As many as 2,000 street rods, custom cars and muscle machines will be on display at the Colorado State Fairgrounds during the 29th Annual Rocky Mountain Street Rod Nationals Plus from June 21 to 23, 2013. This huge car show, Pueblo’s largest, is produced by the National Street Rod Association (NSRA). An all-time high number of participants and spectators are expected this year, and almost the entire fairground will be covered with cars, and many of the buildings will house a large number of manufacturer and dealer displays, we well as other attractions.

Invited to the event are muscle cars – factory produced high-horsepower machines from the 60′s and 70′s, along with the classics cars of the 50′s. It will be a unique mix of old and new for the first time, in addition to a gathering of vintage automobiles of every description. The NSRA Rocky Mountain Street Rod Nationals Plus is the area’s largest automotive event. One the best things about an NSRA show is the organization’s 23 Point Inspection provided FREE at all NSRA events and many other rod runs and shows around the country, which ensures that the vehicles you love to drive as a member of NSRA are as safe as they are cool! 

Spectators will be treated to some of the most beautiful, best built vehicles ever assembled. All the vehicles are in the open and can be examined top to bottom, front to back, inside and out. While the exquisite paint and other features of the car should not be touched, spectators are free to look to their heart’s content. It promises to be one of the biggest car shows in the city’s history and in the region. For more information, go to nsra-usa.com.

It makes sense; they offer tons of power, plenty of performance potential, and the ability to be swapped into just about anything. Throw in the fact that they’re easy to work on, lightweight, and very compact, and you have an instant winner on your hands. 

We covered the first part of this story back in March, but now Chuck is back with the next step of his project Chevelle, and we have all of the details for you here. The engine in question is a 2003 Tahoe-spec 5.3l V-8, and it’s being installed into an A-body frame (Chevelle, LeMans, Skylark, Cutlass, etc.) that Hanson bought on the cheap!

Now that the 5.3 is bolted securely in place, Hanson is at the next step where he wants to remove the ugly truck intake manifold, in favor of something a little more efficient, high-flowing, and overall better-looking. While he’s at it, he throws on the throttle body, fuel injectors and fuel rails – he obviously doesn’t like to waste time. Where does he get the parts from? Well, none other than our personal friends over at Holley Performance.

We can tell you how the process went step by step, but that would ruin the point of sharing the video with you. So take 15 minutes or so, and follow along with Hanson and the steps that he took to get his rolling frame closer to becoming a running badass!

The Holley EFI intake is one slick piece of craftsmanship, and offers everyone from the casual enthusiast to the hardcore LS engine builder the option of sticking with an EFI-style intake, or switching to a more traditional carbureted setup for their project vehicle.

Sharing cool hot rod stories is what we’re all about! Which is why this is such a great one to share; the story of a hometown hero and childhood dreams, a story about a boy who grew up to build the car that he loved watching race at the strip as a kid. It’s the story of bonding and the love for a very particular automobile – this bitchin’ 1955 Chevy gasser known as Daly’s Machine.

Dan is 51 years old now and he lives in Omaha, Nebraska, a town which he has called home for most of his life. It was in Omaha that Dan discovered his love for cars and racing. His favorite pastime growing up was attending races at Cornhusker Raceway and watching the gassers. He enjoyed watching those supercharged coupes line up at the tree, pop their clutch and seeing their front wheels lift into the air as they flew down the strip.  

The car he loved watching the most was a 1955 Chevy gasser nicknamed Daly’s Machine. This ’55 Chevy was owned by local racing legend named Mike Daly who happened to live on the same street as Dan’s childhood home. Every time Dan saw that ’55, he dreamed of being behind the wheel, racing and crushing all of the competition!

The original Daly’s Machine that Dan grew up watching at the drag strip. He would dream one day of clenching his white knuckles on the wheel of his own.

In 2009, Dan’s dream would come true! He would own Daly’s Machine! He wouldn’t own the actual Daly’s Machine, but he would begin building an exact replica of the car, with the help of Mike Daly himself! Dan was 48 years old and he was finally going to have the car he always dreamed about as a kid.

Dan began by purchasing a 1955 Chevy in Georgia. This ’55 Chevy had been sitting in the back of a garage since 1968. The ’55 Chevy was nothing more than a shell, but it had minimal rust, the floors and the trunk were completely rust free! Dan wanted his car to be authentic and as true to the original as possible, this meant he had to replace the IFS with a solid axle front suspension just like the original.

Dan wanted an exact replica of the original powerplant which was a 392 ci Hemi V-8. Dan purchased one from a man in Utah. Dan took the motor to Daly’s Machine (the machine shop owned by Mike Daly) where a Hillborn EFI system and a Weiand supercharger were added. The original Daly’s Machine used mechanical injection, which Dan considered using, however he planned to drive his ’55 Chevy daily and felt that an EFI system would be more practical.

Daly’s then put the finishing touches on the motor by machining custom cylinder heads for the engine and replacing the stock internals with 8.5:1 Ross pistons. Dan did some machining of his own, as he hand made an oil pan from a few old ones that Mike Daly had laying around the shop.

Since the front suspension and the engine were true to the original Daly’s Machine, the rear suspension had to be that way as well. The original Daly’s Machine had a quarter-elliptical rear suspension, so Dan created this by taking some of his leafs and flipping them. A shorter housing on the axle was added to make room for bigger tires and a 9-inch rear end was added as well. To keep the rear suspension authentic, ladder bars were added as a finishing touch.

Both of the Daly’s Machines are almost 100 percent identical, the only major difference is their exterior paint jobs. The original Daly’s Machine went through several different paint schemes over the years; it started out as a black car with a red stripe before being painted silver in the early 70′s, and finally being given a multi-colored paint job in the mid 70′s.

Dan’s replica is painted silver, similar to the paint job the original had in the early 70′s. The difference is Dan’s features hand-painted graphics on the side of the car that are inspired by the classic Monogram Model ’55 Chevy known as Badman. The final touch on the car is the gold lettering of Dan’s Daly’s Machine on the door, which he did by hand. After Dan finished painting it, his Daly’s Machine was complete!

The completed Daly's Machine ready to race.

Since being finished, Dan drives his Daly’s Machine around Omaha fairly often. The car has been featured in several car shows including a Super Chevy Show and the O’Reilly World of Wheels. The only thing that his car hasn’t done that is keeping it from being a true replica is make a pass down the drag strip.

To all of you young and old gearheads out there, one day you too could build a replica of your favorite childhood hot rod!

Mike Daly and Dan’s Daly’s Machine.

So let’s get down to brass tacks. ScottieD TV, our host, takes us on a walk-around of car looking at all the features. He’s interviewing Willy Hudson, who built the car alongside his father.

They modified the suspension with air ride technology, and gave the car customized fenders. The latter of these is a trademark upon which the Hudson clan prides itself.

A theme of this car appears to be a stylized military look, from the green-tinted headlights to the .50 cal. bullet gear shifter. The paint used was a shade called “Grenade Green,” which Willy confirms was a paint scheme used on Hummers. The interior is a sight unto itself, all grommeted vinyl surfaces and “burned” metal vents. Even the steering wheel looks cool, with its conical, brushed aluminum appearance.

The Boyd Coddington wheels were done in a chestnut color, originally painted flat and later given a gloss by the owner. The Impala runs on a stock chassis with a Lizard Skin floor plan in it for easy cleaning. The Chevy 350 vi V-8 engine gives it power, but keeps the car set as a cruiser.

The car was one of the first built by the Hudsons, and continues to draw attention and applause all over the country. The simple fact is it’s a killer of a car, and an impressive build for a company then in its infancy. Way to go, Hudson Rod and Custom.

Click here to see their Facebook page, and be sure to like them as well.

