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BUMPER

DRAGGING!
OUTLAW
RADIAL
ACTION
JUNKYARD
BUILD! 505HP
PG.16p.10
351
WINDSOR

Cra
razy
zy Poow
wer
er!
hpp, 311ci Ford
LOUD.FAST.REAL.

2,000
MILES
IN THIS
1964
OLDS...
INC

LUDING
TRUCK-STOP
FOOD,
TOURIST TRAPS,
AND TOW-TRUCK
RESCUES!!

Done!

JANUARY 2015

CarCraft.com

CAR CRAFT ANTI TOUR

OUR CRUISE TO THE ESCONDIDO CAR


R SHOW AND DRAG RACE

REAL STREET ELIMINATOR

PUT YOUR CAR TO THE TEST! SMOKING TIRES,

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CONTENTS
JANUARY 2015
UP FRONT
07 SHOP TALK
What drives me.
10 ACTION!
Holleys LS Fest.

HANDS ON

12 HORSEPOWER!
John Calverts 996hp, 311ci Ford.
14 SPEED PARTS
Four must-have items!
16 THE BLUE BRAWLER
Build a 505hp 351 Windsor.
24 PROPER PUSHRODS
How to measure for correct-length pushrods.
30 ASK ANYTHING
Jeff Smith answers questions about E85 carburators.

16

24

PROJECT CAR

36 THIS GUYS GARAGE


Peering into building six of Muscle Car Restoration in
Wisconsin.
38 PROJECT CAR UPDATE
Junk, more junk, and replacement hood bumpers.

JANUARY 2015 CARCRAFT.COM 3

CONTENTS
JANUARY 2015
FEATURES

44 KRASS & BERNIE


Bernie takes a shoplifter for a ride.
48 CAR CRAFTS ANTI TOUR 2014
The southern edition.
56 MUSCLE-CAR ROAD TRIP
Burros, bugs, and blown head gaskets.
66 REAL STREET ELIMINATOR
We put 10 serious machines to the ultimate
muscle-car test.
74 SAVED FROM THE CRUSHER
Terry Murphys 1967 Chevelle.

ON THE COVER

74

1964 Oldsmobile F85 outside Tucumcari, New Mexico.


Photo by John McGann.

BACK OF BOOK

80 JUNKYARD BUILDER
A free app that will find that annoying
driveline vibration.
84 WHERES THE FUN?
Now with more red cars!
90 REAR VIEW
Butch Leals California flash.

4 CAR CRAFT JANUARY 2015

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SHOP TALK

Some of by best memories come from being in the driver seat.

WHAT DRIVES ME

cant remember exactly what it was


that formed my love for driving, or if
it was even a single event at all. For
as long as I can remember, Ive wanted
to drive motorized things. My parents
tell stories of me driving my prized
Matchbox cars around the house, setting up makeshift roads on the carpet.
My absolute favorite amusement park
ride was Geauga Lakes Merry Oldies.
Youve probably seen something similar: slightly scaled-down 1910 Cadillac
replicas powered by single-cylinder
engines you navigate around a concrete path. A guide rail in the cement
engages the cars steering if you veer
too far off course, and the cars themselves were very slow, but as a second
grader this was a powerful elixir that
only increased my thirst to drive
My first time operating a clutch was
on my uncles Simplicity lawn tractor. He
fired it up and let me drive it around their
expansive backyard during one of our
visits. It had four forward speeds, working headlights, and for years after that, I

pestered my dad for a riding mower of


our own, though our own yard wasnt
even remotely big enough to warrant it.
Without fail, Id sit on the mowers every
time he took me to Sears.
In the years since getting my drivers
license, Ive been fortunate to drive all
sorts of stuff. While still in college, I
worked at a country club where I got to
drive cool mowers, tractors, and even
a Bobcat skid steer. As an intern with
Motor Trend, I drove everything from
a lowly Chevrolet Aveo to the mighty
Ferrari 360 Stradale, and I enjoyed
(almost) every one of them. I drove my
Subaru station wagon from Ohio to
California along Route 66 to take that
position at MT, a road trip that ultimately lead me here to Car Craft.
Now, Im nearly done with another
long automotive journey, having completed the trip from Los Angeles to
Indianapolis in a 1964 Oldsmobile F85,
one of our former project cars. From
Indianapolis, I needed to be in Bowling
Green, Kentucky, to cover Holleys LS

Fest, so I rented a car and drove there.


As I write this, Im back in Indianapolis trying to get caught up on some
assignments before my flight back to
Los Angeles tomorrow morning.
Even after 12 days and 2,500 miles
on the road, Id much prefer to drive
back to Los Angeles tomorrow than
deal with TSA pat-downs, cattle-call
plane boardings, and overstuffed overhead compartments. I promise you,
there will be a point somewhere on
the road between the hotel and airport
where I will seriously consider pointing my wheels westward along some
circuitous and interesting route. Youll
know next month whether or not that
happened. John McGann
CarCraft@CarCraft.com
Facebook.com/carcraftmag
CarCraft.com
Car Craft Mag
831 S. Douglas St.
El Segundo, CA 90245

JANUARY 2015 CARCRAFT.COM 7

CARCRAFT.COM

EDITORIAL
Content Director,
Muscle Car Group Douglas R. Glad
Editor John McGann
Managing Editor Phil McRae
Contributors Jeff Smith,
John Kiewicz, Brian Hafliger, George Trosley
ART DIRECTION & DESIGN
Creative Director Edwin Alpanian
Art Director Roberta Conroy
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HOLLEYS
LS FEST
By John McGann / Photos: John McGann
We just got back from LS Fest at Beech mainly there to cover the Car Craft
Bend Park in Bowling Green, Kentucky.
Engine Swap Challenge on Saturday
This was the fifth year of the event,
morning, we couldnt help but point our
and its grown bigger and better every
cameras at all the other cool stuff to
year. Competitor count was way up
see that weekend. Here is a sneak
this year, as was vendor and spectator
peek, and stay tuned for an article on
participation. Holley has a winning forthe Engine Swap Challenge set to run
mula in this show. Though we were
next month.

10 CAR CRAFT JANUARY 2015

Honestly, how many of you are laughing


because its an import?

HORSEPOWER!
996HP, 311CI FORD
John Calvert / Lancaster, CA
This is just our mule engine, says Stock Eliminator racer John Calvert. That may be, but this
mule looked much more like a thoroughbred
when we watched John and noted engine
builder and tuner Kenny Duttweiler spin
Calverts supercharged, four-valve motor up
on Duttweilers dyno. Calvert decided to tune
the engine on the dyno after a few runs in his
updated 2014 Mustang that runs in NHRAs
AAA/Stock Eliminator class.
In previous testing, the Mustang has
already run 8.80s on a 9.70 index, which is
already impressiveremember, this is Stock
Eliminator were talking about. But its the
engine we really came to see. Calvert says
that he and engine builder Eric Jones collaborated on assembling the engine that consists
of a 0.070-over Coyote 5.0L short-block
with a stock crank, Manley rods, and Mahle
pistons. For cylinder heads, Calvert is running
the Ford Racing CNC-ported four-valve heads
along with four longer duration hydraulic
roller cams from Comp Cams. As you can
imagine, he was less than specific about the
cams. But the real hero deal is the Ford Racing 2.9L Whipple supercharger and Accufab
mono-blade throttle-body.
The main reason Calvert was on Duttweilers dyno was to get an accurate tune on the
engine using one of Holleys brand-new wiring
harness packages for the Coyote engine. As
of now, there are only about two or three of
these in existence to mate Holleys Dominator
ECU with the four-cam Ford engine. Holleys
Robin Lawrence was also on hand to lend
some tuning expertise. The big news was
how much power this package put out. We
were there long enough to witness multiple
pulls from 4,0009,000 rpm, where the Ford
made fantastic power. We saw 1,000 hp flash
up on the screen a couple of time during
the day, but the run we recorded produced
slightly less at 996 hp at 8,400 rpm.
Perhaps even more impressive was the
742 lb-ft of torque peak that occurred a
5,400 rpm, producing an incredibly wide
3,000-rpm powerband. Most normally aspirated engines generally produce a powerband
that spans 1,5001,800 rpm. A well-designed
supercharger package might expand that a
bit, but clearly the combination of four valves
per cylinder and that Whipple blower make
for a lethal combination of both peak horsepower and an incredibly wide powerband.
Good racers know that while peak horsepower is important to a quick e.t., excellent
torque in the midrange also contributes to
improving acceleration.

12 CAR CRAFT JANUARY 2015

By Jeff Smith / Photos: Jeff Smith


One key to serpentine beltdriven
superchargers is to employ more
than a 180-degree wrap around the
blower pulley. This improves traction and prevents belt slippage that
can cost horsepower. The Thump
RRR Racing billet belt tensioner
probably helped too.

It may only be 311 ci, but when you can


squeeze 996 hp out of that, the world will
take notice. That computes out to 3.20 hp
per cubic inch.

While its obvious that the Whipple 2.9L


blower tends to take center stage cranking
out roughly 14 psi of boost, lets not forget
the CNC-ported four-valve Ford Racing
heads and the contributions from the Comp
roller cams. Calvert also says he was using
stock Ford coils.

Calvert experimented with two different


headers; these are from American Racing
and have 1 78 -inch primaries, of equal length
tubing, and a merge collector. He also tried a
set of 2-inch primary pipes with a much
larger 4-inch collector, but the differences
(at least at first glance) in power were
negligible.

JANUARY 2015 CARCRAFT.COM 13

SPEED PARTS
V8 BEDAZZLED
What it is: Fuel-injection velocity
stacks for GM engines.
Why you care: Like a tunnel-ram,
velocity stacks look cool, scream performance, and are actually worth some
power. Inglese is developed this system
designed to run on FASTs EZ-EFI or XFI
electronic fuel-injection systems. The
kit includes fuel injectors, sensors, and
an idle air control valve that plumbs into
a common vacuum plenum.
How much: $4,087.29
Learn more: Inglese; 866/450-8089;
Inglese.com

PONTIAC
PERFORMANCE
What it is: CNC-ported Pontiac heads
from Edelbrock.
Why you care: Edelbrock has upped
the game for Pontiac enthusiasts with
these CNC-ported versions of its Performer RPM 455 cylinder heads. They
are available with either 72- or 87cc
combustion chambers and with
valvesprings suited for either hydraulic
roller or hydraulic flat-tappet cams.
How much: $1,299.50 each
Learn more: Edelbrock;
310/781-2222; Edelbrock.com

ALUMINUM HEADER GASKETS


What it is: Leak-resistant exhaust
gaskets.
Why you care: Header gaskets are
notoriously prone to failures. They
have to survive the hottest part of
the engine and seal two surfaces
that are likely not perfectly flat. Mr.
Gaskets new aluminum gaskets are
thick and soft enough to conform to

14 CAR CRAFT JANUARY 2015

variations in the sealing surface, and


they last longer than paper or metalcoated gaskets.
How much: Cost depends on application, but prices seem so be around
$35 for the applications we looked up.
Learn more: Mr. Gasket;
216/658-6413;
Shop.Mr-Gasket.com

KNOWLEDGE = GOOD
What it is: A Mustang build book from
CarTech Books.
Why you care: Though we like to think
you can get all the information you need
from Car Craft, it is prudent to consult
with several resources when gathering
information on a build. CarTech Books
recently published this tome on how to
build and modify an early Mustang. We
know the author, Frank Bohanan, personally and can attest to his depth of
knowledge and experience, so this is a
worthy investment.
How much: $24.95, plus shipping.
Learn more: CarTech Books;
651/277-1200; CarTechBooks.com

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HANDS ON

BUILD A 505HP
351 WINDSOR
By John McGann / Photos: Brian Hafliger

Its safe to say weve built


a few 350 Chevys in the
pages of Car Craft the last
couple decades or so. The same cannot
be said about Fords similarly sized
counterpart, something we will remedy
this month and in subsequent issues
this year. Like our Blue Collar big-block
Chevy, we will keep the recipe simple:
start with stock parts first, then make
sensible upgrades in search of the bestbang-for-the-buck parts. IMM Engine &

16 CAR CRAFT JANUARY 2015

Dyno in Indio, California, tackled this


build, with owner Brian Hafliger even
doing double duty as builder and photographer while your author was road
tripping in an Oldsmobile (see page
56 of this issue).
Lets spare the drama and get to
the results right away. Starting with a
bone-stock 351W truck engine, we
bored the block 0.020-inch over, fitted KB flat-top pistons to the stock
crank and rods, installed a Crane

hydraulic roller cam, and reassembled


the engine with GT40 cylinder heads.
That combination was good for 391
hp at 5,900 rpm and 405 lb-ft at
4,300 rpm. After that, we dropped
Trick Flows 11R cylinder heads on the
same short-block and made 505 hp
at 6,700 rpm and 451 lb-ft at 5,200
rpm. Along the way, we shuffled a
few intake manifolds and carburetors
across this engine, and the test
results are interesting.

The foundation of
the build is simple: a
truck engine from the
1990s. It came with a
roller cam and a onepiece rear main seal
from the factory. We
got the long-block for
free from a guy who
was running it in a
turbocharged Fox-body
Mustang. It was past
worn out; he decided
to upgrade to an
aftermarket block and
just wanted to get rid
of this engine.

This engine had detonated quite a bit under boost and needed to
have the main cap registers repaired and the main caps align-honed.
The crankshaft and connecting rods all checked out OK, though. The
cylinders cleaned up with a minimal 0.020-inch bore and hone that
Brian performed using BHJ torque plates.

