45th NSRA Street Rod Nationals Plus • Part II: The Cam Wars • 2015 Body Buyer’s Guide
2015
S ’ R E Y U B Y D BO
GUIDE
STREET RODDER
+45TH NSRA STREET ROD NATIONALS
E ID S D IN L B R U O Y R O F TION C E T O R P F O O R P T E L L U B HOW TO UNDERCOAT:
xJOE WALLACE’S ’60 BUICK ELECTRA SEE THE FULL FEATURE PG.36
SPECIAL THE ’60s REVISITED THE CAM WARS: PART 2
TECH PRO LOUVERS
MAKING & MOUNTING
NOSE (JOB) ART
FITTING A ’32 SHELL TO A MODEL A
UPGRADING YOUR BLACK BELT
SWITCHING FROM V-BELTS TO SERPENTINE
BONUS ! ROAD TEST: ATOMIC EFI & MORE EVENTS & FEATURES AT STREETRODDER.COM
Dedicated to the Past… Focused on the Future
Goolsby Edition Billet Aluminum Shift Lever
Goolsby Edition Throttle Pedal Assembly and Brake/Clutch Pedal Pads
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s ,/+!2#/© ,OKAR )NC
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Stage 2 Coil Spring Plate
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Fat Man Hub To Hub Suspension Kits
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SR 6-13
2013 Road Tour Shoebox Ford Built By Honest Charley’s
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Proven Performance! Eric Black RideTech Coilovers Standard Shockwave Air Optional
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Made With Pride In The USA
The Ultimate Shoebox Chassis Well Equipped Shoebox Roller Chassis From:
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Complete Chassis Also For: ■
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1937-59 Chevy Trucks 1955-57 Chevy Cars ■ Anglia & Morris Builder’s Bare Frames From
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See Even More Info Online!
Frame Stubs For: ■
■
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1935-59 Buick* 1936-68 Cadillac* ■ 1937-70 Chevy Cars ■ 1964-72 Chevelle ■ 1934-55 Chrysler ■ 1934-56 Desoto ■ 1934-56 Dodge Cars ■ 1949-63 Ford Cars ■ 1955-57 Thunderbird ■ 1940-53 Hudson ■ 1935-40 LaSalle
1949-56 Lincoln 1949-56 Mercury ■ 1940-48 Nash ■ 1934-59 Olds* ■ 1935-56 Packard* ■ 1934-56 Plymouth ■ 1937-60 Pontiac ■ 1948-62 Studebaker* ■ Avanti, Lark ■ Henry J, Kaiser, Jag ■ Mercedes SL* *most series applications
Mon-Thurs 7am-6pm EST - Fri 7am-12 noon
704 -545 -0369 www.fatmanfab.com
CONTENTS JANUARY 2015 Vol.44 No.01
SPECIAL FEATURES
CAR FEATURES 24
LIEBEL STATEMENT
86
Pat Liebel’s ’57 Chevy 150
36
THE WILD BLUE YONDER
DIFFERENT DEUCE
79
Mark Freeborn’s ’32 Ford Model B
90
Mary and Joe Wallace’s ’60 Electra
72
WHOLE NEW IDENTITY Janeen Drinkard’s ’40 Chevrolet Master DeLuxe
98
JUST WHAT THE DOCTOR ORDERED
2015 BODY BUYER’S GUIDE THE CAMGRINDER WARS Reliving The Golden Age Of Drag Racing Publishing, Part 2
Patrick Reisinger’s ’30 Ford Model A
STREET RODDER (ISSN 0277-5735), January 2015, Vol. 44, No. 01, is published monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY, and additional mailing offices. Copyright ©2014 by Source Interlink Magazines, LLC. All Rights Reserved. Printed in the USA. SUBSCRIPTIONS U.S. and U.S. possessions $29.95 for 12 issues. Canadian add $12.00 postage and all other countries add $24.00 (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to STREET RODDER, P.O. Box 420235, Palm Coast, FL 32142-0235.
6 JANUARY 2015 I STREET RODDER
•ON THE COVER: You’ll be hard pressed to find anymore sheetmetal used in the making of one car than this ’60 Buick Electra convertible belonging to Joe Wallace. Photography by Chris Shelton. •INSET: The 45th NSRA Nationals Plus had it all, including this oh-so-sweet hot rod Model A coupe featuring plenty of chop and channel. Photography by Brian Brennan. •TABLE OF CONTENTS: Photography by Chris Shelton.
EVENT
TECH ARTICLES
DEPARTMENTS
40
30
10 14 16 18 118 120 122 124 126 162
45TH NSRA STREET ROD NATIONALS PLUS
THE IDLERS OF MARCH Switching from V-belts to Serpentine
64
GOOD ALL UNDER Bulletproof beautification for the Model A’s B side
78
COOL & QUIET Real hot rods aren’t really hot, part 2
102 GOTTA LOVE A LOUVER Making and mounting louvered hood sides
112 NOSE ART Fitting a Deuce grille shell, radiator, and hood to a Model A
FOR STARTERS RODDER MAIL WINDOW SHOPPER STREET CORNER FIX ’EMS STREET SHAKER EARLY IRON WORKSHOP SHOP MANUAL PROFESSOR HAMMER
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FOR STARTERS BY BRIAN BRENNAN
Not Again! xIt’s my nature; I need to know what’s going on—and why! I was recently reading monthly information that came my way from SEMA through its SEMA Action Network (SAN) and it has prompted me to get on my “soap box”—real or otherwise. I recognize legislation, laws, and so on, vary from state to state, and while each state is different they do share. Especially when one comes up with a way to generate new revenue, you can rest assured other states will be watching—and soon to follow. For starters, the good ol’ State of California, my home state, or at least the one I have lived and hot-rodded during the overwhelming years of my life, is at it again. While you say, “This doesn’t matter to me ’cause I don’t live in California,” you can rest assured the legislators in your home state are watching. It’s too tempting, another way to separate you and I from more of our money. The taxes come under the disguise of generating income to help pay for the roads (especially in California) that are in a sad state of repair.
It wasn’t that many decades ago when living in California meant we had lots of roads and they were all wonderfully paved, which made driving a real pleasure— even fun. Not so much anymore. Nowadays when you go for a ride bring along your toolbox so that you can stop and tighten up bolts and check to see if you have rattled anything loose that has fallen along the roadside. One of the most interesting and fascinating pick-a-part locations in California is the side of the road. Have you actually stopped and looked to see what’s there? By the time you read this editorial the Governor of California, Jerry Brown, will have either signed or opted to veto the bill. (Insiders believe he will sign the pilot program into law.) And what has my boxers in such a bunch? This piece of legislation is designated as Senate Bill 1077, referred to as the Road Usage Fee, which will establish an advisory committee to study a road usage fee that was already approved by the California Assembly and Senate. (This is where other states are now paying attention to see if this can be a cash windfall—once again, at our expense.) The intent behind this bill would be to propose a tax as an alternative to the gas tax and make 10 JANUARY 2015 I STREET RODDER
recommendations on the design of a permanent program. It is said that the upside of this bill would be, “…a road usage fee has the potential to distribute the gas tax burden across all vehicles, regardless of fuel source and to minimize the impact of the current regressive gas tax structure.” The flip side says, “…the bill seeks to penalize national efforts to create a more fuel-efficient vehicle fleet by taxing drivers based on vehicle mileage, as gas tax revenues decrease due to hybrid and electric vehicle ownership.” You can see how this would impact those of us who drive gas-powered hot rods and not to mention our everyday drivers that are gasoline powered. I can see where many of us do not drive that “much” and the gasoline road use tax may not be much of an increase. But there are many more of us where the additional tax can be a real burden. Especially for those who have long commutes to and from work and who like to drive as part of their recreation. You might
think the upside would be those of us who drive gas powered or electric powered would be taxed accordingly and the result would be an equal taxation. But anyone who is old enough to vote knows that giving state legislators the opportunity to tax us will do so over and above the actual needs. Why is this happening? We see it every day in California, and other states are beginning to see the same thing, that there needs to be new sources of funding for pet projects. Personally I believe there are enough fuel taxes as well as numerous other taxes. The real dilemma is how these taxes are used or, is a more truthful representation, misused. What does the future hold? Time will tell but if experience is any indicator—hang on. It will cost you more to drive, your hot rod just got more expensive to operate.
Brian Brennan Editor
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As A Teenager, You Dreamed Big... DON’T STOP NOW. The teenage version of “you” filled notebook cover after notebook cover with drawings of snarling hot rods that would lay waste to all comers. Fast forward to many years later and you’ve finally built the hot rod you’ve been dreaming about. The paint is flawless. The stance is spot on. There is only one problem. The practical family-man version of “you” decided to neuter the car of your dreams by installing a soul-less crate engine. We’re not saying crate engines are bad – we just think they’re a good place to start. That street machine of your dreams just isn’t complete with a crate engine. You know what you want; don’t let others make horsepower decisions for you. The hot rod of your dreams sounded and performed as good as it looked. It had plenty of performance personality and nasty attitude – we call it Hot Rod Soul. Thankfully, COMP Cams® has exactly the upgrades you need to turn that crate engine into a REAL HOT ROD. Whether you want to be “The Stoplight King” with our powerful Xtreme Energy™ Cams, or make it known you’ve arrived at the cruise-in from blocks away with the lopey Thumpr™ Series, we’ve got you covered with direct-fit cam kits and individual valve train components. Carbs? EFI? Blower? NO PROBLEM. We’ve got exactly the parts you need. They are all built with the latest valve train technology and feature American-made quality to make sure you spend time in your car instead of wrenching on it.
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◆WHAT’S A STREET ROD?
The answer given to “What’s A Street Rod?” is false. When the NSRA formed, a street rod was a specific type of car, not a build style. The 1948 cutoff date was chosen as that was the year Ford went from a solid axle to IFS, Ford went to an open driveshaft, and it was when Ford eliminated the outer fenders and went to inner fenders and quarter-panels. Cars became visibly different at this point. Other makes of cars may have made the changes at other years, but Ford was the car of choice for hot rodding, and it was used as the standard. The 1948 cutoff date is even recognized by many states government agencies in issuing Street Rod license plates. The real reason for the change in the definition is money. For the NSRA, it means expanding membership and participation to bring in more money. For magazines, it means increasing circulation to bring in more money. I find it interesting that after STREET RODDER magazine has changed what it recognizes as the definition, the size of the magazine has decreased by one-third. I also enjoy later model cars, but any old-time street rodder, such as myself, knows a Camaro or a Mustang are not street rods. It’s too bad we have to sacrifice principles for profit. Forest Rogers Via Email
Forest, the NSRA has (had) used 1948 cutoff for years. But the term and the initial cutoff year was brought about by Tom Medley and Tex Smith. (Others I recall involved at the time were Bruce Miller, Cotton Werksman, Gilbert Bugg Sr., and Vernon Walker.) And you are correct, the cutoff was used because of postwar cars doing away with bolt-on fenders and running boards. Although I suppose technically fenders still bolt on to this day, although the running board seems to be a thing of the past. Rod & Custom and its staff were some of the individuals behind the first Nats. The second and third Nats were sponsored by Hot Rod magazine but by then the NSRA was gaining a foothold. Beginning with the 4th NSRA Nationals, the NSRA took the naming and sole management. We at STREET RODDER view all years of cars as potentially a street rod. Look at early issues of STREET RODDER and you will see there is 14 JANUARY 2015 I STREET RODDER
no recognized year cutoff. Although for clarification we call pre-’48 street rods and post-’49 street cruisers. Today because of the mixing of terms, build styles, and many new rodders who make no differentiation in years, we at the magazine consider a street rod today more of a build style and less of a year cutoff. As for STREET RODDER page numbers dropping, you are correct. There are a handful of reasons for this, not the least of which is the number of advertisers. SR is based on an ad/edit ratio. Subscriptions are at an all-time high and electronic subscriptions are growing monthly. Currently STREET RODDER has 1.4 million Facebook followers and our website has nearly 250,000 monthly visitors. As for dollars having an impact: Yes. We sell magazines with the hopes of making money so that all of us can continue to receive paychecks. That’s how it worked with the first issue of Hot Rod through Rod & Custom onto STREET RODDER and it will always work.
◆INSPIRATION IN FUNNY PLACES
Your article “The Lost Garage” inspired me very much, most of your articles do. I am taking some writing courses and what better way to indulge myself into three things I enjoy—writing, hot rods, and my garage—which I don’t have yet or the hot rod but, very soon … I hope. My garage is a dream I have had all the 29 years we have been married. The hot rod on the other hand is a dream I have had since 1976. That’s when I bought my ’32 Ford Tudor. It has been patiently waiting for me for 38 years. People ask me “What are you gonna do with it?” “Are you ever gonna work on it?” Of course I am! My plan was to put it on the road soon after I bought it and the plan was to build a garage after we were married but, life happens, kids happen, and plans get changed. So to put it plain and simple, I don’t have a garage or a hot rod yet but I have without a doubt built my ’32 Tudor 13,870 times and my garage 10,585 times. I know every bolt, nut, screw, and wire, where they go and what they do. As for the garage, I do have some experience in that category. I can and probably will know how much it will cost within a few hundred dollars, give or take, to complete that project with heated floor and a lift. And thanks to your article I really like the shelves behind the floor to ceiling cabinets and I will provide the better half with room for Mom’s precious items, even though she already has all of the basement. Brett Maurer Via Email
Brett, your story isn’t all that uncommon. For some of us it takes longer but the journey is just as sweet and the outcome will be everything you have hoped for—hang in there and keep wishin’ and hopin’.
WINDOW SHOPPER BY JOEL STOCKSDALE
Check out these awesome goodies we spotted at the NSRA Nationals x Work of Art
Art Morrison Enterprises (AME) has produced top-tier components for hot rods and classic cars to improve and modernize their performance for years. At this year’s NSRA Nationals, AME continued the trend, taking home a Best Products award for its new bolt-in multilink IRS. The IRS, because of its “cradle” design, can be fitted to an array of vintage machines, and it’s also available as an option on AME’s GT Sport chassis. The design offers improvements in performance, comfort, and adjustability over fixed control-arm designs, accommodates brake rotors as large as 14.4 inches, and comes with a Strange Engineering centersection that fits a 9-1/2-inch ring gear. AME offers a number of options with this suspension, including gear ratios ranging from 3.54:1 to 5.13:1, as well as different track widths in 2-inch increments from 55.5 inches to 61.5.
•Art Morrison Enterprises (866) 321-4499 artmorrison.com
xForging Ahead
Wheels are key to the look of any car, but since they’re also what your ride rolls on, they can be key to performance as well. Billet Specialties has added a new design to their Pro Touring line of performance wheels with the Daytona. It’s a two-piece wheel manufactured in America with a center consisting of forged 6061-T6 aluminum. It’s designed to not only be a strong, good looking wheel, but also to accommodate large brakes so you can fit the best stoppers you can. It’s available with diameters ranging from 18 to 20 inches with a variety of widths and backspacing. It is also available in a polished finish or a number of powdercoated colors to provide the perfect accent to your ride. xGuess No More
When it comes to gauges, car guys love their speedometers and tachometers because they’re what indicate the fun things about cars. But when it comes down to it, one of the most useful gauges is the gas gauge, and having a good fuel sender is vital. Classic Instruments now offers a tube-style fuel sender that provides accuracy and convenience for your build. Its design allows it to fit in places where typical swing-arm fuel senders won’t, and its design also helps it resist inaccurate readings when fuel sloshes around in the tank. Many options are available with this fuel sender as well. Sizes are available from 6 to 36 inches in 1-inch increments, as well as a variety of ohm ranges. The senders are compatible with diesel and gasoline with up to 10 percent ethanol content, and E85 compatible senders can be special ordered. On top of all these options, this sender was a Best Products award winner at this year’s NSRA Nationals, making this an excellent choice for your fuel monitoring needs. •Classic Instruments (800) 575-0461 classicinstruments.com
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JANUARY 2015 I STREET RODDER
•Billet Specialties (800) 245-5382 billetspecialties.com
•Watson’s StreetWorks (603) 943-7923 watsons-streetworks.com w
xSee and Be Seen
Classic cars tend to have headlights that come up a bit short in the light department. Sure they light up, but the amount of road that actually is illuminated is pretty minimal compared with modern lights. Watson’s StreetWorks aims to change that with a new 7-inch LED headlight. The light is designed as a direct replacement for 7-inch sealed beam units for classic style and easy installation. It features standard mounting tabs for correct and simple fitment, and, although there’s modern tech inside, it still uses traditional-style sealed beam connectors to plug into the existing electrics. Its low electric draw also means you don’t have to replace wires. The lights also feature H4-style LED bulbs to provide large amounts of light. These lights also won the best safety product award at this year’s NSRA Nationals. With these lights, you’ll have all the classic style with none of the compromise.
•TorqStorm (616) 706-5580 torqstorm.com
xBlown Away
There may not be a replacement for displacement, but forced induction sure comes close, and combinations of the two are matches made in heaven. That’s why so many street rodders supercharge their big V-8s, and why TorqStorm has expanded its offerings to more V-8s. One of their latest additions is their Vintage Line system for Ford Flatheads. This American-made supercharger kit combines TorqStorm’s standard billet aluminum supercharger, with ceramic bearings and self-contained oiling system, and infuses it with vintage style. It comes with a brass tag on the front of the case and is driven by an old-school V-belt. This classic-looking unit still provides modern performance, supporting over 600 hp, and even features a limited lifetime warranty. The standard supercharger housing comes in black but can be ordered with optional polished or simulated cast finishes.
The publishing of products in “Window Shopper” is not an endorsement of these items by the STREET RODDER staff or by Source Interlink Media, LLC. This material is as represented by the manufacturer only; these products have not necessarily been used or tested by us.—Ed. To electronically submit material for your product, email
[email protected].
STREET CORNER EDITED BY TIM BERNSAU, PHOTOGRAPHY BY BRIAN BRENNAN
)Tom and Zoa May’s all-steel Deuce features a healthy chop and a small-block engine with two four-barrels. Editor’s Pick Award.
)This gorgeous ’40 coupe sits on a TCI Engineering chassis and runs a 350 with tri-power.
Classic Instruments Host NSRA Appreciation Day x Maybe you’ve never heard of Boyne City. The Northern Michigan city of approximately 4,000 people is the home of Classic Instruments. We know you’ve heard of them. Boyne City is also the site of the annual NSRA Appreciation Day Car Show, hosted by the team at Classic Instruments. Open to hot rods, custom cars, classics, rat rods, motorcycles (essentially, anything cool with wheels and an engine), NSRA Appreciation Day has previously been held in various locations around town over the years. In 2014, Classic Instruments was proud to invite the show to its new state-ofthe-industry manufacturing, custom, and R&D facilities. Approximately 70 specialty Another highlight of the day was vehicles and several hundred a demonstration of “Grabber,” the attendees showed up for the 2014 latest robotics project from high show. In addition to enjoying all of school students in the Boyne City the vehicles on display, and behind- Blaze Robotics Team. the-scenes tours of the Classic As in years past, a raffle for Instruments manufacturing facility, hundreds of automotive-related participants could put their vehicles items from approximately 75 through a free safety inspection from companies raised money for the the National Street Rod Association. Boyne City Police Department.
)We love the look of this satin-black ’30 Model A sedan.