For decades, the National Hot Rod Association (NHRA) has attracted racers and rodders of all kinds to events across the country, but it was just 11 years ago that the organization started honoring nostalgic racers and models that inspired vintage racing at the National Hot Rod Reunion in Bowling Green, Kentucky. Last weekend, the NHRA, Holley and AAA Insurance once again got together to celebrate racing and automotive history at the Hot Rod Reunion, and as we found out from WBKO News, this year’s event was one for the record books. Check out what we mean in the video above.

Image:NHRA

The NHRA and hot rodding culture has been a cornerstone for the automotive industry for decades, and nothing proved that better this last weekend than the amazing attendance at the Hot Rod Reunion at Beech Bend Raceway Park in Bowling Green.

According to WBKO, the event, which kicked off Thursday, June 13th with a Show’n'Shine and nostalgic Hot Heads Eliminator qualifying and exhibition drag runs, was expected to bring in nearly 35,000 spectators, show-goers and racers this last weekend. Not only does this show the dedication to hot rod culture and keeping nostalgic racing alive in the automotive community, but also the surrounding area’s support of the auto industry.

Events at the National Hot Rod Reunion included the Show’n'Shine and nostalgic racing, as well as a cruise-in and kick-off party on Thursday, meet and greets with Grand Marshal Preston Davis and all the Reunion Honorees including legends like Alan Bockla, Melvin Heath, Lynwood Dupuy, Tom Prock, and Jon Lundberg on Friday, and a grand send-off with the Soffseal and Street Rodders Parade of Champions, the Hot Heads Nostalgia Drag Racing Finals and even a vintage Cacklefest featuring vintage Nitro dragsters.

If you’ve ever attended an NHRA event, you know they’re no joke and the National Hot Rod Reunion is no different. But instead of just racing, this very special event brings together professional racers, race fans, and the vintage automobiles that inspired the association’s start in the beginning all in one place. Sounds to us like an event that should definitely be marked on your calendar for next year!

That’s what Toyota and Subaru did when the two Japanese auto giants co-developed the Toyota GT86/Scion FR-S/Subaru BRZ. This lightweight, rear-wheel drive sports car has near perfect weight distribution, and tips the scales at less than 3,000 pounds. It is, in essence, a pure sports car with just one tiny problem; the gutless 2.0 liter, 200-horsepower boxer engine.

That was Doug Ross’s take on the Subaru BRZ. So when he opened his own shop, Weapons Grade Performance in Wallingford, Connecticut, he had one particular project in mind; a LS-swapped Subaru BRZ. “It was a project I wanted to do since the car was announced,” Doug says. Once his shop was up and running, Doug called up a local Subaru dealer, drove his 2011 Corvette Z06 Carbon over there, popped the hoods on both the ‘Vette and a BRZ, and started taking measurements. His verdict? It would fit.

His partner, Brian, had just bought a BRZ, and the daily driver quickly became the Weapons Grade shop car. Thanks to the flat-four factory powerplant, the engine bay is surprisingly wide, as you can see in the pictures. With the 2-liter boxer no longer taking up a lot of horizontal space, that left a lot of room to play around with for the V8 swap.

The LS2 engine fits into the Subaru BRZ quite nicely, and adds just 60 pounds to the curb weight of the car.

From GTO to BRZ

“It was a no brainer to go with a LS-series engine,” says Doug, who has owned other LS-powered cars over the years. “So we called up Fparts and got a LS2 engine from a Pontiac GTO. That engine had a spun bearing, but when we called Fparts up they paid for a rebuild per their guarantee. So we ended up with fully-forged internals on essentially a fresh engine.”

From there, “It was pretty easy,” says Doug. There was no cutting or hacking of the engine bay required. “We had to massage the transmission tunnel a little bit,” Doug explains. “But other than mocking up our own motor mounts, transmission mounts, and oil pan, the swap was fairly straightforward.” Doug worked with an engine jig to mock-up the whole arrangement, before installing the real thing. “It was my first swap,” says Doug. “And it couldn’t be easier.”

Godzilla in the House

A mechanical engineer by trade, Doug knows a thing or two about speed. “My first car was a Volkswagen Passat station wagon with a VR6 swap,” he says. He traded that in for an LS1-powered 1999 Pontiac Trans Am, and also got his hands on the aforementioned 2011 Corvette Z06 Carbon Edition. But his current ride puts those all to shame; a 1,200 horsepower Nissan GT-R. It’s an 8-second ride, one of many that has passed through his shop, and GT-Rs make up a bulk of the business at WPG, but Doug still has a soft spot for domestics. Hence the V8 Subie.

“We would have liked to keep all the parts for the swap American,” says Doug. “But there still isn’t as much aftermarket support here for the BRZ.” Still, parts like the coilover suspension come from America’s own KW Shocks, and Connecticut-based Moroso made parts like the radiator overflow tank. Current Performance provided the custom wiring harness, which Doug says was actually one of the easier parts.

Creature Comforts Intact

“Most of the electronics run off of the ABS system,” explains Doug. “So it was actually pretty easy to hook up.” Everything except the electronic power steering and tachometer work, and we were especially thankful for the car’s air conditioning on a nearly-90 degree day when we visited.

As for the LS2 engine itself, it is a mish-mash of parts from a variety of different LS engines. The air conditioning condenser, for example, came off of a Cadillac CTS-V, and the intake is from a Pontiac G8. The factory LS2 exhaust manifolds were reused, and the stock Toyota-built rear end was also kept on-board, albeit upgraded to 3.73 gears. Doug is still waiting on a few finishing touches, like a custom “BRZ06” badge. See what they did there?

USDM Meets JDM

Doug has a thing for American upgrades to Japanese cars. For example, one of the more popular upgrades for Nissan GT-R owners are the brakes, though Doug went an extra step and developed a conversion kit for the Corvette ZR1’s carbon ceramic brake rotors. “This lets me drop 14 or 15 pounds of unsprung weight at each corner of the car,” says Doug. That improves acceleration and handling, and looks awesome on the GT-R as well. Yes, we know, it’s not American, and it certainly isn’t a “muscle car” with its all-wheel drive and turbo six-cylinder engine.

But the BRZ06? It really is the best of both worlds. On a brief test drive, Doug got on the gas pedal and the car accelerated like a bullet; instant speed, no hesitation. 

This slick, sleek, lightweight coupe could point the way forward for American muscle cars.

Roll Your Own

But looking to the future, cars like the V8-swapped Subaru BRZ point the way forward. Sure, the cars might get smaller and lighter, but was Doug and WGP have proven, you can have your cake and eat it too. For $3,000, Weapons Grade Performance will sell you a “basic” kit, which includes the motor mounts, transmission mounts, driveshaft, oil pan, and clutch master cylinder.

This kit will get you started, but for $9,000 the Complete Kit will include all of the above, plus an exhaust system, cooling system, wiring harness, and everything else you need except for the actual engine and transmission. Worried about weight balance? Don’t be. “The engine swap only adds like 60 or 80 pounds over stock,” says Doug, allowing the BRZ to keep its renowned cornering abilities intact. Ask if there were any plans to drop, say, a supercharged LS9 engine into the BRZ, Doug smiles. “Right now hood clearance is an issue,” he says. “But we’re working with a supplier to get a Z06-style hood that should allow us to run a supercharger.” A 638 horsepower Subaru coupe? Yes, please…

For all the talk of hybrids and fuel economy these days, Doug’s idea of crossing American power with Japanese ingenuity isn’t a new idea. But his LS-swapped Subie is the first of its kind, and judging from the ease of the swap, this could one day become as popular as the 240SX and RX7 LS swaps that we see at almost every car show. For now though, it is a unique conjoining of modern Japanese sports cars with classic American muscle.

Unlike the first couple days of the Goodguys national shows, the Summer Get-Together welcomes any vehicle make or model, as long as it’s made, or powered by an engine built, in the USA.

But if you think this is just another All-American Sunday, you’re dead wrong. This year, at the 20th Summer Get-Together, Goodguys offered enthusiasts a traditional show and shine, and an indoor muscle car exhibit.

