Power & Performance News Winter 2016 by Xceleration Media

HAIL TO THE KING: A FITTING PETTY TRIBUTE

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SMITH’S EXCELLENT MONTEREY ADVENTURE • MANNIX CUSTOM DART – FOUND! PPNDigital.com 1

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Bench RACING FROM THE EDITOR Cheaters sometimes win? Most great story ideas are rooted in conversations that start off with a couple of folks just talking about nothing. Such was the case when talking with Mike Thermos, founder of Nitrous Oxide Systems, at an event at the NHRA Museum in Pomona, California. While bench racing about the old days, Thermos tossed this out: “Hey, I really need to write a book about all the different ways we hid nitrous bottles and systems back in the early years.” Great idea! So, with that germ of an idea, I asked Jeff Smith to send Thermos to the confessional and reveal how he helped some of the stars of the sport sneak nitrous oxide into their race cars. The result is what resides in our Winter issue as one of the centerpiece articles. But, in addition to making for fun reading, the story made me think of all the fringe modifications racers have gotten away with through the years. King of the cheaters had to be Smokey Yunick, who is well known for such gems as the 7/8-scale ’67 Chevelle he built for stock car racing, or the way he turned sections of his rollcage into a fuel tank to reduce the number of pit stops required during a race. His legacy for bending the rules and innovative car building is well documented and well worth a Google search. In the 1960s, the Penske Racing team was highly successful in Trans Am competition, their efforts documented in a famous racing book entitled “The Unfair Advantage.” In the book, it notes all of the things they did to win with the Penske/Donohue Camaros. While I would not consider most of these upgrades as cheating, it showed the innovative spirit of beating the competition at all costs. A good friend of mine knows a lot about bending the rules. Back in the 1980s, he was running a well-sponsored Showroom Stock factory race team and was looking for ways to put them ahead of a very competitive field. But, what happened to him was near disaster. While standing next to his car on the starting grid, he was shocked to find out they were doing a last minute catalytic converter check by sniffing the tail pipes. His problem: He had drilled out the cat for more power since the tech inspections in recent races had omitted this test. He informed his boss what he had done, who became so enraged that he walked off, telling my friend to fix this — or else. About a half hour later, the boss returned and the car had an approved sticker on the windshield noting that it passed inspection. When asked how the car had passed, my friend lifted up his pant leg revealing one of his socks was gone. When my friend spotted they were only checking the right side of the dual exhaust tips, he ran the sock up the pipe, all but completely plugging the tube and, in turn, negating the emissions. He called that thinking on his feet . . . But, the more I discussed the nitrous cheats story idea, the more racer tricks that flooded out, triggering an idea for our readers. We would like to hear from you about how you got away with cheating in the past. So, where did you stick the nitrous, the extra tank of fuel, or, in the case of my friend, the sock? Please go on our Facebook page and let us know. We’ll think of something special to send your way if you receive the most comments by our next issue. I’m anxious to hear . . .

Group Publisher John Nichols Editorial Director Cam Benty Senior Tech Editor Jeff Smith Tech Editor

Richard Holdener

Contributors Brandon Flannery Jim Greeves Steve Sanford

C. Van Tune Jim Maxwell Dan Hodgdon

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

Copy Editor Production Art

Cindy Bullion Hailey Douglas Jason Wommack

Power & Performance News is published biannually to promote hardcore automotive performance as well as recognize the parts and services from participating manufacturers. The magazine consists of dedicated information from partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to automotive enthusiasts. 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. Printed in the USA.

ON THE

COVER HAIL TO THE KING:

A FITTING PETTY TRIBU TE

This convertible 2016 Camaro sports a host of HIGH-SPEED Granatelli-inspired changes that make it a force to be recognized. WEB

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PPN2016-4

VOL. 7, NO. 4

Cam Benty

Staff Operations Director Shawn Brereton

HOW TO

• UPGRADE TO • CHEAP VACUUM ELECTRONIC GAUGES BOOSTER FIX • LS3 CYLINDER HEAD • DIRT-FREE UPGRADE SANDING TOOL

SMITH’S EXCELLENT

TECH TIPS

Welcome

MONTEREY ADVENTU RE •

MANNIX CUSTOM DART

–F

TECH 26 TOP 15 RED HOT TECH TIPS

FEATURES 20 A PRIVATE EYE’S DREAM RIDE

40 HINGING ON GREATNESS

34 2016 GRANATELLI CAMARO VERT

44 MAKE BODYWORK SUCK MORE

48 ONE SUPER BIRD

56 GIMME A BOOST

60 GITTIN IT DONE

72 EN-GAUGING UPGRADE

62 SKETCH PAD WITH STEVE STANFORD

84 ETHANOL EFFECT

78 40TH ANNIVERSARY FACELIFT

92 SOUND CONTROL

86 ALL IN THE FAMILY

94 FACTORY FAST

100 MONTEREY MUSING

104 STEPPING UP

120 K IS FOR KOOL

Jeff Smith’s trickiest tips yet! Tri-Five billet hinge upgrade

Dust Extractor cleans up your shop

Inexpensive power brake vacuum cure Muscle car gets electronic gauges Your fuel system may be at risk ’71 Firebird gets Dynamat treatment Finding power in LS3 head upgrades Resurrecting a big-block Chevy

110 HIDING HORSEPOWER

Nitrous oxide changes the face of racing

116 COOL TOOLS FOR EVERY BUILDER

Tools to complete your garage!

2 Power & Performance News / Vol. 7, No. 4

The undercover story of the Mannix Dart Compelete package makes it fast

Al Jensen’s tribute to the King, Richard Petty Behind the wheel with Vaughn Gittin Jr. Cool cars that could be reality — we hope! Makeover time for the COMP Camaro

A one-owner ’70 Trans Am with tons of history Roughing it at the Monterey historics A rare hi-po Mustang rides again

CONTENTS SPEED SHOP

Dodge Computer Module JET Performance................. 66 Mopar Subframe Bushings Energy Suspension........... 66 Synchromesh Transmission Fluid Driven Racing Oil...... 66 4-Pattern Cam Series COMP Cams............................... 67 Race Master Valves for Ford V8’s Manley Performance........................................................... 68 1987-93 Mustang Dashboard Classic Dash.................. 68 Signature Series GM LS Dual Valve Spring Kits Lunati.................................................................................. 68 Street Series Exhaust Systems Magnaflow................ 69 Valve Spring Compressor Crane Cams......................... 69 Custom Engraved Components Undercover Innovations...................................................... 70 Diablo Shifter TCI............................................................ 70 Special pack fastener sets ARP Bolts.......................... 70 XFI Sportsman Engine Management System FAST.... 71

See more new products updated daily at PPNDigital.com.

DEPARTMENTS 01 BENCH RACING Creative use of power adders

06 FAST TALK

Making a case for the fastest man in the world

08 PICTORIAL

Tension in the pits: Trans Am style

10 SPEED NEWS The latest and greatest

14 VIDEO REWIND Racing, product, and entertainment videos

16 SOCIAL MEDIA SOUND OFF

Stay connected through social media

18 DIGITAL GUIDE

Power and performance sites, apps, and social media

126 TOOL SPOTLIGHT Testing the DFS Fabrication Dolly System

128 PARTING SHOT

A fast car on a cool road — is there anything better?

Even more features, videos, & event coverage

@PPNDigital.com

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Fast TALK WITH JEFF SMITH The world’s fastest man

he Olympic games in Rio are now history, and while spin that could kill I was watching some of the track and field events, Al him, all while falling Michaels gushed over the exploits of Usain Bolt as the faster than the speed world’s fastest man. Let’s give credit where it’s due — this of sound. I’ve ridden guy Bolt is pretty fast on his feet. But he’s not the World’s in the back seat of Fastest Man. Not even close. That title could go to any an F-16, which was number of men — let’s run through the list. thrilling in its own The first men who come to mind are racers who have right with 9 Gs trying run exceedingly fast at Bonneville. My favorite is the to push all the blood Speed Demon because I know George Poteet and Ron out of my head. But, I Main, but more importantly, I know the man who makes can’t imagine hurtling the horsepower — Kenny Duttweiler. The Speed Demon through space at that crashed a couple of years ago, and the new car has made speed watching the its debut on the salt and set a record. I’m sure they’re ground come up at you! working their way up to exceed the speed that they’ve During my conversation at lunch with Cam, a guy already achieved, an astonishing exit speed of 462 mph. stepped up to us from the next table and said “I couldn’t Friends, that’s 677 feet per second. help but overhear. I don’t think your numbers are right beWhile that’s fast, the English fighter pilot Andy Green cause terminal velocity for the human body is only about drove the Thrust SSC, a turbine-powered car that pushed 200 mph.” He was holding a tablet, so obviously he had the ultimate land speed record to 763.035 mph to become looked it up. That’s when I said, “That’s probably correct, the first vehicle to exceed but that’s at roughly what, the speed of sound on the 10,000 feet? Baumgartner ground. There’s a photo of started his free fall from the shockwave extending over 120,000 feet where the something like 150 feet on air is a lot thinner and you either side of the car as it can go a LOT faster!” exceeds the speed of sound. Cam and I told him to This happened at BlackRock look up the Red Bull Stratos Desert in Nevada on Octoeffort, and I saw him spend ber 15, 1997. about 15 minutes studying While that’s stupid fast, his laptop. We moved on to there’s a human who has other topics, but before the gone even faster — and guy left, he said, “You’re he didn’t need an engine right. That was very cool. to make it happen. All he I learned something today, needed was a little help thanks!” This Red Bull photo shows Felix Baumgartner standing on the precipice from gravity and a jump That’s when Cam of history. If you want to know more – search Red Bull Stratos jump. from an altitude of 127,852 informed me he thought feet! Of course, I’m talking a Google executive had about Felix Baumgartner, who jumped out of a pressurized gone faster by dropping from a higher altitude. I then container held aloft by a balloon on the edge of space. had something to learn and discovered that while Alan More than 27 million people watched that attempt live onEustace did freefall from an even greater altitude of line on October 14, 2012. The shot of him standing on the 135,889 feet, he only achieved a speed of 821.45 because he ledge of the gondola on the edge of space is perhaps the was using a drogue parachute to prevent the dreaded flat most amazing photo I’ve ever seen. It’s mesmerizing. spin. My use of the “only” qualifier makes this attempt Baumgartner’s jump was intended to set a new world sound trivial –— which it certainly is not. Both are equally record for The World’s Fastest Human. Power & Perforamazing attempts, although Eustace never received half mance News editor Cam Benty and I were having lunch the attention that Baumgartner’s effort achieved. I guess recently, and I mentioned I was going to write this column. that’s because Eustace didn’t spend the millions of dollars Cam mentioned that he had met Baumgartner and toured that Red Bull did. the Red Bull hanger in Austria. Red Bull is the company So, there appear to be many men who are both fastthat backed Baumgartner’s effort. er and quicker than Usain Bolt. But because they used After stepping off the landing of his gondola, machines to help them achieve these records, the stick and Baumgartner eventually hit the record speed of 833.9 ball people completely discount them. They all deserve acmph — or an altitude-adjusted speed of sound number of claim. And they all are a whole lot quicker and faster than Mach 1.25. Think about that. This guy is in nothing more I’ll ever be. I wonder who has the record for the fastest ’65 than a pressurized space suit attempting to avoid a flat Chevelle? 6 Power & Performance News / Vol. 7, No. 4

Tension in the pits A bird’s eye view of a very challenging moment in the St. Jovite Trans Am race in 1969. Team Manager Bud Moore and his talented team set about changing out the engine in George Follmer’s Boss 302 in the pits. Note the unique dual quad intake on the Boss – which predated the Cross Boss intake that was soon to come. Mark Donohue and the Penske Camaro were to win the race, which was held outside of Quebec City, Quebec, Canada.

8 Power & Performance News / Vol. 7, No. 4

Photo courtesy of Ford Motor Company PPNDigital.comâ&#x20AC;&#x192;9

Speed NEWS NEWS / HEADLINES / HOT TOPICS

SPONSORED BY

1LE V6 and V8 Camaro versions debut In the ’60s, if you wanted your car to be race ready, you dropped the luxury items that either robbed you of power or weighted you down. Such was the theory behind the Camaro 1LE option. The 1LE package was developed in 1988 to make the Camaro more competitive in Showroom Stock road racing series and officially debuted for sale in 1989. Four examples were reportedly built in 1988, with 111 built in 1989. The 1LE package was also featured on fourth-gen vehicles through the 1999 model year, returning to the fifthgen Camaro in 2013. For the first time, the 1LE pack-

age will be available on Camaro 1LT or 2LT coupes equipped with the 3.6L V6. Featuring more aggressive suspension tuning, standard Brembo brakes, and Goodyear Eagle F1 tires, the LT 1LE delivers an estimated 0.97G in cornering grip. Available Recaro seats will keep you planted through the corners, and an available Performance Data Recorder will allow you to view and share your track experience. The new 1LE package for Camaro 1SS models includes magnetic ride control, with a new FE4 suspension tuning and a new, segment-exclusive electronic limited slip differential

(eLSD). Paired with massive Goodyear Eagle F1 tires, lateral acceleration will exceed 1G. Additional features available on the 1LE package include standard Recaro seats and a Performance Data Recorder (PDR), new to the Camaro lineup. Said Camaro Chief Engineer, Al Oppenheiser. “In our development tests, the V-6 Camaro 1LE delivers lap times comparable with the previous-gen V-8 model. The 2016 Camaro SS 1LE sets the new benchmark for the segment, lapping the Big Willow track at Willow Springs three seconds faster than the standard Camaro SS.”

Challenger T/A: Legendary model returns In 1970, the wizards at SCCA opened up the displacement allowed on their famously popular road racing circuit, allowing 350c.i. engines to complete, up from the 305 – 5-liter limit that has ruled since the circuit’s inception. For Chrysler, that meant they could open up the big guns and use their 340c.i. engine that was primed and ready for racing. While the 340 was a great engine, there was plenty room for improvement — enter the W2 cylinder head. Midway through 1970, two rare E-Body Chryslers debuted as the AAR Cuda and the T/A Challenger. Featuring the better breathing cylinder heads topped with a tri-power carburetor system, the car was much quicker and far cooler. Clearly, the engineers at Chrysler were well away of that legacy and for 2017, have announced the debut of the new T/A Challenger 392. In addition to a very cool graphics package that pays tribute to that great Trans Am vehicle, it’s rated at 485-hp/475 lb-ft torque and features adaptive suspension and electronically controlled active exhaust. This muscle car sounds like a muscle car. 10 Power & Performance News / Vol. 7, No. 4

In addition, the T/A sports Brembo two-piece rotors, six-piston calipersm and 20x9-inch aluminum wheels. Top off the high performance attributed with more than 70 available safety and security features, including Forward Collision Warning, adaptive cruise control, Blind-spot Monitoring, and Rear Cross Path detection and you have an amazing performance statement.

Speed NEWS

NEWS / HEADLINES / HOT TOPICS

Art Chrisman: A celebration of life Automotive Industry Moguls come out to honor the legendary racer and car builder It was literally standing room only at the Wally Park NHRA Museum in Pomona, California, August 26 to honor Art Chrisman, who passed July 5. Proclaimed as a Celebration of Life, the event hosted more than 400 friends and family of the man who dedicated his life to racing and car building. Truly a pioneer of the drag racing sport, Art Chrisman street raced near his Compton, California, home until the first legal dragstrip opened at nearby Santa Ana in 1950. His self-customized ’36 Ford fourdoor sedan, which he raced at Santa Ana, was featured in Hot Rod in 1951, beginning a string of projects that graced five Hot Rod Magazine covers in the ’50s, as well as countless stories in virtually every enthusiast magazine on the stands. Chrisman enjoyed tremendous success. His famed No. 25 dragster, converted from a dry lakes modified dating back to the 1930s, was the first to exceed 140 mph (in 1953), appeared on the May 1953 cover of HRM, and made the very first run at the first NHRA Nationals at Great Bend, Kansas, in 1955. When old No. 25 began to get outrun by the newer slingshot dragsters, a sleek new machine called the Hustler emerged from Chrisman and Sons Garage and was soon after named Best Engineered at the 1958 NHRA Nationals. It appeared on the Jan. 1959 cover of HRM, and a month later scorched the strip on the back straightaway of Riverside Raceway at 181.81 mph, making Art the first drag racer to exceed 180 mph.

Chrisman was a member of the International Drag Racing Hall of Fame, the Motorsports Hall of Fame of America, the Dry Lakes Racing Hall of Fame, and the Grand National Roadster Show Hall of Fame, and last

year received the Robert E. Petersen Lifetime Achievement Award. He is survived by Dorothy, his wife of more than 60 years, son Mike, two granddaughters, and a grandson.

PPNDigital.com 11

Speed NEWS NEWS / HEADLINES / HOT TOPICS

SPONSORED BY

Race on Sunday: Grand Sport Corvette In terms of rare Corvettes, the original five grand Sport Corvettes created by Zora Arkus Duntov back in 1963 were to cast the die for Chevrolet’s “Non-existent” racing program. Often referred to by #2 Corvette Grand Sport owner Bill Tower as a lightweight, for the fact his classic coupe tipped the scales at only 2,100 pounds, they were break through race cars for their time. The same can be said for the newest of the Corvette Grand Sports, which take the latest generation Vettes to new territory. Retaining the common theme of cutting weight to

increase performance and handling is front and center with this year’s GS which can generate an estimated 1.05G cornering capability, 1.20Gs with the Z07 handling option. The new GS features a normally aspirated 6.2-liter engine that generates 460 hp and 465 lb-ft of torque. With new Michelin tires (285/30ZR-19 front, 335/25ZP-20 rear), huge carbon-ceramic 15.5-inch front/15.3-inch rear brakes provide massive stopping ability. The dual model exhaust is part of the standard equipment, in addition to the drysump oiling system used on the Z51 option.

Ford Fusion EcoBoost arrives You may have missed the memo on this one, but EcoBoost Technology is taking over the performance world. The new Ford GT with its 500+ hp V6 continues the legacy of Ford GT (40) brand that started back in the 1960s. The Ford F150 Ecoboost V6 has reinvented the way we think of pick-up trucks, and the Ford Mustang EcoBoost convinced the doubters who thought a four-cylinder Mustang would never cut it. For 2017, there’s a new entrant in the power wars. While most of us think of the Ford Fusion as a cute little mid-size coupe with plenty of purpose but not much “fun,” EcoBoost technology has changed that again. For the new year, the Fusion picks up a 325 hp V6 with a stunning 380 lb-ft of torque. Tie that to the tunable rotary gearshift dial that brings a sport mode cornucopia of performance upgrades to the steering, shifting, throttle response, suspension, and even cabin sound: 12 Power & Performance News / Vol. 7, No. 4

HANDLING: Increases stiffness of the continuously controlled dampers compared to the normal tuning and adds damping under spirited cornering to enhance vehicle responsiveness and minimize body motion. POWERTRAIN SOUND: In-cabin noise cancellation is tuned to provide an entertaining in-cabin engine note STEERING: Unique tuning for electric power-assisted steering provides clean, intuitive feel to match enhanced vehicle response

TRANSMISSION: Aggressive transmission programming selects lower gears, resulting in higher available torque and responsiveness. Gears are held through turns to maximize cornering performance. Downshifts with braking are rev-matched for smoothness and increased engine braking; when stepping off the accelerator, the gear is held to maximize engine braking performance ENGINE: Electronic throttle programming revised for responsive feel.

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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 WHEN YOU CAN’T AFFORD A HELLCAT If its Hellcat performance you seek, but don’t want to be part of the crowd, try this Arrington Performance Penske Edition Challenger. The 426c.i. engine with 12 pounds of Magnuson boost happily tickles the 700-rwhp figure, with a similar output on the torque side of the equation.

MEXICAN SHOWDOWN The TV show Street Outlaws has romanced the art of street racing — which we don’t condone. But that disclaimer aside, this on-road contest between a 900-hp C5 Corvette and a Twin Turbo Mustang as part of the Mexican Racing League is pretty wild. Spicy for sure!

ALUMINATOR XS MUSTANG Ford Performance Parts Product Manager Matt Monroe provides an overview of a prototype 5.2 Coyote-based Aluminator XS, which proves capable of producing a naturally aspirated 580 hp. Best of all, most of the parts are straight from the Ford Performance Parts catalog.

THE ORIGINAL STREET RACE Back in 1976, some film company decided they would make the ultimate high-speed street racing film. While we would not generally deal with foreign vehicles in the pages of PPN, you never see the classic Ferrari Boxer — you just hear it — and witness what it feels like to run in fifth gear at close to 200 mph through Paris at 5:30 a.m. Stir in the scenes of running red lights, screeching around corners, jumping the curb to avoid a delivery van, and driving through oncoming traffic — and you have a classic. 14 Power & Performance News / Vol. 7, No. 4

SHELL RACING HISTORY This commercial never aired in the U.S., but it should have. If you like racing, this commercial cost more than $5 million to make, and it was well worth it. Any fan of racing will love this one — thanks Shell

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PPNDigital.com 17

Digital GUIDE WEBSITES / FORUMS / APPS APP

Automate

APP

Waze

Easily linked to any Android phone or tablet, AutoMate links to Google Maps, messaging, music apps, voice controls, and phone calls to give you an easy way to access all these functions from one easy-to-read screen. A free app for the basic controls, AutoMate becomes the new phone launcher program simplifying all of these critical functions. For another $3.17, the premium level app delivers hands-free gesture controls (for Android phones with a light sensor), making the phone not unlike the highest level luxury cars sold today, where you can wave your hand and operate the phone rather having to bore yourself with the tedious task of actually pushing a button! How droll! Android only

While Waze is not new, it does have some cool new things in its tool kit that anyone can appreciate. In addition to bashing Google and Apple Navigational systems in an NBC head-to-head test, it continues to evolve with more and more information that can not only help you avoid a ticket, but quickly navigate the best route in highly congested city traffic. Using “crowd-based” knowledge from peers who inform you of route conditions, the software merges the content to achieve a really clear view of the best route to your destination. Interestingly enough, while other route guidance systems continued to struggle with non-highway directions, Waze’s algorithm is casting the die for route system guidance in the future. iPhone and Android Applications APP

Ford Pass This nifty app is for Ford vehicle owners looking to simplify their experience. Once downloaded, the app allows you to receive perks for hanging with the Blue Oval crowd. Not only will it let you know when maintenance is needed or about recalls (heaven forbid), but it also allows you to make payments to Ford Credit or purchase aftermarket upgrades tuned to your vehicle. One of the coolest parts of this app is the ability to find and even pay for parking in certain city centers. After logging in how long and where you want to park, it will tell you the total charge for each location. iPhone & Android

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.