The crank and rods were reused, and Brian installed a new Melling
high-volume oil pump. We specd ARP bolts throughout the build.
For this iteration, we decided to use
a set of KB flat-top hypereutectic
pistons. They come with 6.5cc valve
reliefs and 1 16-, 1 16-, and 316-inch rings.
Brian mocked up pistons in all four
corners to measure, then surfaced the
block to set the pistons at zero-deck.
In nearly all circumstances, you can
reuse stock roller lifters, but ours
were pretty rough from sitting for a
while, so Brian replaced them with a
set of Cranes OE replacement roller
lifters. The cam measures 228/236
degrees duration at 0.050-inch lift and
0.552/0.574-inch lift. Its an off-theshelf Crane cam, but Brian asked for it
to be custom-ground on a 108-degree
lobe-separation angle instead of the
standard 112-degree LSA.

JANUARY 2015 CARCRAFT.COM 17

HANDS ON

The heads were machined to accept a set


of 1.90/1.55-inch valves (the intakes are
slightly larger than the stock 1.87-inch
valves). Brian selected a set of Ferrea
valves, and no other machining or porting
was done to the GT40 heads other than the
valve job.

The GT40 heads needed some machining prior to installation. Brian first cut the guide
bosses and spring pads for valvespring locators. Next, he used a reamer to increase the
diameter of the GT40s bolt holes to match the 351s thicker-diameter head bolts.
He also machined the
rocker-arm stands
for Cranes stud
conversion kit. We
used Cranes 1.6:1
roller rocker arms, and
using a set of checker
valvesprings, pistonto-valve clearance
with the GT40 heads
was an ample 0.180
inch. For the test, we
used Cranes 448-lb/
in dual valvesprings to
match the cam. Valve
float was nonexistent,
even at engine speeds
approaching 7,000 rpm.

We used this opportunity to test a few


different intake manifolds. From left to
right: Edelbrock Victor Jr., Summit Racing
dual plane, and Edelbrock Performer RPM
Air Gap. Each manifold fit both the GT40
and Trick Flow heads flawlessly.

In addition to swapping manifolds, Brian


cycled through a trio of carburetors,
starting with Edelbrocks Thunder Series
650-cfm AVS. This engine just wanted
more air, Brian exclaimed. No matter which
cylinder heads were installed, the engine
made best power with the bigger carb.
With GT40 heads, the 750 Double Pumper
worked best; with the 11R heads, the 1,000
HP carb was the winner.

Here is the GT40 combination ready to run. With 0.040-inch head gaskets, the compression
ratio was 10.0:1. We used Dougs headers for all the tests. Brian chose them because the
combination of 30-inch-long, 1 34-diameter primary tubes and short 3-inch collectors
complemented the cam and heads better than most other headers available with longer
primaries. Per his normal dyno setup, Brian used MSDs Ready-To-Run distributor and their
electric water-pump drive. We used Torco 10W-30 oil and 91-octane gasoline from the local
Chevron. This combination made best power with 29 degrees total timing.

18 CAR CRAFT JANUARY 2015

After making pretty decent power with


GT40 heads, Brian removed them for
Trick Flows relatively new 11R heads.
Available in 205- or 190cc intake runner
sizes, we choose the latter for this test.
Both versions of the 11R are fully CNC
ported.

NETWORK
IF IT ISNT HERE, IT ISNT HAPPENING

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HANDS ON
ON THE DYNO
All testing was performed on IMMs DTS engine dynamometer, and the results listed are adjusted according to the SAE
correction factor. Dougs 1 34-inch primary tube headers were used throughout.
Test 1: GT40 heads, Edelbrock 650 AVS, Summit Racing intake manifold
Test 2: GT40 heads, Holley 750 Ultra Double Pumper, Summit Racing intake manifold, 1-inch open spacer
Test 3: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock RPM Air Gap intake manifold
Test 4: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock Victor Jr. intake manifold
Test 5: 11R heads, Holley 1,000 HP, Edelbrock RPM Air Gap intake manifold
Test 6: 11 R heads, Holley 1,000 HP, Edelbrock Victor Jr. intake manifold
RPM
3,000
3,200
3,400
3,600
3,800
4,000
4,200
4,400
4,600
4,800
5,000
5,200
5,400
5,600
5,800
6,000
6,200
6,400
6,600
6,800

TEST 1
HP
211
233
250
265
280
299
314
327
336
346
355
363
371
375
379
378

20 CAR CRAFT JANUARY 2015

TQ
369
383
386
387
388
393
393
390
384
378
373
366
361
352
343
331

TEST 2
HP
215
238
257
272
289
306
323
337
349
358
368
376
384
387
390
388
384

TQ
378
390
397
398
400
402
404
403
398
392
387
380
373
363
353
340
325

TEST 3
HP
TQ
224
393
247
406
264
408
282
411
304
420
326
429
350
438
371
443
391
446
410
448
425
447
442
447
452
440
465
436
476
431
478
418
478
405
480
394
482
383
482
378

TEST 4
HP
TQ
216
379
238
392
257
397
271
396
290
401
313
411
334
418
358
427
381
435
400 438
420
441
440
444
456
444
470
441
484
438
489
428
490
415
489
401
497 395
494
387

TEST 5
HP
TQ

284
415
308
425
330
434
352
440
373
446
395
451
414
453
431
453
448
452
459
447
469
439
472
427
482
422
484
410
485
398
491
390
490
384

TEST 6
HP
TQ
222
389
241
395
256
395
272
397
291
402
313
411
338
423
362
433
386
441
407
445
428
449
447
451
461
449
475
446
487
441
494
433
495
419
503
412
504
401
505
395

STICK EM WHERE THE


SUN DONT SHINE.

Before

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WERE TALKING ABOUT: YOUR GARAGE.
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garage light. Big Ass Light is the bright, durable,
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the dark no longer.

Call 888-958-1710 or visit bigasslight.com/INFO


and use promo code CC115 for an info kit.

After

HANDS ON

The 11Rs combustion chambers are fully


CNC-profiled as well. The valve angles
differ slightly from the traditional Twisted
Wedge design. Pistons with valve reliefs
specifically made for Twisted Wedge
heads will still work with these heads,
though. Two combustion chamber sizes
are available: 56cc and 66cc. We chose the
former, yielding a 10.7:1 compression ratio,
in conjunction with Trick Flows Cometic
MLS head gasket.

Our KB pistons werent designed with Twisted Wedge valve reliefs, so Brian paid close
attention to valve clearances. He needed to grind the intake valve relief angle slightly, but
was able to create a safe 0.120-inch clearance on the intake side with the cam installed
straight up.

Because theyre simply taller than


production Ford cylinder heads, the 11Rs
needed pushrods that were nearly 2 inches
taller than stock. Brian chose a set of 516inch, 0.080-wall-thickness pushrods from
Manley. These measure 8.250-inch. The
stock pushrods were 6.375 inches long.

Though tested with an RPM Air Gap


(installed here) and 750-cfm Ultra
Double Pumper, this combination
made best power with Holleys
1,000 HP carburetor on a Victor Jr.
intake. Compared to the best power
made with the GT40 heads, just the
addition of Trick Flows 11R heads
yielded an increase of 121 hp with
no loss in torque anywhere in the
powerband. Want even better news?
This cam really isnt big enough to
take advantage of the full potential of
these cylinder heads. We will explore
that limit more fully in our next
installment with a bigger cam and
more displacement. No matter what,
Trick Flows 11R cylinder heads offer an
incredible bang for the buck. END

PARTS LIST
Dougs 1 34-inch headers were used again to
test the 11R heads. Brian installed a set of
NGK FR5 spark plugs, and this combination
ran best on 30 degrees of total timing.

SOURCES

ARP; 805/339-2200; ARP-Bolts.com


Crane Cams;
866/388-5120; CraneCams.com
Dougs Headers;
909/599-5955; Pertronix.com
IMM Engine & Dyno;
760/347-5493; IMMEngines.com
Keith Black; 800/648-7970;
UEMPistons.com
MSD; 915/857-5200;
MSDPerformance.com
Summit Racing Equipment;
800/230-3030; SummitRacing.com
Trick Flow Specialties;
330/630-1555; TrickFlow.com

22 CAR CRAFT JANUARY 2015

DESCRIPTION
Pistons and rings
Lifters
Rocker arms
Timing set
Camshaft
Pushrods (w/ GT40 heads)
Pushrods (w/ 11R heads)
Valvesprings (GT40 heads)
Valve retainers
Valve locks
Guideplate conversion
Oil pump
Headers

PN
KB124KTD-020
36530-16
36774-16
44975-1
449691-108
36625-16
25701-16
96870-16
99943-16
99097-1
36655-16
10833
TFS5621T561C02
D6672

Intake, dual plane

SUM-226036

Intake, RPM Air Gap


Intake, Victor Jr.
Carburetor, Thunder Series
Carburetor, 750 Ultra DP
Carburetor, 1,000 HP

7581
2981
1806
0-76751BL
0-80513-1

11R cylinder heads

SOURCE
Keith Black
Crane
Crane
Crane
Crane
Crane
Manley
Crane
Crane
Crane
Crane
Melling
Trick Flow
Dougs
Summit
Racing
Edelbrock
Edelbrock
Edelbrock
Holley
Holley

PRICE
$418.97
243.20
312.00
116.80
440.00
140.80
131.97
155.20
72.006140
32.40
137.60
78.97
1,050.00
each
746.97
184.97
289.97
339.97
384.97
559.95
799.95

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Page 18

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Brake Lights
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Horn (Relay)
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Park Lights
Power Door Locks
Power Windows
Radio/Clock (Consta
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Star ting
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STEP BY STEP

PROPER PUSHRODS
How to Measure for Correct-Length Pushrods
By John Kiewicz / Photos: John Kiewicz

Correct valvetrain geometry


is critical to ensure troublefree operation of an engine,
especially during high-rpm operation.
When building a new engine, many
people simply reuse the original pushrods or buy a new set of stock-length
pushrods. However, multiple factors
(see sidebar on page 28) can cause a
change in the distance between the
top of the lifter and the end of the
rocker arm.

24 CAR CRAFT JANUARY 2015

Most engines that use pushrods


make use of a rocker-arm assembly
that pivots on a fulcrum. As the rocker
arm pivots forward, the rocker-arm tip
pushes down on the valve stem. At first
glance, it may appear as if the rockerarm tip remains in the same location
on the top of the valve stem. However,
as the rocker arm pivots, it moves in an
arc across a portion of the valve stem.
If the pushrod is too long or too short,
the tip of the rocker arm will not be

centrally located on the top of the


valve, which can result in premature
valve and/or valve-guide wear, parts
failure, or binding during operation.
Thanks to easy-to-use measurement
toolssuch as items from Comp
Camsdetermining the proper-length
pushrod for your engine is simple. Follow along as we show you the basics
on how to determine the proper-length
pushrod on a small-block V8 engine fitted with a solid-lifter camshaft.

Comp Cams offers


a Hi-Tech Master Pushrod
Checking Kit (PN 7705)
that includes four different
adjustable pushrod-length
checking tools. The tools
cover pushrod lengths ranging
between 5.8009.800 inches.

2
Each of the pushrod-length checking
tools incorporates a threaded adjustment
feature that allows you to lengthen the tool
to adapt for different factors that affect
pushrod length. To adjust the checking tool,
simply unscrew the end.

Start by identifying
which of the
pushrod-length
checking tools
from the kit is most
similar in length to
your stock pushrod.
Then, adjust the
checking tool so
that its length is
approximately the
same as the stock
pushrod. Install the
checking tool so that
one end fits into the
cup portion on the
top of the lifter.

3
Use a dry-erase marking
pen to cover the valve tip
with a black coloring.

JANUARY 2015 CARCRAFT.COM 25

STEP BY STEP

5
Install the rocker arm onto the mounting stud. In our case, were using a set of Comp Cams
Magnum roller-tipped rocker arms. However, determining proper pushrod length involves
the same procedure if youre using stock-type, stamped-steel rocker arms.

With the lifter on the base circle of the


camshaft, tighten the rocker-arm nut to
obtain zero lash, meaning that theres
no clearance between the valve tip and
the rocker arm. This can be done via visual
inspection at the rocker-arm tip, but the
easiest way is to spin the pushrod-checking
tool with your finger tips while tightening
the rocker-arm nut. When you feel
resistance on the checking tool, you have
reached zero lash, and tightening of the nut
should stop. In applications with high-rate
valvesprings, we recommend using a set
of checking springs to avoid damaging the
checking tools threads.

Rotate the
engine
through at
least two
complete
cycles,
making
the rocker
arm open
and close
the valve
multiple
times.

Keep rotating the engine until the lifter is on the base circle of the camshaft to remove
tension from the valvespring, and remove the rocker arm.

26 CAR CRAFT JANUARY 2015

Inspect the end of the valve tip. The area


where the rocker arm has exerted force on
the valve will cause the dry-erase pen to
be rubbed off. In our case, the rocker arm
was only pushing on the bottom half of the
valve tip.

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STEP BY STEP

10

The location
of the
witness mark
indicates
the pushrod
length was
too long, so
we shortened
the length of
the checking
tool and
performed
the test
again.

12

11
By making the pushrod shorter, the tip
of the rocker arm is now centered in the
middle portion of the valve tip, as indicated
by the wear mark. The wear pattern in this
picture indicates proper pushrod length.

