but because of the people encountered. And that’s what America is all about !

PPNDigital.com 37

Cars & Parts magazine helped bring it to recognition Words / Photos Carlisle Events

F

ound near Moncton, New Brunswick, Canada in 1994 in a Quonset hut (a steel barn-type building), Cougar #1 has roots dating back to 1966. It was in March of that year that Ford Motor Company, as amazing as it may seem, put the Mercury in a shipping facility on the Bay of Fundy near Moncton. Lee Iacocca and other Ford executives were present for the dedication, as were local dealers, including Dryden Motors, the oldest Ford/Lincoln/Mercury dealer in Canada.

Dryden sent their dealer principal to the event and in turn, was able to communicate directly with Iacocca and convince him to place Mercury Cougars at their dealership.

Iacocca’s first move was to place a factory show car in the Dryden Motors’ showroom. The show car could not be sold, however, because it did not include the Manufacturer’s Statement of Origin. Instead, the car sat for 35 months at a local car wash.

At the end of the nearly three-year lease, the car returned to the dealership until 1979. When the dealer principal died, the dealership lost its personal service contract with Lincoln/Mercury and filed for bankruptcy. The car was ultimately auctioned and awarded to a local hardware dealer named Dale Garland.

Garland drove the car for a few years, but in 1982, decided to sell it via Cars & Parts magazine (now part of PPN).

No one ever came to see the car, and it never sold. Fast forward to 1994 and that’s where Mark Ogden, a member of the Cougar Club, comes into play.

Ogden was at a swap meet and happened upon the old

issue of Cars & Parts. Ogden contacted Garland, and against odds, he still had the car, which had been stored 12 years after the initial sales attempt.

Armed with this information, Ogden went to his next Cougar Club meeting which is where Jim Pinkerton, the current owner of the car enters the story. After some wheeling and dealing, Garland and Pinkerton came to a deal and the car traded hands for the last time. This year marks the 50th anniversary of the Cougar — a muscle car that was the perfect blend of Mustang power and Mercury luxury. And the rest is history.

Source: Carlisle Events, CarlisleEvents.com The 390c.i. engine was top-of-the line for ’67.

The door tag says it all – car #000001!

Cougar #1 restored to perfection.

38 Power & Performance News / Vol. 8, No. 2

PPNDigital.com 39

Tech TALK

The Great Chevy Auto Trans Interchange Guide Bolt any bowtie automatic to any Chevy engine – if you know the tricks Words / Photos Jeff Smith

F

or street cars, it’s all about overdrive these days. Everybody has a different take on the best automatic to use, which means there’s a huge world of opportunity for interchanging transmissions with Chevy engines.

The current favorite son seems to be the 700-R4/4L60E four-speed automatic, but there are also places where

a TH400 might be the best solution for a 1,500 hp, blown LS engine, or a simple 200-R4 fits best behind a 5.3L LS daily driver.

As with all interchange stories, a successful swap is dictated by handling all the fine points. While most stories only deal with swapping behind LS engines, we’ve expanded that

into covering the details on how to swap transmissions between all the generations of Chevy engines.

Transmissions are undergoing radical change these days. A two-speed Powerglide seems almost archaic now with the growth of GM six-, eight-, and now 10-speed automatics, like what’s behind the 2017 ZL1 Camaro.

Thank the Chevrolet gods for interchangeability. With a simple twist of a few wrenches, you can either bolt a ’90s 4L60E behind a Gen I small-block, as we’re doing here, or you can run an older non-electronic trans behind a 21st Century LS engine. We’ll show you how it’s done.

For more info, search “Auto Trans Interchange Guide” on PPNDigital.com 40 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 22 40

This story will focus on the most affordable opportunities with the electronically-controlled four-speed automatics, like the 4L60E thru 4L75E, and touch on the 4L80/85E. While Chevrolet Performance carries the 8L90E in its catalog, unless this trans is used in conjunction with a Gen V (LT1 or LT4) engine and controller, the 8L90E is currently incompatible with all previous generation engines. So, don’t go out and buy one and expect to bolt it behind even an LS3.

Let’s start this swap tale with some basics. The traditional Gen I small- and big-block Chevy crankshaft arrangement extends the crankshaft flange 0.400 inch beyond the bellhousing face. The LS family of engines (with one exception that we will detail) places the crank flange flush with the bellhousing mounting surface. So, when bolting an older transmission like a Powerglide, TH350, TH400, 2004-R, or early 700-R4 to an LS engine, there will be a 0.400-inch gap between the flexplate and the torque converter.

Chevrolet’s simple solution for this was a steel spacer placed between the crankshaft flange and a flat LS flexplate. This became a Chevrolet part number for the production use of a 4L80E automatic behind LS engines in selected heavy-duty applications.

Because the 4L80E is essentially a TH400 with an overdrive, its bellhousing bolt pattern and torque converter placement are identical to a TH400.

The 4L80E, however, does use a much larger torque converter and mounting pattern, as we’ll see.

This creates essentially two different LS flexplates. The most common design used with flush crankshaft flanges is concave exactly 0.400 inch.

The 1999-2000 truck extended crank flange engines used a flat flexplate, but because the crank flange is extended 0.400 inch, this flat design places the starter ring gear in exactly the same position as the flush flange, concave design.

To accommodate an older transmission where the crankshaft flange is extended, Chevrolet created a 0.400inch steel spacer to be used with the most common LS engines using a flush crankshaft.

This spacer is located between the crank flange and the flexplate and is used in conjunction with a flat LS flexplate. This adapter also requires longer bolts. We’ve listed both the GM

This is a flat factory LS flexplate fitted with the steel Chevrolet spacer. The spacer moves the entire flexplate toward the transmission 0.400 inch to allow the use of an older trans, like a TH350 or 200-4R, behind an LS engine. The ring gear teeth remain in the stock position to line up with the starter because the flexplate is flat, rather than dished.

If you are building a fast LS drag car with an earlier trans, NHRA safety rules require any car quicker than 11.00 seconds in the quarter-mile must run an SFI 29.1 flexplate. TCI sells a legal flexplate (PN 399753) with a hub adapter that works very well. Note the 0.400-inch extended converter mounting lugs.

PPNDigital.com 41

An exception to the LS engine flush crank rule is the 1999-2000 ironblock, iron-head 6.0L LQ4 truck engines. These employed a 0.400-inch longer crank snout (intended for use with the 4L80E). This makes adapting an early trans very easy. Just use the stock, flat flex plate. The torque converter mounting holes may have to be elongated, depending upon the converter selected.

and ARP bolts in our parts list.

Using the flat LS flexplate will require minor elongation of the three converter mounting holes, since an LS converter uses a wider bolt pattern than either of the traditional Powerglide/ TH350 or TH400 versions. We’ve listed all the converter patterns in a separate chart. Elongating the LS flexplate converter holes inboard is a minor effort that can be accomplished with a rattail file or a high-speed die grinder, but its best to accomplish this before you torque it in place on the engine.

As with many things, there’s an even easier way to accomplish this same task. Because LS engines employ a dished or concave flexplate that is exactly 0.400 inch deep, this places the flexplate converter attachment position in the proper place for the converter. However, the converter pilot hub comes up short by that same distance.

Several companies offer a machined aluminum adapter that nestles in the crankshaft and extends to perfectly adapt to the standard Chevy converter hub dimension. TCI sells this pilot adapter for under $30, which is as much as $20 less than other adapters.

Of course, not everybody wants to use an older trans behind an LS en42 Power & Performance News / Vol. 8, No. 2

When adding the 0.400-inch spacer to bolt an early trans behind an LS engine, the spacer requires longer crank bolts. If bolting the flexplate to an aftermarket stroker crank, always check the threads. Some aftermarket LS stroker cranks use standard SAE 7/16x20 bolts instead of the LS metric 11mmx1.5. The spacer requires a bolt with a 1.075-inch under head length (UHL). Standard LS flexplate bolts have a 0.880-inch UHL.

gine. Turning this situation around, there’s a rapidly growing demand for the 4L60E four-speed overdrive behind older small-block engines.

This requires a little research into

the 700-R4/4L60E history, since this trans has evolved in several ways. As you know, the 700-R4 has been around since the early ’80s. Originally, it used an integral bellhousing with a small-

This is a Chevrolet Performance 4L65E LS trans. You can tell it’s an LS-specific bellhousing by the telltale top middle mounting bolt hole and a total of seven mounting bolt holes. If this were an earlier 1993-’97 4L60E used behind a small-block Chevy, the top bolt hole would not be present and there would only be six mounting holes.

Chevrolet Performance sells a simple adapter package that allows bolting any of the LS-style 4L60E family of automatics behind a one-piece rear main seal small-block Chevy. This kit includes a flexplate intended for the one-piece rear main seal crank flange. You could use this kit to adapt an LS trans to a two-piece rear main seal small-block, but this would require purchasing a twopiece rear main seal flexplate.

block/big-block pattern.

In 1993, GM converted its 700-R4 four-speed to full electronic control, renamed it the 4L60E, and also retained its integrated bellhousing. When the LS engines appeared in 1997, the trans case changed to a bolt-on bellhousing to accommodate the LS engine’s revised bolt pattern. This also included a change in the torque converter diameter and flexplate attachment pattern.

The large diameter converter pattern for the TH400 is an 11.5-inch pattern, while this new LS converter pattern is slightly smaller at 11.1 inches.

The easiest way to adapt an electronic 4L60E to an earlier Gen I smallor big-block Chevy is to use one of the earlier small-block 4L60E boxes located behind small-blocks used in trucks and pre-’98 cars. The traditional smallblock six-bolt bellhousing pattern is the best and easiest way to identify a 4L60E style transmission if you find one at the swap meet for sale.

Starting in 1996, many 4L60E transmissions employed a bolt-on bellhousing. All of the 1998-up cases used behind the LS family of engines had the separate bellhousing style of case.

Both 298mm and 300mm converters were used with these later 4L60E transmissions, and it’s critical to know exactly which transmission you have to make sure the converter is compatible with the input shaft.

The 298mm converter is used behind the traditional GEN I or GEN II

small-block engines, while the LS applications employ the 300mm converter and corresponding input shaft.

Beginning in 2007, the 4L70E transmissions upgraded the input shaft with an integrated input shaft speed sensor. If the converter and input shaft are not compatible, there will be fitment issues that will prevent you from using the torque con-

verter in the transmission.

Because the LS trans is designed to bolt up to an LS engine, using an LSstyle 4L60E trans behind a traditional small- or big-block Chevy used to present problems. But recently, both Chevrolet Performance and Lakewood have come up with a solution.

Chevrolet Performance offers an LS kit that uses an aluminum spacer to move the transmission back 0.400 inch to accommodate the Gen I smallblock’s deeper crankshaft flange. This also creates space to accommodate the deeper (thicker) LS-style 300mm torque converter.

This kit is designed specifically to adapt the late model LS 4L60E to a one-piece rear main seal small-block Chevy. This is specific because the one-piece rear main seal crankshaft bolt pattern is different than the older two-piece rear main seal bolt pattern (See Crank Flange chart). The Chevrolet Performance kit consists of a 0.400inch thick aluminum spacer, flexplate, longer dowel pins, and fasteners.

