Hot Rod - August 2017.pdf

REBUILD A POSI FOR BETTER BURNOUTS

RRETURN ETURNOFTHE OF THE

CHALLENGER T/A

THE NEW FACE OF MUSCLE CARS HOWTHESEBUILDSPUSHTHELIMITS

ROADSTER SHOP REIMAGINED STEEL 1969 INFERNO CAMARO O

TIMELESS TIMELESSKUSTOMS KUSTOMS TURBOCHARGED + SUPERCHARGED 1965 VICIOUS MUSTANG

AUGUST 2017 1,000HP TR RACK LEGEND D BLOCK PREP P RETURNS

REDUCING TWINO OHIO GEORGE'S ENGINE FRICTION N CHARGED V8 IC ICONIC GASSERS

24 32

ON THE COVER: Is this the new face of muscle cars? From the reimagined sheetmetal of the Inferno Camaro to the wild, twin-charged engine of the Vicious Mustang, Roadster Shop and Timeless Kustoms put a new spin on classic favorites and prove there’s no limit to muscle-car innovation. Photography by Robert McGaffin and Drew Phillips.

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Contents

08] Exchanging Cable TV For a New Project Car 10] Bob Reisner’s Twin-Everything Roadster 12] AJ Bohata Presents “Medieval One” 14] HOT ROD Through the Years 16] Take 5 With Kenny Youngblood 22] Ryan Brutt Finds a 1970 Chevy Nova 24] John Wilcus’ Reimagined 1969 Camaro 32] ’65 Mustang With a Twin-Charged Coyote V8 42] The Brains Behind the Cars Movie Franchise

84 48] Driving the 2017 Dodge Challenger T/A 392 54] Factory Five’s Type 65 Coupe 60] VGJ Talks About His Formula Drift Mustang 68] Build a Coyote Engine to Handle 1,000+ HP 84] Rebuild a Posi Unit For Better Burnouts 93] Daily Driver Diaries: Dress For Success 94] George Montgomery’s Iconic Willys Gasser 96] How to Keep Grounds From Corroding 102] Helping a Rat Rod Smoke the Tires, Part 2 112] Marlan Davis Answers Readers’ Tech Questions 116] Go-Fast Parts For Your Ride 122] In the Words of Freiburger…

& ERVICE CHS S : N IO T N ATTE ON TE COLLISI

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EDITORIAL Network Content Director Douglas R. Glad Editor-in-Chief Evan Perkins Managing Editor Phil McRae Senior Technical Editor Marlan Davis Senior Editor Thom Taylor Feature Editor Brandan Gillogly Staff Editor Phillip Thomas Video Host & Producer Mike Finnegan HOT ROD Garage Hosts Tony Angelo Lucky Costa Tech Center Manager Calin Head Contributors Norm Brandes, Ryan Brutt, Jefferson Bryant, Mark Gearhart, David Hakim, Bradley Iger, Robert McGaffin, Elana Scherr, Drew Phillips, Dave Wallace, Alex Wong ART DIRECTION & DESIGN Art Directors Ryan Lugo Roberta Conroy Tom Donchez

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ON THE WEB CarCraft.com CircleTrack.com ClassicTrucks.com HOTROD.com MoparMuscleMagazine.com MuscleCarReview.com StreetRodderWeb.com SUBSCRIPTION SERVICES Email [email protected], call 800/800-4681 (386.447.6385 international), or write to Hot Rod, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. For change of address, six weeks’ notice required. Send old as well as new address to HOT ROD, P.O. Box 420235, Palm Coast, FL 32142-0235. Occasionally our subscriber list is made available to reputable firms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and a note requesting to be excluded from these promotions to TEN: The Enthusiast Network, LLC, 831 S. Douglas St., El Segundo, CA 90245, Attn: Privacy Coordinator. Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2. ADVERTISING INFORMATION Please call HOT ROD Advertising Department at 310/531-9183. Related publications include Car Craft, Circle Track, Classic Trucks, Hot Rod Deluxe, Mopar Muscle, Muscle Car Review, and Street Rodder. Reprints: For high-quality custom reprints and eprints, please contact The YGS Group at 800.290.5460 or [email protected]. Back issues: To order back issues, visit TENbackissues.com. Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http://enthusiastnetwork.com/submissions/. Copyright 2017 by TEN: The Enthusiast Network Magazines, LLC. ALL RIGHTS RESERVED PRINTED IN THE U.S.A.

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STARTING LINE

Who Needs TV? I am guilty of project-car neglect. There’s no tear-inducing Sarah McLachlan commercial to that effect, but it, too, is a situation in need of remedy. Too many times, I’ve brought home a stray vehicle, a model I’ve always wanted to build—but a cheap and wretched example of the breed. The price was right; the condition was wrong. It’s a cycle as vicious as it is round, but one I’ve finally broken. Let’s be clear: I’m not saying I have never finished a car—I have, several—but more often than not, I bring home a project with a trunk full of odds stacked against me. The advanced rust, missing trim, and drivetrain maladies all handicap the project from the start. I buy it more on emotion than reason, ignoring all of the blemishes with starry-eyed optimism and tow it home—tow is the key word, as these cars rarely run. Once in my driveway, I start picking at the rusty scab that is my new project. I tear it down in preparation for the build, filling boxes with labeled Ziploc baggies—you know, so it’ll be easier to reassemble one day. Under the skin, my sub-$1,000 project cars are consistently worse than expected. Surprise! My serotonin-fueled, pre-purchase inspection missed a plethora of problems. Off come the bigger parts; body panels and a drivetrain clog my shelves, cabinets,

and hang precariously from the rafters. After months of tripping over parts, stubbing toes, knees, and various other appendages, the realization sets in that this is a car I don’t have time to resurrect from the dead. The rotisserie restoration that six months earlier seemed a breeze isn’t aligning with the few hours a week I have to wrench on the car. I find a more fitting home for the project and sell it, vowing to be more practical in the future, which I wasn’t—until now. I recently bought another cheap project, only this time cash was dispensed as a down payment and not a total sum. Coupled with a small, classicauto loan, I brought home a car that is rust-free, has a solid running engine, and a body 100 percent the same color. I canceled my cable TV subscription and took on an $85 monthly payment for a car that is at a restoration tier I can realistically take on. It’s far from perfect, and the list of things to be fixed has already rolled over to a third page of notebook paper, but that’s OK. Changing a leaky trans pan, installing brakes from this century, and coaxing more horsepower out of a tired V8 are things I genuinely enjoy doing. Besides, who needs cable TV when you can be driving and working on a muscle car? hHOTROD.COM/Evan-Perkins

[Meet my 1972 Ford Ranchero GT. Save for a carburetor swap, it’s completely stock! That will soon change.

CONNECT WITH US: [email protected] 8 HOTROD.COM/2017/AUGUST/

IN MY OPINION Gass’er Up I drove about a mile after purchase in my new-tome Ranchero before it started sputtering and coughing. My buyer’sremorse anxiety bounced off the rev limiter before I realized the gas gauge was pegged at “E.” Since when did it become kosher to sell a car with no gas in the tank? Gray Matters To do this job right, I need to constantly look back at HOT ROD’s legacy and what made the brand what it is today. Gray Baskerville is a huge part of that equation. Former staffer Dave Wallace has kindly agreed to scan and send some of Gray’s works, which I’ve had the pleasure of reading every chance I get. Cool Breeze The Ranchero has working A/C, but the system is a hodgepodge of junkyard parts. Perhaps a junkyard A/C swap is a concept needing further investigation. Big Blue Ford introduced a 572ci crate engine at the PRI show last year. It’s still in the durability testing stage and not available for purchase, but a Chevy versus Ford 572ci shootout would be rad down the line.

hHOTROD.COM/B O O CO /Brandan-Gillogly

I recently spent ssome time with P Pure Vision’s S Steve Strope ggeeking out over ssome Steve Stanfo ford renderings, aand it seemed tthere are way ttoo many great ccustom-car ideas tthat made it onto tthe page but were n never built. Anyoone want to step uup and adopt one of these orphaned project ideas?

hHOTROD.COM/Thom-Taylor

HOT ROD dreams and realities are mostly based on sedans of some sort, but today sedans are slowly going away. I wonder if GM, Ford, and Chrysler had two-door and wagon variants instead of four-doors only, if the added tooling expense would be enough to save them?

hHOTROD.COM/Phillip Thomas

During a Power Tour® TV interview, we were asked, “What’s a hot rod?” While many will point at a fenderless ’32, I’ll say it’s anything you put blood, sweat, and tears into to go faster with whatever junk you’ve got around you. The canvases have changed, but the attitude has not.

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WHERE IT ALL BEGAN

Bob Reisner’s “Invader” Twin-Everything Roadster HOT ROD Archives

One of the things we’ve always liked about this alternative shot from the Invader feature from HRM’s July 1967 issue is that in spite of this being a twin-Pontiac engine, twin-Hydro transmission, twin-Jaguar rear, custom-bodied show car, it was built to be driven. And

10 HOTROD.COM/2017/AUGUST/

in that context, it’s so exotic and a striking shortcut to top-down sublimity as anything plying the highways of our hot rod hearts. Yeah, it’s kooky from our 2017 perspective, yet 50 years after its creation, it offers up a challenge to stretch your imagination and

definition of what a hot rod is and can be. Bob Reisner’s aluminum roadster is also one of those unicorns winning the America’s Most Beautiful Roadster title twice, in the days before the rules mandated you make major changes to your winning roadster to

There’s always time for a shine.

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be judged for a second title. Yes, a lot has changed in 50 years, but the image of a wild roadster cruising through town still holds the same fascination and pleasure now as it did then. hHOTROD.COM/Thom-Taylor

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RODDIN’ @ RANDOM

Hot Rod Anything!

Medieval One

Anthony Costello and AJ Bohata

Behind the water-jet-cut swords and middle-ages-proof grille sits a compact radiator and evaporator— yes, the Medieval One has Vintage Air A/C!

Mickey Thompson 26x10.5-inch tires are wrapped around a set of oneoff 15-inch wheels by Bohata. An old-school drop axle handles the duties up front, supported by radius rods and a transverse monoleaf. Bohata also designed his own reverser box in the steering column so he could mount an off-the-shelf steering rack on the backside of the suspension.

DO YOU HOT ROD EVERYTHING? 12 HOTROD.COM/2017/AUGUST/

Each header is comprised of nearly 900 TIG-welded scales and also features CO2 blasters for local shows.

If you’ve hopped up anything that’s not a car, let’s see it! Hot leaf blower? Bitchin’ gas grill? Customized kitchen cabinets? Anything goes. Email pics and details: [email protected].

Starting as a re-skinned propane tank, Bohata designed the face shield and exterior himself. Hydraulic rams lift the mask, while the helicopter-like steering column swings out of the way for easy access to the seats. The canon is for show (for now), blasting CO2 clouds at crowds with no harm. Two 20-gallon fuel cells flank the helmet, giving this knight plenty of range. The rear tire is a 33x19.5-inch Mickey Thompson.

You can keep tabs on AJ’s handiwork on Instagram: @bohata_design_inc.

When your fabricator says, “Just trust me, I’ve got the perfect project for you—but you can’t see it until I’m done,” it’s usually something unique and off-the-wall. Bohata Design Inc., out of Long Island, New York, is about as off-the-wall as it gets. If you need a 75-pound, fully functioning tattoo machine (with a giant needle and solenoid), AJ Bohata’s your man. If you own a waste-management company, he’ll build you a one-off, radio-controlled, BBQ-grill-carrying trash truck for tailgate parties. And if you’ve got a little bit of a knight’s spirit in you, he’ll build you this: “Medieval One.” The chassis is laser-cut from 2x4x3⁄16-wall rectangular tubing, jigged up and TIG-welded in-house. Up front, Medieval One uses a traditional drop axle with radius rods and a transverse monoleaf, while the rear axle uses air-ride suspension with stainless-steel axes flanking the wishbones. Beyond that, nothing is conventional about Medieval One: The wheel centers were designed by Bohata before being water-jetted and welded to blank wheel barrels. Each header is made up of nearly 900 scales, laser-cut before being shaped en masse with custom die and a lot of tedious hammering. Once the scales were formed, all 1,800 were tigged together to create a pair of CO2 fog–spewing snakes, which hang from the Weiand 6-71 supercharged, 355ci small-block. Bohata also created a one-off accessory drive that mounts the power steering, air conditioning, and alternator low in the chassis, which keeps all eyes on the tower of power with its meat-slicing blower pulley and medieval-crest air cleaner. The helmet is a re-skinned propane tank, using 1⁄16-inch steel to save weight (curb weight is around 3,600 pounds) while also incorporating the changes needed to create a knight’s helmet. Mounts were built for the hydraulic actuators and a helicopter-like interior was built so everything could be contained behind the articulated face shield (which doubles as the door). Pertinent info (oil pressure, water temp) is kept on the swing-out steering column, while an overhead panel contains controls for the air conditioning, lights, and more. The fabricated face shield not only looks ready for battle, but Bohata even used automotive safety glass so it’ll handle hordes of road-ragers. Out back, what looks like a 15th-century cannon is actually a massive CO2 cannon—mostly for show. Being the hard-knock fabricator that Bohata is, he practically built everything from scratch. What few things his small Long Island shop couldn’t handle (mostly fitting CNC, laser-cut, and water-jet machines under the roof) are unequivocally outweighed by what he and his son churned out. There are hundreds of hand-hammered rivets, acres of English Wheeled steel panels, and enough stainless weaponry on board to settle any road-rage disagreement you can imagine. Which could happen, as Bohata made sure Medieval One earned those yellow New York plates. Now the car (if that’s the right word to use) resides with its new owner in Florida, who calls up Bohata every so often when he finds some new steel detail or medieval weapon that he hadn’t noticed before. hHOTROD.COM/Phillip-Thomas

Readers’ Projects Want to share your car with the whole world? Send photos and info to [email protected].

Ron Young // Pawnee, IL

Jacob & Tracy Strong // Ypsilanti, MI

His late father’s 1959 El Camino sat for some 30 years, but Ron recently began bringing it back to his old man’s standards.

Jacob and his father-in-law shaved this Mystic White Pearl Blue Oval Galaxy 500 XL’s firewall, trim, and door handles and built a one-off wood and leather interior.

HOTROD.COM/2017/AUGUST/ 13

The HOT ROD Archives

HOT ROD Archives

RODDIN’ @ RANDOM

1997 20 YEARS AGO

August 1997 (128 pages, $3.50): Remember when a 557-inch rat motor was considered “way big”? Editor Ro McGonegal announced a yearlong historical series commemorating HRM’s upcoming 40th anniversary and personally penned the history of Stone, Woods & Cook. Rob Kinnan took readers inside the then-new Camaro and the mind of Annette Summer, the first female Fastest Street Car star. Along with Feature Editor Kinnan, the masthead lists Managing Editor Amy Diamond and Publisher’s Assistant Mimi Hirata, all three of whom still work for TEN: The Enthusiast Network in 2017.

1977

40 YEARS AGO

August 1977 (116 pages, $1.25): Our venerable Roddin’ At Random department plugged a new consumer organization dedicated to repealing the hated 55-mph national speed limit and shared predictions by unnamed GM and Ford sources that their respective V8s would be extinct by the mid-1980s. We traced the brief history of the red-hot Blue Max team that upset Don Prudhomme to win the 1975 U.S. Nationals. Editor John Dianna’s column welcomed veteran motorsports photojournalists Bob McClurg, Joe Scalzo, and Dave Wallace to his race-oriented staff.