The show also featured access to the Hot Rodders of Tomorrow engine building competition, a try on the AutoCross course, shopping at the Goodgals Arts & Crafts Gallery, a kids zone and even a custom bicycle exhibit and the Pinstripers Brush Bash. Needless to say, whether you are into hot rods, modern muscle, performance machines, rockabilly style or just good old-fashioned fun, the 20th Summer Get-Together had something for everyone.

There are still a lot of Goodguys shows coming up this season and we also had a blast at the Colorado Nationals, so get to your local show when the Goodguys roll into your neighborhood.

The first 20 years of the Goodguys Grundy Worldwide Insurance East Coast Nationals were spent in the scenic upstate New York village of Rhinebeck. That’s about as far away from the Pleasanton, CA headquarters of Goodguys as you can get (almost). It was a great 20-year run, but ultimately the event became known as “Rainbeck.” Year after year of wet and gray skies had numbed car count and the buzz was effectively washed away. Great fairgrounds, great host club, great cars, but bad (always bad) weather.

Time For A Venue Change

Early In 2012, the decision was made to pull the plug on Rainbeck. Goodguys Officials scoured the Northeast for the perfect replacement venue, looking to inject new life into a decades old event. Would a Northeast event work in Jersey? Vermont maybe? What about Long Island? Then they stumbled onto the place called “The Big E.” The Big E, also known as The Eastern States Exposition, is billed as New England’s Great State fair. It is the largest cultural event on the eastern seaboard and the sixth largest fair in the nation.

The Big E, centrally located in W. Springfield, Massachusetts is a stately property with wide paved roads, gorgeous centuries-old buildings – an absolutely perfect spot for a Goodguys nationals. The contract was signed, event artwork was drawn up and BAM, just like that, there was a new home for the third decade of the Goodguys East Coast Nationals.

Grabbing the exclusive Goodguys Gazette Pick was the 1928 Stutz Blackhawk brought out to the event by mechanic/handler Dean Rymer. This rolling piece of American motoring history has been continuously road raced since the 50′s. Stutz cars were manufactured in Indianapolis beginning as early as 1911. Pre-depression era hot rodding at its finest!

Father’s Day Fun

This year’s 22nd edition, held Father’s Day weekend, picked up right where last year’s buzz-infused biggie left off. The cars poured in from all over the northeast and points west showing the truly diverse nature of vintage iron up this way. Let’s look at that for a minute. First you have the daily drivers – a hearty bunch of guys with mostly closed cars, beefy suspension (the roads can be dicey in spots up in the Northeast) from places like Southington, Walpole, and the like who tend to say things like “Cahhhh Show.”

Mopar muscle fans were drooling over Mike Toupin’s Fall River, Massachusetts based ’63 Dart GT all weekend long. The SRT8 late model hemi beast is one of the only Pro-Touring style early Mopar’s we’ve seen done up this nicely.

They’re as enthusiastic as any bunch you’ll ever meet. Then there’s the open car guys with roadsters and phaetons who are more seasonal rodders. There’s a small sprinkling of retro roadster guys up that way too. Flat motors, patina, and a Marlboro 100 hanging from their big smiles. Then there’s the absolute plethora of musclecar guys. Literally thousands of ‘em all piled in from every state in the East.

We saw so much muscle up here our arms got tired (cheesy pun intended). A lot of big bodied Mopars, Goats, ‘Vettes and early shoebox Chevy muscle too (think Harrison Ford’s black ’55 from American Graffiti). All of ‘em livin the hot rod dream, New England style. And with plenty of different styles and tastes we saw a bit of everything, which is exactly what we love!

The truck that got the most looks all weekend? Hands down that would be Bruce Combini’s radical, channeled ’37 Chevy. A blown small-block, zoomie headers, drag slicks and killer retro styling really hit the mark.

Inside the Better Living Center is the invite-only portion of the car show featuring the best of the best polished to the nines all under one giant roof.

Outside on the grassy meadows and meandering roadways in between stately old brick and white wooden buildings is the classic outdoor Goodguys show and shine with cars sprawled seemingly forever both left and right. Aesthetically, you’d be hard pressed to find a better looking event and group of cars out there.

Goodguys AutoCross In True Form

With room a-plenty and literally dozens of paved lots at The Big E, finding a suitable spot for the wildly popular Goodguys AutoCross wasn’t an issue. Goodguys AutoCross boss, Trent Summers, laid out a challenging course with the best of everything. Tight turns, sweeping turns, jagged switchbacks and a gnarly, rev-limiter-gnawing finish line straightaway.

Let’s be frank here for a minute. New England isn’t exactly the AutoCross epicenter of the world. However, it’s catching on fast though and that’s the challenge and the reward here. Goodguys introduced it to the nor’easters last year and this year’s car count already doubled.

Chris “Smitty” Smith took home the PRO class AutoCross trophy in his Ridetech equipped 1967 C-10 that looks as good as it runs!

It still has room to grow but a good 40 cars took part this year, giving loads of lap time to anyone who wanted to make their radiator glow. The top 3 (2 Camaros and a C-10 truck) all came in from Ohio to take advantage of the plentiful on-track time but there were plenty of locals on track, including New York’s Kenny “leadfoot” Edwards and his hi-winding ’66 Mustang.

On Sunday, it was like someone opened the floodgates. The new Goodguys All American Sunday program brought in something like 20 late model American cars to flog. The tech line got busy Sunday morning!

When the last cone was picked up and the dust settled, Ohio’s Larry Woo won the coveted “Goodguys AutoCross Shootout Finals” slot in his menacing black ’68 Camaro and Chris “Smitty” Smith took home the PRO class trophy in his Ridetech equipped ’67 C-10. Other winners included Wayne Milelzeik (Truck class) Bob Cross (Hot Rod) and Ben Byrne (All American Sunday).

Feeling All American on Sunday

The Goodguys All American Sunday here in Massachusetts drove one point home with a hammer. Late model muscle is big around these parts! The scene was personified by Colchester, Connecticut’s Niki Hunt who brought out her black and red 2011 Charger. Here was a young lady, as enthusiastic as they come who’d obviously gotten the mod bug.

The Goodguys All American Sunday has become a huge hit coast-to-coast drawing in the younger generations and great late model muscle simultaneously.

Her modded late model Mopar and her great attitude made her an easy choice for an award pick. Over 140 late models came out (including a group of about 15 Challengers who all rolled in together) joined the party along with numerous ‘Stangs, Camaros, and other late model muscle, adding a nice Sunday spark to this year’s East Coast Nationals. It was the best late-model turnout of the year so a major tip of the Goodguys fedora was in order.

Shootout Winners

• Shootout Winner Larry Woo Cleveland, OH ’69 Camaro 46.123
• Hot Rod Winner Bob Cross Mt Laurel, NJ ’32 Ford 56.419
• Street Machine Winner Larry Woo Cleveland, OH ’69 Camaro 46.123
• Truck Winner Wayne Milelzcik Chicopee, MA
• All American Sunday Ben Byrne Deerfield, MA 

Third Time’s the Charm?

While the sophomore season of the Goodguys East Coast Nationals in New England was a dandy drawing just a smidge over 1,500 cars and 40,000 for the weekend – the general consensus is, we want to see more rodders hit these east coast gatherings. The weather has been great both years, the hotels, bars, and restaurants are welcoming if not old school (how does 3 “lobstahs” for just $20 bucks sound?) and The Big E is simply spectacular!

One of the true highlights of any Goodguys event is the Model Car Make & Take Program sponsored by Revell. Kids are given a free snap-together model kit to assemble and take home. Future rodders unite!

There’s literally room for the event to nearly triple in size and still fit comfortably inside the majestic Big E show grounds. It’s easily accessible from Canada down to the Carolina’s as well as all points in the Midwest. Come find out for yourself Father’s Day 2014, we’ll see you there!