If plans call for adapting this same LS trans to a two-piece rear main seal small- or big-block Chevy, there’s a slightly different route. Lakewood now sells a 0.400-inch thick steel transmission spacer that works just like the Chevrolet kit and comes with longer dowel pins and bolts, along

CHEVY CRANK FLANGE BOLT PATTERNS Engine / Crank Flange SBC / BBC – 2pc seal

Pattern (inches) 3.58

SBC/ BBC – 1 pc seal LS 6-bolt LSA/LT1/LT4 8-bolt LS9 9-bolt

3.00 3.11 N.A. N.A.

CHEVY TORQUE CONVERTER BOLT PATTERNS Torque Converter Application PG/TH350 small TH400 large LS –early 281mm LS - late 300 mm (4L80E)

Pattern (inches) 10.75 11.50 11.07 11.5

PPNDigital.com 43

This is the Lakewood 0.400-inch adapter kit that includes the spacer, longer converter bolts, and thick spacers, along with an aluminum adapter bushing that isn’t always necessary. Note also the relocated top bolt hole (arrow) indicating the position of the new bellhousing bolt hole on the Gen V (LT1 and LT5) engines.

with additional 0.400-inch thick spacers that will take up the space between the converter and the flexplate.

With the spacer, you will also need a two-piece rear main seal flexplate.

Find a 168-tooth flexplate that of-

fers both the large and small torque converter patterns. The larger pattern can then be slightly elongated inboard to adapt to the 11.1-inch LSstyle converter pattern.

All of these swaps involve inter-

In the case of an LS engine with an earlier trans, all you will need is this simple aluminum converter pilot adapter that slips over the converter, extending it to make the connection between the LS flush crank flange and the converter snout, extending so it is perfectly supported.

44  Power & Performance News / Vol. 8, No. 2

changing flexplates and torque converters, and this can get a bit confusing. The attached charts spell out the different bolt patterns, as well as the converter patterns.

This outline should cover most of

The latest LT1/LT4 Gen V engines use an eight-bolt crank flange, instead of the Gen III/IV version six-bolt flange. The Gen V flexplate bolts are also 0.100 inch shorter than earlier LS, although the diameter and thread pitch are the same. Also of note, if you remove the crank flange bolts, these lead directly to the oil pan and will leak oil. Just so you know!

The 4L80-E is an incredibly durable four-speed automatic and popular electronic overdrive swap. Think of it more like a TH400 trans except for the converter. The converter uses a much larger mounting pattern that may require a specific flexplate.

the more popular swap combinations, although there are probably a few that we have missed. But armed with the information in this story, these details should offer some guideposts for what

We ran into a weird issue when we tried adapting an LS 4L65E behind an early ’60s Chevy 283. The early steel crank had the proper pilot diameter, but the depth was only 0.300 inch and it needs to be 0.540 to 0.560 inch. This is critical because the converter pilot will bottom out in those early cranks, which will push the converter into the pump and destroy it in a matter of minutes! The clue is when installing the trans, the converter will bind up against the flexplate and not have sufficient clearance.

to look for in terms of bellhousing depths, crankshaft bolt patterns, and torque converter differences. For the rest, you’ll have to accommodate with old fashioned hot rod ingenuity.

Sources: Automotive Racing Products (ARP), arp-bolts.com; Chevrolet Performance, chevrolet.com/performance; Holley Performance Products (Lakewood), holley.com; Hughes Performance, hughesperformance.com; TCI Automotive, tciauto.com

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46 46 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 22

BOSS

MAN One man’s obsession with Ford’s iconic muscle car engine Words / Photos Cam Benty

I

Mike Venarde is the “Boss Man” with a stable of cool Boss-powered cars, including these sequentially built 1969 Boss 302 Mustangs.

t’s good to be the boss. You get to call the shots and chart your own destiny. Aptly named by the marketing folks at Ford, to overcome those noisy advertising types over at GM who were hooked on names like “The Judge” and “Dr. Olds,” Boss-powered vehicles were powerful and cool. Debuting in 1969 as either a Trans Am-ready 302c.i. engine package or a massive NASCAR-focused 429c.i.

Shotgun big-block vehicle, these cars were built for one purpose — to win races.

Mike Venarde has had every Boss-powered production car ever made, from a perfect and pricey Boss 429 to his current pair of sequentially-built ’69 Boss 302 Mustangs that serve as center stage for this feature. In addition to the obvious Boss Mustangs well known to muscle car fans, he also has owned some of the more rare Boss cars, including a 1970 Cougar Eliminator with Boss 302 power and even the often overlooked 1971 Boss 351 Mustang, which Venarde notes “sported the most balanced Boss engine of all.”

So, how does one guy get so hooked on a single breed of vehicle? Frankly, that’s hardly a question when you do even a little research about the Boss engine/vehicle legacy.

The Boss Ford family was made up of an innovative blend of performance parts that not only fit the muscle car enthusiast desires for the time, but won races with regularity.

It’s no wonder Ford rekindled the name for a recent Boss racing program, from 2012-13, to remind folks of their performance success.

PPNDigital.com 47

This Yellow Boss has been restored to original condition and includes such signature elements as the styled steel wheels, front air dam, and Firestone Wide Oval 60 tires.

What wins on Sunday . . .

The Boss 302c.i. engine was attained by bolting the hot flowing, canted valve 351c.i. Cleveland-style cylinder heads onto a 289c.i. Windsor engine; the resulting 302c.i. sizing met the Trans Am Racing limit of five liters (305c.i.). Only 1,628 Boss 302 Mustangs, designed by Larry Shinoda and draped in now historic graphics, were originally sold in 1969. That production number later jumped to more than 7,000, probably in reaction to the Boss victories in Trans Am in 1970, when Boss 302-powered, Bud Moorebuilt Mustangs won six of the 11 races to dominate that season.

The Boss 429 Mustangs were initially built for NASCAR competition to fight off the challenge from the Chrysler Hemi engines that dominated the Grand National racing classification. A modified cylinder head that featured a crescent-shaped combustion chamber resulted in a now-classic valve cover arrangement. Boss 429s were offered in very limited numbers for 1969 and 1970 (1,358 were made during two years). In reality, the cars were not terrific on road courses, due to the extreme nose-heavy weight bias. As a result, a number of them were drag raced with some success.

It was the street cred with muscle car

fans that eventually made them legendary, however.

In 1969, the Cougar Eliminator was born, a warmed up version of Mercury’s luxury “pony” car. Race-prepped versions of this model competed in NASCAR’s Grand American Series.

With a host of performance upgrades inside and out, the choice of engine was limited to the base 351c.i. Windsor or the optional 390c.i. power plant.

At the end of the year, the Boss 302 engine option showed up, and 169 lucky owners stepped up.

For 1970, the engines of choice changed to the optional 428, the new 351 Cleveland, or the Boss 302. Venarde’s Competition Yellow Eliminator is one of just over 400 Boss 302-powered 1970 models created, making it one of the rarest on record.

With all the style and sounds of the Boss engine, it was a favorite with Ford fans.

Boss farming For Venarde, the building of fine Boss cars takes a lot of hard work — highest on the “hard” list being tracking down original Boss components. A walk through his garage(s) nets some lovingly restored components. In a side storage area, a recently painted 1970 Grabber Blue Boss 302 body awaits assembly. In the main garage, tucked up in the garage rafters, are fully prepped and ready-to-go headlight buckets and other parts that await their turn to go to work.

The Calypso Coral Boss is lightly modified with an assortment of cool upgrades, most notably the lowering of the suspension, the Torq Thrust wheels, and factory optional rear window slats.

48 Power & Performance News / Vol. 8, No. 2

Both Boss 302 engines are nearly identical, except for the fender coloration. Note the hard-to-find rev limiter attached to the driver’s side fender well.

It is apparent Venarde has been collecting for many years. Along the way, he has learned a huge amount about how the cars were originally constructed, which aids heavily in their exacting restoration. Case in point are little things like the fact the 1969 Boss 302 Mustang features unique larger than stock (or 1970 Boss 302) spindles and uses ultra-hard-to-find two-piece

rotors. Seeing that only 1,628 cars rolled from the assembly line, it can be extremely difficult to find these parts today — and when you do, they can be very expensive.

In line Bosses Just how you end up with two sequentially numbered Boss 302s is certainly an interesting question. Frankly, it’s

hard to believe with such low production numbers in 1969 that two of them could have been built back to back.

But the proof comes in the form of the serial numbers, the Yellow Boss (serial #196216) just ahead of the Calypso Coral Boss (serial #196217) — just one digit difference and probably the only time this occurred.

Initially, Venarde restored and then upgraded the Calypso Coral ’69, using exacting details to get it right.

Included in the restoration is the original rev limiter, which Ford installed on these high-revving Boss engines

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Venarde has owned a full compliment of muscle cars during his life, including such gems as a super rare 1969 Boss 429 Mustang, assorted Mopars from a 1970 Plymouth Superbird to current ’68 Charger, and even a movie star Hemi Challenger from Fast & Furious.

These styled steel Rally wheels are wrapped with Firestone Wide Oval 60 (F60-15) tires, the first ever offered on Pony cars (Mustang, Camaro, Barracuda, etc.). At the time, these were massive tires, and every muscle car fan wanted them for their vehicle.

to keep them below 6,000 rpm. As any self-respecting hot rodder did back in the day, that rev limiter was tossed in the trash, to allow the Boss to spin freely. Because so many were removed, finding an original unit is that much more difficult.

To aid in drivability, the Calypso Boss has been upgraded with a Tremec five-speed transmission, which includes an overdrive gear to help with fuel mileage and engine durability.

The car is also lowered for better handling and sports a set of gray-centered Torq Thrust wheels to give it a real Trans Am racer appearance.

In contrast, the Yellow Boss features all the right stuff, down to the original-look Firestone Wide Oval 60 tires and four-speed transmission. To come clean, this yellow Boss was originally blue; the owner previous to Ve-

The front spoiler was a functional part of the Boss Mustang’s striking shape.

Different from the 1970 Mustang, the ’69 model featured a secondary inner headlight that was deleted for the design the following year.

narde painted it to replicate the Trans Am cars raced by Parnelli and Follmer. Other than the color change, the car is exactly the way Ford intended.

The start Venarde did not start his enthusiast career with Ford, but, amazingly, with 1957 Chevys. A $1,000 loan from his father got him his first of many ’57s.

For years, Venarde would street race The Boss interior was all business, and only four-speed manual transmissions were offered. Mustang cigarettes were not available at the time and have no connection to Ford — except maybe a licensing contract!

50 Power & Performance News / Vol. 8, No. 2

with that ’57, continually refining and pushing the car to higher and higher performance levels.

Living not far from the center of all southern California street racing, Venarde honed his racing skills with weekly visits to Van Nuys Boulevard in Van Nuys, California. Although he currently lives in Simi Valley (about 20 miles away), the “valley” was the place to be in the 1960s and ’70s — the Woodward Avenue of the West Coast.

While racing his Chevy, interestingly enough, it was a ’65 Ford Falcon that caught his eye — a super-fast machine powered by an engine assembled by legendary drag race engine builder Ed Pink. The Falcon sported a host of real drag racing components, including 90-10 shocks to aid weight transfer and M Series Mickey Thompson tires. Regardless of the challenge, the Falcon was virtually unbeatable.

Through a series of late night negotiations, Venarde ultimately procured his first Ford, the street race king Falcon. During the coming years, he made it faster and learned a lot about Ford engines and performance. Venarde owned the car for many years, and today, it is perhaps his favorite car of all time.