18 JANUARY 2015 I STREET RODDER
)Classic Instruments owner John Mcleod is surrounded by treats, including a pair of birthday cakes and a few of the hundreds of items donated for the NSRA Appreciation Day charity raffle. )Boyne City high school students participating in the Blaze Robotics Team program demonstrated their “Grabber” robot, capable of moving around and picking up and tossing that large blue ball.
In 2014, $2,253 was donated for the purchase of a specially outfitted police bike and officer training. STREET RODDER Editor Brian Brennan was at the event to photograph the fun and to select one deserving vehicle for the Editor’s Pick Award. Brennan’s selection was a sweet ’32 Ford coupe owned by Tom and Zoa May from Midland, Michigan. Thanks to Classic Instruments for continued support of this great event.
WARREN JOHNSON SIX-TIME NHRA PRO STOCK CHAMPION
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STREET CORNER x Save $$ On Your Next Welder
If you’ve been thinking about purchasing a welder, there’s no better time than right now. Miller Electric Manufacturing Company, manufacturer of Miller arc welding equipment, is revamping its popular “Build with Blue” program. Through January 31, 2015, customers buying qualifying Miller products plus an additional $100, $250, or $500 or more in Miller or Hobart products on the same invoice are eligible for a mail-in rebate. A $100 rebate is available to customers purchasing a Millermatic 211 Auto-Set with MVP MIG Welder or a Maxstar 150 STL TIG/Stick Welder, along with $100 in qualifying additional products
THE COOLEST COLLECTIBLES Grand National Deuce Series #2 The second in a six-car series based on '50s and '60s show cars, is a '32 Roadster with an all the fine details. Removable hood cowling and sides. 1:18 scale and limited edition of 996 pieces worldwide. (A1805007) $129.99
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A $250 rebate is available to customers purchasing a Millermatic 212 Auto-Set MIG Welder, Multimatic 200 MIG/TIG/Stick Welder, Spectrum 625 X-TREME Plasma Cutter, or Diversion 180 AC/DC TIG Welder, plus $250 in qualifying additional products. A $500 rebate is available to customers purchasing a Bobcat 250 Gas Welder/Generator, along with $500 in qualifying additional products. For more information about these products and about the Build With Blue program, visit the nearest Miller distributor, or visit millerwelds.com/ buildwithblue for product details, an overview video, FAQ, the Build with Blue rebate form, and more. xGrocery Getter
You’ll read about the 2014 Hot August Nights car show in Reno in next month’s STREET RODDER, but we wanted to save a spot in Street Corner for one of the oddest rods we saw at the event. Big Red, built by BRE Rods & Classics in Salida, California, might be the world’s biggest shopping cart. It’s got to be the fastest.
Four times the size of a factory stock shopping cart, this overgrown grocery getter was engineered and built to actually drive. The Watson Racing Engines Chevy big-block makes 550 hp. With seats way up high, the driver can cruise the aisles while listening to the ARC Audio sound system. Gauges, including the Sky Drive GPS speedometer, were offers a wide variety of styles in provided by Classic Instruments. Best three standard sizes: 12x8, 16x10, of all, thanks to the suspension built by BRE, Big Red handles better than any stock shopping cart.
and 18x13. Custom sizes are also available, and new designs are being added all the time. The flags come with a cable on the back, and can be hung indoors or outdoors; a protective lacquer coating ensures that they will weather well. To see more designs and learn more, call (704) 900-1664 or visit 4everflags.com.
xShop Decor
The Filling Station is well known for its extensive inventory of reproduction parts for classic Chevrolet cars and Chevy/GMC trucks and also offers a line of vintage-looking gas station dealer service signs. Each 11x17-inch sign is printed on durable 22-gauge steel. With a faux-rusty finish, they look like they’ve hung in the corner service station for
decades, but the brand-new signs are made using a high-quality dye sublimation printing process and polyester powdercoating, ensuring they will still look good even when they really do get old. Mobiloil, Aeroshell, Shell, and BP are among the many signs offered. For more info, visit the website at fillingstation.com. NOZ Graphics LLC turns the American flag into a handcrafted work of art. Each unique wall hanging is individually handmade from 16-gauge steel or stainless steel. The copper and brass details are applied by torch, producing a beautiful wave. NOZ Graphics LLC
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feature
LIEBEL STATEMENT Pat Liebel’s ’57 Chevy 150 By ERIC GEISERT [ Photography by THE AUTHOR
I
t should be self evident to anyone that the ’32 Ford is the most popular base vehicle from which to build a hot rod, followed closely by the ’57 Chevy. Having one or the other parked in your garage might be enough for some folks but, after Pat Liebel already owned a Dearborn ’32 convertible, he wanted to make a statement with his next hot rod and bookend the Deuce in his garage with a ’57 Chevrolet. Pat had Roy Brizio Street Rods and passenger-side quarter-panel in South San Francisco assemble should be replaced. his Deuce for him and, in 2012, Steve Lord, who has worked for at the open house Brizio throws Brizio’s for the last eight years, ran every year at his shop, Brizio asked the build project for the shop when it Pat a somewhat leading question: came back, as he is one of the experts “What’s next?” Pat, there who really knows since about the age their way around the of 15, had always ’55-57 Chevys. Once appreciated cars and the body was set on a what people can do to new chassis from Art them to create their own Morrison Enterprises piece of art. He’d also (AME), a Ford 9-inch always loved Tri-Five (3.70:1) rear, set up with Chevys, and Pat asked 31-spline axles, was set if the shop knew of any in place with four-bar around for sale. suspension, Strange As it happened, they shocks, and Wilwood didn’t have to look far, 12-inch disc brakes. as Dave Cattalini, Brizio Street Rods’ AME’s independent front suspension sales manager, had for years been was also added and dialed in with collecting parts for his ’57 Chevy 150. another set of Wilwood 12-inch disc Cattalini agreed to sell it, and soon brakes. An ididit steering column also it was off to the media blaster to see went in, along with a power steering what was under the paint. Back in rack and a stainless steel gas tank the ’70s the car had been a hot rod, fab’d by Rick’s Tanks. and only slightly abused, so after Schott Performance Wheels stripping it was decided the floorpans makes both two- and three-piece
PREMIUM ROD OF THE MONTH 24 JANUARY 2015 I STREET RODDER
aluminum wheels, and Pat wanted their eXL (exposed lug, two-piece) Challenger wheels for his ride. A set of 17x7 and 18x9 wheels were made up and then shod in 225/55R17 and 255/60R18 Falken rubber. Don Hardy Race Cars in Floydada, Texas, assembled the LS3-based 376-inch motor for Pat’s ride and used a nodular iron crankshaft, powdered metal rods, and hypereutectic aluminum pistons set up with a 10.7:1 compression ratio. A GM hydraulic roller camshaft was
JUST THE FACTS
YEAR: 1957 MAKE: CHEVROLET MODEL: 150 OWNER: PAT LIEBEL STATE: CALIFORNIA
also used, as were aluminum GM heads topped with GM injection. Other bolt-on items include an Edelbrock water pump, a Mattson aluminum radiator, and an alternator and Billet Specialties Tru Trac serpentine belt system. The 2.5-inch exhaust, fab’d at Brizio’s, makes use of AME headers and DynoMax mufflers. Once the engine was backed up to the TREMEC TKO 600 five-speed transmission (equipped with a 10.5-inch McLeod Racing clutch
LIEBEL STATEMENT and flywheel), the package delivers 480 hp at 5,750 rpm. For paint, the car was delivered to Darryl Hollenbeck at Vintage Color Studio in Concord, California. Hollenbeck’s expertise at painting has helped his customers win many awards, and he applied his talents to Pat’s Chevy using PPG Envirobase waterborne paints. The silver and platinum tones combine for an elegant appearance, especially when coupled with the newly chromed pieces from Sherm’s Custom Plating. Once the paint was dry, the car was taken to Sid Chavers Company, located in Santa Clara, California, for its threads. Chavers is another
26 JANUARY 2015 I STREET RODDER
hot rod fixture in NorCal, and has stitched up the interiors for probably more cars than anyone can count. Always clean and precise, Chavers’ interiors lean toward the traditional look, but he can do anything required. For Pat’s Chevy, a simple charcoal German-loop carpet was laid down before the split-back bench seat from Glide Engineering was installed. Chaver’s used a pleated black leather on both front and rear benches as well as the door panels he fab’d for the project. The final assembly of the car happened back at Brizio’s shop, where wiring wizard Jim Vickery
linked up the Classic Instruments gauges to the rest of the car’s electronics. After the Vintage Air A/C system was installed, the car was ready for its debut, which happened at the 2014 Grand National Roadster Show in SoCal. Besides a lot of spectators, the judges must have liked the car, too, as they bestowed a First Place finish in the Semi Hardtop class, as well as an Outstanding Overall Custom award. Pat, who lives in Brier, Washington, is very happy with his latest ride, and he realizes having a very nice ’57 Chevy parked in his garage alongside his ’32 roadster is quite a statement.
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TECH PULLEYS & BELTS
The Idlers Of March Switching From V-Belts to Serpentine By Kev Elliott \Photography by Jason Scudellari
ÊYou know how a simple upgrade project can snowball and suddenly you have half the car in pieces and a maxed-out credit card? This ’40 Chevy was in serious danger of becoming just such an example when the owner wanted to upgrade to power steering and A/C on the B&M-blown 355ci Chevy small-block under the hood of this sedan, which was built back in the ’80s using a ’69 Camaro front chassis clip with a quick-ratio manual steering box. For starters, the whole front sheetmetal clip had to clearance for the blower snout and drive belt. come off for access, plus the fact the radiator was going Then it was discovered that the early heads on the old to be changed too. The decision was made to switch to a small-block had no tapped holes for accessory brackets, serpentine belt system rather than continue with V-belts, and so new heads were purchased and installed before the conversion could begin. Talk about one step forward and two a serpentine kit was ordered from March Performance to suit, complete with bracketry for A/C compressor, alternator, back! It all worked out in the end though, and the sedan now runs cool, steers beautifully, and works as it should. and power steering pump. This would offer sufficient 1-2. The A/C compressor and alternator brackets were bolted to the heads first. It should be mentioned that SBC heads made prior to 1969 do not have the holes for accessory brackets. This was the case with “our” heads, which meant ordering a later pair prior to the installation.
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30 JANUARY 2015 I STREET RODDER
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3. The way the belt runs in a serpentine system invariably means a reverse rotation water pump is required. We sourced ours from Edelbrock, PN 8825.
4-5. These idler brackets use the water pump bolts as mounts, with spacers, and have to be fitted at the same time as the pump.
6. Note how the heater outlet from the water pump clears the brackets. Nevertheless, it’s simpler to install it prior to fitting the pump.
TECH
7. The March Performance kit includes new crank and water pump pulleys, as well as this cover for the latter.
9. We sourced a new power steering pump from Tuff Stuff Performance (PN 6175-5), replacing the worn version that had been on the car since it was first modified.
8. The idler pulleys were installed next.
10. The matching pulley could now be installed on the power steering pump.
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TECH 11. More idler pullies being installed. The passenger side of the engine has two.
12. We used a chrome alternator, also from Tuff Stuff, PN 7127NC6G, and a Sanden A/C compressor (PN 5-132) from Custom Classic Auto Air.
13. With all ancillaries mounted, the belt was installed and tensioned using the adjuster rods on the compressor and alternator.
14. The completed install, awaiting a new radiator and fans from Derale.
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feature
THE WILD BLUE A chance encounter that nearly kept Mary and Joe Wallace’s road-bound jet from stalling before takeoff only made it better in the end. By CHRIS SHELTON [ Photography by THE AUTHOR
“Life…” John Lennon famously wrote, “…is what happens to you when we’re busy making other plans.” Like any pertinent quote it takes on all forms, like the SUV that T-boned Joe Wallace’s ’60 Impala convertible while he was on his way to a show-and-shine. “I’d already started working on this Buick but I got screwed up pretty bad,” he recalls. And it was just the start of his tribulations; after suffering a wracked back for several years he underwent surgery to fix the damage … only to get rear-ended six months later. It was several years before Joe touched another wrench to his ’60 Electra. He actually made headway prior to the crash. Early in the game he removed the body and sent the chassis to Bob Sbarbaro. His objective: Modify the back half for RideTech’s Tri-Link four-bar suspension. That end rides on RideTech’s 9,000-series ShockWaves. Sbarbaro also dispensed with the Nailhead moorings for Chevrolet
36 JANUARY 2015 I STREET RODDER
brackets. They mount an LT1 prepped by Street & Performance. That feeds a 4L60E transmission, which ultimately spins a 3.7:1 gear in the Ford 9-inch axle. The front suspension remains stock save for RideTech’s ShockWaves. “The brakes were the big hang-up,” he laments. “It took me two years to find someone who could build a disc brake
kit for the front. I might as well have been speaking Chinese whenever I said ’60 Buick.” He finally found salvation at Master Power Brakes. “I sent my spindles and arms and he returned a turnkey disc brake setup,” he praises. Both ends roll on Foose Legend wheels, the front 18x7 and the rear 20x8.5. They wear 225/40R18 and 255/35R20 Federal Super Steel hides.
E YONDER Though he made progress he still had a long row to hoe. “So I’m plugging along until 2011,” he notes. “I was hurting so bad that I went to Dan Weaver to get some help putting this firewall in. Dan told me about this guy, Derek. I thought I’d have him come over and give me
a hand with the firewall and hood hinges. Well turns out he was such a good fabricator I asked him if he’d finish the car.” You could call it a calculated move on Derek Hall’s part; he calls the shop OCD Customs, a nod to his obsessive and compulsive tendencies. Though he’s quite capable of radical work he finds bliss in seemingly invisible modifications that make people look twice. And this car’s full of them. Hall and the late Jeremy Caban finished mounting the Ring Brothers hood hinges, a job that required rounding the hood corners to eliminate an interference. The duo also fabricated the flat firewall that spans the gap between them. And
JUST THE FACTS
YEAR: 1960 MAKE: BUICK MODEL: CONVERTIBLE OWNER: JOE WALLACE STATE: WASHINGTON
that was just the start of the subtle shenanigans; Derek came up with an idea to make inner fender panels from quarters stripped from one of Ken Spiger’s donor Buicks. He also trimmed the panels that form the leading edge of the hood and welded them together along the seam. Travis Thornburg helped sort the laundry list of details.
STREETRODDER.COM I JANUARY 2015
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THE WILD BLUE YONDER To accommodate the wider firstgeneration Acura Legend seats Hall flattened the floors, a task that required reshaping the frame’s K-member. He also raised the driveshaft tunnel to make room for the driveshaft at the car’s proposed ride height. The console began as a ’64 Thunderbird piece but where it meets the dash is unique by Hall’s design. Using the hood spear to divide the rear seats is another OCD Customs hallmark.
38 JANUARY 2015 I STREET RODDER
Naturally Joe had ideas of his own. “Even before I got the car I had a plan for the rocker panels because I couldn’t stand the idea of that frame hanging down below them,” he says. “The ones he had came from a ’59 Thunderbird,” Hall adds.” For starters he extended the rockers 2-1/4 inches lower to conceal the rails. “Then we had one of the local sheetmetal guys break us a strip for a molding. I cut the stainless wheel lip trim about 2-1/2 inches from the
bottoms and shaped some bar stock to blend into them.” Buick made its rear bumpers from three pieces, two bumperettes with a full-width blade beneath them. Hall prepped the lower bumper for paint, visibly turning it into a roll pan. The exhaust outlets were pure serendipity: “They’re ’70 Corvette bezels,” he admits. “Joe happened to have one of those sittin’ in the shop. I was laying on the floor one day when I looked over and noticed them. It’s like they were made to go there.” Hall shaved the trunklid seam by the same method he used on the hood. Hall used another ’60s Thunderbird cue, the hard tonneau cover, only instead of giving it headrests he gave this one wings. Specifically he used the remnants of the donor quarters for the overall shape and shortened door trim to create the leading edges. Lee Hopkins brought the roughed-in panel and tail section to finish quality and gapped the trunklid as Hall worked on the front; when Hall moved to the back Hopkins tidied up the rest of the nose. Probably the most extensive work on the car is the least visible. “Ordinarily the line that runs down the side of the car is a little washed
out,” Hall notes. “So I accentuated that line and a few others to really make the shapes obvious.” He also shaved the beltline trim but instead of leaving the panel soft he sharpened it to resemble the shape of the trim that once existed there. Hall, Andy Dunham, and Bryce Emch reassembled the car; Lee Hopkins buttoned up a lot of work and brought the car to triggerready condition at which point Joe took it to Marcos Garcia at Lucky 7 Customs. “Mary (Joe’s wife) always wanted a blue car,” Joe notes, “and because that car was going to be blue, it’s hers. We told him that was the color we were going for and just let him make it happen.” Garcia did it with House of Kolor materials but don’t expect him to give details. You can derive something about the quality by the metal finishing: Sherm’s Custom Plating dipped everything, stainless included. Bob Devine Custom Interior in Pittsburg, California, fabricated new interior panels and clad everything, the early Acura Integra seats included, in Palomino-colored MB-Tex leatherette. He clad the floor in Wilton wool, another material
favored by Mercedes-Benz. Joe Wallace and Derek Hall’s faith in others’ ability to spot their extensive subtlety paid off pretty much instantly by winning one of the five coveted Mild Kustom picks at West Coast Kustoms’ Cruisin Nationals. At this past Hot August Nights it won Best of Show at the Atlantis and made finalist at the Peppermill. But it was the Best of Show and accompanying sweepstakes at the Grand Marshal Awards held at the non-participating
Grand Sierra Resort and Casino that really drove the point home. “It started out a real labor of love but it turned out a real hard job,” Joe says. “I’m glad I met Derek because he was my savior. Everything he did I’d normally do myself but he did it so much better than I would’ve done it.” Life may get in the way of our plans—it certainly interfered with Joe Wallace’s—but it’s not always a bad thing as his ’60 Electra shows. In fact one look at it and it’s obvious: life can be pretty damn grand.
STREETRODDER.COM I JANUARY 2015
39
While there are several other cities that have enjoyed large car counts, it’s Louisville that has the distinction of having played host to mega-rodding events since 1988. Since then the NSRA Nationals was hosted 20 times in Louisville and it has topped the 10,000-car mark every time. It was in 1994 that the lofty number of 13,871 entrants partook in the city’s hospitality and the NSRA event, and to that impressive number add nearly 70,000 spectators and you have some event.
Service, and, of course, the single largest street rod trade show anywhere with 300-plus exhibitors, offering every imaginable product you would need on your current or any future project. Add to this the new Street Rod Product of the Year exhibit that showcased 127 products from 42 different companies and you have plenty to keep you mesmerized for hours on end. (Since the new product section inception back in 1978 by the late Joe Mayall nearly 5,000 products have been introduced to the rodders everywhere.) Speaking of great new products for the industry, make sure to take a look at this month’s Window Shopper column (page 16) as it is
This year the Nats Plus topped the mythical number at 10,211 and as has been the recent history enjoyed very good weather. (OK, it’s a bit hot and maybe a little humid but it’s Louisville and there’s always the exhibit building, which arguably has the greatest air-conditioning system known to man a few steps away to recharge your internal “batteries.”) The format for the Nats Plus hasn’t changed all that much over the years, but in 2011 the NSRA did see fit to expand coverage of cars recognized as part of the event. The Nats now accepts participating vehicles of 1985 and earlier for 2015—a sliding 25-year span. This expansion in years has done wonders to breathe new life into
taken from the award-winning products from the Nats. In the $201 to $1,000 category and Safety Category, Watson’s StreetWorks took home the honors for their new 7-inch headlight. Following is Classic Instruments for their tube-style fuel sender in the up to $200 category, and in the $1,001 and up category it was Art Morrison Enterprises for their showstopping independent rear suspension. Nice going to all the participating companies for developing and introducing products that are safety conscious, well thought out, and useful to our industry. UPS Commercial Way, a great place to have your car weighed, yielding total and corner weight, was on hand arming you with useful information
45TH ANNUAL NSRA STREET ROD NATIONALS PLUS Five decades and still growing event
By Brian Brennan \ Photography by the Author, Gerry Burger & Chuck Vranas
n the world of street rodding any one of us would be hard pressed to think Irodding of another city other than Louisville, Kentucky, that is the home of so many memories. When we think of large events, Louisville is the city.