The Winners Circle 

• All American Sunday Award – Niki Hunt Colchester, CT – 2011 Charger
  
  

  Jay McLaughlin’s Model A from South Hamilton, Mass has a tasty combination of flames and louvers combined.

• All American Sunday Award – David Pighetti Hopedale, MA – ’99 Ford F350
• Cool Camaro – Robert Ritcher East Meadow, NY – ’69 Camaro
• Cool Corvette – Howard Block Plymouth, CT – ’57 Corvette
• Cool Cruiser – Frank Tomlins Columbia, CT – ’35 Cadillac
• Fat Fendered Pick – Mark & Mary Wcislo Trumball, CT – ’36 Ford
• Ford in a Ford – Laura & Danny Bouchard Mystic, CT – ’66 Ford
• Ford Truck Pick Mike Shea Spencer, MA – ’54 Ford P/U
• Goodguys Gazette Pick Dean Rymer Springfield, MA – ’28 Stutz
• Long Distance Award Frank LaVenia West Salem, OH – ’56 Chevy
• Sexy Sedan Arthur Baskin Chicopee, MA – ’48 Chevy
• Shoe Box – Bob Keene Southington, CT – ’50 Ford
• Slick ’60s – Ed Szymansky Shelton, CT – ’61 Cadillac
• Sooo Low – Gary Dermott Westmoreland, NH – ’48 Ford F-1
• Best Ride on American Racing Wheels – Jerry Yorek N Bellmore, NY – ’63 Nova
• Coker Tire Best Wide Whites – Bob Damstrom Sutton, MA – ’40 Ford
• Wheel Vintiques Best Bitchin’ – Dan Drost Cheshire, CT – ’48 Anglia
• Best Ride on Billet – Bryan & Karela Jones Penfield, NY – ’36 Ford
• Chopped and Dropped – Harvey Bagshaw Mattituck, NY – ’56 Chevy
• Cool Custom – Dan Disco Naples, FL – ’51 Mercury
• Goodguys Pick – Bob Damstrom Sutton, MA – ’40 Ford
• Speedway Motors Homebuilt Heaven – Mike Toupin Fall River, MA – ’63 Dodge
• Hottest Hot Rod – Brian Snell Colchester, CT – ’33 Ford
• Period Perfect – Jack Szpila East Hampton, MA – ’40 Ford
• Suede & Chrome – Katie Grobsky Meriden, CT – ’56 Ford
• Timeless Traditional – Ed Beauchaine Morris, CT – ’31 Ford

Builder’s Choice Winners

• Frank Chicherchia Airmont, NY ‘- 32 Ford
  
  

  Driving off with the Hottest Hot Rod award was Brian Snell’s stanced and louvered ’33 Ford out of Colchester, CT.

• Douglas Juonis Nashua, NH – ’31 Ford
• Michael Pucino N. Kingston – ’63 Corvette
• Dennis & Kathy Wuchiski Stamford, CT – ’32 Ford
• Bruce Comboni Shelton, CT – ’37 Chevy P/U
• Adam Ross Gardiner, ME – ’50 Ford
• Bill & Linda Yorker Canton, CT – ’33 Willys
• Keith Lefebure London Derry, NH – ’69 Dodge
• Dave & Sue Ciappa Lockport, NY – ’32 Ford
• Ron Caicco Mississauga, ONT – ’56 Chevy

For more GG East Coast Nats action check out the GALLERY below:

Pictured above, left: Eric the teenager and his toys. Not pictured: Eric's girlfriend. Just kidding, Eric, you're alright.

Complete with color commentary and cotton swabs, our hero Eric–who hails from Texas–took it upon himself to create this series just over a year ago. He has himself quite the assortment of 1/64-scale cars, affording him the use of several NASCAR stars, from Hamlin to Busch to Earnhardt Jr.

A healthy stock of paper, styrofoam, and free time account for the success of these videos, not to mention the occasional plug for Dr. Pepper and the other various “sponsors” he has. Among them are Sly Cooper, the eponymous hero of the Sly Cooper video game franchise; apparently, the kid likes his puzzle games.

I tell ya, YouTube is the way to go these days. Darn kids get sponsors out the wazoo.

His modus operandi for these videos is fairly simple. He holds a periodic drawing to see who gets to “compete” in his much-adored “Diecast E-Cup Series” (a.k.a. DECS), and lists the names of people before each video to establish who is assigned to which car. Using stop-motion to good effect, the race proceeds on a seemingly random string of events until the lap count has been reached.

Today’s race, from the “Bristol” track in Tennessee, was quite the upset. Early on, poor rookie Ricky Stenhouse Jr. had the misfortune of getting spun out by Carl Edwards after Joey Logano’s aggression got the better of him. Jimmie Johnson, that nickname-less golden boy of sunny California, had his time in the sun for a few laps, holding his own against Truex Jr. But alas, a win for Jim may have been too much to ask for.

“Ugh, I hate that Carl Edwards. Better go let it out at my pit crew; those guys are paid to handle my tantrums.” Photo from the video.

Thankfully, the crowd was spared any of Kyle Busch’s potential antics and prima donna behavior when he, Ms. Patrick, and poor old Jeff Gordon were simultaneously wiped out. The final two laps had Truex and Hamlin duking it out in the dueling Toyotas, with Hamlin winning out. We’ll let you get away with it this time, Eric, but we all know Chevy is the best around. 

You have to admit, it’s a heartfelt video. Eric likes to add some layers of authenticity with his commentary and use of cotton swabs for smoke effects. His videos have brought him a good deal of success, and we here at ChevyHardcore wish him the best with his future productions–as long as he gets over his infatuation with the smug jerk that is Kyle Busch. (Opinions of the author are not necessarily the same opinions of chevyhardcore.com, the Editor, or the publication’s owner.)

You can see his channel here. He also has a thing for random videos, so if those aren’t your thing, you can view the DECS series playlists here.

We don’t even know where to begin with this one. We would rag on it for being a awful ’70s custom, but with a nose that’s clearly from a ’03-08 Pontiac Vibe, that’s obviously not the case. We have no clue why this ’79 Corvette received this treatment, or why anyone in their right mind would do this to a Corvette in the first place.

OK, so it’s a ’79, not exactly the most desirable model year Corvette ever made. Nor is it particularly fast with its 200 HP 350 L48. But it’s still a Corvette, still America’s sports car, and still an otherwise beautiful machine.

We found this car on Craigslist, and although it’s not the worst thing we’ve ever seen, it certainly doesn’t deserve to carry on through life with a rebadged Toyota Matrix’s nose on it. You have to wonder if the man that put this contraption together even knows that?

Probably not, and we think it’s a disgrace that this car has been dealt the hand that it has. We can only assume that the car was wrecked recently, and this hideous front end has been grafted on. The only saving grace about this machine is that it has a clear title and only has 77,000 miles on it.

We would even suggest purchasing the car and rescuing the Corvette from further desecration, but with an upfront cost of $22,350, we think it’s kinda steep. We would offer the seller $8,000, and put it back to normal.

At least it looks normal from behind…

Courtesy: hemmings .com/classifieds

Today, we’re showing you one of those cars that just won’t ever go out of style: a 1957 Chevrolet Bel Air station wagon. There’s just something about all that contoured steel, aluminum, and chrome that makes you wish you could go back in time. Hard edges, weight, and aerodynamic performance were hardly the major concerns of the day, and as such these aesthetic decisions led to some of the most fantastic-looking cars of the century.

This one comes to us from the Hemmings Auto Classifieds. For this particular Bel Air, it’s been lucky; lucky that it’s never been modified or left to rot in a barn somewhere. The owner claims it has a rebuilt engine, as well as suspension and PowerGlide transmission.