After the Falcon, Venarde was to own a wide variety of Fords, including his foray into the big ticket Boss 429 (that sold for well into six figures) to the current pride of machinery that includes the pair of sequential ’69 Boss 302s, a pair of 1970 Boss 302s, a 1970 Mercury Cougar Eliminator with Boss power, and an assortment of Fox-body Mustangs. What you might not have guessed is the list of Mopars that were corralled — at least for a time.

While his 1968 Dodge Charger is currently undergoing restoration, the highlight of Venarde’s Chrysler corral was a 1970 TorRed 440c.i. Plymouth Superbird. Originally spotted in a Houston, Texas, field, Venarde

It’s all about the parts

The 1970 Cougar Elimintor came with a variety of engines from 351 to 428c.i. True to form, the Venarde’s Eliminator sports the rare Boss 302 engine option.

If you build cars, you accumulate parts, as any fan of eBay is well aware. But if you build a lot of cars during several decades, you end up with a lot of parts. For Mike Venarde, most of his parts collection stems from various Boss Mustang builds, his collection of cool, hard-to-find and just flat rare parts – truly impressive.

Hanging like icicles above his bench are hoses, wires, weather stripping, and other key pieces required for a perfect restoration. The organization of his “spare parts” can be confusing to some, but what fans of the “messy desk” syndrome will understand is when Venarde goes looking for that bolt, nut, or part, he is able to lay his hands on the item within seconds.

A buried treasure of Boss artifacts? You bet!

Inside, the “luxurious” Cougar features a full compliment of gauges, 8-track tape player (a Venarde option), and four-speed transmission.

The gauges above the radio were put there by Venarde to keep tabs on engine functions.

restored it to like new condition. In addition, assorted Barracudas and B-Body Mopars were part of his private collection.

What is consistent with all of these

vehicles is Venarde’s buy, sell, and trade style of business. Swapping cars and parts from Panteras to Boss 302s has resulted in a life enjoying a full complement of cars of all types. Today, Venarde can honestly say he has enjoyed every style of classic Boss-powered vehicle ever offered.

So, what was the best of the bunch? It’s right here: the ’69 Boss 302. Go and pick your favorite color.

While the Boss 351 engine was much more potent, the body style change in 1971 was terrible, and sales reflected that fact. But, oh that ’69 body — the best ever!

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Professional strength

COMP Cams, GM Sportsman Tool Steel Cams Featuring core technology widely used in NASCAR and NHRA, custom GM Sportsman Tool Steel Camshafts from COMP Cams are through-hardened to handle more aggressive profiles and offer flexibility in combinations of duration, lift, lobe separation, and advance. They are made from ST4 grade tool steel available only from COMP Cams and shown to be 30 percent stronger than SAE 5150 or SAE 8620 options. A higher carbon content also results in less wear than S7 tool steel, as well as case-hardened grades up to SAE 9310. The camshafts can also be reground multiple times for fine tuning or annual refreshes, without material degradation. compcams.com 800.999.0853 52 Power & Performance News / Vol. 8, No. 2

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From the company well known for their advanced oiling products comes a new seamless, silent chain timing set for Mopars running Hemi 5.7 and 6.1L Hemi engines. The kit features a steel cam sprocket, six-way keyway billet steel heat-treated crank sprocket that delivers maximum durability and versatility. The adjustable keyway allows for +6 to -4 degrees of cam adjustment, perfect when degreeing in your camshaft for ultimate engine performance. In addition, the heavy-duty chain tensioner ensures that the timing is kept in line to avoid any possibility of valvetrain damage delivering years of reliable service. melling.com 571.787.8172

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K & N, Late Model Dodge Muscle Cold Air Intake You can’t make power unless you get the good air in — and the bad air out. K&N has made a boatload of money selling systems that dramatically improve the air intake system on virtually every engine ever made. Their redesigned cold air intake for 5.7L and 6.1L Dodge Magnum, Challenger, Charger, and Chrysler 300C is easy to install and, according to their testing, nets 11.66 more horsepower than stock. Service intervals are 100,000 miles apart, and as you can imagine, throttle response is noticeably improved. knfilters.com 800.858.3333 PPNDigital.com 53

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Slash service time

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Performance is a given TCI Automotive, Diablo Shifter

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PPNDigital.com 57

Tech TALK

Slippery Solution Hard facts about today’s oils Words Cam Benty

O

il. Make sure you have enough of it, change it often, and your engine will have a healthy and long life. Right? Well, not exactly – especially for performance engine builders looking to get the most out of their engine investments.

Your grandfather probably got away with infrequent oil changes and checking the dipstick once a month, but he demanded a lot less from his engine back then. Thirty years ago, engines ran a lot more clearance between machined parts and cranked out less power in a very low heat environment. But, that was then . . . and this is now.

Today’s engines are encumbered with complex emissions equipment; aluminum heads, blocks, and other parts that expand and contract quickly; as well as other components that aren’t compatible with low-quality oils.

The nice thing about evolution is that today, premium

58 Power & Performance News / Vol. 8, No. 2 58 Power & Performance News / Vol. 8, No. 2

oils are relatively inexpensive, especially compared to everything else you deal with when maintaining a high-performance vehicle. Synthetic or conventional, there are qualities to oil that make one better than another. The key is carefully reading the bottle label and knowing what all those confusing abbreviations really mean.

The abbreviations The Society of Automotive Engineers (SAE) defines the viscosity grades of motor oil. Viscosity is the most important property of a motor oil, and today’s engines are designed to run on much lower viscosity motor oils, like SAE 0W-20, than your grandfather’s engine. Modern engines equipped with things like Variable Valve Timing depend on hydraulic control, so don’t run SAE 20W-50 in an engine designed for SAE 5W-20.

The advances in synthetic base oil technology allows en-

In a recent FAQ video series on Driven Racing Oil’s YouTube channel, Certified Lubrication Specialist Lake Speed Jr. discusses whether highzinc oils damage catalytic converters.

gine builders to specify viscosity grades as low as SAE 0W16 without increasing engine wear. In fact, some engines show even less wear when using an SAE 0W-20 compared to a SAE 10W-30.

The other three-letter abbreviation you need to know is API, short for the American Petroleum Institute. API sets standards for the performance levels found in gasoline and diesel motor oils. Gasoline-powered passenger car motor oils fall under the API S series of classifications, current gasoline engines requiring API SN oils.

Diesel-powered heavy-duty engines (HD) fall under the API C series of classifications. The current diesel specification is API CK-4. It is important to note that both API SN and CK-4 specifications only apply to stock engines. Once you make engine modifications — like a new camshaft — these specifications no longer apply because they are made for stock lift and spring pressures. Performance engines require oil formulated to compensate for the additional wear they generate.

Regime for performance LS engine break-in Sample engine: Chevy Performance LS3 – 525 hp/525 lb-ft - Fill with Driven BR30 oil and run engine 30 minutes, keeping rpm between 3,000 to 5,000 - Drain oil and install new filter - Install fresh Driven BR30 oil, then run for 500 miles - Drain oil and install new filter - Install oil of your choice, such as Driven LS30

ZDDP and catalytic converters One of the more common topics for performance enthusiasts is whether running a high ZDDP oil (Zinc dialkyldithiophosphates) with a higher presence of zinc will damage today’s catalytic converters. Today’s API SN oils feature a ZDDP content ranging from 600 to 800 ppm.

The quick answer to whether or not running high ZDDP oil is bad for cats is no, but with an important caveat to that answer.

In 1996, oil companies started to reduce the amount of ZDDP in the oil. As can now be told by statistics, there was no massive catalytic converter damage from these cars being exposed to this ZDDP level (up to 1200 ppm) in the early stages of catalytic converter fitment (1975-1996).

You’re likely to find symbols similar to these on oil bottle labels at your local auto parts store. They denote that the oil has passed performance level standards set by the American Petroleum Institute, and commonly include the oil’s viscosity defined by the Society of Automotive Engineers.

As noted by Certified Lubrication Specialist Lake Speed Jr., “European oils have always had higher levels of ZDDP than U.S.-built oils. If there had been an issue with these higher levels of ZDDP, it would have been evident during this time.”

That said, there are times when zinc contamination can be an issue. In most cases, the contamination occurs when low-quality oils burn off, leaving larger amounts of ZDDP behind. This allows a larger than acceptable amount of zinc to enter the exhaust and contaminate the catalytic converter.

To further increase the negatives, when this burn off occurs, the lubrication qualities of the oil are severely compromised and major engine damage can occur. All of these negatives can be easily avoided by simply purchasing a high-quality oil.

Decoding the new diesel oils For a number of years, hot rodders and performance enthusiasts have been told to use diesel oils for their higher ZDDP content. This was especially recommended for engine break-in, when metal-to-metal surfaces are in their initial stages.

Recently, testing requirements for diesel oils have changed. The new CK-4 diesel oil rating was announced in December of 2016, and folks with Ford engines have already been warned not to run this oil in their engines, but rather stick with the earlier CJ-4 oil if they insist on running a diesel oil. The reason behind the warning is Ford engineers have seen inadequate wear protection from the new oil formulation.

So what happened? Regulators of the new CK-4 diesel oil removed the valvetrain wear test specification related to flat tappet durability found in all gasoline oil testing, deeming it unnecessary for new diesel engines. For this reason, the new CK-4 oil may not give you the same level of protection – as noted by the Ford engineering bulletin. If you want the higher ZDDP content, you have to use the CJ-4 diesel oil or some other higher content ZDDP oil.

As you can discern, oil is not a simple subject, but it is a topic that any fan of performance MUST know. To bury your head in the sand will result in potentially catastrophic engine damage — unless of course you find oil in the sand, and then, the benefits could outweigh the negatives.

Source: Driven Racing Oil, drivenracingoil.com PPNDigital.com 59

Tech TALK

Predatory Pressure

Melling’s new Shark Tooth oil pumps for small-block Chevys Words/Photos Jeff Smith

O

il pumps don’t get a lot of love.

It seems the only time they get attention is when something goes wrong. But, like your heart steadily beating inside your chest, the oil pump is what keeps that lifeblood of oil coursing through your engine, keeping everything lubed and cool.

When it comes time for that next performance engine, it’s worth it to put a little thought into the oil pump

and what it does. That’s what Melling’s engineers have done to come up with a new twist on the small-block Chevy oil pump. Melling calls it the Shark Tooth pump. Essentially, it’s a helical twist into the ancient smallblock Chevy straight-cut gears that offers numerous advantages.

Let’s start by looking at what that oil pump really does. While your oil pressure gauge happily reports a sta-

ble idle of 25 psi for example, it’s really only reporting a highly damped version of what’s really happening.

Dampening makes the needle nice and steady, while the actual pressure might be fluctuating 10 to 15 psi on either side of that median number. If your gauge was not heavily damped, you’d see that needle fluctuate wildly.

Now, let’s spin our engine with its straight spur gear pump up to 6,000

While oil pumps may live a life of obscurity, it’s worthwhile to spend a little time choosing the right pump for your application. Melling has a new line of Shark Tooth pumps that promise greater performance through an improved gear design.

60 Power & Performance News / Vol. 8, No. 2

Melling’s new Shark Tooth version (left) of the traditional small-block Chevy oil pump may not look much different on the outside (except for its phosphate coating), but there’s a whole lot going on inside that can pay off in better performance.