18 Power & Performance News / Vol. 7, No. 4

APP

Carcorder Don’t have the bucks to install a dash cam in your car? Try Carcorder. Currently only for iPhones, for $1.99 a month, this app turns your phone into just that. The app allows you to switch between multiple resolutions of video, track your location, and even let you know when you have been driving too fast — if you care. While it’s not the same as having a dash cam in your vehicle, it’s a great place to start. iPhone only

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mannix’s 1968 DODGE DART GTS

Words / Photos: C. Van Tune Additional photos: Paramount Television & Barris Kustoms

The mystery of the most famous TV private-eye car of the 1960s

20 Power & Performance News / Vol. 7, No. 4

efore Jim Rockford and Thomas Magnum were even a gleam in the eye of their TV creators, the most famous television private-eye of all was Joe Mannix. Hard-boiled and two-fisted, the lead character in Mannix was an old-school negotiator. He’d just as soon throw a bad guy off the roof as wait for the cops to arrive. Factor in the numerous car chases, booby-trapped warehouses, and the occasional ride up a rock quarry’s conveyor belt during a prolonged gun fight and it’s obvious why the series would become very popular. The star of Mannix for its eight fast-moving seasons (1967-75) was Mike Connors. The inaugural season of the show had Joe working for “Intertect,” a hightech detective agency where computers solved the crimes. but the ratings were mediocre despite Mannix wheeling around in a wild George Barris “Kustomized” Oldsmobile Toronado with the roof cut off. Fortunately, when the show was re-tooled for its second season, Joe was on his own as a P.I., working out of his office villa at 17 Paseo Verde and driving a snazzy dark green 1968 Dodge

Mike Connors with the Dart GTS in 1968 and in 2010. In our interview, Connors fondly remembered the Dart: “It was a great car to drive. I loved its lines.” This was the one and only 1968 Dart modified by George Barris for the Mannix TV series. It saw a lot of action over a two-year period.

Dart GTS convertible, subtly modified by Barris. From that point on, Mannix was a top-rated show with all the action and suspense anyone could ask for. According to the Mannix page on Internet Movie Database (imdb.com), Joe got shot 17 times and knocked unconscious 55 times through the years. The car stunts were as exciting as any of the fights that Mannix got into. “From day one, cars were an integral

part of the show,” Mike Connors told us. “Bruce Geller, our executive producer, loved cars and said we’re going to make race cars Mannix’s hobby. So, before we started shooting, I went out to Bob Bondurant’s racing school and took a lot of race car driving lessons, which was a fabulous experience.” Mike Connors, like his Mannix character, is also a lifelong car enthusiast. “I started collecting cars as soon as I could afford to. I had a 1937 Bent-

ley convertible, a ’67 Maserati Mexico, and an old Jaguar coupe. I just loved old cars.” In the 1960s, auto companies typically didn’t give a TV series multiple In one episode, a bad guy siphons out the Dart’s brake fluid, and causes Joe to take evasive maneuvers down a canyon road. This type of car stunt was seen weekly on the highly-rated CBS TV series from 1967-75. There were no green-screens or computer-imaging in those days. It was all done “practical” by stuntman Dick Ziker, and actor Mike Connors himself.

PPNDigital.com 21

The George Barris “Kustom” work on the Dart was subtle, including hood bulges with air scoops, a trunk-lid lip spoiler, a racing style gas cap, and painting the car green over its factory red paint. All of the factory nameplates were removed and special “Barris Kustoms” logos mounted on the front fenders.

“star cars” to use, so Mannix (and Barris) had to make do with a single 1968 Dart GTS. “Originally it was a red car, and Bruce Geller said that’s too bright, let’s make it a racing car green. I think this car, underneath, still has some red paint on it,” Connors remembered. (And yes, the floor pan retains its original red.) George Barris and Mannix producers agreed the Dart should not be a gadget-laden machine like the James Bond Aston Martin. After all, Joe Mannix was a regular guy working for a hundred bucks a day, not a British secret agent. “We wanted the Dart to have a performance look, but downplayed it to make Mannix’s visibility as a private eye not so obvious,” Barris told us. The Barris Kustoms work included: • Restyled hood bulges, with small air scoops • Lucas Flamethrower driving lights • Special taillight lenses, to eliminate the backup lights

• Ducktail rear spoiler • Racing style gas cap and side mirror • Rader wheels (like the Batmobile used.) Later changed to Cragar S/S • Motorola radio-transmitter car phone (a very expensive item in 1968) • “Barris Kustoms” emblems on each front fender • Special dark green paint (originally a matte finish to reduce reflections; later re-sprayed glossy) In addition to being a certified Barris Kustoms creation, this Dart is rare in its own right, being one of 271 ’68 GTS convertibles built with the 340 V-8 and TorqueFlite automatic. The hipo 340 sported 10.5:1 compression and churned out 275 hp at 5,000 rpm and 340 lb-ft of twist at 3,200 rpm. With a curb weight of 3,350 pounds and a 3.23 ring-and-pinion, the GTS ragtop was a good runner, turning 0-60 mph times in the low sixes and quarter-miles in the mid-14s, at around 95

mph, according to various magazine tests of the day. On screen, Joe Mannix’s Dart peeled rubber in both the 1968 and 1969 seasons. In mid-season ’69, George Barris was asked to create an exact duplicate of the ’68 car with a 1969 Dart. However, for reasons unknown today, the ’68 car continued to be featured in the show even long after the ’69 Dart was introduced. That’s where the mystery begins. After Mannix producers were finished with the ’68 Dart, it was reportedly sold to a secretary at Paramount Studios. Then it was lost for decades, and assumed destroyed. That was, until a hiker in a remote part of the Southern California mountains happened across what first appeared to be just an abandoned old Dodge. Although partially buried under years of fallen foliage, the Dart was identifiable as something special by its unique Barris-created hood scoops. The hiker, a Mannix fan, knew he had stumbled upon the find of a lifetime. He located

Time Machine: Same car, same building, 42 years apart. In 2010, we took the Dart to Barris Kustoms in North Hollywood, and parked it in the exact same location where George Barris photographed it in 1968. 22 Power & Performance News / Vol. 7, No. 4

George Barris told us that, in 1969, the Mannix producers had him build a duplicate to the ’68 Dart with a 1969 car, but it was not used on-screen as often as the ’68 Dart was. Some episodes used both vehicles, interchangeably.

the owner, bought the car, and began the restoration. The Dart’s condition was rough, but amazingly straight and rust free. Even more good news arrived when one of George Barris’ painters from back in the era was rediscovered. With his expert application of a new metallic dark green finish, the legend of the Mannix Dart began coming back to life.

Because the 1969 Mannix Dart was reportedly destroyed in a wreck while being transported to the wife of a studio executive after its final scene, that makes this ’68 the one and only surviving Mannix Dart. In 2010, the Dart was purchased by yours truly. To complete the circle of history, we reunited the car with Mike Connors, George Barris, and Mannix

stuntman Dick Ziker, none of whom had seen it for 40 years. Although viewing the car on separate days, they each grinned at the famous green Mopar like they were greeting a long lost friend. The men instantly recalled unique things about the Dart, just like it was 1968 again. “They were plenty tough on cars in the Mannix series,” Barris remem-

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After being sold to a secretary at Paramount Studios, the Dart eventually went off the grid for decades. Here’s how it looked when a lone hiker in a remote part of the California mountains found it and brought it home for restoration. If not for that chance encounter, this famous TV car would have likely been lost forever.

Even at age 85, Mike Connors looked ready to reprise his Joe Mannix role and go chase some bad guys. 24 Power & Performance News / Vol. 7, No. 4

bered. “They didn’t have any animation like we have today, where they put cars in front of a greenscreen for all the action.” “Car chases became an integral part of our show,” Connors told us. “I loved it. I was able to do a lot of the stunts. But my stunt double, Dick Ziker, had a lot of close calls in cars. We really beat those babies to death.” Ziker, an Emmy-award-winning stuntman credited with more than 150 films, including The Fast and the Furious, Gone in 60 Seconds (the remake), and The Blues Brothers, remembered the Mannix car chases. “I was just there to wreck them,” he recounted. “Mike Connors was well built. Anything I could do, he could do better.” And why does Mike Connors think that Mannix is still so popular, 40 years later? (All eight seasons are available on DVD.) “That was a great era in television. I think there was an integrity to the show. I constantly get people saying that they just don’t do shows like they used to,” he replied. No doubt, the tire-screeching action of this 1968 Dodge Dart GTS convertible added to the show’s popularity, and became forever etched into the memories of millions of TV-watching baby boomers. The excited comments and thumbs-up the car still receives on each drive confirms that lasting impact like a Joe Mannix right cross to the jaw.

Mannix stuntman Dick Ziker signs the Dart’s dashboard. Other signatures are from Mike Connors and George Barris.

Restored, and powered by a proper 340 V8, the famous green Dart shows off its unique Barris Kustoms features. Vintage Motorola car phone was a very expensive item (over $2,000) back in the day, but Joe Mannix’s Dart had one. Today, you can watch all eight seasons of the Mannix TV series on DVD.

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HIGHLY USEFUL TECH TIPS

Words / Photos Jeff Smith

f you want to learn some useful tips that will make the challenge of working on cars a little less stressful, you need to search out the people who attack this task on a daily basis. That’s what we did. For the last few years, every time we go to someone’s shop, we look, we listen, and we ask questions. The people out there doing the work are the ones turning the wrenches and rebuild-

ing the engines and transmissions, and they are the ones who come up with these little gems — not us. We’re just smart enough to write the ideas down and pass them along. So, take a few minutes to read these short tips, and apply them the next time you open the drawer on your tool box, pull out that 9/16-inch or 15mm wrench, and go to town.

Level reasoning When mixing and matching automatic transmission pans and dip stick tubes, the proper full oil level (with the engine running) is even with the oil pan flange. Many trans rebuilders claim that low fluid level is a common cause of transmission failure. This is often the result of an inaccurate dip stick. The best way to check this is with the pan removed, insert the dip stick into the tube and verify that the “Full” mark on the stick is even with the pan rail. If not, correct the mark on the stick. This can be done when the pan is removed for servicing. Also, use a locking dip stick when possible — these are safer. Thanks to Jimmy Galante at RaceTrans for help with this tip.

Home brew For a home-brewed rust penetrant, try mixing acetone and ATF. The mix ratio is 50/50, and friends who have tried this have reported excellent results. This idea might come in handy at midnight when facing a rusted bolt, only to discover your last can of penetrant is empty.

26 Power & Performance News / Vol. 7, No. 4

Talking torque When installing new connecting rod bolts, studs, and nuts for cylinder heads, torque the fastener to the maximum load a minimum of three times. The reason for this multiple effort is to burnish the surface of the new nuts to the washer, or to the face of the part like a connecting rod cap. This burnishing process drastically changes the friction applied between the nut and washer. This is also true for connecting rod cap screws and head bolts. As the under-head area is burnished, the friction required to turn the nut or bolt under load is greatly reduced. Less friction means more torque is applied to stretching the bolt instead of overcoming friction. In the case of ARP rod bolts for example, ARP specifies a torque based on using ARP’s Ultra-Torque lubricant. This lube is very stable over several tightening applications. Did you know that regular engine oil loses its lubricity over successive torque applications? We’ve actually performed a similar test to ARP’s testing that reinforced, for us, ARP’s findings that the stretch load changes significantly even after the second application of torque. This means that if you were to torque a rod nut three times using engine oil, the actual bolt stretch would decline after the second and third applications because the friction is increasing.

The reason ARP’s Ultra-Torque is so good is that its lubricity does not change. We’ve also found outside data suggesting that as much as 70 percent of applied

torque is used to overcome friction and most of that friction occurs underneath either the bolt head or the nut — not in the threads. Think about that.

Header fabrication Very few of us will ever attempt to fabricate and weld our own headers. But this might help modify your thinking a little. At the Street Machine Nationals in St Paul, Minnesota, we ran across GP Headers from Barnesville, Minnesota, that uses PVC pipe and angle fittings as a very creative 3D pattern of the header layout that can then be used to create the actual headers. Better yet, they will send you a header flange and PCV kit to create your own pipe layout complete with collectors. Then, you ship the PVC headers back to GP and they will make the headers exactly as you designed them. Their custom headers are not cheap, starting around $1,800 for mild steel headers, but the idea of designing them yourself might just make it worthwhile. You can contact them at GPheaders.com or call 800.242.9157.

Crank gear calls In the old days, we just used a hammer and a brass punch to install those pressed-on crankshaft gears on the end of a smallor big-block Chevy. But today, we like to think we’re a bit more sophisticated. So we found a 4-inch long length of 2 1/2-inch thick wall aluminum tubing at our local metal supply house in the scrap bin. We use it as a spacer with our harmonic balancer installer to press on the crank gear, and this doesn’t leave witness marks on the gear.

PPNDigital.com 27

Flare leak fix So, despite your efforts to make a good 45-degree flare in a piece of tubing, it still leaks? Sometimes the application of a small amount of valve lapping compound on the sealing surface and tightening the connection several times to work in the compound will burnish the sealing surface and eliminate the leak path. You may even need to apply compound more than once to create a leak-free seal. Khoul Tools makes a nice tool (PN P45 for 3/16- and ¼-inch tubing flares, $59.97 Summit Racing) that essentially performs this same task. The tool uses a diamond dust-covered arbor that helps seat the fittings. But on the other hand, valve lapping compound is far less expensive. Permatex sells a small tube (PN 80037) for $5.00 — and it might just do the job. A long-time engine builder named Vinny gave us that little tip. As a bonus tip, if you’re looking at a Phillips screw that is tight and the screwdriver is slipping, dip the end of the screwdriver in lapping compound. The abrasive will drastically improve the grip strength of the tip.

Homemade tool Often, homemade tools are the best. My friend Bill Irwin made this tool probably 20 years ago — simply two pieces of heavy wall pipe welded together at a 45-degree angle to slip over an Allen wrench for more leverage. The pipe size will vary with larger tubing for larger tools. Generally, thick-wall pipe is more durable than tubing.

How to ID a 12-bolt differential No jumping bungie We shot this tip at Jimmy Galante’s RaceTrans shop. He secures his jack handle with a bungie cord to prevent the handle from falling and gashing the paint on his Super Gas race car. Brilliant!

28 Power & Performance News / Vol. 7, No. 4

Here’s the scenario, you’re at the swap meet and a seller is offering what he claims is a 3-series 12-bolt posi, but you’re not sure. It might be a 4-series. With GM 10- and 12-bolts, the position of the ring gear carrier flange changes between 2-series gears (2.56:1 or 2.78:1), 3-series (3.08 through 3.73:1), and 4-series (4.10:1 through 4.88:1). The chart below is the distance from the ring gear face flat flange to the inboard vertical

machined wall of the carrier bearing flange. The 4-series will have the thickest flange, while the 2-series will offer the thinnest. This photo is measuring a 4-series posi. Of course, if the carrier only sports 10 flange bolts, you’ll know it’s only a 10-bolt! Carrier Flange Distance 2-Series 0.590-inch 3-Series 1.020-inches 4-Series 1.325-inches

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Torque converter pattern To determine the distance of your torque converter bolt pattern, measure from the crank centerline to the centerline of one attaching bolt hole, then multiply by two. So, if the measurement is 5.75 inches, multiplied by 2, the distance equals 11.5 inches. There are two different early GM converter bolt patterns (10.75- and 11.5inch) for the PG, TH350, and TH400 transmissions. There is also a metric pattern for the 4L60E trans with 298mm converters that is 11.1 inches. A 10.75-inch flexplate can be modified to work with the metric converter pattern by slightly elongating the holes outward with a rat-tail file or a die grinder. Be aware that the external balance weights for 383 and/or 400c.i. small-block Chevys on some aftermarket flexplates may not clear the metric converter bolts for a metric converter. We do know that the TCI flexplate for this application (PN 399373) does clear the metric bolts.

4L60E full-face bellhousing issues One of the very popular swaps right now is upgrading an old three-speed automatic like a TH-350 or TH-400 to a late model electronically-controlled four-speed automatic overdrive transmission. The late model electronic GM 4L60E is a great swap, but you will face a few hiccups. One is that these later transmissions use a full-face bellhousing, so the torque converter bolts can only be accessed through the starter motor. But in early Chevelles and perhaps other cars, there is insufficient room to squeeze an old-style starter motor because of the full-face bellhousing. This will require a more compact starter motor like the late model permanent magnet style starters.

Trans cooler fitting warning All GM automatics are not created equal when it comes to the cooler line fittings. Early Powerglide and TH350 transmissions used a tapered pipe thread fitting in the case. The later TH400, TH200C, 700-R4, 4L60E, and early 4L80E transmissions including all the onepiece cases and some 4L60Es with the separate bellhousing use 1/4-pipe NPSM (National Pipe Straight Mechanical ) threads. The number of threads per inch is exactly the same, so the fittings will interchange. But NPSM threads are not tapered. Why is this important? Most enthusiasts think NPT stands for National Pipe Taper — it does not. NPT is the acronym for National Pipe Thread. Most pipe threads are tapered. Straight mechanical threads means the female threads in the trans for the cooler lines are not tapered. Because the thread pitch is the same, it’s very easy to install a tapered 1/2-inch NPT pipe fitting into these female threads in the case. Pipe fittings will work, but tighten the tapered fitting very carefully, because over-tightening can easily crack the case, which will ruin your whole week! In the photo, the far left fitting is a tapered pipe thread TH-350, the middle one is a NPTSM fitting from a metric 4L80E, and on the right is a typical tapered thread pipe fitting. If you are having trouble seeing the difference, then this is why this is an important thing to know. The straight thread fittings from these transmissions do not use a washer to help seal, but do thread all the way into the case, while tapered pipe

30 Power & Performance News / Vol. 7, No. 4

threads generally leave a small portion of exposed thread. Fragola, for example, offers an aluminum fitting that uses the correct 1/4-inch NPSM fitting with a -6 male adapter on the opposite end (PN 925137, $6.97, Summit Racing). Other companies carry similar fittings, including Summit and TCI, among others. Another point with the later 4L80E transmissions - where one cooler line fitting is relocated to the rear of the transmission - is if you change the fitting to use AN line, make sure the rear fitting uses an internal extension. TCI sells this pair of fittings, including the extension (PN 831011, $30.97 for pr., Summit). You can expect major damage to the 4L80E if this extension is not used, because the lube is not directed properly. We’re here to help!

Torque angle Many late model engines like the GM LS series and Ford’s Mod motors require a torque angle spec for many of the critical fasteners such as main cap bolts. In order to perform this process, you will need a specific torque-angle tool (PN OTC-4554, $15.97 Summit Racing). This is the only way to do it. The process is simple as is the tool. Let’s use the torque spec for the inboard bolt on a 4-bolt main LS engine as an example. The first step is to torque the bolt to 15 ft-lbs. With that accomplished, the torque angle gauge fits between the socket and a standard breaker bar. The small right-angle stop pin is placed against something solid to prevent the gauge face from moving. Next, zero the indicator on the gauge and then tighten the main cap bolt until the gauge reads 80 degrees. That’s it — the fastener is torqued. This does take more time than merely torqueing the bolt, but the process is more accurate. An equally important note is that torque-angle is a method of tightening a fastener, so it is not limited to torque-to-yield bolts like an LS head bolt. Torque-angle can be applied to any fastener given the proper specs, as the bolt stretch is not nearly as affected by bolt friction.

Cranking call When starting a new engine for the first time, the idea is to have the engine start immediately. Carefully set the timing at 15 degrees BTDC, and take the time to pre-fill the carburetor with fuel. You can do this by using a small funnel to pour fuel through the primary vent tube. Pump the carburetor linkage until you have delivered two or three shots of fuel from the accelerator pump, then let the engine sit for about 10 seconds so the fuel can vaporize in the intake. Assuming you installed the distributor properly - it should start on the first crank. This is ideal for breaking in flat tappet cams, and avoids excessive cranking of the starter motor while waiting on the fuel to make it to a dry carburetor. Pre-filling will also reveal any carburetor leaks that you can repair before attempting to start the engine.

Clutch release question If you suspect the clutch is not completely releasing when you put the clutch pedal to the floor, try this quick test. With the car at rest, start the engine and push the clutch pedal to the floor. Wait around five to seven seconds and shift directly into Reverse. Do not select a forward gear first. If the Reverse gear crunches, this is a clear indicator the clutch is not fully releasing and is still spinning the input shaft. (Of course, this won’t work on newer transmissions like the T-56 with synchros in Reverse!) There are probably a dozen variables that can cause this — you’ll just have to run them down. Here’s a hint: Try the easy fixes first. For example, is the clutch linkage properly adjusted with sufficient travel to release the clutch? We’re working on a story that will run through a complete blueprint procedure for proper clutch release performance. You wouldn’t believe how many variables there are to make sure the clutch fully releases to allow the trans the shift properly. We’ve already counted at least 20. 32 Power & Performance News / Vol. 7, No. 4

COMPRESSED AIR

Cam Granatelli builds upon Chevy’s newest platform to the tune of an additional 180+ RWHP

Words / Photos Cam Benty 34 Power & Performance News / Vol. 7, No. 4

maro T

he newest Camaro is the best of the breed. A clear refinement from the previous Gen 5 Camaro platform, it sports some cool under the skin upgrades and a better handling suspension that sticks the landing with a 6.2L 455 hp engine, all while kicking to the curb a full 223 pounds of weight over the previous model. New for 2016 upgrades include optional Magnetorheologicial dampers (say that three times fast) and swapping in all-new Chevy-designed suspension system (the previous year was shared with the Cadillac ATS). The result is an amazingly fast and fun to drive Camaro to honor the 50th anniversary of Chevy’s “Pony Car.” So the obvious questions arise — how do we make it faster and cooler? J. R. (Joe) Granatelli knows. He is the nephew of the famous Indy racer Andy Granatelli, who conceptualized the famous STP turbine race cars in 1967-68, and fielded Indianapolis 500 winning race cars driven by Mario Andretti and Gordon Johncock. JR’s father, Joe Sr., was an innovator and the engineering horsepower (no pun intended) behind the famous Granatelli brothers. If Andy was the mouth, Joe Sr. was the heart. In addition to being chief mechanic for most of the Granatelli brothers race teams, Joe Sr. served as president of Paxton Superchargers, designing systems for legendary performance cars including Shelby’s GT350 and the super rare Studebaker Avanti R2 single-supercharged and R3 dual-supercharged cars. It was these racing legends that colored J.R. Granatelli’s youth and lit the current operation, Granatelli Motor Sports.

Its been said J.R. is the best of both brothers, a degreed mechanical engineer like his father and holder of a degree in business, following the lead of uncle Andy. The guy never stops. Today, Granatelli does a wide variety of performance upgrades for late model muscle cars and trucks, while offering individual parts that further enhance an even wider net of engine and vehicle performances. So, when the 2016 Camaros arrived on the scene, it was just another challenge to see how much better Granatelli could work his magic. A big fan of supercharging since his father’s Paxton experience, as luck would have it, J.R.’s Ventura, California, shop is just a boost gauge’s throw away from Magnuson Performance, the creator of the Magnuson supercharger system. Based on several very successful installs, the decision was made to mate their most recent supercharger package with several of Granatelli’s performance enhancements to deliver the biggest power bump possible. With that gauntlet thrown, it was time to dig in.