He has also replaced the original body mounts, window seals, door seals and wiring harnesses. The interior was reworked to resemble the original, with the only modern touches being the tires (radial whitewalls), the alternator, and an alarm system. We don’t think anyone would have too much of a problem with that now, do we?

Interestingly, the car’s owner hails from Staten Island, which was one of the hardest-hit locations last October. As you may recall, this was back when Sandy wreaked a path of destruction up and down the New England coast. It’s a bit curious to ponder where this beautiful car was being kept while the hurricane was raging.

At 111,800 miles and a $36,500 price tag, do you think this car is a fair sell? Let us know in the comments.

Courtesy: hemmings .com

The LIA Magazine is a female-themed rod and custom magazine run and produced by Lincoln, Nebraska photojournalists John and Julia Aschenberg. Dedicated to the females in the industry, the Aschenbergs decided that the PPG Nationals would be the perfect opportunity to honor one of the many women they aim to write for and about in their publication.

 “We’re looking to present this award to a lady and her vehicle that is involved in this industry in one facet or another,” Julia Aschenberg told Goodguys. ”This could be a lady who belongs to a local, state or national club; works for a company that is heavily involved in the industry; helps her significant other in the garage on her vehicle as well as others. She could be a welder, fabricator, upholster, painter, pin striper, etc. Our magazine is about promoting these ladies that are heavily involved in the automotive industry and hobby. This is what our LIA Magazine award represents when given to a lady owned vehicle!”

The LIA award will be given to an outstanding female hot rodder showing her car during the PPG Nationals held from July 12^th through the 14^th in Columbus. The Aschenbergs will start their selection process on Friday July 12^th and announce the award winner in time for the selected female to be part of the Winner’s Circle and Goodguys award ceremony.

As an added bonus, by submitting your rebate to MSD you’re automatically entered to win a trip for two to the 2013 SEMA trade show in Las Vegas this fall. That gives you seven chances to enter, and the more rebates you send in, the better your chances are. But you know what they say: you can’t win if you don’t enter, and you can’t get your free parts without sending in your rebate.

This week, MSD is offering up a free set of GM LS Coil Brackets (pn 8216) with the purchase of an MSD Atomic LS Master Kit. With the cool looks of the Atomic LS, the MSD coil brackets help improve the looks over the factory coil brackets.. MSD takes care of you in that regard with the third week of their Lucky 7 Rebates.

With all of the LS engine swaps being done on classic musclecars these days, MSD has brought their Atomic EFI kit to the LS platform to help facilitate these swaps. The Atomic LS Master Kit includes everything needed to get your LS engine up and running, including harness, sensors and the ECM.

With cutting edge technology, the Atomic LS kit puts the digital electronics in the fuel rail, with all harness for each bank plugging directly to the fuel rail. This makes for a convenient, easy to install package that gives you all of the functionality of the Atomic EFI, but you use the existing throttlebody and fuel injectors, and replace the fuel rails with the fuel rails included in the kit.

Buy an MSD Atomic LS EFI Kit and get a FREE set of MSD LS Coil Brackets this week.

Also included with each kid is the handheld controller, power module, wide-band O2 sensor and -6 fuel fittings and crossover hose for the fuel rails. The eliminates the need for installing the factory ECM and harness, as the complete harness and ECM are mounted directly to the engine, with the controller being hard-wired as a remote controller.

And if you’ve followed the LS swap trend, you’ve likely noticed that the factory stamped coil brackets are slightly unappealing. Function, yes, form – not so much. So MSD is proud to provide a free set of LS coil brackets with the purchase of the Atomic LS Master Kit included in this, the fourth week, of MSD’s Lucky 7 Rebate Program. But just as we mentioned in the first week’s offer from MSD, you have to send in your rebate in order to get your free LS Coil Bracket kit, and also to be automatically entered in the SEMA 2013 drawing.

Do you want to know what the Lucky 7 offer is for next week? We want to know, too, but unfortunately MSD isn’t talking. Just like us, you’ll have to wait until next week to find out, and we’ll bring it to you as soon as we find out! So check back with us each week and we’ll keep you in the loop! And check out more MSD products at their web site.

And it’s the kids who seem to enjoy the car venues the most, whether you spend a Friday night at Toluca Lake, California’s Big Boy Diner, or you wake up early on Sunday for the Warner Center’s Supercar event. No matter what your venue of choice may be for weekend warrior fun, the Goodguys Rod & Custom Association offers an engine building challenge that not only exposes teenagers to the art of motor building, but teaches crucial skills for everyday living.

Automotive instructor, Russell Bacarella talks about the relationships that the Goodguys Engine Challenge forms between students and instructors, “The Hot Rodders of Tomorrow Engine Challenge is a national competition that allows high school students who are in automotive programs to compete.” Bacarella continues “they’re working with their coach, who is their teacher.” Bacarella also says, ”Everything these kids do (as a part of the Challenge) will better them in life.” The Engine Challenge is one that hones life skills, those that carry teens in all areas of their personal walk.

He also said that the Challenge is designed so that participants only use hand tools, forcing the teenagers to utilize their natural talents, “No power tools at all. Everything that you’re going to see here is stuff that you can buy at Harbor Freight, Sears, one of the companies that sells off-the-shelf things,” Bacarella explains.

The Goodguys Rod & Custom Association brings together the best of both worlds: fun and education. If this sounds like a great venue for you and your teen, then make sure to give Goodguys a call!

For the last 30 years, the Goodguys Rod & Custom Association has brought amazing events to the hot rod and custom community. But the famed hot rod association isn’t just about vintage metal anymore. Starting a few years back, Goodguys opened their event gates to late-model, American made and American powered vehicles at several All American Sunday Shows (previously known as Super Sundays) across the country. Growing in popularity among all ages, Goodguys now offers this special event to all American classics at almost every one of their national events, including last weekend’s 16th Colorado Nationals.

All’s Fair In Love And Hot Rods

If you’ve ever attended a Goodguys Show, you know that the focus is on pre-1973 vehicles on Friday and Saturday, but when Sunday roles around, anything American goes. Not only does this allow those enthusiasts who have newer American vehicles to participate in the fun, it also opens the doors to younger generations of gearheads.

Last year, we talked to Goodguys’ own Harry Daviess who explained that younger gearheads don’t always have the means to buy a classic hot rod, so the All American Sunday events open the doors for their vehicle passions as well.

Nothing held more true this year at the 16th Colorado Nationals where we found plenty of Millenials taking advantage of the late-model experience at the show, but we also found many vintage vehicle owners stretching their wings with their modern performance machines as well.

Forget Lawn Chair Parking

With some of the out of state rodders heading home after the long weekend, the All American Sunday event in Colorado seemed a bit barren at first, but as we quickly found out, it wasn’t for a lack of next generation enthusiasm. In fact, we found most of the late-model guys out on the auto-cross course tearing up their tires and aiming to prove which late-model vehicles were best at carving cones.

Even on the auto-cross course, the Bowtie and the Blue Oval continued their long-lasting rivalry.

The competition also brought out a C5 Corvette, two third-gen Camaros, a killer 1984 Trans Am, fifth- generation Camaro convertibles, a Ford Focus, a 2010 Lingenfelter Camaro and even a 1973 Ford F-100 pickup built for sand dune crawling giving the course a go.

It's easy to have a brand new Camaro that's nice, but not many thrid-gens have impressed us as much as this one. Owned by Brandon Pursley of Windsor, Colorado, this sleek black and blue 'Maro boasts a 5.0L TPI engine, T-56 six-speed transmission, custom interior, upgraded brakes, suspension and wheels.

This little Spitfire could go, and go it did – right into the Sunday Winner’s Circle.

Rather Be Relaxing

While many of the late-model owners were out on the auto-cross course most the day, many others enjoyed their time sitting in the shade of the event complex grounds and taking in all the sights and sounds of the Colorado Nats.

From the front of the lawn of The Ranch to the auto-cross course out front, Mustangs were the most represented model at the show, followed in a close second by Camaros.