All high-volume pumps employ taller gears (left) to move more oil compared to a standard version (right). This photo also clearly shows the helical asymmetrical design difference for the ST gear compared to the straight spur gear (right). The Shark Tooth name originated from its asymmetrical tooth design that looks like a shark’s fin.

The Shark Tooth design increases the relative gear tip position to the housing that increases volumetric efficiency, which then improves the flow rate.

rpm. Since the pump is driven off the camshaft, it’s spinning at half engine speed, but the oil pressure is still madly oscillating. Melling’s tests reveal that stock pump pressure can fluctuate as much as 150 psi between its peaks and valleys on its way to generating an average damped pressure of 60 psi, for example.

These wild oscillations create significant load changes on the camshaft and especially the distributor gear. This occurs anytime the engine is running.

The big advantage to the Shark Tooth helical asymmetrical gear design is it dramatically dampens these pressure fluctuations. They are still present, but the oscillation with the Shark Tooth gear design reduces the peaks and valleys by an amazing 70 percent.

This immediately reduces the load imparted into the camshaft, which results in a significant decrease in cam and distributor gear wear and potentially more accurate ignition timing.

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PPNDigital.com 61

Oil pressure gauges are highly damped. The inlet hole on a typical mechanical gauge is very small.

If you substitute a -4 instead of the usual 1/8-inch line, you’ll notice the gauge is much more active because it is less damped. That’s because a standard spur gear pump fluctuates wildly. This graph shows the radical difference in pressure fluctuations between a stock and Shark Tooth pumps.

This test was performed at a 3,250 rpm pump speed, which would be 6,500 engine rpm.

Prior to the Shark Tooth’s introduction, Melling offered an extended family of oil pump options for the small-block Chevy. The Shark Tooth versions carry the same part numbers, just with the additional ST suffix. So, if you already have a favorite Melling pump, the only thing that changes is the ST suffix.

You can actually feel the difference in the Shark Tooth just by spinning them by hand. The Shark Tooth design is a Melling innovation that is the first use of asymmetrical gears in an oil pump. The advantage of the asym-

metrical design is each side of the gear is not a mirror image. By becoming asymmetrical, the gears effectively have a long and a short side, making them directional like a tire on a car.

This creates a drive and driven gear, which improves the operating tolerance between the gears. The original spur gears are identical and therefore do not operate as efficiently. In addition, this gear design also reduces the operational clearance between the gear and the pump body. This reduces internal leakage to improve performance, while also

This comparison of the pump inlets reveals a couple of important items.

Standard small-block pumps use a 5/8-inch inlet. An optional ¾-inch inlet reduces restriction, which improves pump efficiency. ST pumps (left) also offer the option to use either a press-in or bolt-on pickup while standard pumps only use a press-in pickup. The fasteners can also be safety-wired or tack welded to the pump for additional insurance.

62 Power & Performance News / Vol. 8, No. 2

reducing oil temperature.

With the broad range of ST configurations, there’s an application for just about any small-block Chevy. You can order a Shark Tooth pump with stock volume output or with either a 10- or 25-percent increase in volume. Higher volume pumps achieve this capacity by increasing the depth of the pump body and extending the length of both gears to move more fluid.

Each of these new pumps is also optioned with additional pressure relief springs that offer the latitude to custom tailor the pressure. Finally, each pump also comes with a specific 12550 Chromoly steel oil pump drive shaft. This pump drive is designed specifically to mate into a recess in the pump drive shaft and connect with the end of the distributor.

In the quest for the ultimate wet sump oil pump, Melling has also been building a line of patented billet aluminum pumps that now includes Shark Tooth versions. These billet aluminum versions fit into the same space as the original cast iron designs and offer a measurable weight advantage (1.75 lbs lighter), along with a pickup that is integrated into the pump body to eliminate issues from cracked or broken pickups.

The Stage III billet ST pumps offer all of the advantages of the straight spur gear designs combined with the Shark Tooth’s significant improvements. There are three different configurations for the ST billet pumps designed for 7-inch circle track or 7.5-inch and 8.25-inch street-strip pan

The 10555 pump offers this slick Allen plug that makes changing the oil pressure relief spring extremely simple. Melling offers three different springs with a 20- to 30-psi pressure range.

Stage II pumps (10552ST and 10555ST) are also fitted with extended shafts that locate in the pump cover (a patented Melling innovation) to minimize gear deflection and improve efficiency.

The ultimate in small-block Chevy wet sump applications, Melling also offers the Shark Tooth pump gear design in its billet aluminum pump design that incorporates the pickup directly into the pump housing, so there’s no worry about losing a pickup. This pump comes with its own drive, as well as a specific oil pump stud, nut, and washer assembly that must be used. The Allen access plug makes relief spring changes quick and easy.

All the performance series Melling oil pumps now come with a specific 12550 Chromoly steel intermediate drive shaft. The shaft is designed to snap over the groove in the pump’s input shaft for a solid connection.

It will require a firm tap on the shaft with a rubber mallet to click the shaft in place. Do not use any other drive shaft with these new Melling pumps.

The “feet” incorporated into the pickup will prevent restriction of the pump inlet should the oil pan be damaged during competition, such as circle track racing. The billet pump is especially useful for engines with external coolers and/or filters that place an increased demand on pump volume.

depths. They are offered in either standard or high volume, and include a selection of different pressure springs.

The small-block Chevy recently blew right past its 60th birthday, showing no signs of falling back into its rocking chair of retirement any-

time soon. This little engine will continue to perform as long as companies like Melling keep building better parts that promise more power and improved durability.

Source: Melling Automotive Products, melling.com

FRANK’S

LOTS OF CHEVY PARTS We ship

Lots of Chevy, CheveLLe, Nova, Camaro, Corvette parts.

‘54 to ‘79, large variety, most anything.

Also Steering Wheel Restoring, Steering Column Restoring.

Polishing, Straightening of all types of Moldings.

VIN Tag, Title Info.

Nomad Parts.

55-‘57.Rivets.

Call 715.325.6015

Email Joslin1@charter.net

PPNDigital.com 63

Tech TALK

Mustang Brake Diet

Baer’s new Drag Brake Kits cut 40 pounds from S550 Mustangs Words Cam Benty | Photos Ivan Korda

P

erformance fans know powerto-weight is the magical ratio that makes slow cars fast and fast cars faster. So, reducing weight in today’s heavy muscle cars would seem like an obvious move, as long as safety and drivability are not compromised. Right?

The folks at Baer have an idea you probably didn’t know could be done: lightening the brake package on a late model Mustang, while improving the

stopping power of the vehicle. Best of all, the install is a total bolt-on — as long as you are clear on the rear end package on your specific vehicle.

So, how much lighter did this make our street/strip project Mustang?

With the package we chose, the total rotating mass weight savings was 40.4 pounds (8.6 front, 31.8 rear). That’s a huge difference that makes terrific sense, especially for street/strip cars that must serve double duty. Note

that Baer also offers a true Drag Brake front brake package that achieves an even deeper weight reduction over the factory system for owners who will spend more time at the track.

With the personal investment required to own and modify one of these modern machines already stratospheric, clearly Baer’s engineers worked hard to build something performance fans can appreciate across the board.

And the price won’t break the bank!

WEIGHT DIFFERENCE From our calculations, we found the following weight savings: PARTS WEIGHT Stock rear Mustang rotors, calipers, pads, etc.

58.5 lbs

Baer Deep Stage rear brake kit

26.9 lbs

Rear weight difference

Stylish and lightweight, Baer’s Drag Brake packages for 2015-17 S550 Mustangs improve braking and removes as much as 40 pounds from the rotating mass of the vehicle.

The Baer Eradispeed+ front rotor brake kit adds a 14-inch, zinc-plated rotor that is 10.5 pounds lighter than stock. The Baer package retains the factory front caliper.

64 Power & Performance News / Vol. 8, No. 2

31.6 lbs

Stock front Mustang rotors (2)

56.8 lbs

Baer EradiSpeed+ rotors (2)

48.2 lbs

Front weight difference

8.6 lbs

Total weight savings

40.2 lbs

The rear Baer Drag Brake package includes an 11.62-inch diameter rotor and a replacement Baer four-piston caliper that bolts up to the factory spindle — no cutting or grinding required.

Owner Ivan Korda installs the new rotor in the same manner as would be used to service the brakes. Bleeding the front brakes is not required, since the factory calipers are retained.

One look at the difference between the factory rear brake system (left) on our 2015 Ford Mustang and the Drag Brake kit from Baer and it is easy to see why there is a reduction in weight of a full 31 pounds!

The most challenging part of the install is the replacement of the rear brake caliper.

While the brake line is clamped here to avoid a brake fluid mess, the brake system MUST be bled to ensure safe operation before driving. In addition, prolonged or severe clamping of the flex line can cause damage to the hose. Make sure the hose is not damaged during this operation, as hose failure can cause loss of braking.

Installation notes The upgrade for late model S550 201517 Mustangs is quite simple to install, for anyone who has ever changed brake pads on their vehicle. It is simply a matter of properly supporting the car, removing the wheel, unbolting the caliper, pulling off the old rotor, and installing the new Baer parts with fresh brake pads.

In the case of the rear brakes, where you are replacing the calipers, the brakes will need to be bled to remove air from the lines — another fairly normal operation for brake upgrades.

Parts The Baer Brake systems for S550 Mustangs are direct replacements for the heavy stock parts. With drilled, slotted, and directionally specific (one side is different from the other) high-performance aftermarket brake parts, the zinc-plated rotors are far

This view demonstrates a dramatic comparison between the Baer brake (top) and the factory rear rotor. Note the venting of the Baer brake and the high-strength “hat” that bolts to the rotor using Baer-supplied Grade 8 hardware.

The addition of the Baer front and rear Drag Brake systems are a big plus for dual purpose, street-strip vehicles — and not bad looking, eh?

better at managing heat dissipation and deliver stunning good looks.

The front rotors we used here are Baer’s EradiSpeed+ made for late model GT and EcoBoost Mustangs. We selected this since it offers a significant reduction in weight and is designed for cars that will spend the majority of the driving time on the street.

The EradiSpeed+ rotor found in this article uses two-piece brake rotors that work with the factory four-piston Ford calipers. The mounting “hat” that attaches the rotor is made from anodized black 6061-T6 aluminum for its light weight and extreme durability.

Measuring 14 inches in diameter, they are as cool appearing as they are a functional improvement. If you have plans to go with smaller than 17-inch wheels, it is important to check for clearance — and is generally not advisable.

The rear drag brake package not only includes an 11.625x0.810-inch wide directional rotor that matches the earlier noted package for looks and attributes, but also a Baer SS4+ four-piston caliper. The latter bolts onto the stock spindle, so no addi-

tional cutting, grinding, or welding is required. While the rotor slips in place over the wheel lugs, the brake caliper swap requires full bleeding of the brake system — aided by a bleed kit that Baer offers for at-home, do-ityourself folks.

Added features that may not leap out at you, according to Baer, are the specially designed rotor vanes apparent when looking at the narrow side of the rotor. The directionally-vaned rotor structure acts like a centrifugal pump, aiding greatly in cooling and fast temperature recovery in repetitive stops. In addition, National Aerospace Standard rotor hardware makes these rotors amazingly safe, which is why they can withstand racing and everyday use.

One point to note is that the Baer rear SS4+ Drag Brake system is not compatible with the factory parking brake. It does, however, use a very common Hawk (#HB540F.480) brake pad very popular with street performance Mustang fans.