Magnacharger supercharger As with several of the Magnuson “kits,” the center of the power enhancement emanates from their TVS2300 supercharger that features Eaton’s 6th Generation supercharger rotor technology, the same design used in the Corvette ZR-1, Cadillac CTS-V, and 2013 Mustang GT500. As noted in the website, “these Twin Vortices Series Superchargers feature a pair of four-lobe, high-helix rotors with 160 degrees of overall twist that are housed in Magnuson’s patented high-flow housing. This highly efficient package requires less power to drive, delivers cooler discharge temperatures, and is much quieter than many of its competitors.” This design is also known as their Heartbeat series. The installation of the supercharger is fairly straightforward and can be completed by a mechanic having some experience with late model engine modifications. J.R. Granatelli worked with his team to install the supercharger in about a day’s time. From the photos, you can determine it does require removal of the front fascia in order to install the massive heat exchanger that insures the supercharger discharge air temps won’t go much over ambient, but it’s more intimidating than it 36 Power & Performance News / Vol. 7, No. 4

As with most Magnacharger supercharging kits, it is complete from top to bottom. Key points of the kit are obviously the supercharger, intercooler, pump, hoses, and all hardware.

looks. The entire nose comes off as one large piece with about 20 small 7mm screws, in about 30 minutes. What is particularly nice is the hood and grillwork do not require any modification, the entire system fits within the factory under hood confines. A key component in making the system so efficient is the twin dual-pass charge-air-coolers that keep inlet temperatures low for improved efficiency. Utilizing the Formula 1 racing thermal-control technology, along with the front-mounted low temp radiator (heat exchanger) discussed earlier, an electric water pump, and small coolant reservoir, Magnuson claims that inlet air temp is generally 20 to 40

The Magnuson supercharger starts with an Eaton 6th Generation supercharger rotor technology system that provides state-ofthe-art efficiency. To achieve more than 175 additional rwhp, only 6.5 pounds of boost are required when combined with the Granatelli ignition parts.

Neatly tucked under hood, this Granatelli-ized installation includes not only the Magnacharger, but his Malevolent 85 KV coil packs and 0 Ohm spark plug wires.

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Installing the Magnacharger supercharger involves removal of the factory intake and replacement with the new manifold and supercharger unit. The front fascia of the car must also be removed to install the heat exchanger. The towel covering the internal cooler is there only to protect from possible parts dropping into the supercharger while fastening it down.

As noted, the Granatelli Malevolent coils are nearly twice as powerful as any other coil pack offered today. Both the coil packs and the Granatelli spark plug wires fit in the factory location â&#x20AC;&#x201D; direct replacement.

degrees over ambient air temp. That is right where you want it. The supercharger itself is warranted for three years or 36,000 miles, while the electronics are covered by a one-year warranty. To back up the gentle nature of the supercharger power against the Camaro power train, a three-year, 36,000 standard power train warranty is offered with an optional five year, 60,000 mile optional warranty also available. With a CARB emissions certification pending, the system is also very low maintenance. For this application, only 6.5 pounds of boost would be required to provide the significant power increase projected by the Magnuson engineers. Chassis dyno tests were performed before and after all changes. As a baseline, the Camaro, equipped with the factory rated 455 hp engine, cranked out 400 rwhp and 430 lb-ft of torque. With the reduced weight and better suspension, itâ&#x20AC;&#x2122;s not surprising the SS is a hot seller.

Granatelli Touches While the core upgrade for this Camaro was the installation of the Magnacharger, a couple of changes 38â&#x20AC;&#x192; Power & Performance News / Vol. 7, No. 4

Everything that has black or carbon fiber coloration is a Granatelli improvement. The graphic package is high quality, built for long life and good looks.

are pure Granatelli Motor Sports. As we learned in our last issue with the Cadillac CTS-V, adding a set of their Malevolent coil packs and 0 ohm Coil Near Plug wires is a definite power boost. From personal dyno testing with the plug wires, Granatelli has experienced a minimum of 5 hp for nor-

The gloss black touches are all Granatelli and include the front splitter, side rocker skirts, and rear valance that wraps around the factory dual mode exhaust.

mally aspirated LT engines and 12-18 hp for power adder engines. The key to the boost is the 0 ohm rating that eliminates the power loss commonly found between the coil and the spark plug, with no disruption of audio clarity. The 85 KV package ensures improved engine efficiency, delivering twice the voltage offered by any other aftermarket coil packs. For ease of installation, they are a direct replacement to the OE packs. Cosmetically, the 2017 Camaro convertible includes a number of slick touches, including carbon fiber-graphics that dress the wheels, hood, fenders, and light openings. A gloss black spoiler dresses the lower edge of the front valance, helping keep air out from under the body for better traction and improving the looks of the front end. The same can be said for the side skirts that dress the rockers. And, for yet another sneaky visual touch, the A-pillars have been blacked out, giving the car a longer almost chopped top look. In a convertible, the look could not be cooler.

So how’d they do? The Magnuson folks claim a 150+ hp increase in power through the installation

of their newest supercharger kit. With 6.5 pounds of boost, the drive train is well in range for handling such a power increase with no reduction in overall power train durability. This low boost/ high horsepower delivery shows the efficiency of the Magnacharger airflow design and rotor proficiency. When dyno tested after the installation and including the Granatelli power upgrades, the car kicked up the dyno read out to a peak of 582 hp at 5,459 rpm and 653 lb-ft at 4,278 rpm. That is a full 180+ hp over stock — at the rear wheels. That’s ZL1 Camaro power for a fraction of the cost and something not everyone can purchase at the local dealership. In fact, a recent test of a stock 2016 CTS-V Cadillac, which shares the new ZL1 engine, produced 574 hp and 580 lb-ft, so yes, we are right there. Granatelli beat on the car while on the dyno and repeatedly made 575 hp with 645 lb-ft, four times in a row before we all agreed he proved his point. Even though Granatelli would be more than happy to build as many of these Camaros as the public will order, he is selective when it comes to in-house work for outside third parties. “Each car

becomes a part of the family”, J.R. said, “As strange as it may sound, we want to know where every car will end up.”

No Suspension Mods? We asked J.R. what tricks he had up his sleeve as it related to lowering and chassis stiffening. “The car is just that good. When you order up the optional Magnetorheologicial dampers, you have married yourself to the car as is. To make any other changes would set the car off balance, and truthfully it does not need it. The car is very well thought out; we tried changing various suspension components, but they did not result in measurable gains, so we saw no reason to charge for parts you just don’t need.” Nice to hear from a guy who knows a lot about cars and racing. We were impressed with the power and handling of the car in our test drive. With more power than necessary and a suspension made to keep us out of the ditches when we over indulged, this is a highly balanced car that is smarter than the driver — and that’s a good thing! Sources: Granatelli Motorsports, granatellimotorsports.com; Magnuson Products, magnusonproducts.com

PPNDigital.com 39

Tech TALK

HINGING ON

GREATNESS Project 1PDQ55 gets new hinges from Eddie Motorsports

Words / Photos Shawn Brereton

ack when I bought 1PDQ55, there was no such thing as aftermarket hood hinges, unless you were talking about direct OEM replacements, and they certainly weren’t made with looks in mind! I don’t know exactly when all these billet beauties started hitting the market, but I know I’ve been lusting after them for a while now. I heard some grumblings from early adopters about hood height when open, the hood not staying open, and alignment issues (mostly because of the weak tolerances back in the day). Those complaints, along with it being a “want” part instead of a “need” part, kept me from pulling the trigger on buying. Well, now that the car is sorted out, I finally have a little money in the bank, so I thought it was time to step up the bling in the engine bay. There are now several companies making billet hinges, but not all are created equal, so do your homework. There is nothing more convincing to me than seeing something in action and knowing it works. My friend Bobby VanWart has had a set of Eddie Motorsports hinges on his ’55 since it was finished in 2013 and loves them, so I did a little research and found Eddie’s hinges rose to the top of my list. Here are a few reasons why. They didn’t cut quality to keep the price affordable. The hinges are CNC machined from solid 6061-T6 billet aluminum, which makes them stronger than my hood. All are made on-site at their southern California facility (Made in the USA is important to me). They use high-quality sealed ball bearings at the pivot points, which is smart when you are talking about longevity. The stainless steel strut not only looks great, but is ni40 Power & Performance News / Vol. 7, No. 4

Here are the original stock replacement hinges. They worked good, just kind of ugly when everything else in the engine bay is finished.

The hinges come tightly wrapped, secured, and separated in the box.

Using protective tape will ensure you reduce the chance of scratching your paint when removing and installing the hinges. Frankly, we should have used more tape than this — you can’t be too careful here. This is everything that comes in the package: hinges, struts, stainless fasteners, and the all-important instructions. READ THEM!

The next step is to remove the firewall bolts. Again, be careful of the paint and note that the hinge may slide down a bit, so it is a good idea to hang onto it so it doesn’t chip the paint on the firewall. Start with the removal of the hood bolts. Be sure to use your opposite hand to hold the hood from sliding back into the fender. It’s good to put a towel or blanket on the fender just in case!

trogen-filled, which along with those bearings, makes the hood open and close smooth as butter. The hinges come in a variety of finishes: raw, machined, bright polished, and Fusioncoat or anodized colors. I ordered the bright polished with a clearcoat finish, so I wouldn’t have to keep polishing them. Shipping was super quick, and the instructions were easy to follow too. Words of advice: Read the instructions a couple of times before doing anything, take your time, and take the advice they have given you, or suffer the consequences of chipped paint or worse. Use tape liberally on the fenders, on the hood itself, and on the cowl. You’ll notice in the photos, we were living dangerously, but got lucky.

Here is the old hinge (top) and the new hinge below. Note that the new hinge from Eddie Motorsports sits under the hood and on top of the cowl, increasing the possibility of scratching the paint — so be careful. PPNDigital.com 41

Be sure to use anti-seize on the stainless bolts to prevent galling.

Here we are installing the new hinges. You’ll want to make sure to put in the top bolt first finger tight, but hold on to the hinge to prevent it from swinging and putting a nice circular scratch on the firewall. As added protection, we put tape on the backside of the hinge to act as a gasket to prevent the paint from sticking.

The firewall side of the hinge is slotted, allowing for hood height adjustments. Start with the hinge at the top of the slot to give the most hood-to-cowl spacing and work down from there for a perfect fit.

Open the hinge all the way, and be sure to unlock the locking spring clip before installing the strut onto the ball studs. Be sure to replace the spring clip and swing it over the ball to lock it onto the stud. Make sure they are securely locked before installing the hood.

We found a critical step to be checking the height of the hinge at the firewall;when that rear arm on the hinge closes down, it can hit the cowl if you don’t have it high enough! And it is a fine line between the hood height lining up or cracking your paint. It actually took us longer to line up the hood than it did to install the hinges. You’ll want to take your time during alignment. We found that the fenders on the car were not squared correctly and had to loosen some bolts to adjust it. Just be patient! In the end, it was completely worth it, and we were surprised at how much it changed the look of the engine bay. The greatest side-effect of the install is how sturdy the hood is now. There is virtually no side-to-side movement, and that is saying a lot on a hood with a huge hole and no hood brace! Follow along as Bobby and I install my new Eddie Motorsports hinges. Source: Eddie Motorsports, eddiemotorsports.com 42 Power & Performance News / Vol. 7, No. 4

When installing the hood, notice the hood mount is also slotted. We recommend you pull the hood all the way up, so it doesn’t hit the cowl or fender during alignment. You will end up opening/closing the hood many times. Let it down very slowly, paying attention to the fender clearance (especially where the hood corners could hit). Do not fully lock it closed until you know that rear bar will not hit the cowl. Just take your time — be patient!

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MAKE

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MORE 3M/Festool Dust Extractor is the best thing to happen since he shop vac

Words/Photos Cam Benty

f there is one given when doing body work, it is that it makes a mess. Worst of all is the sanding process. The debris created by the sanding of old paint, body filler, spot putty, primer, and paint layers all generate tons of dirt that, when mixed with water and other body shop stuff, is as common in a body shop as masking tape and paper. Blend in the health risks that surround breathing in this toxic particulate and it goes without saying there is a need for some way to capture this crap. Festool is well known for their sanders, but their new dust extractor is exactly what the painter ordered. Holes located in the surface of the DA (and the sanding blocks for that matter) loosely correspond to the holes in the abrasives (they do not have to match exactly) that attach via Velcro. The Mobile Dust Extractor sucks up the sanding debris and captures it neatly in a self-cleaning bag hidden deep within the cabinet’s lower cavity. Festool claims 90 percent of all sanding debris is collected, rather than being spread around the shop. In our testing, that number is probably more like 95. It’s that good. 44 Power & Performance News / Vol. 7, No. 4

The unit As demonstrated for us at Custom Rod Garage, the Festool Mobile Dust Extractor can be equipped with a variety of different options that certainly increase the versatility and cost of the unit. The system we reviewed allows dual hose arrangements so that two operators could work at the same time, off the same machine, with equal efficiency. The hose that connects to the DA sander features an inner air line that drives the DA in conventional style and an outer area, within the 3-inch diameter hose, that allows the Dust Extractor to suck the debris from the work area into the vacuum bag. The DA attachment attaches with a simple quarter-turn quick connect. It is easy to use wearing gloves and other paint shop garb. A series of optional drawers (called the Sortainer System) on the top of the base unit keep each of the DAs and blocks organized and ready for use, while others provide storage for sanding materials. Hooks on the unit allow for containment of wires and various hose connections. It is a well-designed unit that sports typical German ingenuity. Along with keeping the shop clean by reducing debris

For those looking for the ultimate package, the Festool Mobile Dust Extractor can be had with a ton of additional options. The assorted hooks and hangers were well designed to keep everything in one place. If you only paint a few cars, itâ&#x20AC;&#x2122;s probably overkill, but if you paint seven to 10 cars in a year, you need this machine. HEPA-certified, this system will help you be able to breathe when working on a vehicle, and keep dirt out of your next paint job.

Festool offers a variety of sanding blocks and DA Sanders that can work on any surface you encounter. Key to the system are the holes located in the sanding tool and the abrasive used for the sanding. A polisher is also available for final paint prep.

PPNDigital.comâ&#x20AC;&#x192;45

To connect the DA hose, it’s a matter of lining up the hose to the tool and making a quarter-turn twist to lock the two together. The small lever on the hose must be depressed to release the hose. The DA and other tools have been ergonomically designed to avoid fatigue, and all hoses are anti-static.

The Mobile Dust Extractor serves as the base for lots of other tools, including this handy drawer system (called the Sortainer) that keeps the sanding abrasives in order, along with other small tools.

by 90 percent, the increased sanding abrasive life is probably close to that figure. While most abrasive will clog up in a short period of time, by sucking away the debris, the abrasive stays cleaner longer, allowing use of each piece to its longest possible life. If you think about it, it just makes sense. Among the cool little things that have been figured out is the quick stop feature to the DAs. On most DAs, when the trigger is released to stop sanding, the disc spins freely for a while afterward. Most seasoned sanding experts will stop the wheel by hand, commonly ending up with paper cuts from their impatience. The Festool DA units stops within one rotation of releasing the trigger, allowing you to remove the sanding disc quickly and without a common injury from sanding discs. Source: Festool, 3Mcollision.com/Festool

When sanding, one of the leading causes of premature sanding abrasive failure is the fact the sanding debris becomes lodged in the abrasive (above left). The dust extractor system sucks up the debris and keeps the abrasive clean, maximizing the usable life of the surface.

So where does the debris go? Under the lid of the Festool Mobile Dust Extractor is this replaceable bag that collects the sanding debris. The system is designed to maximize the volume of the bag, so we won’t be changing bags often. 46 Power & Performance News / Vol. 7, No. 4

This filter in the top of the Mobile Dust Extractor filters the air to reduce contaminants. These filters are why the system meets HEPA requirements for air quality.

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Super bird ONE

Al Jensenâ&#x20AC;&#x2122;s tribute to the King

here are many “Kings” in history. Elvis was The King of Rock and Roll. Michael Jackson was the King of Pop, and drag racer Kenny Bernstein was The King of Speed. But for NASCAR fans, there is only one King: Richard Petty. The winningest racer in the history of racing — with 200 NASCAR wins — he has no peer. Earnhardt Sr., Gordon, Yarborough, Allison, and the rest never came close to that figure. So, Hail to the King. Al Jensen’s Superbird is a mobile shrine to that legacy. Petty was a Mopar racer, as any NASCAR fan will tell you. Except for a change to Pontiacs in his twilight years, the only exception to the Chrysler race team came in 1969 when, after a disagreement with the Mopar brass, he jumped ship running a Ford Torino Talladega, much to the chagrin of his fan base. That year proved to be a very respectable racing effort, but nothing like his earlier efforts. Remember in 1967, Petty won 27 races, in one year — 10 race wins in a row. Now, that’s a good year.

Why Ford? What caused the departure to Ford is well documented. The Dodge division debuted a special Dodge Charger “500” in June 1968 that featured subtle but important body modifications learned from wind tunnel testing. The new midyear car was built with a revised forward-mounted grille, smoothed covers placed over the A-pillars, and a new rear window glass that was now flush with the bodywork of the C-pillars. All this was to improve high-speed stability on the super-speedways. The only problem was that Petty Enterprises was a Plymouth team member and there was intense on-track rivalry between the two Mopar divisions, Plymouth and Dodge. When Richard asked to be released from driving for the Plymouth brand to move over to Dodge, he was told “no” in no uncertain terms and reminded that he was a contracted Plymouth driver. Richard mentioned to the boss at Plymouth racing, Ronnie Householder, that he could call on Ford Motor Company to see if they would be interested in having Petty Enterprises in a Ford product for the next year. Householder told him, “Go ahead,” and Petty called his bluff. At the

Words / Photos Jim Maxwell

PPNDigital.com 49

Soon after a car was found, Al Jensen purchased a 472c.i. crate engine from the local Mopar dealership, topping it with an ultra-rare aluminum intake built for NASCAR Hemis back in the day. Jensen used the detail photographs he personally took at Petty’s museum for correct fabrication of the double breather arrangement.

time, Ford was working on their own aerodynamic machines, having just completed the Torino “Talladega” and Mercury Cyclone “Spoiler II,” which featured a small nose extension on the front end, lowered grille and much better aerodynamics. Ford’s top racing man, Jacque H. Passino, in Dearborn, Michigan, didn’t have to think twice before he said yes to Richard Petty’s request! Petty’s win at California’s Riverside International Raceway in the first race of the year must have had the Chrysler folks crying while Ford was celebrating. The win by the Petty Blue Ford #43 was Richard’s 92nd victory in Grand National racing and the first time ever in a racecar other than a Plymouth.

The Great Return With Richard’s Torino already a winner (and with no other significant names driving Plymouths in 1969), panic set in at the front offices of the Chrysler/Plymouth headquarters. The edict came down to win Petty back to the team. The contract between FoMoCo and Petty Enterprises was on a year-to-year basis, so the earliest Chrysler could get Petty back into their fold would be 1970. To persuade him back, first and foremost, a new very special Plymouth model would be needed. In early 1969, Dodge continued to tune the Charger 500 body to make it competitive with its Ford and Mercu50 Power & Performance News / Vol. 7, No. 4

The 472c.i. Hemi crate engine received a power increase with higher compression pistons (now 9.67:1 as compared to standard 9.0:1 as delivered from Mopar Performance) and a camshaft upgrade (mechanical 0.561 lift, 248/255-degree duration). The full-race induction system and MSD ignition were completed by Duffee Motorsports, Glendale, Arizona.

As the car was being constructed at Mitch’s Hotrod and Fabrication shop in Quarts Hill, California (near the Los Angeles area), it almost appears as a full-sized 1:1 model kit car being assembled!

ry counterparts. Up front, a large 18inch extended nose cone was added. Reverse-facing scoops were fitted over the front wheels (for tire clearance in the corners during extreme highspeeds), and then a massive 23-inch tall wing was placed atop the deck lid, positioned high above the roofline in the “clean” air. In initial testing, the Dodge Daytona prototype reached speeds in excess of 204 mph on the Chrysler Chelsea Proving Grounds five-mile oval test track in July ’69 with legendary NASCAR driver Charlie Glotzbach behind the wheel. In its public racing debut that September at Talladega, it won the race, becoming the fastest Grand National stock car ever with an average lap speed of 199.466 mph around the 2.66-mile track. What makes that more incredible were the

terrible track conditions, so rough that tires were quickly worn on the highbank course. But, it proved to intimidate the competition. Ford driver David Pearson, another top contender in the NASCAR series, said “It scares me to death just to look at it.” By mid-season 1969, Petty won his 100th career victory and the future looked like a lock for him to have a long tenure with Ford. Undeterred, the president of Plymouth Division (Glenn White) personally traveled from Detroit down to Level Cross, North Carolina, to Petty headquarters and extended an olive branch. His first question? “What’s it going to take to get you back to Plymouth?” His answer was that he needed a car just like the Dodge Daytona for the 1970 season. The rush was on for Chrysler designers at Plymouth to get busy on

At this stage of the build, the body had already received a six-point roll cage, the torsion bars were removed, rear wheel openings enlarged, and modifications made to the rear floorpan for the 22-gallon fuel tank / ballast box.

converting their B-Body-sized Road Runner into an aerodynamic Daytona clone. Key to that change was including the massive rear wing, revised flush-mounted taillight, A-pillar covers, and the big extended nose cone. The Road Runner moniker itself came from a fast-running Warner Brothers cartoon bird, so the obvious new vehicle name: “SuperBird.” The Superbird modifications were not the same as the Daytona, despite the obvious similarities. In fact, Chrysler decided there were improvements that could make the new car even better. One thing learned between the time the Daytona was released for competition use and during early development of the Plymouth version was that the rear wing also helped cornering. To take it to the next level, the SuperBird wing was given a wider base, adding 40 percent more mass area. With the new SuperBird as the star car of the Plymouth/Petty racing program for 1970, the goal was now to get out there and win races! With the increased involvement from the factory, the Petty shop was contracted to campaign two different SuperBird racecars, one for Richard and one for a new fresh face on the scene, Pete Hamilton (car #40). This two-car assault for Plymouth turned out to be a grand idea as Hamilton won three races during the year. Richard himself won 18 races, a number that surely would have been higher if not for a devastating crash at Darlington that put him in the hospital with a dislocated shoulder. The injury caused him to miss six crucial races that year (and most likely the championship). All this winged Mopar excitement came to a screeching halt with the announcement of new rules for 1971 from the ACCUS (Automobile ComPPNDigital.com 51

This sheetmetal race dash was fabricated and covered with Flat Black naugahyde material. The hand-formed aluminum gauge panel was drilled for AutoMeter tach, speedometer, oil pressure, oil temp, water temp, amp, and fuel pressure gauges. To convert the standard 2-door Plymouth B-Body into a SuperBird, a new streamlined rear window was included in the transformation. To keep it snug, a pair of aluminum straps secure the glass, per NASCAR rules.