60 YEARS AGO

1957 14 HOTROD.COM/2017/AUGUST/

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August 1957 (76 pages, 25¢): That’s the front half of Tommy Ivo’s T-bucket sharing a cover with stock cars. Inside, we bemoaned Detroit’s wholesale withdrawal from sponsoring and promoting auto racing as of July 1, when the Automobile Manufacturers Association (AMA) ban took effect. Coverage of the latest Indy 500 and Plymouth Trouble Shooting Contest was included in “Everybody’s Automotive Magazine.” Wally Parks’s editorial criticized the cash awards being offered by “unscrupulous” rivals of his NHRA, whose events still posted donated merchandise exclusively. hDave Wallace

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RODDIN’ @ RANDOM

Take 5 With

KENNY

YOUNGBLOOD

hHOTROD.COM/Thom-Taylor

HRM] Let’s start by asking about your first dragster in the mid1960s, an A/Gas dragster… KY] A/Fuel! A/Fuel, please! When I started building my first dragster, I thought it would take a while, so I thought I’d start with A/Gas. It took a year or so to finish, so in my mind I’m going faster and faster, so by the time I finished it had to be with nitro.


HRM] Were you any good? KY] I believe I was great at driving, but not so good as a mechanic. Deep down I knew it wasn’t what I was supposed to be doing. I felt like the kid with his hand in the cookie jar, but there was nobody else to drive the thing and it was like being in the Army—I did it, but I wouldn’t do it again. HRM] But you love drag racing— isn’t driving the ultimate? KY] Yeah, but that’s not what the good Lord wanted me to do. I got out of it in 1969. But I had another opportunity; with my partner from the 1960s, we built a beautiful nostalgia dragster in 2002. I was fitted for the car and it was tempting, but all along I knew I shouldn’t do this and Tom Poindexter drove instead. There’s nothing like stepping on that tire, putting my legs down into a slingshot, and sliding down into that seat with my legs over the rear end—it’s a real sensual experience. HRM] That sounds like you feel you should have stuck with it? KY] To me, there’s three kinds of drivers: there’s guys like me having fun and doing a good job. I really didn’t care who won or lost, and if they beat me it didn’t bother me; then there’s guys that want to win but don’t have the talent or the money; and then there’s what I call killer-instinct drivers, the Parnelli Jones, Shirley Muldowney, Don Garlits of this world that have to win. Second Place means nothing. That certainly wasn’t me. HRM] What was your first dragster like—maybe a little crude? KY] I found a used, sturdy Pete Ogden chassis with an Eddie Potter aluminumtailpiece body, 150-inch. It didn’t have a motor plate, it just had a piece of body aluminum, which I thought was unusual at the time, but I left it that way. I’d go to Blair’s Speed Shop and

Thom Taylor and Kenny Youngblood

Kenny Youngblood is a complicated guy. He’s most recognizable as the premiere motorsports artist. You’ve seen his work even if you’re not into art, because he’s done race-car graphics for more than 50 years, including a lot of early Funny Cars needing an artist’s touch to mimic headlights and grilles on flopper bodies. His art, posters, and prints have been around for decades, and you probably have some framed in your house. He also drove A/ Fuel dragsters in the 1960s. He has managed numerous racing teams, including a couple of Top Fuel efforts. He started a Christian counseling ministry called Always An Answer. He says, “I love the Lord, but you’d have to knock me out and drag me to get me into a church.” See what we mean? He’s represented major companies with his hand-drawn, personalized, giveaway drawings at many races and events. He most recently put his online Fuel Coupe Magazine on hiatus, a project he churned out monthly for two years. And he’s an author. He’s finishing up his first book on relationships and has more on his list. He’s got lots of stories from the golden age of drag racing, too, so we’ve included a few along with how he ended up being the Michelangelo of Motorsports.

buy parts and pieces. My technical knowledge came from advertising and articles I read in HOT ROD. If a product had a name I recognized, I’d buy it, but my enthusiasm far exceeded my knowledge. Unbeknownst to me, I was buying either the wrong parts or junk parts for the engine I was putting together. HRM] Were you and the car any good? KY] With the help of my partner, Fred Smith, we got the car running pretty good. One day we go to Irwindale and Fred had her tuned even better, and I knew we were going to go 180 mph. But not only did I not have a motor plate and have junk parts in my motor, back then fire boots weren’t mandatory—you had to have aluminized fire suits like a cooking bag, but I had on street shoes. I got to half-track pulling hard and I’m thinking about 180 mph and—wham!—the rods come out of the block, cut the pan in half, and I’m engulfed in flames. When it blew up, it was like, “What do I do now?” I waited until I got to the finish line and hit the parachute and it burned

off. Then I hit the brakes and they’re hot Olds drum brakes and they didn’t work. Fortunately, I wasn’t going that fast. When you’re in a fire, it burns and stings like hell at first and then goes away because it burns the nerves. So with no motor plate, the fire is coming right at me like a chimney blowing up my pants leg. I get the thing stopped and skin is hanging from my sleeves and hands. The safety guy runs up and tries to unzip my fire suit and the zipper is hot and burns his fingers. Anyway, my ankles are cooked with third-degree burns. Steve Gibbs was the track manager at Irwindale and he came over to see me in the hospital and visited a couple of other times the week I was there. Back then, unlike today, your pit pass was your insurance policy, and it paid for any medical bills you incurred. About six months later, I’m healed up, but God works in miraculous ways because I got drafted to go to Vietnam in 1967. I had scars on various parts of my body, but the bad ones were right around both ankles, and they told me I couldn’t wear boots, so they wouldn’t

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RODDIN’ @ RANDOM

take me. I believe the good Lord made that happen to keep me from going to Vietnam. If I had a motor plate, boots, or good parts, nothing would have happened—all three of those things had to be in place. But we weren’t done. HRM] You didn’t stop after that? KY] No. I think I hold the record for the longest start-to-finish run without crashing with no steering. While I was in the hospital, I designed another car. I couldn’t afford a Woody Gilmore car because that was top of the line, but a friend had a Woody chassis. I measured every tube and angle and did a blueprint drawing. I had Fred Crowe’s fabricator build the car from my drawings. It handled like a dream and we started racing again, although this time I got the best fire suit and boots, and if anything went wrong on a run, I’d shut it off faster than anybody because I didn’t want to have problems again. My inexperience almost got me again. This time I bought all the nice stuff, but I’m a bit of a fabricator myself. I needed a steering arm to go on top of the spindle to connect the draglink, so I made one out of 1 ⁄4-inch T6 aluminum to save some weight. But because the axle is laid back so far, if you turn hard left or right it slowly twisted the little steering arm I made. I didn’t know until I made the turn around to stage at Irwindale—the arm cracked and fell off. I dumped the clutch and, man, it took off, but started wandering around. I’m correcting and it’s not responding. I get to half-track and it starts taking a move to the guardrail, so it was either get out of it or hit the fence. I lifted and it corrected back to the right, because we had the torsion bar tweaked to the right to compensate for the engine torque. Letting go of the steering wheel would slowly make it turn to the right by itself. I think I’m correcting it, so I hit the hammer again and go through the lights at more than 180 mph. I’m wandering through the lights going side to side wondering what is wrong. I hit the parachute, kill the motor, yank the steering to the right, and it just spins in my gloves. I got out of the car and my partner comes down and yells at me, “Why did you lift, you’re always lifting.” I pointed at the tie rod sitting on the ground and said, “Because of that!” He looks at it and says, “Well, Prudhomme wouldn’t have lifted.”


HRM] That was finally it for your racing career? KY] Well, those incidents and a few others led to me thinking Fred wasn’t a good tuner and he thinking I wasn’t a good driver, so we split up. In the meantime, my buddy, Greg Messenger, had a B/Fuel Desoto dragster that belonged to Bob Brooks and he asked me to do the lettering after Dick Olson painted it. I painted a little hippie on the cowl because it was the late-1960s and dope smoking was cool. When he took it back to Dick for the clearcoat, Dick told me he was tired of waiting in line at Tom Kelly’s for lettering; at the time, Kelly was the man—still is, in my opinion. He asked me to do lettering there. That started everything for me. They did fiberglass repair and regular repairs, but did race cars, too. They built the “Beach City Corvette” and other cars right there. HRM] Had you done lettering on the side before? KY] I hadn’t taken any sign-painting classes, so I’m learning the hard way, watching guys like Jack Burr at Blair’s and Steve Fineberg, but things went well. One day there’s a call and the guy says, “Hey, it’s ‘Jungle.’” So it’s Jungle Jim and he wants me to letter his car, but I had to do it at his shop. In those days, lots of racers match-raced and then came out to the West Coast for the winter and worked on their cars over by Disneyland. They were building Liberman’s car at Jack “Bear” Green’s shop, and those two were both shaky characters. At Bear’s shop is Jungle’s old, beat-up Nova body and next to it the new one. He tells me he wants it done exactly like the old one with the big Jungle Jim in gold leaf. Tim Beebe and Tom McEwen show up—their shop was right across the street, they called it the “cave.” That day a bunch of drag racers were playing cards at the cave. They’d got paid in cash for match racing and they had wads of cash. So Jungle started playing cards and every 20 minutes or so he’d check in to see how I was doing. I got done and it came out beautiful—Jungle walks in and says, “You’re going to have to take that off.” I ask, “How come?” He

says, “I told you I wanted it to be just like the other car.” I said, “It is.” He says, “No, it’s a 1⁄4-inch too low.” On the side of the body, there was a break line in the door and the bottom of the “J” on the “Jim” on the old car was right to that break. Sure enough, on mine it was a quarterinch below that line. Technically, he was right, so I say, “OK, you’re right, I’ll take it off.” I get out the paint thinner and start taking it off and he whips out this giant wad of cash and says, “Here’s for your gold leaf that you’ll need” and hands me more than I was going to charge for the whole job. I tell him I’ll get more gold leaf and come back Monday and redo it. So Monday I go back to the shop and walk into the office. He’s leaning back in a chair with his hands against his head and sees me and just about falls backward. I say, “Hey, Jungle,” and he says, “I didn’t think you’d come back.” I don’t know whether he was testing me or what, but if he was I must have passed because he became my new best friend. He’d call me all of the time and in the middle of the night. HRM] You did a lot of lettering and airbrush work at different shops, then what? KY] About 1970 Don Kirby, another painter I did work for, wanted me to meet Bob Casner. Bob was a marketing genius and had a great idea. He wanted to put a creative group together under one roof to service motorsports. A racer could get a proposal, photography, press kit, rendering, all of that. He rented a place in Long Beach and I was his artist. It was called Racing Graphis—Bob was German and graphics in German is “graphis.” Everybody always corrected us telling us graphics was spelled wrong. Bob knew everybody, Mickey Thompson, Parnelli, all of the big racers. He was my mentor and taught me how to collect on bad checks and important things like that. I had two jobs for a long time; I’d get up early and go to Racing Graphis, then go to Kirby’s race shop and letter cars in the evenings. In the morning, I’d do the same thing. I knew at some point I’d have to make a choice, and as much as I liked painting cars—and I still love

the smell of a paint shop in the morning—my artistic talents would be better spent on the drawing board, so I told Don and soon he brought Nat Quick in to take over for me. I moved into my own studio in Santa Ana and there have never been enough hours in the day to do what I like doing. I guess I was the first fulltime artist doing art and graphics for motorsports. HRM] When did you start doing the limited prints and posters? KY] In 1978 I started doing the paintings. I had done some paintings in the 1960s and never had a problem selling them. I thought there was this popularity of motorsports and drag racing that if someone had a choice of what they could hang on their wall it would be a race car instead of a flowerpot or landscape. I started making prints of some of the paintings of cars I lettered. I had done the art-gallery thing and thought it sucked, so I started a mailorder deal selling direct to the customer. It was great and the more time I gave to it the better it did. Finally, when it started to trend off a bit and the economy changed, I sold the print inventory I had in the late-1980s and moved to Vegas. HRM] That’s when you started the personalized art for corporations? KY] I came up with the idea to get corporate sponsors to use my art as giveaways. John Ewald was working

RODDIN’ @ RANDOM

for Firestone at the time, and they were doing 18 to 20 shows a year. I showed him my idea for doing four or five prints with Firestone on the tires, and then go to shows with markers, personalize it for each person, and give it to them. I started doing that and people lined up out the door waiting to get my drawings. Everyone liked that I was giving somebody something personal. I call it the “ultimate marketing tool” because people take them home and frame them with the client’s logo on them. It appeals to all ages, and even though people don’t know me, they watch me do it for them and it’s personal. So far I’ve worked for three of the top companies in America: Toyota, Firestone/Bridgestone, and PPG Paint. I still do paintings for affluent clients, what I call “Monuments on Canvas” (MonumentsOnCanvas.com). They’re expensive, and it’s tough finding customers for expensive stuff—you’ve got to find the guy that can afford it, but also likes art, and they’re becoming few and far between. HRM] And you have a counseling ministry? KY] Yes, I’m a drag-racing Jesus freak. It’s called Always An Answer (AlwaysAnAnswer.org). I’ve been counseling for 40 years. That’s the one thing on my bucket list, to get the good information out there. In this computer age, you can reach the world, so I want to take advantage of that. HRM] You’ve been involved in drag racing for decades, so what would you do to make drag racing better? HRM] It’s a simple answer and it amazes me that this is the last thing they’ll do, but the first rule of business is the law of supply and demand. When you give people what they want, the business thrives. It’s the same thing for racing: Give people what they want. Unfortunately, it seems like the last person racing organizations think about is the person who paid the money to sit his butt in the stands, so that’s the general problem. This is why we’re seeing the tremendous resurgence of nostalgia

whose goal is just to win. The first person I heard use that total domination phrase was Austin Coil. I believe when the dust settles, if he lives long enough, Don Schumacher will be the last man standing. Nobody wants it more than John Force, but Force is too emotional, whereas Schumacher is strictly a business machine. Force is an amazing guy and I have great respect for him and nobody wants it more than he does, but my money is on Schumacher.

drag racing, because it’s what people liked in the beginning that is lost— Cacklefest, push starts, cars that look like real cars, Fuel Altereds, Gassers. It’s giving people more of what they want. When you look at drag racing now, they have taken away so much of the things that made it so great. A few months ago, we did an interview with Don Prudhomme in Fuel Coupe Magazine, and I asked him what he thought about modern-day nostalgia Funny Cars. He said, “Yeah, it’s good, but they need to be putting on more of a show like we used to do, like doing dry hops.” Back in the day, there were no rules about how many burnouts you could do, so Funny Cars came up and did a long, smoky burnout and they backed up and did a dry hop. You had two cars doing a dance, and that was part of the entertainment. Then it went away. Did it go away because NHRA got letters from fans complaining? No, they did it because they wanted to get home sooner. Same with Fuel Altereds. Were fans sick of them? No, they took them away because they said they were unsafe. Well, everything out there is unsafe. HRM] Can it go back? KY] Sure! Will it? Doubtful.