Remove the pushrod-checking tool and count how many turns out the tip is. For each full
turn out, 0.050-inch length should be added to baseline measurement of the checking tool.
In our case, two turns out generated the proper clearance, meaning the pushrod length
needed for our engine is about 6.800 inches. With this measurement, a set of customlength pushrods can be orderedor you may be able to purchase a premade set of pushrods
that are +/- 0.050 inch to your measured length. We ordered a set of Comps 6.850-inch
pushrods (PN 8312), which should be close enough to generate proper valvetrain geometry.

This illustration
shows how
the rocker arm
should properly
move across the
valve tip when
the correctlength pushrod
is used. END

ITEMS THAT AFFECT


PUSHROD LENGTH
Aftermarket tall deck cylinder block
Decked cylinder block
Decked cylinder heads
Thicker/thinner-than-stock head
gaskets
Sunken/recessed valve seats
Longer/shorter-than-stock length
valves
Non-stock ratio rocker arms
Non-stock rocker-arm assembly
Non-stock length/style aftermarket
rocker-arm studs
Non-stock-style camshaft (flat tappet
versus roller tappet)
Small base-circle camshaft

SOURCE

Comp Cams; 800/999-0853; CompCams.com

28 CAR CRAFT JANUARY 2015

Meet the ENFORCER!


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These E-Force Supercharger systems are designed for small-block Chevy and
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Available for EFI or carbureted setups
EFI systems include high capacity air to water intercooler, throttle bodies,
ECU, wiring harness, fuel rails, injectors and hardware
Carbureted systems available with or without 600 cfm Performer Series carburetors

E-FORCE SYSTEMS FOR LS ENGINES


These NEW E-Force Supercharger systems are designed for Chevy LS
engines with cathedral or rectangular port cylinder heads. It's a
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rods and muscle cars with an LS transplant.
4150-style bolt pattern flange compatible with both dual
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A newly designed assembly with Eaton Gen VI 2300 TVS
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PASSION FOR PERFORMANCE

ASK ANYTHING
This is a Holley 750 mechanical
secondary carburetor that
we converted to Quick Fuel
E85 metering blocks. They
recommend 35 nozzles when
converting to E85.

SQUIRTING E85
Tom McJunkin; via CarCraft.com:
I read the article Jeff Smith wrote on
changing a Holley carb over to E85.
The question I have is what size should
the squirter be on the front and rear of
a double pumper?
Jeff Smith: Every engine is different
in terms of how much fuel it requires,
especially with transient engine operation. For example, a heavy car with a
single-plane intake and a somewhat
tall gear will generally demand much
more accelerator pump shot than a
lighter car with a deeper gear and a
dual-plane intake manifold. Add in the
variable of E85, which will, in theory,
require roughly 30 percent more fuel,
and I would start by increasing not
just the squirter size but also a

30 CAR CRAFT JANUARY 2015

change to the plastic pump cam and


its position. Most car crafters dont
know that just moving the accelerator pump cam from the stock No. 1 to
the No. 2 position will increase the
amount of fuel delivered. Just moving
the cam will produce more total lift,
which will deliver more fuel. Then, if
necessary, Holley offers several different accelerator-pump camsthe
pink or green cams offer the most
volume per pump shot.
Adding a larger pump nozzle accomplishes two things. First, it delivers
more fuel, but, secondly, it does so
over a shorter duration of time. Its
possible that a larger nozzle will help
initially but then create a sag in engine
performance toward the end of the initial acceleration curve. So balancing

the accelerator pump volume of fuel


delivered along with the duration will
help determine the nozzle size.
Keep in mind that the best accelerator pump tune is the one that delivers
the least amount of fuel to help the
engine accelerate. Too much fuel delivered too soon can make an engine sag,
and yet it will feel like it is too lean. For
what its worth, when we converted a
750 0-4779 Holley over to Quick Fuel
E85 metering blocks several years ago,
Quick Fuel included these recommendations: 80 primary, 90 secondary
jets, 4.5 power valve, 35 primary and
secondary squirters, 0.065-inch idle
and 0.028-inch high speed air bleeds,
and a 0.076-inch power valve channel
restriction (PVCR). This should represent a decent starting place.

GEAR VENDORS
UNDER/OVERDRIVE

E
V
I
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D
R
VE

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When you want to run 2500hp on the street


Gear Vendors are the only overdrives to consider.
Guaranteed even when racing they are
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Gear Vendors Inc. 1717 N Magnolia Ave, El Cajon, CA 92020 www.gearvendors.com

Call us at 800-999-9555 U.S. and get the details of your fitment.

Wipers
Done Right!

ASK ANYTHING

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Just moving the


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We spoke with Eastwoods Nick


Capinski about questions they are
routinely asked and what their
responses are. As youd imagine, they
the majority of questions deal with
rust.

Call us today to discuss your needs.

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Customer Question: My car has rust


issues. How do I fix them?
Nick Capinski: The best way to deal
with rust is to remove it completely.
There are a few ways to do that: you
weld in new sheetmetal, you can use
abrasive blasting if the rust hasnt
penetrated too far into the panel, or
you can chemically remove it with a
product like our Fast Etch or Rust Dissolver. Fast Etch is an aggressive solution that dissolves rust and leaves
behind a zinc-phosphate coating,
which is a good surface to prime and

paint over. Rust Dissolver is a more


gentle formula that works in areas
where the rust is lighter or for use on
areas near trim or chrome that may
get damaged by Fast Etch. For hard-toreach areas like inside doors or pillars,
products like our Rust Encapsulator
work well and really slow down the
corrosive effects that rust has on
sheetmetal.
We also get lots of calls from people
wanting to know how to treat rust that
has formed inside a car frame, and we

developed Internal Frame coating just for that. Becaust its difficult to access the inside of a
frame to mechanically remove
rustlike with a wire brush, for
examplewe recommend rinsing it thoroughly with a hose
and blasting it dry with compressed air, then applying Internal Frame Coating. It is similar
to our Rust Encapsulator and
seals the frame with a zincphosphate coating to prevent it
from rusting from the inside out.
The aerosol can is sold with a
hose and nozzle you can feed
into the frame to spray places
where a paint gun cant reach.
Customer Question: Can I use
a MIG welder with flux-core
wire to weld on automotive
sheetmetal?
Nick Capinski: This question
comes up a lot too. Using fluxcore wire is a more inexpensive
way to weld. Solid-core wire
produces better-looking welds,
but requires using a shielding
gasgenerally a 75/25 percent
mix of carbon dioxide and
argon. Gas cylinders can be
expensive to buy and fill, so
people wonder if flux-core wire
can work instead. The answer is
yes, you can, but it makes the
job more difficult. Flux-core wire
contains chemicals that evaporate at the weld puddle to form
a cloud of shielding gas around
the weld as it cools and solidifies. It leaves a residue that

ASK ANYTHING

must be thoroughly cleaned off or


else it will contaminate and leach
through paint if you paint over it. Fluxcore welding wire also requires more
heat than solid core MIG wire, so
theres a greater chance of warping
the panel, especially with thin automotive sheetmetal. Yes, you can use
flux-core wire, but youll get better
results and have an easier time if you
use solid-core wire and shielding gas.
Customer Question: Which kind of
paint should I buy: single stage or
basecoat/clearcoat?
Nick Capinski: We get this question
a lot. For the enthusiast who is relatively new to painting, we recommend basecoat/clearcoat systems. It
allows the customer to break the
paint job up into two different components. When applying the
basecoat, the customer can just concentrate on getting even coverage of
the color. Mistakes made here can be
sanded out and new paint can be
painted just in that area, or just that
panel or section of the car if a metallic paint is being used and you want
the metallic pattern to look uniform.
By spraying the clear separately, you
can also break the paint job up into a
couple different days, rather than one
big session with single-stage paint.
After the paint has cured, basecoat/
clearcoat systems are generally easier to buff to a gloss and maintain
over the life of the car. Having a separate layer of clear over the basecoat
gives you plenty of material to cut

and buff to a smooth, glossy finish.


This is especially important with
metallic paints. Without a layer of
clear, the metallic flakes can oxidize or
corrode over time, affecting the overall appearance of the finish.

MORE INFO
The Eastwood Company;
800/343-9353; Eastwood.com

ASK ANYTHING
WEVE GOT
SOLUTIONS!
CarCraft@CarCraft.com
CarCraft.com
Car Craft Mag
831 S. Douglas St.
El Segundo, CA 90245

Buying Smart
Starts Here
Reviews
+

Research
+

Pricing Tools
+

& Much More...

THIS GUYS GARAGE


1969 ROAD RUNNER

1970 OLDSMOBILE 442

1967 FORD MUSTANG

This was originally a four-speed car that


arrived with no drivetrain and no owner. The
plan is to put it back on the street for a customer. Look at it like stocking auto parts,
only whole cars instead.

The yellow car is a real 442 that was sitting


in a garage for the past 20 years. The guys
at MCR are going to clean it up, get it running, and put it back on the road.

The owner of this car wants to restore his


base six-cylinder Mustang back to, well, a
base six-cylinder Mustang. We never
thought wed see the day.

1967 OLDSMOBILE 442


MCR also does basic mechanical maintenance and fixes small things. This Olds
is in for a checkup and some touch-up
paint work for the summer.

1972
PLYMOUTH
SCAMP
The Scamp has a 383
swap and an automatic,
MCR is going to blow it
apart and restore it.

36 CAR CRAFT JANUARY 2015

1968 DODGE DART GT


The Dart was purchased when the
Hemi Dart clone craze was on. Its a
clean Southwest body with a base
six-cylinder with an automatic waiting
for the right customer.

1969 CHEVY
CAMARO
MCR calls this one a core car.
It is similar to the Dart that
was purchased to sell as a
project. What kind of Camaro
do you want? MCR will build it.

1977 PONTIAC
TRANS AM
This is a Pontiac-powered
Pontiac, so the owner rightly
wants to restore it. Its a 400,
four-speed car that is complete
down to the window sticker.

1973 DODGE
CHARGER SE
Fresh off the truck, this
Charger is waiting for a
plan from its owner. Hes
talking about a 440 and
a five-speed.

1968 GT500 KR
Did you miss this? It is an authentic
428-powered GT500 KR and is one of
three that are stored in this warehouse.
It came in as a running, driving car that
is waiting for a new owner. How much
cash do you have?

MUSCLE CAR RESTORATION /


Chippewa Falls, WI
John Balow started Muscle Car Restorations in 1988
after one of his restorations was discovered at Barrett
Jackson. Since then, he has created some of the nicest
restorations we have ever seen. His operation grew
from one building to six in order to control the quality of
each part of the process. This photo is inside building
six. In it are cars that are in-process, waiting for parts,
about to start a restoration, or just in for a bit of maintenance. MCRs Les Lienerth walked us around the room.
By Douglas R. Glad / Photo: Douglas R. Glad

1968 PONTIAC
FIREBIRD
The Bird is getting the full
street-machine treatment.
It will have a supercharged
LS swap with Detroit Speed
suspension for the track and
felony street action.

1974 DODGE CHARGER SE

1967 PONTIAC GTO

The owner is restoring his high school car. The


good news is the factory 440 is going back in.

This will be an OE restoration with a few


aftermarket goodies for fairground duty.

Restoring a car doesnt always


have to do with value. Some guys
have other reasons. Les Lienerth

JANUARY 2015 CARCRAFT.COM 37

PROJECT CAR

PROJECT CAR
UPDATE
Junk, More Junk, and Replacement Hood Bumpers
By John McGann / Photos: John McGann

38 CAR CRAFT JANUARY 2015

PROJECT CUTLASS
As seen in the article about this years
Anti Tour (page 48), our 1980 Oldsmobile made an appearance at Barona
eighth-mile dragstrip. We cant say for
sure whether or not the tracks safety
officials fell victim to the Jedi mind
trick, but somehow they managed to
overlook the cars dry-rotted slicks,
sketchy battery hold-downs, and safety
harnesses that were at least a decade
past their expiration date. Instead of
politely telling us to leave, they chalked
a number on our Geriatric G-bodys
window and sent us to the starting line.
From the staging lanes, you could hear
the ancient slicks make crunching
sounds during the burnout, while a sad,
little haze of tire smoke dusted the
ground. At the green light, the car
squatted hard, then popped and
banged down the track, limping its way
to a 20-second pass. Actually, we

arent too upset by that. Considering it


hasnt moved under its own power for
more than 10 years, the fact that it
made it all the way down the track is a
feat in itself.
We have good reason to suspect a
faulty coil and bad torque converter are
co-conspirators, creating the conditions that wont let the car get out of
its own way. Though the engine
sounds healthy at idle and when you
snap the throttle open in neutral, under
load, it wouldnt rev past 4,000 rpm. In
addition, the torque converter seems
to be acting more like fluid coupling
and not actually multiplying torque. It
feels like theres no urgency under
acceleration; the car just makes noise,
and we seriously doubt this thing has a
5,000-rpm stall converter in it.
In any case, the torque converter has
already been replaced with a slightly

less-sketchy-looking used one, and an


updated ignition system is en route to
us from MSD. While we wait, we are
addressing other issueslike the leaking fuel linesand replacing the safety
harnesses. We also need to go through
the brakes and replace the tires. That
seems like a good idea.
In all, thats not too daunting a list,
and the Cutlass should be track-ready
soon. Our short-term goal is to make a
clean pass as is before making any
drastic changes to the car. We also
plan to keep the glorious, faded, twotone paint scheme as an homage to
the decade when this car was built. We
may even keep the dorky hoodscoop.