In addition, brake calipers can be had in either clear (natural) or red coloration standard, or any of a rainbow of colors for an additional fee.

On the road In testing, the Baer Brake upgrade provided excellent stopping and retained all of the factory anti-lock braking features Ford intended. The reduction of weight is significant, especially since it is rotational weight that is magnified at higher speeds — so this is an exponential improvement as speed increases.

This also means there is less clamping force required by the caliper to stop the centrifugal force of the wheel due to the reduction in weight.

While this is hard to discern from behind the wheel, the reduction of force will help reduce wear and should shorten braking distance.

Better braking and 40 pounds less weight – that sounds like a winning combination.

Source: Baer Brakes, baer.com

Parts: Front — (PN# 2261041) 14-inch rotor, front EradiSpeed+ Rotor Rear — (PN# 4262695) 11.62-inch rotor, SS4+ Drag Race Brake System PPNDigital.com 65

Hurst high-performance parade hits high gear with the R-CODE Mustang Words/Photos Cam Benty

I

n performance circles, “R” model vehicles incorporate increased power and handling features designed to enhance the driver experience. Unfortunately, too often, cars and trucks wearing this prestigious letter are more about marketing than motivation. But, with the new Hurst Kenne Bell “R-CODE Mustang,” we can assure you it has earned its letter, exhibiting a race-bred legacy for hard-shifting, tire-searing performance.

The latest Hurst-monikered machine officially debuted at the SEMA Show last November, but it was not until recently that we had a chance to drive and fully experience the newest of the breed. Starting with a basic 2017 Mustang GT, the folks at GSS Supercars, captained

by Larry Weiner, have done a magnificent job moving this highly touted Ford from fast to fearless.

That’s not surprising when you consider Weiner is not only well-versed in performance upgrades from decades of car building, but he really likes cars.

While that may seem like a given, it is something glaringly rare these days in modern specialty car building. Clearly not just another cookie cutter tuner car cranked out by a group looking to make a buck, the newest Hurst-branded vehicle is a smile-widening experience.

GSS Supercars is the builder of record for the Hurst Kenne Bell R-CODE Mustangs, Hurst RPO SERIES Camaros, and Hurst GSS Challengers. Weiner and his team devoutly maintain the common goal of building reliable, fast, and great-handling cars carrying key Hurst-specific content.

Just like back in the 1960s, this Mustang features chrome-plated and gold-accented Hurst “Stunner” wheels, measuring 20x9 up front and 20x10 in the rear. Massive Nitto tires help with traction and handling, 265/35ZR20 to steer and 305/30ZR20 tires to motivate. And for those thinking what we are thinking . . . yes, a Hurst shifter is always present, standing ready for your command.

66 66 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 22

Dressed in Hurst Gold, the “R-CODE” Mustang is a 50-state legal machine – the latest in a long line of Hurst Performance vehicles.

PPNDigital.com 67 PPNDigital.com 67

You may miss it, but these very cool airflow-tuned side skirts are a functional addition that complement the dual intake hood and rear deck spoiler.

derneath, three-inch diameter tubing feeds a low-restriction Hurst cat back dual exhaust system by Flowmaster that’s capped off with a set of fourinch stainless steel dual-wall exhaust tips, which wear Hurst logos.

Accommodations

Boost with a bang For some vehicles, the massive tire sizing is more for appearance than traction. Not the case here. Using one of Weiner’s long-time project vehicle favorites when it comes to real world performance, Kenne Bell supplied the 3.2L, liquid-cooled supercharger that tops the 5.0L Coyote engine, boosting power from 435 to 750 hp via 10 psi of pressure.

One of the more impressive elements of this engine package is that 68 Power & Performance News / Vol. 8, No. 2

the Mustang is 50-state emissions legal, one of Weiner’s biggest mandates when building any Hurst-equipped muscle cars. Insuring exclusivity, production for the “R-CODE” 2017 Mustangs is limited to just 50 vehicles.

In addition to the Kenne Bell supercharger, supportive changes include a 4.5-inch fresh air inlet tube that drafts cool ambient air from just behind the front fascia, a Kenne Bell 168mm throttle body, along with increased capacity fuel rails and injectors. Un-

The current factory Mustang interior is one of the best performance cockpits around. To take it to the next level, Katzkin recovered the Recaro high-back bucket seats with Tuscany Leather, accented with center-mounted Hurst embroidered logos. To finish the look, both door panels and console lid carry matching multi-hued leather trim.

If there is a center focus to the interior, it has to be the Hurst six-speed Competition Plus shifter with a reverse lockout and white ball that juts from the factory console. The tight gate and short throw shifter makes gear changes a lock, which is very important when dealing with 750 hp underhood.

The Kenne Bell Supercharger is liquid cooled and measures a full 3.2 liters. With 10 pounds of boost, power output jumps from 435 to 750 hp — and more, if you like.

Body, basics, and beyond There is a great tradition when it comes to Hurst vehicles. One look at the Hurst Kenne Bell R-CODE Mustang and there’s no question this time-hon-

ored tradition has been adhered to faithfully. With all of the Hurst Performance vehicles, the signature gold exterior colorations are retained in some fashion. With the R-CODE Mustang,

The Comp Plus short-throw Hurst shifter and white shifter knob help control the six-speed manual Getrag transmission.

there is a predominance of Hurst Gold on various panels (including the valve covers), while for some cars, the gold is more accent than main body color. The R-CODE Mustang features a

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More aggressive profiles are available with Crane’s StreetMax™ Series.

To upgrade to this high performance level, a Crane Valve Spring Kit is required for additional spring travel and tension (Part #144317-1). These springs are an easy installation with our “on engine” replacement spring tools (Part #99472-1 and #99473-1).

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Larry Weiner and his GSS Supercars team are the backbone of the Hurst Performance Car line up.

high-quality PPG basecoat/clear coat Envirobase paint scheme.

The initial renderings of what the car would look like were developed

by Weiner, working with noted designer Jeff Dutton and award-winning artist/pinstriper Lil Louie. It was Lou-

ie who laid out the car’s final graphic treatment so that Rounsville Custom Paint in San Bernardino, California, could execute the intricate paint plan.

A clean-sheet-of-paper design, the front fascia on the Hurst Kenne Bell R-CODE Mustang, along with the side

skirts, grilles, and hood replace the factory parts. Out back, a distinctive rear wing and rear diffuser are unique to the vehicle, adding further exclusivity.

That front splitter does a good job cutting the air, but makes it extremely hard to negotiate grocery parking lot entrances. Hey, don’t take this car there in the first place! This is an R-CODE Mustang — Remember?

The custom hood has functional twin intake scoops that assist in moving fresh air into the supercharged engine bay. As noted earlier, the hood also gives a slight amount of additional supercharger space underneath, and just for good measure, gas assist shocks hold the hood up – so you can toss that factory hood prop rod in the trash.

Side splitters dress each of the rockers, and the rear deck wing adds significant downforce at speed, in addition to delivering terrific appearance merits.

Epilogue These massive Hurst Stunner wheels had been show-chrome plated and custom painted with Hurst Gold accents, especially for the Hurst Kenne Bell R-CODE Mustang.

70 Power & Performance News / Vol. 8, No. 2

To drive the new R-CODE Mustang is to witness the perfect blend of old and new. With all the high-tech features inside and out, this is a modern vehicle

A favorite of Larry Weiner, mastermind of the Hurst R-CODE Mustang, is the Katzkin make over. The Recaro seats are covered in leather and embroidered with Hurst logos.

that sports such great driver aids as traction control and ABS braking, just to hit the highlights. But, in addition to the navigation and great sound sys-

tem, the creators of the Hurst Kenne Bell R-CODE Mustang have not forgotten to include that old school, tails out, on-demand engine power that

snaps the neck and kicks the backside.

Of course, you can drive the Hurst Kenne Bell R-CODE Mustang in a moderate mode, too. It is docile in traffic and smooth when you are looking for a comfortable drive with passengers. But, should they be in for some fun, just crack the throttle, shift down, and remind them just how much fun driving can be. This is the R-CODE, baby!

Source: GSS Supercars, gss-supercars.com

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Tech TALK

Timing Options

With increased power comes need to properly control it Words/Photos Brandon Flannery

T

he difference between making good power and great power most often comes down to proper timing of valvetrain events. With two crankshaft revolutions per one of the camshaft, keeping these two synced, especially at high rpm, is imperative.

Timing sets have evolved through the years, and today’s engine builders

For most street engines, a “double roller” timing chain is a popular upgrade over the stock link belt or single roller chain.

72 Power & Performance News / Vol. 8, No. 2

have several options from which to choose. Obviously, the higher up the horsepower ladder, the more expensive the parts. But, choosing the right one for your application can go a long way in keeping the timing in check.

We asked several industry professionals for their input, and the pros and cons of each.

Many early engines used direct-drive timing gears on the cam and crankshaft. As they grew in size, especially in V-8s, timing chains began to appear. While noisy at first, Chevrolet in the late ’60s and early ’70s developed a quieter version with “nylon teeth” that reduced noise. However, they failed to withstand the racing

Each link of a “roller chain” uses a bushing on an axle for each end. This reduces frictional drag and overall wear.

abuse of aggressive cam profiles and related higher spring pressures, or increased rpm. Those teeth were replaced with cast iron and steel sprockets as a result.

The factory link-belt chains were flat stacks of alternating metal links that fit on a sprocket set. While strong enough for racing, the hinged ends of flat metal created a lot of friction. They were replaced by “roller” chains featuring a bushing on an axle for each side of the chain link — very similar to a bicycle chain. Single row chains worked well for factory horsepower, but soon led to a “double row” design aimed at reducing friction and increasing durability with higher valve spring and rpm demands of higher performance.

Racing is a constant evolution of finding the next weak spot and soon, the cast iron and steel sprockets were replaced with billet, as CNC equipment gained popularity in manufacturing and competition.

“When they got the heat treatment correct on the sprockets, the billet double roller timing sets, with all of their optional timing features, became very popular,” Crane Cams’ Allan Bechtloff elaborates. “The best ones used a German-made chain with JWIS stamped on each link, and we used them in the 1990s to race 500mile Winston Cup races. However, there was always a certain amount of chain stretch and deformity when it was dynamically in use.

“Smokey Yunick once told me he filmed timing chains in action with a high-speed camera and found a wave

or distortion would form with the variance in tension on the system,” Bechtloff continues. “This ‘slack’ in the chain would then change position and move around as the rpm varied. He theorized that the spark timing event for each cylinder would be slightly altered as this ‘slack’ in the chain moved its position on the sprocket. That’s why he liked gear drives over timing chains.”

Yunick was splitting hairs and looking for every ounce of power available. For many applications, a double-roller chain is an ideal blend

of affordability, reliability, and ease of installation.

“A heavy duty roller chain setup in a gear and chain-type timing set can offer very good durability, as well as being sealed up within the engine for applications such as dirt oval or offroad racing,” Chris Padgitt of COMP Cams adds. “Higher end versions of these offer multiple keyways for making camshaft degreeing easier and more accurate.

“Gear drives can be used in applications where very direct crankshaftto-cam motion is needed. They have almost no advancing or retarding of the camshaft through the rpm range.

However, they can add some harmonic vibrations to the valvetrain.

The gear drives do make a distinct noise that some consumers wish to have their engines make. There is no mistaking the whine of a gear drive.”