HRM] Why did you stop doing your online magazine, Fuel Coupe? KY] Fuel Coupe was a labor of love. I did it for two years and loved it. It was paying for itself and making some money, but the reason I stopped was because it took a week out of my month to put together, and also because I hate deadlines. I put myself under a deadline every month, and that pressure for me is just no fun, so I did it for two years and that’s that. HRM] Is there a certain team or driver you like today? KY] I’m a huge Don Schumacher fan, and I know he’s hard to love. I tell people I’m his only fan, but I love and respect the guy because he’s a great white shark, he’s a total business man. He wants to win and dominate. When I was crew chief for [Scott] Gillman, I realized there was a higher goal than winning. If you go to a race, everybody out there wants to win. But there’s a higher goal, and that’s total domination. That means not only winning today but winning every race forever— you win everything. That’s total domination. You can say, “Well, that’s not going to happen,” which is true, but I believe if your goal is total domination you’re going to win more than the guy

I think I hold the record for the longest start-tofinish run without crashing with no steering” “


HRM] Finally, what words of encouragement do you have for young artists interested in drawing or painting cars? KY] First thing I tell budding artists is there will always be a place for handdone, traditional artwork, and if that’s what you want to do, keep doing that. Today almost 100 percent of everything is digital, so you’ve got to know Photoshop and other digital software because that’s how things are done today. For a guy that has a good eye, even if he’s not great at art, the computer becomes your tool. Just because you can’t draw doesn’t mean you don’t have an eye for it—a lot of people that can’t draw a straight line know good art. That’s why I always listen if somebody has a critique about something I’ve done because they might see something I missed. I also tell them the creative process is fixing what’s wrong. When you start a painting, it’s completely blank, so you start drawing things onto it. I believe the good Lord tells us to darken this or highlight that, so we start fixing what’s wrong, and when we can’t see anything else wrong, we say it’s done. So the bottom line is the artist must always look at his work critically because if they don’t they won’t see what’s wrong and can’t get better. I look at my work critically and know the parts I don’t like. Practice makes perfect and every time you do a drawing it’s an aggregate of everything you’ve learned. People tell me they want to get into doing art and I’ll ask to see something they’ve done, and they’ll say, “Oh, I don’t want to show you, it’s not very good.” I’ll look at it and sometimes it is good, and they have talent and they’ve been looking at their work critically, which they should. You need to keep things in perspective—you’re always going to find people that can do things better than you, but there’s more that can’t do it as well as you, so you need to remember that.

RODDIN’ @ RANDOM

Automotive Archaeology

Junkyard Jewels Visiting a friend’s junkyard in Detroit, we found an unexpected jewel: a 1970 Chevrolet Nova, which seemed out of place among all the new vehicles. It must’ve been someone’s hot rod with all the vintage speed stickers on the windows. An “SS” was on the grille, but there was no way to tell if it was legit. The cowl tag, however, denoted it as an original V8 Nova in its original color. The engine was partially torn apart, but it was orange so it could’ve been original—only the numbers on the block would confirm it or not. The interior was pretty nice, with the bench seat and automatic shift on the column—and a tach clamped on it! Too bad cars can’t talk.

Ryan Brutt

hRyan Brutt


Brandan Gillogly

Robert McGaffin

John Wilcus’ Reimagined 1969 Camaro

[The custom hood and front valence were handmade, while the grille is water-jet-cut aluminum.

hThere are a few things we can count on each year at the SEMA

Show: monorail cars with attendees packed like sardines, being exhausted by the second day, and a car debut from the Roadster Shop that will have people talking all week. It was SEMA 2016 in Las Vegas where the Roadster Shop debuted the 1969 Camaro they call “Inferno”—a project three years in the making. John Wilcus approached the Roadster Shop to build his Camaro into a show-stopping machine with custom bodywork, supercar power, and the road-holding capability of a modern sports car. The ultimate goal for the Roadster Shop was to distill the essence of the 1969 Camaro and remove the trappings of mass production.

It’s the same sort of philosophy applied to street rods and customs, but unlike a lace-painted custom or fairground-cruising street rod, this car had to bring plenty of performance potential to respect the Camaro’s road-race heritage. The Roadster Shop has developed a number of different chassis upgrades for all manner of cars, and Camaros are right in the company’s wheelhouse. The build began with one of the Roadster Shop’s Fast Track IRS chassis that uses proprietary suspension geometry based around C6 Corvette spindles and a Strange 9-inch IRS centersection with 3.90:1 gears and a Wave-Trac limited-slip differential. The full-length frame replaces the factory front and rear subframes, bolting into the car

INFERNO after the factory rear rails are removed and the floorpan is notched for clearance. Inferno was among the first to receive a Chevrolet Performance LT1 engine. Texas Speed & Performance used it as the foundation for a 416ci stroker built with 12:1 compression using Mahle pistons. The stroker short-block was topped with the LT1 heads after they were given a thorough CNC porting. LS engines have a reputation for leaving the factory with conservative camshafts, and the Gen V LT-series of small-blocks are no different. Even at 6.2L, LT1s can pick up serious power with additional cam duration, but add


10 percent more displacement along with extra intake and exhaust airflow, and a bigger cam is a must. Texas Speed & Performance stabbed in one of its custom-ground LT1 cams to better match the new 416ci V8, and the Roadster Shop fabricated a dual 3-inch exhaust that begins at a set of headers with 17⁄8-inch primaries and ends at custom-machined tips. While the engine was being assembled, the Roadster Shop team was immersed in extensive bodywork. John’s 1969 Camaro proved to be a clean donor, with solid sheetmetal except for one quarterpanel that was replaced with a stamping from Auto Medal Direct.

Once the car was stripped and repaired, it was a blank canvas for all manner of fabrication, from old-fashioned metal shaping to CNC machining and cutting. Much of the car’s modified bodywork was handbuilt from scratch, including the valence, hood, cowl, rockers, tailpanel, and spoiler. The bodywork was carried out by a team led by Alan Palmer, who also sprayed the PPG Volcano Yellow paint that was a factory color for McLaren in 2015. One of the major styling changes took place in the roof and rear window, where the Roadster Shop team planned to incorporate recesses similar to a sixth-generation Camaro. A new roof skin was fabricated and a

new window opening was mocked up to make a plug for a new rear window, with the intention of carrying the roof recesses into the glass. That plan was abandoned after a lot of trial and error, and the solution appeared just down the road from the Roadster Shop. Piper Plastics had the tools needed to mold an acrylic rear window that matched the contour perfectly and mounted flush with the C-pillars. With its custom four-wheel independent suspension and 500plus wheel horsepower, this Camaro is now tearing up tracks in the Chicago area and competing in Goodguys racing events. John plans to keep it up each year as long as the snow is at bay.

[The windshield and custom backlight were flush-mounted and the driprails were shaved to highlight the concept-car look.


INFERNO

[The direct-injected V8 now produces 540 whp.

[Bowler Transmission prepped a T56 Magnum transmission with a Quicktime bellhousing and Centerforce clutch.

[Three-inch exhaust and Borla mufflers end at machined tips in a custom valence. [A custom interior was fabricated by Avant-Garde Design in Palm City, Florida, and uses CNC-machined panels that are held into the car with powerful magnets.

[Vintage Air controls are housed in custom-machined knobs in the dash. [A one-off gauge cluster is by Dakota Digital.


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INFERNO

[Supplied with a scan of the brake calipers, Greening Auto Company designed the twopiece billet wheels to fit the car. The fronts are 19x9 inches and wear 265/30/19 Michelin Pilot Super Sports, and the rear are 20x12 inches and are fitted with 335/30/20 Michelins.

[The Fast Track suspension uses Penske doubleadjustable coilovers and 14inch Baer brake rotors on each corner. A Woodward Racing rack-andpinion, optional with the Fast Track chassis, was selected.

[Custom acrylic was also used to create Inferno’s signature taillights. They use machined acrylic lenses, billet-aluminum bezels, and a 3-D printed backing that houses LED boards.


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FIND IT AT

d, e g r a h rbocng u T , d ge Musta r a h c r SupeWidebody ly n Gillog Branda

VICIOUS

[There’s at least 1,002 hp right here.

hLike the current crop of ponycars and

sports cars coming from Detroit, Pro Touring cars are in the midst of an arms race. The battle to put the most power down has seen the proliferation of forced-induction V8s and tires as wide as original 1960s wheels were tall. That goes for both the factory’s efforts and the vintage iron that’s built to keep up with them. The latest

barrage of horsepower and handling from Timeless Kustoms in Camarillo, California, is evidenced in the Vicious Mustang, a 1965 fastback bulging with muscle and stuck to the tarmac with the very same rubber as the track-slaying Viper ACR. The Mustang came to be in early 2016 when owner Chris Marechal wanted a unique track car that could keep up with

some of the best sports cars on the market and also survive on the street. Not only did Marechal want an engine with tremendous power on tap but wanted it to be as interesting as it was durable. The team at Timeless schemed up a twin-charged Coyote V8 with a fortified long-block and potent top end inside of a custom widebody. Despite the scale of the project, they decided they’d

01] Don’t let the flat-plane crank hysteria fool you—the real magic in the GT350’s 5.2L engine is the airflow provided by its cylinder heads. This 5.1L uses those very heads, CNC-ported by Ford Performance and topped with customground Comp cams. 02] Huge 15.5-inch Brembo carbon-ceramic brakes and six-piston calipers are located out front at the end of cast-aluminum Corvette C6 control arms and spindles.

01 02

03] First-generation Mustangs are not large cars, at least not the early ones. Packaging a pair of turbochargers and a supercharger in an engine bay already filled with a DOHC Coyote was no easy task. Timeless Kustoms carefully routed exhaust primaries around the suspension and tucked one turbo into each fender, just ahead of the firewall. There’s no finding them except from beneath, and even then they’re tough to spot. 04] Airflow was of utmost importance, so a Fluidyne radiator was installed with air ducted to the vent in the hood.


03 04

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VICIOUS debut the build at the 2016 SEMA Show, just 10 months away at the time. The foundation for the engine began with a Ford Aluminator 5.0L block machined to fit 3.7-inch sleeves from QMP Racing. A Ford Performance 5.0L forged crank was bolted in with ARP studs along with Manley Pro-Series I-beam connecting rods and custom Manley pistons forged from 2618 alloy. Combined with Cometic MLS head gaskets and 57cc combustion chambers from the ported Voodoo cylinder heads from Ford’s GT350’s 5.2L V8, the 314ci V8 was ready for boost with a 9.25:1 compression ratio. The long-block was then mated to a Magnuson MP2300 supercharger with its own air-towater charge cooler to supply off-idle boost. For even more top-end power, a pair of Precision turbochargers were squeezed into the engine bay and plumbed into the exhaust using tubing bends and mufflers from Magnaflow. Once they were mounted and welded in place, the headers were wrapped with DEI insulation for improved efficiency and a cooler engine bay. Because this wasn’t a simple 289 with 300 hp, a more serious drivetrain was in order. The angry V8 is linked to an air-shifted EMCO Gears CG46 sequential six-speed manual transmission with a Centerforce DYAD clutch. Power moves on to an independent rear with a Strange 9.75-inch

[Fluidyne intercoolers are mounted in the front valence.

6.2L

HELLCAT SPECIFICATIONS • 18% flow efficiency advantage at 15k • 40% increase in Charge Air Cooler capacity • High flow intercooler water system with ¾” ID lines • Designed for the Hellcat, 5.7 and 6.4L HEMI V8 • 92mm throttle body compatible • Twin 82mm throttle body inlet upgrade available • Custom colour options available (pre-order) • Available COG belt for primary and secondary drive • Retains all factory sensors, harness and connectors • Anodized aluminium extruded fuel rails • Compatible with factory injectors, upgrades available • Cartridge style jackshaft system

VICIOUS

[Dyno tuning of the twin-charged V8 was tasked to Tunedbyn8 in Huntington Beach, California. Nathan Tasukon is well versed in tuning cars, particularly using MoTeC ECUs, and was able to coax more than 1,000 hp to the wheels at 7,800 rpm.

centersection. It uses an Art Morrison multi-link suspension with triple-adjustable RideTech coilovers and four-piston Brembo brakes. Art Morrison also supplied the front subframe, this time with C6 Corvette control arms and spindles and even bigger Brembo six-piston calipers and 15.5-inch carbonceramic rotors. Unless your goal is to win a burnout con-

test, power without traction isn’t much use. Timeless Kustoms would need to widen the stock body considerably to fit enough rubber to make 1,000 hp useful. Starting with a 1965 Mustang coupe shell and their renderings, Timeless added a Dynacorn fastback roof before flares in the fenders and quarterpanels widened the track by 2 inches on each side. The independent Art Morrison sus-

pension was then complemented with a set of Forgeline GT3C centerlock wheels. The 19x11-inch fronts wear more rubber than most cars do on the rear with 305/30ZR19 Kumho ECSTA V720 tires, the same found on the front of the Viper ACR. The rears are matching 355/30ZR19s mounted on 19x13inch Forgelines. A bright crimson belies an interior that’s

01] Shift paddles just behind the Sparco steering wheel trigger air-powered solenoids to shift the sequential six-speed.

02] A MoTeC C127 dash displays all of the engine vitals and doubles as a data logger.

01 02

03 03] Helping to package the twin-charged Coyote under the Mustang’s hood is an Aviaid dry-sump system. Aside from providing reliable oil pressure under all track situations, the dry sump allows the engine to be mounted low without sacrificing ground clearance.

04] There’s nothing behind the front seats but bead-rolled sheetmetal, a rollcage, and a fire system.


04

VICIOUS actually rather utilitarian. There’s not much for luxury, just a focus on keeping the driver and passenger safe via five-point DJ harnesses, Sparco seats, and a sturdy cage and keeping the driver in tune with the car through a Racepak IQ3 gauge cluster and paddle shifters. There’s a bit of leather upholstery on the dash, but the door panels are simple and there’s no carpet—just textured undercoating and dimple-die aluminum where the floor mats would be. The only real convenience, the Vintage Air A/C system, is hidden under the dash. With the exception of the gauge cluster and the switches, virtually everything looks like it was dipped in red. There are no back seats, and that’s fine because the cage prevents anyone from climbing back there anyway. In its place is a DJ Safety fire system. With more than enough power and plenty of tire, the Vicious Mustang has incredible potential for speed. Thanks to its independent suspension, ample flares, and realistic ground clearance, it also has usable wheel travel to actually put the power down on track. If you happen to be at an open track day in Southern California’s Willow Springs or Buttonwillow, you just might see Vicious laying down some laps.

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[Pixar’s creative geniuses, Jay Ward (left) and Jay Shuster (right) are true gearheads with impressive backgrounds. They make sure each vehicle’s details are correct in all the characters you see in Disney’s Cars movies.

David Hakim

THE CREATIVE GENIUSES BEHIND “CARS” How Two Guys With an Automotive Passion Make the Cars Animation Film Franchise Real, Authentic, and Successful

hWe love cartoons, especially if

they’re about cars and racing— you know, the cool stuff we dug as children and eventually as fully matured gearheads. With the June 16 release of Disney’s Cars 3 movie, we were interested to learn more about the folks behind the wildly successful movie franchise that’s indoctrinating young enthusiasts into our beloved hobby. The original Cars movie was released more than 10 years ago and was a smash hit with kids and grown-ups. The authenticity and attention to detail that went into creating the automotive characters are phenomenal. Even hardcore enthusiasts who may have reluctantly been pulled into the movie theater by their five-year-olds quickly realized the animators got it right. While there are a lot of folks behind the scenes who make the Cars franchise what it is, it’s the driving passion of Creative Director Jay Ward and Production Designer Jay Shuster who


are largely responsible for the series’ continuing success.

hDavid Hakim

HRM] What influenced you growing up that led to you becoming a fervent car enthusiast? JW] My father was an auto wholesaler. He’d buy them, fix them up, and sell them. He had a shop in Riverside, Missouri, a little suburb of Kansas City. I lived in California, so when I’d come visit him, I’d go to his shop and sit in the front office. He had a blotter pad and I would draw cars. I did this while he was doing things like detailing and laying out striping tape. I’d be drawing cars, drinking Coke, listening to the radio, and looking at the Farrah Fawcett poster he had on the wall. I’d also go to auctions with my dad all the time. He always had a great balance of loving old cars, new cars, and European sports cars. He even bought a Ferrari Daytona Coupe in Newport Beach, California, and drove it back to Kansas City. JS] I grew up in the Motor City [Detroit] and my father was a

designer at GM for 43 years. He designed the 1967 Pontiac Firebird emblem that went on the front fender. The house I grew up in was set up like a museum with everything he appreciated about design. It was a drag living in the house because he didn’t like kids playing with his stuff. However, I did get an appreciation of the line, material, the overall look of things. Toy trains, boats—anything mechanical—I looked at them differently. I went to the Center of Creative Studies (CCS) in Detroit for industrial design, but I took a product design path rather than automotive because I wanted something a little different than what I grew up with. By the time I went to college, I felt I had already been through an automotive design curriculum with my dad—one on one.