40 JANUARY 2015 I STREET RODDER
the event by allowing a wider range of cars (and owners) to participate, making for an even more interesting and viable event for years to come. However, many of the old favorite special attractions are still there for you to see. For instance, product seminars are always popular and well attended as they offer lots of useful knowledge to rodders who wish to do one or more projects on their own. This year the likes of Classic Instruments, Painless Performance Products, Holley Performance Products, H&H Flatheads, and Inland Empire Driveline, were some of the companies on hand to pass along loads of time-tested, proven info. Other special attractions, such as Women’s World, Sunday Church
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45TH ANNUAL NSRA STREET ROD NATIONALS PLUS that can be translated into a better chassis setup for improved ride and handling. Follow this with the Rod Repair Shop hosted by the Michigan Hot Rod Association who have been helping rodders in need for decades with a place to work, technical expertise, and tools to get the job done. This may very well be the most successful attraction at any and all rod events across the country. (It’s well supported by the industry and should you have a company you might think about becoming one of their supporters.) Another eye-candy special exhibit is the Builder’s Showcase located in the Grand Lobby as well as the South Wing lobbies A, B, and C. Here this area featured 30-plus
street rods in every conveyable build style one could imagine. To this add the Classic Instruments Pro’s Pick, where a parking lot full of street rods line up and are judged. The winner here is titled the Classic Instruments Team Pick, this year going to Oscar Gamble from Paducah, Kentucky, for his ’32 Ford highboy roadster. Other fun attractions included the Mopar Country for Mopar-powered or produced cars and trucks, and the Vintage Air 29 Below
)If you are going to cruise the Nats grounds then what better way than to do it in either a ’32 Ford full-fendered roadster or a highboy roadster—that’s iconic hot rodding at its best.
)This slick looking ’37 Chevy coupe comes from the garage of Hudson’s Rod & Custom in Strawberry Plains, TN.
)From the efforts of Street Rods by Michael comes this very cool looking ’32 Ford highboy coupe with a Motor City Flathead, 10 spokes in front, and slotted mags in back.
)Do you like customs? How about this ’65 Pontiac Catalina with thin whites, with scallop paint and ghost flames from Tommy Johnson of Sherwood, AR.
)Joe Dannenfelser of Borden, IN, brought out his chopped ’51 Merc custom and we are glad he did. You can never have enough louvers, lakes pipes, fender skirts, and skinny whitewalls.
42 JANUARY 2015 I STREET RODDER
)Another good looking custom on hand at the Nats was this shaved hardtop ’54 Chevy complete with multi-bar front grille from Danville, KY, belonging to William McAuly.
45TH ANNUAL NSRA STREET ROD NATIONALS PLUS gathering where rodders under the age of 30 have a chance to show off their talents and receive recognition via a special dash plaque and T-shirt, courtesy of Vintage Air. One of the longest running recognition awards (no pun intended) and one that tells you a lot about the rodder and his ride is the long distance award of which there are two: continental United States and outside continental United States. The Long Distance Continental USA award went to Andy and Sandy Barcheck from Bremerton, Washington, with their ’36 Ford sedan. The Long Distance Outside the Continental USA award went to Hawkan and Maria Karlen from
Stockholm, Sweden, with their ’32 Ford roadster. (A hearty congratulations to all for their efforts to come to the Nationals with their street rods.) The Nats are always the first full weekend in August so put down the 6-9, 2015. We will see you there.
)Looks brand new but at the time this photo was taken the AMSOIL/STREET RODDER Road Tour ’59 Chevy had nearly 14,000 miles on the odometer. Received lots of attention in the STREET RODDER Nats booth.
)As ’40 Willys Gasser types go this is pretty mild looking and suits our tastes just fine. Nice job by Bing Simmers of Warsaw, IN.
)Kirby Roger of Baraboo, WI, brought along his ’56 Chevy two-door wagon on the AMSOIL/ STREET RODDER Road Tour leg to the Nats, giving him plenty of seat time to enjoy his ride.
)This slant windshield Model A (’31) Ford belongs to David and Kim Pruitt of Cincinnati was present. They are members of the Hill Toppers Car Club.
)We found this good looking ’41 Ford pickup in the Classic Instruments Pro’s Pick area. It belongs to Ray Schuler of Elkhart, IN. We really like the pinstriping and subtle use of louvers on hood and below bed.
44 JANUARY 2015 I STREET RODDER
)From Hillsboro, TN, is this Deuce fivewindow coupe belonging to Billy Jenkins. The mild-mannered presentation with flat black paint, painted steelies, and grille shell give this hot rod just the right look and stance.
MOTORS
45TH ANNUAL NSRA STREET ROD NATIONALS PLUS
)You don’t see many Merc woodies so this ’51 was a real pleasure to spot. Scott and Annette Helmbeck from Sherwood, AR, drove out their five-spoke and wide white equipped ride to the Nats.
)Station wagons are always a cool ride and ’59s are the coolest so a ’59 Chevy wagon has got to be the way to go. Mellow ride belongs to Larry and Judy Brewer of Benton, KY.
)This ’49 Chevy pickup 3100 series is impeccably done by Trent Blue of Madisonville, KY, complete with inline-six.
)Don’t see many Henry J’s anymore but when we do it will always bring back memories of some very cool gasser hot rods. Such is the case with Mike Allison of Yorkville, IL, and his lil’ red ride. Bet it has a Hemi!
)This ’55 DeSoto belongs to Dustin Cooper of Avon, IN, and he is a member of the Road Rockets Car Club. Again, mild custom with shaved sheetmetal, skinny whites, and chromed wheels makes for a very kool ride.
)Michigan Hot Rod Association was once again present and accounted for with their Rod Repair Shop. We can’t even begin to count how many hot rodders these guys have helped over the years but we know everyone is so grateful.
)Ricky Bobby’s Rod Shop of Manchester, TN, was on site at the Classic Instruments Pro’s Pick with their ’29 Ford Tudor that is hammered and channeled. Beautiful craftsmanship throughout. Complete with Flathead and Firestone/Coker rubber and wires.
46 JANUARY 2015 I STREET RODDER
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BY CHUCK VRANAS
SHANNON MCMAHAN | KEVIL, KY | 1952 FORD PICKUP Designing a mild custom is all about creative restraint. To dial in the stance, a ’90 Ford Crown Victoria IFS was grafted in place along PHOTOGRAPHY BY THE AUTHOR with a triangulated four-link out back combined with RideTech ’bags. Rolling stock includes Coker wide whites with Caddy caps for a perfect look. The body was treated to custom updates, including dual frenched ’59 Caddy taillights and dual antennas. It was then doused in Axalta Hot Hues Pot O’ Gold vibe with custom flaked scallops. Power comes from a detailed 351ci Ford mill breathing through an Edelbrock 750-cfm carb.
BRIAN FRANK | SCOTTSBLUFF, NE | 1957 BUICK RIVERA ESTATE WAGON Customs by Kilkeary slammed the wagon with a Fatman IFS matched to RideTech ’bags. Billet Specialties 20-inch rollers are capped with Hankook rubber. A dual-quad-fed 383ci small-block Chevy moves power through a 700-R4 trans. The body was coated in Glasurit black with a classic red leather interior.
WAYNE PUGH | LOGANVILLE, GA | 1932 FORD FIVE-WINDOW COUPE Traditional elements include ’50 Pontiac taillights and a PPG jet black finish. Suspension bits include a dropped Pete & Jake’s axle with hairpins matched to 16-inch steelies with Excelsior/Coker rubber. A 425ci Buick Nailhead V-8 wears an Offenhauser dual-quad intake topped with Edelbrock quads linked to a TH400 trans.
RODNEY & LINDA SINGLETON | BRIGHTON, IL | 1932 FORD SEDAN A 401ci Buick Nailhead V-8 wears a custom intake fabricated by the owner and Mike Schuenke topped by Rochester carbs. Shifts move through a TH400 trans to a Jag rear with rollers by Rally America wearing Excelsior/Coker rubber. The roof was chopped 3-1/4 inches and doused with PPG maroon.
ROB JOWSAY | FREMONT, IN | 1931 FORD COUPE The coupe was chopped, channeled, and hammered to the ground. For power, a Ford 460ci V-8 has a dual-quad intake wearing a pair of 450-cfm Holley carbs. Stance comes through 18- and 20-inch steelies wearing blackwall rubber with custom caps while Sikkens maroon gloss brings it to life.
48 JANUARY 2015 I STREET RODDER
JASON & NICKI BLEVENS | LOUISVILLE, KY | 1931 CHEVY WOODIE WAGON Builder Dave Giles started with a ’31 Chevy truck cow. Chassis features a Heidts Superride IFS; the owner added RideTech ’bags with Schott wheels and Toyo rubber. The body features maple and birch combined with basswood for the roof. A 350ci Chevy small-block adds pep while PPG Shamrock Green vibrance seals the deal.
MARTIN LUNDQVIST | STOCKHOLM, SWEDEN | 1932 FORD FIVE-WINDOW COUPE This hot rod came all the way from Sweden! Signature items include hand-cast wheels, door handles, taillights, license plate frame, gas cap, and grille insert. The body features Standox paints as well as a perfect chop, while power comes from a hopped-up 350ci GM mill topped with an MSD Atomic EFI.
BERNIE CONRAD | WEAVERVILLE, NC | 1932 STUDEBAKER ST. REGIS BROUGHAM A 2-inch chop and sectioning, suicide doors, custom-fabbed running boards and trunk are all coated in British Racing Green. For power, a 289ci Studebaker V-8 with a McCulloch supercharger wears an Avanti R2 intake and Studebaker R2 AFB carbs. Dayton wire wheels are shod with Kumho rubber with a Kugel IFS for handling.
MITCH BOCK | GARDEN CITY, KS | 1957 CHEVY 210 Bright Built Hot Rods added a Roadster Shop Fast Track chassis with IFS and a triangulated four-bar rear suspension and Ford 9-inch. Schott wheels were capped with rubber from Continental with an LS9 6.2L Supercharged V-8 putting out 705 hp to a TREMEC T56 Magnum six-speed trans. The paint is Axalta Starry Night. AMERICAN MADE • AMERICAN PROUD
+TECH TIPS+
GAUGE CONTROLLER
TIM WEBER | CEDAR FALLS, IA | 1941 WILLYS COUPE A Dennis Taylor Reproduction’s body and chassis provided a perfect base. The chassis features a Heidts Superride IFS combined with a four-link, Ford 9-inch rear, and RideTech ’bags. For go, a Street & Performance detailed LS2 V-8 links to a 4L65E trans. The body received custom flush-fit glass, pie-cut hood, one-off hood scoop, and Mini Cooper headlights and was dipped in PPG Mango Orange Pearl. Foose Nitrous-model big-inch wheels capped with BFGoodrich rubber make a statement. Inside Boss Custom Interiors stitched up a combination of cream and taupe vinyl accented by Haneline gauges.
Painless has just released their LSX engine gauge controller. This unit takes signals from the diagnostic link connector and translates them to input signals for aftermarket gauges. This eliminates the need for additional gauge senders in the engine.
+++++ STREETRODDER.COM I JANUARY 2015
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event
A LOOK AT SOME OF THE SPECIAL AREAS AT THE STREET ROD NATIONALS BY RON CERIDONO [ PHOTOGRAPHY BY THE AUTHOR
•Along with tons of participants’ cars, the builders showcase, row after row of vendors, and seminars galore, each year there are special events within the special event that is the Street Rod Nationals. Here’s a look at them: +Pro’s Picks Sponsored by Classic Instruments, the Pro’s Pick area is for those who want to compete for 1 of 12 very prestigious awards. Entrants were judged on Saturday by a panel of professionals from within the industry, with a total of 12 vehicles recognized at Sunday’s awards ceremony. This year the judging was said to be difficult, but then it always is with street rods of this caliber. )Ron Smith from Fairchance, PA, owns this super-slick ’49 Ford. Nosed, decked, shaved, and smoothed, the stock parking lights have also been removed. Under the root beer brown sheetmetal is a 383 Chevy small-block and an Art Morrison chassis. )From Clyde, NC, came Randy Best and his ’37 Ford pickup. Over the flawless metalwork is a mile-deep black paintjob. Power comes from a fully detailed Roush small-block Ford with electronic stack fuel injection. )Kevin Svarada’s ’41 Willys was a race car in the ’60s. It now has Hilborn-injected 440 Chrysler wedge motor underhood. Inside the aluminum paneled interior are a pair of black vinyl bucket seats and a full rollcage. )This ’35 Ford three-window coupe is owned by Mike Johnston of Livonia, NY. It took some stretching but underhood is a 428 FE Ford backed by a TREMEC five-speed. The custom grille is protected by contoured nerf bar. )Doug Kenny’s ’34 Ford five-window coupe has been a hot rod for many, many decades. The top has been chopped and filled; front suspension is from a pre-’55 Chevy. Running gear consists of a 283 Chevy, three-speed trans, and an Olds rearend.
50 JANUARY 2015 I STREET RODDER
)This slick ’32 Ford highboy roadster belongs to Oscar Gamble from Paducah, KY. Underhood is a dual-quad Carter carbed small-block Chevy with camel hump heads and seven-fin Corvette valve covers backed by five-speed trans. This received the Classic Instruments Team Pick.
STREET ROD NATIONALS +UPS Commercial Way Sponsored by UPS , on Thursday vehicles originally designed as commercial vehicles could be entered in the competition from which three vehicles would be selected to receive awards on Sunday. )Robert Wyman’s bright yellow ’55 Chevy pickup is powered by an LTI/700-R4 combo. The stock frame was boxed, the front suspension is Mustang II and out back is a Currie 9-inch. Red leather was used to upholster the interior.
)Paul and Carla Roy’s Louisville-based ’55 Ford F-100 is so subtle that many modifications can be missed—such as the frenched emblem in the grille, pancaked hood, mild chop, smooth door handles, widened running boards and rear fenders, and the list goes on.
)This ’33 Ford sedan delivery is owned by Gary and Mary Blauvelt from Kuttawa, KY. On the outside there are a host of resto-rod addons, including foglights, a greyhound radiator cap, an unusual set of fender skirts, and out back is an accessory trunk. Underhood is an LT1 Chevy.
)Based in Louisville, Kevin Lafferty’s ’40 Chevy pickup has been stripped of nonessential items, like fenders and running boards. Power comes from a big-block Chevy, while the air cleaner is a unique use of a finned aluminum Buick brake drum.
)Anyone wanting to weigh their street rod could pull up on the UPS scales.
+Mopar Country On Saturday there was a special judging area for Mopar-built or powered vehicles. Five were selected from those participating and were recognized during the Sunday awards program.
)Not the run-of-the-mill street rod, this ’37 DeSoto is the pride and joy of Ten Novicki from Greenwood, IN. Underhood is a detailed Chrysler Spitfire flathead six with twin carbs.
52 JANUARY 2015 I STREET RODDER
)Terry and Nancy Czeshinski came in from Wisconsin with their ’55 Dodge Royal Lancer. Body mods included frenched headlights, painted grille and bumpers, shaved door handles, and custom trim.
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STREET ROD NATIONALS +Swap Meet While the air-conditioned buildings are full of vendors, those looking for cars and vintage parts head for the outdoor swap meet.
)One of the more interesting cars for sale in the swap meet was this ’41 Buick Super. Underhood was a neatly installed GM LS. Paint was nice as was the chrome, although the rocker trim was missing. Asking price for the big cruiser was $28,500.
)There’s always plenty of vintage speed equipment to choose from. We had our eyes on the Chrysler 6x2 log manifold and the factory dual quads.
)This ’55 Ford Victoria had lots of lookers and the $12,500 or OBO seemed to indicate there was some wiggle room on the price.
)For those looking for something different we offer this ’51 Plymouth wagon. The long list of modifications includes a 3-inch chop, Olds headlight assemblies, and Mercury front fender flares. Power comes from a flatheadsix with dual carbs and a split exhaust manifold. Price tag was $38,000.
)This ’36 Ford three-window body appeared to have much of the initial bodywork done. It came with a frame and probably even more importantly, a title, for $9,500.
)Bring this ’49 Dodge Wayfarer home and there’s a good chance it will be the only one in your neighborhood. Said to be a barn find, the interior and top were new. Asking price was $22,500.
+MHRA Rod Repair Shop Since 1972 the Michigan Hot Rod Association’s Rod Repair Shop has traveled over 200,000 miles to provide repair services at national events. The seasonal operation expenses are offset by donations of sponsors and street rodders.
)The latest MHRA trailer tips the scales at 9,000 pounds and has everything to make repairs to a street rod’s basic systems to get it back on the road.
54 JANUARY 2015 I STREET RODDER
)This is a common sight in the repair area, a street rodder and an MHRA volunteer hunched over to diagnose and repair a problem.
Whether you’re breaking in a custom build with a flat-tappet cam or breaking the boundaries of torque and horsepower, count on Royal Purple® to help every engine outperform. Learn more and locate a retailer near you at royalpurpleconsumer.com ©2014 Royal Purple, LLC. All rights reserved. The ROYAL PURPLE® logo, ROYAL PURPLE®, The Performance Oil That Outperforms!®, HPS®, and SYNERLEC® are registered trademarks of Royal Purple, LLC.
STREET ROD NATIONALS +29 Below Sponsored by Vintage Air, 29 Below recognizes younger rodders under the age of 30 who have vehicles registered at the event. A special T-shirt and dash plaque is given to each participant. In addition drawings are held for some very cool prizes from some of the biggest (and most generous) companies in the industry, including Vintage Air, Classic Instruments, Painless Performance Products, and ididit.
)Nathan and Rob Pederson and their ’56 Chevy pickup are from Atlanta, GA. John McLeod presented them with a gift certificate from Classic Instruments.
)Drew Wenninger brought his ’67 Chevelle from Emden, IL. He was the recipient of a gift certificate from the good folks at ididit.
)Dennis Overholser of Painless Performance Products presented a gift certificate for a wiring harness to Ben Smithson. The chopped and channeled ’32 Chevy coupe is out of Toney, AL.
)Rick Love presented a Vintage Air gift certificate to Ken Shoop from Chelsea, AL. His ride is a ’69 Camaro convertible.
)Another recipient of a Classic Instruments gift certificate from John McLeod was Kyle Schneider, shown here with his ’37 Pontiac.
)Katie Kaulfuss, from Hugo, MN, didn’t take home a prize but she was having a good time with her ’62 Chevy and her dad, Mike, an NSRA state representative.
56 JANUARY 2015 I STREET RODDER
)Miranda Thomas, who drives a ’65 Chevy, politely declined when asked to draw a name for a Vintage Air gift certificate so she would have a chance to win. No one was more surprised than Miranda when her name was drawn for a complete Vintage Air system. Brandon Ott (far left) and Rick Love (far right) made the presentation.