A steel nose was chosen for the car (like the originals), although there are reproduction fiberglass versions available.

petition Committee of the United States), which governed NASCAR. To correct and ultimately outlaw the aerodynamic monster cars, they were

The 1970 front fenders from a production Dodge Coronet were part of the original SuperBird conversion package. The front lower edges are modified in order to line up with the nose. In addition, they were further modified with welded seams, and the front side marker lights were removed.

restricted to 305c.i. or smaller engines. Cars with factory style “stock car” bodies could run the standard big cubic inch engines.

Consistent with the original Petty-built wing cars are these strong stanchions welded into place to inside the trunk area, providing the required rigidity to withstand the 600 pounds of rear down force.

The factory responses were quick and to the point: “There is no way we can develop a 305c.i. engine and the company has no inclination to do

All interior wiring for the taillights was hidden in the rocker panel area. Shown here prior to seat installation is the electrical system shut-off switch and air compressor. A tank for air ride is hidden underneath the dashboard on passenger’s side.

Jensen paid special attention to the little things that made the overall impact of the car’s final look so impressive. 52 Power & Performance News / Vol. 7, No. 4

The front parking lamps were also fitted with bright LED bulbs for efficiency. The car’s paint takes on a different flavor after the sun goes down, which is a unique characteristic of the “Corporate Blue” Chrysler paint code!

this,” stated Chrysler’s field manager Ronnie Householder upon hearing the news. “We have to take the most competitive car.” With the wing cars pronounced dead for ‘71, Plymouth and

Petty remained strong and promptly went out to Daytona with a new 1971 standard Road Runner body and won the first race of the year. Historians look upon the 1969-70 NASCAR sea-

sons as iconic years in the sport, which were never to be repeated.

The Tribute Takes Shape Al Jensen from Mesa, Arizona, is a

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Using the same industrial rubber material as over-the-road truckers have run for years on their 18-wheelers, the Ridetech air springs allow for quick ride height adjustments at the touch of a button. The stamped steel race wheels are five lug on five-inch diameter bolt circle diameter. The modern rubber is Goodyear Eagle GT II radial tires sized 275/60R-15. The stencil-painted Goodyear Eagle letter is authentic.

huge Mopar fan. Owner of one of the original 135 Hemi-powered SuperBirds, his concours-quality Lemon Twist Yellow, numbers-matching machine is a better investment than real estate in southern California. A student of these cars, Jensen is well versed on the history that motivated the factory to build these amazing cars. Impressed with the legacy of these cars, he decided to pay tribute to the legendary driver, building a tribute car to The King. Starting with a standard Belvedere body shell to provide the base for his SuperBird tribute car, Jensen used a fabricated steel replacement nose, steel rear window plug, reproduction composite wing, and a pair of salvage year 1970 Coronet fenders and hood to get things rolling. Next, he did an extensive search on everything he could find in the way of photographs, books, old magazine articles, movies, and talking with people that were involved in NASCAR racing during the timeframe of Petty running his SuperBird, all to help make his project as authentic as possible. Jensen went as far as flying to the Petty Museum in Randleman, North Carolina, so he could see firsthand (as well as take hundreds of photos) the #43 Plymouth wing car displayed there. After purchasing the main bodywork components, Jensen purchased a 472c.i. Chrysler Hemi crate engine from Mopar. For that engine, he found one of the highly desirable “track” manifolds that these late ‘60s / early ‘70s Chrysler Hemi cars ran in NASCAR competition on eBay and quickly made a purchase. The single four-barrel manifold is known as the “bathtub” intake and came out for the 54 Power & Performance News / Vol. 7, No. 4

The huge five-inch diameter tachometer and speedometer are situated center of the steering column. To allow for each reading at speed, the gauges are “clocked” so that when they are operating in the proper range, the gauge needles point at the 12 o’clock position.

1966 racing season. Further hunting on eBay netted a set of original racing exhaust manifolds that were quickly installed on the fresh engine. With the body completely disassembled, the fitting of the rollcage was done using the same basic design as the Petty cars, with provisions to allow for operating doors and easy ingress and egress. A big step forward in building the car came when Jensen and Mitch Connett met at a Las Vegas Mopar car show. A former stock car racer himself, Connett has a business (www.mitchshotrods.com) located in Quartz Hill, California, that specializes in building everything from traditional hot rods to award-winning Mopar show cars. After they spoke, it was soon apparent that taking on the build responsibilities of this Richard Petty tribute car would be an ideal situation for both parties. Locating all the correct race-spec components was extremely difficult,

but Jensen had done his homework. The directive was to make the final product really look the part of a vintage racer. However some new, modernized features (4-wheel disc braking, power rack and pinion steering, and air suspension to deal with the low ground clearance on the nose) were in order as well. Connett dealt with every modification using a large degree of detail, which speaks volumes of his dedication and quality of workmanship. This Richard Petty tribute car goes to the extreme in paying homage to the legendary race driver, as evidenced by all the double-takes and inquires it continually receives when out on the road and/or at a show. This remarkable Hemi-powered Mopar is a fast and well-built road-worthy creation that honors perhaps the highest speeds ever attained in NASCAR racing history, and the most famous of all NASCAR racers, Richard Petty.

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BOOST Words Jeff Smith / Photos Doug Eisberg, Eric Rosendahl, Jeff Smith

How to build an inexpensive power brake vacuum booster

hat’s the first duo that pops into your head? The great ones will always be great — peanut butter & jelly, Abbott & Costello, and perhaps Captain Kirk and Mr. Spock. A far less effective duo for a street car is a big cam and power brakes. High overlap camshafts combined with power brakes often create a hard pedal that makes it difficult to stop at slow speeds, where the engine vacuum just can’t supply the needed boost to make the power brakes effective. Eric Rosendahl and his long-time compatriot, Doug Eisberg, shared this common affliction. Doug’s 496c.i. Rat-motored Nova was built as a Q-ship — a poseur — masquerading as a stock 396 Nova. Eric’s approach was to dump the wimpy small-block in his ’66 El Camino in favor of a 468 iron-headed Rat that makes 580-plus lb-ft of torque. Eric’s name may sound familiar; we used his Rat as our test mule for installing a hydraulic roller cam (“Let It Roll”) followed by a comparison of a trio of hydraulic roller cams (“The Duration Game”). Both of these previous stories can be found at PPNDigital.com. Both cars had similar brake performance issues. The first application of the brake pedal produced acceptable braking performance. But at low vehicle speeds, if the brake pedal 56 Power & Performance News / Vol. 7, No. 4

was applied more than twice in quick succession with the engine near idle in gear (both cars are automatics), the pedal effort quickly deteriorated into what could easily be a dangerous situation should a panic stop be required. While resorting to manual brakes was an option, both decided that what was really needed was additional vacuum assist during low speed situations. Eric performed hours of research and discovered a GM factory vacuum pump for a 2011 V6 Cadillac CTS that was designed to perform this exact task. Even better, the vacuum pump was affordable at well under $140 from either RockAuto or Summit Racing. After coming up with a suitable test plan, Doug bought this pump, and the pair decided to test it on Doug’s Nova. The specs we found from Hella do not recommend this product to be used as a primary source of vacuum for a power brake unit, although it is the exact same pump used by Cadillac. In this case, the pump is not the sole source of vacuum assist. The guys are using this pump to supplement engine vacuum supplied to the vacuum reservoir. The specs on the pump offer an operating lifespan of 1,200 hours at one million cycles, operating at a draw of less than 15 amps when supplied with at least 13 volts. This sounded like

Next, Eric and Doug fabricated a mounting bracket using 18 gauge aluminum (they suggest 14 gauge now) to place the pump and reservoir underneath the driver side front fender. Mounted in series to the reservoir is the vacuum pressure switch that engages the pump anytime the vacuum falls below 18 inches Hg. Note the pump and the pressure switch are both grounded to the mount.

The first effort involved temporarily mounting the 2011 Cadillac CTS vacuum assist pump on a simple piece of wood, combined with a pressure switch but without the reservoir. The pump was simply wired to switched power and tested on the street, where Doug found low-speed brake pedal effort greatly improved. This called for a permanent fixture.

sufficient durability. The question would be how it would work on the street. Besides a pump, the plan demanded other assorted components. From a power standpoint, the pump would require a 30-amp relay to supply power. Next, a specific vacuum sensor switch would be required to sense a low vacuum to trigger the pump. A crude alternative would be to operate the pump any time the brake light switch was engaged, but this would place a much greater demand on the pump than necessary, especially with the addition of a vacuum reservoir. Eric found the vacuum switch through Stainless Steel Brakes at Summit Racing for less than $35. Doug’s engine idles with between 9 and 10 inches Hg of manifold vacuum in gear, so this application would ask

This is Eric’s diagram of how they plumbed the vacuum lines for Doug’s Nova. Because he wanted to make this install as stealthy as possible, it uses a near invisible T-fitting between the engine connection and the vacuum booster, using five check valves total. Compare this to Eric’s El Camino revised routing diagram that employs one fewer check valve for simplicity.

the pump to increase the vacuum to roughly 18 inches Hg. By adding the vacuum reservoir, this does not increase the vacuum, but does increase the volume as a safety measure for greater capacity than just the small volume found in the booster itself. Eric also reasoned this system might ultimately be safer than other boosted systems. In a typical engine-fed power brake system, if the engine were to stall, the driver would have one to perhaps two brake-assists before the pedal effort would drastically increase. With a hydro-boost system, if the engine stalled, the same effect would be generated. With this electric motor vacuum boost system, if the engine dies but the ignition power remains on, the electric pump will still supply vacuum assist to the brake pedal, as long as the battery offers sufficient voltage. Armed with this approach, the guys decided to first test the AC Delco Caddy pump on Doug’s Nova by temporarily bolting it to a wood base to the driver side fender and plumbing it in between the engine and the power brake booster. This initial test was run without the added volume

The boys also tested the system for leaks using the time-honored soapy water technique and found a slow leak that would have reduced the system’s efficiency. Not shown, but all the connections were secured with hose clamps. PPNDigital.com 57

This is a simplified drawing of the wiring for the relay. Be aware the terminals on an actual relay will be positioned differently than this drawing, but the connections are correct. Also, be sure to ground the pressure switch body as it is the ground circuit for the relay that closes the circuit and turns the pump off.

Here is the pump/bracket/reservoir/pressure switch assembly mounted underneath the driver side fender looking up into the wheel well area. The exhaust for the pump is located underneath that small black plastic cover. With this on the bottom, it also serves as a vent for any moisture that might collect inside the pump.

of the reservoir, but the results were impressive enough that they then decided to build a permanent mount for the pump and reservoir. As we mentioned earlier, Doug’s thing is to keep his Nova as stock-looking as possible. So the pair built an aluminum bracket to mount the pump and the reservoir underneath the driver front fender and above the inner fender well, using longer bolts from the hood hinge as studs to mount the bracket. They oriented the pump horizontally, both for clearance and also to minimize the load on the pump, although Cadillac locates the pump vertically with pump end up. They also bent lengths of 3/8-inch tubing and connected the lines with vacuum hose and clamps. With the system in place, they were also concerned with noise, but that also turned out well. With the pump in place and running, they used a meter to measure the sound at 64

This is Eric’s 468c.i. big-block El Camino engine compartment that will be the next install. He plans to mount his pump and reservoir in the same location but will plumb his system slightly different, as shown in the above diagram.

58 Power & Performance News / Vol. 7, No. 4

This is Eric’s diagram for the plumbing for his vacuum pump system in his El Camino.

dB from two feet away with the hood closed. This is equivalent to normal conversation in a restaurant. So, yes you can hear it when Doug first turns the ignition on, but once that gnarly big-block fires up, the noise is completely masked. Test drives with the Nova quickly revealed Doug now

This is a comparison of the engine manifold vacuum generated by Doug’s Nova, as shown on the vacuum gauge on the left at slightly above 9 inches Hg. The vacuum gauge on the right shows the Cadillac pump has increased the vacuum for the booster up to around 17 inches on its way to 18 inches Hg. Note we’re reading the inside scale — inches of manifold vacuum.

has brakes like he hasn’t experienced in years. He can apply the brake pedal multiple times in quick succession without an increase in pedal effort, and the car now stops in a much shorter distance at low speeds with normal pedal effort. At this point, Doug has roughly 300 miles on the system, but he is thrilled with the package and now, Eric is assembling the parts to perform his version of this system on his big-

block El Camino. So, if your older supercar is suffering from the high pedal effort from power brakes, due to low engine vacuum at low speeds, this just might be a way to make the car both more fun to drive and safer at the same time. And you can do it all for $250. Sources: RockAuto; rockauto.com; Summit Racing, summitracing.com FEEL THE BILSTEIN DIFFERENCE.

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GITTIN IT

DONE Vaughn Gittin Jr. is rewriting the books on drifting in America – and the world Words Cam Benty Vaughn Gittin Jr. celebrates after his ninth-career Formula Drift win in New Jersey in June. The victory ties him with Samuel Hubinette for the all-time record in the series.

His website description calls him a “World Champion Drifter and professional fun-haver.” That’s not a poor portrayal to live by and certainly, after meeting Vaughn Gittin Jr., it seems plenty accurate. Energetic and accommodating, few racers are more excited about what they do than Gittin. And why not? His success ratio is over the top, having delivered a huge audience for the sport of drifting and big wins for his sponsors. Drifting has a hardcore audience of fans who love to watch skilled drivers take high-powered cars through tight corners as they nearly come in contact with each other and the barricades that scribe the course. It is hugely entertaining to watch. Gittin slid onto the drifting stage in 2005 and since that time, has proven himself, becoming the first-ever American to win a D1 Grand Prix event in the USA vs. USA competition. He was to repeat that performance to earn the 2007 championship. Winner of his first Formula Drift title in 2010, he also collected the prestigious Ace Driver of the Decade title in 2013, along with World Drift Series Championships in 2011, 2012, and 2013. Today, Gittin is the owner/driver of his Mustang RTR race car, the place he has called home for five years, updating the 60 Power & Performance News / Vol. 7, No. 4

vehicle with each model year. Sponsored once again by Monster and Nitto Tire, he continued his competitive ways with big wins in 2016 against a very tough field of professional drivers at Atlanta and New Jersey. He’s currently tied with Samuel Hubinette for the all-time record for Formula Drift wins, with nine.

In addition to his competition career, Gittin is an approachable media personality who hosted the NBC Sports program Octane Academy and appears regularly on Formula Drift TV. We recently had a chance to speak with Gittin Jr. and ask a few questions about his racing life, his car, and how he prepares for competition.

Are there new race vehicles on the way? How long have you been running the current combination? We just debuted our new car this year in April. We have been running this since our pre-season testing in March, and we could not be happier with them.

How heavily are you involved in the build of the car; the changes made to the vehicle before, during, and after competition? I built my first car on my back in my garage when starting out. Fortunately, I now have an amazing team which focuses on the race cars, and I focus on the other fun to keep our machine rolling! I am very involved from a design and aesthetics standpoint. I give the feedback at the track, and my team takes care of the technical fun! I know enough to be dangerous, but find we all excel when we focus on what we are best at!

What special demands are required in this type of racing with regards to driveline and specifically clutch system? Drifting is one of the most demanding sports with regards to driveline. We are constantly dumping the clutch at high RPM, on and off the handbrake, which requires the clutch to be let out aggressively while the throttle is stomped on. The massive

Vaughn Gitten Jr. at home behind the wheel of the Mustang RTR he debuted in March 2016. He collected two wins this year in the eight race season.

amount of grip our drift car has these days is truly mind blowing, and with the speed we are going, you need response as soon as the clutch is disengaged to stay ahead of the car. I’m really amazed what these clutches can handle!

Any interesting stories in regards to driveline parts?

How did your connection with Quarter Master come along?

Anything else you’d like to mention about your time.

We needed a clutch to handle the serious demands of our 900-hp Ford Mustang RTR drift car. I had met Jeff Neal at a Trans Am race, and he seemed to have the magic we needed!

I come from motorcross, and I still sometimes use/slip the clutch to put the power down. I’m impressed to have found something that handles that abuse and has not let us down!

While I have your attention, assuming you like to have a good time!!! You should text FUN to 89800 for the chance to meet me i‑n Vegas during SEMA for an epic trip! Bring your party hat!

2016 Monster Energy Nitto Tire Ford Mustang RTR Engine: Ford Performance/Roush Yates-built 436c.i. V8 Weight: 2,800 lbs. Power: 900 hp Transmission: Andrews 4-speed dog box Axles: Drive Sha shop Tires: Nitto NT05 Wheels: RTR Tech 7 three-piece by HRE Wheels Exterior: RTR carbon body panels, wide body panels, chin, rear spoiler, and rocker splitter Interior: Recaro seats and Takata racing harnesses

PPNDigital.com 61

Sketchpad The master of creative design takes pen to paper for his take on performance cars we wish could someday become reality. When I first met Steve, he was sequestered for long hours in a small dark room in the back of Bill Carter’s paint shop in Chatsworth, California. Carter was THE guy for cool Funny Car paint schemes in the ’70s and ’80s. Don Prudhomme, Tom McEwen, Tom Hoover, and Joe Pisano all went to Carter for the cutting edge of cool. But before Carter would touch a drop of paint, it was up to Stanford to sketch it up in fine detail. Between race car renderings, Stanford would turn his sights to other forms of transportation, from muscle cars to hot rods. His artwork has adorned the biggest publications in the country, and car builders still seek him out to give his vision of just how their car could look. Today, that same creativity still lurks in the frontal lobes of Stanford, who changed venues but not office size, now residing at Pete Santini’s paint shop in Westminster, California. The gears are still turning — and the cool cars still take shape just as they did when I first met Stanford in 1980. We hope you like what you see.

Steve Stanford with

A blend of classic Corvette and Ferrari. If Chevrolet were smart, this is what the next evolution of Corvette would be. Key elements include a classic ’63 rear split window and see-through headlight-adorned Stingray nose. The Ferrari 430 taillights work great to enhance the performance feel of the car.

Take a last generation Dodge Charger and stir in a â&#x20AC;&#x2122;69 front and tail and you have this wonderful Mopar. Stanford kept the signature door creases but severely stretched the fastback through to the rear decklid. The quick fill gas cap on the rear left fender is a must.

A huge fan of the AMX, Stanford made something AMC fans only wish was reality. We love the First Gen Corvette style bodywork that wraps the rear deck lid down into the interior of the two seater. Smoothing the hood bumps, replacing the grille, and installing rectangular headlights just makes it look right. PPNDigital.comâ&#x20AC;&#x192;63

Stanford’s take on what a ’69 Mustang custom would look like . . . and it’s really cool with lots of interesting features. With classic Borrani knock off wire wheels, smoothed grillwork, and Cibie lights, this well-known muscle car has taken on an entirely unique style. The rear taillights are from a ’58 Ford — bet that wasn’t your guess!

A blend of two of the most iconic Chevy shapes, this ’65 Chevelle has been flowed under the contours of a ’62 Impala roofline including the forever timely bubble top rear glass. Slammed to the ground and dressed with slotted knock offs, this is a car that some custom builder needs to create. 64 Power & Performance News / Vol. 7, No. 4

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Race Master rules Manley Performance, Race Master Valves for Ford V8’s From a legendary company well known for successful race engine components, Manley Performance unleashes their newest Race Master valves for Ford’s new Coyote V8 engines. These super high-tech intake valves are made from NK-842, which is far superior to the more common 21-4N stainless steel. On the exhaust side, Manley prefers their XH-426 material. Both intake and exhaust valves are offered with grooves for OEM-style triple locks, or with the race-proven Bead Loc single radius groove valve locks. For Coyote engines, valve sizes include 37-38mm intake and 31-32mm exhaust valves. manleypeformance.com 732.905.3366

A dash of class Classic Dash, 1987-93 Mustang Dashboard More than any other part of your vehicle, your instrument panel is what you see every time you drive your vehicle. Classic Dash has created a new UV-resistant ABS composite dash for 1987-93 Fox body Mustangs. Available in matte black, brushed aluminum, or carbon fiber finishes, the dash can be purchased empty or with a

Up your game Lunati, Signature Series GM LS Dual Valve Spring Kits Racers and engine builders of GM LS series engines now have brand new, extreme usage valve spring, retainer, locator, valve lock, and valve stem seal kits that all help to safely extend engine rpm and boost performance capabilities with normally aspirated or power-added LS engines. This kit features precision wound, heatset, Signature Series Dual Valve Springs for required seat and open load pressure, plus total spring travel to accommodate cams with aggressive gross valve lifts of up to .660”. The valve springs in each kit are carefully tension matched, and all supplied components come complete and ready to install. lunatipower.com 662.892.1500 68 Power & Performance News / Vol. 7, No. 4

full compliment of AutoMeter or Thunder Road gauges and a wiring kit. Most importantly, the dashboard is a bolt-in replacement for the OEM panel and accommodates factory accessories and trim. classicdash.com 775.883.7904

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Time-saver

Bad B-body Magnaflow, Street Series Exhaust Systems MagnaFlow’s new line of Street Series exhaust systems for Chrysler/Plymouth/Dodge B-Bodies feature 2.5-inch, mandrel-bent stainless steel tubing and a pair of 4x9x14-inch stainless steel mufflers. The system ends in dual 2.5-inch turn downs for a classic look. Also available separately are a pair of down pipes that bolt to your factory exhaust manifolds that connect to the MagnaFlow system at the crossmember. All MagnaFlow exhaust systems come with a lifetime warranty, and each kit includes all the necessary hardware and components for a complete, bolt-on installation. magnaflow.com 800.990.0905

Crane Cams, Valve Spring Compressor This handy tool is designed for removing valve springs while the cylinder head is attached to the engine. This facilitates the installation of new valve springs in substantially less time than it takes using a conventional valve spring compressor. In fact, it reduces the spring removal and replacement time on F-body cars to one-quarter of the time required with other tools. Just use a ratchet or impact wrench to compress the springs. The rugged heat-treated steel fixtures are precision CNC-machined to assure proper seating on the cylinder head and valve spring retainer. cranecams.com 866.388.5120

For over 47 years, JET Performance Products has been the leading manufacturer of aftermarket performance parts. All of our products are designed to give you better gas mileage, more horsepower and an overall better driving experience. From plug-n-play applications to completely rebuilt carburetors, JET has you covered. With over 75,000 applications we’re guaranteed to have something for your car or truck.