HRM] How did you get started in the movie business? JW] I started on Monsters, Inc. in 1999 as an entry-level assistant position in the art department. I then worked my way up as a coordinator. When Cars came along, they asked me to manage the character team process because I

understood real cars. The production on the original Cars movie began in late 2000 and early 2001. During this era, it was code-named JLP, for the John Lasseter Project. I was the first production person because they knew I was a car guy.

JS] I got my start designing characters and environment. Around 2003 I came to Pixar and began working on Cars. It was the first time I attributed drawing personality into inanimate objects. I met Bob Pauley, the designer of Lighting McQueen and Buzz Lightyear; he’s a super talented guy at Pixar and was basically my mentor in learning how to design character into cars. HRM] When the first Cars movie came out in 2006, did you know it was going to be a hit? JW] It was a labor of love for us. Pixar films are held to a very high standard of being emotional, deep-driving stories and so the film was well-loved. However, it didn’t win the Academy Award that year [Happy Feet won for Best Animated Feature]. What happened was Cars became more popular as time went on. It started out medium-loud and then kept getting bigger and bigger and bigger; toys started taking off, and within two

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years, we were planning Cars Land [an attraction at the Disney California Adventure Park]. HRM] The details on character vehicles in the movie are impressive. How do you do that? JW] We first came to the Detroit Auto Show in 2001, and numerous times after that. We met with manufacturers to do research and even went to the Dodge Viper plant. We love Detroit and its car culture. We also believe the smallest details make these car characters authentic. For example, we’d be in a review meeting and John Lasseter would ask me what would a Hudson Hornet have? I’d reply, “Twin H carbs,” and then he’d say, “We’ve got to do that.” That’s the thing: John wants to get the details right. His whole thing is authenticity. Every little thing in that film we studied and vetted, even the paint jobs having a single-stage lacquer paint or a heavy, metallic, chunky clearcoat—we think about all that stuff: what’s chrome, what’s silver, bias-ply or radial tires? We’re nuts and think about that stuff in all the Cars movies. JS] It’s pen and paper on these things for a year. On Cars 3, we designed the main character, Jackson Storm, with a clean sheet of paper. The premise being, what are the shapes contrary to Lighting McQueen? Lighting being very muscular with flowing lines and Jackson Storm being angular and sharp. Storm had to be a weapon on wheels, everything sharp and pointing to the front, then receding away creating creases and edges. Jay Ward and I worked closely together and presented these drawings to the directors on a weekly basis while getting feedback

through the process. The tedium that goes into dialing in the shading and painting of these characters always changes. We gave Storm’s glossy, yet dark, finish with an iconic “S,” which is the international sign for a hurricane. HRM] Whose idea was it to have Richard Petty’s 1970 Superbird for “The King” character? JW] The Superbird is the iconic car for him, and it had to be Petty Blue. It had to have his font for the “43” Richard Petty car, and the details Bob Pauley— the designer for Pixar—used are awesome. We actually went to the Walter P. Chrysler Museum and studied that car and realized it was nothing like the street version. We had to get the details right, like the taillight rivets, wheelwell openings, and other design cues that are only found on the actual race car. HRM] Tell us how you got Richard’s wife, Lynda, into the recording studio to do the voice of “Mrs. King” for Cars? JW] So Richard comes in to record and Lynda is with him. The way those two talked to each other was so cute and our producer, John Lasseter, noticed it. He asked her if she’d like to record the voice for Mrs. King. We weren’t

[The new Cars 3 movie introduces a new character, Jackson Storm. He is the nemesis of Lighting McQueen. Jay Shuster (left) gave Storm’s character a sharp, angular shape and a menacing look, which is a contrast from McQueen’s softer-flowing lines.

[Pixar’s imaginative dream team includes Cars director/producer John Lasseter (center). John’s automotive roots and passion started when he was a kid. The fact his dad was a parts manager at a Chevrolet dealership probably had something to do with that.

sure, as she had never done anything like this before. After the recording, John asks her what kind of car she’d like to be, as she could be any car she wanted. Lynda goes, “Station wagon—it’s what I took my kids in to see the races.” John asks what color it should be, and of course, Lynda says, “Petty Blue.” It was her decision to be the station wagon. She was an awesome lady and great to work with on the original movie. HRM] Will we ever see a Cars movie that involves drag racing? JW] We’ve looked at all genres, including drag racing. The funny thing about drag racing is it’s over so fast, and there’s not a lot of drama to it—you blink and it’s over. We actually had an early sequence in [Cars 3] where McQueen drove out to the El Mirage dry lakebed to get his mojo back. It was cool, but the scene didn’t flow well with the story, so it got cut. JS] Plus, if you have a car that’s long like a dragster, the animated look and proportion of these cars with the windshield to the mouth doesn’t work. You have to shoot it super-compressed and it looks weird. HRM] Do both of you own any cool cars that aren’t cartoons? JW] I’ve always been a car guy, even before I began working at Pixar. I had a ’49 Lincoln Cosmopolitan Coupe and another ’49 Lincoln Coupe that I chopped and hardtopped. I took the big 337 flathead out that weighed about 900 pounds and installed a 351 Cleveland. I also added a ’54 DeSoto grille, and it looked awesome—almost like a gangster car. I also built a 1929 Model A with a Caddy 331. I wanted a prewar custom, a western car, and tail dragger, so I sold one of the Lincolns and bought a ’39 Mercury convertible. I also have a ’57 Pontiac Safari station wagon. That’s what we take the kids to school in, and it’s a family car because there are no back doors for the kids to fall out of! JS] I don’t have the cool stuff like Jay, but I have a brand-new Ford F-150 that pulls my 28-foot Airstream trailer, so that’s kind of my speed. But my dad has two Chevy Corvairs: a 1964 and 1969. HRM] We’re almost at the finish line, anything you want to add? JW] Both Jay and I are super passionate car guys and love hot rodding. I have every issue of HOT ROD magazine going back to the beginning and still refer to them. I even did a stint as the editor of Hop Up magazine from 2007 to 2009. I live in the Bay Area, so on Sundays I head to the Blackhawk Museum in Danville for Cars and Coffee.

S O R R Y. N O T S O R R Y.

OFFICIALLY BANNED BY THE NHRA Dodge is a registered trademark of FCA US LLC.

Driving the 2017 Dodge Challenger T/A 392 hChrysler really hit its stride

during the height of the musclecar era. When “win on Sunday, sell on Monday” was a viable marketing tactic, homologation specials were an important element in any performance brand’s automotive roster. Hot on the heels of the wild-looking 1969 Charger Daytona—put into limited production for the specific purpose of making the Charger more aerodynamic (and thus more competitive) on the high-speed NASCAR circuits—the 1970 model year would see the introduction of the Dodge Challenger and a special model of its own with the limited-production T/A. Like the Charger Daytona, the Challenger T/A was conceived to satisfy the homologation rules of the production-based racing class that Dodge wanted to enter it in—in this case, the Sports Car Club of America’s Trans American Sedan Championship (Trans-Am)—where it would go toe-to-toe with the likes of the Ford Mustang Boss 302, Chevrolet Camaro Z/28, and AMC’s Javelin SST on road courses across America. The SCCA’s rules specified manufacturers


RETURN OF THE

T/A Bradley Iger

had to build a certain number of road-going examples for sale to the general public to qualify for the series. This meant a uniquely configured, high-performance version of the 340 small-block V8, heavy-duty suspension and brakes, side-exit exhaust, and stickier rubber (along with visual tweaks) for the Challenger T/A production car, all in the name of bolstering the coupe’s handling prowess while complying with the rulebook. After a 46-year hiatus, the T/A nameplate has returned for 2017. But the Trans-Am series has changed substantially over that span of time, switching over to tube-chassis cars long ago, thus negating the need for production-car homologation specials. Although the Challenger T/A concept differs from its original intent, there are still plenty of tweaks that make this new model special. After getting our first glimpse of the car in the flesh at the 12th annual Spring Festival of LXs, we spent some quality time with the Challenger T/A 392 barreling down the twisting tarmac of the Angeles

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RETURN OF THE T/A

Forest, just outside of northeast Los Angeles to see if it does its namesake justice.

THE NEW T/A FORMULA It’s been nearly a decade since the Challenger was reintroduced to the market, and over the years Dodge has sought ways to keep its big coupe viable with a steady succession of new models. In 2015, we saw the lineup grow to include five distinct models (SXT, R/T, R/T Scat Pack, SRT 392, and SRT Hellcat), and 2017’s lineup expands with the addition of the T/A package. Available in both the 6.4L Hemi V8-powered R/T Scat Pack model and the standard 5.7L R/T model, like the original T/A, this package seeks to up the visual ante while bolstering the Challenger’s handling and braking capability.


While the output remains unchanged for both models—485 hp and 475 lb-ft of torque for the 392ci motor in R/T Scat Pack–based models and 375 hp and 410 lb-ft for the manual-gearbox-equipped, 345ci (5.7L), V8-powered Challenger R/T—performance enhancements are provided by brakes, wheels, and tires that have been handed down from models higher up the food chain.

For the T/A 392 model seen here, that means the six-piston Brembo brake package from the SRT models along with wider 20x9.5-inch, forgedaluminum wheels and optional Pirelli P Zero high-performance summer tires. The visual upgrades borrow generously from the 1970 model with T/A side stripes that are paired with a satin-black hood, roof, trunklid, and fuel door. The hood also sports a func-

tional Air Grabber intake, while another intake inside the driverside parking light (like the SRT Hellcat) provides an additional breathing path. Inside, all T/A models get white-face gauges while the T/A Plus and T/A 392 also score heated and vented Nappa leather seats, an 8.4-inch UConnect touchscreen infotainment system with Apple CarPlay/ Android Auto, and a bespoke hard button for the Dodge Performance Pages.

BEHIND THE WHEEL With all the various V8powered Challenger models currently on offer, it can be difficult to discern which one comes with what hardware. For the T/A 392, it’s easiest to think of it as splitting the difference between the standard R/T Scat

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RETURN OF THE T/A

Pack and the SRT 392; both share an identical powertrain, while T/A package adds the SRT’s wider wheels and tires as well as its brakes. One place they still differ, however, is the suspension package. In a somewhat disappointing move, Dodge chose to leave the T/A 392’s suspension unaltered from the R/T Scat Pack’s, which means it utilizes fixed-rate Bilstein dampers rather than the three-way adaptive setup found on the SRT models or some sort of third option that would be bespoke to the T/A, like the SEMA concept car’s coilover setup. It’s still a reasonably sporty ride, particularly in contrast to the components used on the base R/T and models below it, exhibiting minimal body roll when pushed hard and allowing us to pilot the Challenger T/A 392 down demanding mountain roads with haste. It strikes a solid balance between taut manners at speed and grand-touring comfort around town and out on the highway, but folks hoping for a serious, track-tuned setup might be left wanting something more substantial. Still, the T/A 392 provides more confidence at speed than a standard Scat Pack simply by virtue of the additional grip on hand and the beefy Brembo brake setup,


some additional credibility when you pop the hood, despite no bump in power.

THE ROAD FROM HERE

which feels more balanced with the grunt the big 6.4L Hemi can deliver. Like all Challengers, the T/A’s interior feels positively cavernous in comparison to just about any coupe on the market, allowing for normal-sized adults to pile in the back seat and sit in relative comfort. The whitefaced gauges and T/A stitching

on the front seats provide a subtle implication that this is something special, but otherwise the T/A’s interior will feel largely familiar to folks who’ve spent any time in a 2015-ornewer Challenger. The T/A’s various visual tweaks suit the lines of Dodge’s coupe well, and the functional cold-air intake system offers

While the original Challenger T/A was a one-year, limitedproduction affair, that’s unlikely to be the case here. The 2020 Challenger’s transition to an all-new platform based on the architecture that underpins the Alfa Romeo Giulia means the T/A package and its Charger counterpart, the Daytona package, will stick around at least for a few more years. Additionally, folks looking to save a few bucks while bolstering their R/T Scat Pack’s performance capability can order just the mechanical upgrades of the T/A 392 by checking off the Dynamics package on their order sheet to get the upgraded brakes, wheels, and tires without the visual tweaks. That’s not the way we’d have it, though. With the Mustang and Camaro recently transitioning over to smaller, sports car–like platforms, the Challenger has become something of a musclecar outlier in the automotive realm, and perhaps no other iteration of Dodge’s two-door celebrates its tire-shredding heritage with more pride than the T/A.

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Brandan Gillogly and Courtesy of Factory Five

Factory Five’s Third-Generation Type 65 Coupe hThe editors at HOT ROD have a bit of a history with Factory Five, the Massachusetts-based, kit-car manufacturer known for its replicas of Shelby Cobras, Shelby Daytona coupes, and a few creations that are totally its own. We’ve driven several of the company’s models on the street and on the track and featured them on the cover. We even pitted them against late-model exotics. What

we haven’t done thus far is give a look to the future of the company, and that’s what this third-generation Type 65 Coupe represents. Named Type 65 after the development project that would come to be known as the Shelby Daytona, the Factory Five version is modified a bit from the Pete Brock design that was shaped with high-speed tracks in mind. The racing dominance of the origi-


VERSION 3.0 [With a curb weight of 2,350 pounds, tremendous power really isn’t necessary. It is nice to have, though. Wider rubber, thanks to wider bodywork, ensures that traction can keep up.

Comfort Support & Style

[Although the trans tunnel might look tall compared to previous models, it’s really the floor that’s 2.5 inches lower.

Daytona coupe belies the fact that only six were built. Despite their small numbers, those originals went on to rack up GT class wins at Le Mans, Sebring, Monza, Reims, and, fittingly, Daytona among others. It’s no wonder such a rare and successful car would be worthy of having replicas built. Factory Five has been offering its Type 65 for years as an homage to the Shelby Daytonas; the Type

65 was never an exact replica, though. Being a race car, the Daytona had many compromises that made it unfit to be a street car. The original Type 65 from Factory Five fixed a few of the ergonomic issues while keeping the basic design of the Shelby chassis and its tall, tubular framerails. It also kept the long hood that allowed the engine to be mounted behind the front axle centerline, just like its

It’s much more capable than the vintage design.”— Dave Smith, Factory Five owner

[Blue tubes show what’s added to the street chassis to convert to race spec.

[The previous cage used 1.5-inch tubing, while the new cage uses 1.625-inch tubing for easier certification by race-sanctioning bodies.

[We used to have to take our boots off to drive the previous Type 65, but the new Wilwood pedals offer more room in a wider pedal box.

contemporary Cheetah or a late-model Corvette or Viper. Still, its chassis was not optimal and Factory Five set out to correct that. Another of Factory Five’s cars was the impetus for the evolution of the Type 65. The company’s halo car is the GTM, a uniquely styled mid-engine supercar. While the GTM makes up a small fraction of Factory Five’s sales, it brought more than its share of questions to the company’s tech line. Its involved assembly process and exotic transaxle wind up being outside the scope of many hot rodders. Factory Five owner Dave Smith told us, “The complexity of that mid-engine design is something we want to get away from.” This Gen 3 Type 65 is wearing a wider body to fit more tire and is on an entirely new chassis. A spaceframe of square tub-

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VERSION 3.0

[Above: A stock 2015 Coyote long-block with Edelbrock’s low-profile Stage 1 supercharger puts 560 hp to the rear wheels. The supercharger is deep in the valley of the engine, allowing the hood to stay low. [Below: There’s quite a bit of room under the rear hatch. It can hold a spare tire or a decent amount of luggage for a weekend road trip.

ing replaces the original-style chassis used on previous Type 65s, and the torsional rigidity bests even the GTM. In street trim, it’s seven times more rigid than before, and in race trim, with additional door bars and rollcage support, it’s 14 times more rigid. It’s also more spacious inside, with a seating position that’s 2.5 inches lower and a pedal box that’s much more accommodat-


ing. Additional benefits of the new chassis include a lower center of gravity, a flat floor for improved aerodynamics, easier exhaust routing, and room for a larger fuel cell. All that, and it’s still light, with a road-ready car tipping in at only 2,350 pounds. Don’t say goodbye to the GTM just yet—Factory Five told us it will live on as long as there’s demand for it. The Type 65

isn’t taking its place, either. This chassis that now underpins the Gen 3 Type 65 will be used in its next flagship supercar that hasn’t yet been unveiled. Obviously, a frontmid-engine design can be used to make incredibly capable track cars, and a low curb weight and the ability to put power to the track are vital. This chassis should certainly have what it takes.