+NSRA Safety Inspection It never hurts to have another set of eyes check things out—it’s surprising what you don’t see on your own car. Passing all 23 points on the inspection gets your car an NSRA safety sticker )The NSRA safety inspectors continuously find potential problems that come as a complete surprise to the car’s owners.
What Do Troy Trepanier 1969 Ford
Roy Brizio 1950 Ford
Tim Divers 1954 Chevy
Bobby Alloway 1967 Ford
Troy, Roy, Tim, Dave, and Bobby Have In Common? They, like other top builders, turn to Art Morrison Enterprises for chassis and components. From the applicationspecific “bolt-in” GT Sport chassis to the MaxG chassis and subframes CAD-engineered for the exact year/ make/model vehicle, AME’s advanced engineering and manufacturing excellence adds to the performance and value of any build. Additionally, AME offers CAD-engineered chassis and subframes for most any year/make/model application. We’ve built frames for everything from a Rolls-Royce to a Metropolitan.
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45th NSRA Street Rod Nationals Plus Presented by
Magazine‘s
Best Ford in a Ford This ’40 Ford is ALL Ford While honoring the 45th anniversary of the NSRA Street Rod Nationals Plus, it was the perfect time for STREET RODDER and Ford Racing to recognize street rodders who install a late-model Ford engine in a Ford hot rod or custom. Canvassing the massive confines of the Kentucky Exposition Center we found Meade Baldwin Sr. of Millersville, Maryland, who is our latest award recipient with his stunning ’40 Ford coupe.
BY CHUCK VRANAS [PHOTOGRAPHY BY THE AUTHOR
JUST THE FACTS YEAR: 1940 MAKE: FORD MODEL: COUPE OWNER: MEADE BALDWIN SR. STATE: MARYLAND
)For a perfect stance The East Coast Hot Rod Garage used a custom chassis from Precision Hot Rods & Fabrication, featuring a Heidts IFS for great handling combined with classic American Racing Torque Thrust D wheels wearing Diamond Back rubber.
It didn’t take long for the youngster from Maryland to get into hot rods when he purchased his first hop-up, a ’53 Ford coupe at the age of 16, in 1955 to serve as transportation to school and as a test bed of performance parts. As the time passed he moved onto a ’57 Ford Fairlane 500 with a dual-quad-fed V-8, and then onto bigger and better things. Those included a partnership in a rear-engine belly tank packed with a 4-71 blown Chevy small-block, which he ran at Aquasco Speedway’s dragstrip in Aquasco, Maryland. Partnering with his brother, Bill, the pair then successfully fielded a pair 58 JANUARY 2015 I STREET RODDER
of blown dragsters, first one with a Bilbow chassis, the second with a Chassis Research spine; both with blown Chevy power. The years that followed found him once again deep in the culture, owning a number of traditionally designed rides. Having always enjoyed the style of ’40 Ford coupes Baldwin set out to locate a suitable base for the project. Having worked with Ray Bartlett and Dean Alexander of The East Coast Hot Rod Garage in Denton, Maryland, on prior projects the coupe was delivered to their shop to get started. Once torn down to basics, a new chassis
was ordered from Precision Hot Rods & Fabrication in Macedonia, Ohio, to provide a rock-solid base. Out back a Ford 9-inch rear with 3.25:1 gears is suspended in place with Chassis Engineering leaf springs and Monroe tube shocks. To dial in the stance and handling up front a Heidts Mustang II IFS does the deed while stopping power comes from 11-inch GM discs and calipers up front and Ford drums out back. To roll in style, 15-inch American Racing Torque Thrust D wheels capped with Diamond Back blackwalls to complete the look. When it came to power, it was important to keep this hot rod all Ford. Baldwin selected a stout 351ci Windsor crate V-8 packed with 385 hp featuring a nodular iron crank, forged pistons, and aluminum GT-40 cylinder heads. For induction an Edelbrock Performer intake and Holley 750-cfm carb sparks to life by MSD and dumps spent gases through Street & Performance headers to
)The vintage steel body was given new life and sprayed with PPG Envirobase medium moss metallic to give it a slick vibe. Special updates include Studebaker taillights and silky smooth stainless bumpers from Rock Valley for added allure. The 351ci Windsor crate V-8 looks right at home in the engine bay and comes packed with go-fast goods generating 385 hp. Starting with a nodular iron crank, forged steel cap screw connecting rods link to forged pistons with plenty of thump coming from a hydraulic roller cam.
Flowmaster mufflers. The goods move through a Ford C6 trans via a custom driveshaft. The team then smoothed the driprails on the body and followed by massaging the vintage steel to perfection. From there Jason Lester laid down a lustrous coating of PPG Envirobase medium moss metallic, bringing it all to life. Sexy bits include Rock Valley smooth stainless bumpers, Studebaker taillights, SO-CAL Speed Shop mirrors, and plating by Jon Wrights Custom Chrome Plating. Inside Dean Alexander worked his magic with yards of soft light green leather, accenting a custom bench with complementing panels and color-matched wool carpets. Classic Instruments dials live in a custom dash insert while breezes come from Vintage Air and a Lecarra Mark XIII wheel navigates. Congratulations to Baldwin who will receive a limited-edition jacket as the award winner.
GT40 aluminum heads add power and MSD lights the fire while fuel flows through an Edelbrock Performer intake topped with a Holley 750-cfm carb. It’s all in the details and The East Coast Hot Rod Garage added plenty, including the chromed Ford Racing valve covers, fuel pressure gauge, headers by Street & Performance, and neatly run wires. Dean Alexander added plenty of butter soft light green leather, covering a custom bench seat with classic pleats while also creating the stylish door panels and comfy armrests.
Complementing light green wool carpet completes the business office. A Flaming River tilt column wears a Lecarra Mark XIII wheel wrapped in green leather for navigation while the restored dash houses a custom designed gauge insert featuring Classic Instruments gauges monitoring the vitals. Vintage Air keeps the cabin comfy for those long drives. Big congratulations Baldwin and welcome to the exclusive group of rodders who have received special honors for their accomplishment. STREETRODDER.COM I JANUARY 2015
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Coker Tire Presents the Rod & Custom Fab 5 at the 45th NSRA Street Rod Nationals BY CHUCK VRANAS [PHOTOGRAPHY BY THE AUTHOR
With Rod & Custom magazine’s merger with STREET RODDER, its fabled Rod & Custom Fab 5 presented by Coker Tire continued on with the latest stop at the NSRA’s 45th Annual Street Rod Nationals in Louisville, Kentucky. Within the massive confines of the fairgrounds we canvassed each and every corner of the facility to come up with a wicked combination of hot rods living up to the classic tradition of the Fab 5. xJo Kerr’s coupe is the real deal. With a 5-inch chop while sitting on Deuce ’rails, it personifies the type of cars he builds at JoKerr Fabrication. A dropped beam axle with split ’bones in front complements a Ford 9-inch rear with spilt ’bones. Power comes from a 401ci Buick Nailhead V-8 with dual quads and an Isky stick keeping the beat. Shifts move through a T5 trans to 16-inch ’40 Ford steelies wearing Coker Classics. Signature homespun aluminum bits, including carb stacks, fuel block, shifter handle, pedals, and interior panels. It’s doused in SherwinWilliams jet black by Ryan Schon with ’striping by Josh Shaw.
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JO KERR | BROWNSBURG, IN | 1930 FORD COUPE
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MIKAEL BJORK | ANKARSVIK, SWEDEN | 1928 FORD PICKUP xIt takes commitment to transport your ’28 Ford all the way from Sweden for a five-week cross-country excursion. Mikael Bjork started with an un-chopped body wearing full fenders. For stance a 5-inch dropped axle with hairpins and a 9-inch Ford rear suspended by a four-link were used. Fifteen-inch steelies with V-8 caps complete the look, rolling on Firestone/ Coker wide whites. A Ford 302ci mill moves power through a Ford AOD 60 JANUARY 2015 I STREET RODDER
trans. The body was coated in a combination of dark brown and light brown metallic with a roll pan out back. Inside features a brown leather pleated bench with Mooneyes gauges.
MOTORS
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PATRICK HAMPTON | HEBRON, IN | 1930 FORD COUPE xYou easily heard this coupe long before you saw it! A World Products Motown II 400ci small-block was bored and stroked to 420 ci by Patrick and Scott Schaffer who filled it with 14:1 JE forged pistons, Carrillo rods,
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and a COMP cam. An Edelbrock X1 intake wears Holley 94-series carbs, dumping gases through lake pipes by Gear Drive while power moves through a TREMEC T5 trans. The lid was chopped 6-1/2 inches and body coated custom-blended Matrix mint green. The frame is kicked 2 inches out back with a dropped and drilled front axle and a Ford 9-inch rear. Finally, 16-inch Ford steelies are wrapped in Firestone/Coker pie-crust blackwalls. dropped floor all in PPG single-stage black gloss. It rolls on custom Rally America 18-inch wire wheels capped with Firestone/Coker rubber. A 304ci ’49 Ford Flathead has an Isky stick, Offy heads and intake, Speedway Motors 9Super7 carbs, and custom headers linked to a T5 trans. Inside, diamond pleats and plush carpet by S&W Seat Recovery complete it.
WAYNE MORGAN | MONTEREY, TN | 1929 FORD TUDOR xRicky Bobby’s Rod Shop’s frame features a 10-inch front kick with a 24-inch rear kick and a Ford 9-inch rear. Up front a SO-CAL Speed Shop 4-inch dropped axle meets ’46 Ford split ’bones. The body sports a wild 9-inch chop, 4-inch channel, 3-inch shortened rear window area, and 4-inch
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RONNIE GOODWIN | SMITHVILLE, TN | 1932 FORD ROADSTER xFor the perfect vibe Ronnie Goodwin went to Street Rods by Michael. Their custom frame has a Super Bell I-beam with hairpins and tube shocks while a Ford 9-inch is suspended with quarter-elliptic springs and tube shocks. The 16- and 18-inch Wheel Vintiques Smoothies are topped with Excelsior/Coker 62 JANUARY 2015 I STREET RODDER
blackwalls. Power comes from a 383ci Chevy V-8 that wears an Offy intake with Stromberg carbs linked to a Gearstar 700-R4. The Brookville body in PPG Washington Blue is complemented by a Sid Chavers Bop Top. B&B Auto Trim nailed the blue tuck ’n’ roll, and a Ford Crestliner steering wheel from LimeWorks Speed Shop with a ’53 Ford F-100 dash panel complete the look.
TECH UNDERCOATING
Good All Under Bulletproof beautification for the Model A’s B side By “Rotten” Rodney Bauman \Photography by the Author
ÊAccording to my own calculations, I’ve spent close to 40 years pounding and painting old cars. With retirement unrealistic, even semi-retirement seems illusive, but believe it or not, the finish line is now within sight and I’m excited by the prospect of graduating to “garage hobbyist.” Granted, that won’t pay, but now that I’m raking in the dough as a freelance technical writer, I’ll be happily helping friends with their projects on the side—or in this particular instance, on the B side. The John Martin Special is a tribute car of sorts. This it’s going where it’s needed. With those things said, it’s time Brookville-bodied ’29 roadster is a clone of the car that our to put our experience to work—just for friends, just for fun, friend “Guardrail” Willie Martin’s father and grandfather raced and you’re all invited to follow along as we bulletproof and together in the ’40s. The project has provided subjects for beautify what few will ever see. tech in the past and at the time of this writing the body is being prepared for color, beginning with the area that most folks won’t see—the floor’s underside. This is our first experience with a Brookville body. So far the new steel is a pleasure to work with and if time was money, this could be cost-effective compared to working with bulletholes and rust. Even so, this may be the only Brookville body we’ll ever afford. For that reason, we’re going the extra mile to ensure that this one will last. So right about now, some might be thinking that bulletproofing and beautifying the underside of a brand-new body might be too much about too little for tech. If that’s you, bear with us. Here in our home-based hobby shop we can make a big deal out of just about anything, as you’ll see. During the demonstration to follow, the pros may notice 1. Today, Brookville bodies come in bare steel only. Willie’s, however, an older non-California-compliant product that’s no longer is an older body, delivered years ago with a thin preservative coating available to shops in our area. As hobbyists we’re able to of questionable red-oxide primer. We don’t know exactly what it is, or donate surplus materials from jobs-gone-by, and toward what’s underneath, therefore the primer will not be trusted as a stable the end of my run in the autobody trade, I’m just tickled that substrate for paint.
•Source It •Brookville Roadster (937) 833-4605 brookvilleroadster.com
•Coastal Auto Restoration & Performance (949) 366-0499 coastal-auto.com
64 JANUARY 2015 I STREET RODDER
•The Eastwood Company •Harbor Freight Tools (800) 423-2567 (800) 343-9353 harborfreight.com eastwood.com
BUILT BY BOBBY. COVERED BY AMERICAN
NATIONAL.
Hot rod builder Bobby Alloway. American National client since 1998.
COLLECTOR CAR INSURANCE To find an agent near you, visit insuringclassiccars.com or call 1.800.Car.Buff. Products and services may not be available in all states. Terms, conditions and eligibility requirements will apply. Property and casualty products and services may be underwritten by American National Property And Casualty Company, Springfield, Missouri, or one of its subsidiaries or affiliates: American National General Insurance Company, Springfield, Missouri; Pacific Property And Casualty Company (California); ANPAC Louisiana Insurance Company (Louisiana); American National Lloyds Insurance Company and American National County Mutual Insurance Company (Texas); Farm Family Casualty Insurance Company, Glenmont, New York; or United Farm Family Insurance Company, Glenmont, New York. Not all companies are licensed in all states. Each company has financial responsibility only for the products and services it issues.
TECH 2. At this stage of construction the body has already been fitted to the frame, shimmed, and trimmed as necessary for better-than-new gaps and panel alignment. In an effort to retain reference, the body-to-frame shims are indexed and stored in proper order to speed final fitment of the body—when it’s time.
3. Like its predecessor, this clone is banger powered and it had been street driven—at least until the first banger went bang. During that short period the body’s underside accumulated grimy goo that must be dealt with before any paintrelated procedures can begin. Right about now, my little sister’s swing set makes a handy tool, indeed.
4. The following step will involve the use of hot water under pressure. During warmup, ordinary household cleaning products are applied to the body’s underside where necessary in order to soften the grimy goo. From here it’s full steam ahead. Knowing this’ll require two hands, it’s time to ditch the camera and start steaming.
5-6. The remaining red-oxide primer is now very clean. However, we’re in deep with a serious adhesion problem. Whatever won’t feather will be stripped away, which is pretty much standard procedure anyway. Following instinct here, we’ll avoid chemical strippers as excess could become trapped in the gaps, triggering failure later.
11. We’re not sure what happened here, but somewhere between Brookville and our own concrete floor, the lower quarter reveal area where quarter meets rocker has become misshapen. In fact, it’s slightly concave, which won’t look right—no matter what color this soon-to-be black body becomes. 7. For the larger, easily accessible expanses, 80-grit on a 6-inch DA (dual-action) sander does the job. This particular DA is a Hutchins, purchased in 1980. If tools could talk, this one would say, “oil, oil, oil,” but since we do a little painting here from time to time, we don’t “oil” pneumatic tools.
8. The Speed Blaster is an Eastwood item, or at least that’s where I got mine years ago. The Hot Spot attachment came later, and the combo works bitchin’ for stripping around rivets without spewing abrasive all over the shop. Today’s abrasive comes straight from the beach, and of these three rivets, the center one is done.
9-10. Inevitably it comes to this. We have many areas that cannot be accessed with DAs, die grinders, and such. So far, the red-oxide primer surrenders quickly to folded pieces of spent 80-grit DA paper and ScotchBrite–type scouring pads. These dark green pads are the household variety and they’re courser than what we generally use.
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TECH
12. From Brookville the lower quarter skins come crimped over, but not welded to the rocker panels, which is ordinarily fine. Because of our damage, however, welding will be required to hold position. A 3M Clean ’n’ Strip disc on a Central Pneumatic die grinder reaches what it can, before folded bits of 80-grit again come into play.
13. Proper G-clamps secure the corners as the previously concave midsection is gently ushered outward with an autobody friction jack—aka “monkey on a stick” amongst those in the trade.
14. These days I’d rather watch than weld, so whenever my welder-wielding wife is available to do such jobs, I’ll take a break. With just a few zaps from Mrs. Rotten’s MIG, this quarter skin becomes securely set, right where we want it to stay.
15. After a little grinding and a lot more sanding, masking can begin— and with the right materials, it’s easier than it used to be. There are numerous brands of static cling–type masking materials on the market today. Here we’re using the Carborundum brand to protect against overspray and looming splatter. 16. At this stage our masking is finalized—for now. It will be modified as we go, as you’ll see. From here once we’ve chased away remaining dust particles we’ll be ready for epoxy primer, and don’t worry, we’re not flash-rusting this bare metal. Even at the home-based hobby shop, our compressed air is very clean and dry.
17-18. In our area, the earlier DP epoxy primers are no longer used by shops, but only because it’s the law. As garage hobbyists, we can legally use what we’ve bought and paid for. This can has been shelved for years, but a short ride on a Central Pneumatic shaker from Harbor Freight makes the old primer good as new and good to go.
19. Although this spray gun is seasoned, it is a California-compliant HVLP. In fact, it’s my very first HVLP—a 1995 Sharpe SGF, which in all honesty, I only purchased to stay out of trouble as a California shop owner at the time. Since then, higher-tech HVLPs have assumed their positions in the gun safe, but Old Blue here is still my little buddy. 20. Two coats of black DP90LF epoxy primer later, we’re satisfied that we’ve reached into the underside’s crooks ’n’ nannies. Somehow the brand-new beat-up floor doesn’t look so beat-up now, but we worked for that too. The older DP primers are very forgiving with a two-week chemical-bond window for recoating with no abrading required.
TECH
21. But since we’re coloring outside the lines with mismatch donation materials, we’re abrading for a solid mechanical-bond to ensure adhesion for the upcoming textured coating. Here the areas where additional build is not welcome are masked. Remember the shims? We don’t want to change their relationships now.
22-23. Now ordinarily I’m quick with the catalogs, but this time we have a gift opportunity that must at least be considered. Our friend, Jimmy Benitez of Coastal Auto Restoration & Performance has offered surplus SKS Stoneguard. At his own shop, Benitez uses a fancy, high-end shutz gun. This isn’t it, but for the small job at hand it’ll work just fine.
24. So right about now, some might wonder why Benitez would spray sans respirator. We don’t recommend it, but for the record, SKS Stoneguard is a waterborne product, which smells as mild as latex house paint to my own sensitized olfactory. Does that mean it’s OK to inhale? Not according to label instructions. Don’t try this at home. 25. Benitez knows from previous experience that masking should be removed as soon as possible while the SKS Stoneguard is still soft. Being a waterborne product, SKS Stoneguard requires time before taping or
optional topcoats. Moving air helps to speed the process, as does summer heat. We’ll allow a couple days before the next step.
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27. Let’s use up some more leftovers! For the underside of this Model A, we’ll save some dough with Advantagebrand, single-stage urethane. This affordable-yetdurable coating comes from our local paint supplier. It’s not in every paint store, but suitable substitutes are available through the usual sources.