JANUARY 2015 CARCRAFT.COM 39

PROJECT CAR

PROJECT VENTURA
We received a surprising number of
readers letters saying we should take
the Ventura on as an official CC project
car. Well, we heard your voices, and
here it is parked outside our Gardena,
California, warehome. The Ventura was
Pontiacs version of GMs X-body,
which includes the Chevrolet Nova,
Buick Skylark, and Oldsmobile Omega.
According to the cowl tag, this is a
1972, not a 1971 as we had previously
been told
The Ventura was delivered to us
from its former desert refuge of Palmdale, California, and brought with it
sand, dust, more sand, and a collection
of spiders so vast it would make an
arachnologists day. Black widows were
dripping off the undercarriage as we
unloaded it from the trailer.
For some reason, I remember it running better than this, our friend Fabian
admitted, trying to back the car off his
trailer. You gotta keep pumping the
brake pedaltheres no pressure in the
lines, he hollered as the Ventura
lurched off the trailer and nearly
launched itself into every other car in
the parking lot and through my bedroom wall. A sea of water trailed
behind the car. I think one of the
freeze plugs fell out, Fabian admitted.
The engine refused to run long enough
to for us to see if it would overheat and
seize up. With friends like this
The list of things needing to be
repaired or replaced is longer than the
list of components that are OK. A
wasted master cylinder is likely the
cause of the faulty brakes. The lines
and wheel cylinders arent leaking, so
thats a relatively easy fix. More challenging, however, are the Texas-sized
holes in the floorpans on both the
driver and passenger side of the car. A
cool piece of plywood is screwed into
the passenger rear footwellapparently, as a temporary fix attempted
long ago. Sarcasm aside, theres barely
enough sheetmetal on the floor to hold
the seats up. This damage was caused
by an unaddressed water leak at both
the windshield and back window. We

40 CAR CRAFT JANUARY 2015

hosed the car off over the weekend


and marveled at the veritable river of
water flowing down the inside of the
windows. The floors will need to be
completely replaced. While were at it,
we will replace the glass. Theres no
point salvaging the original pieces,
which are cracked and delaminated.
Our parts list isnt done yet. The gas
tank leaks, and the fuel lines also need
to be replaced. The wiring is a rats
nest, and the seats and upholstery
should be burned. The roof is rusted
through at the left A-pillar too. In all, its
basically a pair of fenders, doors, and
probably usable quarter-panels.
On the plus side, the car has a good
812-inch 10-bolt rear and there are a
ton of suspension and drivetrain pieces
available for these cars, since they
share a lot of suspension components
with Camaros. In addition, many of the
body panels are shared with the Nova,
so replacement sheetmetal shouldnt

be too difficult to find. Things like the


hood and fenders that are specific to
the Ventura are in reasonably good
shape here.
Purists will criticize the Chevy 350
under the hood. Dont be so quick to
accuse us of being Chevy-loving crossbreeders (even though we are!), because
a Chevy 307 was one of the optional
engines in this era Ventura. No matter
what your opinion, the engine needs a
complete rebuild or to be replaced all
together. So not only is the car a blank
canvas for us to create a masterpiece,
the engine compartment is as well.
Reader opinions ranged from keeping the car looking like a wreck and
building a LeMons racer out of it to
refurbishing the exterior and dropping
a stout 455 Poncho between the fenders for some wheels-up dragstrip
launches. Frankly, well be happy just
making the car watertight and getting
it road-worthy again.

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PROJECT CAR

PROJECT TRUCK NORRIS


Progress has stalled slightly on our 1967 C10. We are waiting on a suitable
manual transmission to install behind our big-block. We need it in order to plan
all the stuff that goes around it like the exhaust and clutch linkage.

We got big-block motor mounts from CPP, but we will have to contend with a fight between the small-blocks front transmission mount
(which is cast into the bellhousing) and every big-block header weve tried so far. Chevelle headers dont fit, and neither do the Dougs
headers that were on the cover of our Aug. 2014 issueand they were made for C10s (though C10s with an automatic, so its not their fault).
We will either remove this crossmember or make custom headersor both, depending on the clutch linkage we use.

We are amassing a collection of parts to install ranging from


a new rear bumper to replace the long-gone original. This
reproduction came from Brothers Trucks, and it fits very well.
Brothers also provided a variety of missing and worn-out items like the
hood bumpers, the correct side mirrors, and a replacement floor mat.
Work will progress much more quickly once we are able to source a
new transmission to handle big-block power. END

42 CAR CRAFT JANUARY 2015

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The Southern Edition


By John McGann / Photos: Douglas R. Glad and John McGann

irst off, we must admit to not


being good at marketing our own
events. When we finally posted
the official route and itinerary for this
years Anti Tour on our website and
Facebook page (CarCraft.com and
Facebook.com/CarCraftMag while
were at it), lots of people wrote in asking what the Anti in Anti Tour means.
Good question!
Anti Tour started in the 1990s as a
reaction to the success and inevitable
commercialization of Hot Rods Power

Tour. It began in 1994 as a grassroots


road trip HRM staffers and readers took
across the country. Now, its got a sponsor for every leg and stop of the trip
freeway mile-marker sponsorship is on
the horizon. Anti Tour does not work
that way; it is the antiPower Tour. We
dont mean this as criticism to our sister
mag, its just that every yin needs a
yang, and CC can get away with a moreirreverent, less-corporate attitude.
For the past three years, Anti Tour has
taken us north to the costal California

JANUARY 2015 CARCRAFT.COM 49

ANTI TOUR 2014

town of Morro Bay for its huge car


show that shuts the city down the first
weekend of May. At the risk of becoming stagnant, we decided to plan something different this year, something that
incorporated a dragstrip. This years
plans formed around the city of Escondidos Cruisin Grand Avenue, held the
first Friday every month during the
summer, then a westward blast to
Ramona, California, for a Saturday night
test-and-tune session at Barona eighthmile dragstrip and some winding, twolane roads along the way.

Our trip began in Placentia, California, home to Classic Performance Products. Owner
Jim Reis and his crew were excellent hosts, giving our group a comprehensive tour of the
companys manufacturing and distribution facility. CPP designs all of its products in-house.
The company also manufactures and machines most of them right there in Placentia. Reis
discussed the steps involved with developing new products, and we got to see spindles and
hubs being carved out of billet in CPPs CNC machines.

We left CPP just after noon on a route to Escondido, California,


that included freeways and some two-lane roads. Anti Tour
veteran Brian Cosby was back with his stunning 1930 Model A.
This is an original, all-steel car that is only increasing in value,
yet hes not afraid to put miles on it.

Brians buddy, Sean McDonald, drove his 1965


Chevelle on its second Anti Tour. Looking stock,
yet packing big-block power, dont mistake this
car for grannys Sunday cruiser.

Dudes who attend Anti Tour like to eat, so we made sure to include a stop for food, even on our relatively short drive to Escondido. Here we
are at Nessy Burgers, outside of Fallbrook, California. It was the recommendation of Doug Eisberg, Escondido native and owner of this bigblock 1969 Nova. Steve Gray in his 1967 Camaro approved of the choice.

50 CAR CRAFT JANUARY 2015

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Arriving in Escondido, we found a parking area reserved for us. Cruisin Grand Avenue has been
going on for 15 years and typically draws about 800 to 1,000 cars, with the biggest crowds in
the late spring and early fall.

52 CAR CRAFT JANUARY 2015

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We found lodging Friday night at Ramona Valley Inn, one of the closest
motels to Barona. As usual, a car show broke out in the parking lot.
Longtime Ramona
resident Jim Taylor
brought his stellar
1964 GTO. He drove itt
part of the way to the
e
dragstrip with us.

Below: We staffers took the easy way out and drove Fords new F150
Tremor with a twin-turbocharged EcoBoost engine making 365 hp. We
even made a pass: it went 9.34 at almost 74 mph.
Randal Burns is another Anti Tour regular, driving his
1977 Buick Skylark from his home in Ely, Nevada, to join
us. Its got a homebuilt 455 under the hood, connected
to a TKO-600 five-speed.

54 CAR CRAFT JANUARY 2015

Newcomer Tom
Friesen brought his
2003 Crown Victoria
2
all the way from
T
Tucson, Arizona. Hes
the guy who changed
th
engines with the help
e
of some buddies on
CrownVic.net after
the Fabulous Fords
show this April.

We took a
meandering
route through the
Cleveland National
Forest on the way
to the dragstrip,
which included a
stop in the quaint
town of Julian,
California. Hardcore
road tripper Marco
Metzger brought
his 10-year-old son,
Lucas, with him in is
1967 Mustang.

Plans for next


years Anti Tour
are still to be
determined
(of course),
but watch the
website and
Facebook page
this coming April
for details.

Larry and Gail Krussow brought their 1959 Impala with its
killer stance and cool Torq-Thrust wheels.
Our project 1980 Oldsmobile
made an appearance as well,
barely passing the tracks
tech inspection with belts
that expired nearly a decade
ago, some dodgy battery
hold-downs, and cracked,
dried-out tires. Other
problems included a totally
worn-out ignition system
and faulty torque converter,
the combination of which
wouldnt let the car rev much
past 3,500 rpm. No worries,
though, things will only
improve from here. END

JANUARY 2015 CARCRAFT.COM 55

Burros, Bugs, and Blown Head Gaskets

56 CAR CRAFT JANUARY 2015

ith about 18 hours left to go in our drive, Jeff Smith


casually mentioned that we needed to create some
drama on the trip. Until then, the major repair we
had to perform came after the rearview mirror plopped into
Jeffs lap as he pulled away from a gas pump in New Mexico.
A few dabs of Gorilla Glue at the local AutoZone fixed that.
Fast-forward 30 minutes from that statement, and we had
more drama than we bargained for. Just as we left McPherson, Kansas, the cylinder head gaskets failed, leaving us
stranded on the side of the road. Things had been going so
well until then.
Some background to this story is in order. Jeff Smith found
a buyer for his 1964 Oldsmobile F85: 16-year-old Palmer
Schmitz really wanted it, and Jeff wanted some extra space
in his backyard. The two parties reached an agreement on
price, and I got the pitch for a road-trip article that went
something like this: What do you think about driving the
Olds to Palmer in Indianapolis? Because I love being on the
road, there was no daylight between the asking of the question and my agreeing to do it.
Jeffs F85 is high on my list of favorite Car Craft project
cars. Its a Chevelle with a twista bit more styling in the
grille and headlights, and a bit more comfort and features
inside. I especially like the recessed taillights. Lower in content than the top-of-the-line Cutlass, Jeffs F85 was originally
powered by a 225ci V6 and a Jetaway transmission,

Oldsmobiles two-speed automatic transmission. Those


parts were long gone, of course, and longtime readers will
remember the F85s build in our Dec. 2006 issue. The car
was plucked from an old ladys driveway, the engine and
transmission were replaced with a 455 and TH400 transmission from a 1972 Delta 88. Both were treated to a mild
re-working, as was the Olds 10-bolt rear, which saw an
Auburn differential replace the open carrier. With a Q-jet carburetor and 3.31:1 gears, the combination was good for high13-second e.t.s and unsurprisingly crappy gas mileage. The
engine was rebuilt in the Oct. 2010 issue with a few more
cubic inches, a bit more compression, and Edelbrock Performer RPM cylinder heads. Weighing in at 461 inches with
10.5:1 compression, the rejuvenated Olds chugged out 443
hp and 511 lb-ft on Edelbrocks engine dyno through a Holley
vacuum secondary 750 carburetor on an Edelbrock Torker
intake manifold.
The engine got dropped into the Olds in the Jan. 2011
issue, and it didnt receive much attention from the magazine after that. Save for the random appearance on a couple
of Anti Tours, it mostly sat waiting for something to happen.
The sale was that something, so Jeff mounted a new set of
tires, replaced the front windshield, and threw a bunch of
spare parts in the trunk that its new owner would likely
appreciate.