The owner of this rare and unique car, Muff Davis of Niwat, Colorado, told us that he just recently purchased this bad boy at auction to add to his already stellar car collection.

Although most of the late-model vehicles that showed up for the All American Sunday were well along the performance lines, others stuck out as a bit different, including a flame-painted Chevy SSR and a Jeep Wrangler. A bit different from the typical Goodguys show cars, these vehicles were just as welcomed and looked at during the show as their more performance-minded counterparts.

Not your traditional performance vehicles, even this SSR and Jeep Wrangler found their spots among the modern machines at the Colorado Nationals All American Sunday.

Yes, even a classic Volkswagen Truck can be considered “modern” when you do some crazy unique modifications to it!

Adding to the modern feel was the countless modern engines we saw crammed into just about every type of hot rod imaginable throughout the weekend.

While the first couple days of every Goodguys show remains classically inspired, more and more rods today could qualify as more modern than anything else thanks to their newer powerplants, drivetrains, suspension systems and even brand new fiberglass and metal bodies. Builds encompassing performance, comfort, and reliability – all rolled into one killer package.

Hitting the Winner’s Circle

All American Sunday Awards:

Tony Priborsky – Lyons, CO – 2006 Mustang

Randy Brauchler – Evans, CO – 2002 Camaro

Shawn & Brandi Leighman – Fort Collins, CO – 2007 Mustang

Muff Davis – Niwat, CO – 1985 GTP Corvette

Alex &Jenn Chavez – Fort Collins, CO

Goodguys Autocross All American Sunday Winner – Max Brewster  - Thornton, CO

 No matter what your preference, be it old-school or modern-cool, the Goodguys events offer something for everyone. And with the notable 30th year anniversary celebrations taking place all year long, we can only hope for another 30 years of the same!

For more exclusive shots from the Goodguys Colorado Nationals All American Sunday, check out the GALLERY below:

As you may remember from the beginning of The Build, the crew at American Modern Insurance Group is up against a healthy project, especially with their Malibu’s frontend damage. One of the main problems with the car is that the frame is tweaked to a point of no return. So in preparation for the new frame, the American Modern crew recently pulled the engine from the frame and attached it to an engine stand to move forward with the build.

Once the engine was attached to a hoist, the crew worked diligently to unbolt the engine from the frame, making sure to get every last attachment loose before attempting to lift the engine. Once the engine was free, it was put on an engine stand and the teardown process began. Now with the engine and frame separated, the crew of The Build can focus on improving and tuning the engine, as well as prepping their GTO frame for its transplant job.

Be sure to check back next week as The Build crew takes on the first leg of frame work!

Hemmings Auto Blog reports that the long-thought-lost Super Cheetah prototype that was uncovered a few years ago is up for sale. The asking price of $1.25 million for this unfinished prototype is half its estimated $2.5 million value.

The original Bill Thomas Cheetah was designed to compete in the SCCA, and used a fuel-injected 327 from the Chevy Corvette for power. The wheelbase was just 90-inches, and the Cheetah needed new driveshaft between the transmission and differential; just a U-joint. Thomas planned to rolled out a “Super Cheetah”, which he commissioned Don Edmunds to hammer out in an aluminum body, though plans called for it to be a fiberglass ride.

Chevrolet started to get cold feet once the SCCA required 1,000 units of a vehicle to be made in order to compete in production classes. GM saw the Super Cheetah as competition for the Corvette, and pulled its support. Thomas later went bankrupt, and Edmunds ended up with the unfinished Super Cheetah shell for $300. He sold it later for more than five times what he sold it for, and it wasn’t until 2011 that Cheetah continuation builder Bob Auxier was able to buy it, after it sat idle for 40 years.

He is asking $1.25 million for this uncompleted 60s supercar. With just 33 Cheetah bodies ever built, and an incredible legend around these cars, his estimated value of $2.5 million for the restored ride might not be far off. What do you think?

And as you can see in the video above, making this upgrade easier than you may think!

Todd Walton of Walton Fabrication was tapped to install the suspension upgrade for this project. His years of experience and meticulous attention to detail have garnered him a stellar reputation in the hot rod industry. Jason Wilcox of TCI Engineering was also there to lend a hand.

Even the best parts made can only perform as well as they are installed. That’s why if you’re unsure that your particular level of competence and skill is good enough to complete the job at hand properly, it makes sense to look for someone that you can rely on to do the job right the first time. For this installation, the truck’s owner chose Todd Walton of Walton Fabrication in Upland, California. Todd has decades of experience installing TCI’s products and knows exactly what to expect.

If you’ve got some fabrication and suspension know-how and you like getting your hands dirty, this kit comes with highly detailed, step-by-step instructions that enable do-it-yourselfers to complete the installation properly. If you have the appropriate tools, facilities and skills, there is no reason you couldn’t do this upgrade yourself.

There is not one of us who have ever turned a wrench, pounded sheet metal or created sparks that does not know the importance of having high quality parts to complete the task with. They save you time because they fit properly and they save you headaches because they are reliable.

Upon inspection of the kit, it was found to be as complete right down to the necessary hardware. Every nut, bolt, washer and fitting required for this job was accounted for so having to stop your progress to chase down incidental parts is eliminated.

It’s always a treat to see real craftsmen at work. As the Chevy truck’s front frame is being prepared for the installation, we can see the care that is going into the job. It takes more than just slapping some steel in place to make this old truck handle like a performance car. Making sure that all the metal is clean and free of debris ensures that problems like rust, metal fatigue and damaged areas don’t come back to bite you down the road.

As it shows in this video, precise measurement and leveling are crucial for getting optimum performance from the finished product. The care taken in this step ensures that when the truck is complete it will roll true, the wheels will align properly and it won’t go through tires like fire through paper!

After the frame is prepped and welded, its time to measure for the installation. Once the critical points are located and marked, the assembly begins. The installation goes quickly as the suspension, steering and brakes all fit together seamlessly. In no time, this ancient seed hauler becomes capable of keeping the occupants going straight, keeping stable and being safe with the increased horsepower demands that are doubtlessly in the pipeline.

Here's a before and after comparison of the suspension upgrade installed. Which one would you rather have controlling the direction of your precious posterior?

Image: CustomClassicTrucks

Take some time out June 21-23, 2013 for one of the hottest car shows in the country: MSRA’s Back To The ’50s Show, now entering its 40th anniversary. The event will take place in Mears Park in downtown St. Paul, Minnesota.

Image: GreatRace.com

In what promises to be a huge highlight of the show, there will be the start of the Hemmings Motor News Great Race, an event that will span the entire weekend, and well into the next. According to Jeff Stumb, the director of the Great Race, this year marks the 30th anniversary, and will have the theme “Motor With Us Down The Mighty Mississippi.”

Starting from St. Paul, the racers–operating on a rally-style itinerary–will run along a predetermined route from the Back To The Fifties event all the way to Mobile, Alabama, using back roads and detours to soak up the scenery across 10 states. All the while, they will be competing for a $50,000 grand prize.

Four racing classes cover previous winners, veterans, rookies, and even high school and college students. Jeff believes with all these contenders, and all their cars, one can expect see hundreds of people participating, whether as drivers, passengers or support crew. This event will be fun to watch, and you’ll have the opportunity to meet the racers and their rides on Friday, June 21, from 1 p.m. to 7 p.m.

Another event sure to please your palate for cars will be the Burnout Contest taking place Sunday, June 23, 11 a.m. to 12:30 p.m. Here, you can see and compete to win the “One Wheel Squeal” contest. The winner gets one set of four tires from the main sponsor, Norm’s Tires.

To end the event, a special tribute will be paid to POW/MIA soldiers overseas by Max Lofgren and his beastly ’55 Chevy, commanding 1,000 horses under the hood. In addition, country western singer Rockie Lynne will be in attendance to perform two songs dedicated to the troops.