26. SKS Stoneguard can be painted if desired, but it’s bulletproof enough as is. The color darkens as it dries and we’re satisfied with the look, so we’ll mask the textured areas and topcoat the remaining DP90LF. With only three days between these applications, we’re well within our chemical-bond window.
28-29. From here we’ll apply our gloss-black topcoats, with this cute little Walcom-brand, HVLP detail gun. This one is also Californiacompliant. It’s a good fit for tight spots and it too has been my little buddy for years. Application steps are fairly straightforward: two medium-wet coats with a 15-minute flash-time between coats.
30. Here’s the finished underside; seam-sealed, sound deadened and well protected from the elements. With masking removed, this may be the last clear view we’ll get, but we’ll always know we went the extra mile. Now that we’ve bulletproofed and beautified what few will ever see, let’s turn our attention to parts that’ll show.
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JUST THE FACTS
YEAR: 1940 MAKE: CHEVROLET MODEL: MASTER DELUXE OWNER: JANEEN DRINKARD STATE: OREGON
feature
WHOLE NEW IDENTITY This ’40 Chevy sedan got more than a makeover By TIM BERNSAU [ Photography by THE AUTHOR
N
eighbors must have come streaming out of their front doors the day Margaret Mary Lunda pulled up to her house in Portland, Oregon, driving her brandnew ’40 Chevy Master Deluxe two-door sedan. Seventy-five years later, people still come running over to see the car, now owned and driven by Janeen Drinkard, Margaret’s great-granddaughter. Margaret gave the Chevy to Janeen’s parents, Joe and Nancy Lu Drinkard, when they got married so that the young family would have a second car. By the time Janeen was born, Old Maggie (as the car was called), was part of her family. Some of Janeen’s earliest memories are of riding in the back seat of Old Maggie with her brother, Billy. “While driving down the back roads of Wasco County, Oregon, we would beg Mom to ‘Go faster! Go faster!’ There were towel straps attached to the back of the front seats; we would hang on for dear life, laughing hysterically as we bounced around!” STREETRODDER.COM I JANUARY 2015
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WHOLE NEW IDENTITY When Janeen’s family moved to Idaho in the early ’70s, the Chevy moved too, but its years of service were over—or so it seemed. A new Chevy Impala took the old Chevy’s place on the road. When she turned 21, Janeen inherited the Chevy, which by then was undriveable. Janeen went on to finish college, married her sweetheart, Jeff, and started a family, but the car didn’t move until Janeen and Jeff and relocated their family to Austin, Texas, taking Old Maggie with them. In Texas, the car rested in another field, lost the rest of its glass, picked up a few more dents, and sheltered an army of rodents and bugs. Things started changing in 2008 when Janeen asked her friend Harold Chapman to take a look at the long-neglected car. Chapman is the owner of Customs and Hot Rods of Andice, near Austin (his ’33 roadster was one of our 2013 Street Rod of the Year finalists). According to Janeen, “Harold was very optimistic and the restoration began.”
74 JANUARY 2015 I STREET RODDER
Updating the undercarriage started by beefing up the factory frame with handbuilt front ’rails and rear kick-ups. The Mustang II–style control arms, spindles, and front and rear antiroll bars are from Art Morrison Enterprises. A 2-inch stretch to the wheelbase—along with RideTech’s ShockWave air shocks at both ends—helps smooth out the ride. A triangulated four-link locates the Ford 9-inch rear, loaded with 3.73 gears and an Eaton Posi, spinning Currie 31-spline axles. Customs and Hot Rods of Andice made all the right moves to make the ’40 two-door sedan lower, smoother, and sleeker. The profile is enhanced by a 3-3/4-inch top chop. The body is still factory steel, except for the scratch-built replacement fenders and running boards. All trim was removed from the hood and sides and headlight housings. Door handles were shaved, but the distinctive split windshield was preserved. Frenching the headlights, eliminating the parking lights, and adding a
billet replacement grille and smooth stainless bumper went far to clean up the front of the ’40. The Merlot paintjob suits the car’s classic and classy personality. Billet Specialties 20-inch Rat Tail wheels are paired with 275/30R20 and 255/30R20 low-profile BFGoodrich performance radials. Brakes are 14-inch Wilwood discs at all points. Somehow, the contemporary look of the tires and wheels fits perfectly with the period style of the body. By this time, it had been three decades since the crank had turned in the original Stovebolt engine. If she ever hoped to run again, Old Maggie was going to need a heart transplant; a Corvette C5 Z06 seemed like the perfect donor, so the immaculately rebuilt engine compartment was loaded with an LS6 engine. No modifications were necessary to the factory configuration, but the engine was dressed up with custom coil covers fabricated at CHRA, a Billet
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WHOLE NEW IDENTITY Specialties Tru Trac serpentine system, and more Merlot paint. Stainless Works headers, Borla mufflers, and 3-inch custom stainless pipes comprise the exhaust system. Other components include MSD ignition and wires, providing spark, plus a Walker radiator, SPAL fan, and Edelbrock water pump to keep things cool. The LS6 was rated at 405 hp, and the Lokar-shifted 4L60E transmission and custom aluminum driveshaft from Dan’s Driveline make sure those horses find their way to the rear wheels. The interior was redone at CHRA, where the factory dash was mildly
modified to fit the Classic Instruments gauges. A new lower dash and console house the vents and controls for the Vintage Air system and the Kenwood head unit (an Alpine amp and JL Audio speakers complete the sound system). The original steering wheel was swapped for a more stylish ’56 version, mounted on a Flaming River column. Custom seats were formed on Glide Engineering frames and covered in tan leather, along with the custom aluminum door panels. Burgundy square-weave covers the floor and trunk. Janeen says that the recently finished Chevy will be driven all
over the country, and will be staying in the family. Her kids, Ben, Sam, Jack, and Grace, may already be wondering who will inherit their great-great-grandmother’s Chevy, which now has a new look and a new name. Her oldest son Ben (who helped work on the car), came home from the shop one day and said, “We need a new name for the car. She can’t be Old Maggie anymore. She’s too sexy for that.” Janeen asked him for suggestions. “A few days later, he came up with Norma Jeane, after Norma Jeane Mortenson, who changed her own name to Marilyn Monroe. The name stuck.”
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TECH INSULATE
Cool & Quiet
Real hot rods aren’t really hot, part 2 By Jim Rizzo \Photography by Brian Brennan
ÊAs you’ll recall, last issue Gerry Burger gave us a little background on the evolution of interior sound deadening and heat insulation, as well as introducing us to Dynamat’ s year- and model-specific precut insulation kits. That example installation was performed on a Tri-Five Chevy Gasser project going together at Woody’s Hot Rodz using the aforementioned Dynamat precut kit. Burger had also mentioned a second project we’ve got in the works as well, an all-steel Model A closed-cab pickup. The A pickup (shown here) was great looking durable replacement for rod, vintage sports car, or Jeep. That assembled and readied by Hot Rods carpet as well. DynaDeck goes great said, let’s follow along while this pickup by Dean to receive a new layer of in a traditional hot rod as in this case gets the full Dynamat treatment, a Dynamat noise and vibration deadening (especially when treated to carpet-like Frank Wallic bomber-style bench seat, material as well as another awesome stitching as Kramer did) but would be and newly stitched custom upholstery Dynamic Control product we think you’d just the ticket in any early pickup, street by Glenn Kramer. be interested in seeing. After being handed off to Hot Rod Interiors by Glenn 1. Prior to heading out to Hot Kramer the installation will begin with Rod Interiors by Glenn Kramer, Dean Livermore and the crew the standard bulk cut-to-fit Dynamat at Hot Rods by Dean handled most of us are familiar with, but Kramer the pickup’s assembly. won’t stop there. The Dynamat will then be covered with a layer of a relatively new Dynamic Control product called DynaDeck. The combination of Dynamat sound-deadening material layered with DynaDeck flooring will ensure the hot rod pickup will stay way cooler and much quieter than one would ever imagine. DynaDeck is a heavy-duty vinyl flooring product that not only blocks engine and exhaust heat and acts as a barrier against road noise, but is a
•Source It •Dynamat (513) 860-5094 dynamat.com
Hot Rod Interiors by Glenn Kramer (623) 872-2242 hotrodinteriorsbyglenn.com
78 JANUARY 2015 I STREET RODDER
•Hot Rods by Dean (800) 362-1932 hotrodsbydean.com
•Frank Wallic (303) 937-3778
[email protected]
2015 BODY BUYER’S GUIDE •Real Deal Steel assembles all-new steel ’55-57 Chevy, ’67-69 Camaro coupe, and ’40 Ford coupe bodies at their plant in Sanford, Florida. All bodies are assembled on a rotating body platform using precise in-car fixtures for exact internal structure and panel fit. Assembly is completed using 220V water-cooled resistance spot welders just like the original factories used. Each body style uses a unique set of fixtures for assembly. Each body is painstakingly test-fitted to be certain that all panels fit properly to reduce fitment and bodywork time for the end user. In addition, Real Deal offers body skeletons without skins for the DIYer, as well as a full line of reproduction body panels. Real Deal’s Chevy and Camaro bodies are fully licensed by General Motors. The ’40 coupes are licensed by Ford Motor Company. Over 200 new bodies have been built and shipped to satisfied customers. Real Deal Steel (407) 585-1957 realdealsteel.com
•The Dearborn Deuce convertible was awarded Best New Product at SEMA in 2004. The stylized ’32 roadster body was redesigned around a fully disappearing convertible top and a larger cockpit. It also has more legroom and will fit on any chassis built to stock dimensions. The Dearborn Deuce body, built in Detroit, comes complete with a convertible top fully finished, power windows installed, polished stainless windshield and stanchions, floor, firewall, dash, transmission cover, and complete weatherseal kit. Traditional styling with the modern convenience of side glass and a convertible top that goes up in 14 seconds when there’s a sudden change in weather. Dearborn Deuce (860) 669-3232 dearborndeuce32.com
•JW Rod Garage’s unique steel reinforced composite fiberglass bodies set them apart from the rest of the competition. The second inner layer of finished fiberglass that forms the interior panels are the difference between these bodies and others offered on the market. JW Rod Garage makes all bodies and body components in-house in Wisconsin. JW Rod Garage is pleased to offer a ’32 threewindow, ’32 roadster, ’33 three-window, ’31 Victoria, and a ’33-34 Dodge truck cab. Call for a free catalog. JW Rod Garage (888) 414-8787 jwrodgarage.com
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2. Frank Wallic’s design and metalworking talents are apparent in this awesome bomber-style bench seat. Here, the guys at Dean’s worked to mock up the proper seat height for the matching aluminum seat riser.
3. Once the pickup made it over to Kramer’s shop the insulation job began. As we mentioned in the first installment, Dynamat’s sticky butyl layer not only isolates noise and vibration but it sticks to a vehicle floor like glue. The best way to begin laying out any sheet of Dynamat is to peal the backing paper just a few inches from the starting edge of the sheet—this way if you need to reposition it for any reason all you’ll need to fight is just the starting edge of the sticky butyl rather than a full sheet’s worth of it.
4. Full contact of the Dynamat with the panel is important. Air bubbles between the floor and the butyl will hinder Dynamat’s vibration damping ability. The use of roller helps to ensure good contact to a panel.
5. The Dynamat installation began by covering the floorpan and firewall first. Notice the complete coverage here versus the partial coverage used in the Chevy Gasser project from part one’s install from last month.
6. The inner doors also received Dynamat. When installing inside the door be certain to get good adhesion. You don’t want water to get between the insulation and the door panel so roll it out smooth with no air bubbles.
7. Sheets of Dynamat were cut to fit both the vertical surfaces of the cab as well. Note the perfect fit of each panel, the bulk sheets of Dynamat can be trimmed using a razor knife or scissors.
80 JANUARY 2015 I STREET RODDER
2015 BODY BUYER’S GUIDE •The ’32 Ford three-window coupe with 3-inch chop is a hand-laid fiberglass body of premium quality. All bodies come with the seams veed out, epoxied, sanded, buffed, and finished with Duratec primer, bringing you one step closer to paint. Base features include extensive oak and steel reinforcement; power windows with glass installed; doors hung, hinged, and latched; decklid hung and hinged; floorpan fully bonded; garnish moldings; and dash. Base price is $6,160. A full line of parts and accessories are available to complete this build. Downs Custom Performance Automotive (616) 259-9395 downscars.com
•The ’33-34 Ford five-window coupe with 3-inch chop is a hand-laid fiberglass body of premium quality. All bodies come with the seams veed out, epoxied, sanded, buffed, and finished with Duratec primer, bringing you one step closer to paint. Base features include extensive oak and steel reinforcement; power windows with glass installed; doors hung, hinged, and latched; decklid hung and hinged; floorpan fully bonded; garnish moldings; and dash. Base price is $6,545. A full line of parts and accessories are available to complete this build. Downs Custom Performance Automotive (616) 259-9395 downscars.com
•The ’59 Corvette roadster is a hand-laid fiberglass body of premium quality. All bodies come with the seams veed out, epoxied, sanded, buffed, and finished with Duratec primer, bringing you one step closer to paint. Base features include extensive oak and steel reinforcement; doors hung, hinged, and latched; decklid hung and hinged; tonneau cover hinged; floorpan fully bonded; dash; and console. Base price is $14,900. A full line of parts and accessories are available to complete this build. Downs Custom Performance Automotive (616) 259-9395 downscars.com
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8. The roof of the Model A pickup is virtually a heat sink when it is out in the sun so it is important to install a layer of Dynamat on the roof panels. These long flat panels will vibrate and resonate like crazy without proper sound damping material; Dynamat will handle all the sound problems effectively. Notice the material has been worked carefully into the recesses on the panel.
9. Once the Dynamat installation was complete the bomber seat (notice the fresh seat cushions and upholstery) and seat riser were test-fit in the cab.
10. With the seat location and height dialed in the next step was the fitting of the DynaDeck vinyl flooring. DynaDeck is a great alternative to carpeting, especially in a more traditional-style vehicle. Not only does DynaDeck harken back to pre-carpeting days looks-wise but its 1/8-inch embossed vinyl top layer makes it much more durable than any carpet would be.
11. Once Kramer spent the time to measure, cut, and pre-fit the DynaDeck material he liked the look of the DynaDeck better than he initially suspected he would, but Kramer hit on an idea that would take the DynaDeck installation to the next step. What Kramer did was bind and stitch the DynaDeck edges just as he would when crafting customfit carpeting.
12. Wow, it’s amazing how much taking the time and effort to cut, fit, and stitch the DynaDeck improved the appearance of an already goodlooking product. It’s attention to details such as this that sets Kramer apart from the crowd.
13. The Model A’s interior installation was then made complete with the balance of the new upholstery cut, stitched, and installed. The combined efforts of Kramer, Wallic, and Livermore and his crew and high-quality Dynamat family of sound, heat, and vibration barrier products the A pickup project is well on its way to providing a great looking, comfortable, and quiet hot rod that’ll be a pleasure to drive.
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2015 BODY BUYER’S GUIDE •Specializing in replica bodies, rolling chassis, and complete rollers for ’32 Ford threewindow coupes, ’32 Ford five-window coupes, ’37 Ford pickup trucks, and ’65 Cobras, Wicked Fiberglass also offers grille shells, running boards, fenders, garnish molding, and body panels. Contact Wicked Fiberglass for all of your fiberglass body needs. Wicked Fiberglass Bodies (903) 887-7421 wickedfiberglassbodies.com
•Fool all your friends at the cruise night with the unbelievable authenticity of a New Age Motorsports (NAM) fiberglass body. With accurate original features like driprails, bead lines, and reveals, hot rodders at any experience level will think you’re the proud owner of an original Deuce. Ruggedly built, these bodies will take chassis-twisting torque with ease, and can be trusted to last for generations. Deuce roadster and coupe bodies come equipped with a 1-1/2-inch round tube internal structure to support hinges and latches for the life of the car. Poplar hardwood is used as a solid base for easy upholstery attachment. NAM offers no shortage of available bells and whistles to complement the body’s substantial constructive qualities. Their bodies are easily tailored to meet the styling demands of the most particular rodder, or to replicate the American Graffiti coupe to the greatest possible extent. New Age Motorsports (203) 268-1999 newage-motorsports.com
•Steel ’32 Ford five-window coupe body shells are now available from United Pacific Industries! These Officially Ford Licensed reproduction bodies are built with quality and authenticity in mind. Beginning with steel of equal or greater thickness as original, each panel is stamped on handcrafted permanent steel dies to ensure every detail is preserved. These completely assembled bodies come coated with EDP (Electro Deposit Primer) inside and out. Bodies are stock height and supplied with doors, door latches, trunklid, interior garnish moldings, windshield frame, and complete hardwood assemblies pre-installed. Bodies are available in four configurations, including solid roof and cowl vent deleted. Panels and components also available individually for those restoring an original five-window. United Pacific Industries Inc. (866) 327-5288 uapac.com
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Dynamic Control makes different products ... Which is best for me? Dynamic Control provides solutions for most vibration, noise, and heat isolation problems. How does Dynamat stop road noise? As a car operates, it generates noise. This noise is caused by the transference of energy (vibration) from the internal components and from the road to the chassis of the vehicle. The chassis (doors, floors, roof) transforms this vibration into audible noise. Dynamat transforms the energy (vibration) into silent energy. How much will Dynamat quiet my car? Even a small amount of Dynamat can cause a profound noise reduction. For example, applying Dynamat to the doors of your vehicle can reduce road noise from 3-6 dB! Complete coverage of an average vehicle can reduce road noise 9, 12, even as much as 18 dB.
Dynamat Vibration, Noise, and Heat Barrier Products •Dynamat (a Dynamic Control brand), is recognized by hot rodders around the world as the go-to product for solutions to unwanted noise, vibration, and heat. The Dynamat brand encompasses a family of products for the automotive enthusiast, the most recognizable for many of us being the Dynamat/Dynamat Xtreme, which most of us use in our hot rod, classic truck, and muscle car projects. That said, there are a few more members of the Dynamat family we’re sure you’d be interested in checking out so we’d suggest a visit their website (dynamat.com) for more detailed descriptions and images. Meanwhile, for those not familiar with Dynamat, here’s a bit of info that’ll get you up to speed and on your way to a much more enjoyable hot rod experience.
How much Dynamat do I need to use to be effective? You can apply Dynamat in patches (25-50 percent area coverage) to keep a specific panel from resonating or you can apply it over an entire area (such as the floor, doors, or trunk) to create a sound barrier and vibrational damper. What is Dynamat? Dynamat is a thin, flexible, easy to cut and mold sheet that actually stops noise-causing resonance and vibration by using visco-elastic qualities that promote vibro-acoustic energy conversion. In short, that means noise becomes silent energy.