By John McGann / Photos: John McGann

JANUARY 2015 CARCRAFT.COM 57

MUSCLE-CAR ROAD TRIP


58 CAR CRAFT JANUARY 2015

GOOD TIMES
We met early on a Thursday morning;
I had taken the Flyaway shuttle bus
from LAX to the Van Nuys airport,
arriving just a minute or two before Jeff
pulled up to the curb. Not much
needed to be said; we snapped a couple pictures and hit the road. Jeff and I
were of one mind when it came to
choosing the general route: we decided
to avoid the interstate highways and
stick with the smaller, two-lane roads
as often as time permitted. Choosing
local flavor over homogenized, big-box,
urban blight. The route out of Southern
California took us through Yucca Valley,
Joshua Tree, Twentynine Palms, and a
desolate stretch through the Mojave
Desert. Temperatures were 100-plus
degrees, but the Olds, with its giant
radiator, shrugged it off, holding steady
between 190 and 200 degrees. The
landscape didnt disappoint either, with
Yucca, Creosote, and sage plants dotting the landscape, creating a sporadic
patchwork of sand and bush. For long
stretches of Amboy Road outside of
Twentynine Palms, it felt like we were
the only living creatures within 100
miles. The heat was stifling and the
desolation was oppressive, but somehow invigorating at the same time.
Amboy Road connects with Route
66 in Amboy, California, and we turned

east toward Needles and the California


border. It was here Jeff started regaling
me with stories of road trips past. With
more than 30 years working on Car
Craft, Hot Rod, and Chevy High Performance, hes made several cross-country journeys in a variety of classic cars,
so his suggestion of stopping in Oatman, Arizona, wasnt dismissed. An old
mining town just across the Colorado
River, Jeff had passed through there
more than 20 years prior. If you took

away the modern


cars and modern
dress on the tourists,
walking through
Oatman is as if
youve stepped onto
the set of a Western. Old-timey storefronts, saloons, western-wear stores,
and burros populate the town now, just
as 120 years ago. The burros are
descendants of pack animals used by
gold-rush prospectors from the 1840s

JANUARY 2015 CARCRAFT.COM 59

MUSCLE-CAR ROAD TRIP

who meander into town to solicit willing tourists for Burro Chow, cubes of
hay sold at most stores in town. We
stopped at the bar in the Oatman
Hotel, established 1902. Now a popular
stop on Historic Route 66, tourists sign
dollar bills and pin them to the walls
and ceiling of the bar and adjacent restaurant. Given the hotels turn-of-thecentury exterior, I was hoping for
something more true to the era than
Corona and Amber Bock, but any port
in a storm, right? The cold drinks satisfied more than one craving after our
drive through the desert, and afterward, we moseyed through town,
shooting cameras slung from our
shoulders. Dorky metaphors aside, Oatman was well worth the detour.
Refreshed, we piled back in the Olds
and pressed on to Winslow, Arizona.
We made it to Tucumcari, New
Mexico, the next day, passing through
Gallup, Albuquerque, and some tourist
traps along the way. From Tucumcari,
we left the familiarity of Route 66/
Interstate 40 behind, striking a path
northeast on Highway 54 through the
top of Texas, Oklahomas panhandle,
and into Kansas. The change in scenery was stark, with crops and cows
replacing sand and sagebrush. The flat
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60 CAR CRAFT JANUARY 2015

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MUSCLE-CAR ROAD TRIP

elevators. We stopped in Dodge City,


Kansas, for another trip back in time. In
close proximity to Fort Dodge and the
Santa Fe Trail, Dodge City was a booming cow town between 1876 and 1886,
and the influx of cowboys brought
with it booze, debauchery, and lawlessness. We visited historic Front Street, a
recreation of Dodge City circa 1876,
starting with the Boot Hill Museum
and ending with a Sarsaparilla at the
Long Branch Saloon. We continued
Highway 50, stopping in Great Bend,
Kansas, for the night.

BAD TIMES
All along, the Oldsmobile had been a
very capable cruiser, running smoothly
and knocking down a roughly calculated 13-mpg average up to that point.
The engine always fired within a few
revolutions of the starter motor, it
didnt smoke, and there was only a
slight oil leak at the front right corner
of the intake manifold. It was a good
car, all things considered
Things went south about an hour
into this mornings trip. It was subtle at
first, but the engine began to sound
slightly off as we were leaving McPherson, Kansas. Then it began to detonate.
Jeff and I immediately looked at the
gauges to see the oil pressure dropping
and coolant temperature rising past
200 degrees. Uh-oh. How far until the
next town, Jeff asked. The answer was
irrelevant because the detonation was
getting worse. I smelled steam as we
coasted to a stop. The upper radiator
hose had split above the thermostat
housing and was spewing rusty water
throughout the engine compartment.
We werent too alarmed at this point;
the tear was located so close to the

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MUSCLE-CAR ROAD TRIP

housing and the hose was a bit longer


than needed, so we figured we could
just cut the end of the hose off and still
have enough left to clamp on and limp
to a parts store in the next town. We
let the engine cool a bit, then cut and
reattached the hose. A friendly guy
from a nearby house gave us enough
water to refill the radiator, but when
Jeff started the engine, it ran very
rough and water was pouring out of
the radiator filler neck. We refilled the
radiator and cranked it again, but the
engine only turned a few degrees then
stopped completelya sure indicator
that water had gotten into the cylinders through a leaking head gasket.
Jeff called longtime friend Bill Irwin,
who offered to pick us up with his
truck and trailer. Its good to have
friends like that, too, because Bill lives
in Osceola, Iowa, nearly five hours
away from where we were stranded.
To reduce some of his drive, Jeff also
called AAA and a hilarious flatbed
driver named Micah hauled us 200
miles east to a freeway rest stop outside of Lawrence, Kansas. Bill arrived
about two hours after that, and we
loaded the Olds and drove to Iowa.
Bill runs a small business called
Thunder Valley Hot Rods in Thayer,
Iowa, an even smaller town than
Osceola and with less cell-phone
reception and no Olds head gaskets in
stock at any parts store within 50
miles. The people at the local AutoZone
said they could have a set delivered
late the next day, so we placed the
order and set to work on the engine
the next morning. Upon removal and
inspection, we discovered the middle
two spark plugs on both sides of the

64 CAR CRAFT JANUARY 2015

engine were wet, so we cranked the


engine over to pump some of it out of
the spark-plug holes before removing
the heads. I got doused by a column of
water from the passenger side of the
engine that would make Old Faithful
jealous. It tasted gross. We removed
the heads, cleaned the gasket and silicone residue from all the sealing surfaces, and waited for the replacement
gaskets.
How did this happen? Honestly, it
seemed that several of the head bolts
werent tightened fully, as some of
them required very little effort to
loosen. Lots of theories circulated as to
how that happened, ranging from thermal expansion rates of dissimilar metals to the head-bolt washers not fitting
quite right in the recesses of the heads.
No matter what the cause, mistakes
happen. We fixed the problem. I left
Jeff behind in Iowa to visit his family,
and I had to get back on the road to
Indianapolis in the Olds.

TIME CRUNCH
Because of the delay, I was behind
schedule and needed to get to Indianapolis quickly; I had to be in Bowling
Green, Kentucky, for another shoot, so I
wouldnt have time to sightsee on the
way to Indy. It was 12:30 pm when I
left Osceola, and I made it to Indianapolis by midnight, stopping only for gasoline and coffee and to take a couple
quick pictures along the way. I drove as
fast as I could, which was 3,000 rpm.
Go 100 rpm faster than that and the
fan belts started slipping. Exiting the
freeway just a few minutes from Palmers house, I stopped to refuel, and the
car suddenly began to run poorly
stumbling at speed and stalling at idle.
By the time I got to Palmers house, I
had a well-rehearsed apology for why
the car may not be exactly what he
expected, but how much awesome
potential it had, and what a great learning experience it would be for him.
None of that was necessary, however.

This was exactly the car he wanted:


something to take time to work on
slowly and finish it right.
In spite of our setbacks, I could consider this trip a success, I got to visit
places Ive never seen, eat interesting
food, spend time with friends, and learn
a bit about roadside repairs. I made it to
my assignment in Bowling Green on
time, and the new Honda Civic rental
car I drove there and back provided a
stark and interesting contrast to the
lumbering Oldsmobile. The Honda had
air conditioning, cruise control, a
back-up camera, it connected with my
phone, and pushing the ECON button
earns about 35 mpg in mixed driving.
Its a technological marvel compared to
the F85, but I still prefer the old car. It
just has more character, and I feel much
more connected with the road. If time
and circumstances had permitted, Id
have driven it another 2,500 miles back
to Los Angeles. END

New owner Palmer Schmitz and his list of things


to fix on the Olds.

Photo: Jenny Schmitz

JANUARY 2015 CARCRAFT.COM 65

We Put
10 Serious
Machines
to the
Ultimate
Muscle-Car
Test

66 CAR CRAFT JANUARY 2015

, Jeff Smith, and Douglas R. Glad

By Jeff Smith / Photos: Robert McGaffin

JANUARY 2015 CARCRAFT.COM 67

REAL STREET ELIMINATOR

ome ideas just transcend time.


Take the raft of muscle-car and
Pro Touring competitions that
have become so popular in the last
five years. If you have a Pro Touring
car, there are dozens of events scattered throughout the year, including a
Muscle Car of the Year contest started
by our late sister publication Popular
Hot Rodding in 2012. Its event was held
at National Trail Raceway just outside
Columbus in Hebron, Ohio. PHR is now
history, but the event was such a good
idea that Car Craft picked it up and
were running with it. We retitled it as
part of the Real Street Eliminator series
because, frankly, this event (like all of
the current Pro Touring contests) is
patterned after CCs original Real Street
Eliminator contest first created in 1986.
For the last few years, weve held our
RSE races in conjunction with the Car
Craft Summer Nationals at the Minneapolis State Fairgrounds in St. Paul. We
covered the 2014 St. Paul contest last
month. That event uses three crucibles:
a chassis dyno, an autocross, and a
very short but challenging Launch Box.
This new event held at an NHRA dragstrip gave us the opportunity to use
the strip for not only a dragstrip test
but to also use an eighth-mile for a
Speed-Stop contest as well as a large
autocross course.

THE RULES
The rules were set prior to us taking
over the event, and we thought it
would be unfair to make last-minute
changes. We require one driver for
each car for the whole race and all
cars had to compete on the same set
of tires that must be both DOT-legal
and sport a treadwear rating of 200
or higher. This would keep out the
gumball slicks that will make any car
look good. You already know that
CCs RSE uses peak horsepower as

our tie-breaker. Since we were not


using a chassis dyno at this event and
the dragstrip times were measured to
the thousandths of a second, the
chance for a tie was minimal. Each
competitor would have 10 shots at
each of the three contests. Instead of
assigning points to the top three finishers, this event uses total elapsed
time for each event. We would average the three best runs from each
competitor for each event to establish
a single representative time. Because
the dragstrip was roughly one-third
the elapsed time of the autocross, we
averaged the three best runs and
then tripled the time to give it close
to equal weight of the autocross.
Admittedly, this puts extra weight on
the dragstrip since a tenth of a second per run would produce threetenths of a second advantage in total
points. But everyone enjoyed this
same advantage. There was considerable discussion about this, but then
when the car that kicked butt on the
autocross also won the dragstrip portion of the contest, it negated discussion about drag-only cars having
some kind of advantage.

THE DRAGSTRIP
The track guys at National Trail Raceway prepped a wonderful track for the
cars, and it didnt take long for the
quick cars to surface. We staged this
event first thing in the morning to take
advantage of cool morning air, and Jeff
Schwartz laid down a great 12.35/126mph pass on the very first run in his
1971 Camaro. The Camaro enjoys the
fruits of that big blower and 427 LS
motor, and the car hooked nicely. He
eventually ran an 11.80/127 pass that
was good for Second Place after Danny
Popp uncorked an 11.35/126-mph run to
capture quick time of the day. Al Noes
surprising, normally aspirated 1967

This was Wes Adkins first attempt at autocross racing. After a few
laps, he got aggressive, spun the Cougar, and recovered with an
excellent burnout, which would have been worth style points had
we been assigning such things.

68 CAR CRAFT JANUARY 2015

Camaro, powered by a Blueprint Engines


427, laid down an excellent 11.87/120 to
take the Third spot, while Wes Adkins
rolled into Fourth in his beautiful twinTorqStorm-supercharged 427 Cougar,
recording a 12.12/118-mph effort.

THE SPEED-STOP
Here was where much of the drama
occurred. Last year, the stop box was
50 feet deep. Because were sadistic,
we shortened the box to 40 feet deep.
The idea is to launch the car as hard as
possible and then plant it in the box as
quickly as possible, tripping the eighthmile timing light beam while leaving
the cones untouched. If you think thats
easy, dont try this on some highway
unless you live in Wyoming or Utah.
The key is to enter the box with as
much speed as possible, use all of the
box, yet still whoa the car in 40 feet.
Jeff Schwartz nearly tagged the wall
when the Raybestos Camaro got loose
and spun through the closed end of the
box, wiping out all the baby cones. The
car was unhurtbut, man, was it close!
If you consider weight to be a detriment to both acceleration and braking,
then you must give credit to Bob Bertelsens effort driving his 4,300-pound
C10 deep into the stop box to generate
a Fourth Place finish. He was less than
0.15-second average away from Third
Place! It would have been fun to ride in
that beast.
We describe Danny Popps amazing
Speed-Stop spin in a nearby caption,
and it was exhilarating to watch from a
mere 3 feet away. Other notable SpeedStop performances included Travis
Hartwells brake test. His three-run
average was only 0.164-second behind
Popps winning times, but without any
of the drama. When you consider being
able to stop consistently in a very short
distance without the aid of ABS or any
other electronics, thats impressive.

Damion Campbell gets the Hard Luck award. With barely 150 miles
on his wifes new Nova convertible, the 5.3L turbo motor was a
bit too much for the trans, exploding what he later told us was
transmission number three! Amazingly, he was at Car Crafts St. Paul
event the following weekend. Maximum style points for that effort.

This is the engine compartment of Bob Bertelsens C10 with its 427
LS engine. The detail work is amazing, including a compete tubechassis and linear actuators that raise the bed cover. Its very cool.

Bob Bertelsen proves he can manage all that weight, finishing an


impressive Fourth on both the autocross and the Speed-Stop. The
truck is powered by a normally aspirated Kurt Urban 427 LS.

Who: Ryan Buck; Lino Lakes, MN


What: 1963 Nova SS, 3,050 lbs.
Engine: 355ci SBC with forged 350
crank, 10.2:1 pistons, ported GM L79
iron heads, Comp 0.490-lift flat-tappet
cam, Performer RPM intake, and custom Holley carb.
Trans/Rear: Tremec TKO 600, Currie
9-inch with 3.70:1 gears and posi.
Suspension/Brakes: TCI Pro Touring
front and torque arm rear, DSE minitubs, RideTech TQ shocks, rack-and-pinion steering, Wilwood 12-inch with
4-piston calipers.
Rolling Stock: COY C5 17x7 and 18x9.5
wheels with Falken 225/45R17 front and
275/35R18 rear.
Times: Drag: 13.071/107.73;
Autocross: 39.983; Speed-Stop: 9.403.