Gear drives generally come in two styles: dual-idler or “dog bone” versions, as offered by Pete Jackson, COMP, or Lunati; and single idler drives, such as those from Summer Brothers and Milodon. The latter pair require modification, while the dog bone style usually fits under a stockstyle cover.

Another area of concern for gear drives is the noise affecting computer-controlled engines with knock sensors. They can throw off the sen-

Billet timing sets offer more strength and stability compared to those with iron and steel gears.

PPNDigital.com 73

Adjustable timing sets allow the camshaft gear to be rotated in relation to the original position, to advance or retard the timing by a few degrees, for fine-tuning.

sors and cause the computer to retard the timing.

“At the Dairy Queen, a gear-drive can sound really cool,” Bechtloff says.

“Though now they make ‘quiet’ versions, gear drives had lots of noise and usually require machining and adap-

tation to the front of the engine for installation. Fitting one under a stock timing chain cover wasn’t easy.

“Gear drives can transfer vibrations, and in some cases, even create their own vibrational factor to the engine,” he adds. “They also have

a problem transferring crankshaft and camshaft vibrations, which can be witnessed in the stress on the harmonic damper and throughout the valvetrain.”

Belt drives were developed in the 1980s for Pro Stock racing. They take less power and generate fewer harmonics, and some can even absorb some vibration from the crank and cam. Continuing developments in belt technology have solved most of the pre-existing timing problems of noise, accuracy, durability, vibration, and timing stability, but one problem that remains is cost. A belt drive is substantially more expensive than its counterparts.

“A belt drive is best for racing applications,” Padgitt says. “The rubber drive belt helps to dampen some of the harmonics between the crankshaft and the valvetrain. One of their benefits is the ease of access to make camshaft degree changes, and even change the camshaft in the engine.

Other “dog bone” gear drives use twin floating idler gears. The idler assembly simply sits in place and is held by the front cover.

LS engines use a single roller chain from the factory.

COMP Cams makes a gear drive for LS engines. It uses one central idler gear in between the cam and crank.

74 Power & Performance News / Vol. 8, No. 2

Some belt drives are installed with a predetermined amount of tension.

Aftermarket timing covers like this one from COMP Cams have removable front covers that offer camshaft access without disturbing the oil pan seal.

This belt drive from COMP Cams uses an idler wheel to set belt tension. These also come in handy on blocks that have been line-bored or undergone any machining that changes the crank-to-cam distance.

This is especially helpful for those running superchargers or nitrous who make frequent timing changes.”

Other than high cost, Bechtloff doesn’t think there are any concerns for running a normal tension belt drive on the street. “After all, most all new modern engines have some sort of rubber serpentine timing belt in them from the factory.”

Though some racers are still hes-

itant about belt stretch, there is a lot of science behind today’s belts, in the materials, belt tension, and the shape (or profile) of the tooth that gets involved in the dynamic functionality of these systems.

“Over the years, many hours of research went into correcting the stretch-like effects seen in testing,” Bechtloff says. “One solution for highend NASCAR teams was to install the

belt with increased tension between the pulleys. It was then measured to see what that tension equated to, almost like a guitar string. The belts were put in with increased tension so at high RPM, there was less distortion or stretch to the belt.”

Several of today’s systems use this “tension fit,” while others offer an adjustable tensioner wheel that acts like an idler. They are particularly popular in engines that have machining (like line boring) that may alter the distance between the cam and the crank.

From mild to wild, depending on how critical your valve timing and rpm range needs are, there are several options from which to choose.

Like everything else, the faster you want to go, the more it costs. However, the added investment in the right setup for a specific application can save money between time and damaged parts in the long run. Do it right, do it once. After all, timing is everything.

Sources: COMP Cams, compcams.com; Crane Cams, cranecams.com

FRANK’S

LOTS OF CHEVY PARTS We ship

Lots of Chevy, CheveLLe, Nova, Camaro, Corvette parts.

‘54 to ‘79, large variety, most anything.

Also Steering Wheel Restoring, Steering Column Restoring.

Polishing, Straightening of all types of Moldings.

VIN Tag, Title Info.

Nomad Parts.

55-‘57.Rivets.

For dyno-testing and high rpm racing applications, belt drives are usually the hot setup for timing reliability.

Call 715.325.6015

Email Joslin1@charter.net

76 Power Power&&Performance PerformanceNews News/ /Vol. Vol.8,8,No. No.22 76

XPERIMENTAL

BREEDING Twin superchargers power this unique AMX Words Cam Benty | Photos Shawn Brereton

F

or those folks who still remember the American Motors Corporation, it is probably for having produced the Jeep, one of the most profitable models in the history of American-made vehicles. While AMC is long gone, in the late 1960s, a group of rogue corporate executives (visions of Don Draper from the Mad Men TV series come to mind) looked to cash in on the exploding market for hot performance muscle cars.

This was a huge gamble for AMC, which at the time was best known for safe and economical passenger vehicles — the stuff Don Draper would never have driven.

This ’69 AMX is highly modified, despite retaining the factory sheetmetal. The cool graphics are a nice touch.

PPG paint materials were exclusively used.

PPNDigital.com 77

The success of the first generation Mustang in 1965 was clearly recognized by the corporate heads who put pen to paper (no CAD rendering machines back then, remember) and developed a pair of prototype concept cars, the fiberglass two-seat AMX and a four-seater AMX II. Crowd response was amazing, and the American Motors eXperimental “AMX” was born.

The first production AMX arrived

in 1968, powered by three different V-8 engines ranging from 290 to 390c.i. and backed with either a fouror three-speed automatic transmission. To further capture Camaro and Mustang buyers, the AMX features a host of key performance features, including performance wheels, traction lock rear end, and fat, raised white letter tires.

While the rear seating of the CaFrom every angle, this AMX is cool. The Dodge Metallic Red graphics make this a totally oneof-a-kind muscle car.

Now, there’s something you don’t see every day. This 401c.i. AMC V-8 is equipped with a pair of TorqStorm superchargers that blow through FAST throttle bodies mounted on an Edelbrock Cross-Ram intake.

78 Power & Performance News / Vol. 8, No. 2

TorqStorm superchargers feature a unique compressor wheel that builds boost fast at low engine speeds — often as early as 1,850 rpm — and maintains conspicuous momentum throughout the rev range. Available in single or twin units, both superchargers tuck nicely underhood with no external modifications.

Detonation is kept at bay with a Snow Performance water-methanol injection kit.

Massive 295 KDWS BFGoodrich tires wrapped around TSW Nurburgring wheels take up the rear. Wilwood six-piston calipers work well with drilled oversize rotors.

As functional as it is nice looking, the ’69 AMX has received a host of upgrades, including a brace of AutoMeter gauges in the dash, FAST XFI Sportsman control module in an easy-to-reach location, upgraded stereo, Lecarra wheel, and MGW short-throw shifter.

maro, Mustang, and other pony cars of the time were of questionable use, the 2+2 theme body style and 108-inch wheelbase was consistent with this grouping of vehicles. The 1968 AMX broke from the pack, available only as a two-seater vehicle — the first such production vehicle since the 195557 Ford Thunderbird. In effect, the AMX was more of a competitor for the Chevrolet Corvette. Surprising? Bet you didn’t know the AMX featured a

wheelbase of 97 inches, one inch shorter than the 1963-82 Corvette, and a full five inches shorter in overall length than the ’68 Camaro and Mustang.

AMX upgrade Justin Weirich from Wright City, Missouri, was not originally a big AMX fan, but clearly grew to be one, as the cool ’69 AMX pictured here will attest. In fact, Weirich was more of a Jeep fan, his classic CJ7 powered by a

hand-built 401c.i. AMC engine. While his Jeep was cool, he eventually sold it to his father, but kept the 401 with plans to drop the big V-8 into an AMC CJ8 Scrambler. As projects go, he lost interest in the Scrambler, traded it for another vehicle, and the 401 continued to spend time stored in his garage.

The cool nature of the AMX was not foreign to Weirich, as his wife’s uncle and his cousin both drove these unique American Motors products. But, it was after he spent some time driving one that he was hooked. A quick search of the internet revealed what seemed to be an AMX for sale that could work out. As is the case, more often than not, the seller far overstated the con-

The AMX strikes an impressive pose with huge tires and wrinkle-finished bumpers that tuck into the body. A pair of 40 Series Flowmasters set the tone.

PPNDigital.com 79

AutoMeter gauges replace the factory dash layout, visible behind the custom steering wheel.

The carbon fiber treatment applied to the dash and console add a cool purposeful look. Seating consists of Corbeau highbacks.

dition, and a long trip from St. Louis area to Bowling Green, Kentucky, resulted in nothing useful.

Within a day of returning home, another AMX was discovered very close to his home. This trip was much more fruitful, and the new AMX was soon fitted with Weirich’s 401c.i. engine. The 90-percent 80 Power & Performance News / Vol. 8, No. 2

rust-free AMX was already set up with the factory four-speed manual transmission — another plus to the locally purchased machine.

Not new to the club While the AMX was a first for Weirich, building seriously fast street and race cars was not a new thing.

An aerospace tooling fabricator by trade, he found car building, by comparison, was not brain surgery. If diversity is a good thing, then Weirich’s diverse line up of cool cars is the ultimate. His portfolio of builds includes a Q-Code 428 Mustang (a convertible with fastback quarter panels hung on it to give it a better shape), a ’68 Camaro with LS3 power, and a ’51 6.0 LS-powered Willys pickup truck — just to hit the highlights.

In addition to the past builds, Weirich is currently building a ’65 Mustang fastback with late model GT500 Shelby power and “everything billet offered by the Ringbrothers.” (Side note: Weirich was all set to come and work for the Rings a few years back, but the birth of a child changed his mind and he decided to stay in the St. Louis area.

Regardless, Weirich and the Rings remain good friends, and the option to head north to work for the famous brothers is still on the table.)

AMX with a twist With AMX in hand, Weirich set about building his unique vision for the car.

In went the 401c.i. engine topped with one of the 50 factory reproduction Cross-Ram intake manifolds built by Edelbrock. Of particular note are the individual Mallory coil packs that

To fire each cylinder with the most efficiency, Mallory coils are stationed above each plug and fired by the Mallory Fire Storm controller.

Commanding each brake caliper is the Wilwood master cylinder, which is non-power assist. To the right and down below is an adjustable proportioning valve which allows fine-tuning of brake bias.

allow for efficient firing of the spark plugs. Twin FAST EFI throttle bodies and a FAST XFI Sportsman ECU keep fuel management in check, while stainless long tube headers and Flowmaster 40 series mufflers handle the exhaust duties.

Not long after the AMX first fired, Weirich made a trip to the Goodguys Show in Columbus and spotted the TorqStorm display booth, intrigued by the unusual supercharger design.

A tech walk-through of the product at the booth convinced him of the supercharger’s merits, but he was concerned whether they had a fitment for his rare 401c.i. engine. To cut to the chase, they did not – but they do now.

Using his 401c.i. engine as a template, TorqStorm now offers such a

package. Today, Weirich’s AMX sports a pair of superchargers, which blow through the FAST throttle bodies and crank out a ton of power, while making for a most unusual underhood configuration.