2015 BODY BUYER’S GUIDE •The multi-award-winning Speed33 all-steel body of Michigan-based American Speed Company is a rod like few others. The Speed33 features a number of innovative hot rod features, including the first modern, fully integrated convertible top in a ’33, the first full substructural design for maximum body rigidity, and is conducive to traditional hot rod appeal in both fenderless and full-fendered configurations. Other distinctive features include power door glass windows and a polished stainless curved windshield assembly. The all-steel convertible has a larger passenger cabin over the stock original version and can be mounted on any original ’33-34 chassis. American Speed’s latest line of off-the-shelf components now includes grilles, IP clusters, and interior trim kits, among other components. Our turnkey builds feature classic hot rod looks, yet provide the reliability and convenience of everyday modern vehicles. Prior to the start of your project, look up American Speed. The shop is open. American Speed (734) 451-1141 americanspeedcompany.com
•Stop rust permanently! POR 15 Rust Preventive Coating is a high-performance coating designed for application directly on rusted or seasoned metal surfaces. POR 15 Rust Preventive Coating dries to a hard, non-porous finish that won’t chip, crack, or peel, and it prevents rust from recurring by protecting metal from further exposure to moisture. POR 15 Rust Preventive Coating seals and protects many surfaces from water, chemicals, salt, and other corrosive contaminants. POR 15 Rust Preventive Coating is great for auto restoration and protecting valuable equipment against rust and corrosion. You’ll be amazed at the toughness! Absolute Coatings Inc. (800) 457-6715 por15.com
•Woody’s Hot Rodz is proud to announce that the original “Hot One” is once again HOT! For generations the Tri-Five Chevy has helped shape the landscape of American car culture. These iconic cars have continued to be in the spotlight since they first rolled off the assembly lines in the ’50s. The Hot One is once again available as an all-new steel body that is assembled in the United States. The ’55 and ’57 bodies are now available in convertibles, hardtops, and sedans. For a complete and ready-to-go package, the entire body structure is offered fully assembled, welding completed, doors pre-hung and fitted, decklid pre-hung and fitted. Both ’55 and ’57 hardtops, convertibles, and sedans are available through Woody’s Hot Rodz. Bodies start at around $14,000, while complete “fenders-to-fins” packages are only $19,700 (includes body, doors, decklid, and complete front end). Woody’s has also developed full roller packages that include either an Art Morrison chassis or their Gasser straight-axle chassis or their A-Arm Cruiser chassis. Woody’s Hot Rodz (855) 567-1957 woodyshotrodz.com
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DIFFERENT
feature
DEUCE
Redo in Blue
ver built a car and a short while after completion—or even when rolling it out of the garage for the first time—decided it’s not really what you wanted, so you redo it completely? Mark Freeborn did just that. While there was absolutely nothing wrong with his full-fendered, unchopped ’32 three-window, by his own admission it looked “pretty much like every other full-fendered ’32 out there.” The workmanship, by Matt Pendergast of MP Coachworks, and chassis by Al Clark at Deuces Northwest, was impeccable, but Mark had something of an epiphany, and “realized that my desire to respect the roots of this car by making it relatively stock bodied were rapidly being overridden by the realization that it wasn’t the car I really wanted.”
The Deuces Northwest frame was fitted with a drilled and dropped Superbell axle on hairpin radius rods, with finned backing plates covering the Wilwood discs, and a Winters quick-change rearend, also with Wilwood discs. LimeWorks supplied the steering column, repro Crestliner steering wheel, e-brake handle, and column shifter. The 331ci Chrysler Hemi was also
But we’re getting way ahead of ourselves, so let’s backtrack a little. Mark is a TV and film production designer by occupation, and as such led a pretty nomadic lifestyle for many years, which meant he never had a permanent workspace in which to tackle projects. After getting married and working on a film on Mayne Island, off the British Columbia coast, Mark and his wife, Rose Marie, who incidentally shares his love of “old things,” bought a house there and immediately built a studio/shop. Now, getting to the island involves taking a ferry, and pretty soon Mark struck up a conversation with one of the deckhands, a result of always driving “oddball” vehicles. Said deckhand had been offered a ’32 coupe and asked what it might be worth. Some nine months later, it turned out the guy had bought the car, but circumstances had changed and it was for sale. The rest is history; Mark became the owner of what once had been a show car. The package consisted of the body, doors, windshield, rumble seat lid, a badly recessed firewall and a stock Ford one, grille shell, a genie frame, and a Ford 8-1/2-inch rearend.
installed during the first build. Says Mark, “Ever since I was almost killed in a 300C, I knew something I would build would have an early Hemi, and as soon as I started this project, I started the search. I found three engines, but only the last was any good. A 331 Industrial engine from a lumber mill emergency generator, it had but 500 hours on it. On a visit to my hometown of Kingston, Ontario, I tracked down Jim and Dan Rini, who I’d seen race in the past. They were Fuel dragster builders, who
It sported the remains of a tangerine ’flake paintjob, with all work in lead. It also had a torched-out floor to channel the body, with the rumble seat lid and cowl vent welded shut and leaded. This was what Mark delivered to MP Coachworks, who, over the next year, straightened the body, replaced damaged metal, stretched and contoured the Rootlieb hood, built the hood blisters, custom-formed the louvers, replaced the cowl vent and made a louvered decklid.
By KEV ELLIOTT [ Photography by STEPHAN SZANTAI and TIM BERNSAU
JUST THE FACTS
YEAR: 1932 MAKE: FORD MODEL: 3-WINDOW COUPE OWNER: MARK FREEBORN STATE: BRITISH COLUMBIA, CANADA
had crewed for Tommy Ivo on the circuit back in the day, and, now in their seventies were about ready to close up their shop, but they agreed to build my motor.” What the Rinis delivered was a 0.030-inch bored Hemi with a more efficient Mopar 340 oil system, and most rotating parts replaced. It has a Vertex magneto, Hotheads intake with a Holley four-barrel (the multi-97 lookalike TPI system on a Weiand Drag Star manifold suffered continual computer problems and remains unused), and a Hotheads adaptor to fit the Mopar 727 trans. All of which brings us back to where we came in, with Mark’s realization that his car wasn’t exactly what he wanted. This tied in with longtime friend Laurie Peterson announcing that he was closing his auto repair shop to build hot rods full time as Canada Customs. It also coincided with Mark’s workload increasing, bouncing back and forth between Albuquerque, working on Breaking Bad, and Vancouver doing Alcatraz and Bates Motel (yes, you really did recognize the building behind the car in the pictures, it’s the Bates Motel set). This meant five STREETRODDER.COM I JANUARY 2015
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DIFFERENT DEUCE people got in line with Peterson before him, though it did mean he had plenty of time to plan the project. Says Mark, “I began accumulating parts, like the ’46 Olds taillights. I’d only ever seen them used on Blackie Gejeian’s roadster pickup. Or the headlights, which are a combination of ’37 Buick buckets and ’36 Ford lenses. They mirror the hood blisters, but it took 12 pie cuts to make the buckets match the headlight rings. I had a ’37 truck grille hanging on the wall that the swap meet seller I bought it from griped about because it wasn’t stock. Turns out it was sectioned vertically sometime and every bar was brazed and hand filed. As the ’32 and ’37 grilles are similar widths, Peterson sliced the front of a ’32 grille, tweaked the ’37 a little, and
88 JANUARY 2015 I STREET RODDER
welded the two together, using the Griffin radiator we’d used in the first build! The headlight brackets were made to match the drilled I-beam, and at first glance, on the bench, I wasn’t wild about them, but on the car, plated and polished, they’re outstanding.” In addition to losing the fenders and running boards (OK, the Brookville rears were bobbed) part of the new look was a roof chop, 3 inches in the rear and 3-1/2 in front, with all three door hinges retained. The front and rear framehorns were bobbed, and the gas tank relocated inside the trunk, using a Vision Metalwerks flip-top filler frenched into the body. Inside the coupe, a pair of ’40s seats, possibly from a Suburban, were found, and upholstered by John at
BenRay, with chromed frames and aluminum bases by Peterson. The tach is actually a ’56 DeSoto clock from an old car of Mark’s, converted and molded to the ’40 Ford dash. As with most every build, paint color choice was difficult. Everything from black to tangerine ’flake was considered—well, except red!—but narrowing it down thematically meant going with an early ’50s color, and with the black grille and spinner-equipped steel wheels, the final choice of Jaguar Cotswold Blue, laid down by Dave Louwen, is perfect. So is this Mark’s perfect car? We’ll leave the final word to him. “There’s a million little changes and additions in its future; things we should have done, things we want to do, and things we may undo.”
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special
WHO STARTED THE CAMGRINDER WARS? Part 2: The ’60s Were “A/Gas” By DAVE WALLACE \PHOTOGRAPHY COURTESY OF THE PETERSEN ARCHIVES
L
ast month, we tracked the Camgrinder Wars’ innocent beginnings to a series of confrontational “hero” and “antihero” advertisements placed by a trio of Southern California camshaft companies. Not long after arch rivals Ed Iskenderian and Howard Johansen fired the first shots in 1956, Jack Engle opened a third front. By demonstrating that a shop needn’t be big to compete—even dominate—on this playing field, Engle Cams inspired a second wave of strategic advertising by small competitors, including Hubbard, Herbert, Weber, Dempsey Wilson, Moon, and Crane. Most of their collective ink was spilled on a newsprint tabloid that debuted just in time to catch and ride this wave. In fact, had Drag News (1955-78) not presented fledgling manufacturers with an inexpensive, timely, anything-goes alternative to Robert E. Petersen’s slick, civilized monthlies, this war might’ve never been fought at all. Now, let’s examine the classes capable of generating such intense attention, loyalty, and controversy. We’ve seen that open-wheeled or “hot” cars starred in the vast majority of mid-to-late-’50s ads. Besides being far faster than so-called “stockers,” crowd-pleasing rails, competition coupes and sedans, modified roadsters, and altereds burning nitromethane and/or alcohol were basically banished from Petersen publications during NHRA’s 1957-63 fuel ban. Not coincidentally, Petersen’s editorial director for the duration was none other than NHRA president Wally Parks. If not for occasional nitro-hero ads in Hot Rod 90 JANUARY 2015 I STREET RODDER
)Fueled by camgrinders’ hero ads, class competition in both A/ and B/GS commanded as much or more attention by 1965 than most NHRA eliminator categories. A much-anticipated Indy showdown saw Dick Bourgeois foul away Big John’s chances. Doug Cook went on to take the A/GS trophy with best times of 9.53/152.54.
)June 6, 1959 Drag News
)Regionalism might’ve played a role in the starkly different cover treatments immediately following reports of unprecedented performances by the fuelers of Jocko Johnson at Riverside, right in Drag News’ own backyard, and Chris Karamesines in far-off Alton, IL. Then again, though neither “record” run was backed up, the Greeks announced 204.54 was more than 10 mph—fully 5 percent—faster than any credible speed to date. Further, his next-closest Alton pass clocked just 180.00, despite a comparable e.t. (8.84 versus 8.87). The blank cover space normally devoted to a record-breaking number reflects the skepticism in California.
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Mini-Fuse blocks are easy to mount anywhere and use GM OEM mini fuses and relays. Each wire is identified every 5".
The electronic sets include a fully programmable electronic speedometer for easy calibration with any tire size/axle ratio. All Gauge sets include sending units.
12 Circuit Color Harness . . . . . . . . . . . . . . $ 155 21 Circuit Color Harness . . . . . . . . . . . . . . $ 165
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WHO STARTED THE CAMGRINDER WARS? and Car Craft—typically small and stuck in the back— magazine readers might’ve thought that the entire drag racing world ran on pump gas. Meanwhile, Drag News not only embraced fuel cars, but celebrated them on most covers and front pages. The newspaper even maintained its own set of Standard 1320 national records for all popular fuel and gas classes, plus jets (“Unlimited Dragster”). Earning a top 10 spot on Drag News’ Mr. Eliminator Top Fuel or Top Gas lists was the match-racing equivalent of winning a major NHRA, AHRA, NASCAR, or independent event. Free editorial space was made available to all track operators submitting race results and photos, whether sanctioned or “outlaw.” Moreover, among all national media, only Drag News delivered fresh drag news each Wednesday, within days of weekend meets. Many of us turned to camgrinders’ ads before reading a single article—the pleasurable experience of every print advertiser, then and now. As documented by early-’60s HRM and Drag
)Apr. 30, 1960 Drag News Leave it to Isky to capitalize on and legitimize a sensational time slip, official or otherwise. Drag News’ cover photo reappeared inside the issue in this atypically simple Isky ad, almost certainly designed and pasted together by the newspaper’s staff the day after the controversial run, just in time for Tuesday morning’s press run. Not for another four years would 200-mph speeds achieve universal acceptance.
News ads, the camshaft industry’s focus shifted from dragsters to full-bodied cars, particularly gas coupes and sedans, around the turn of the decade. Though the terms Camgrinder Wars and Gasser Wars are often erroneously interchanged, the latter was an outgrowth of the former, conducted simultaneously. As “hydrostick” manufacturers and other gasser sponsors began copying the hero/antihero promotional tactics pioneered by camgrinders, local racers became national heroes—and publishers became wealthy and powerful. While both wars would sputter into the next decade, public interest probably peaked with the gassers’ mid-’60s popularity. The reasons why are still being debated in bleachers and bars worldwide. Among other causes, Detroit’s “factory hot rods,” European-bodied gassers with tube frames, the first Funny Cars, and a return to traditional product ads are blamed for ending the wars that raged on paper battlefields during the Golden Age of drag racing.
)Dec. 7, 1963 Drag News After a couple of low-buck college kids upset SoCal’s dominant B/Gas Supercharged car twice in the same day, Isky seized the opportunity to jab both Jack Engle and his unidentified-but-unmistakable standard bearers, Stone, Woods & Cook.
)Dec. 21, 1963 Drag News Yes, you’ve seen this one before, but we can’t resist reprinting the classic Pete Millar cartoon commemorating the Mallicoat twins’ unlikely double defeat of “Pebble, Pulp & Chef” at Lions.
)Oct. 1963 Hot Rod Parts Illustrated The Grist family’s scrapbook contributed this photo of a Dempsey Wilson hero ad. Note the handwritten update added by either Ralph or Floyd Grist.
WHO STARTED THE CAMGRINDER WARS? )Jan. 25, 1964 Drag News In their last full season before sharing the stage with “exhibition stockers,” traditional gas coupes achieved unprecedented publicity and popularity. Switching from conventional Olds, Cadillac, and Chevy powerplants to Chrysler Top Gas Dragster engines shoved top teams through the long-sacred 9-second and 150mph doorslammer “barriers.” Lucrative match racing turned little guys into touring pros able to command fees previously reserved for fuel dragster superstars. Although the media battles didn’t end with 1964, their tone gradually changed. The good-natured humor of camgrinders’ clever challenges was replaced by personal attacks by and against individual racers; ads contrived to sell match-race bookings, instead of camshafts. One by one, the old combatants resorted to conventional product ads. The fun was gone. The Camgrinder Wars were effectively over.
)Only the tow bar hints that this is not just another pretty face on any Los Angeles street in 1957. HRM’s Eric Rickman shot a quickie feature in front of Doug Cook’s house.
)The late Doug Cook made a career out of changing camshafts, literally. He was either the main hero or antihero, depending on one’s brand loyalties, to gasser fans nationwide who faithfully followed his wins and (infrequent) losses weekly through camgrinders’ Drag News ads. Ed Iskenderian cites Cookie’s 1958 defection to arch-rival Howard’s Cams for dragging full-bodied cars into the Camgrinder Wars. Still later, Cook left Howard’s to become Engle’s main man.
)At a time when a supercharger automatically advanced a gasser one class, blown and unblown gassers ran together. Doug Cook’s economical combination of small displacement, low weight, and TriPower regularly upset more-powerful blower cars, endearing him to Chevy fans worldwide.
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WHO STARTED THE CAMGRINDER WARS?
)Has any cam customer ever been as loyal to a single speedequipment manufacturer as Gene Adams? His blown ’50 Olds was flying Engle’s colors at NHRA’s second Oklahoma City Nationals. Fiftyseven years later, Jack Engle is gone and the company has changed hands, yet Lean Gene still slides Engle cams into nostalgia racing’s dominant injected-nitro A/Fuel Dragsters.
)Yes, that’s the required windshield wiper on NHRA’s Olds-powered C/GS winner at Indy’s first Nationals in late 1961. Driver KS Pittman and builder Bill Edwards, SoCal stars even before the Gasser Wars, had the nation’s quickest and fastest “C/Super” car all season, owning both ends of the national record at 11.28/126.22.
)For 1964, with two major drag racing “barriers” in their sights, owners John Mazmanian and Fred Stone both upgraded to blown Chryslers. Bones Balogh broke into the 9s at the season-opening United Drag Racers Association meet at Lions, following up at the NHRA Winternationals with an NHRA-officiated 9.99 seconds at an unprecedented 149.00 mph. By midseason, both cars were touring nationally, cracking 150 mph in match races, and earning some of the first guaranties paid to doorslammer racers. )Interestingly, the most-dominating single gasser of this entire golden age was rarely targeted by rival camgrinders. Besides the fact that George Montgomery operated far from their SoCal playground, how could any advertiser credibly ridicule a homebuilt coupe that won U.S. Nationals eliminator titles in 1959, 1960, and 1963?
)Note the flat hood. After a couple of college kids, still living here at home, and their little 327 came out of nowhere to shock SW&C at Lions in late 1963 (see cartoon ad), then sweep B/GS trophies at both 1964 NHRA national events, Jerry and Gary Mallicoat unleashed a twin-turbocharged combination that upset Mazmanian’s Willys in the ’65 Winternationals B/GS final. Their homebuilt, Rochester-injected approach reportedly produced 720 hp (versus 580 with a conventional GMC 6-71.) The twins remain active with a blown Barracuda on the National Muscle Car Association circuit.
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feature
JUST WHAT THE DOCTOR ORDERED You’ve heard of a doctor’s coupe, well, here’s his roadster
ost of us realize that car building gets in your blood, and once there, is a Mopened hard habit to kick. Patrick Reisinger’s father and mother, Steve and Judy, Reisinger Custom Rebuilding in 1964, thus exposing the young
brakes and hairpin radius rods to complete the front suspension, with a 9-inch rearend hung on ladder bars Reisinger to cars at an early age. However, he went on to become a doctor, and more RideTech shocks at the rear. and the family business eventually closed, but that didn’t stop Patrick, a Chromed transverse springs were huge enthusiast, from owning and restoring a string of cars over the years. used at each end. In 2008, he decided he wanted to resurrect the family business, which has SPEC Racing Engines in St Henry, since grown phenomenally. Idaho, machined and assembled the French Flathead, adding By KEV ELLIOTT [ Photography by ROBERT MCGAFFIN Navarro cylinder heads, customlater, while painstakingly explain made headers by Reisinger Custom He’d always wanted a Model A to his family that the car needed a (sans mufflers) and a Powermaster roadster, but never got around to name, his eldest daughter, whom he’d PowerGen. The crowning glory is building one. A couple of years ago thought was ignoring him, piped up a prototype Engler fuel injection his wife, Melissa, approached the with Señorita. No further discussion system on a one-off manifold by the guys at the shop and asked them was needed, Señorita it would be. same company. Bowler Transmission to purchase a Brookville Roadster Patrick knew the style he was after, built the GM T5 trans, which is body and frame for her, going on and the parts pile grew steadily larger, to ask if they would get it to their original 18-inch Ford wire wheels, house on Christmas Eve while they E&J headlights, a “new” French were at church. Despite the fact this Flathead V-8 and T5 transmission, was the night of one of those rare Southern Indiana blizzards, the guys while the crew at the shop set to work smoothing and tweaking the made it happen. Apparently Patrick Brookville ’32 frame and beginning responded “with more enthusiasm assembly. A drilled Superbell dropped than an entire high school I-beam and RideTech smooth body cheerleading squad while winning shocks were coupled with ’39 Zephyr the homecoming game.” A few days shifted by a custom-built Reisinger shifter, and feeds power to the rearend via a driveshaft from the Driveline Shop in Chandler, Indiana. Though the body was a new Brookville item, the guys couldn’t resist making some modifications, such as welding the seams on the cowl, as well as smoothing some others, adding a cowl vent, and fitting the aircraft-style fuel filler in the left side of the rear deck panel. With this taken care of, Ty Hauer sprayed the PPG black and reassembly could begin, with one-off Reisingerbuilt taillights and rear bumper complementing the E&J’s up front.