Speed SHOP PARTS / TOOLS / ACCESSORIES

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“Your name here” Undercover Innovations, Custom Engraved Components There’s nothing that quite makes a statement about an engine compartment more than custom valve covers. Undercover Innovations offers a variety of polished aluminum valve covers that can be engraved to the customer’s specifications. Undercover Innovations is licensed by General Motors and can reproduce a wide variety of popular Chevy logos on valve covers — as well as on the company’s other products, which include show panels and doorsills. Custom engraving can be done to match supplied artwork, or specified from a multitude of standard type styles. undercoverInnovations.com 661.325.4506

Stock up! Change it up TCI, Diablo Shifter This new street/race shifter is the most versatile option on the market and includes all components needed for installation in nearly any GM, Ford, or Chrysler. The fully configurable design allows the user to set up the shifter to utilize either a front- or rear-cable exit. The user can also configure for two-, three-, four-, or even six-speed transmissions in both forward and reverse shift patterns. There is no longer a need to buy and replace parts if you are changing shift order/configuration, or changing transmissions entirely. The shifter can also be upgraded to a two-button design for controlling nitrous, transbrake, or shift points. A die cast aluminum handle and powder-coated aluminum cover make every unit ultra-durable and lightweight. Units are also available without a cover for console-mounting. tciauto.com 888.776.9824 70 Power & Performance News / Vol. 7, No. 4

ARP Bolts, Special Pack Fastener Sets You can never have too much of a good thing, or so the adage goes. With regards to engine and vehicle builds, having quality hardware at the ready is a smart thing. ARP’s new five-pack stainless steel alloy bolt sets come in sizes from 10-32x1/2- to 1/2-inch diameter through 6 inch and are rated at 170,000 psi tensile strength, making them much stronger than Grade 8. In addition, they won’t rust, chip, or peel like chrome plating. All of these fasteners are offered in SAE coarse, fine, or Metric thread, with a choice of 12-point or hex heads. arp-bolts.com 800.826.3045

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PPNDigital.com

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Get tuned FAST, XFI Sportsman Engine Management System Designed for muscle car, late model street, and sportsman drag racing engines, along with boosted and individual runner throttle body applications, the FAST XFI Sportsman Engine Management System is a bank-to-bank, fully software-tunable EFI setup. It requires a laptop for tuning and uses FAST C-Com software, which comes packaged along with a necessary USB connectivity cable. The system offers either load-indexed Speed Density or Alpha-N fuel strategies. The FAST XFI Sportsman system features full tables to monitor fueling, acceleration fuel, timing, and air/fuel targets. A user-configurable auxiliary input

channel and full-function data logging are also included. The system supports both naturally aspirated and boosted applications up to 5 bar, is compatible with wet nitrous, and has nitrous timing retard control. The FAST XFI Sportsman features built-in CAN network support, a Bosch wide-band O2 sensor, utilizes built-in diagnostic LEDs, and includes a premium, mesh-type wire-loom multi-port harness. It is compatible with return-style and returnless fuel systems. fuelairspark.com 877.334.8355

The aggressive Bootlegger cams are designed for hot rodders who play by thier own rules. Building on technology from the popular VooDoo® Series, Bootlegger Camshafts are the most powerful street cams ever produced. With a tight 108º Lobe Separation Angle (LSA) there's more torque for taking off, especially when paired with a 104º intake centerline. This potent combination starts opening the valves earlier to greatly improve low-speed torque and midrange power, creating a “useable range” for those who actually drive hard. HYDRAULIC ROLLER & FLAT TAPPET CONFIGURATIONS LS, SMALL & BIG BLOCK CHEVYS

Sure, there are plenty of cams that make big power at the very top of the tachometer, but blasting off the line, downshifting, and on-and-off driving along twisty roads requires power down low. After all, everyone knows you can’t catch the Bootlegger.

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EN-GAUG UPGRADE Intellitronix digital instrument cluster installation Words Cam Benty Photos Robert Shinn

GING The Intellitronix LED Direct Replacement Digital Dash is a direct replacement for the original and comes with full instructions, a hardware kit, and everything you need to complete the installation with tools at home — and is backed by a lifetime warranty. In our case, both the engine rpm and speed would be tracked by a series of LED bars that would increase in number, based on higher levels of output backed by a digital read out. Very cool.

h, the woes of transforming a classic muscle car into a cool, modern, and electronically advanced piece of machinery. After all, consider the fact these monster machines are at least 40 years old today, making them brittle and sun damaged . . . just to pick two of the more obvious challenges. The standard technology features we take for granted in today’s cars were long in the future, and at the time, we were happy to have such “caveman” advancements such as dual point distributors, transistorized ignition, or power windows. Our 1971 Pontiac Firebird Formula was a solid example of everything that today’s car builders face when upgrading to modern systems. When we last left our vehicle, the Pontiac was moving closer to the goal line, the drivetrain, suspension, cooling, fuel, clutch, and exhaust systems completed. But at this point, we ran into another issue: how to upgrade the badly worn dashboard and instrument panel. In addition, we needed to convert our dashboard to digital inputs, rather than the analog systems used back when the Gen 2 F-Body was new. Our Howell EFI conversion loom was designed to mate the Chevy Powerparts LS3 525-hp engine currently residing under hood. Extra length had been added to the loom to allow for the placement of the battery in the trunk, and the in-tank fuel pump from Tanks Inc. had been wired and prepped. Luckily, Robert Shinn of Mark’s Custom Rod Garage in Huntington Beach, California, was well versed in such integrations. The decision was made to upgrade the instrument panel with some form of electronic dashboard that retained the gauge layout of the stock Firebird. Most important was that the gauges would mate with the Howell wiring loom and report all engine functions without issue. In addition, we wanted all of the standard engine information read outs to be present, including not only engine temp, but voltage, oil pressure, and, of course, fuel level. After a review of the Classic Industries catalog for some of the basic items we needed to repair the electrical system (a convenient as well as effective place to shop, their impressive showroom under a mile from Custom Rod Garage), we spoke with Ed Navarro, an old friend and wellplaced executive within the Classic PPNDigital.com 73

Our ’71 Pontiac dashboard looked its age with well-worn gauges, bezels, and dashboard fascia. On top of that, the factory forgot to add some of the most basic engine instrumentation, so it was our charge to transform the instrument panel into a respectable read out.

With the cover removed, things looked even worse. The good news was none of the parts we needed for our changeover were broken. Not to fear, we did install a new dash pad once we test fit the system for the new instruments.

Step one was to disassemble the original gauge cluster, as a number of parts will not be reused for the Intellitronix Electronic gauges. The center gauge cluster housing is the key piece. If it is cracked or damaged in any way, a new one should be purchased.

Industries system. He was more than happy to help.

Intellitronix LED Direct Replacement Dash

LED read out dashboards not only deliver a clear read out of key engine data, but in our case, exhibited some of the Pontiac’s original 270-degree 74 Power & Performance News / Vol. 7, No. 4

The factory gauge cluster incorporated the wiring harness loom connection and an analog speedometer cable drive.

Our Intellitronix kit includes the circuit boards with LCD displays, (main and auxiliary) smoked Plexiglas lenses, sending units, and hardware required for assembly. Note the gauge panels were packaged in protective anti-static sleeves to prevent from possible damage to any of the sensitive system circuits.

needle sweep styling found with the original dashboard. The gauge package also allowed us to use the same woodgrain dashboard fascia found in the original Firebird Formula (with the addition of a pair of holes that we cut in the area where the Firebird logo was previous affixed). Using replacement gauge bezels in these new holes cut for

the auxiliary gauge pack also matches the original layout. Adding the gauge holes is an option, but for a perfect factory appearance, purchasing a two or four holes (A/C cars) dashboard fascia with correct bezels would have been an even better solution. Wiring up the gauge cluster is really straightforward and only requires ba-

After carefully peeling off the protective covering, the supplied machine screws and spacers pin/ stands are installed at the perimeter of the instrument panel lens.

A length of heat shrink tubing is slipped (not supplied) over the wires, and a heat gun is used to shrink it around the wires to gather them and protect them from damage.

Any time wires have to pass through an opening in the sheet metal of the vehicle the wires should be protected from wearing against the exposed edge. Grommets were added to two of the factory holes, and then the components are slipped together while feeding wires through the selected holes in the housing.

Prepare the secondary gauge package in similar fashion to the larger main gauge cluster. When they are finished, the two panels should look like this.

The instrument cluster plug on the under dash harness needs to be removed from the main dash wire harness. The plug can be cut off of the harness, but by first removing the terminals from the plug and snipping off the factory terminals at their base, the maximum length of the unwrapped or loomed wires is preserved, making it easier to separate and crimp new terminals on the wires. A special tool is used here, but a narrow flat blade screwdriver will also do the trick.

The new Instrument cluster mounts in this position — the same as the original factory system using the factory housing bolt holes. The kit includes all hardware for easy assembly, except the four screws that secure the housing/panel assembly to the dash, so don’t lose them. Make sure you don’t over torque the screws, or you could crack the housing and lenses.

For demonstration purposes, we lit up the dashboard to show just what kind of visual the new Intellitronix dashboard would deliver. Pretty cool.

sic wiring tools. A basic wire stripper/ crimper tool is available at any automotive parts store for under $20. We elected to add Molex wire connection plugs for serviceability and a factory appearance to both the main and auxiliary gauge panels (available at your local electronic supply stores for just a few dollars). The terminals used with the Molex plugs require a ratcheting crimper with the correct dies for effectively crimping barrel style terminals. This 76 Power & Performance News / Vol. 7, No. 4

We inserted a new instrument panel gauge face and inserted new switches for the parts that had long passed their prime. The wiper and headlight switches came right from the catalog at Classic Industries. With the dashboard lit up, it gives the full affect of the unit. And it is totally compatible with out LS engine swap.

style crimper is also available at most automotive parts stores for around $30. Electrical knowledge of the subject is not necessary. If you can read a schematic, you will find this to be a simple addition. The Intellitronix gauge system is configured for mounting in the factory location, using the gauge pod that originally contained the factory cluster. Many cars of this age can have brittle instrument panel bosses

that are cracked or stripped. If this is the case, then a new base from Classic Industries is probably in order. We recommend you carefully review all parts within the dashboard before assembly. As you might expect, there is no need for dashboard bulbs since the dash is LED — remember? Sources: American Auto Wire, americanautowire. com; Classic Industries, classicindustries.com; Custom Rod Garage, customrodgarage.com; Intellitronics Corp, Intellitronix.com

Every. Second. Counts. TCI® Offers Engine Braking In 1st, 2nd & 3rd Gear With The All-New AUTO-X GM 4L60E Transmission Package. Engine braking provides a valuable advantage when slowing down to enter turns. The AUTO-X Transmission Package offers engine-braking capability in 1st, 2nd and 3rd gears for GM 4L60E applications, making it ideal for autocross, road racing and off-road. New valve body innovations override the sprag clutch in 1st and 2nd, while 3rd gear is locked directly to the input shaft when the shifter is in the drive or 3rd-gear position. This allows the engine’s decreasing RPM to assist in lowering vehicle speed.

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The package includes an AUTO-X GM 4L60E Transmission, a TCI® EZ-TCU™ and paddle shifters. Upshifting and down shifting can be controlled with the paddle shifters while the EZ-TCU™ is set in manual mode. When the shifter is placed in the overdrive position the transmission will operate normally without engine braking enabled.

COMP CAMS CAMARO:

BACK

& Better THAN EVER

Words/ Photos by Brandon Flannery

he 1969 Camaro has long been a popular car. A new wider, sleeker appearance and a recessed grille made it an instant hit with buyers. Chevrolet’s interest in Trans Am racing and an abundant choice of engines made sure it performed as good as it looked. To this day, it’s still a serious player both on and off the track. In 1975, Scooter Brothers of COMP 78 Power & Performance News / Vol. 7, No. 4

Cams was actively involved in drag racing and won his class in a white convertible Camaro. In the early ’90s, a new concept called the “Power Tour” promised to blend fast cars with long road trips in a show of dependability for builders and merchants alike. COMP Cams was immediately on board and knew the perfect car to use. Unfortunately, Scooter’s old race

car was deemed unworthy after finding it in Texas. Pressing on, a suitable replacement was located and built into a beacon for the day’s technology. Coilover suspension, four-wheel disc brakes with anti-lock, and a rowdy NASCAR-style SB2 small-block topped with a custom fuel injection system made the COMP Camaro a Power Tour favorite for many years.

As with all things, time took its toll and in 2010, it was parked, a little worse for the wear, with a legacy of “road warrior stories,” from triple-digit speeds with the top down and celebrity parking lot donuts to falling halfway out of a show-bound trailer at speed — caught only by the header flanges. For several years, the stalled project slumbered under a cover in the R&D

area, engineless and halfway through a suspension upgrade. With the 40th anniversary of COMP Cams on the horizon in 2016, thoughts of re-vamping the Camaro were shifted into high gear. V8 Speed & Resto was asked to bring the Camaro back to life and create a fitting product showcase for the COMP Performance Group. With their expert help and eye for quality, the Ca-

maro emerged better, safer, and faster than ever before. Long known for their Pontiac prowess, Butler Performance has branched out to include Butler LS, specializing in LS engines. Since they handle high-profile clients like Big Chief from TV’s Street Outlaws show, COMP was in good hands. Butler filled an RHS LS Race Block PPNDigital.com 79

The current car was found online in 1998. It was in Afton, Wyoming, and a bit of a rare one as a yellow 307/2BBL car with black stripes and interior, a white top, and A/C. It ran and drove with 120,000 on the clock.

Scooter Brothers won the M/Automatic Super Stock class in 1975 with a convertible Camaro prepped by Herb McCandless and powered by a John Lingenfelter engine. The car was sold in 1977 and later deemed “too rough” when relocated by COMP.

John Lingenfelter built a 410c.i. NASCAR-style SB2 small-block with 11.0:1 compression, a Lunati crank, Eagle rods, and Gary Williams carb. A COMP cams camshaft and their Winston Cup valve springs were used. The EFI system was added during the second “build” at Davis Body Shop, where the stripes were added. The custom Diamond pistons featured CNC-machined crowns and bottom coating. They were combined with a set of Lunati rods.

Butler prepped the new RHS LS Race Block with a thorough inspection and cleaning. The block was decked and line bored, the cylinders were honed with the assistance of a deck plate, and the rotating assembly from Lunati was balanced. Three days later, this would be running on the dyno.

Crankshaft end-play was well within spec at .004. The Lunati rotating assembly had been balanced and all clearances and tolerances checked meticulously. An RHS cam retention plate was installed before the COMP Cams LS Gear Drive went on. The gear drive comes with mounting spacers for the oil pump. It also necessitates the use of a rear cam sensor when using a factory-style water pump. 80 Power & Performance News / Vol. 7, No. 4

Paper shims were used to center the impeller of the blueprinted LS/PRO/ XV oil pump from Schumann’s.

The RHS block is a “raised deck” block. The camshaft is higher in the block for stroker crank clearance. This moves the head surface up and out, altering the mounting angles of the intake. The Butler valley cover comes in two versions for either a front or rear cam sensor.

Check springs were added beneath the COMP 1.65-ratio rockers to check clearance and measure pushrod length. The Smith Brothers created a set of lightweight 3/8x.145-inch wall pushrods. RHS LS7 heads, titanium valves, dual springs, tool steel retainers, and COMP XD short travel lifters round out the valve train.

The Wegner two-piece valve covers are CNC-machined and neatly tuck the coils into their top-half.

with Diamond pistons, a Lunati rotating assembly, and a COMP Cams cam and valvetrain package, naturally. They capped the RHS LS7 heads with a FAST LSXR intake and a 102mm Big Mouth throttle body. See the “engine” section for the details. It was backed with a TCI Automotive converter and 6X transmission. Work on the Camaro began at V8 Speed while the engine was at Butler. The chassis was upgraded with a Heidt’s Pro-G pro-touring style front clip and bolt-in four-link rear. Wilwood brakes and one-off wheels from CCW‑ followed. After the stance was set, it was off to paint and body for a custom white paint job with buried racing stripes and a neww Haartz cloth top. One-off badges for the fenders and tail panel were whittled out of aluminum for the finishing touches. Inside, the cabin was kept close to stock with a simple black vinyl interior and houndstooth inserts. Dakota Digital gauges were put in the factory locations, and a retro-looking head unit was added, but connected to an upgraded sound system. The center console was modified to fit the new PPNDigital.com 81

The car was disassembled within a few hours as work began. The firewall was partially shaved and a new Heidt’s Pro-G front clip added.

The rear suspension was upgraded to Heidt’s bolt-in four-link rear system and Wilwood brakes.

Other sheet metal repairs addressed problem areas in the trunk, passenger floor pan, and rear quarters, though nothing was severe.

The engine bay was fully detailed, and a custom air filter housing was fabricated.

82 Power & Performance News / Vol. 7, No. 4

Outlaw Blackout shifter from TCI, and the front seats were replaced with a more supportive set of sculpted buckets from Distinctive Industries. Other tricks like a one-off air filter under the hood, a Billet Specialties steering wheel and pedals, and Eddie Motorsports billet door vents, hinges, and marker lights reward the eye for looking closer while not attracting too much “over-the-top” attention. When the dust settled and the car emerged, it was better than ever. The FAST EZ-LS ignition and FAST XFI Sportsman engine management were “super tuned” by Rodney Butler and David Page. Their dyno numbers of 690 hp at 6,700 rpm and 619 lb-ft of torque at 5,100 are enough to keep this Camaro road-trip happy for many years to come. Once again, the COMP Camaro is the pinnacle of technology and a proud showcase for many of the leading COMP Performance Group products. Look for it at an event near you. Sources: COMP Cams, compcams.com; Butler LS, butler-ls.com; V8 Speed & Resto, v8speedshop.com

THE

ETHANOL

EFFECT

Carbureted engines are especially susceptible to corrosion due to ethanol in pump fuels. Long storage periods can increase damage risk.

Words Dan Hodgdon

s the world grows ever more environmentally conscious, pump gasoline, and in turn many classic cars, have felt the effects. Ethanol now makes up at least a portion of every fill-up. While this may suit newer models designed to take advantage of the benefits of ethanol-blended fuel, which cuts down on petroleum use and greenhouse gases, it can be a nightmare for those vehicles produced when full-service at the local filling station was still a viable option. Ethanol is “hygroscopic,” meaning it absorbs moisture. This can cause corrosion in both the fuel system and inside the engine. High levels of ethanol also may lead to increased moisture in the crankcase, which can cause rust and other corrosion problems over time. Ethanol alone is corrosive to components made of aluminum and zinc, while gasoline-oxygenate blends (such as those found in pump gasoline) can also corrode magnesium and steel. This oxidation in fuel leads to fuel degradation and breakdown that results in gum formations and varnishes. The molecular makeup of the 84 Power & Performance News / Vol. 7, No. 4

Using an additive like Driven Racing Oil Carb Defender can help prevent corrosion, stabilize fuel, and clean deposits from ethanol.

fuel will actually change, leading to a decrease in the octane rating and a lessening of fuel performance. “Carbureted engines are most at risk because carburetors are made from the exact materials that ethanol attacks,” says Driven Racing Oil’s Lake Speed Jr. “Most carbureted engines’ fuel systems are vented to the

atmosphere, which allows the ethanol-blended fuel to attract moisture from the air.” In addition, problems caused by ethanol are made worse by long periods of storage between uses. There are a variety of fuel additives on the market to combat these problems. While designed to remove eth-

anol, these products ironically often contain alcohol. This can also alter fuel itself. Using these products is usually not a good idea, since then you won’t know exactly how fuel will perform and what effects it will have on the engine. “Most fuel additives that contain alcohol claim to prevent phase separation, which is the term for when ethanol-blended fuel becomes saturated with water,” Speed explains. “However, the addition of alcohol only attracts more moisture, so these additives never remove the water from the fuel.” One viable option is to utilize Carb Defender Fuel Additive from Driven Racing Oil. Carb Defender creates a chemical barrier so the fuel will not be altered. It provides fuel stabilization, deposit cleaning, and corrosion protection. It also will not affect the performance of O2 sensors or catalytic converters. In fact, it will help the engine run cleaner, which will promote better emissions. Incidentally, this is the purpose of ethanol-blended fuel, so everybody wins. “Since removing water from ethanol-blended fuels is a fallacy, Driven Carb Defender employs powerful corrosion inhibitors to protect the carburetor, fuel pump,

Carbureted engines are most at risk because carburetors are made from the exact materials that ethanol attacks and fuel tank from the water and ethanol in the fuel,” Speed says. Choosing an additive with high levels of detergent also will help your engine run cleaner. “Most pump fuels contain the EPA-mandated minimum level of detergency,” Speed says. “By increasing the level of detergency, you can improve power, fuel economy, and throttle response because the premium level of detergency cleans intake valves and combustion chamber deposits that can keep your engine from running its best.” Selecting the right fuel additive is an important choice, whether you are pouring it into your hot rod, classic car, boat, or even lawnmower. It’s possible to protect engines and the environment at the same time. Source: Driven Racing Oil, drivenracingoil.com

Winterizing your car’s fuel system When you put your classic or hot rod away for winter, you probably unhook the battery, throw a car cover over it, maybe add some mice repellent to keep rodents from chewing on your expensive upholstery. It’s not a bad idea to change the oil, too. However, the fuel system is critically important as well. Be sure to add both fresh fuel and a storage additive. “Pump fuel is not designed to have a long shelf life, so proper preservative additives are needed to keep fuel fresh during winter storage,” says Driven Racing Oil’s Lake Speed Jr. By delivering powerful anti-oxidants that preserve fuel quality, Driven Carb Defender protects carburetors and fuel system components from the deposits that form when fuel degrades during storage. It’s also necessary to fill the tank all the way up. This pushes air out of the tank and limits contact with the atmosphere, which could cause moisture to build up in the tank during the off-season. Following these simple steps will help to ensure you are ready to roll out of the garage or barn in the spring.

When parking your ride for winter, it’s a good idea to either drain all fuel or fill the tank, to help limit contamination from moisture. PPNDigital.com 85

ALL

IN THE

FAMILY A one-owner ‘70 T/A with tons of history

Words/Photos by James Maxwell

hen the Pontiac Division stylists were given the job to create an all-new 2nd generation Firebird, they wanted to make sure the car would incorporate that certain “Pontiac personality” that gave the division its own unique position in the marketplace. The general vibe built around Pontiac at this time was that even though many more people may have purchased Chevrolets because they needed a car, buyers went to Pontiac dealerships because they wanted a car. Most everyone knew the Pontiac line had something special to offer; more bold and flamboyant, they attracted a more upscale buyer compared to GM sales leader Chevrolet. The Camaro and Firebird were known as the F-Body Platforms, and General Motors’ front office often managed to cut production costs by getting the divisions to work together while developing new models. Such was the case when these second-gen cars were being designed. Pontiac 86 Power & Performance News / Vol. 7, No. 4

managed to add a lot of spice to their version and from the very start had a design philosophy that was to give the car a European flavor. One of their styling targets at the time was the Lamborghini Miura. In fact, Pontiac Division head John DeLorean drove at the time a Maserati Ghibi, which had a price tag in the $12,000 range — a ton of money in the late ’60s for a car! DeLorean told the studio designers to make the new Firebird “to be like a $3,000.00 Ghibi” as encouragement to make the most of the opportunity to create a brand new Pontiac pony car. Unlike the earlier 1967-69 F-body cars, a convertible version was not offered, as sales had been tumbling for droptop cars, largely because of the increased popularity of the air conditioning option. While the wheelbase remained at 108 inches, the new car platform had an entirely different look featuring all-new proportions. The “long hood, short

The car is gorgeous by any standard, and its physical beauty has been enhanced with the molding-in of the fender spats and rear spoiler. By lowering the car plus the fitting of modernized, larger diameter rolling stock (which retain the original flavor of the Pontiac Rally II steel wheels), it is an amazing throwback to an earlier performance era. Charley Hutton’s Color Studio in Idaho applied PPG Lucerne Blue to the expertly-prepared bodywork.