The drivetrain features a Tremec close ratio six-speed transmission, which feeds power to the 8.8-inch Ford rear end fitted with a limited slip and 3.73:1 gearing. The front suspension is bolstered with a Control Freak Tubular Front K Member with double-adjusted Viking coilover shocks. In the rear is a Control Freak triangulated four-link with Panhard bar. Viking shocks stand at the ready here, as well.

Up front, Wilwood six-piston Ultralight Race version calipers provide maximum stopping power, followed in the rear by Mercury Mountaineer single-piston calipers. BF Goodrich KDWS NT 255/35ZR18 tires wrapped around TSW Nurburgring wheels provide excellent traction. In the rear, 295/35R18 tires fit well due to the addition of quarter-tubs that provide adequate tire clearance.

Draped in PPG Ford black paint — applied by Weirich and his father — and accented with Dodge Metallic Red stripes under satin clear topcoat, this AMX is truly one of a kind. Inside, Corbeau Baja RS reclining suspension seats and door panels by Legendary Interiors surround the Lecarra LSW Mark 9 steering wheel and T56 MGW short-throw shifter.

Don Draper would be proud.

PPNDigital.com 81

Tech TALK

Smooth As Glass Fesler ‘Flush-Mount’ glass installation Words / Photos Chadly Johnson

W

ith cool cars, it’s the details that really impress today’s discerning car builders. In the case of our ’68 Firebird, this flush-mounted windshield is an almost mandatory modification if you plan to play at the top levels of custom car show competition.

Flush-mounted glass is a great way to give your classic muscle car a sleek and modern look, but it does come with a fair amount of work and need for a clear understanding of the key techniques. Classic muscle cars were obviously never designed for flush glass, so the factory window openings will need to be reworked to accommodate the new modern glass and trim.

Remember, classic muscle car window surrounds were

82 Power & Performance News / Vol. 8, No. 2

accented with bright trim pieces that hid critical attachment components, like window clips and weather stripping.

These elements are not used with flush glass installations.

For this reason, you will need to “build” the metalwork around the glass to take up this margin.

Lucky for us, MetalWorks Classic Auto Restoration was available to walk us through the steps involved to install Fesler’s new flush glass in their 1968 Firebird. While this may be over the “pay grade” for some bodywork technicians, it does show the levels folks are going to when upgrading these classic machines. Watch and learn!

Source: MetalWorks Classic Auto Restoration, metalworksclassic. com; Fesler, feslerbuilt.com

As noted earlier, all of the areas previously covered with trim will need to be filled. The gap at the bottom of the A-pillar is the most complex part of the modification.

With the rear window set in place (noted in above images) to check fitment, you can see we are too tight on the corners and too loose on the edges.

To fill the gaps along the sides of the rear window, we fabricated a filler piece and welded it in place (top of page).

Note the difference in look between the two photos immediately above and to the left.

PPNDigital.com 83

With the body now painted, we measured out a number of points around the windshield, installing rubber blocks to shim the windshield to proper height. We marked the depth of the window channel at each location. We then measured the thickness of the glass and subtracted it from the depth of the channel. The result gave us the necessary thickness for each of the rubber bumpers. After determining the thickness of each rubber spacer and trimming them, we glued the spacers into place.

Our new Fesler windshield was tempered and tinted, a major step up from the factory original muscle car glass.

For more info, search “Flush-Mount Windows” on PPNDigital.com

We had to get creative when it came to the cowl at the lower windshield trim. The lower screws could still be used to mount the cowl, so with those in place, we aligned the cowl to the hood and fenders, and then drilled through the cowl and into the body. We then enlarged those holes and filled them with grommets on the body and welded elevator bolts in place on the underside of the cowl. Nuts were used to set the height of the cowl.

84 Power & Performance News / Vol. 8, No. 2

Here, we install Urethane pinch weld primer to the body.

To make sure the windshield does not slip down, we added some temporary rubber stoppers at the base of the windshield.

After taping off the windshield, we applied urethane weld primer to the glass.

Next, we applied Urethane window weld in a “teepee” shape — after cutting the applicator tip to allow it to deliver increased flow.

And here is the finished product. As we mentioned, it’s a good amount of work, but totally worth the effort if you want that modern, clean look.

We also added an internal edge dam so nothing would ooze out and show.

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Setting the windshield into place, we applied tape to the glass to help hold it in the proper location.

madisonclassics.com (608) 244-8416 PPNDigital.com 85

Sexy Mopar marketing circa 1969 Words | Photos Larry Weiner and Mr. Norm’s Collection

W

hen it comes to performance, there is no question 1969 was a very good year for buyers of fast cars. Muscle cars roamed the streets in ever-increasing numbers, and it seemed as though the party would never end.

86 86 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 22

The Dodge White Hat Special ad campaign was pure eye candy for the enthusiast, thanks to the captivating appearance of the 1969 Charger, especially when accompanied by a pretty girl in a mini dress, Go-Go Boots, and a white hat.

PPNDigital.com 87 PPNDigital.com 87

The legendary dual quad 426c.i. Hemi needs no introduction. It was and continues to be the standard by which all performance engines are measured.

After the record sales Dodge enjoyed in ’68 (thanks in no small part to a fresh lineup of great-looking B-Body muscle cars marketed under the catchy “Run With The Scat Pack” moniker), the edict for the new year was “why mess with success?” Enthusiasts were undeniably enamored with all of the Mopar models, but none made a bigger splash than the incredible new Charger. Entering its sophomore year of the second generation body style, the Charger continued unchanged, other than details such as a new split grille and revised tail lights.

Dodge advertising reflected the times, and beautiful girls were an integral part of the marketing. For 1969, the slogan was Dodge Fever, and the model chosen for the campaign was Joan Parker. A wholesome little pixie, she quickly became the face of Dodge in television, magazine, and newspaper ads, in addition to appearances at automobile shows and events around the country. Wearing a white mini dress, chain belt, and Go-Go boots, Parker exemplified the look of the flower power era and was a perfect fit for ads promoting the youthful-looking Dodges.

88 Power & Performance News / Vol. 8, No. 2

The original fender tag tells it all. XS29 stands for Charger R/T. In the J9B segment, the J represents 426 Hemi, 9 is for 1969, and the B is for the Hamtramck plant in Michigan. The last six are the sequential serial number.

Yeah, it’s got a Hemi! The door emblem leaves no doubt as to what’s under the hood.

Among the challenges automakers faced after the new models debuted in the Fall of ’68 was how to keep the excitement going throughout the model year. Madison Avenue ad agencies often came up with seasonal ad campaigns to drive sales. In the spring of ’69, Dodge launched the White Hat Special promotion, which focused on accessory packages offered at a discounted price.

White Hat Specials were available on Chargers, Coronets, and Darts. “Enhancing” the ads was Parker’s smiling face in her trademark white mini dress and matching Go-Go boots. To tie the promotion in with the Dodge White Hat Special tag line, she even sported a white cowboy hat.

At the Muscle Car and Corvette Nationals, we spotted a spectacular 1969 Charger R/T on display. An

The white interior features the factory Rally cluster, buckets, console, and a Hurst Competition Plus shifter commanding the four-speed A-833 transmission.

New for 1969 was the split grille. Hidden headlights were all the rage in the late 1960s and made the “newest” Charger look even wider.

For more, search “Mopar Marketing” PPNDigital.com

Joan Parker (left) was the face of the Dodge Fever ad campaign back in 1969. Here is a shot of Parker simulating a two-gun pose and Debbie Weiner reprising the pose four decades later.

original numbers-matching 426 Hemi, equipped with an A-833 four-speed and Dana 60, this B-5 Blue stunner represented the ultimate Charger in terms of both looks and performance.

We were so enamored with this Mopar that we tracked down owner Ted Wolff and set up a photo shoot.

A car of this caliber deserved a special backdrop, so we tracked down a real ’60s-style drive-in restaurant, Superdawg in Wheeling, Illinois. This piece of Americana has the obligatory drive-thru, along with spaces where you can park, order your food over

an intercom, and be serviced by a real carhop on roller skates. Our thanks to owner Laura Berman for letting us photograph at this location.

The theme of the shoot centered on capturing the mood and visuals of the original White Hat Special and Dodge Fever marketing campaigns.

We knew from experience that choosing the right vehicle was a key element in achieving our goal, and the Charger was the perfect candidate with its white vinyl top, white bumble bee stripe, and a white interior, all of which perfectly contrasted with the

flawless B-5 Blue paint.

The other part of the puzzle was a girl who could stand in for Parker, the original Dodge Fever model. Fortunately, we had the perfect person with Debbie Weiner, our very own Dodge Fever Girl.

We met up with Wolff at his home, where the Charger sat in the driveway basking in the warm summer sun. We followed him to Superdawg, and listening to the big, bad 426 Hemi going up and down through the gears was all it took to get us juiced up. The location was perfect, the Charger was photogenic, and Debbie added just the right touch to the period-perfect recreation.

Sources: Ted Wolff, showyourauto.com; Superdawg, superdawg.com PPNDigital.com 89

Tech TALK

Adjustable Starter

Installing PerTronix’s new line of Contour Starters Words/Photos Cam Benty

The PerTronics starter is far more elegant than the factory LS starter and features high-torque Nippondenso internals and gearing.

In position and ready for wiring hook up, the starter looks great and should handle anything the LS3 engine requires.

E

xhaust headers are the devil. I mean, really.

Any performance engine these days is usually equipped with headers to extract the highest amount of horsepower possible. But in most cases, they come with a huge number of headaches, since they snake their way through the engine compartment, wrapping around the steering column and flowing between the frame rail and the fender well to their final exit. So, when it comes to starters, getting one to fit can be hugely problematic.

Enter the PerTronix Contour Starters that are, at the very least, the coolest looking starters to come along in a very long time. But, in addition to striking good looks, they feature powerful Nippondenso electrics with a 4.4:1 gear ratio and more than 200 lb-ft of torque (your Prius should be jealous). What this means is if you have a high-compression engine, these starters are more than up to the task of spinning them, regardless of heat soak or external temps.

Equally impressive is the starter mount technology. Each starter is fitted with a mounting plate that can be adjusted to allow rotation of the starter to avoid such things as — you guessed it — header tubing. In addition, you can angle the starter to increase the degree of ease for wiring harness hook up, another super nice feature.

Standard starter bolts were used to bolt the starter to our LS3 engine. PerTronix includes instructions on how to check for proper starter gear engagement during installation. Our starter fit perfectly on the first check.

In our testing, we rotated the starter for our engine in every angle possible, the starter’s adjustable mounting block attached to the starter with a pair of Allen screws that can be 90 Power & Performance News / Vol. 8, No. 2

Two Allen screws hold the mounting plate to the starter body. They are accessed through these holes.

The starter can be “clocked,” allowing you to turn the starter away from headers and more easily route wires. These two photos demonstrate the wide range of adjustment possible.

easily removed and re-inserted at the requested mounting plate angle. Be careful after the Allen screws are loose, as the entite mounting block and starter will come apart. No worries, just place the check ball in the center spring and you are back in business. We suggest using a magnet to remove the screws, rather than our more involved technique.

The PerTronix starter is available in a wide range of fitments, including small- and big-block Chevy, GM LS engines, Ford 221-302/5.0L, 351W and 351C, Mopar small and big blocks, L6, 318 poly, and Olds/Pontiac engines. While our starter was high polished, they are also available in black powder coat finish.