98 JANUARY 2015 I STREET RODDER
JUST THE FACTS
YEAR: 1930 MAKE: FORD MODEL: ROADSTER OWNER: PATRICK REISINGER STATE: INDIANA
JUST WHAT THE DOCTOR ORDERED
That 140-mph speedometer and four-in-one gauge cluster came from New Vintage USA, the ’39 Ford steering wheel connecting to the ’box via an ididit column. Bobby Dean Customs in Spottsville, Kentucky, handled the dark brown leather upholstery and brown carpet, the latter extending into the trunk, which is flanked by louvered painted panels, and contains the fuel tank, battery, and aptly enough, a doctor’s bag! Reisinger Custom installed the wiring and added a Vintage Air heater hidden inside a ’50 Ford heater box. With his long-anticipated roadster finished, Patrick took it to Brookville Roadster’s event, where they were humbled when Señorita was chosen for the Ray Award, something Kenny from Brookville started in honor of his dad. Brookville then asked if the roadster would be part of their display at SEMA, the first time anything other than a ’32 had done so. A pretty neat honor for a car that Reisinger admits he wishes he’d built sooner. Hey, better late than never!
100 JANUARY 2015 I STREET RODDER
TECH HOOD Gotta Love a Louver Making and mounting louvered hood sides By Kev Elliott \Photography by the Author
ÊWhile not all early hot rods run hoods, and even fewer run hood sides, fabricating the latter is definitely within the realms of a weekend project. While many parts and even panels are available in today’s aftermarket, if you have a non-stock length engine bay, you’re going to be on your own, or at the mercy of a skilled fabricator. Our lakes race car project is a case in point, as the engine bay is several inches longer than a stock Model A, despite the cowl being in the stock location. We already had the hood top, fabricated by Jeb Scolman at Jeb’s Metal & Speed (see http:// www.rodandcustommagazine.com/techarticles/1302rc_ custom_hood_fabrication/), but having switched from a V-8 with headers exiting each side to a turbocharged four-cylinder, we decided to add hood sides. As this car runs a turbo, and all the components under the hood are quite tightly packed in, we wanted to ensure the heat could escape as much as possible. This meant louvers, and lots of them, which are not something you can do at home. Luckily, we count Fabian Valdez at Vintage
Hammer Garage (vintagehammergarage.com) amongst our friends, and once he could fit us into his busy schedule, we took him a couple of flat sheets of 3003 0.050 aluminum, already marked for our hood sides, and watched him work his magic. We used type 3003 as it is stronger than 1100 pure aluminum, and is more easily workable, weldable, and corrosion resistant, since it’s alloyed with 1.2 percent manganese. Valdez’s louver press was built in the late ’70s by Larry Braga from Highland, California, with the hood from his
•Source It •Vintage Hammer Garage (714) 222-7575 vintagehammergarage.com
•Speedway Motors (855) 682-9226 speedwaymotors.com
102 JANUARY 2015 I STREET RODDER
Dad’s ’50s lakes race car used as a pattern to shape the dies for the 3-inch louvers, resulting in traditional-looking louvers with a great shape to them. With the louvered panels back in our shop, we set to cutting, drilling, bending, filing, and sanding them to shape. Despite swapping a four-banger in where a V-8 previously lived, it ended up being like squeezing a quart into a pint pot once we added the turbo plumbing, intercooler, scavenge pump, large intake and radiator, and we’ll be needing a few hood blisters
1-2. With the position of the lower edge of the hood top marked on the grille shell and cowl, we used Masonite to make templates for the hood sides, including the cutouts for the Garrett turbo and Golden Eagle Manufacturing intake plenum. We also guesstimated the clearance required for the intercooler plumbing at the lower front of each panel, actually aligning the top of the cutout with the existing cutout on the Speedway Motors grille shell. The templates were then used to trace the shape of the panels onto the aluminum.
to cover the protrusions … but more on that next month. Meanwhile, here’s how we made and mounted the hood sides, adding louvers and clearance holes.
•Golden Eagle Manufacturing (909) 592-4311 goldeneaglemfg.com
•The Eastwood Company (800) 343-9353
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TECH
3. With the panels marked for where any cutouts and edges will be (the panels need to be as flat as possible to fit in the louver press, so louvers should be stamped before forming the panels), Valdez uses these louvered sample panels to determine spacing.
4. With the spacing calculated, the distance from the edge of the panel to the start of the louvers was determined and then marked, allowing space for the Dzus fasteners we’d be using.
5. The centerline of each row of louvers was then marked on the aluminum. Note the panels are marked on the backside, as louvers are punched from behind.
6. This is the time to make any changes! As the passenger side panel had a cutout in its top edge for the intake plenum, the three rows of louvers had to be moved down to allow clearance for a hood blister, which meant I had to choose between the rows being closer together, or to have all three rows lower than those on the other side. This shows the former, we chose the latter.
7. With the centerlines marked, Valdez makes perpendicular marks to ensure once he starts punching louvers they remain vertically and horizontally identical.
8. Here’s the press and our panel. We really like the rounded corners of this particular louver style. Note the carpeted bench at the same height as the die, which supports the panel.
9. Alignment of the first louver is critical, as each successive louver is positioned off of this one. The cutting edge of the die is carefully aligned with the first mark perpendicular to the centerline. There’s also a mark on the front of the upper die to align with the centerline.
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10. Once the first louver is punched, the lower die butts up to the front of that louver to locate the next one, meaning Valdez only has to align the centerline. Of course, it’s not that simple, as the louvers can “wander” off course, which is where those perpendicular marks help keep everything arrow straight.
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TECH 12. On the driver-side panel, the louvers stop then start again on either side of the clearance hole for the turbo. Valdez ensured the louvers aligned with the row above before continuing.
11. Here’s that centerline mark on the upper die (arrow).
13. We’d originally marked our panels on the front side, then used the Masonite patterns to also mark their outline on the backside prior to punching the louvers. Here’s the driver-side panel seen from the front, with the required cutouts and edges clearly shown. After taking this picture, we opted to continue the middle row to match the top row, and add a couple more to the lower row between the cutouts.
14. Back at our shop, we used the templates again to ensure we marked and cut the panels correctly.
15. A holesaw was used in a drill press to cut the clearance sections for the intercooler tubing, followed by an Eastwood throatless shear and good old tin snips for the straight sections. Note a piece of scrap aluminum was used under the C-clamp, to protect the soft metal.
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TECH
16. Again a holesaw was used to cut the majority of the turbo clearance hole, but for the 4-1/2-inch-diameter hole for the exhaust, we used this compass and blue dye to mark the cut, trimming it with tin snips.
17. Once all edges were trimmed and filed, we sanded them with 220-grit paper on a block to remove any remaining burrs.
18. It was at this point that we formed the 90-degree bends on the upper and lower edges of the driver-side panel using a brake. A local metal fabrication shop should be able to handle this for you. We’d advise against hammering the edges over between two lengths of angle iron, as aluminum is soft, and any ripples, dents, or hammer marks will show in the final product.
19. Wanting to trim our hood top as close to the intake plenum as possible, we used tape to form the opening on the hood side (with the top removed) then placed the side panel against the edge of the top on the bench, and transferred the outline of the cutout.
20. This gives an idea of the turbo intercooler and intake plumbing and why the hood sides require cutouts in them!
21. With the lower edge bent to 90 degrees, we clamped the panel in place to mark where to bend the top edge. The panel also requires final trimming to length here. Note the masking tape on the edges of the adjacent panels, to protect the paint.
22. Both panels, formed and finished, ready to be installed using quarter-turn Dzus fasteners.
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TECH
23. There are two things to notice here; all corners are rounded, and though the end of the lip is stepped to clear the grille shell, a small section of lip is retained to give the corner of the panel some strength, especially as it will be mounted here using a Dzus fastener.
24. We trimmed the lower edges of the panel at an angle prior to bending them, so they’d follow the inner edge of the chassis rails. 25. We sourced the fasteners and brackets from Speedway Motors, as well as this trick little tool that allows one to determine where to drill the panel to align with the bracket. With the tool inserted in the bracket, the panel is held against it and tapped with a hammer. The tool leaves a small indentation, like a center punch.
26. We used a 3/8-inch Roto-broach to form a perfect hole, then used this neat dimple-die tool to countersink the panel for the fasteners. This is available at most places that sell the fasteners.
27. The dimple-die allows the fasteners to sit flush with the panel, and allows them to be used without the “rivet-on” spring-loaded brackets.
28. The finished and mounted hood. Now to form some blisters to cover the holes!
110 JANUARY 2015 I STREET RODDER
TECH NOSE ART 1. Since this little pickup is powered by a more than muscular small-block Ford and destined to be a real driver rather than a pampered weekend cruiser it was important to outfit it with a quality cooling system that’d stand up to the rigors of everyday traffic. To that end we chose to utilize the best radiator, cooling fan, and fan controller we could.
Nose Art Fitting a Deuce grille shell, radiator, and hood to a Model A By Jim Rizzo \Photography by Brian Brennan
ÊAs we all know, using a Deuce grille shell on a Model A is a time-honored and extremely popular hot rod modification—a practice that I have to believe owes its roots to the days when replacing an A’s banger with a Flathead V-8 was a nearly universal. Obviously dropping those V-8s in place of the original four-cylinder engines required the use of the larger V-8-specific radiator, which in turn necessitated the use of the ’32 shell and grille as well. As time passed and the much more powerful overhead-valve V-8s became available, hot rodders found that the Deuce grille shell afforded enough room to house modified Flathead V-8 and/ or early custom-made radiators that’d work at keeping the new higher displacement engines cool as well. Following this time-honored tradition (and to ensure adequate cooling) we’ll be outfitting a muscular small-block, Ford-powered, Model A, closed-cab pickup with a new radiator from U.S. Radiator, a cooling fan and control assembly from Derale, a Deuce grille shell, insert, hood top from Brookville Roadster, and installation hardware from Speedway Motors. It’s an easy and good-looking bit of traditionalstyle alteration for any Model A, so follow along. 2. When it comes to mounting a radiator in a hot rod like we have here it’s a very good idea to utilize an OEM-style mounting assembly. Here we’re using a stainless radiator mounting kit from Speedway Motors (PN 91132056). Using factory-style spring and pad hardware eliminates radiator Damage due to frame flexing. Rigid mounting exposes a radiator to quite a bit of stress that’ll take its toll in short order.
•Source It •U.S. Radiator/Cool Craft (602) 269-3271 coolcraft.com
•Speedway Motors (855) 682-9226 speedwaymotors.com
112 JANUARY 2015 I STREET RODDER
•Brookville Roadster (866) 961-7722 brookvilleroadster.com
•Derale Performance (800) 421-6288 derale.com
•Hot Rods by Dean (800) 362-1932 hotrodsbydean.com
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TECH 3. When mounting the radiator using hardware such as this, the rubber pad goes between the frame and the radiator mounting flange. The spring can sit either above the radiator mounting tab or down below the lip of the frame, whichever one prefers. The bolt and applicable washer go through the mounting hole and spring and is retained by the included lock nut. The nut is tightened enough to put tension on the spring in the desired amount and thus letting the radiator absorb frame flex or twist by compression of the spring.
4. Once the radiator is in place, the next order of business is installing the support rods. The stainless support rods and firewall brackets were sourced from Speedway Motors as well (PNs 91124001 and 91104015, respectively). The stainless support rods used were for ’3236 Ford, measuring 32 inches long. Standard ’28-31 support rods measure up at 26 inches and because the small-block Ford engines are longer than their Chevy brethren (from water pump to back of the block) the longer rods worked out in this case.
7. This illustration shows an overall view of a standard support rod setup. The design of the radiator rod mounting bracket assembly is such that it provides a good indication of the rod spread from the radiator to the firewall.
5-6. Radiator support rod installation is pretty straightforward. I’ve found that attaching the firewall mounting plates to the rear of the support rods and then attaching the front of the rods (one side at a time of course) on the radiator bracket (hand snugging the retaining nuts on both ends) will pretty much self-locate the rearends of the rod(s) at the correct angle for marking the position of the firewall brackets. Once the rod(s) are in the correct position and the firewall marked, you remove the rods from the radiator and the brackets from the opposite ends and check to make sure the firewall marks are equally located on both sides of the firewall. With bracket positions checked for symmetry you can center the firewall bracket(s) at the marks (as shown) and mark, drill, and install the bracket(s) to the firewall.
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8. With the radiator mounted and the support rods in place the next step was mounting the Brookville Deuce grille shell assembly.
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TECH 9. The U.S./Cool Craft radiator provides the OEM-style radiator shell mounting brackets for a hassle-free shell installation.
10-11. After the grille shell came fitting the Brookville ’32 hood top. Fitting the hood to the Model A cowl took a bit of re-forming but the guys at Hot Rods by Dean handled it in short order. As you can see, the length of the Deuce hood top needed a bit of attention as well. Since the rear of the hood top had already been re-arched to match the Model A cowl the trimming would be performed on the front. After a bit of measuring and marking, the appropriate amount of metal was trimmed and the hood fitted to the grille shell.
12. With all of the metalwork on the hood top handled it was time to finish off the job by installing the new cooling fan assembly. Rather than using a standard mechanical cooling fan a powerful electric unit was chosen. And here you can see why. The lower stance of the engine located the water pump pulley much lower than the center of the radiator, a Derale electric fan and shroud assembly handled that problem easily. Now we are one more step toward the completion of one heck of a cool hot rod and a good looking conversion for any hot rod Model A.
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118 JANUARY 2015 I STREET RODDER
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STREET SHAKER BY CHUCK VRANAS
Ron & Chuck Wendt’s ’56 Chevy Gasser Shakes the Ground xThink back to the long hot summer days spent on your front porch. Remember how you snapped up to attention when your AM radio crackled when the voice of the announcer belted out the legendary “Sundaaaaay.” It was a time when dragstrips across the country came alive with nitro-fed thunder as hot ’rails, Funny Cars, and gassers ripped off blazing times on the quarter-mile.
For young brothers Ron and Chuck Wendt of Meriden, Connecticut, it was easy to fall into this world since their parents took them to Connecticut Dragway every time the action-packed events rolled into town. It was there they saw idols they worshipped, like The Snake and Mongoose, Don Garlits, and wheel-stander favorite Jim Barillaro lay down hot e.t.’s. It was the gassers, however, who always gave the pair their biggest thrills. They built countless kit models at the kitchen table with the all-time favorite being the Badman ’55 Chevy. As they grew older it wasn’t long till the models morphed into actual 120 JANUARY 2015 I STREET RODDER
projects in the driveway with everything from a ’65 Mustang packed with a hopped-up 289ci V-8 to a ’40 Willys and ’33 Ford coupe as years progressed. Somehow though they never forgot the thrill they got when watching the gassers run on the quarter-mile. This prompted a search for a Tri-Five Chevy to use as a base to build their ultimate street gasser. It didn’t take long till they located a rust-free ’56 Chevy 210 sedan at an online auction. After sealing the deal the car was delivered and they began to tear the car down to the basics to get started.
Since the original spine was rock solid it was first handed over to Prior Brothers Fabricating in Berlin, Connecticut, to move the rear leaf springs inboard and back 2 inches to accommodate wider rims and tires. A 9-inch Ford rear with 3.50:1 gears and 31-spline Moser Engineering axles is suspended in place by a combination of leaf springs with Lakewood traction bars and Monroe air shocks. To get the nosebleed stance just right a straight front axle from Checkered Racing is anchored in place with a combination of leaf springs and Pete & Jake’s tube shocks along with early Ford spindles. To tame the beast fluid pushes through a CPP master to steel lines with 11-inch GM discs up front and Ford drums out back. Classic wheels from Rocket Racing feature their Launcher-model with Hankook blackwalls up front and Hot Rod Igniter-model wheels with Radir whitewall slicks out back. To bring plenty of edginess to the mix you’d better have big power. Dalena Auto Machine in New Britain assembled a wicked 427ci Rat packed
Tech Tips
with gusto starting with a steel crank linked to Scat rods wearing 10:1 Keith Black slugs. A COMP Cams stick sets the beat, combined with warmed-over stock heads generating plenty of power while fuel flows through a pair of 450-cfm Holley carbs perched on a Weiand tunnel ram dual-quad intake. Fire lights through a Mallory Unilite distributor and gases dump through Hooker headers to 2-1/2-inch custom exhaust and Flowmaster mufflers. Shifts move through a ’69 Muncie M21 four-speed by Ray Whitney of Wallingford to a custom driveshaft. Since the body was virtually rust free, it was first treated to a number
of updates, including a custom frontmounted tank from Mooneyes as well as a Simpson drag chute and obligatory wheelie bars. The duo then focused on the hood, wanting to give their car a distinct look. A decision was made to retain only the front section and to also make it hinged for easy access to the radiator. With these updates completed they then stripped the body down and prepared it for a coating of custom-mixed PPG gold vibe, which was applied by Chuck. To bring the car to life they went to Unique Graphix in Meriden to have it lettered as a nod to the dragstrip warriors of the past. The final icing came through the brush strokes of Jim “Jimbo” Tyrrell of Meriden who laid down just enough lines to make the look complete. For a wicked business office CZ’s Auto Upholstery of Southington got busy stitching up a combination of bright white vinyl seats with gold diamond pleat inserts and matching door panels accented by black carpeting. To monitor the vitals Stewart-Warner Custom Deluxe Green Line gauges do the deal while shifts move through a
COMP CAMS Break in Valvesprings the Right Way It is important for new springs to take a heat set. Never abuse or run the engine at high rpm when the springs are new. Upon initial startup, limit rpm to 1,500 to 2,000 until the temperature has reached operating levels. Shut off the engine and allow the springs to cool to room temperature. This usually will eliminate early breakage and prolong spring life. After the spring has been “broken in,” it is common for it to lose a slight amount of pressure. Once this initial pressure loss occurs, the spring pressure should remain constant unless the engine is abused and the spring becomes overstressed. Then the springs must either be replaced or shimmed to the correct pressure. FAST What’s the difference between “batch firing” or “bank-to-bank” vs. “sequential” systems? Which do I need? Batch fire systems fire all the injectors simultaneously. Bank-to-bank systems fire the fuel injectors in “banks;” half of them fire on one engine revolution and the other half fire the next engine revolution. A sequential system fires the fuel injector for each individual cylinder in the firing order of the engine. In most cases, bank firing will be fine, but if you’re using an extremely radical camshaft, high boost or over 600 hp, you might find sequential to be a slightly better fit. It will usually make marginally more power and help some radical engines idle better. INGLESE Custom Cleveland Recently it has become popular to convert Ford 2V and 4V Cleveland engines to Inglese EFI induction. As there currently is no Cleveland manifold on the market designed for electronic fuel injection, Inglese will need to build a vacuum box to run the computer in these applications. Customers will not have to do anything special to the engine, however.