Who: Herb Stuart; Suamico, WI


What: 1968 Mercury Cougar, 3,300 lbs.
Engine: 1999 bored and stroked to 5.0L
Cobra DOHC Mod motor, stock Ford
cams, modified Canton oil pan, and JBA
headers.
Trans/Rear: T-45R five-speed, Currie
9-inch, 4.11:1 gears, and a Truetrac posi.
Suspension/Brakes: R&C Motorsports
front suspension, Aldan shocks with
RideTech four-link rear suspension and
Alston 4-point rollbar with Wilwood
6- and 4-piston Dynapro calipers.
Rolling Stock: American Shelby TorqThrust 17-inch wheels with BG Goodrich
245/40R17 front and Falken 275/40R17
rear tires.
Times: Drag: 13.638/103.40;
Autocross: 40.773; Speed-Stop: 9.957.

JANUARY 2015 CARCRAFT.COM 69

REAL STREET ELIMINATOR

THE AUTOCROSS
Our friends at the Ohio Valley Region of
the SCCA brought out all their cones
and timing equipment and laid out a
super course on National Trails parking
lot that was both challenging and fast. It
was almost a foregone conclusion considering Popps vast, multi-time SCCA
autocross championships and the fact
that he also won the Optima Challenge
in 2011. His car is the same machine his
father raced more than 40 years ago, so
he knows it well. Flashing around the
course, Danny made it clear from the
first pass his times would be difficult to
beat. Frankly, it wasnt close, with Second Place Larry Woo more than a full
second behind, while Hartwell earned
an honorable Third. From there, the
competition tightened up considerably
with Bertelsen driving to a strong
Fourth Place finish in his massive C-10
and Noes Camaro right behind him.

Jeff Schwartz had barely completed building this Raybestos-sponsored Camaro five days
prior, yet the car performed as if it had endured months of development time. The
Camaros 127-mph trap speed was actually faster than Popps Corvette, indicating he had
more power; its just tough to get it to the ground efficiently. Popp had the best 60-foot
time of the day with a 1.93. The Camaro will be given away at the 2014 SEMA Show.

Who: Danny Popp; Cincinnati, OH


What: 1972 Corvette LT1, 3,050 lbs.
Engine: 388ci de-stroked LS7, Lunati
crank, 11.8:1 Wiseco pistons, SAMported LS7 heads, LPE custom cam, and
Holley HP EFI.
Trans/Rear: Muncie four-speed and
factory IRS with 4.11:1 gears and posi.
Suspension/Brakes: Van Steel front
control arms, Hyperco springs, JRi
shocks, Addco bars, Wilwood 6- and
4-piston calipers.
Rolling Stock: Forgeline 18x11 and
18x12 wheels with BFG Rival 315/30R18
front and 335/30R18 rear.
Times: Drag: 11.352/126.02; Autocross:
36.762; Speed-Stop: 8.821

Who: Bob Bertelsen; Columbiana, OH


What: 1969 C10, 4,096 lbs.
Engine: Kurt Urbanbuilt LS7 427
Diamond 11:1 piston, Callies crank and
rods, Advanced Induction LS3 heads,
and Holley Dominator EFI.
Trans/Rear: Bowler-modified Tremec
T56, Ford 9-inch with 3.70:1 gears and
posi.
Suspension/Brakes: DSE front with
JRi coilovers front and rear with DSE
Quadra-Link rear suspension, Baer
14-inch, 6-piston front and rear.
Rolling Stock: Forgeline 18x11 front
and 18x12 rear with BFG Rival
335/30R18 tires.
Times: Drag: 12.432/118.94; Autocross:
39.279; Speed-Stop: 9.266.

70 CAR CRAFT JANUARY 2015

Travis Hartwell won the


Speed-Stop last year
and almost repeated,
losing only to Popps
amazing average time.
The Firebird is Pontiac
powered, so kudos for
being a true believer.
This particular pass
he didnt quite get
stopped in timenote
the flying cone.

ALL WINNERS
Individual nish positions for each event are listed in parenthesis.
DNS: Did Not Start; DNF: Did Not Finish
POSITION / COMPETITOR
DRAGSTRIP
AUTOCROSS
1.
Danny Popp 1972 Corvette
34.429 (1)
36.884 (1)
2.
Jeff Schwartz 1971 Camaro
35.451 (2)
39.416 (5)
3.
Larry Woo 1968 Camaro
36.717 (5)
38.246 (2)
4.
Al Noe 1967 Camaro
35.813 (3)
39.655 (6)
5.
Travis Hartwell 1977 Trans Am 37.570 (7)
38.758 (3)
6.
Bob Bertelsen 1969 C10
37.943 (8)
39.377 (4)
7.
Ryan Buck 1963 Nova
39.286 (9)
40.093 (7)
8.
Wes Atkins 1967 Cougar
36.670 (4)
43.817 (10)
9.
Herb Stuart 1968 Cougar
41.036 (10)
40.972 (8)
10. Damion Campbell 1963 Nova 37.447 (6)
43.184 (9)

SPEED STOP
8.893 (1)
9.220 (3)
9.822 (8)
9.398 (5)
9.057 (2)
9.368 (4)
9.643 (7)
9.617 (6)
10.123 (9)
DNS

TOTAL POINTS
80.206
84.080
84.786
84.866
85.385
86.688
89.022
90.105
92.132
DNF

Who: Wes Adkins; Dover, OH


What: 1967 Cougar, weight NA
Engine: 427ci Windsor-based Dart block, Scat crank
and rods, Crane cam, TFS 225 CNC heads, Edelbrock
EFI, and a pair of TorqStorm centrifugal superchargers.
Trans/Rear: Cyclone six-speed automatic, DSE 9-inch
Ford.
Suspension/Brakes: DSE front subframe modified to
fit Cougar, JRi shocks, springs, and C-6 DSE spindles.
The rear suspension is a DSE Quadra-link with JRi
shocks and springs. Brakes are SSBC.
Times: Drag: 12.127/118.94;
Autocross: 43.681; Speed-Stop: 9.419.

Who: Larry Woo; Solon, OH


What: 1968 Camaro, weight - NA
Engine: LPE-built 427 LS with Callies crank, 9:1
Wiseco pistons, CNC ported LS3 heads, LPE/Comp
cam, and a Magnuson 2.3L supercharger.
Trans/Rear: T56 Magnum with Spec twin-disc clutch,
9-inch with 4.30:1 gears and Truetrac posi.
Suspension/Brakes: Modified DSE front with C5
control arms, JRi coilovers and DSE Quadra-Link rear.
Brakes are StopTech 14- and 13-inch rotors with 6-piston calipers.
Rolling Stock: Forgeline 19x11 and 19x12 wheels with
305/30R19 and 345/30R19 Michelin Super Sport tires.
Times: Drag: 12.171/128.25;
Autocross: 38.171; Speed-Stop: 9.771.

JANUARY 2015 CARCRAFT.COM 71

REAL STREET ELIMINATOR

Larry Woo showed his driving skill on the autocross, finishing


Second to Popps Corvette, which was good enough to put him
on the podium with a Third Place finish overall.

Herb Stuarts red Cougar is powered by a Cobra motor boredand-stroked to 5.0L and backed by manual five-speed. The detail
work is impressive.

Ryan Bucks little


Nova only ran low
13s, but he had the
tightest spread of
all the competitors
with barely 0.043
second between
his three best
times. So hes
ready for the
bracket races.

The only competitor to drive his car to the


event was Summit Racings Al Noe. This is
one of Kermits cousins Al discovered the
next morning after hitting a particularly
large rain puddle on the way to the track
on Sunday night.

THE WINNER
Its a tough day for your competitors
when the same guy wins all three
events, but thats what happens when
you stuff a very competent driver
behind the wheel of a well prepared
and powerful car. But beyond the

winning effort, all of our competitors


should be congratulated first on their
willingness to bring their cars out and
lay it all out there not only on race day
but in front of Car Crafts cameras,
where their every move was recorded

for history. Lost but not forgotten in


the haze of battle were efforts like Bob
Bertelsens massive truck pulling down
awesome times. If it were 400 pounds
lighter, it would be a serious challenger. Theres also Damion Campbells

Who: Travis Hartwell, Greenwood, IN


What: 1977 Trans Am, weight - NA
Engine: 540hp, 468ci Pontiac built by Schumaker Performance with an Ohio Crankshaft stroker kit, Performer
intake, Pro Systems carburetor.
Trans/Rear: 700R-4 automatic and a narrowed Moser
12-bolt with 3.73:1 gears and a TrueTrac posi.
Suspension/Brakes: Pro Touring F-body (PTFB) front
suspension with PTFB rear leaf springs and Viking double-adjustable shocks. SSBC discs front replacement
front with 1993 Camaro rear.
Rolling Stock: Rushforth 18x8 and 18x10-inch wheels with
245/40R18 front and 285/40R18 rear Nitto NT555 tires.
Times: Drag: 12.489/111.52; Autocross: 38.612;
Speed-Stop: 9.028.

Who: Jeff Schwartz; Woodstock, IL


What: 1971 Camaro, 3,359 lbs.
Engine: Schwartz Performance 415ci LS3 with a Lunati
rotating assembly and cam, 9.0:1 compression, SLP
2.3L supercharger, Schwartz/Stainless Works headers.
Trans/Rear: Tremec T56 Magnum six-speed, American Powertrain clutch, Moser full floater 9-inch, 3.70:1
and WaveTrac posi.
Suspension/Brakes: Schwartz complete tube chassis, RideTech single-adjustable shocks, AGR rack, and
Raybestos 14-inch rotors and HD calipers.
Rolling Stock: Forgeline RB3C 18x9 and 18x12 wheels
and Michelin 255/35R18 and 335/30R18 PS2 tires.
Times: Drag: 11.80/127.05; Autocross: 39.302;
Speed-Stop: 9.132.

72 CAR CRAFT JANUARY 2015

The most amazing driving


performance of the day has to go
to Danny Popp on his third pass
on the Speed-Stop. Under heavy
braking, the rear came around
yet he stayed with it, performing
a perfect half-spin into the box,
missing the end cones by about 18
8
inches. This was quick time of the
e
day and perhaps ever for a non-ABS
S
car. It certainly was fun to watch!!

story: He grenades a transmission in


his wifes car and can still smile about
it. Think about Jeff Schwartz, last years
winner, bringing the five-day-old Raybestos giveaway car to this thrash-fest
and finishing well with an untried car.

Would you do that in front of thousands of Car Craft readers? Thanks to


everyone who helped put this bash
together, including the folks at National
Trail Raceway and the Ohio Valley

SCCA club. We are already looking forward to next year with a whole new
crew of participants and a dozen new
stories to tell. One of those stories could
easily be yours. Start preparing now.

Who: Damion and Jeri Campbell;


Mukwonago, WI
What: 1963 Nova, 3,700 lbs.
Engine: 5.3L LS with a LS cam and ported heads and
assisted by a 72mm Turbonetics turbocharger and
60-lb/hr injectors.
Trans/Rear: 4L60E trans with 2,800-rpm converter and
12-bolt with 3.55:1 gears.
Suspension/Brakes: TCI front and rear with Mustang II
rack and Viking coilovers, 14-inch 2012 Camaro
Brembos.
Rolling Stock: 18x9 TSW wheels, Nitto NT05
275/35R18 tires.
Times: Drag: 12.38/111.57 mph; Autocross: 42.905;
Speed-Stop: DNS.

Who: Al Noe; Macedonia, OH


What: 1967 Camaro, 3,200 lbs.
Engine: Blueprint engines 427 LS 11:1 compression
Mahle pistons, Blueprint cam, LS3 heads, Holley LS oil
pan, Kooks headers.
Trans/Rear: Tremec TKO 600 road race, Ford 9-inch
with 3.50:1 gears, Wavetrac posi.
Suspension/Brakes: Mark Stielow spindles, AGR
steering box, RideTech control arms and coilovers with
Afco springs, RideTech four-link rear, DSE mini-tubs,
Baer Track brakes.
Rolling Stock: Weld RTS 18x10 front and 18x12 rear with
Falken275/40R18 and 315/35R18 tires.
Times: Drag: 11.874/120.11; Autocross: 39.570;
Speed-Stop: 9.191. END

JANUARY 2015 CARCRAFT.COM 73

By Douglas R. Glad / Photos: Wes Allison

Terry Murphys 1967 Chevelle

ho crushes a 1967 Chevelle?