Source: PerTronix, pertronix.com

Tech TALK

American’s Got Talent Crossmember designed for universal application Words/Photos Cam Benty

I

n the past, transmission crossmembers were not very flexible. Most of the time, they were a one shot deal with no room for adjustment, unless you fabricated a new one or slotted the original factory holes. Classic Corvette C2 crossmembers were the worst, since they were welded to the frame with adjacent holes that served as a pass-through for the exhaust. That was really not very nice of those Corvette engineers when you think about it.

In the world of universal aftermarket components, few automotive parts have the adaptability we found with American Powertrain’s universal aluminum adjustable crossmember. For custom builders looking to provide support for their transmission, automatic or manual, this is certainly the best solution we’ve seen. The X-Factor Stretch

This is the basic kit, available in three sizes to bridge an assortment of frame gaps. The included frame mount plates are very versatile and made from the same 6061 T6 aluminum.

not only allows you to adjust for the proper point in the trans, front to back, but also allows for creating the proper angle of the driveshaft within the vehicle (up and down), which promotes proper U-joint health (sounds like a toothpaste ad, but it’s really important.)

The X-Factor Stretch Crossmember comes in three sizes, allowing it to bridge 20- to 26-inch, 26- to 32-inch, and 32- to 34-inch frame rail gaps. The crossmember comes with assorted brackets that connect to the frame, as well. Each bracket is slotted to allow for maximum adjustability, so for racers who might change to different transmissions, this system is more than compatible.

Built from hot-pressed 6061 T6 aluminum and powder coated in metallic silver, the unit delivers a great functional look. Steel end supports and Grade 8 hardware make it more than strong, but still light enough for racing applications.

In our install, we were faced with a number of real problems, not the least of which were custom pre-welded plates that jutted from our frame. We slightly modified the mounting plates (not necessary in just about all other situations) to clear these obstructions and bolted up the Rockland Tranzilla six-speed without issue.

It’s a thing of beauty. All of our judges agree!

Sources: American Powertrain, americanpowertrain.com We utilized the original transmission mounts to bolt up the Rockland Tranzilla six-speed. The X-Factor crossmember allows for lots of adjustment of transmission position, both front to rear and up and down, in the chassis.

Even our trusty helper for the project, Mark Oja of Custom Rod Garage in Huntington Beach, California, was impressed with the X-Factor crossmember.

The X-Factor Stretch Crossmember was perfect for our complex transmission mount challenges. We used the American Powertrain-supplied plates and bolted them to the mounts that were installed by a builder prior to our ownership.

PPNDigital.com 91

Tech TALK

Coyote Beautiful

5 cool bolt-on parts to make your Ford howl Words Cam Benty

F

ord’s Coyote engine is arguably the best 5.0L to ever wear the Blue Oval emblem. With advanced engine electronics and state-of-the-art mechanicals, making big, reliable power has never been easier. Appropriately enough, the Coyote platform has been the focus of an ar-

mada of performance aftermarket engineers during the last eight years, all seeking to improve its output. Today, there are a ton of performance “bolt-on” parts that help owners upgrade their engines. Five of them are listed below. So, what are you waiting for — fire up!

Edelbrock Victor II 5.0L

The Victor intake manifold “family” has been one of Edelbrock’s most popular because of its amazing power generation properties. Their newest Victor intake fits the 2011-17 Ford Coyote 5.0s, combining long, tapered, crossover-style runners with a large plenum for outstanding performance. An important design element was making the new Victor fit under the hood of the 2011-17 Mustang – mission accomplished!

Proof of the Edelbrock engineering staff’s prowess is the dyno numbers: 27 additional lb-ft of torque (when compared to an aftermarket performance intake) and 16 more horsepower than the stock Ford intake.

That’s truly amazing.

Built from high-quality aluminum, the Victor intake is ideal for nitrous, supercharged, and turbo applications and includes provisions for all emissions equipment. Best of all, it is an easy installation and incorporates the stock fuel rails. The Victor II also features nitrous bosses for adding a direct-port system for competition applications. “Vic” Edelbrock Jr., the legendary leader of this performance brand, can be proud of the intake manifold named in his honor. edelbrock.com 310.781.2222

FAST Valve Timing Control Module

Ford Coyote engine builders looking to upgrade their camshaft profiles, but retain the highly complex Variable Cam Timing (VTC) system used by Ford have encountered major issues trying to do so. In many cases, engine builders were previously forced to lock down the VTC to avoid damaging valve overlap, to the detriment of the engine’s off-idle torque and drivability.

The new FAST Valve Timing Control Module fixes all that by allowing the ECU to control the position of the camshaft phasing. Intake and exhaust cam position can be tuned separately through the FAST C-Com software, hitting the sweet spot between cam profile position, rpm, and load. The VTC Module also allows for full control of valve overlap, resulting in excellent idle sound and efficient power throughout the rpm range. fuelairspark.com 877.334.8355 92 Power & Performance News / Vol. 8, No. 2

Turbonetics EcoBoost Turbo

Okay. This is not for the Coyote, but because of the extreme popularity of the Ford 2.3L EcoBoost four-cylinder engine with Ford enthusiasts, we thought this upgrade – a true bolt-on – worthy of note here. The EcoBoost Mustang is an excellent-handling machine with reduced front end weight and very good fuel mileage. But, if there is one thing Eco Boost owners want, it’s additional power.

Turbonetics does a wonderful job building turbo systems for a large number of applications, but this one resets the bar. How about a bolt-on turbo that replaces the stock unit, is 50-state legal, and can increase power up to 520 hp using a special custom tune program. Using a high-efficiency NX2 compressor and turbine wheel, this system delivers more horsepower and better throttle response time, key points any driver can appreciate.

Key elements that make the Turbonetics EcoBoost turbo system special include: • Dual Ceramic Ball Bearing for high durability • Investment Cast HK30 Stainless turbine housing to withstand high heat • Divided twin scroll turbine housing for improved throttle response • Ported shroud compressor housing for enhanced compressor map width • Includes new gaskets and silicone couplers popular intakes (aftermarket or stock intake systems) • 1 year No Fault-No Hassle Warranty turboneticsinc.com 805.581.0333

Ford Performance R2300 Supercharger

In the world of power adders, supercharging is a Ford fan favorite. Ford Performance knows something about supercharging the Coyote engine and has perfected the art with a 2.3L Twin Vortices Supercharger kit. The R2300 Supercharger features new four-lobe rotors with high-flow inlet and outlet ports. This results in increased thermal efficiency, greater volumetric capacity, and 50-state emissions legality.

Developed by the folks at Roush Performance, the system was designed for use on either automatic or manual transmission applications. With 9 psi of boost on 93-octane fuel, the supercharger kit nets 670 hp – something every late model Mustang fan can appreciate. The system includes all of the hardware and complete instructions for at-home installation.

Other key features included in the kit: • Dual 60mm electronic throttle body • Air inlet system • Complete air-to-liquid intercooler system (pump, heat exchanger, and reservoir) • Drive belt: FEAD 6-rib system • 47 lb/hr, six-hole, high-impedance fuel injectors • Ford Performance ProCal tool (requires laptop and internet access) with performance calibration for significantly improved throttle response and performance feel performanceparts.ford.com 800.367.3788

ZEX Perimeter Plate Blackout Nitrous

When it comes to adding nitrous to modern fuel-injected engines, the challenges can be daunting. ZEX Nitrous has tailored its popular Perimeter Plate Blackout Nitrous System to make boosting a Coyote engine easy. This is done with a specially designed billet aluminum plate that bolts up to the down-wind side of the throttle body and also serves as the base for the solenoid/controller mount. The kit comes with a wiring harness and complete instructions for easy integration.

The perimeter plate features 12 injection ports that create a perfect blend of nitrous and fuel for peak performance. In addition, the injection ports are machined at an optimized angle so the fuel/ nitrous mixture is injected into the center of the intake plenum, ensuring equal cylinder distribution.

What more could you ask for? zex.com 888.817.1008 PPNDigital.com 93

Put it to the TEST POWERHOUSE

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The steel Powerhouse Products V-style head holders are designed to securely hold cylinder heads in place while performing modifications or maintenance. They are great to have during tasks such as disassembly and porting. The best thing about these aluminum head holders is they allow the cylinder heads to be positioned and rotated as necessary and are handy for holding camshafts and crankshafts. Also available in cast aluminum.

Sturdy flat bases Rubber padding Sold in pairs

We did a little hand-lapping on our valves, and the stands worked perfectly. They didn’t wobble or move across the bench.

The lightweight stands are well-made and store easily. They are sold as a pair.

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BUY ONE: AROUND $45 Powerhouse Scoggin-Dickey Summit UltraRev.com

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94 Power & Performance News / Vol. 8, No. 2

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Well worth the money if you’ve ever tried to monkey a head around on the workbench. The rubber padding works well for grip and cushioning, and the bases are wide enough to be stable. If you mess with even one set of heads, these are a wise investment.

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Incorporating the latest technological advancements, FAST® E6 Ignition Systems are hand-built to provide better and more consistent performance when compared to the “other guys.” The FAST® E6 Capacitive Discharge Ignition will equip your engine with high voltage from cranking to redline. A series of sparks at lower RPM offer quicker starts, smoother idle and

APPLICATION:

For easy installation, all FAST® E6 Ignition boxes utilize the industry standard mounting footprint, and they are compatible with other brands of coils, plug wires and distributors. The E6 is compatible with any car-

bureted or fuel injected 4-, 6- or 8-cylinder engine and is ideal for street, strip and track vehicles.

Should you need technical support, FAST® is always here to help, even on Saturdays when the other guys are nowhere to be found.

Regardless if you are powering a street performance or all-out race application, FAST® ignition should be your next ignition system.

Welcome to a new era in ignition.

E6

E6 W/ REV LIMITER

E6 W/DUAL STAGE REV LIMITER

E6 CIRCLE TRACK

Street Rods/Muscle Cars

High HP Street Cars

Street/Strip

Circle Track & Extreme Duty

X

X

X

X

Rev Limiter

X

X

X

20° Start Retard

X

X

X

Weathertight Connector

X

X

X

Vibration Mounts

X

X

X

Legal In All States, CARB E.O. Approved

X

X

X

PART #:

#30642

#6000-6400

#6000-6424

#6000-6700

MATCH WITH OUR PERFORMANCE COILS, XDI DISTRIBUTORS, FIREWIRE® PLUG WIRES AND MORE! 1.877.334.8355 • WWW.FUELAIRSPARK.COM • #GOFASTER

9747t

FEATURES

Carburetor & EFI Compatible

improved throttle transition. Full voltage beyond 3,000 RPM increases midrange and top end power. It can be triggered with breaker points, amplifiers or magnetic pickups and features a clean RPM signal for EFI and aftermarket tachometers.

2620 Saradan Dr. • Jackson, MI 49202 800-777-8172 • melling.com

SB CHEVY BILLET SHARK TOOTH OIL PUMPS Melling Performance: Powering Engines Since 1946

CIRCLE TRACK OIL PUMPS HIGH VOLUME 10050ST-700CT STANDARD VOLUME 10055ST-700CT

STREET & STRIP OIL PUMPS HIGH VOLUME 10050ST-750SS 10050ST-825SS STANDARD VOLUME 10055ST-750SS 10055ST-825SS

Our pumps are designed, engineered, and manufactured in the USA. Visit YOUTUBE.COM/MELLINGENGINEPARTS to see tech tip videos about these oil pumps and more.

SHARK TOOTH TECHNOLOGY