A 455c.i. Pontiac engine was sourced and bored to 468 cubes, given a set of Keith Black Hypereutectic forged pistons (9.5:1 compression ratio), Eagle forged H-Beam connecting rods, COMP Cam and roller lifters (mild street grind), Milodon oiling system, Edelbrock Performer intake, Edelbrock Spread-Bore four-barrel, and a pair of Doug’s Headers.

Clean layout of instrumentation was a European influence given to the interior. John DeLorean himself was the guiding force in getting the three-spoke, soft-rimmed 14-inch diameter Formula steering wheel into production. Ron Mangus was responsible for all the upholstery work, and today the interior appears “factory fresh,” including the original lowback buckets. Pontiac switched to high-back buckets starting in 1971.

deck” theme was incorporated in the basic shape and long doors, and big side glass (with no quarter windows) were part of the new shape. Key to all the changes was to give the Firebird a lowered stance all around. The end result was a body shape that was very fluid, wild, futuristic, and at the same time, simple and clean. Pontiac was able to make the Firebird unique from the Camaro in a number of ways. One example is the doors of the two cars do not interchange. DeLorean insisted the Firebird not just be a Camaro with a few little, minor changes PPNDigital.com 87

Thanks to the expert metal work performed by Marcel Deley, the front fenders now incorporate the Trans Am bodywork as an integral part of the fender.

Vintique billet aluminum 18-inch diameter wheels (8-inch width) are modeled after the original Rallye II factory steel wheels and wrapped with P245/45ZR18 Kumho rubber.

New for 1970 was a re-design of the “Firebird” symbol, and the new bird was modeled after the “Phoenix Bird” that had caught the eye of some of the Pontiac engineers when on a trip to Mesa, Arizona. 88 Power & Performance News / Vol. 7, No. 4

to the front and rear. Included in the changes was a dashboard that differed greatly from the Camaro and hood scoops (on Formula 400 and Trans Am models); the Camaro only offered a flat hood. The Firebird also had softer lines and no sharp edges. To help provide up-level content, the studio designers were able to convince the bean counters in the front office to incorporate the Endura front bumper on all models of the Firebird. Besides looking sleek, the body-color Endura bumper with its hard-rubber-like material resisted dings and dents and provided a clean, minimally chromed front end, which was the Italian flavor DeLorean desired. The Trans Am model had very distinct differences from the other Firebirds; when you saw one coming down the road, there clearly was no mistaking it for a base or even Esprit model. In 1970, Trans Ams came in only two color choices: Polar White with blue stripes and Lucerne Blue with white stripes. Special Projects Chief Herb Adams had a great deal to do with the way the Trans Am came together, including getting the car on the skid pad during development and being able to incorporate oversized front and rear sway bars (sized 1.25 in front, 7/8 in rear). In 1982, Adams told author Gary Witzenburg some of the things he worked hard to get the front office to approve for the Trans Am: “I insisted on the Trans Am being very responsive and very quick in a controlled manner. In other words, when you go into a turn, you know at all times where it’s going to go; the more input you put in the more response you’re going to get. And you don’t have to worry about the [car] all of a sudden switching ends on you.” Trans Am models came standard with variable speed, progressive-rate power steering (14.5:1 on-center, 11.1:1 at full lock), and steel Rally II wheels mounted with F60-15 white lettered tires. A 345-hp, 400c.i.Pontiac V8 L74 engine came standard on the Trans Am models, developing 430 lb-ft of torque and using 10.5:1 compression pistons and a Rochester Quadrajet four barrel. Chrome valve covers were part of the package to show it was not just a family car power plant. An optional 370hp version called the Ram Air IV was available special order, of which records indicate only 88 were produced.

Three transmissions were available, the Turbo HydraMatic 3-speed automatic, an M20 wide-ratio 4-speed manual, plus an M21 4-speed manual with close-ratio gearing, the two manuals equipped with a Hurst shifter. Regardless the transmission choice, 12-bolt differentials with a beefy 8.875-in ring gear was used. With the 400c.i. engine up front, the Trans Am had a 57/43 front-to-rear weight bias, and curb weight was listed at 3,782 pounds. The body appendages added to the Trans Am were two-fold: to differentiate it from lesser models and as a means to aid in both aerodynamics and performance. The full-width front spoiler provided downforce pressure on the front end to enhance stability (even at regular highway speeds, according to the advertising literature). The air extractors located on each front fender were designed to reduce air pressure under the hood, and the front and rear wheel opening “spats” (aka wheel spoilers) were to reduce air turbulence around the wheels. The 4.5-inch tall three-piece rear spoiler was added to build up air pressure on the rear deck and help feed the engine cool air, while the rear-facing shaker hood scoop drew in air from the high-pressure area at the base of the windshield. Inside, the Trans Am had an individualized look as well, as there was an engine-turned face panel on the gauge cluster in which the tachometer was positioned where the redline comes in at the 12 o’clock position, in true competition car tradition. February 26, 1970, was the much heralded release date for the 1970 second Gen Firebirds, so most consider these cars “1970 1/2” models. To help hype the release of the new Firebirds, the advertising campaign proclaimed: “The beginning of tomorrow.” And history shows it was, in fact, an accurate statement. The new body shape lasted all the way until the release of the 1982 models, a record 11 model years in all for that basic 1970 body shape. When Hot Rod magazine got ahold of a Trans Am to test, they ran it down the drag strip (4-speed with 3.90:1 gears) in 13.9 seconds at 102 mph, starting initial acceleration at 2,000 rpm and lighting up the tires just enough to keep the engine pulling without excessive tire spin. Shifting at 5,500 rpm and with a set of slicks, there would have been lots more potential.

The use of the air ride suspension allows Losi to drop the vehicle down to create a lowered aggressive stance.

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Trans Am Trivia Two Key points behind the development of the Trans Am

The Name

In 1969, Pontiac approached the SCCA (Sports Car Club of America) to inquire on the using of the Trans Am name (which is short for “Trans-American sedan racing series). SCCA accepted the request with the stipulation that a fee of $5.00 per car royalty is awarded to the race promoter. The rest is history.

The Engine

Because the SCCA had developed a special engine formula for their Trans Am that required a size limit of 303c.i. or less for pre-1970 race cars, no production Pontiac Firebird Trans Am car was ever legal to race the series! Pontiac engineers had to come up with specially-built tunnel port race engines of that displacement to make the car eligible for racetrack action.

Car & Driver magazine had high praise for the T/A: “We just can’t be calm about the Trans Am — nobody can after he drives it. It has handling and agility closer to a racing car than anything else from Detroit with the possible, and only possible, exception of a Corvette. The variable-ratio power steering is quick, and the car responds to the most minute turn of the wheel. It corners flat as a pavement roller right up to the extremely high lateral Gs, and even then it can be subtly directed by slight pressure on the wheel or on the accelerator . . . The ride is emphatic, but not harsh, and the firmness is a small price to pay for the handling.” Southern California residents Gil and Janet Losi purchased the pictured 1970 Trans Am brand new in early 1970, and the car has been a daily driver ever since. Gil chose the automatic transmission to make it easier for his wife to operate, and the car was always well maintained and taken good care of. Sometime in the early 1970s, a set of (then-popular) Tru-Spoke wire wheels were installed, and save for a few minor fender benders, the car always remained in great shape, albeit was slightly abused once their teenaged sons got their driver’s licenses and did a bit of street racing with it... 90 Power & Performance News / Vol. 7, No. 4

The three-piece rear spoiler from the factory was a bolt-on affair and made from plastic; a hand-fabricated sheet-metal version was created for this car and blended into the bodywork, something the Pontiac factory never would have justified doing because of all the additional stampings required for production.

Besides the original window sticker and build sheet, the original pay-off paperwork for the car has been retained. For $105.03 for 30 months (totaling $3,150.90), the car became the property of the Losi family.

Extreme detail went into the painting of the Firebird symbol on the front bumper. Ace painter Charlie Hutton did the deed.

The Losi garage is full of hot rods and street machines, however the Firebird is a car that will always be a part of the family. A one-owner car, this Firebird is a family heirloom.

Gil Losi is a long-time hot rodder and through the years has built numerous hot rods, street machine’s and classic rods, but the family Trans Am was always just left stock, then parked in storage for a number of years. A few years back, the idea came to him to revive the Pontiac. His thought process was to enhance the car with a few mild modifications, first and foremost to take the stock wheel flares and mold them into the body of the car (something he felt Pontiac should have done in the first place). In addition, he wanted to put a set of larger-diameter wheels on the car for a contemporary look. A lowered stance was accomplished via four RideTech air-adjustable shocks on each corner, and the stock 400c.i. engine (which was pretty tired and worn out from all the years) was replaced with a fresh 455 Pontiac engine, running a pump-gas friendly 9.5:1 compression ratio. The goal was to create a “rolling masterpiece” he and his wife could take out and enjoy, and when the story is told to bystanders that they are the original owners of the car, it makes for a very surprised audience.

COO S LING THE CLASSIC

CE SI N

Uncluttered styling is a hallmark of the 1970 Trans Am. In stock form, the car’s base price was $4,305 with a total production run of 3,196 cars for the abbreviated model year run. This particular car had a total selling price of $5,236.20, as it came with extra-cost options including AM/FM radio, center console, air conditioning, and custom trim.

To see even more, search “All in the Family” at PPNDigital.com.

89 19

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SOUND CONTROL Words / Photos Cam Benty

Easy Dynamat installation

f you peel away the layers of any new car, it’s easy to see why they are so quiet. With sound deadener materials that soak up the sound and keep the inside of the vehicle cool (or warm dependent on the time of year), it’s no wonder. While the use of Dynamat to insulate a classic vehicle is not new, what is new is the variety of products now offered and the kits that make this installation easier than ever. For our 1971 Pontiac Firebird Formula, we were at that stage when the interior was stripped out of the vehicle, leaving the bare floor ready for padding and carpeting. The door panels were history, cracked and beyond the point of no return, the package tray was powder, and the headliner — well, there was nothing left but the bows that used to hold the headliner cloth. Perfect timing for our Dynamat attack. First, we vacuumed out the interior and followed that with a thorough cleaning. Our talented host for the installation party was Steve Strope, owner of Purevision in Simi Valley, California. With lacquer thinner in hand, he set about wiping down the surfaces of the interior. Removing any remnant of the residue is key to getting a solid final product. For those not familiar, Dynamat Xtreme is “a thin, super sticky butyl rubber bonded to an aluminum alloy skin.” According to the Dynamat website, it is designed “to be the most effective sound control material available.” In our experience, we noted that it does not smell and sticks where you put it. There are no drips or residue once it is installed. 92 Power & Performance News / Vol. 7, No. 4

Along with products that are ”cut-to-fit,” Dynamat offers kits that are pre-cut and designed for our vehicle’s interior.

Along with the Dynamat Xtreme, we installed another of its close cousins, Dynaliner. Available in 1/2-, 1/4- and 1/8inch thicknesses, this self-adhesive soft, closed cell rubber matting reduces heat, resists oil and water, and provides a thermal barrier against heat. If you want your audio system to sound great, this is the stuff. Both of these products are easily formable to the shape of the surface you are covering. We were able to cut them with a sharp knife to make them fit the surface. We applied the Dynamat to the interior, including door panels, package tray, flooring, headliner, and internal sail panels. The kits are pre-cut, rather than the old-style systems where you cut to fit. The time savings between the two, according to Strope, is huge. Follow along as we show you how to make your vehicle quiet and cool in about two hours. Sources: Dynamat, Dynamat.com; Purevision, purevision.com

Cleaning the surface where the Dynamat products are to be installed is key. Here, Steve Strope cleans down the door panel with lacquer thinner.

The door kit includes three pre-cut panels that are applied to the inside of the door in this manner.

Here’s the big news. These door kits are designed not only to fit the shape of the door, but the window mechanisms and door reliefs.

A key step in the process is to use a roller to take out any bubbles in the surface and make sure that it is fully pressed in place. We used this with all of the pieces we installed.

Three pre-cut pieces fill the package tray. Speaker holes will be cut later.

For the headliner, we did cut the larger squares into two strips to make it easy to install the headliner bows.

In the rear section of the floor, there are not only the floor pieces, but also the sail panel coverings, all pre-cut to fit.

For a more in depth version of this article and more installation pictures, search “Sound Control” at PPNDigital.com.

Steve cuts a hole in the Dynaliner around the shifter hole with a sharp knife. To make holes for the seat mounts, Steve heated a screwdriver and poked it through the bottom of the car through the screw holes. PPNDigital.com 93

FACTORY

FAST H

ow did Chevy top the original Mouse Motor? Well, the original LS1 offered not only more power and torque, but did so with less weight, improved fuel mileage, AND reduced emissions! By every measure, the LS1 was a worthy successor to the original small-block, but that upgrade 94â&#x20AC;&#x192; Power & Performance News / Vol. 7, No. 4

was many moons ago and the LS1 was eventually replaced by the larger and even more powerful LS3 variant. With a combination of increased displacement and nearly 100 extra horsepower (430 hp vs 345 hp), the LS3/L92 variants represented a serious evolutionary step up the performance ladder.

LS3 head upgrade Words / Photos Richard Holdener As luck would have it, (actually by design), the later LS3/L92 heads bolted directly onto the previous LS1, LS2, and LS6 blocks, to say nothing of the various truck applications. Care must be taken though, because the heads bolted in place, the use of larger valves in the later LS3 heads

Starting with a new 6.0L truck block from Gandrud Chevrolet, we added a forged-steel stroker crank from Speedmaster and forged rods from K1.

The forged crank and rods were combined with a set of .030-over, JE (dished) pistons. Both the 317 and LS3 heads were secured using ARP head studs and Fel Pro MLS head gaskets.

Naturally, the 408 stroker needed plenty of camshaft to take full advantage of the available head flow. Designed for rec-port heads, the LRR grind from COMP Cams offered .624 lift, a 239/255-degree duration split, and 114-degree lsa. Before you cry fowl, know that identical results were had with a cam designed for cathedral-port heads.

Wanting something more than stock for our stroker, we installed a complete Moroso oiling system that included an F-body oil pan, windage tray, and external oil filter assembly.

required their installation on blocks with bore sizes that measured at least 4.00 inches. Since the rectangle-port LS3 heads offered considerably more airflow than any of the previous cathedral-port heads, it was only natural that enthusiasts started upgrading their 4.00-inch, LS-based motors with the more powerful LS3 heads. To illustrate what this generational (gen 4-gen 3) LS head swap might be worth, we decided to compare a set of 317 truck heads to a set of LS3 heads. For those unfamiliar with the various casting numbers, the cathedral-port, 317 heads were offered on 6.0L truck applications. The 317 heads featured ports that all but duplicated the LS2

These cathedral-port, 317 head castings were original equipment on the 6.0L truck engines. They share their high-flow intake port configuration with the 243 (LS6 and LS2) heads. PPNDigital.comâ&#x20AC;&#x192;95

Neither of the factory LS heads (317s nor LS3) offered sufficient valve spring to work with the COMP cam. The 317 received these 26918 springs from COMP Cams, while the LS3 heads got BTR springs.

Both the 317 and LS3 heads were flow-bench tested to check their horsepower potential. Peak flow for the 317 heads checked in at 244 cfm, while the LS3 head stepped things up to 318 cfm.

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243 heads, meaning they were cream of the cathedral-port crop in terms of airflow. The 317s did differ from the 243s in that they featured much larger (and less efficient) combustion chambers. Where the stock 243 heads featured 65cc chambers, the 317 heads featured 72cc chambers. The 317s were given the nod over the 243 since they offered the larger chambers that most closely duplicated those on the LS3 (71cc). The biggest difference between the 317 cathedral-port heads and the LS3 heads was the port shape and attending flow rates. The 317 offered peak intake flow numbers of 244 cfm, but the LS3 head peaked at a whopping 318 cfm! The LS3 head offered an additional 70 cfm over the stock 317 head! Since bore size was a major concern for the head upgrade, we selected an affordable 6.0L truck block (ours came from Gandrud Chevrolet) as the starting point for our test motor. Rather than rely on stock internals (and displacement), we stepped things up with the installation of a stroker combination (to take full advantage of the available head flow). Not specifically a kit, we combined components from Speedmaster, K1, and JE, along with a ring package from Total Seal to produce a final displacement of 408c.i. The stroker included a 4.0-inch, forged steel, stroker crank, 6.125-inch forged rods, and forged, dished (10cc) pistons. The forged pistons featured valve reliefs that allowed sufficient piston-to-valve clearance for a healthy cam profile. The 289LRR HR14 hydraulic roller cam from COMP Cams offered .624 lift, a 239/255-degree duration split (@.050), and a 114-degree las. The cam was combined with a set of standard-travel lifters and hardened pushrods from COMP Cams. The .030-over 408 stroker short-block also featured a new timing chain and oil pump from Speed Pro, a set of ARP head studs, MLS head gaskets from Fel Pro, and a Moroso oil pan and windage tray. Before running the head test, it was necessary to upgrade both sets of heads with new valve springs. Neither the stock truck nor LS3 heads featured spring packages capable of working with the .624-lift cam. The 317 heads received a set of COMP 26918 beehive springs with matching retainers. The

We chose the 317 heads over the more powerful 243 head for this test because the chamber volume of 72cc most closely matched the LS3 heads (71cc).

To keep the test as fair as possible, both the 317 and LS3 heads were run with their respective FAST LSXR intake manifolds.

Along with the LSXR intake manifolds, FAST also supplied aluminum fuel rails and a set of 75-pound injectors.

Flow Data: Stock 6.0L Truck (317) vs LS3/L92 (0821 casting)

To maximize flow, each intake was fed with this 102mm, FAST Big Mouth throttle body.

LS3 heads received a dual-spring upgrade from Brian Tooley Racing. In addition to the valve springs, COMP Cams also supplied a set of 7.35-inch hardened pushrods. The stock GM rockers were used on both heads (offset intake rockers on the LS3). Both heads were run with their respective FAST LSXR intakes and matching 102mm throttle body. Running a stock truck intake on the 317 heads against a stock LS3 intake on the LS3 heads would skew the power, as the truck intake would be much more restrictive on this application than the LS3 intake. Also em-

317 6.0L LS3 Lift .050 .100 .200 .300 .400 .500 .600 .700

In 32 66 140 197 236 240 243 244

Ex 24 53 102 145 171 185 191 197

In 33 75 157 223 273 307 318 307

Ex 27 61 117 161 190 205 216 222

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First on the dyno were the cathedral-port, 317 heads. Equipped with the cathedral-port heads, the 408 stroker produced 543 hp at 6,300 rpm and 526 lb-ft of torque at 4,800 rpm.

The LS3 heads featured rectangular-shaped intake ports that increased airflow significantly over the cathedral-port heads. We wondered if the excessive port volume and/or valve size might hinder low-speed torque production.

Unlike the 317 heads, the LS3 heads required offset intake rockers. The LS3 shared exhaust rockers with the 317 heads.

The LS3 head swap netted impressive power gains. After installation of the rec-port heads, the peak numbers jumped from 543 hp and 526 lb-ft of torque to 581 hp and 543 lb-ft of torque. Itâ&#x20AC;&#x2122;s worth noting (see dyno graph) that the 317 heads offered more torque up to 4,000 rpm. 98â&#x20AC;&#x192; Power & Performance News / Vol. 7, No. 4

ployed on the stroker was a Meziere electric water pump, Hooker 1 3/4inch long-tube headers, and a FAST XFI/XIM management system. FAST also supplied the 75-pound injectors and aluminum fuel rail employed during the test. To start the test off, we configured the 408 stroker with the 317 heads. After a break-in period, we let the hammer fly and dialed in the air/fuel and timing curves using the FAST XFI management system. After dialing in 30 degrees of timing and getting the air/fuel ratio spot on at 13.0:1, we were rewarded with peak numbers of 543 hp at 6,300 rpm and 526 lb-ft of torque at 4,800 rpm. Torque produc-

Head test-317 vs LS3 (408 Stroker)

Obviously, the extra 70cfm offered by the LS3 heads was put to good use. The peak power numbers jumped from 543 hp at 6,300 rpm and 526 lb-ft of torque at 4,800 rpm to 581 hp and 543 lb-ft of torque. Serious power gains occurred past 4,800 rpm, but the LS3 heads bettered the 317s from 4,000 on up. The 317 did improve torque production below 4,000 rpm, but in the rpm most used during acceleration, the LS3 heads really shined.

tion with the 317s exceeded 500 lb-ft from 4,300 rpm to 5,400 rpm. Off came the 317s to make way for the LS3 heads. Would the 408 respond to the increased head flow of the recport heads? After installation of the heads, offset rockers and FAST LSXR intake, the LS3-headed stroker pumped out 581 hp and 543 lb-ft of torque. Note the LS3 heads increased both peak power and torque, though the rec-port heads did lose out to the 317s below 4,000 rpm. Despite the slight loss down low, torque production with the LS3 heads bettered 500 lb-ft from 4,100 rpm to 6,100, both lower and higher than with the 317s. This test clearly demonstrated that if you are looking to make your 6.0L (or stroker) factory fast on a budget, nothing beats a set of LS3/L92 heads. Sources: ARP, arp-bolts.com; Brian Tooley Racing, briantooleyracing.com; COMP Cams, compcams. com; FAST, fuelairspark.com; Gandrud Chevrolet, parts@gandrud.com; JE Pistons, jepistons.com; Lucas Oil, lucasoil.com; L&R Automotive, inrengine.com; Moroso, moroso.com; Speedmaster, speedmaster79.com; Total Seal, totalseal.com To see more useful information, search “Factory Fast” at PPNDigital.com. PPNDigital.com 99

Monterey MUSINGS

Camping out at the Rolex Motorsports Reunion Words / Photos Jeff Smith

t the beginning of the classic road racing movie “Le Mans,” Steve McQueen’s character arrived at the track on a foggy morning contemplating the 200 mph speed he will achieve behind the wheel of his 917 Porsche. On an equally overcast morning in Monterey, I studied the portion of the course that I could see through the mist. That was where McQueen’s celluloid adventure and mine parted ways. I arrived in a much slower and far less grand ’76 small-block Chevy-powered motorhome. But still, here we were, treated to race engines warming up at 8 a.m. and the sweet aroma mixture of oxidized race gasoline and castor bean oil. To car guys, it’s a heady perfume. This was my third trip to Laguna Seca for the Rolex Monterey Motorsports Reunion. My traveling companions all have far more profound racing pedigrees, and it is this experience that draws them here year after year. My friend Tim Moore is the salty 10-year Monterey veteran. The other 100 Power & Performance News / Vol. 7, No. 4

The media back in the day labelled Herb Adams’ GTO the Gray Ghost. Here in the pits they readied the Ghost for its first qualifying effort. It would eventually start in the Top 10 in the highly contested 38-car Trans Am field.

camp dogs include Pat Pearson (SVO Club of Pat, SVOCOP.com), a longtime racer and Mustang SVO fanatic. Brad Smith is another old-hand Shelby Mustang owner who is restoring a ’69 Torino Talladega stock car, among his many other projects. The newcomer to our rabble is Chris Weleff, who

owns several cars, including an ’80s platform with a Trans Am pedigree. We started our pilgrimage with a Wednesday morning tour up California’s Highway 101, the El Camino Real, or King’s Highway that winds its way along the Pacific coast from San Diego up through the Monterey pen-

This is Herb Adams today. How cool is it that someone like John Hildebrand would think enough of this car to spend the cash to fully restore it and then underline its already rich history with an excellent finish at Monterey.

insula — the land of John Steinbeck and “Cannery Row.” Far removed from that depression-era novel is the ostentatiousness the Reunion attracts. Almost immediately upon our arrival, Brad observed, “Only here when you drive a Ferrari, you realize it’s a just another belly button car.” Indeed, it seems that every five minutes from our camp near the track’s southern entrance, a new prancing horse, Lamborghini, or other angular exotic would cruise past. Their arrival was usually accompanied by the high-pitched scream of a 180-degree exhaust that might best be described as Carl Benz meets a Star Wars X-wing fighter. Thursday morning, we made our first pass through the pits after purchasing our $160 race passes. Painful as it was, it’s worth it just to cruise the pit lanes burgeoning with cars you might recall from grainy black-andwhite magazine photos.