Image PatrickJHughes.org

Of course, this show isn’t all about automotive enthusiasm; there’s something for everyone, even kids. For instance, there’s the Model Car Contest, going on Saturday through Sunday. In this activity, kids of all ages can compete across a wide swath of classes to construct the best model car.

Image: msra.com

On Friday, there will be a silent auction for the MSRA Foundation scholarship, which will benefit hardworking kids who are active members of the MSRA, or are family relations of the same. This auction has helped out several families and individuals since it started six years ago.

Throughout the weekend, you can also expect to see the “Ladies Showcase.” This attraction is as a breather from all of the fracas going on outside, and features department store outlets, seminars and giveaways. Take your friends and family to check out the MSRA Back To The 50′s event, it will be time well spent.

We don’t know why the arsonist targeted Robert Thrift’s white C4 Corvette , but by the time Thrift got outside with a fire extinguisher, his car was already too far gone. News4Jax.com reports that his Corvette is just the latest in a string of unexplained car fires that have police blaming a serial arsonist.

One would think that their car is safe sitting in their driveway, but Thrift awoke to his car alarm blaring and fire blazing on the hood of his white C4. Body panels melted and the interior caught on fire, and the classic Corvette is without a doubt a total loss. Two nights earlier, another Hillard area resident (around the Jacksonville, Florida area) awoke to a knock on their door and their car on fire.

Police have blamed a serial arsonist who is getting increasingly bold, and is blamed for 11 separate fires since February. This has the local sheriff’s office offering a $5,000 reward for any information leading to the arrest of the guilty party, but so far the police have few promising leads. Can you believe this madness? Who lights cars, especially Corvettes, on fire for kicks?

Image: Flickriver

Papa John may have pizza constantly on the brain but on May 26th, it was the military and their families that took top priority as Schnatter honored American troops at the Coca-Cola 600. Not only did Schnatter end up feeding all the military members that showed up for the “Welcome Home” event, he also awed fans with a look at his 1971 Camaro.

Powered by a Mast Motorsports LS3 416 Black Label Supercharged engine, which was recently installed in the Camaro, Schnatter’s Chevy features a balanced and blueprinted LS3 block, Mahle forged pistons, a Callies Compstar crank and rods, ARP bolts, a Mast Motorsports LS3 custom cast and ported heads, and a Whipple 2.9L supercharger. This combination gives the classic Camaro 800hp.

In addition to displaying the car at the event, Schnatter took the car down the drag strip for some serious racing against Charlotte Motor Speedway president and general manager Marcus Smith. Paired against Smith’s modern Mustang, Schnatter’s Camaro flew down the quarter mile like a rocket, hitting the speed traps at 136mph for a time of just 9.855 seconds. How’s that for a quick delivery time?

Image: Apex Automotive

Official Release:

The new NX Billet Crossbar nitrous plate systems have just raised the bar in nitrous plate technology. The CNC-machined design eliminates round spray bars resulting in excellent atomization and cylinder distribution. With no spray bars to sag, rotate or disrupt airflow, this is truly the Next Generation in cross bar nitrous plate technology.

This system includes a 10-lb. nitrous bottle with the billet aluminum Lightning 45 bottle valve. This valve not only looks great; it is packed with features including two integrated gauge ports, 5/8 siphon tube, a large .325 orifice and an improved flow path with only one 45-degree turn. The Lightning 45 bottle valve looks great, flows great and weighs nearly one full pound less than our old style brass valve.

This crossbar nitrous system includes more than the standard crossbar nitrous kit. It includes a custom solenoid bracket, billet aluminum Y fittings, braided stainless solenoid-to-plate lines, nickel plated fittings, wide open throttle switch, master arming switch, 40-amp relay and relay harness.

This system is designed for 4150 flange manifolds and includes jetting for 50, 100, 150, 200, 250 & 300HP.

Features:

• CNC-machined
• Designed for 4150 flange manifolds
• Eliminates round spray bars, resulting in excellent atomization and cylinder distribution
• Comes with 10-lb. nitrous bottle and billet aluminum Lightning 45 bottle valve

The F-1X isn’t small, as evidenced by the scale of the Pepsi can. It features a 10.5-inch compressor housing, 4.20-inch inlet, and 3.50-inch outlet.

As the 388 cubic-inch LSX engine in BlownZ was motivated in 2012 by one of ProCharger’s F-1R superchargers, it was only logical that the F-1X find a home in the nose of the car as a replacement for 2013. The car has been deemed the quickest magazine project car in history. Last season, the engine was raced with 11.5:1 compression, but for the 2013 season, we decided to drop the compression down to 9.5:1 with a new set of JE pistons.

Additionally we installed an Aeromotive Billet Hex Drive Fuel Pump and upgraded the transmission with a new TCI gearbox combined with a new TCI torque converter. Gun-drilled axles and an aluminum center-section from Moser Engineering were also installed, while the radiator was removed from the car in favor of a new Chiseled Performance ice tank with a Rule pump to help keep the intake charge cool.

These changes, along with the aforementioned F-1X upgrade, are expected to propel the car to mid-seven-second elapsed times at 185 MPH or even quicker, so we decided to take a look at the technology inside the supercharger to better digest where the performance improvements would come from. The car benefits from the use of one of Chris Alston’s Chassisworks CDS gear-drive units, which will permit us to turn the boost up to achieve nearly 30 PSI through the engine.

Rated X

The F-1X, rather than becoming a replacement for the F-1R supercharger we previously used, is actually deemed an upgrade by ProCharger, as both units remain in production and the F-1R is still the blower of choice in the East Coast’s X275 class. The F-1X, as the subject of our technical article, boasts a number of improvements, made possible by ProCharger’s aerodynamics testing lab that was put into use during the development of the F-4 supercharger program a few years ago.

While developing the F-4 program over the 2009 and 2010 racing seasons, the ProCharger team learned quite a bit about impeller design and efficiency, the key to their testing operations. Impeller design is perhaps the most critical component of the entire process, as it must be constructed to induce a minimum of turbulence while providing the maximum amount of airflow.

Far Left - Our awesome gear drive system from Chris Alston's Chassisworks Component Drive Systems division. Left Middle - The gear drive system uses these polyurethane pucks in place of a belt-driven pulley and interfaces with the hub bolted to our ATI Super Damper. Right Middle - Power Automedia's crack wrenches Sean Goude and Dean Jigamian install the F-1X in the nose of BlownZ. Far Right - BlownZ uses these trick quick-release Boost Braces from Race Part Solutions to prevent the tubes from blowing off under nearly 30 PSI of ProCharged boost.

Air is considered a compressible fluid for engineering purposes, and the new impeller design proved critical in terms of performance improvements. In any centrifugal supercharger, air is drawn in through the inlet and accelerated to a high velocity by the impeller. The vane-less diffuser on the back side of the impeller decelerates the air, converting the high velocity into a pressure increase, forcing it into the engine at a high pressure differential. It is this high pressure that is considered “boost”, and is measured in pounds per square inch of pressure. The high-pressure air is forced into the engine, where it combines with increased fuel volume and subsequently makes more horsepower due to the engine’s efficiency gain – more air, plus more fuel, equals higher horsepower.

Left - ProCharger's engineers spend countless hours in their test lab developing, testing, and quantifying their data. Right - The lab was built a couple of years ago and has helped the ProCharger team immensely in developing new product in an efficient manner.

It is this higher efficiency that was recognized during the F-4′s development, and the ProCharger team subsequently applied those changes to the smaller housing that contains the F-1X impeller. The F-1X is a clean-sheet design that used the larger volute size of the F-2 supercharger (compared to the F-1R), with a completely new impeller design and smaller inlet hole, to make a completely new supercharger that fits the rules in the above-mentioned small-tire racing classes.