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Vaughn Gittin Jr. Talks About the Details Behind His New Independent-Rear Mustang in Formula Drift

Phillip Thomas

ANATOMY OF A 60 HOTROD.COM/2017/AUGUST/

Alex Wong

DRIFT

CAR

hWhat is early hot rodding but

a tale of grassroots motorsport? Building answers to problems that no one saw before is the modus operandi of hot rodding, with several firsts bookmarked in the pages of history. The first slapper bars, the first tunnel ram, the first slick, the first bumpbox, the first nitro Hemi. As things went faster, hot rodders found new ways to build new things out of new

materials, and we’ve done that for about a century in landspeed racing. Drifting isn’t a century old yet. In the U.S., the sport is barely old enough to drink. The current professionals are all yesterday’s rookies, and someday they’ll be the first of the old-timers; for now, pro-level drifting is the absolute bleeding edge of the sport. These racers are making cars do new things,

and that comes with new problems to solve. We met with Formula Drift driver Vaughn Gittin Jr. at Irwindale Speedway ahead of his final race in 2016. He has campaigned the Blue Oval’s ponycar for more than 10 years, after essentially introducing American muscle to the sport. He’s won championships all over the globe and in 2016 brought new challenges to Formula Drift, as Vaughn

moved from the older, solid-axle S197 Mustang platform to the new independent rear suspension of the S550 chassis with his 2016 Ford Mustang RTR Spec 5-FD. “Brand-new car for this full season,” he explained. “This year, we started with a blank piece of paper and had to figure it out while focusing on [driving] the proper line and competing. It was quite a task.”


ANATOMY OF A DRIFT CAR

WHAT IS A DRIFT?

[Few things produce more smoke than a nitro race, but you can spot drifting at Irwindale from a mile out due to the smoke.

01 03

02

Controlled chaos—or controlled oversteer, at least. A driver initiates the drift with an abundance of speed coming into a corner (to account for the speed scrubbed off while sideways), often using the handbrake to break the rear tires loose, or “flicking” the car in by purposely swerving at corner entry so the sudden weight transfer throws the car into a slide. Other times, they’ll “clutch kick,” or stomp on the clutch while on the throttle to shock the tires loose once the clutch reengages. While the rearend is sliding, the driver balances steering and throttle to set the vehicle’s angle while also controlling the ground speed. More throttle means more speed, but it also means the rear end will often gain more angle, which is then answered with even more countersteer, often going all the way to opposite-lock. Once the corner or drift ends, the driver will bring the rear back into line by adding more steering correction while rolling off the throttle slightly, bringing the steering and throttle back in line by dialing out countersteer until all four wheels are back in their place. A drift car is set up to exploit every ounce of grip available while sliding, until the tire’s available grip is completely exceeded and the driver loses control. “It’s all about grip—grip is everything,” Vaughn said. 01] You can see RTR’s custom lower control arm and steering knuckle here, along with the 18x9.5 American Racing wheels with 295/35/18 front, 295/40/18 rear Nitto NT05s. Vaughn Gittin Jr. usually destroys 50 tires per event—about a million miles worth of tires. 02] With so much weight transfer to the rear during a drift, the RTR Spec 5-FD often lifts the insidefront tire, even with 6 inches of droop travel! 03] RTR modified the stock subframe to dial in the roll center and antisquat, and added a Winters quick-change centersection (with gear ratios ranging from 2.75 to a 3.84) along with stronger billet control arms that largely retain the stock geometry.


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FOUNDER, BONGIOVANNI RACING 4-TIME U.S. NATIONALS CLASS WINNER

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01 02

“Forward bite and side bite, controlling it and having the right amount of each is the trick.” Think about driving in snow or mud: With the right tires, you can still maintain a fair amount of control even when the tires begin to spin or slip. If you had bald all-seasons, you have no control because the tires have exceeded their grip at a very low speed—the same applies to drifting. Yes, it’s easier to start sliding with no traction, but without it you end up with less control over that slide.

NASCAR-BORN HORSEPOWER Vaughn’s speed shop, Ready to Rock (RTR), is based in Charlotte, deep in the heart of NASCAR country. So now you better see why this rowdy Mustang ended up with a heart of gold, a 950hp Roush Yates 436ci Ford with an Andrews four-speed dog-box transmission, essentially pulled right out of your favorite stock car. “It revs all day to 9,000 rpm,” Vaughn said. “It’s an animal, but for us, we’re looking for a nice, driveable torque band, and this motor has a 4,500-rpm window of good, usable power. We make sure we’re geared right [for the 01] A hydraulic handbrake is plumbed to a second set of rear brake calipers, which is a crucial tool for turn-in and during transitions. The dashboard is carbon fiber and houses the Motec digital display, adjustable shock controllers, and accessory switches. If you ever stick your head in, look for Vaughn’s spirit animal by the pedals. 02] Vaughn was in position to take the Formula Drift championship in 2016 with two round wins, but a rear sway-bar link had other plans on his last run, knocking him into Third Place for the season.



[Variety is the game at Formula Drift, as Michael Essa’s turbo-six BMW is chased by Kristaps Bluss’ LS-powered BMW.

[Data from each run is logged by the Motec ECU. Vaughn and his team dig through the data on just about every run, looking for setup changes and other problems.

ground speed needed], and we have that power at any point in the track.” In fact, V8s are common in drifting for their wide torque curves, replacing the traditional four-cylinder combinations found stock in most drift-car candidates.

FRONTSUSPENSION CHALLENGES The front retains the S550’s MacPherson strut-based suspension, but uses a custom-built, inverted coilover with in-house, CNC-machined billet uprights and control arms. The result is


more steering angle and additional track width to help the tire clear the chassis at full lock. The steering angle is key, as that directly limits the drift angle a driver can sustain, and RTR’s efforts net up to 71 degrees of steering angle. “You need grip in the front, but mainly only on transitions, or during initial turnin,” Vaughn explained. Like drag racing, and even dirt-track, most of the black magic is happening in the rear. “Once the car is set and drifting, you’re really steering with the rear tires, but it is a constant balance of putting the right amount of grip in the rear [with weight transfer] with the amount of power that you have

versus the amount of grip that you have in the front.” To help maintain control of that weight transfer, the RTR Spec 5-FD has around 6 inches of droop travel up front, which still isn’t enough!

INDEPENDENT REAR SUSPENSION VS. LIVE AXLE 2017 is Vaughn’s first season with the new independent-rear S550 Ford Mustang chassis. Even at the pro level, Formula Drift requires a fairly stock body and suspension, with only minor changes allowed to the suspen-

sion’s pick-up points and layout. So when he stepped away from a live-axle, there was a substantial difference, especially when it came to laying down the power. “When we started the previous [live-axle] car, [we] really put the car on a knife edge,” Vaughn said. “It was very sensitive to throttle inputs, mainly getting off the throttle and unloading the car, and that’s because of how we set up the geometry to generate the grip we needed for drifting. Now that we’re on the IRS, we have full control over what’s going on independently on both sides with alignment. You can place as much or as little tire on the ground, or offset certain things (such as using wheel spacers to effectively give each side a different amount of sway bar) to make going one way a little bit easier while having more grip going the other way.” For drifting, a car with flexible handling is a more capable car to drive. A driver can get closer to his opponent during a drift battle while keeping a very finite amount of control over vehicle placement. “My job is to put the car where it needs to be, but I can’t always be in full control. [The car ahead] will dictate when I can get on the throttle and when I have to slow down, so having a larger window of throttle modulation or off-throttle stability is the real benefit we’ve been able to dial in with this new chassis,” he explained.

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Build a Coyote Engine to Handle 1,000+ HP

Mark Gearhart hIn seven years, enthusiasts have taken the

Coyote—Ford’s modular engine platform— to numerous road-racing championships, into the 6s in the quarter-mile, and piloted drifters to podium finishes. In earlier segments, we covered the block prep needed to reliably make more than 1,000 hp in a Ford Coyote engine. Now it’s ready to be assembled. We turned to longtime Mustang engine builder Tim Eichhorn of MPR Racing Engines in Boynton Beach, Florida, who has a successful history of building big-power Coyote engines.


[A final hone gets the block to the proper piston-to-wall clearance.

[MPR swaps out the stock valveguides for a proprietary, bull-nosed, bronze guide.

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BARK + BITE [Tim Eichhorn’s son, Tyler, works on hand-honing the bronze guides to fit our Ferrea valves.

MACHINING Tim balanced the brand-new Ford Performance Boss 302 crank for the rotating assembly. There are currently no affordable aftermarket cranks for the Coyote because the factory 4340 forged steel stocker is plenty strong. The old crank might be fine, but there’s peace of mind in a zero-mile unit. Ari Birchfield handled the finish hone on the sleeved block to ensure the piston-to-wall clearance would come in at the required 0.005 inch. Next, the crank was placed on the lathe to get a second keyway cut. The final block-machining operation was to clean up the mains with an align hone. Once the hone was completed, Tim spent a good 30 minutes deburring the block. “There are a ton of sharp edges on the Coyote block,” he explained. “We even find casting flash in the oil galleys and make sure they are all cleaned out.” After deburring, the block was hot-tanked, installed on an engine stand, and rolled to the assembly side of the shop. Tim’s son, Tyler Eichhorn, prepped the GT350 heads, pounding the factory valveguides out and installing proprietary bronze valveguides along with Ferrea 1.470inch, stainless intake valves and 1.250-inch exhaust valves. Next, he installed Comp Cams valvesprings and lightweight toolsteel retainers. Tool-steel retainers have an increased fatigue life over titanium variants, and since the retainers are small on this overhead cam configuration, there were minimal weight savings to be had.

[New or old, MPR decks every head to ensure they’re completely flat.

[The zebra has mostly been skinned. The permanent marker clearly shows how much more the heads need to be decked. [Our new, stock Coyote crank with a second key added. [Below: Tyler cuts the CNC’d Coyote heads for the larger-diameter Ferrea valves. Each chamber is inspected to ensure the valves seal properly.


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[Left: Tim checks the main journals for adequate clearance.

ASSEMBLY With the cylinder heads complete and the block cooled down to room temperature, the short-block was assembled. Tim assembled the main caps with the ARP main studs and standard Clevite MS-2292H bearings to check main-bearing tolerances. Since this was a brand-new crank and only a slight cleanup was required on the block’s main journals, the standard-diameter bearings fit perfectly. It was time to file-fit the JE Pro Seal 1.0/1.2/2.8mm ring pack. While a 1.0mm ring might seem small for a big-power build, the ultra-strong, carbon-steel ring will be

durable and reduce engine friction. After fitting, the rings were mated to a set of JE custom pistons with a 10:1 compression ratio and some additional material was engineered into the symmetrical-skirt forged side relief (FSR) due to the quadruple-digit power goals. Additional options included JE Pistons’ Tuff Skirt coating and Electroless Nickel (EN) coating, which hardens the piston, reflects heat like a thermal barrier, and helps prevent microwelding in the ring grooves if detonation occurs. A thicker-wall wristpin with a DLC coating was used for even more strength. The pistons were hung on Wiseco

[Most MPR Coyote builds have factory oil squirters deleted; they are typically only left in for road-race builds.

[The gold standard for Coyotes: ARP main studs.

[Hold that pose! This is every engine builder’s nightmare when it comes to shooting the photo of the crank being dropped down in the block.

[Tim step-torques the ARP main studs and side bolts to a final torque value of 60 ft-lb.

[Tyler works on installing oversized stainless Ferrea valves.

[Below: Comp Cams provided an 26125CTS-KIT, which included valvesprings with 120 pounds of seat pressure, lightweight tool-steel retainers, locks, and valvespring seats.


BARK + BITE

[Wiseco’s first set of 5.933-inch modular BoostLine connecting rods will take the big power planned for this engine. [The MPR CNC’d Coyote heads are fully assembled and ready for installation.

[JE Pro Seal piston rings are file-fitted and deburred. They feature a carbonsteel 1.00mm top ring.

BoostLine connecting rods—the first set of the new line of boost-ready, 5.933-inch modular rods to leave the factory. The rods are not an H- or I-beam design but rather a new, three-pocket design that offers a claimed 60-percent increase in bending strength over an H-beam. Their application is big-horsepower, power-adder engines. Clevite CB-1442HXNK coated bearings with plus 0.001 extra clearance were installed, and 75 ft-lb of torque provided the correct 0.052 inch of rod-bolt stretch. MPR’s oil-squirter block-off plates rounded out our short-block assembly. At the front of the engine, the F-150 oilpump assembly is different from the Mustangs and needed changing. Both pumps come from the factory with powdered-metal gears that are prone to fail under a variety of conditions. To alleviate this problem, Livernois Motorsports supplied a set of billet gears. Another component that has been known to fail in high-horsepower (primarily supercharged) applications is the main timing gear that drives both the left- and right-side bank’s timing gears. MPR has its own billet version that is a direct swap for the weak, stock part. Proceeding to the deck of the block, Tim installed 11mm ARP head studs. This engine was from a 2013 F-150 that Ford reduced the size of the head studs from 12mm to 11mm. They have since gone back to the 12mm


[These custom JE Pistons feature an Electroless Nickel coating for strength and a thick-wall, DLC-coated pin.

variants. The heads were installed with JE Pro Seal MLS head gaskets. Because the block and heads had been decked, final compression was 10.68:1. Comp Cams supplied CR-series, stagethree blower cams that are plenty aggressive by mod-motor means. The CR-series requires the use of stiffer valvesprings and uses a lobe design similar to 2015-and-newer Mustangs. On naturally aspirated engines, we’ve seen the CR-series cams pick up more than 50 hp at the crank over factory Mustang cams! Under the cams are a host of kits from Ford Performance, which has come out with a variety of kits designed for new and rebuilt

[The pistons and rods are connected to the crankshaft via ARP 2000 rod bolts and torqued to 75 ft-lb.

[The completed short-block is Tim’s favorite part of the engine build because most of the hard work is completed.

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[When making a lot of power with a lot of cylinder pressure, the majority of Coyotes will have the cams locked in place. MPR designed a lockout plate that gets rid of the unnecessary bits of the VCT system, saving around 4 pounds in total. When running valvesprings with high seat pressures, upgraded secondary chains add another level of insurance.

[The JE Pro Seal head gasket is slid over the 11mm ARP head studs. With the heads installed, the nuts are step-torqued to a final value of 85 ft-lb.

01

[Livernois Motorsports supplied a set of billet oil pump gears to replace the weak stockers. A new Mustang oil pump is required on an F-150 engine.

Coyote engines. One includes all 32 rockers and another all 32 lash adjusters; even a front-drive kit includes everything from cam gears and chains to guides. An MPR lockout plate was used to remove all the unnecessary components from the VCT gears. All in all, a reduction of about 4 pounds was removed from the valvetrain. The cams were locked out at a 110-degree intake centerline and a 113-degree exhaust centerline. This will ensure the engine remains streetable. Livernois Motorsports supplied a set of billet-aluminum primary chain guides because the stock, plastic guides can deflect and cause more than a 10-degree variation in cam timing.