In the Corkscrew, the Ghost negotiates a 10-story drop in elevation.

Among other famous Trans Am cars is Tom McIntyre’s Penske-Donohue ’68 Z28 Camaro that won 10 races that year, making it the winningest Trans Am car ever.

Trans Am rules limited the “big bore” engines to five liters – 305c.i. Adams’ effort de-stroked a 326 Pontiac to 303c.i. using Ram Air IV heads. Hildebrand chose to go this same route, despite the fact these heads are nearly extinct.

The interior is nearly gutted except for door panels. PPNDigital.com 101

How crazy is vintage road racing? A vendor had these Weber DCN carbs for sale for a Ferrari 250 GTO. Look closely — the price tag reads $30,000. For that kind of money, he’d better throw in that neat little stand too.

My appreciation for turning corners began in 1980 when I had the opportunity to slide behind the wheel of a Van Diemen Formula Ford in the Jim Russell British School of Motor Racing class at Riverside. Powered by a Cortina four-cylinder, it might sound slow, but with your butt an inch from the pavement, this car quickly demanded I learn rudiments of performance driving. Our instructor called the track surface “ashfault.” It was wonderful and the lessons quickly embedded. This was an especially good year to attend Monterey as it was the 50th anniversary not only of the start of the SCCA Can Am series, but also of Trans Am. The Rolex Reunion attract-

In Monterey on Friday night, the original Shelby Cobra sold at auction for $13.75 million. While the buyer was paying a million dollar fee to the auction company, I was camped in these luxury accommodations just outside Turn 5. I wonder who had more fun?

ed a lumbering field numbering nearly 100 between the two classes. And I can’t think of a more superb place to hold such a reunion. Mazda Raceway Laguna Seca’s inaugural race was in 1957. It sits on land deeded to Monterey County from the neighboring Fort Ord Army base. Our campsite is mere yards from a small knoll overlooking Turn 5 that leads straight uphill. Laguna Seca is perhaps most famous for its extreme elevation change at what is known as the Corkscrew. In a race car, the bottom of the car seems to drop out from under you with a 109foot near freefall just between the top of the Corkscrew at Turn 8 and Turn 9. That’s more than 10 stories. This also

(Above) David Pozzi’s Lola T70 MKI is essentially an early smallblock-powered Can Am car. In the world of vintage road racing machines, this is the car you volunteer to drink the Kool-Aid just to be allowed to admire its lines. (Left) When offered a chance to sit in this amazing race car, you don’t pass that up! 102 Power & Performance News / Vol. 7, No. 4

makes for an excellent place to watch the cars spill down the hill. Once you make the trek to the top, you can alternate between watching the action at the Corkscrew or slip over the ridge to view nearly every other corner from the west side of the hill. It’s an amazing experience. But it was the cars we really came to see. The pits were crammed with race cars that date back to the turn of the century. While the oldest machines are intriguing in their antiquity, it is the ultimate V8 supercars — the Can Am and Trans Am machines — we inevitably must seek out. David Pozzi had the foresight in 1974 to purchase a wrecked Lola T70 Can Am car for a

If you found yourself unsure of your location, there were signposts to make sure you find your way home.

Another great story is Mike Eddy’s ’64 Falcon Trans Am racer. Mike’s father Doug helped work on the car, which was originally built by Gardena, California, neighbor Pete Cordts. Mike eventually bought the car, restored it, and now races the car his dad helped build.

mere $600. The car needed quite a bit of work, as the left rear had been completely torn from the chassis. But over the subsequent 40 years, David never gave up on its rejuvenation. After retiring from farming and finishing the car in a stunning blue livery two years ago, the Lola debuted at this event. The car now sports a 355c.i. smallblock Chevy and multiple Weber carbs, even though Pozzi’s vintage photos reveal the car also ran with a single carburetor. “I’m really happy with the car,” David said. “It might need some bigger carburetors because it runs out of air at the higher rpm. But it’s fun!” Because original owner Buck Fulp competed in the United Stated Road Racing Championship (USRRC), Pozzi was classified with the USRRC cars in Group 5A at the Reunion and finished well on Saturday. All from a $600 shell. Returning to the pits on Friday, I connected with my first editor/boss/ friend Rick Voegelin, who introduced me to Herb Adams and his ’64 GTO, wheeled by Bob Tullius in the 1971 Trans Am race at Lime Rock, Connecticut. While the Adams effort DNF’d because of a blown head gasket at its inaugural race, Tullius proved the car’s potential by driving from dead last on the starting grid to second only behind the Penske-Donohue Javelin before the steam genie appeared. Recently, John Hildebrand purchased the car and in a manic 90-day restoration, brought the Pontiac to Monterey. Saturday’s race saw the GTO finish fifth against a stellar field of Trans Am cars. Herb had told me they were shooting for a Top 10 place, so this was a fantastic debut for a car that started out as

Herb’s wife’s grocery getter. Of course, there were also dozens of other things to do besides watch racing and dream of sitting on the starting grid in your own vintage race cars. In Monterey, there were something like seven different classic car auctions, separate car shows virtually every day, and plenty of restaurants to keep you busy. RM Sotheby’s auction set a record when they sold Carroll Shelby’s original Cobra that included its original ratty interior patina for an astonishing $13.75 million. The previous record was $11 million for a GT40. We decided the $20 entry fee was more than we wanted to spend for the thrill of watching somebody drop nitro-

gen-cooled checking account dollars on a car. It’s a whole different world. Saturday was a compression of racing sights and sounds. Our camp site talks that night (and every night) always revolved around team effort plans to build a car that would allow us to jump the wall between enthusiastic spectator and financially-reckless participant. We don’t aspire to compete with Bruce Canepa and his multi-car team transports and catered lobster bisque. The dream is closer to an open trailer and PB&J sandwiches. Racing and Monterey are about hanging it out there on that ragged edge of undulating asphalt. It does this to me every year.

PPNDigital.com 103

STEPPING Build vs rebuild

Words / Photos Richard Holdener

ome builds come out of necessity, like when you blow up your motor trying to add too much nitrous. But some just plain make sense, or maybe more accurately, cents! The build of this 496 fit into the latter category, as our junkyard 454 was still in perfect running condition. As happens, a few limitations got us thinking about making some changes, then (as always) one thing lead to another, and pretty soon we had a full-fledged rebuild on our hands. Our story began in a local LKQ Pica-Part, where we managed to secure a 1998 Gen VI 454 Chevy. The 7.4L offered plenty of positive attributes, including a factory hydraulic roller cam, increased compression (over the previous Gen V motors), and improved cylinder heads featuring the large oval ports (Gen V featured less-desirable peanut ports). After replacing the EFI induction with an Edelbrock Performer RPM intake, Holley carb, and MSD distributor, the 454 truck motor produced 367 hp and 476 lb-ft of torque. The junkyard Rat was hitting on all eight, but was in desperate need of more power. Knowing the big-block would respond to more aggressive cam timing, we swapped out the factory truck cam in favor of an Xtreme Energy grind from COMP Cams. To add as much power as possible, we installed a COMP XR282HR hydraulic roller cam. The COMP cam offered a .510/.520 lift split, a 230/236-degree duration split, and 110-degree lsa. The cam swap also required a valve spring upgrade. To provide for the lift and rpm potential of the new cam, we installed a set of 26120 beehive springs from COMP Cams. The springs were teamed with new retainers and rotator eliminators, both from COMP Cams. Our cam choice was based on the available piston-to-valve clearance offered by the stock head and piston configuration. Any more duration would push the clearance beyond the safe zone and possibly into contact. The cam swap did indeed improve power, as the 454 spit out 422 hp and 506 lb-ft of torque. The power gains were welcome, but we couldnâ&#x20AC;&#x2122;t help but want even more. Though we briefly considered a Zex nitrous plate and even boost, we eventually decided to continue following the all-motor route (at least for now). After eliminating power adders, we decided to take a closer look at the 454. The head flow would certainly support additional power, but our

Since displacement is free horsepower, we started with this SCAT 9000-series stroker crankshaft.

cam timing was limited by the available clearance. Obviously a head swap was possible, but without sufficient cam timing to take advantage of the extra air flow, the gains would be minimal. Besides, the stock Gen VI heads featured 102cc combustion chambers and almost any after market head would be closer to 120cc, resulting in a significant drop in static compression. To facilitate any serious power gains, we would have to address the piston-to-valve clearance, which meant either fly cutting or replacing the factory pistons. Replacing the factory pistons (even without a rod change) would still require complete disassembly and rebalancing the combination. Basically, this meant a complete rebuild with all new rings, bearings, and gaskets. In the end, this would give us a 454 (or slight-

The SCAT crank was teamed with a set of their Pro Stock I-beam rods.

Mahle supplied a set of their forged, .030-over (small-dome) pistons that helped increase compression, displacement, and piston-to-valve clearance. PPNDigital.comâ&#x20AC;&#x192;105

Ring seal was critical on the high-horsepower stroker application, so we chose a set of Total Seal rings for the 489.

Big blocks are notorious for windage and oiling issues, which are compounded with increased stroke. Milodon supplied a complete oiling system that included this windage tray combined with a pan, pick up, and HV oil pump.

The real power producers on the big-block build included a set of Edelbrock E-CNC heads and COMP roller cam.

The Gen VI block featured factory hydraulic roller lifters, but these were replaced by .300-tall, solid-roller lifters from COMP Cams.

ly larger if we bored the stock block), which could certainly make power. But if we were going through all the trouble to get new pistons, why not step up to even more power with additional displacement? Big-block builds are all about inches after all, that’s why we chose a 454 over a 350 small-block in the first place. Along these lines, if a 454 is good, then anything bigger must be even better, right? It is this line of thinking that eventually took us to the stroker experts at SCAT. Though they offer standard and lightweight, billet and forged versions for high-horsepower applications, we went the more affordable route and chose a 9000-series crank. A step up in strength and quality from a production crank, the SCAT stroker crank was precision ground, micro polished, and featured a 4.25inch stroke to up the displacement from the standard 4.00-inch factory GM crank. The SCAT crank was teamed with a set of Pro Stock I-beam rods and Mahle .030-over (smalldome) pistons. The dome combined with the 118cc chambers provided not only a hike in static compression 106 Power & Performance News / Vol. 7, No. 4

In anticipation of future testing, and because we knew it worked so dang well on past stroker builds, we selected a solid-roller, blower cam from COMP Cams. The 300BR-14 offered .652 lift (intake and exhaust), a 255/262-degree duration split (@ .050), and 114-degree lsa.

COMP Cams also supplied the double-roller timing chain and Gen VI front cover for our 489 stroker. The factory cover will only accept a single-roller chain.

over the stock heads, but also the necessary valve clearance. Adding Total Seal rings and Federal Mogul bearings completed the stroker short block. Instead of a low-compression 454 with inadequate valve clearance, we had a 489 stroker with plenty of clearance. Now, it was time to make power.

The displacement ensured the 489 would be more powerful than the cam-only 454, but we wanted the difference to be substantial. After all, why go through the trouble of building a big motor if it doesn’t make big power? Recognizing the newfound piston-to-valve clearance, we select-

We selected a set of Edelbrock E-CNC 355 heads for our stroker, so named for the intake port volume after full CNC porting that produced nearly 370 cfm.

The Edelbrock heads were supplied with guide plates, rockers studs, and a valve spring package designed for a performance hydraulic roller application. We swapped in a set of COMP springs designed to work with the solid roller cam. All the air that comes in must also get out, so the exhaust ports received full CNC porting as well, to the tune of 257 cfm.

ed our camshaft accordingly. Since our goal for the build was balanced street/strip performance, we selected a small solid-roller profile from COMP Cams. The 300BR-14 offered .652 lift, a 255/262-degree duration split, and 114-degree lsa. To work in the 1996-99, Gen-6 block, the roller cam was teamed with a set of .300-tall solid-roller lifters and a double-roller timing chain (all from COMP Cams). Since the cam and timing chain were designed for a Gen 4 block, it was necessary to eliminate the factory cam retaining plate in favor of a traditional cam button. The swap also required the use of a custom front cover (pt#217) from COMP Cams to provide the necessary room for the double-roller chain (factory Gen VI covers must be run with a single-roller chain). Obviously, the cam wasnâ&#x20AC;&#x2122;t going to make power on its own, so we combined it with a set of Edelbrock E-CNC 355 heads. The rec-port, aluminum heads featured full CNC porting to maximize flow. Additional features included a 2.30/1.88-inch stainless steel valve package, 145cc exhaust ports, and intake flow rates nearing 370 cfm. PPNDigital.comâ&#x20AC;&#x192;107

The Edelbrock heads were available in two different combustion chamber sizes. We selected the 118cc chambers, but the smaller 110cc chambers would be a good choice for a smaller 454 (especially a Gen V junkyard motor).

In addition to the cam, lifters, and timing chain, COMP Cams also supplied these 1.70-ratio, Ultra Pro Magnum XD roller rockers.

Knowing the roller cam and ported heads would push power higher in the rev range, we selected our intake accordingly. The single-plane, Victor Jr. 454 R was ideally suited for our street/strip stroker.

To feed the required air and fuel to the 489, we chose a Holley 950 XP carburetor. A few more ponies might be available with a Dominator carb (and intake), but we liked the combination of throttle response and drivability offered by the 4150. 108 Power & Performance News / Vol. 7, No. 4

These Edelbrock heads had the ability to support more than 750 hp on a wilder (or larger) application, meaning they were more than enough for our street/strip stroker. The heads were topped with (what else) an Edelbrock, single-plane 454 R intake and Holley 950 XP carburetor. Additional components in the build up included 1.70-ratio roller rockers, hardened pushrods, and solid-roller valve spring upgrade from COMP Cams. Milodon supplied a complete oiling system that included a street/strip pan, pick up, and windage tray. They also supplied an HV oil pump, HD pump shaft, and necessary main studs for use with the windage tray. On hand to eliminate unwanted vibration was a Speedmaster damper, while ignition chores were handled by a billet MSD distributor. As much as we like a good junkyard rat motor, we were even more excited about running the stroker. As always, we treated the new motor to a few break-in cycles before hitting it hard. You will remember our 454 produced 422 hp and more than 500 lb-ft of torque. We are pleased to announce all our hard work paid off, as the stroker not only made more power than the smaller 454, but did so by a significant margin. After tuning, the 489 produced peak numbers of 722 hp at 6,500 rpm and 627 lb-ft of torque at 5,500 rpm. This stroker motor was now making peak torque higher than the 454 made peak power. The combination of displacement, head flow, and proper cam timing unearthed an extra 300 hp and 120 lb-ft of torque. Obviously, we made the right decision stepping up to the stroker rather than popping pistons in the 454. Where the cammed 454 made a good truck motor, the 489 made a good motor, period! No matter what your performance plans, a stroker will always offer more power everywhere. With our stroker offering more displacement and power (and a static compression ratio near 10.0:1), we couldn’t help but wonder about stepping up even further with our Zex plate nitrous system or a Vortech YSI. After all, the only thing better than a 700-hp stroker is one making 1,000 hp, right? Sources: ARP, arp-bolts.com; COMP Cams, compcams.com; Edelbrock, edelbrock.com; Holley/ Hooker, holley.com; Mahle, us.mahle.com/ mahlemotorsports/; Milodon, milodon.com; MSD, msdignition.com; Scat, scatenterprises.com; Speedmaster, speedmaster79.com; Total Seal Rings, totalseal.com

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After break in and tuning, the dyno results showed that building the 489 stroker was a step in the right direction, as the big-block produced 722 hp at 6,500 rpm and 627 lb-ft of torque at 5,500 rpm.

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Easy installation to extend the life of your transmission Building the stroker offered a slight increase in power over the 454. Yeah, and by slight we mean HUGE!!!! The 489 stroker offered more peak power, more peak torque, just more of everything. The bigger motor was better in every way, but that should not be surprising given the improvements in displacement, compression, and cam timing, not to mention cylinder head, induction, and exhaust flow. It really isnâ&#x20AC;&#x2122;t a fair comparison, but the limited available piston-to-valve clearance offered by the Gen VI 454 gave us no choice. Besides, we were excited about combining the E-CNC 355 heads and the COMP blower cam, as we have power adder plans for the stroker after this test.

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HIDING HORSEPOWER Mike Thermos reveals where he hid the juice!

Words / Photos Jeff Smith

itrous — it’s all you really have to say. It is a power-adder that by nature is stealthy. Blowers and turbos either stick through the hood or announce their presence with whistles and distinctive air surges. But nitrous — it just lends itself to be like the underdog’s secret weapon. A small bottle stashed somewhere followed up with a couple of hidden solenoids, and you have everything you need to make chemical horsepower. Sure, nitrous was first used by the Germans in WWII; everybody knows the story. But, the fun stories you haven’t heard are about what you never saw. Like any good conspiracy, whether documented or imagined, the stories have their champions. The problem is these are all third or fourth-hand stories. Perhaps just urban legend passed 110 Power & Performance News / Vol. 7, No. 4

down like tribal lore from generation to generation. Origins are soon lost and with it, their veracity. But like any good Hollywood movie script, there’s a likable old character who knows a few of the stories firsthand. He knows the players. He often even designed the schemes, or at least was an unwitting parts supplier. Our wizened veteran is no less than Mike Thermos, co-partner with Dale Vaznaian in the creation of Nitrous Oxide Systems (NOS) in the early ’80s. The partners didn’t invent nitrous. They weren’t even the first to build a kit for sale to the public. But, like the cagey CamFather Ed Iskenderian, they figured out a way to market the stuff like nobody else. Thermos and Vaznaian sold NOS to Holley long enough

Top Fuel Fun If all’s fair in horsepower contests on the street; on the racetrack, there are tech inspectors and rules that prohibit its use. Even in the supposedly unlimited class of Top Fuel, did you know nitrous is banned? Tech inspectors hate nitrous because it’s hard to find. This makes nitrous the easy excuse anytime somebody goes fast. There’s a story that Don Prudhomme used nitrous in his Top Fuel car at the 1982 U.S. Nationals (when it was still legal) to run two-tenths quicker than the existing record. His crew chief Bob Brandt plumbed a nitrous bottle directly into the engine’s fuel pump. Thermos was there, looked at the design, and said, “Bob, that won’t work!” Brandt made some excuses, but did nothing to change the layout. All of Prudhomme’s competitors assumed he ran quick because of the nitrous. NHRA eventually banned nitrous in Top Fuel by the end of the season. But the wily

It’s amazing how much power you can make with just a 0.030 hole! Mike Thermos Brandt was actually using the nitrous tank and plumbing as a smokescreen. It was a crafty misdirect away from the more efficient vane fuel pump that was the real reason for his much quicker car. What follows are some of his recollections of other sneaky tricks he’s run across. All these tweaks just add to the mystique and lore that has become nitrous oxide. Thermos pressed us to avoid using names and places for the sake of anonymity, and that’s fine for this story. We are only interested in learning about some of the highly innovative ways racers have used to take advantage of the fast gas. To steal a line from Bruce Springsteen, a creative cheat with nitrous is a little like looking directly into the sun — ’cause “Momma, that’s where the fun is.” We’ll leave the rest to the rules makers, harried tech inspectors, and managers of the “Automotive Karma Bank.”

Battery Boost

This is the “Assaultin’ Battery” kit with the lid in place. Inside the fake battery is a nitrous bottle, solenoid, and a radio receiver that will remotely trigger the system. In this case, they’re using a RC car controller, but you could do the same thing with nearly any small transmitter that would fit in the palm of your hand.

ago that the non-compete clause has long since passed its limit. You can probably guess what Thermos did. Yep, he started up a small company called Nitrous Supply in his old stomping grounds of Huntington Beach, California. Thermos is a big, likeable guy who reminds you of your fun-loving uncle who could be found leading his nephews in questionable adventures. He took time with us to pull out a few old stories about some of the best nitrous cheats he can recall from the past crazy days of racing. These are just some fun stories about things that Thermos has seen during his near four decades of working with nitrous oxide. But he’s not a cheater. “I don’t want people to think that all we do is think about ways to cheat.”