An 82-year-old woman,
says Terry Murphy, owner
of this brilliant Pro Fairgrounds Chevy.
In 2001, the phone rang and an ittybitty voice says, Do you want to buy
a Chevelle? My son was making it a
race car in 1977 and I need to move to
assisted living and dont have a place

74 CAR CRAFT JANUARY 2015

for it. Then she hung up. That was


strange.
The next day, a tow-truck driver
showed up with most of an original
SS396 four-speed Chevelle on a flatbed with instructions to take the car
to the crusher if Terry didnt want to
buy it. After a phone call, Terry
offered $300 and another $65 to pay

for the tow and unloaded the car


using an engine hoist and some borrowed wheels.
The thing had been cut up for
wheeltubs, Terry says. There was
no motor, no rearend, or wheels,
tires, or sheetmetal in the wheeltub
area. It was perfect for me, thats
what I do anyway. With the deal

made, Terry planned to build a radical Pro Street car to impress the
locals and promote his business,
Terry Murphy Race Cars.
It took five yearsworking evenings and weekendsto get the car
up and running. Sounds like a long
time, but he was also racing a 1963
Corvette in the ADRL Pro Mod class,

and running a chassis business. I


made it a simple Pro Street car, Terry
says. I moved the firewall back, finished the tubs, and took it to cruise
nights. I got a lot of work off of that
Chevelle.
Famous joints like Johnny Rays and
the Pleasant Hill Cruise are within 30
miles of the shop, so when Terry isnt

racing, hes out cruising on Saturday


nights. This car is a good old cruiser
that doesnt cause a lot of problems,
so that is the way it will stay, Terry
says. I have a 1968 Firebird that I am
building to compete in Drag Week
next year, as a nitrous car. Were hoping that will keep the Chevelle off the
track and on the street.

JANUARY 2015 CARCRAFT.COM 75

SAVED FROM THE CRUSHER


76 CAR CRAFT JANUARY 2015

The SS427 was the biggest badge


I could get for it. Terry Murphy

JANUARY 2015 CARCRAFT.COM 77

SAVED FROM THE CRUSHER

Its a little extreme, but most of my stuff is. Terry Murphy

TECH NOTES
Who: Terry Murphy
What: 1967 Chevelle SS396
Where: Pleasant Hill, MO
Engine: Terry owns Terry Murphy
Race Cars, in Blue Springs, MO, where
he does everything from putting rollbars in Camaros and Mustangs to
building Charles Carpenters 5-second
1955 Chevy nitrous Pro Mod. The local
engine guy is Todd Maschmeier, who
owns Maschmeier Performance and
takes care of the big Pro Mod mills if
they get hurt on the track. Todd built
the Chevelles 565-inch Chevy using a
4.600 bore Dart Big M block. Its
absurd overkill for a street car with a
4.250-inch Callies crank, Crower rods,
and cavernous, fuel-sucking Brodix
Track 1 M2 ported cylinder heads. The
beast makes 840 hp on pump gas.
The huge 284/292 cam and nitrous
plate are perfect for turning heads at

78 CAR CRAFT JANUARY 2015

the drive-in and


maybe raining fire
at the street races. Look out for the
1,250-cfm carburetor as well.
Transmission: Wait, this is a street
car, right? About that transbrake: The
TH400 has a transbrake because there
wasnt an extra charge for it when you
ordered the reverse manual valve
body, Terry says.
Rearend: In classic Pro Street fashion,
the Chevelle has a 4.10:1 gear ratio in the
12-bolt with 35 spline axles and a spool.
Wheels and Tires: This is what you
would consider a big-tire car. With 18.5
inches of M/T ET Street in the rear on
Weld Magnum 15x15 rims, this car
could double as a steamroller. It makes
chirpy tire noises during low-speed fairgrounds cornering. The skinnies hold
the front end up with flimsy 3.5-inch
pancakes.

Interior: All the bars are chromoly and


the chassis will cert to 8.50. Terry also
has all the bars to go 6.00-flat, but
then he has to add the Funny Car cage
and deal with getting in and out of it on
the street.
Yellow: Terry left the greens and blacks
out of the Du Pont Electric Yellow to
make sure it was a yellow as yellow
gets. The hood is a 4-inch Harwood
cowl, the decklid is fiberglass with
Dzus fasteners, and the rest of body is
stock Detroit steel.
Stuff We Like: Classic Chevrolet
Competition design valve covers
(PN 12371244), Mezier electric water
pump, Cheetah shifter, hand-made
2 14-inch primary headers, hidden
Taylor spark-plug wires, and a dead-on
correct stance. END

No. 63801
Aluminum Radiator and
Intercooler Cap Cover
No. 63803
Aluminum Radiator and
Intercooler Cap Cover
Knurled Grip

No. 74241
Fuse Box Cover

No. 74240
Brake Reservoir Cover
No. 63787
Aluminum Coolant Tank

No. 63788
Aluminum
Power Steering
Tank

-/2/3/s'UILFORD #4ss4%#(,).%
6IEWOURCOMPLETELINEOFENGINECHASSISPRODUCTSFOR# #ORVETTEONLINE MOROSOCOM

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JUNKYARD BUILDER
A Free App That Will Find That Annoying
Driveline Vibration
By Jeff Smith / Photos: Jeff Smith

ts a common affliction. Around


town, your car runs fine and can
fry the tires at will, but at highway
cruising speeds above 65 mph, you
feel a slight vibration in the seat of your
pants and through the floor into your
shoes. Its not a constant vibration. Its

an annoying wave that crescendos,


minimizes, then returns. You ask your
car-guy friends and one of them claims
its probably a driveshaft vibration: Just
have your driveshaft balanced and it
will go away. You decide to do some
research first, and thats when you run

Once the Tremec Driveline Angle Finder app is


loaded in your smartphone, just place it on each
of the three major driveline components to
measure their angles and the app does the rest.

across the free Tremec Driveline Angle


Finder app. This is a very cool app that
works in conjunction with the digital
level thats in all smartphones. The
app shows you how to measure three
angles, it compares them, and performs
the math to let you know if your cars
driveline is properly oriented.
We decided to test this new app
on our track-day 1965 Chevelle. We
began by setting the car up on the
hoist, as it would be sitting on level
ground. A drive-on hoist is best for
this test, but our hoist lifts the frame
so we shimmed the lift points until
the car was level and disconnected
the rear coilover shocks and raised
the rearend until it was at ride height.
Tremecs app immediately revealed
issues. It informed us that the engine
was at nearly a 5-degree down angle
at the rear. This isnt necessarily bad,
but a more acceptable number would
be around 2.5 to 3 degrees tail down. It
appeared something had moved.
Many years ago, we modified the
stock transmission crossmember to
allow us to tuck the Borla stainless
steel exhaust system up closer to the
floor. Over the years, the crossmember
sagged, lowering the trans. Even adding inch of spacers wasnt enough
to bring the rear of the engine and
trans up to a less acute angle. Clearly,
it was time for a new crossmember.
After starting the app, an illustration gives
you a visual representation of what you are
measuring. An acceptable configuration of
the driveline components would be for the
engine and trans to be 1 to 2 degrees tail
down and the pinion angle to be 1 degree
nose up. This will place the two major
components roughly parallel yet with a
slight angle to both U-joints.

80 CAR CRAFT JANUARY 2015

The app recognizes if the phone


is vertical or horizontal and
automatically compensates. Be sure
to measure using machined surfaces
like the end of the transmission
output shaft or an oil-filter mounting
pad. We chose the mounting surface
of the bellhousing. As you can see, the
phone displays a 4.8-degree angle,
which is a bit steep.

The second step is to record the


angle of the driveshaft. Our recorded
angle was only 0.1 degree.

MEET YOUR NEW


With the rearend at ride height
(supported by a trans jack), we used
the machined rear cover surface to
reference the pinion angle. Tovey
says that if you have trouble finding
a location, he has placed his phone
across two cover bolts. In our
Chevelle, the pinion angle was in
the nose-down direction, creating
opposing angles, which is not good.
The app displays the results in red,
indicating the driveline angles are
out of spec. Clearly, we had to make
some changes.
Below: The results screen does
not display the three readings you
just measured. Instead, angle 1 is a
calculation of the U-joint operating
angle between the transmission and
the driveshaft. Angle 2 is the U-joint
operating angle between the pinion
and the rear U-joint. If either of these
angles is out of spec, the results will
be red. The final Driveline Operating
Angle is angle 2 subtracted from
angle 1. The overall angle must not
exceed 3 degrees. We had work to do.

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JUNKYARD BUILDER

We installed a new aluminum crossmember from American Powertrain.


This produced a much improved engine angle and still allowed the room
necessary for exhaust clearance. The part number is XFGM-10802 and
it lists for $380.86 from American Powertrain. Its cool because it is light
and fully adjustable.

Installing the crossmember created a much


better engine/trans angle. Then we adjusted
our Global West upper control arms to
create a less severe pinion angle.

We couldnt replace it with a stock one


because the exhaust would interfere,
so we looked up American Powertrains
website and found a custom crossmember that would do the trick. With
it installed, we rechecked the angles
and the app indicated a green light to
our modification.
Theres much more to curing driveline vibration than just these three
angles. This app only deals with the
angles as viewed from the side, but the
driveshaft may be angled incorrectly as
viewed from the top. Combining these
two measurements is called the compound angle. Generally, if the drivetrain
uses factory-style components, compound angles wont be a problem, but
this may be an issue in applications
with custom mounts. If you want to
measure your driveline angles but dont
have a smartphone, dont stress. You
can measure these same angles with

82 CAR CRAFT JANUARY 2015

an analog tool. Either way, the angle


created by the engine and trans should
be roughly parallel (within 1 degree)
to the pinion angle. In most cases, the
engine and trans are slightly tail down,
requiring the pinion to be oriented
nose up. If the engine and trans are
2 degrees tail down, the pinion should
measure between 1 and 3 degrees
nose up, placing the angles of the two
components roughly parallel.
The results display the U-joint operating angles, not the actual angles
that you measured. For example, on
the results screen, angle 1 is really the

difference between the engine/trans


angle and the angle of the driveshaft.
Angle 2 is the difference between the
pinion angle and the driveshaft. Thats
why the results numbers displayed
dont duplicate what you measured.
These results determine if the U-joints
are operating at their proper angles.
Tremecs Nate Tovey says that U-joint
operating angles should not exceed
3 degrees at driveshaft speeds more
than 5,000 rpm. If the operating
angles are slightly over that, but the
driveshaft speed is lower, its possible
to get away with larger numbers.

If you have trouble finding a reliable way to measure engine


angle, you can always remove the driveshaft and use the
machined end of the output shaft.

Vibration problems begin when


the angles are excessive or if the
engine/trans angle and the pinion
angle intersect. So its worth it to
test your car, especially if the car is
experiencing vibration problems. If
your car checks out OK, then congratulate yourself on your accomplishment as a car builder.

If you dont have a smartphone, thats


OK. Harbor Freight and Summit Racing
have several inexpensive analog
gauges to choose from. Harbor Freight
even offers a digital angle finder
for less than $30. The procedure is
simple: measure the angle of the
engine/trans and compare it to the
angle of the pinion. They should
complement each other by being
within 1.0 to 1.5 degrees of parallel.
For example, the engine/trans is tail
down by 2 degrees and the pinion
angle is nose up at 1 degree. The
two components are parallel within
1 degree. The driveshaft should
exhibit a small angle and not be flat.

Monte Carlo Bar


Tower Brace Assembly
Strut Brace Assembly
All 6161-T6 Clear Anodized
Billet Aluminum
Changing pinion angle isnt difficult,
but it will require parts. Coil-spring
cars like our Chevelle or Fox-body
Mustangs will require adjustable
upper control arms like these from
Hotchkis or Global West. Tapered
leaf spring shims are available from
Lakewood to adjust pinion angle. END

SOURCES

American Powertrain;
931/646-4836;
AmericanPowertrain.com
Harbor Freight;
800/423-2567; HarborFreight.com
Tremec; 248/471-3200;
Tremec.com

Com
p
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em

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Stiffening System for Early
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1963 - 1969 Fairlane/Torino
1965 - 1970 Mustang
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1963 - 1969 Ranchero
1967 - 1970 Cougar
1963 - 1969 Fairlane without shock towers
1965 - 1970 Mustang without shock towers
1963 - 1969 Falcon without shock towers

CALL: 510-335-5129 www.LambertStreetTech.com

WTF? (WHERES THE FUN?)


SCENIC CUDA
Who: Bob Wagenhals
What: 1970 Plymouth Cuda
Where: Conifer, CO
Why: Bob sent this really nice picture of his Cuda, saying he recently finished a
five-year rotisserie restoration of it. Though originally a Tor Red car with a 318, its
been upgraded in a big way with a 440 Six Pack engine, bucket seats, a TorqueFlite trans, and an 834 rear with Sure Grip.

BIG RED C10


Who: Mike Ukrainetz
What: 1970 Chevrolet C10
Where: Whitehorse, Yukon Territory,
Canada
Why: Mikes C10 is currently parked
while he collects the necessary parts to
get it back on the road. He snagged a
used TH700-R4 transmission purched a
couple of months ago and picked up a
bare 454 engine block from a wrecking
yard in Vancouver. He is eagerly awaiting future installments of our current
Project Chuck Norris C10.

SEND STUFF TO CAR CRAFT!

Send any of your compliments, complaints, random musings, or pet pictures to us. Heres how:
email: CarCraft@carcraft.com
online: CarCraft.com
social media: Facebook.com/CarCraftMag
mail: 831 S. Douglas St., El Segundo, CA 90245
disclaimer: If you cant write a complete sentence, dont worry, we will make your work comprehensible.
That includes making up stuff we thought you meant.

LOVES THE CAR/TRUCK


Who: Matt Orr
What: 1966 Chevrolet El Camino
Where: Ruston, LA
Why: Matt knows people have mixed
reactions to El Caminos, but he loves
them and has owned them as long as
hes been driving. He currently drives
this 1966 every day. Its got a 350 with
RHS cylinder heads, a Comp cam, a
TH700-R4 transmission, and 4.10 gears
in the 10-bolt rear.

84 CAR CRAFT JANUARY 2015

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WTF?