THE FINAL BITS After degreeing the cams, Tim removed the soft, checking springs and installed Comp Cams valvesprings and cams. New Boss 302 timing tensioners were installed and the front of the engine was sealed with a Ford Performance Mustang front cover. An ATI damper, already cut for two keys, was installed on the crank snout. It features a 20-percent overdrive and 10-rib configuration that will spin accessories faster than stock. The damper doubles as the crank pulley and is overdriven (larger) to increase blower speed. Finally, a Ford Performance oil-pan installation kit and a Moroso increased-capacity, fabricatedaluminum oil pan closed off the bottom end. With the engine complete, it will soon be time to head to Westech Performance’s engine dyno to see how much power it can make.

01] In front of the oil pump is another gear that often fails: the powdered metal chain drive. MPR offers a billet steel version for this. 02] Tim uses checking springs on the front two valves to degree in the Comp Cams CR-Series camshafts. These cams feature 239/245 degrees of duration at 0.050 inch with 0.516 intake and 0.514 exhaust lift. They installed at a 110-degree intake centerline and 113-degree exhaust centerline. 03] Once the cams are degreed, they are removed and the four checking springs are swapped out. The Ford Performance lash adjusters and rockers are installed. Tim reinstalls the Comp camshafts and torques down the ARP cam cap fasteners.

02

04] Livernois billet chain guides eliminate deflection normally found in the stock guides. With deflection comes a change in cam timing. Ford Performance Boss 302 primary and secondary tensioners are used because they’re stiffer than the standard Mustang/F-150 versions.

03 04


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[The Mustang front cover is installed first, followed by a 20-percent overdrive ATI damper. This piece comes with a second keyway cut into the hub and is standard issue on the Cobra Jet Mustang drag cars. [Tim poses with our completed Coyote. Next stop? Westech’s engine dyno!

Sources MPR ENGINES; 561.588.0188; MPRRacingEngines.webs.com JE PISTONS; 714.898.9763; JEPistons.com WISECO; 440.951.6600; Wiseco.com FORD PERFORMANCE; FordPerformance.com COMP CAMS; 901.795.2400; CompCams.com ARP PRODUCTS; 805.339.2200; ARP-Bolts.com LIVERNOIS MOTORSPORTS; 313.561.5500; LivernoisMotorsports.com

[With the pickup tube clearance checked, the Moroso fabricated-aluminum oil pan is installed. The pan is designed to hold two more quarts than stock while also being able to fit into Fox-body and S197 chassis Mustangs.

FERREA VALVES; 888.733.2505; Ferrea.com MOROSO; 203.453.6571; Moroso.com ATI PERFORMANCE PRODUCTS; 877.298.5039; ATIRacing.com MAHLE CLEVITE; 248.347.9700; Mahle-Aftermarket.com

BOOST TO COME Wait, what? Yep, there will be a CSU blow-through carb atop this Coyote. And to help support our 1,000-plus-horsepower goals, a Vortech YSI-B will add copious amounts of boost.

Short-Block Specs • F-150 used block • Darton sleeves by Race Engine Development • Ford Performance Boss 302 crankshaft • Wiseco 5.933-inch length BoostLine connecting rods • Custom JE pistons with EN coating, skirt coating, and DLC pin • MPR Engines oil squirter block-off plates • Livernois Motorsports billet oil-pump gears • MPR Engines billet chaindrive gear • ARP main studs and damper bolt • Clevite main and rod bearings • Moroso fabricated-aluminum oil pan • ATI Cobra Jet 20-percent OD damper


Long-Block Specs • JE Pro Seal head gaskets • MPR Racing CNC’d cylinder heads—factory F-150 • Comp Cams valvespring kit with tool-steel retainers • Comp Cams Stage III CR-Series blower cams • Ferrea oversized stainless intake and exhaust valves • ARP 11mm head studs and cam tower bolts • Ford Performance lash adjusters, rockers, chains, tensioners, and front cover • MPR Engines camshaft lockout plates • MPR Engines heavy-duty secondary timing chains • Livernois Motorsports primary chain guides

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SLIPPED DISC Jefferson Bryant

Rebuilding an Eaton Clutch-Type Differential For GM Vehicles hGeneral Motors has several names for its

limited-slip differential (LSD). Commonly referred to as Positraction, the same clutchbased LSD is also known as Controlled Traction, Saf-T-Grip, and Positive Traction—they’re a stack of clutch discs that pack together to provide grip. In the standard pack, there are nine clutches per side, five locking discs with tabs on the outer side that lock into the case, and four discs that are splined to lock onto the side gears. Input torque acts on the meshing teeth of the spider gears, forcing them apart and pressuring the clutch packs. This provides a positive coupling of the axles. Because the unit uses clutches, eventually they wear out, essentially becoming an open-type differential. Most of the factory clutch-type LSD units are based on the Eaton LSD, meaning the parts interchange across several brands and sizes. The clutches for GM 10 (8.2- and 8.5inch) and both car and truck 12-bolt LSD units are the same as the Ford 9-inch and 8.8 and the Chrysler 83⁄4, making the parts readily available. There are four options.

STEEL CLUTCH PACKS

01 02 03 04

Most stock LSD units use an 18-disc clutch pack, with nine discs per side. These solid discs use high-quality steel with crosshatched lines on both sides. This is the friction surface, which is metal on metal. These wear, but it takes a lot of time for that to happen. Unless the steel discs are severely worn, the clutch pack can be shimmed to increase pressure on the discs, regaining the limitedslip action. These discs are very strong and don’t break, but they tend to chatter, especially with heavier center springs. The GM service kit uses an 18-disc pack with a series of slots cut around the perimeter of the clutch discs. The slots help reduce chatter, but end up weakening the disc and leading to breakage. They still chatter when used with 400- and 800-pound springs, 01] Rebuilding a clutch-type LSD is not tough, but you need to follow specific procedures. First, carefully remove the spring plates. 02 ] Using a clamp helps keep the springs from flying across the room when the plates come out of the housing. 03] Slowly roll the spider gears out of the case. If there is a thrust washer, keep it with the gear it came out with. 04] Next, the side gears come out. Note how the keepers slide out of the case. There are four keepers in all.


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SLIPPED DISC

05] All the internals should be inspected for damage. The gears in this set were good—just a new set of clutches was in order.

05

06] The side gears are the last part of the clutch pack. Inspect the inner surface for hot spots, pitting, or bluing. If you have any of these issues, replace the side gears.

06

07] Stock clutches use steel plates with crosshatches on them. While these clutches are not in bad shape, the housing had a lot of metal shavings in the oil and they were a little loose in the pack.

SPRING RATES There are four spring rates for Eaton clutch-type LSD units: 200, 300, 400, and 800 pounds representing preload on the clutches. These spring kits are available from Eaton or GM. For most street performance vehicles, the 400-pound springs are best, as the 800-pound springs are very tight and will produce more chatter and less slip in the corners. All Eaton posi units come from the factory with 400-pound springs.

07

08] Aftermarket replacements come in several versions; this is a 14-disc pack with carbon-fiber clutches from Yukon Gear.

08

09] Carbon-fiber clutches provide ample friction and have a long life span.

09


which is why most builders prefer to use solid discs. For race cars, the Eaton 22-disc clutch pack is available and works well in extreme conditions until the locking tabs on the intermediate discs wear out. However, these discs chatter with all spring combinations and require frequent service. Eaton also produces a carbon-fiber clutch kit for LSD units. The 14-disc pack is complete with seven discs per side and uses a more traditional fiber clutch and steel-plate configuration. Each of the three clutch discs has a carbon-fiber pad on either side that engages the smooth steel surface of the intermediate discs. In this pack, the clutches have tabs that lock into the case on the side and the intermediate discs lock onto the side gear. The carbon-fiber material provides excellent grip without chattering when used with 400-pound or lighter springs.

DISASSEMBLY The carrier must be removed from the vehicle to rebuild it. In most cases, the crossshaft will already have been removed to get the carrier out of the housing. If not, such as in vehicles with bolt-in axles, remove the cross-shaft. The remaining process should be done with the case cradled in a bench vise. The ring-gear pad works well; place it in the vise and clamp it down, with the large hole in the case facing up. The springs and plates must be removed first. Using a prybar or screwdriver, gently pry on the plates to slide them out of the housing. As the assembly begins to come out, use a clamp to keep tension on the springs, otherwise they will go flying everywhere. You can release the tension slowly once the assembly is fully removed from the housing or keep the assembly compressed. The spider and side gears work together in mesh and need to be spun to remove them. Rotate the side gears until the spider gears reach the large hole and remove them. Then, rotate the side gears twice because the one spider will work its way 180 degrees from the hole. With the spider gears out, the side

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SLIPPED DISC

10 11 10] The steels between the clutches are new to match the clutches. 11] Always clean new parts prior to installation to remove excess shipping grease. 12] Pre-lube all the parts, including the clutches. We are using Royal Purple gear oil, but you can use any gear oil available to you. Unlike an engine build, synthetic oil is fine for breaking in a differential.

12

13] First, the clutch disc goes onto the side gear. 14] Next, install the locking disc.

13 14

gears slide right out of the case. Be mindful of the locking clip that holds the discs in the slot. There are two clips per side. Most rebuild kits include these, but if you are just shimming the posi, you will need to keep them for future use. At this point, all the main components should be out of the case and on the bench. Remove the clutch packs from the side gears, paying attention to how they are positioned on the gear, including the shims between the pack and the side gear. Keep this arrangement side to side.

CHECKING THE PARTS Start off by inspecting the gears. They should be smooth, without any chips, missing teeth, or rough patches. The spider gears should have smooth, shiny surfaces where they ride in the case and should not be pitted or discolored. The side gears should be clean and free from chips, scarring, or missing teeth. Be sure to inspect the inner splines of the axles and outer splines of the clutches for damage The clutches should be intact, free of breaks, cracks, or discoloration. If reusing the clutches, make sure the crosshatches are uniform and not significantly worn. If

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replacing the clutches, this inspection is not critical. Look at the case for obvious signs of wear and replace any parts that are suspect.

ASSEMBLING THE CLUTCH PACK

15 16

The clutches go together in a specific sequence. From the inside of the side gear: locking disc, spline disc, locking disc, spline disc, and so on until the pack is fully stacked and topped off with the original shims. The number of discs will vary by the style of clutch. For carbon-fiber clutches, the clutch material is on the locking disc, with the splined disc between. The stack sequence is the same. The clutches are wet-type, meaning they need to be lubricated. Apply new gear oil to each disc, including the inner side-gear surface, before stacking the pack.

15] Make sure each side is coated with gear oil. 16] Repeat the process with the rest of the clutch pack. 17] When all the discs are loaded, place the keepers onto the pack. 18] Carefully drop the side-gear pack into the carrier housing. This can be tricky, as the keepers tend to fall off. A dab of moly grease might help keep them in place.

17

19] Once both side gears are in place, roll the first spider gear into the case.

INSTALLING THE GEARS Once the clutch pack is assembled, the parts can go back into the case. The side gears are fairly simple, but the locking tabs can easily fall off, so dab a bit of grease on the locking clip to hold them in place. The spider gears are tricky: compress the packs on both sides and spin the side gears at the same

18 19

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SLIPPED DISC

20 21

time. There is not much room for two sets of hands, so improvise. (A spreader clamp would work well.) For our purposes, we used a bolt with a coupling nut to spread the load across the gears. Place the spider gear in the housing and roll the gears until it is at the 180-degree location below the large opening. Reset the spreader device and place the other spider gear into the housing. If you have it just right, the two gears should line up with the cross-shaft holes. If you are one tooth off, you must start over. Once the gears are aligned, the spring pack is reinstalled along with the cross-shaft.

TESTING THE DIFFERENTIAL

22 23

Using the method most builders prefer, check the action of the differential by using the axleshaft to engage one side gear and spin it or clamp the axle into the vise (if the bench and vise will allow it), and rotate the housing. If the housing spins easily, add more shims to the clutch pack, putting an equal number of shims per side. If it’s tight and requires lot of effort to spin, it should be good. The spider-gear clearance can also change how the unit locks up. Steel or brass shims are available to tighten the spider gears. If your unit had shims between the case and the spider gear, reuse them. If the gears are not tight to the side gears, use a thicker shim. The case shown here did not have any shims, and the gears were nice and tight. This is where experience and feel come into play. The goal is to have a nice, tight differential. If there is any play or it spins easily, you need to add shims. 20] A spacer like this one made from a 1⁄4-inch bolt and coupler nut help push the side gears into the case so the other side gear can be installed.

24

21] Using the axle to spin the side gear helps roll it into place. The clutches are very tight, so the added torque is helpful. 22] You may have to experiment with a few pry tools to get the second gear into place. Using the center pin to stake the first spider is a good idea. 23] The second gear was then dropped into place and the side gear was spun with the axleshaft to move it into position. 24] Getting the two side gears into alignment with the center pinholes can be frustrating, but have some patience and it will eventually line up. 25] Finally, the spring-plate pack goes back into the carrier and is tapped home with a soft hammer.

25 90 HOTROD.COM/2017/AUGUST/

Sources RANDY’S RING & PINION; 800.292.1031; RingPinion.com

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In the early days of motoring, folks had specific clothing just for going out on a drive. Cars were open, roads were dusty, and motorists had to be ready for the inevitable breakdown. Driving gloves, short hats, pinned-up hairstyles, veils, and heavy coats—all of these would have been common practice before the advent of heated and cooled cabins and reliable starters. We may not have to worry about forgetting our driving goggles these days, but those of us with older machines still make some sartorial choices based on what we’re driving that day. For example, I have an Opel-driving hairstyle. It’s a side-braid, and if I forget to do it, my hair whips around in the breeze until I arrive at my destination with an impossible snarl on the left side of my head. The Polara is more forgiving because the wind flow through the open window is less of a knot-forming vortex, but the cloth seats can catch at Velcro or decorative zippers, so there are certain pants and bags I tend to avoid if I plan to drive the Dodge that day. It’s been a while since I’ve driven my Challenger, but with no choke and no heater, cold-weather driving was practically open-cabin level. It generally included not only a jacket but a pair of soft gloves—which had the added bonus of being useful for wiping clear the fogged-up windows (no defroster). In all my cars, I usually leave a pair of good walking shoes, because while the fashions change, the breakdowns are still inevitable. hHOTROD.COM/Elana-Scherr

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9,700,000 HOTROD.COM HOTROD.COM/2017/AUGUST/ 93


Thom On Design

Every Year (Almost) of “Ohio” George Montgomery’s Iconic Willys Gasser Here’s a rare opportunity to see the transformation of a long-running, iconic Gasser. Virtually every year “Ohio” George Montgomery ran his 1933 Willys Gasser from its humble beginnings in 1959 to the last race it ran in 1967—before George switched to his new Mustang—is accounted for. Most race cars got replaced, or worse, met their end in on-track or trailer mishaps. George built a finely crafted machine, which only needed safety and certain mechanical updates to stay competitive. With a pending sponsorship from Ford, he switched to its 1967 Mustang body, which, ironically, initiated the beginning of the end of the Gasser classes. With the proliferation of Mustang Funny Cars and on the threshold of Ford’s Cobra Jet Mustangs in 1968, yet another class with Mustang-bodied cars diluted the Gassers’ unique place in drag racing. Conversely, his winning ways behind the wheel of the Willys helped popularize these rather rare cars, as the Stone, Woods, and Cook Gassers did for the 1941 Willys. George refined his coupe with suspension tweaks and replaced the Olds engine with the Ford SOHC Cammer engine in 1966. Running cement hidden in the spare-tire cover for a time to help increase traction, he also trimmed his tilt front end


1959

1964

1960

1965

1961

1966

1963

1967 NHRA Winternationals

a bit too much. Obviously, NHRA frowned on the modification, so you can see how he fashioned aluminum pieces to restore what was once removed, saving him the

cost of replacements. A shot of his Willys-replacement Mustang closes out our rare look at function and form combined in the Gasser class. hHOTROD.COM/Thom-Taylor

HOT ROD Archives

1967 NHRA Nationals

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How Do You Keep Grounds From Corroding? The military and FAA figured all this out long ago—there’s no do-over at 30,000 feet! The illustration and table show the proper hardware combos for making a ground connection to a flat surface using a bolt or screw and a nut. Locknuts are preferred to prevent loosening. Hardware combo order differs slightly if grounding to blind threads, a stud, or a round surface. Never ground to a painted surface. If grounding to an unplated surface (such as the body or frame after removing the paint from the ground area), restore protection by putting a

Corrosion is a frequent cause of electrical ground failures. Galvanic action from dissimilar material contact may rapidly corrode a ground connection if suitable precautions aren’t taken. Copper jumpers should be used to bond together parts made of stainless steel, cadmium-plated steel, copper, brass, or bronze; use aluminum-alloy jumpers if grounding to aluminum. Where dissimilar metal contact can’t be avoided, select a jumper and hardware combo to minimize corrosion; the part likely to corrode would be the jumper or associated hardware that’s easily replaced. STRUCTURE

few drops of heavy oil on the connection and periodically inspecting. For additional information, see Chapter 11 in “AC 43.13-1B, Change 1: Acceptable Methods, Techniques, and Practices—Aircraft Inspection and Repair.” It’s available as a free PDF download from the FAA. hHOTROD.COM/Marlan-Davis

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Marlan Davis

HOT ROD TO THE RESCUE

[J.B. Bracken built his 1935 Ford truck–based rat rod to tow his LSR bikes, be a highway cruiser, and to wow his friends with gonzo burnouts.