We’ll start with one of the best ones. Thermos had his crew build this rig just for this story because it’s so cool. He started by buying a brand new Group 27 battery case complete with the lead terminals in the top. After removing the internal cell partitions, they fitted a Nitrous Supply 2.5-pound bottle and a small solenoid into the case, with braces to keep the bottle positioned properly. Next, they fit the solenoid with a relay and a pair of 9-volt batteries that wired in series (+ to – and – to +) to double the voltage to 18, sufficient power to open the relay. Next, they mounted a common remote control receiver inside the box that would trigger the relay. This way, the system was completely separate from the driver, so there would be no telltale switches inside the car. Next, they drilled an access hole up through the bottom of the battery’s ground terminal and routed the small black plastic output line from the nitrous solenoid, up through the terminal, and out through the middle of the ground cable. They removed just enough copper wire from the cable so most of the cables were still intact, yet the hose would fit through. Thermos says the next trick would be to drill a hole into the mounting bolt that you would “ground” at the intake PPNDigital.com 111

Here is the battery box with the lid removed. A Nitrous Supply 2 1/2-pound bottle snuggles nicely inside.

manifold. Inside this lug, you would drill an access hole that could then feed nitrous into the engine. To trigger this system, the Nitrous Supply crew just used a simple radio transmitter, like for an RC car or airplane, but Thermos says you could use a garage door opener or even a car key fob — anything with sufficient transmitter range to reach the receiver. The down side to this system is the driver really has to trust his crew chief, because the driver will not have control over when or how long the nitrous is applied. Of course, with a nitrous-only (no additional fuel), you should be smart enough to know that too much nitrous without sufficient matching fuel is only asking for engine trouble. With a 2 ½-pound bottle, this would be good for several 60-foot shots that would drastically improve the elapsed times, but not necessarily bump the trap speed. Obviously, this fake battery would be located in the engine compartment, while the real battery would be in the trunk. But, if you’re crafty, you could outfit this fake battery with a live battery cable because the ground on the case would still work. That would also supply power for the solenoid, so you wouldn’t need the twin 9-volt batteries. Our Chicago street runner pal Nick Scavo used this exact fake battery idea as a way to trick the local drag strip tech inspectors when he wanted to avoid adding a battery cutoff switch at the back of the car. This subterfuge was intended to make the car appear stock.

Nitrous on the Ovals There’s a story that made the rounds back in 1998 during Pole Day for the Indianapolis 500. An AJ Foyt team car driven by Billy Boat qualified with a four-lap average of 223 112 Power & Performance News / Vol. 7, No. 4

This tight view shows the radio control receiver on one side with the batteries located nearby. The receiver triggers a relay that connects to the solenoid to open it on demand.

The black discharge hose is plumbed through the negative terminal in the lid and wound through the cable where it is shown here exiting the cable end. All that’s left is to drill intersecting holes in the mounting bolt and then allow the bolt to exit into the intake manifold.

mph, running in the heat near the very end of qualifying in a backup car. Boat had earlier crashed his primary car in practice. The lap was a solid 2 mph faster than Greg Ray, the No. 2 qualifier. Another Foyt car driven by Kenny Brack was on the outside of Row 1 with a four-lap average of 220.9 mph. Apparently, there were some hard feelings in the pits after Pole Day that Boat’s backup car just could run that fast in the heat of the day. Protests were filed, but nothing came of this. The contention was Foyt’s car was using nitrous, but no evidence was ever discovered. Thermos says Indy 500 tech people called and asked if there was any way to test the engine for nitrous residue — which of course there is not — and that’s what Thermos told them. But, if you were going to try to get away with this, how would you do it? Thermos heard that hiding the gas inside a frame rail or other area would not be difficult, and then a line could be plumbed inside the bodywork to lead up to the air inlet scoop for the engine. Back then, the cars still used aluminum bodywork, and Thermos says it would not be difficult to plumb the line to an individual rivet with a carefully drilled 0.030-inch hole in its center. All methanol engines — especially during qualifying — run rich for a touch more power, so it would be easy to trigger the nitrous as the car entered each of the track’s over half-mile-long straightaways. Of course, this is purely supposition since nothing was ever proven. Boat finished 23rd on race day.

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Rental Car Madness If you haven’t heard the suggestion to never buy a used rental car, this next vignette should certainly reinforce that statement. Thermos and Vaznaian really didn’t have any trouble hiring young guys to work for them. Among his crew were some sharp people who soon came up with an idea they called the Rental Car Kit. It consisted of a small solenoid plumbed with a long hose connected to a sharp nitrous probe. This probe would protrude into the rubber air inlet bellows just upstream of the MAF (mass airflow sensor) and throttle body on the engine. One of the perpetrators in this scheme was then-employee Trey McFarland. He and his fellow co-conspirators would fly to their destina-

With nothing more than a 0.030-inch hole drilled through the middle of a simple aluminum rivet, you could have a discharge hole for nitrous into the air inlet of an Indy car.

PH: 724-265-2988 FAX: 724-265-4773 Email: sales@luttyschevy.com Web: www.luttyschevy.com Impala, Camaro, Chevelle, Nova, Tri-5, Truck

The top view of this Weiand big-block Chevy single plane intake doesn’t look like much until you flip it over. Hidden nitrous and fuel lines are plumbed into the bottom and would be connected to a pair of braided steel lines plumbed to bulkhead fittings in the engine’s rear china wall.

tion, rent a car, and plumb the entire system in a matter of minutes. They used two alligator clips to the battery for power and a simple momentary switch to trigger the system. Since they couldn’t fly with a full bottle of nitrous, they would borrow one from one of their customers at the track, strap it into the back seat, and go looking for victims on the street. “The transition to MPFI by the OEs and the introduction of the NOS Dry EFI kit opened a whole new world for us to abuse with nitrous,” McFarland said. “We returned a few cars with noisy transmissions, misfiring due to cooked plugs, and most with a lot less rubber.” Thermos remembers the guys reporting that one car ended up with a melted piston but the rental company never caught on to the chicanery. “The melted piston must have been after my time,” McFarland said. He also said that often their rental car performance would help sell kits on Monday morning, so it was all in the name of added sales. Even if the rental car company paid the price! 114 Power & Performance News / Vol. 7, No. 4

Line of the Times “There used to be a guy running a really nice, black ’57 Chevy at OCIR (Orange County International Raceway — in the ’70s and ’80s, this was a big-time track). He used one of those thin plastic lines like you use for an oil pressure gauge and slipped it into his PCV valve. Then he found a small nitrous bottle that would fit inside the waist band of his fire suit. The bottle solenoid was powered by a pair of 9-volt batteries. He would route the line through the firewall ahead of time and then hook it up to the bottle as he was strapping in the car. “This was just nitrous — no fuel. He would hit it right off the starting line. He ran the engine a little rich, and it was enough to give him a decent shot on the starting line. We were impressed with his system, and we eventually signed him up as one of the cars we sponsored. I think it was like a 9-second car, which was fast back then.” This idea eventually found its way into the NOS lineup as the Sneeky Pete system, using a 10-ounce bottle powered by two 9-volt batteries.

Nitrous Supply has bottles as small as 3.5 ounces (top) that are fitted with a complete valve and a safety vent. The slightly larger version is a 7-ounce bottle that could fit inside your fire suit.

Nitrous Ice Among the most obscure ideas Thermos has run across, he received a call one day from a NASCAR team with a question. They wanted to know if it would be possible to freeze nitrous inside an ice cube. The idea was that they would “trap” the nitrous gas in an ice cube and place the cubes inside the engine’s air cleaner right before qualifying. As the engine warmed up, the ice would melt and the nitrous would be released. The problem with this idea, Thermos said, is that nitrous is only a liquid within a very narrow range of temperature between -127 degrees F and -130 degrees F. It would be very difficult to maintain these temperatures to freeze nitrous into an ice cube and then keep it cold enough to allow it to boil and escape as a gas at the appropriate time. A better idea might be to just freeze the air filter itself, using it to chill the incoming air. There’s no doubt that’s also been attempted. If nothing else, it does show how far the NASCAR guys are willing to go to create an ever-soslight advantage.

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Source: Nitrous Supply, nitroussupply.com PPNDigital.com 115

WHAT’S IN

YOUR

GARAGE A poor craftsman usually blames his tools – or so the adage goes. And why not? A poorly stocked shop will generally turn out an unsuccessfully executed vehicle. But today, it’s not just a case of having the basic hand tools at the ready, it’s having the best tool and support system for the job. Years ago, that meant a distributor wrench with just the right bends to help time your small-block Chevy. Today, it could be a high-tech engine analyzer or some multi-tool that solves all your problems in life. PPN looked deep into the catalog sections of some great companies and came up with a few garage goodies that can help you do a better job regardless of the task. From simple mobile shelving units that keep parts in order to engine cradles for LS engines, these items will make your life easier – we promise. That means a lot more time to sit back and admire a job well done. Check it out.

AN Fitting Wrenches These wrenches are made specifically to tighten expensive aluminum fittings. They are precision-machined of 6061-T6 aluminum and sized and relieved in the corners, engineered to be a perfect fit so they won’t scratch. The compact design handles help prevent over-tightening. The wrenches are also color-code anodized and size stamped for easy identification. They are available in full eight-piece (#3, #4, #6, #8, #10, #12, #16, #20) or four-piece (#6 - #12) sets. powerhouseproducts.com 800.872.7223 116 Power & Performance News / Vol. 7, No. 4

Floor Jack Transmission Adapter The TCI transmission jack adapter eliminates the need for a second, expensive jack just for transmission work. This handy piece of equipment is designed to work with most automatic transmissions and nearly any hydraulic floor jack that has a removable pad with a 1 3/16-inch center hold. Simply replace the floor jackâ&#x20AC;&#x2122;s original pad with the transmission floor jack adapter and you have a secure 12x12" surface to hold your transmission steady during installation or removal. Three sides have a one-inch lip to keep the transmission in place. The fourth side features a front opening for sliding the transmission on and off the engine dowel pins. This popular jack adapter takes up far less space than an entire transmission floor jack when not in use, making the perfect home garage/pit tool. tciauto.com 888.776.9824

Extreme Grip 12-inch Breaker Wrench Designed to reduce cam-out, slippage and offer better engagement with fasteners, the 12-inch Breaker wrench allows for one-hand operation. With 13 times the gripping power on rounded fasteners compared to a conventional wrench, the serrated jaws are spring loaded to self adjust to help grip hex fasteners and pipe/bar stock. A thumb-activated trigger allows the user to open and close the jaws and features a two-position slide for small and large fasteners or pipes. Two sizes are offered. craftsman.com

Pro Digital Timing Light When it comes to checking and setting your ignition timing, accuracy is critical. The FAST Pro Digital Timing Light is built for heavy-duty use in the garage or pits. The light has a removable harness that is great for storage (as well as for the rare case it pulls off when it contacts a spinning engine component), along with a melt-free metal inductive pickup. There is a backlit LCD screen that displays the rpm and timing of the engine and allows you to digitally dial back the timing to confirm the total without significantly revving the engine in the garage. The light comes with a heavy-duty storage case. fuelairspark.com 888.999.0853 PPNDigital.comâ&#x20AC;&#x192;117

Spare Transmission Seal-Up Kit Keep transmission fluid from leaking with this handy kit. It is great to use when servicing or painting your transmission, working on the driveshaft, or pulling the transmission out for storage. The kit also prevents corrosive elements from getting into the transmission itself. The kit is made from durable, long-lasting plastic and holds up against the unique abuse of transmission fluid. It works with Powerglide, TH350, and TH400 and applications. tciauto.com 888.776.9824

118â&#x20AC;&#x192; Power & Performance News / Vol. 7, No. 4

Connected Tool Storage Well known for their high-quality tool storage unit, the new Pro Series line includes key features such as a full extension 200-lb. ball bearing drawer slides and heavy duty GRIPLATCH drawer retention system. Professional grade boxes include double wall construction with corner trim and internal corner gussets. Whatâ&#x20AC;&#x2122;s new is the Bluetooth Connected Smart Lock that allows you to lock the unit from your smart phone. In addition, the phone app allows you to know if the storage unit has been tampered with and unlock the box if you want friends or co-workers to have access. Box size ranges from 26 to 52 inches wide, with 9, 17 and 20 drawer layouts. craftsman.com

Fabrications Car Parts Rack Organized parts shelving not only helps to keep parts and tools off the ground, but also makes it far easier to find the things you need when reassembly time arrives. The high strength, powder-coated three-shelf unit provides a total of 22 sq. ft. of shelving area, each shelf carrying a 150-lb capacity. The heavy-duty casters make rolling easy, and three external metal hooks are great for extension cords and hoses. When not in use, the shelves fold up out of the way for easy storage. DJSFabrications.com 951.698.4510

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Remote Starter Switch How many times have you been working on an engine and needed someone to sit inside the car and bump the starter over, or worse yet, been showered with sparks when you used a screwdriver across the starter solenoid? This push-button Remote Starter Switch lets you turn the engine over from under the hood, all by yourself. Just think how handy this will be the next time you adjust your valves. powerhouseproducts.com 800.872.7223

Alloy Axle & Spool Packages Terminal Tools Weatherpak style terminals offer many significant benefits over conventional terminals including superior resistance to the elements and a mechanically secure connection. But without the correct tools, they can prove very difficult to assemble and service. This series of terminal service tools from FAST is the ideal solution for the removal and installation of many types of Weatherpak connectors and will provide years of dependable service. fuelairspark.com 888.999.0853

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Words / Photos Cam Benty

A Rare HiPo Mustang restored to perfection

he term “Pony Car” is rarely used today, but starting in March 1964, a new category of car was launched with the new Ford Mustang. It was to be followed by a large number of similarly sized cars including the Camaro, Challenger, Camaro, Cougar and others. All of these models were to follow the Mustang, a little car that used plenty of carryover parts from its sister vehicle, the Falcon. But it had one thing the Falcon didn’t – it was strikingly good looking. 120 Power & Performance News / Vol. 7, No. 4

The brainchild of legendary car guy Lee Iacocca, the Mustang lit a fuse for a generation of Baby Boomers who had come of age and loved building and modifying cars. The car was light, fun to drive, and had fair power from the small V8 engine that powered it. Best of all, it looked cool — which for this generation was a big deal. How big? Well in all, 559,451 were sold. That trend continued in 1966, and only 18 months after the Mustang was initially released, the one millionth Mustang was built. Yep, a cool

million “ponycars” unleashed on the American (and world) population. Kicking the Mustang into high gear was the launch of the Shelby GT350, a car forced on Shelby by Iacocca as part of his “deal” with Ford. Shelby really wanted to build the Cobra on the English AC Bristol chassis. In 1963, he had convinced Ford he could dominate racing with a 289c.i. Ford V8 stuffed into the tiny AC. It worked. Cobras, as they were called, were amazing fast and in 289 form, dominated racing. Shelby was happy. Ford

was happy. But Ford wanted something more — and that was the GT350. Shelby hated the idea. To him, the Mustang was “a secretary’s car.” Not fast and not a race car. Nevertheless, Shelby did as instructed and built the GT350 by stripping out the comfort and stuffing in the hottest 289c.i. engine in the lineup and upping the power from 271 to 306 hp. With a host of suspension This Sapphire Blue ’65 Mustang is a one-off machine. Because of the documentation which stated it was a custom paint hue, it could have been painted any color offered by Ford that year. It is in fact ’65 Thunderbird Sapphire Blue. PPNDigital.com 121

changes meant for racing, a cool hood, raucous exhaust, racing stripe package, and performance wheel/tire package, it made Ford happy. Just to make it worthy of the Shelby name, he created a few “R” type GT350s that are highly prized today. In fact, if you happen to have a real ’65 GT350 (562 were produced), when restored to original condition, you have a car nearing $300,000 today.

Mustang Man A regular customer of Mark’s Custom Rod Garage in Huntington Beach, California, Hogan Hammerstrom loved Mustangs — and Shelbys. A collector of rare muscle cars and cool customs, he can enjoy these cars as they are meant to be. The ’65 Mustang you see here reflects a very cool restoration enhanced with some rare wheels and “Red Band” tires — not unlike folks might have added back in 1965. The original ’65 “K” code Mustang features all of the original, date-coded parts that would be found on a vehicle of this lineage. To verify a “K” code Mustang is easy — a deeply stamped K in the VIN is found on the top of the inner fender well. As one would say giving directions to a stranger, “You can’t miss it.” That branding meant a couple of things right off the bat: 1) the original owner coughed up the extra $442 that was required to add that option to his vehicle, and 2) that this is one of the rarest of the Mustang vehicles, with only 7,273 K code cars reaching the end of the assembly inline in 1965, and a little more than 13,000 from launch in 1964 through the end of 1966. The Hi-Po Mustang (which is how the “K” code cars are more commonly known) was rated at 271 hp/316 lb-ft using the 289c.i. engine. The first of the Hi-Po Mustangs was constructed in June 1964 and was a full 61 hp hotter than the “D” code option. The newest option for the Mustang gave Ford another shot at marketing the hottest vehicle in their line-up, stating in their brochures that the Hi-Po Mustang was for those buyers “who would settle for nothing than top performance. Buyers intending to enter competitive events such as gymkhanas or rallys will appreciate the engine’s breathtaking acceleration, over 600 feet in the first 10 seconds from a standing start.”

Power Parts The original Hi-Po 289 engine featured a host of performance upgrades, 122 Power & Performance News / Vol. 7, No. 4

The original 289c.i. engine was reworked to factory specs for a final rating of 306 hp in Hi-Po trim. The 600cfm Autolite carb was restored to original condition and tops the factory cast iron intake manifold.

including 10.5:1 compression, flat top aluminum pistons, heavy duty connecting rods, and higher-nodular cast iron crankshaft with larger front counter weighting, but still retaining the two-bolt main bearing caps. Topping it off was a cast iron intake manifold and 4100 Autolite four-barrel carburetor rated at 600 cfm and equipped with an open element air cleaner and dual point distributor — highly advanced for the time. One of the more difficult parts to duplicate with this restoration was the dual exhaust system that utilized an H-pipe and a pair of tailpipe-mounted mufflers. Amazing by today’s standards, the tail pipe/muffler sections were power-robbing-tiny, necking

down to about a one-inch diameter. These parts, which were found after significant hunting, were clearly one of the first modifications to the HiPo ‘Stangs — and with good reason. But, on a careful restoration, these tail pipes sections are a key element.

Chassis Upgrades As with all 289c.i. engines offered in the first generation Mustangs, a Ford Top Loader 4-speed transmission was used — the Hi-Po version receiving the close ratio, 2.32:1 first gear compared to the 2.78:1 first gear for the 210 hp model. While the Top Loader transmission was overkill for these less-than-300-hp engines, the 9-inch rear end was unbreakable in this com-

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The 4-speed transmission is an original Top Loader packed with the right gearing, including close ratio first. High attention was applied to the restoration, and an original 8-track tape player was mounted middash . . . advanced audio for the time.

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For those looking to see what the underside of a “K” model Hi-Po Mustang looks like — take a peek. The system is spot on, right down to the factory H-Pipe and rear tailpipe mufflers. Note the small diameter of the rear tailpipe exit.

The only glaring departure from stock is the set of real magnesium five-spoke mag wheels, which are period correct. Those Red Band tires came from Coker Tire. 124 Power & Performance News / Vol. 7, No. 4

bination. For 1965, final drive gearing of 3.50, 3.89, and even 4.11:1 ratios could be ordered. Mustang’s suspension carried a number of parts from the Falcon, but not the spring rates. That was especially true for the Hi-Po Mustang that had their own specific front coil (leaping from 89 to 101 lbs./in.) and rear leaf spring rates (moving from 101 to 130 lb./in.) for the performance driving implied by ordering this “expensive” option. Heavier shocks were employed, the front sway bar increased from 0.69-inch to 0.84-inch diameter, and the steering ratio was reduced to 22:1. Most Hi-Po Mustangs opted

Underhood detail is one of the things that sets this restoration apart. Note the attention to correct stampings, color, and even parts, like the very hard to find dual point distributor.

for the 11-inch front disc brakes over the standard drum brakes, but power assist was not available, interestingly enough. The factory Hi-Po Mustang featured a five-lug 14x5-inch styled steel wheel with dual “Red Band” 6.95x14 tires. Here is where Hammarstrom strayed from the original, finding a very rare set of real magnesium fivespoke wheels. Lovingly restored and checked for safety, Mark Oja cleaned (this is the natural magnesium coloring) and wrapped them with original style tires featuring the factory-look

red bands. The appearance is pure throwback — just the look he wanted.

Outside One of the most unique points of this particular Mustang is the fact that when ordered, the car’s documentation states it was a custom color, something specified by the buyer and not from the usual factory palate of preferred hues. As originally constructed, the car was painted 1965 Ford Thunderbird Sapphire Blue, making this an extremely rare Mustang. Mark Oja carefully mixed up a matching PPG coloring and draped the now-perfect body with this interesting color combination, along with the GT stripe package. While the car was amazingly clean when it arrived at Custom Rod Garage, all of the bodywork was inspected and anything that was not perfect was replaced with New Old Stock (NOS) components. As is the case with most things Oja does, both the things you can see and those you can’t are executed to perfection. The final product is an amazing throwback honoring what turns out to be a very rare Mustang in a year when over half a million Mustangs rolled off assembly lines all around this country. The “K” model, HiPo Mustang was the precursor for the Shelby GT350 that was to debut months after the Hi-Po (which again were first released in June 1965). With the GT350 carrying a much higher price tag, the “K” was a happy middle ground for savvy customers. Smart folks!

Put it to the TEST DJS FABRICATIONS CAR DOLLIES

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SPONSORED BY Moving an unfinished project or disabled vehicle around a shop or driveway is a common challenge. When you figure the number of people hurt from strained backs and breakaway cars, there is good reason to find a product that can safely and easily allow you to move those twoton hulks where you need them. DJS Fabrications Car Dollies will allow the easy movement of vehicles up to 16,000 pounds (4,000 pounds/dolly). The rectangular shape of the base allows accommodation of both average and oversized tires up to 18 inches by simply turning the Dolly 90 degrees. Along with the standard tire carrier style of support, the DJS Fabrication Dollies offer several other innovative support methods. For many classic cars (General Motors, Ford, etc.) that have underbody “pinch welds” that run the length of the rocker, DJS Fabrications has developed a bolt-in support that aligns with the pinch weld and supports the body. In our testing, the Dollies held firm and the high-quality casters and low friction polyurethane wheels made movement of a vehicle a one-person operation. Of particular interest to the shop owner we used for the test was the brake rotor mount that also bolts up to the Dolly base. In effect, the Dolly stand bolts to the rotor studs, providing a solid support. In this manner, you can accurately direct the vehicle where you want it. Both the pinch weld and rotor support system are included in the base kit

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126 Power & Performance News / Vol. 7, No. 4

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Having pushed a lot of vehicles around in my day, these dollies are truly amazing. Stir in the fact you can use them simply as a tire dolly, as a steerable rotor stand, or under the body of an under construction, and you have a product well worth the price. Regardless of the terrain, moving a vehicle becomes a one-person operation with these amazing Dollies.

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Corner Carving There is nothing quite as fun as a fast car on a cool road. The Dodge Challenger SRT is one of the slickest muscle cars around and with every year gets yet another performance attribute that makes us want one even more. Keep â&#x20AC;&#x2DC;em coming . . .

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128â&#x20AC;&#x192; Power & Performance News / Vol. 7, No. 4

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