LETTERS
A VOTE FOR THE VENTURA
Please do an article on the 1971 Ventura. I drove a 1974 Ventura in high
school and could fix anything on it with a crescent wrench, screwdriver,
and hammer. If you do pick up the project, whoever drives it should have
the period-correct mullet.
Thayne Greer, Richardson, TX
Mullet-sporting drivers may have tipped the scales in this cars favor.

DONT CHARGE ME
I am submitting a picture of my German Shepherd, Lee, posing with the
alternator from my sons Grand National. Sometimes he shares garage
space with my 572-powered 1979 Malibu.
Jim Homick, via email

YES ON FOUR
Who: Keith Litteken
What: 1985 Ford Mustang SVO
Where: St. Louis, MO
Why: Keith answered yes to our
question about whether or not CC
readers would like to see a four-cylinder engine build. He personally
owns a 1988 Thunderbird Turbo
Coupe, a 1986 Mustang SVO, and
this 1985 Mustang SVO, so you can
say hes kind of a fan of Fords turbo
2.3L powerplant. Reliable street
horsepower for these cars would
make some nice articles. Ford is
doing all the EcoBoost stuff now,
lets see what the old stuff can do,
he says.

FOR ONCE, WE DIDNT GET TRASHED!


I usually just toss the magazine into the recycle bin on the way from the
mailbox, until I saw the red Mustang on the cover of the November issue!
I could tell it wasnt Ford-powered! I have a 1989 LX with a 540 big-block
Chevy also. The article was well written, with great pictures! How about
doing an article on Kevin Connollys and Mitch Leideckers cars some
time?
Larry Zeglis, Ft. Meyers, FL
Were happy our cover kept us out of the trash can this month! We
usually dance around the subject of Chevy engines in Fords, but
theres no denying the BBC/Fox-body Mustang is the competitive
combination to have right now. We are considering more in-depth
coverage of those (and similar) cars.

STATUS UPDATE
Ive been waiting (and waiting) for the follow-up stories on this build. What
happened? I really enjoy the magazine; keep up the good work.
Chuck Reynolds, via email
Yeah, we have kept you waiting for a while, huh, Chuck? There is a
long list of reasons (excuses?) explaining why that build got
delayed, but we will be getting back on it really soon.

86 CAR CRAFT JANUARY 2015

WE LOVE IT
Who: Braulio Martinez
What: 1937 Ford pickup
Where: His dads garage
Why: Braulio asked for our opinion on
his truck. Hes got a Chevy 350 mated
to a BorgWarner T10 and says hes
going to leave the original patina, add
some flat black around the edges, and
call it The Bootlegger. Hey, sounds
great to us!

UNITED STATES POSTAL SERVICE


STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION
1.
2.
3.
4.
5.
6.
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Publication Title: Car Craft


Publication Number: 0008-6010
Filing Date: 10/1/14
Issue Frequency: Monthly
Number of Issues Published Annually: 12
Annual Subscription Price: $20.00
Complete Mailing Address of Known Office of Publication:
261 Madison Ave. 6th Floor, New York, NY 10016-2303
Contact Person: Brian Laboe Telephone: 212/915-4182
8. Complete Mailing Address of Headquarters
or General Business Office of Publisher:
Source Interlink Media, LLC: 831 S. Douglas St., El Segundo, CA 90245
9. Full Names and Complete Mailing Addresses of Publisher,
Editor, and Managing Editor:
Publisher: Ed Zinke, 1733 Alton Parkway, Irvine, CA 92606
Editor: Douglas R. Glad, 831 S. Douglas Street, El Segundo, CA 90245
Managing Editor: Phil McRae, 831 S. Douglas Street, El Segundo, CA 90245
10. Owner: Source Interlink Companies, Inc.
831 S. Douglas St., El Segundo, CA 90245
11. Known Bondholders, Mortgagees, and Other Security Holders Owning
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or Other Securities: None R
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of this organization and the exempt status for federal income tax purposes:
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13. Publication Title: Car Craft
14. Issue Date for Circulation Data Below: October 14
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Average No.
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Copies Each Issue of Single Issue
During Preceding
Published
12 Months
Nearest to
Filing date
a. Total Number of Copies (Net press run)
217,291
226,453
b. Paid Circulation (By Mail and Outside the Mail)
(1) Mailed Outside-County Paid
Subscriptions Stated on PS Form 3541
(Include paid distribution above nominal
rate, advertisers proof copies, and
exchange copies)
166,083
184,189
(2) Mailed In-County Subscriptions Stated
on PS Form 3541 (Include paid distribution
above nominal rate, advertisers proof copies,
and exchange copies)
0
0
(3) Paid Distribution Outside the Mails
Including Sales Through Dealers and Carriers,
Street Vendors, Counter Sales,
and Other Paid Distribution Outside USPS
10,877
12,069
(4) Paid Distribution by Other Classes of
Mail Through the USPS (e.g. First-Class Mail)
0
0
c. Total Paid Distribution
[Sum of 15b (1), (2), (3) and (4)]
176,961
196,258
d. Free or Nominal Rate Distribution (By
Mail and Outside the Mail)
(1) Free or Nominal Rate Outside-County
Copies Included on PS Form 3541
11,676
10,230
(2) Free or Nominal Rate In-County
Copies Included on PS Form 3541
0
0
(3) Free or Nominal Rate Copies Mailed at
Other Classes Through the USPS (e.g.
First-Class Mail)
0
0
(4) Free or Nominal Rate Distribution Outside
the Mail (carriers of other means)
14
0
e. Total Free or Nominal Distribution
[Sum of 15d (1), (2), (3) and (4)]
11,690
10,230
f. Total Distribution (Sum of 15c And 15e)
188,651
206,488
g. Copies not Distributed [See
Instructions to Publishers #4 (page#3)]
28,640
19,965
h. Total (Sum of 15f And 15g)
217,291
226,453
i. Percent Paid (15c divided by 15f times 100) 93.8%
95.0%
16. Electronic Copy Circulation:
Average No.
No. Copies
Copies Each Issue of Single Issue
During Preceding
Published
12 Months
Nearest to
Filing date
a. Paid Electronic Copies
13,160
17,201
b. Total Paid Print Copies (Line 15C)
+ Paid Electronic Copies (Line 16A)
190,121
213,459
c. Total Requested Copy Distribution (Line 15F)
+ Paid Electronic Copies (Line 16A)
201,811
223,689
d. Percent Paid (Both Print & Electronic Copies)
(16b divided by 16c x 100)
94.2%
95.4%
17. Publication of Statement of Ownership:
x
RIf the publication is a general publication, publication of this statement is
required. Will be printed in the January 15 issue of this publication.
18. Signature and Title of Editor, Publisher, Business Manager, or Owner:
Thomas Slater, SVP Consumer Marketing 10/1/14
I certify that all information furnished on this form is true and complete.
I understand that anyone who furnishes false or misleading information
on this form or who omits material or information requested on the form
may be subject to criminal sanctions (including fines and imprisonment)
and/or civil sanctions (including civil penalties).

LIFETIME LARGER SIZE


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M Visa

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ADDRESS

treat, cure or prevent any disease.

V51

WTF?

BURNOUT!!

Heres my brother, Kevin, doing a test run after


we tuned up one of our old Fords in my garage.
I
bet him you would print it, so dont let me down
!
Wayne Shaw, Clarksville, VA

t years. My buddies
My 1971 Chevelle sat in pieces for eigh
it to my wedding
drive
d
pieced it back together so I coul
burnout pictures!
ding
wed
our
of
best
the
is
reception. This
bridge, Ontario
Cam
n,
dma
Goo
Patrick

BLOWN-UP PARTS

Heres what happens when you


forget to pull the rag out of the
intake manifold after using it to
keep debris from falling in it
while adding a carb spacer! I
couldnt figure out why the little
289 in my 1966 Fairlane had a
miss until I pulled the intake and
saw it! All it did was bend a
pushrod, thankfully. Now Im
porting the heads and adding a
cam and a better intake!
Matt Oljeski, via email

88 CAR CRAFT JANUARY 2015

This is the clutch from my buddys 1965 GTO. It let go with no warning as he
drove it to work in the morning.
Brian Ellefson, via email

SEND SMOKE!
If we can do this, you can too.
Send BURNOUT!! Photos to:
831 S. Douglas St., El Segundo, CA 90245 or email it to CarCraft@carcraft.com
with a single photo size of at least 1 MB. Then you will live forever.

PRO SHOP

A speaker system that keeps the integrity of


your vehicle with a new car sound!

TO ADVERTISE IN THIS SECTION CALL 239-390-5389

Weve Got Your Rear

Bolt-In Housing
& Axle Packages Starting at

$895
Satisfaction Beyond Expectation

9 inch Bolt-In
100s of Applications Available
All NewNot Refurbished
dly Made in the

Visit Our Website

custom-autosound.com

1-800-88-TUNES
1-800-88-TUNES

USA

Our 1/4 Extreme is the Strongest 9 Stamped Housing on the Planet

Call today for complete info

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and visit

9inchfactory.com

Leaves no streaks, smears or haze on windows and mirrors

Makes Glass Invisible!

Find Americas #1 selling


auto glass cleaner at

SAVE
/ InvisibleGlass

InvisibleGlass.com

Holiday Savings

8%

SAVE UP TO 2

Decorate Your Muscle Car this


Holiday Season! Take advantage
of the YEARONE Holiday Sale. Use
special Promo Code HSM14 for
huge savings on applicable items. For
details please call
1-800-932-7663
Sale Ends December 31, 2014
Restoration & Performance Parts for
GM, Ford & Chrysler Muscle Cars

1-800-932-7663
2015 YEARONE

Get Coupon and

CC015

By Douglas R. Glad / Photos: Car Craft Archives

BUTCH LEALS CALIFORNIA FLASH

Is this a shot from the famous World Finals in Ontario, California, in 1971? Butch Leal had dominated the NHRA Western Conference and Ronnie Sox was
leading the Eastern Conference when the two met at the World Finals. Both Sox and Leal ran identical e.t. and mph, but Leal had Sox on a holeshot. At the
scales, the Duster was 2 percent overweight in the rear of the car and Sox won the event. Sadly, this event overshadowed the fact that this car held the Pro
Stock e.t. record of 9.57 at 144 mph and was the first Pro Stock car to reach 150 mph in a match race. It was quick, it was, fast, and if you ask us, it was the
coolest Duster of all time.

WEIV RAER

CAR CRAFT (ISSN 0008-6010); January 2015, Vol. 63, No. 1. Copyright 2014 by Source Interlink Magazines, LLC. All Rights Reserved. Published
monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional
mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to
Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada
$32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@
emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235.
CHANGE OF ADDRESS: Six weeks notice is required to change a subscribers address. Please give both old and new addresses and label.

90 CAR CRAFT JANUARY 2015

$530
SALE

1349

TIG 200, PLASMA CUTTER 60 & CART KIT

99

WELD UP TO

1/4"
7/8"

CUT UP TO

0!
PLASMA CUTTER 60
SAVE $35
220v AC input
20 torch cable; 10 ground cable with clamp
Rated 60-amp output
Air ow rate: 5-7 CFM at 20-60 PSI

TIG 200 AC/DC WELDER


110vAC, 15-amp or 220vAC, 30-amp
1/4-thick welding capacity
High-frequency start for precise arc control
Square-wave inverter for accurate aluminum welding
WELDING CART Holds TIG, Plasma Cutter & Argon Bottle

NEW!

SOLID RIVET KIT

EXCLUSIVE

179

FOR PRO CUSTOM WORK

Replace pop rivets and nut/bolts


with permanent, highstrength fasteners
Great for custom
door panels, seats,
dashes, oor pans,
rewalls, supports,
and more
Kit includes:
Pneumatic rivet gun, rivet sets,
universal bucking bar, Cleco kit,
and 1/4lb of rivets in 3/16" & 5/16" lengths.

SLICE THROUGH
METAL UP TO

99

Item #20030

!
SAVE $20

NEW!

ABRASIVE
BLAST CABINET

Item #20127

SALE

99
9
19

PRO BRAKE LINE FLARING TOOL $


Create 45-degree single, double
& bubble brake ares
Turret-style indexed head helps
Single Bubble
switch ares on-the-y
Flare
Flare
Use for brake lines, transmission
Item
cooler lines, and fuel lines
#25304
Includes brake-are forming tool;
3/16", 1/4", 5/16", 3/8" and 4.75mm
tube-retaining dies; handle; instructions
and case

7/8"

!
SAVE $50

Double
Flare

BLAST LARGE PARTS


WITHOUT THE MESS!
36" width by 23" height
by 24" depth
Bolt designeasy assembly
Vacuum port designed for
1-1/2" vacuum hose
Large 22" by 10.5"
viewing window

Item
#20027

SALE

399

99

0!

SAVE $10

NEW!

BLACK INTERNAL FRAME COAT

37 FLARE DIE KIT

89 99

Item #30005

800-343-9353
OFFICIAL TOOL SPONSOR:

TECH

CENTER

19 99

SALE

Put 37 ares on 3/16", 1/4", 5/16" & 3/8" tubing


Perfect where AN- or JIC-type ttings are used
Includes 7 position turret and 4 die block sets

Tough phenolic resin penetrates,


ONLY
converts and encapsulates the
rust on the internal surface
Zinc phosphate seals it
to prevent future corrosion
24"-long tube with
conical nozzle included Item #15275Z

SAVE $10

ORDER ONLINE:
www.eastwood.com/CC115
All deals advertised expire 1/31/2015. Cannot be combined with other offers.
Other exclusions apply.

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