[Initially, the massive Dana 70 truck dualie rearend, the wrong cam, and poor tuning kept the 8-71–blown 383 Chevy from burning rubber.

[That all got fixed last month via a better cam, overdriving the blower, and lots of tuning—with the truck making so much boost a piston broke.

J.B. Bracken’s Blown Rat Rod Couldn’t Do a Burnout. We Fixed it by Adding So Much Boost a Piston Broke. Time to Fix It—Again. Marlan Davis

Norm Brandes

THE RESCUE SO FAR When Westech Automotive’s Norm Brandes inspected J.B. Bracken’s 1935 Ford Rat Rod truck (July 2017 issue), it couldn’t do a burnout and ran poorly at idle and under cruise—despite an 8-71blown 383 small-block Chevy engine. Originally set up with a 20-percent-underdriven blower generating just 6 psi of boost, the combo didn’t have enough lowend grunt to break the dualie tires loose on its massively heavy Dana 70 1-ton truck rearend. Reversing the drive pulleys to generate 20-percent overdrive, tuning the carbs and ignition, and a custom Howards cam ironed out the problems, but as the tune was finalized on the Mustang chassis dyno, the blower’s boost momentarily spiked to 24 psi and broke the ring lands on four pistons. Inspecting the pistons and bearings showed no signs of detonation; all that boosted cylinder pressure simply exceeded the existing pistons’ material strength.

NEED JUNK FIXED? 102 HOTROD.COM/2017/AUGUST/

A

C 1 2

B

D

[Four pistons failed when boost momentarily spiked at 24 psi. Amazingly, no cylinder walls got cracked and one broken ring land somehow found its way into the oil pan without harming anything else (A). Brandes says the cause was material failure, not detonation, because “the pinholes and pins weren’t beat up” (B). New JE fully machined, 4.125-inch-bore pistons forged from more ductile 2618 aluminum alloy (C, right) replaced the 4.030-inch-bore, 4032-alloy, SRP forgings (left). The new JE’s are further enhanced with contact reduction (D, 1) and accumulator grooves (2). Bracken’s old pistons had neither.

If your car has a gremlin that just won’t quit, you could be chosen for HOT ROD to the Rescue. Email us at [email protected] and put “Rescue” in the subject line. Include a description of your problem, a photo, your location, and a daytime phone number.


[John Wheeler and the rest of Norm Brandes’ Westech Automotive crew went right back to work resolving the rat rod’s latest woes.

THE FIX: BLOCK Better pistons were needed, but owner Bracken—a hard-core Bonneville motorcycle racer— also decided to spring for a better cylinder block. His existing motor had been built up from an OE two-bolt-main block reinforced by a bottom-end girdle. Although the original block was reusable, he couldn’t help but think: What would be the next link in the chain to fail? Besides, the engine had to be torn down and rehoned for new pistons anyway. For Bracken, the answer was a beefy, 4.125-inch-bore Dart SHP block featuring four-bolt mains with splayed outer bolts and bottom-end features that permitted swapping over his existing (and unharmed) forged 3.75-inchstroke crankshaft and 5.7-inch center-to-center connecting rods. With the larger bore, displacement rose from 383 to 401 ci. Dart’s block is set up for a passenger-side oil pan dipstick and—because its valley is machined to accommodate GM production factory hydraulic roller lifters retained by a spider and dogbones—the lifter bores are 0.300-inch taller than traditional blocks. Brandes was able to retain Bracken’s driver-side dipstick pan by fabricating an external tube connected directly to the oil pan. The existing retrofit, link-bar, hydraulic-roller lifters fortuitously turned out to be the 0.300-inch-tall versions.

THE FIX: PISTONS The failed pistons were forged from 4032 high-silicon aluminum alloy, which is fine for


[Stouter 2618 aluminum-alloy JE pistons, real ARP head studs, a Dart block, and more carb tuning seemingly bulletproofed the combo.

[Bracken’s existing block wasn’t cracked and could have been reused, but the OE casting had only two-bolt main bearing caps and a girdle. With all the failures, racer Bracken elected to (hopefully) bulletproof things once and for all by stepping up to a Dart SHP block featuring four-bolt mains with splayed outer bolts, blind headbolt holes, and a priority main oiling system that oils the bottomend first. It was ordered with 400 Chevy-sized, 4.125-inch bores but retained 350 mains and the early two-piece rear main seal, allowing Westech to swap over Bracken’s existing 383 crank and rods.

[Brandes used Speed-Pro Competition Series rod bearings (PN 8-7100CH, shown) and ¾-groove, coated main bearings (PN C139M) to support the crank and rods in the new Dart block. Summit Racing offers these bearing sets with friendly pricing.

[But after driving the truck for 1,500 miles with no issues, while performing a massive burnout at 20 psi, a head gasket blew. Stay tuned.

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street/strip and Sportsman normally aspirated applications through the 600–700hp level, but high-boost engines generate more heat and pressure. They really want a 2618-alloy forged piston with its lower silicon content. JE Pistons’ Mark Gearheart explains, “Typically used in our SRP piston line, 4032 alloy has a lower rate of expansion, which allows for a tighter piston-to-wall-clearance and makes the engine quieter under start-up conditions; 2618 alloy, used in all of JE’s premium piston line, is completely different. It’s stronger and more ductile, making it more suitable for boost, power-adders, or extremely high-power applications. However, it has a greater rate of expansion, requiring more piston-to-wall clearance. That will cause some additional start-up noise, but we’ve tailored our skirt design to minimize noise and the need for greatly increased clearance.” Bracken’s old 4032 pistons had about 0.0025-inch skirt clearance; Brandes installed the new JE 2618 pistons at 0.005. The crude skirt designs used 20 years ago often required 0.008-inch or even more clearance. JE sent over its Extreme Duty 23-degree inverted dome forgings with 0.310-inch deep valve pockets. The fully machined 2618-alloy forgings feature contact reduction grooves between the deck and first ring groove, plus an accumulator groove between the first and second ring grooves. Contact reduction grooves both minimize wall contact if the piston rocks over near TDC and reduce flame travel in the crevice area to help suppress detonation. An accumulator groove provides additional volume for any combustion gases that may escape past the top compression ring; this reduces pressure buildup between the two rings, thereby minimizing ring flutter and enhancing ring sealing with JE’s supplied 1⁄16-1⁄163⁄16 plasma-moly ring set.

Brandes had to rebalance the rotating assembly because the new, stouter pistons and pins were slightly heavier than those they replaced. Dart blocks are delivered slightly undersize, requiring they be bored and honed to fit the exact piston combo. He also squared the decks to blueprint dimensions.

THE FIX: HEAD STUDS

[Dart blocks are set up for a passenger-side oil dipstick and tube, but Bracken’s older production block and one-off custom oil pan were machined for a driver-side dipstick. Brandes’ crew retained the old pan by fabricating an external driver-side dipstick tube: A length of 3⁄8-inch-od seamless-steel tubing was flared 37 degrees on one end, then mated using an AN-style tubing nut and sleeve to a –6 90-degree AN elbow welded into the pan’s side. A chromed Mr. Gasket dipstick (PN 6235) fits into the tube, which extends approximately to valve-cover height. Brandes remarked, “We didn’t even have to remark the full line.”

The next domino to fall was Bracken’s no-name head studs. Reassembling the engine, the top of a stud popped off when Brandes torqued the cylinderhead stud nuts down. We sent the failed units to ARP for lab analysis, where it was determined the failure’s primary cause was the stud’s Allen-wrench installation hole, which had too deep a broach that extended into the area where the stud nut developed its greatest tension. Other issues included sharp peaks and valleys on the threads with multiple irregularities and occlusions that certainly weren’t up to ARP’s Mil-Spec J-thread profile! The threads appeared to have been rolled before being heat-treated, which greatly reduces a fastener’s fatigue resistance. Installing an ARP stud set easily cured this problem! Although it has blind head-bolt holes, the Dart block still accepts standard Chevy production small-block head-bolt or stud kits.

THE FIX: POWER VALVE (AGAIN)

[The previous build used Fel-Pro’s performance PermaTorque composition head gaskets with steel fire rings (rear). With new, dead-flat decks, Brandes could step up to Fel-Pro MLS (multilayer steel) gaskets (front). MLS gaskets are designed to maintain contact pressure between the heads and blocks under extreme boost conditions, but are finicky about deck-surface prep.

Westech put everything back together and began the tuning process once more. At this point, the biggest change was to the problematic carburetor power valve (PV). The rat rod’s dual 750-cfm Quick Fuel double-pumpers originally ran no PVs at all, compensating with over-rich primary-side main metering jets, but that caused terrible fuel economy and badly fouled spark plugs. Last

“The manufacturer said the original pistons were good to 20 pounds of boost. But we pulled 24.” — Norm Brandes, Westech Automotive 106 HOTROD.COM/2017/AUGUST/

•

•

•

•

• •

• •

#1

month, Brandes leaned the primary jets out and installed PVs with an 8.5–in-Hg opening point, but they occasionally operated erratically. On conventional Holleytype carbs mounted above a positive-displacement blower, the PV’s internal signal passage in the main body can’t sense true engine load under boost. Brandes ultimately modified the PVs’ internal vacuum-signal passages to see vacuum from the intake manifold (below the supercharger) and installed a PV with a 2.5–in-Hg opening point (the lowest available). Brandes explains, “This references the motor’s true vacuum or boost. We need a low [PV] opening point because when you ease into the throttle under conditions of increasing load and the blower begins to spool up but isn’t yet making positive boost on the gauge, vacuum will be lower than a normally aspirated motor under the same conditions. Going to the lowest PV, we still have switching fuel enrichment, avoiding [a PV] on/off-induced engine-surge condition when going down the road. Don’t go old school and rely exclusively on main jets or they’ll get badly fouled under everyday operation.”

C

A

B

Marlan Davis

D

[Pop goes the weasely, no-name head stud. It failed when Brandes torqued the heads down on reassembly (A). The stud’s center Allen-wrench hole was too large and extended too far down, leaving insufficient material where the nut developed its greatest tension (B, also note the ragged, poorly rolled threads). Magnified here 2,000 times in an electron microscope, ARP’s lab investigation shows a “dimple rupture” in the structure, an indication of “ductile tensile overload,” (C). It’s a simple fix: Just get a real ARP head stud kit (D, note ARP’s shallow Allen broach and smooth threads).

THE RESULTS After intensive tuning, the rat rod ended up with gobs of low-end torque and—even at 20 pounds of boost—ran on 93-octane pump gas as Bracken amassed more than 1,500 miles of street and long-distance highway cruising in the six months following the rebuild. Gas mileage doubled, from 6 to 12 mpg. “It was running great!” Bracken says. “My burnouts were now spectacular, too.” When it finally came time to write this Rescue installment, we needed to shoot some giant burnout photos and videos. Wouldn’t you know it, practicing before taking photos, Bracken was laying big rubber when steam suddenly streamed


E G

F

1

2

3

[Power valves (PVs) can’t sense true engine load from above the blower. The fix: main body mods that reference the PV to an external vacuum source on the intake under the blower. Plug the original PV signal hole (E, arrow) with shot, then drill a new hole and internal passages that connect to an externally pressed-in 3⁄16-inch brass tube (E, pointers). The new vacuum tube and mainbody passage (F, arrow 1) is independent from the two existing front throttle-plate vacuum ports usually used for the distributor vacuum advance (manifold vacuum, 2; or spark-ported, 3). External, orange-colored hoses from the new passage on each carb are Y’ed together and connected to an intake vacuum port (G, arrows).

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out of the motor. A head gasket had blown. We’ll figure out why, then put the engine on the dyno to evaluate every aspect of its performance before we release it back into the wild.

LESSONS LEARNED (SO FAR) The higher the output, the more critical your parts choices become. Avoid no-name parts and stay with reputable brand names. Use parts designed and intended to be durable at power levels the vehicle actually sees.

[After final tuning, Bracken put more than 1,500 miles on the motor, including a trip to the Ohio Mile, where the 4,000-pound heavyweight hit 118-plus mph. Then, while practicing for a burnout photo shoot, a head gasket blew at the rear of No. 8 cylinder across to the water jacket (circle). Stay tuned for “Rat Rod Investigation Discovery, Phase 3.”

Contacts AEROQUIP INDUSTRIAL— WEATHERHEAD (EATON HYDRAULICS GROUP USA); Eden Prairie, MN; 952.937.9800; Eaton.com/hydraulics AIRCRAFT SPRUCE & SPECIALTY CO.; Corona, CA; 877.4.SPRUCE or 951.372.9555; AircraftSpruce.com AMAZON.COM INC.; Seattle, WA; 866.216.1072; Amazon.com AUTOMOTIVE RACING PRODUCTS (ARP); Ventura, CA; 800.826.3045 or 805.339.2200; ARP-Bolts.com DART MACHINERY LTD.; Troy, MI; 248.362.1188; DartHeads.com FEL-PRO—SEALED POWER— SPEED-PRO (FEDERAL-MOGUL CORP.); Southfield, MI; 800.325.8886; FelPro-Only.com or FMe-cat.com JE PISTONS; Cypress, CA; 714.898.9763 (main office) or 714.898.9764 (sales/ technical assistance); JEpistons.com METTLEAIR; Buffalo, NY; 716.240.0080; Mettleair.com MR. GASKET, A HOLLEY PERFORMANCE BRAND; Bowling Green, KY; 866.464.6553; Holley.com/brands/mr_gasket/ NATIONAL AUTOMOTIVE PARTS ASSOCIATION (NAPA); Atlanta, GA; 800.LET.NAPA; NAPAonline.com QUICK FUEL TECHNOLOGY; Bowling Green, KY; 270.793.0900; QuickFuelTechnology.com ROCKAUTO LLC; Madison, WI; RockAuto.com SUMMIT RACING EQUIPMENT; Akron, OH; 800.230.3030 (orders) or 330.630.0240 (tech); SummitRacing.com WESTECH AUTOMOTIVE; Silver Lake, WI; 262.889.4346; WestechAuto.com W.W. GRAINGER INC.; Lake Forest, IL (branches nationwide); 800.GRAINGER; Grainger.com

RAT ROD PARTS AND PRICES, PHASE 2 Does not include shipping fees, miscellaneous small hardware, sealants, dyno time, or sales taxes. Labor is included only if it cannot be performed by the average home mechanic. Priced 04/10/17 and subject to change. All dimensions in linear inches, except as noted.