Hurst stick and the course is set with a neat white steering wheel from Mooneyes. Finally red tinted glass adds the last bit of nostalgia to the build. Hearing the car come to life and take off down the street confirms just how bitchin it really is and we dig it. STREETRODDER.COM I JANUARY 2015
121
EARLY IRON BY JOHN GILBERT
... SHOWCASING READERS’ RIDES
Ronnie wired the ’47 from scratch and installed a high-amp alternator, anticipating the increased demands of air conditioning. For convenience Ronnie built in cup holders and cabinets, then JR’s Top & Upholstery covered the trunk and interior in light gray tweed. “This car was a labor of love for me and my wife; it’s won over a dozen trophies around our area at the local car shows and cruise nights.” ÊWANT TO SEE YOUR VEHICLE IN EARLY IRON? Email a good photo (at least 1 MB in size) and a paragraph telling us about you and the car to: Early Iron at bbrennan@enthusiastnetwork. com. We’ll consider all entries. ◆ Ronnie Hogan 1947 Ford DeLuxe Hammond, Indiana “I’m a 64-year-old Vietnam veteran who’s always had a love for cars. This ’47 Ford DeLuxe is a three-year project. When I found the car it was almost stock.” We asked Ronnie Hogan if he was sure it’s a ’47 because his Ford has parking lights like a ’46. Ronnie assured us it was an early ’47 Ford DeLuxe and then proceeded to tell all about the modifications he’d made. The stock straight axle was swapped for a Mustang II IFS, giving it power steering and power disc brakes. In place of the stock ’47 Ford Flathead V-8 there’s a 300hp, 350-inch Chevy crate motor sourced from NAPA with a Lokar-shifted TH350 automatic transmission. The 9-inch Ford rearend has 3.00 gears with 11-inch drum brakes. Speed Pro gauges stuffed into a fully chromed dashboard monitor water temp, oil pressure, voltage, revs, and speed.
CLASSIC INSTRUMENTS TECH TIP When installing a temperature sender, make sure to install it in a location away from heat sources (i.e. exhaust), preferably in the intake manifold or thermostat housing. Also, make sure to use the temperature sender with the correct thread size. Using bushings to adapt the thread of the sender to the engine will not allow the sender’s probe be fully submerged in the coolant and a vapor pocket will form. The vapor will be much hotter than the coolant (since it is not being cooled by the radiator) and cause high readings on the temperature gauge. Mounting the temperature sender close to the exhaust will also cause high temperature gauge readings. This is because the exhaust reaches very high temperatures that will influence a nearby sender causing readings of up to 10 degrees high.
122 JANUARY 2015 I STREET RODDER
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THE EASTWOOD COMPANY (800) 345-1178 eastwood.com
BY JOHN GILBERT
Brushing Aluminum x It’d be a safe bet; not in a million years would anyone guess Alexa the ’64 Ford show car built by the Alexander Brothers and the ’27 Ford Track T known as the Hot Rod to Hell would have one thing in common. Linking the two cars are custom hand-formed hoods made by Robert Marianich. As a young employee with the Alexander Brothers in 1964 Marianich fabbed Alexa’s hood, and then 50 years later, after a lifelong career as an acclaimed industrial designer, Marianich designed and fabricated the Hot Rod to Hell’s one-off aluminum hood. When I picked the hood up I asked Marianich for his method how to impart a brushed aluminum finish so the process could be shared with STREET RODDER’s valued readers.
)The first step before working or brushing sheet aluminum is the tension of the alloy must be broken with a Rhynalox 80-grit DA disc (PN 19619). )Step three requires the use of a sanding block loaded with 220-grit sandpaper. Straight line grooming the aluminum is done by moving inline from front to rear.
Source It •The Eastwood Company (800) 345-1178 eastwood.com
124 JANUARY 2015 I STREET RODDER
)The second step is to buzz the entire area with a Rhynalox 120-grit DA disc (PN 19616). A particle mask should be worn at all times and in between steps the area should be blown clean. )To access hardto-reach curved and hidden areas holding the 220-grit sandpaper folded over twice for rigidity worked great.
EASTWOOD TECH TIP: When changing oil in the daily driver, muscle car, street rod, or lawn tractor, write the mileage or date (for you guys who have “broken” speedometer cables) on the filter to assure regular oil change intervals.
)Step five using a Scotch-Brite durable hand pad (PN 15130) is the final abrasive step to achieving a brushed aluminum finish. If a tighter grained finish is desired, use an ultrafine Scotch-Brite pad.
)Use Eastwood PRE (PN 1041) followed with compressed air and a clean rag to remove oil stains and brighten the aluminum into a consistent sheen.
SHOP MANUAL BY RON CERIDONO
A Pointless Question Q I’m building a ’30 Model A roadster with a ’48 Ford Flathead V-8. The car is being built to look like it was assembled in the early ’50s. The engine has been rebuilt and has been mildly ported, it has an Offenhauser standard dual-carb manifold so the generator mounts in the stock location, and it has the stock cast-iron heads. I’d like to keep the original distributor and convert it to electronic operation. Is there a way to do that and keep the appearance of the original? If the distributor can be converted to electronic, will the ignition timing and vacuum brake functions remain the same?
)Typical of Ford Flathead frontmount distributors, ignition timing is adjusted by moving the small rectangular plate that is secured by the hex-head screw (bottom arrow). The vacuum brake, which is sort of a reverse vacuum advance, is adjusted with the screw and locknut at the top of the housing (top arrow).
Steve Payne Via the Internet
A You’re in luck, PerTronix, the manufacturers of those nifty little kits to eliminate points (they also offer a variety of complete distributors and other ignition components) just introduced Ignitor kits to eliminate points for ’42-48 Ford Flathead engines with two-bolt front-mount distributors. Kits are available for: 12V negative ground, PN 1285LS; 6V negative ground, PN 1285LSN6; 12V positive ground, PN 1285LSP12; and 6V positive ground, PN 1285LSP6. All these kits feature the latest PerTronix lobe sensor technology, which means the original breaker cam for the points triggers the electronic pickup. 126 JANUARY 2015 I STREET RODDER
)This is the unit that takes the place of the stock breaker plate and points. The sophisticated circuitry of the Ignitor II senses the lobes on the breaker cam and fires the coil.
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SHOP MANUAL
)Believe it or not this scuzzy example of an early Flathead distributor came off a running engine. Note the support for the shaft that is riveted to the breaker plate.
)The distributor shaft has a tang that fits into a slot in the end of the camshaft. Thanks to a slight offset the distributor can only go in one way.
)These are the components of the vacuum brake. A spring-loaded piston acts on a disc that limits the amount of mechanical advance in low vacuum, low-rpm situations to prevent detonation. The adjustable preload on the spring is used to adjust the advance curve up to approximately 2,200 rpm. )This is the distributor shaft assembly—the rotor slips on the left end; the small diameter portion rides in the shaft support attached to the breaker plate, the advance mechanism is in the middle, and the large diameter portion of the shaft rides in a bushing in the housing.
)The PerTronix assembly drops in place and is held in there by the stock wire retainer. Note the bushing that provides support for the distributor shaft.
128 JANUARY 2015 I STREET RODDER
)As with the points system initial timing is with the screw and plate on the right of the vacuum brake—the screw slides in a slot rotating the pickup, which alters the timing. From the outside the only clues to the conversion is lack of the stock condenser and there are now two wires coming out of the distributor—minor details that most won’t notice. On the other hand, performance will increase while periodic adjustment and replacement of the points and condenser are eliminated. To get more information contact PerTronix at (909) 599-5955 or go to pertronix.com.
Guide to Building a Street Rod The latest in the series from STREET RODDER magazine M
Guide to Building a TriFive Chevy Follow along as Woody’s Street Rodz builds the 2011 AMSOIL/ STREET RODDER Road Tour car from the ground up. You’ll see the latest techniques in everything from frame construction, suspension improvements, running gear updates, engine swaps, interior refinements, electrical system improvements as well as paint and body work tips to and including applying traditional flames. $19.95 + S&H
A Guide to Building a Hot Rod Highboy Roadster Pickup
Building a
HOT ROD HIGHBOY
I N E G A Z M A
A Guide to
ckup
Roadster Pi
INCLUDES ASSEMBLY STEP-BY-STEPS: INSTRUCTION n
GUIDE TO BUILDING A A Guide to
’51 FORD A G
A
Z I
N
E
Building a ’51 Ford
The 2013 AMSOIL/ STREET RODDER Road Tour ‘51 Ford project began with a Fatman ’49-51 Ford chassis INCLUD-ES: ASSEMBLY INSTRUCTIONSbing complete with Plum P and STE ust BY STEP ❱ Engine ❱ Driveline ❱ Brakes ❱ Exha l stainless steel Interior ❱ Electrica Chassis y and Paintwork ❱ Final Details ❱ Bod IFS control arms, front and rear sway bars, a Flaming River manual rack-and-pinion, QA1 Proma Star adjustable shocks, Wilwood disc brakes, a Dynotech driveshaft linked to a Ford 9-inch fitted with 4.11 gears and a limited-slip differential. Not to mention that our shoebox is powered by the latest from Ford Racing Performance: the EcoBoost 3.5L twin-turbo V-6 and a Ford 6R80 automatic overdrive. The Honest Charley Garage crew went to work on the body, using Dennis Carpenter Ford Restoration patch panels and shaving the taillight spears. You also may notice the top chop, 2 inches in front and 3-1/2 inches in back, and that the car is channeled. The result, a full custom ‘51 Ford Tudor that only took HCG ten months to complete, which includes installing an HCG custom interior with custom dash, bucket seats and a magnificent center console. Shoebox Ford lovers will need to own this book! $19.95 + S&H
Suspensio s Chassis and bing Brakes s Plum s Driveline s s Interior ust s Body s Paint Chrome s Exha sÈPolish and Details Final s rical s Elect
This manual shows how to build yourself a hot rod roadster pickup with the looks of a vintage hot rod but the modern performance found in today’s components. We document the construction of this hot rod roadster pickup while at the shop of Zane Cullen’s Creative Concepts, one of the country’s premier builders. Based on a custom Shadow Rods ’32 Ford chassis with an I-beam frontend, Super Bell spindles, steering arms, Wilwood disc brakes and a 427-inch small-block Ford engine. The enhanced Model T (’27) roadster pickup body is shaped to fit the more robust dimensions of the ’32 Ford frame. $19.95 + S&H
Guide to Building a ’40 Ford A complete start-to-finish manual on building a classic ’39-40 Ford. Using an all-new Dennis Carpenter Ford Restoration Parts body for our Road Tour coupe, this book covers all phases of construction from the ground up. This manual includes chapters covering the chassis, engine, driveline, brakes, cooling, bodywork, paint, interior, and more. $19.95 + S&H
Building a ’49-54 Chevy A trendsetting guide to building the hottest new cars on the street rod scene —’49-54 Chevrolets. With quality construction and attention to detail Woody’s Hot Rodz is known for, the ride and handling offered by the Art Morrison chassis and the performance of the Smeding “stroker” small-block and Gearstar overdrive automatic our ’52 Chevy sets the standard for a new era in street rodding. In short it combines contemporary road manners and passenger comfort with classic ’50s automotive architecture. $19.95 + S&H
A Guide to Building a ’33-34 Ford A detailed look at Ford’s milestone Model 40 for 1933 and 34. Starting with Henry’s gamble to develop an entirely new car on the heels of the Deuce, we trace the development of the Model 40, detail the difference between ’33s and ’34s, and look at the impact they had on hot rodding. We then document the construction of an American Speed Company Speed33 from start to finish. $19.95 + S&H
A L S O ST I L L AVA I L A B L E A R E T H E S E G U I D E S F R O M T H E S E R I E S
$19.95 + S&H
$19.95 + S&H
$19.95 + S&H
$19.95 + S&H
$19.95 + S&H
Available for purchase at 1-877-775-0800 or www.amazon.com
Fit, Finish, and Performance... Plus Our Patented Leak Free FIange
Over 160 Stock Designs & Custom Fabrication for Your Unique Street Rod Project
Heavy Duty Down-the-Road Quality, Made in the USA
SMALL BLOCK CHEVY
CC17
CPLS
CC1T
TWISTERS!
SB Chevy in’64-’67 Chevelles, Malibus & El Caminos Great ground clearance & performance with both auto and manual trannys. All installation hardware is included. For angle plug heads, specify CC17AP.
LS engines in Street Rods with R&P Steering
Model T’s & A’s and ‘40s cars.
We Build ‘em for Any Engine with Any Tube Size You Want!
Plain Steel from $335 HiTemp Ceramic Silver from $505
Plain Steel from $455 HiTemp Ceramic Silver from $645
New full length design for LS series engines in Street Rod and other chassis. 1-5/8” tubes. For 1-3/4” specify CPLS134.
BIG BLOCK CHEVY
Extremely tight fitting design for minimal hood or fenderwell clearance. Great choice for pinch nose frames. 1-1/2” tubes and 2-1/2” collectors. Plain Steel $275 HiTemp Ceramic Silver $445
CADILLAC
BB8
C5 & 5A
CAD 500
‘67-’87 Chevy pickups.
‘32-’48 & ‘27-’31 Cars and Trucks.
Blockhugger design for the big Caddy in Street Rods and many other cars and trucks without a crossmember under the engine center. 1-7/8” tubes and 3” collectors. Includes all necessary hardware.
Work with 396-502 engines in these popular late model trucks. Clear all stock steering and chassis components. Includes all hardware required for installation.
Proven performers with great ground clearance. Work with front or side motor mounts and any steering setup. For ‘27-’31 vehicles, order C5A. Both part #’s have 1-7/8” tubes and 3” collectors.
Plain Steel $365 HiTemp Ceramic Silver $535
Plain Steel from $405 HiTemp Ceramic Silver from $615
FORD
FF394
FF390 & 391
‘32-’34 Cars, ‘49-’54 Ford & Mercury Cars.
Ford FE Engines in ’61-’66 Thunderbirds
Three tube header works in stock and modified chassis. Fits early engine with cast iron bellhousing, and later engines. For trucks, see the FF3 on our website. 1-1/2” tubes and 2-1/2” collector.
Big 1-3/4” tubes and 3” collectors for 352/390 blocks in classic T-birds! Use with PowerMaster #9506 or similar compact starter for better right side clearance. Includes all necessary installation hardware.
Ford FE Engines in ‘60-up Full Size Ford Cars Tight fitting design clears starter and steering. Use with PowerMaster #9506 or similar compact starter for better right side clearance. Includes all necessary installation hardware.
Plain Steel from $365 HiTemp Ceramic Silver from $535
Plain Steel from $365 HiTemp Ceramic Silver from $535
ROADSTER HEADERS
CRSLS1 Classic swept back design for LS engines in outside chassis applications. This design is also available for other engines by custom order. All our Roadster Headers come with 26” long turnouts with internal mufflers. Other lengths are available. HiTemp Ceramic Silver from $839
Plain Steel from $1360 HiTemp Ceramic Silver from $1500
MOPAR
DD4&5 ‘28-’41 Cars and Trucks.
Plain Steel from $365 HiTemp Ceramic Silver from $535
FH1
Plain Steel from $320 HiTemp Ceramic Silver from $490
Sanderson’s unique headers for roadsters and other fenderless street rods. They run as good as they look, and they’re available for all classic and modern engines (Chevy SB shown). Twisters come complete with glass pack inserts for street use.
Sanderson headers are available to fit all factory cylinder heads and most aftermarket brands. Flanges designs vary, so we need to know what you have to ship the right parts!
For SB Hemi (231330 cu.in.) in Model A and up prewar chassis. Tubes drop straight & collector is tight to the oil pan. DD4 has flange for 14-3/38” bolt centers, DD5 is for 14-3/4”. Plain Steel from $365 HiTemp Ceramic Silver from $535
FORD
FF6 Ford Compact Car Headers That Really Fit! Use with 289/302 & 351 motors in Falcons and other ‘60’s compacts with shock towers and stock steering. 1-1/2” tubes & @-1/2” collectors. Please specify type of engine and tranny when ordering. Plain Steel $320 HiTemp Ceramic Silver $490
All of our headers are handcrafted in our South San Francisco, CA factory. Please allow 2-3 weeks for delivery.
1-800-669-2430 www.sandersonheaders.com
517 Railroad Avenue South San Francisco CA 94080
2014 Road Tour Schedule THE ROADTRIPPERS.COM TRIPLE CROWN CHALLENGE
1 2 3 4 5 6 7 8
JUNE 7-15 THE VINTAGE AIR TOUR Vintage Air, San Antonio, TX, to the 50th L.A. Roadsters Show, Pomona, CA. JUNE 13-22 MSRA BACK TO THE 50’S WEEKEND TOUR The 50th L.A. Roadsters Show, Pomona, CA, to Back to the 50’s, St. Paul, MN. JUNE 20-29 THE AEROMOTIVE TOUR Back to the 50’s, St. Paul, MN, to the NSRA Rocky Mountain Nationals, Pueblo, CO. JULY 18-26 THE EASTWOOD SUMMER CLASSIC TOUR The PPG Syracuse Nationals, Syracuse, NY, to the Eastwood Summer Classic, Pottstown, PA. AUGUST 9-16 THE AUTOPALOOZA.ORG TOUR A Week on Woodward Avenue, near Detroit, MI. AUGUST 30-SEPTEMBER 6 THE SHADES OF THE PAST TOUR The 60th NHRA U.S. Nationals, Indianapolis, IN, to Shades of the Past, Pigeon Forge, TN. SEPTEMBER 5-14 THE DYNAMAT TOUR Shades of the Past, Pigeon Forge, TN, to the NSRA Nationals North Plus, Kalamazoo, MI. OCTOBER 31–NOVEMBER 8 THE SHERM’S CUSTOM PLATING TOUR Sherm’s Custom Plating, Sacramento, CA, to the SEMA Show, Las Vegas, NV.
The 2014 AMSOIL/ STREET RODDER
ROAD TOUR hits the road again this summer with more scenic drives and family fun at event destinations.
XEight tours will be available
for you to enjoy this year, so come along for the ride! For registration forms or more information, visit www.streetrodder.com, call the Road Tour hotline at 800.664.1362 or email your questions to roadtour@ streetrodderweb.com.
2013 AMSOIL/STREET RODDER Road Tour participants line up at Bonneville at the end of the Speedway Motors Tour, August 12, 2013.
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And You Only Need To Know One Part Number. When we pioneered the first all inclusive engine accessory drive system over ten years ago, looks weren’t our first concern. Our primary goal was to build a compact, super tough, super efficient drive system that could take the punishment of serious horsepower and long distance cruising. After hundreds of thousands of miles of road and track testing and years of proven performance in our customers’ cars, we know we have achieved our goals. And you know, we think they look pretty cool too! The foundation of Front Runner systems are the mounting brackets. Because the number one killer of drive train components is rotational harmonics, even the slightest movement or flex will fatigue and destroy the system. Our exclusive machined 6061 T-6 aluminum “truss“ bracket becomes an extension of your engine block eliminating harmonics and providing totally solid mounting of all system accessories. Plus, it requires no head attachment points allowing you to use any intake, exhaust system or deck height. So you don’t need to spend hours trying to figure out and source your drive system. Just call our tech line or your dealer and tell them which engine you’ve got. It’s just that simple. Front Runner Engine Drive Kits Are Available For: Small Block Chevy, Big Block Chevy, LS Series GM, Ford Small Block and Ford Coyote 5.0L
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Power Steering Hose Kits We have designed a variety of power steering hose kits that solve the fitting identification and clearance problems typically found with hot rods.
All of our hose units have the correct ends no adaptors are necessary Transmission Cooler Hose Kits
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