BRAND

PART DESCRIPTION

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D. PHASE 2 PARTS LIST (THIS MONTH) ELBOW, 37° flared tube 90°, –6, steel (for fabricated dipstick tube, weld one end to oil pan)² 2039-6-6S 1 AZ $8.67 ELBOW, internal and external pipe thread 90°, ¼-18 NPT male x 1⁄8-27 NPT female, steel, PV external 2089-4-2S 1 AZ $3.21 vacuum hose barb to intake² NUT, coupling, 37° flared tube, –6, steel (connects fabricated dipstick tube to lower elbow)² AN818-6 1 AS $2.65 AIRCRAFT SPRUCE SLEEVE, coupling, 37° flared tube, –6, steel (connects fabricated dipstick tube to lower elbow)² AN819-6 1 AS $2.09 ARP STUD SET, engine cylinder head, 8740 steel, black-oxide; inc. studs, washers, and 12-point nuts 234-4301 1 SR $221.57 BEARING SET, engine camshaft, cast aluminum alloy, 2.120 big-block Chevy journal-size (5/pkg.) 32210020 1 SR $64.57 DART BLOCK, engine, SHP small-block Chevy, cast-iron, 4-bolt splayed mains, 4.125 bore, 2-piece rear main 31161211 1 SR $1,688.21 MACHINERY seal, 2.45 350 main journals, 9.025 deck height PLUG, engine camshaft bearing rear-bore, steel, 2.215 od (big-block Chevy) 32520000 1 SR $1.22 GASKET, carburetor mounting, 4150-style square-flange, open center 1900 2 RA $4.08 FEL-PRO GASKET, engine cylinder head, PermaTorque MLS multilayer steel, 4.200 bore x 0.053 thk, 12.0cc comp. vol. 1144-053 2 SR $147.94 GRAINGER TUBING, 1010 steel, seamless, 3⁄8 od x 0.03125 wall x 72 OL (use for dipstick tube; cut-to-fit, flare 1 end 37°)² 3CAC9 1 GR $11.60 PISTON SET, engine, extreme duty 23° inverted dome, forged 2618 aluminum alloy, 512 g, 4.125 bore, 232514-8 1 SR $809.67 –36cc dish, 0.310 deep valve pockets, w/ pin and double Spirolocks (8 sets/pkg.) JE PISTONS RING KIT, engine piston, 1⁄16 plasma-moly ductile-iron top, 1⁄16 phosphate-coated iron second, 3⁄16 J100F8-4125-5 1 SR $176.72 11–12lb-tension chrome-plated carbon-steel oil, 4.125-inch bore +0.005 (gap-to-fit) K127-532 1 AZ $2.25 METTLEAIR Y-CONNECTOR, 5⁄32 hose barbs, Kynar plastic, PV external vacuum hose junction² 672G 1 SR $12.78 GASKET, carburetor adapter plate to supercharger, GMC 6-71 & 8-71, 1⁄16 thk 671G 1 SR $16.78 MR. GASKET GASKET, supercharger-to-intake manifold, GMC 6-71 & 8-71, 1⁄32 thk INDICATOR (DIPSTICK), oil level, w/tube, chromed steel, LH (driver-side) mount (tube not used) 6235 1 SR $11.53 GASKET, exhaust, collector-to-pipe, 2.5 ID x 0.062 thk, 3 x 3.5 bolt-circle, 0.406 bolt holes BK 7355736 2 NA $24.98 HOSE, vacuum, silicone rubber, orange, high-temp, 0.1562 ID x 72 OL, PV signal ext. supply (cut-to-length) NBH H467 1 NA $12.99 NAPA THM THERMOSTAT, engine coolant temperature, premium, 180° 1 NA $6.99 PM1800025 REPAIR KIT, carburetor major, Super Kit w/ nonstick gaskets, most 4150 double-pumpers, 390-850 cfm 3-302 2 QF $155.92 QUICK FUEL VALVE ASM., w/ gasket, carburetor power, four-door design, 2.5 in-hg opening point, includes gasket 25-25 2 SR $7.49 SEALED POWER PLUG, expansion, engine block water jacket, steel, deep cup, 15⁄8 od 3813041 8 SR $7.92 BEARING SET, engine connecting rod, Competition Series, Super Duty Alloy, std. (set of 8) 8-7100CH 1 SR $67.71 SPEED-PRO BEARING SET, engine crankshaft, Competition Series, Super Duty Alloy, ¾ groove, coated, std. (set of 5) C139M 1 SR $101.97 WEATHERHEAD ADAPTER, hose to pipe thread, 5⁄32 hose barb x 1⁄8-27 NPT male, brass, PV ext. vacuum hose to elbow² 1068x2.5x2 1 AZ $7.96 LABOR & FABRICATION, oil pan & dipstick tube mods to mount driver-side dipstick on Dart block Labor 1 WA $75.00 LABOR & MACHINING, balance rotating assembly Labor 1 WA $200.00 WESTECH AUTOMOTIVE LABOR & MACHINING, Dart cylinder block, bore & hone cylinders, square decks Labor 1 WA $500.00 LABOR, MACHINING, & MATERIALS, modify 2 carburetor main bodies for external PV vacuum source Labor 2 WA $300.00 NOTES: ¹Retailer code: AS = Aircraft Spruce, AZ = Amazon.com, GR = Grainger, NA = NAPA, RA D. TOTAL PHASE 2 PARTS $4,665.84 = RockAuto, SR = Summit Racing, QF = Quick Fuel, WA = Westech Automotive. ²Westech used TOTAL PHASE 1, SECTIONS B+C (07/17 ISSUE) $2,163.22 generic parts from its in-shop stash. These listed parts will yield a functionally-equivalent MINUS PHASE 1, SECTION C PARTS NO LONGER NEEDED³ – $341.49 installation. ³Includes previously-listed head gaskets, single-cylinder replacement SRP AEROQUIP

piston and ring-set, labor and machining to hone 1 cylinder, and 8.5 in-Hg power valves.


PART NO. AMT.

GRAND TOTAL TO DATE EXCLUDING PARTS NO LONGER NEEDED $6,487.57

PIT STOP

Jake Jacobs Asks…

Q:

I have a V8 engine–balanced racing assembly that was purchased many years ago—crankshaft, connecting rods, 11:1 pistons, rings, and bearings are the basic components. Fast-forward to today, and I would finally like to build an engine using these parts. It would be a street engine, and I feel the compression ratio is too high for today’s pump gas. Also, I’m planning on using aftermarket cylinder heads that have a much smaller combustion chamber than the heads the pistons were originally ordered for. Can I use a different set of pistons and not upset the balance of the assembly? I would say the highest rpm seen would be 5,500 to 6,000, and that would be stretching it. I have questioned several engine builders, and all of them have varying opinions.

A:

Rapidly moving, vibrating, or oscillating parts—such as cranks, rods, pistons, valvetrains, valvesprings, and the like—can develop a critical resonance condition at any point in their operating range, not just at their maximum speed. This can lead to noticeable vibration and even parts failures at relatively low rpm. Therefore, whether you intend to operate the motor at 5,500 rpm or 7,000 rpm is not a major factor. The real question: How much of a weight difference can you get away with, regardless of rpm? Technology has evolved from what it was, so it’s another one of those “it depends” answers. There may be several variables in play here. For help in assessing them, we consulted RaceTec Pistons’ Randy Gillis. His basic rule of thumb: “Rebalancing should not be needed if the substituted part results in no more than a +10g variance from the original piston weights. For example, if the original piston weighs 500 grams, 490–510 g is OK for a new piston without having to respin the crank.” Slightly lighter—aka overbalancing—is always safer than slightly heavier. Elaborates Gillis, “I have seen applications where either we had to recut the [valve] pockets or shortened the [piston] dome up to 25g lighter, and it doesn’t seem to make that much difference.”

[Reciprocating weight (things moving up and down, like a piston) isn’t as critical as things moving around in a circle (such as a crank or a rod). But beware of old-school, part-to-part weight variations. In the old days when individual parts’ weights weren’t consistent, balancers often placed the lightest pistons on the heaviest rods before balancing the overall assembly.

That said, the potential issue for you is that back in the old days the weight variation between individual components was often much greater than it typically is today, where computer-aided design and machining virtualization results in components with near-identical net weights. Current custom piston sets now have less than a 1–2g weight variation per component. Ditto on aftermarket rods. To compensate for large component weight variations without the need for excessive machining, a common old-school balancing technique was to match the heaviest rods with the lightest pistons on a given rotating assembly. Gillis refers to this as the “old shell game, mix and match.” You can see

that throwing in a modern set of pistons with nearidentical individual piston weights could radically upset that type of old balance job. To get a handle on how your ancient assembly may have been originally balanced, in the absence of a gram scale, visually look at all eight rods. If your inspection finds several untouched rods, likely the original balance job mixed-and-matched the heavy and light parts. In that case, rebalancing will probably be needed; the heavy rods would require lightening, assuming there is sufficient material on their balance pads to do so. However, If just one rod appears untouched, likely the other rods would have already been lightened to match it. In that case, a new set of pistons with weight variances within the

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Marlan Davis

Norm Brandes

Can Pistons Be Changed on a Rotating Assembly Without Upsetting Its Balance?

PIT STOP

WILL A HIGH-RISE INTAKE MESS UP AN AUTO TRANS? Someone has told me that a high-rise intake will mess up an automatic transmission. I bought a 408ci stroker with 500 hp and torque. I have not bought an intake yet because I am not sure of what to get. Matthew Lollis Via email [Nowadays even OE-type parts are much closer; many of today’s production rods don’t even need a balancing pads, as on this powderedmetal rod that comes standard in current Chevy ZZ small-block crate motors.

preceding guidelines should usually be OK. You also need to take into account wristpin and ring-pack weights. In many cases, Gillis says, “The old piston wristpins were tanks; many were over 3 inches in length. The pin walls may have been thicker than is common practice today. An old thick-wall pin of the same diameter can be 20 to 30 grams heavier.” Although less likely in your case (because you said you had a racing assembly), the use of thick, fat (and heavy) 5⁄32–5⁄32–3⁄16-inch piston ring packs in place of the today’s common practice of using lightweight 1⁄16–1⁄16–3⁄16-inch or even metric rings would also tend to make the assembly heavier. On the other hand, a smaller piston dome that reduces compression to allow use of pump gas and/or to compensate for a smaller combustion chamber volume could subtract weight. Assuming the original balance wasn’t of the mixand-match variety, if you’re willing to get a custom piston set made specifically for your application, today it’s often possible for the manufacturer to tailor the new pistons to match the original piston set’s weight. “We can make the crown thicker,” Gillis explains. “We can get the weight up by manipulating the piston dish configuration or in some cases supply a reverse-dome piston. We can supply heavier pins or even machine the piston for the old heavy, thick rings. Custom pistons may cost several hundred dollars higher than a shelf piston, but that’s similar to the price of a total rebalance. A custom piston like this typically has a two- to three-week turnaround; four weeks during the Winter busy season.” As a reminder, a piston rated as generating a given static compression ratio (11:1, in the case of your existing pistons) will only develop that ratio with certain “blueprint” combinations of block deck height, head gasket compressed volume, and combustion-chamber volume. Otherwise, the realworld compression ratio can end up much higher or much lower than it’s supposed to be.

Contact

RACETEC PISTONS INC.; Huntington Beach, CA; 714.903.4362; RaceTecPistons.com


I can’t get specific because you provided no details on the vehicle, transmission, usage, or overall combination, but here are the basics: As I see it, there are at least two possible ways an intake manifold swap might conceivably mess up an automatic transmission. If the intake altered the engine’s vacuum output and your transmission has a vacuum modulator (for example, a traditional TH350 or TH400), part-throttle/high-load automatic shifting could be adversely affected. Assuming the carburetor and ignition is properly tuned, usually the engine displacement, camshaft, and compression ratio have the greatest influence on vacuum output. Aftermarket adjustable vacuum modulators are available if you need to fine-tune vacuum modulator response. If your transmission has a TV cable or lever and no vacuum modulator (for example, most latemodel, non-electronically-shifted transmissions like a 700-R4 or 200-4R, as well as the old Chrysler TorqueFlite), then the TV-cable geometry must be correct at the carburetor or throttle-body. Otherwise, the transmission may not shift properly under any condition and eventually can burn up. A different height or style of intake manifold, and/

or a carburetor change, could adversely affect this geometric relationship. Again, brackets to help restore correct TV geometry are available from several aftermarket sources. I’d worry more about matching the intake to the rest of the combination, the carburetor, and the vehicle’s intended use. Then match your torque converter’s stall speed to the engine’s torque characteristics. Automatic shift points can also be affected by a change in the rear axle ratio. Yet again, adjustable governor kits are available for those transmissions that use a governor. And don’t forget adding a lot more power to an old, tired, worn-out drivetrain can mess anything up.

VORTEC HEADS COOLANT BYPASS I just put a new Chevrolet Performance HT383 into my 1969 El Camino driver/shop truck. The engine has Vortec heads. Do I have to circulate water through the heater core? Living in Phoenix, I bypass the heater core during the summer. Richard Crabb Phoenix, AZ Unlike earlier factory and most aftermarket heads, Vortec castings lack an internal coolant bypass transfer hole that mates with a corresponding hole on the passenger-side block deck, so an external bypass is required to prevent water-pump cavitation. This can be accomplished by circulating coolant through the heater core all the time, running an external bypass hose from the intake manifold to the radiator or the water pump, or even by drilling several small holes in the base of the thermostat.

A B

[Most small-block Chevys use an internal bypass to prevent water pump cavitation when running a thermostat. A coolant passage on the block’s passenger-side deck surface (A) mates with a corresponding hole in the cylinder head deck, bypassing coolant into the water pump through hole B. GM Vortec heads lack the hole corresponding to A, requiring an external bypass.

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[Are you old enough to remember lugging these things around?

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The Vibrolas have a bunch of car-related drag punk, as do the crass Demonics. Hopefully, I’ve led you down the path of new discovery; iTunes and apps like Discovr help you find this stuff more easily than ever. But do road songs need to be car songs? I don’t think so. In reviewing my longstanding rant about hackneyed 1950s doo-wop being played at every car show, I realize the music people want in their car is just the music they grew up cranking at the cruise night or race tracks. (Somehow the modern car-show scene got stuck with the generation that came of age with The Playmates.) So road music doesn’t have to be about cars, it’s just gotta be evocative of the time when cars were a fresh love—or have a beat that makes the windows go down as far as the throttle. Therefore, it’s lucky that Elana can hang with most of my baseline early Metallica, AC/DC, Van Halen, and Mötley Crüe. I’m not sure how deep she can go into the hair-metal archives, but she may be subjected to the likes of Skid Row, Dokken, and Loudness. If you’re of the same kink, try out some new Reckless Love—a Finnish band that sounds like Sunset Strip circa 1989. The Fins are owning retro thrash metal, too, with a band called Lost Society. I’ve also been getting into Denver thrasher band Havoc, but they have politics sure to start fights. Then again, Elana may never speak to me again after living in a Durango for eight days, anyway. I’ll let you know.

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