ProCharger’s Sergio Shifman was happy to talk about some of the changes that resulted in the F-1X becoming the new standard in centrifugal-supercharged performance in these classes. “The F-1X came about as the F-2 was outlawed in a few different classes. While the F-1R was legal, we needed to step up its output, and really needed something different between those two blowers. The 10.5-inch compressor housing used on the F-1X was permitted, but the inlet size (as found on the F-2) wasn’t permitted, so we designed something new to fit the rules package. We then needed to design an impeller that would work with the smaller inlet size.  We can put it on a test stand and see airflow numbers before we ever go any further,” he explained.

This neat test rig allows the ProCharger engineering team to quantify their results and determine a particular supercharger’s efficiency levels before it ever goes into production.

Mocking up the supercharger in the lab to test its abilities has proven to be a big help in terms of bringing the supercharger to market fully-tested and vetted, rather than using racers to test the product. “The test lab that is on-site at the ProCharger facility allows a great range of testing across various types of applications. We can test in many configurations – types of airflow into different sized engines, different cylinder heads, basically different airflow restrictions. They use flow meters in different areas of the compressor housing and other sections of the supercharger to tell the engineers what they need to know about how the product is performing,” says Shifman.

One area where the F-1X excels is in efficiency, which can be measured in terms of the amount of power it takes to actually drive the supercharger. Sergio explained, “One of the areas that they measure specifically is how much power it takes to drive the supercharger at similar airflow measurements. Impeller design is critical in that area, and we’ve been very happy with the fact that it uses quite a bit less drive power than other designs. It’s different on every combination – every engine has a different boost number, and back pressure, so airflow requirements of the engine play into that as well.”

The F-1X impeller takes advantage of all of ProCharger’s newest engineering data to produce a supercharger that will get us into the mid-7-second zone or quicker with BlownZ.

When it came time to construct the F-1X, the ProCharger team was not constricted by the same 9 3/4-inch housing that the F-1R uses, so they were able to make some changes that benefited the package as a whole. The initial X275 rules permitted the ProCharger team to use the same basic housing dimensions as the F-2 supercharger, which uses a 10.5-inch housing. That single change allowed for the design changes that have made the F-1X so powerful. According to Shifman, the basic outside dimensions of the F-1X impeller changed only slightly from the F-1R, but the growth in housing size made a huge difference in the overall efficiency of the supercharger.

The new supercharger debuted in 2012 at Donald Long’s Lights Out race under the hood of a number of the top running cars, and the increase in performance was felt immediately. From what ProCharger’s engineering team had observed in-house during their testing phase, the F-1X picked up everywhere over the F-1R, gained a couple of pounds of boost in nearly all instances thanks to the improved efficiency, and once deployed into the field, started a firestorm among the competitors in the class.

Sean Ashe setting the NMCA Street Outlaw record with the F-1x in his ’85 Mustang – Thanks to Free Life Films For The Footage

http://www.youtube.com/watch?v=RWKcHpaAL4I

Due to the performances of many teams running the F-1X last season, the supercharger has since been removed from the approved list of X275 superchargers, but it’s being used by a number of other racers currently competing, including Sean Ashe and Phil Hines, who have performed well with the supercharger in NMRA and NMCA competition so far this year. Ashe set the NMCA record with a 7.29 at 195 MPH, while Hines set the NMRA record with a 7.30 at 195 MPH at their respective season openers in March. As the teams get more time to work with the platform and rules package, expect those performances to improve – Hines has already raised the bar with a subsequent 7.128 at 202 in Maryland in May.

Back to our Project BlownZ, was put into competition at the NMCA West race this past weekend at Auto Club Famoso Raceway in Bakersfield, California. Our team switched to the F-1X over the winter in preparation for this season, and we are still sorting out the car. New cars bugs continue to abound, as each time we sort out one part of the puzzle another item or three pops up that needs to be corrected in their search for ultimate performance and horsepower. It’s a struggle we’re sure many of you face in your own race programs.

The transmission within the F-1X is the same one that ProCharger has relied on for the F-Series supercharger family since day one – it hasn’t changed a bit. The unit features self-contained oiling, ProCharger’s patented, high-speed compound bearing assembly, and precision-ground 9310 steel gears.

At the NMCA West event, the team struggled with a torque converter selection that was not optimal for the combination, but still managed to turn in a best elapsed-time of 8.05 at 152 MPH. The fuel curve was still not optimized either, as the improper converter cost the team quite a bit of performance and compounded the tuning struggles.

Making the Switch

In our case, installation was quite simple, as we were simply removing the F-1R supercharger that previously mounted in front of the CDS gear-drive unit. The F-1X simply replaces the R, as both superchargers use the same mounting provisions on the CDS plate.

Left - The F-1X hung on our Component Drive Systems' gear drive. Check out the Aeromotive hex drive fuel pump hanging out on the accessory bracket. Right - As you can see, the gear-drive solution from CDS offers a relatively-small footprint in the engine bay, while direct-driving the supercharger from the engine's crankshaft.

We introduced the CDS gear drive to Project BlownZ back in January, but here’s a quick rundown of its operation. Not only does it provide a solid mounting option for the supercharger to be driven right from the front of the crankshaft, but there are also various gearing options that can be changed from 40 to 75 percent overdrive depending on the supercharger model. It also has optional accessory-drive options, allowing you to add an alternator, fuel pump, and even a magneto to the unit itself. There are also options for single-blower mounting in either a straight-on or angled-mount design to provide the end user some flexibility dependent upon their engine-bay space. Dual supercharger mounting is also available.

Left - the gear drive internals - not much to it, but plenty of horsepower-handling capability rests on these steel gears. Right - we changed our gearing selection to provide a 1.7 step up ratio from the original 1.65 ratio of the F-1R to get more power out of the F-1X down low.

On Project BlownZ, we needed to source a custom-built damper from ATI Performance Products to work with the gear drive, and they devised a lightweight Super Damper for our LSX engine including a dual-keyway hub and three extra bolt holes to provide the correct mounting option for the gear drive to properly mate with the crankshaft. The CDS gear drive unit also has plenty of clearance for our Jesel belt camshaft drive system.

BlownZ During Qualifying at the NMCA event – 7.69 at 181 MPH

http://www.youtube.com/watch?v=iqQCPGy5jLA

Finally the day came when it would be time to put it all together at the racetrack, and the Power Automedia race team burned a lot of midnight oil in the days leading up to the event. Preparations were made, the car was loaded, and everyone had a prediction about the car’s performance. And then… it was “go time.” As most of you know, shaking down a new combination isn’t the easiest thing; no matter how much expertise and money and hard work you throw at a car, sometimes you just have to keep plugging away, fixing one issue at a time, and that’s been our humbling experience so far.

“The car went 8.05 at only 152 MPH, lifting at around 1000 feet. We feel that it would have gone 7.89-7.91 if we would have stayed in it through the quarter, but it had an extremely rich tune up,” explained Sean Goude. “There is a ton of power left in it” The car is making about 26.5 PSI versus 22 PSI last year, and it all finally paid off at last month’s NMCA WEST Pomona race where BlownZ ran it’s first 7-second pass – a 7.69 at 181 MPH. But that’s not it for BlownZ, as we begin to get our F-1X-powered beast under control.

Editor’s Note: Among the fundraising efforts for the SEMA Memorial Scholarship Fund is the annual engine auction on eBay Motors. In past years, Ed Pink Racing Engines (EPRE) built and dyno tested the engine using parts supplied by SEMA members. For the latest auction, however, the prize allowed the winning bidder Rod Johnson to meet with Pink and EPRE manager Frank Honsowetz to tailor the build according to his specific needs — again using parts from SEMA members. Bill Holland followed the build for EngineLabs and submitted the following report.

Words by Bill Holland

A solid foundation for the build came in the form of a Dart small-block Chevrolet SHP cast-iron block mated with Dart SHP aluminum cylinder heads. From that point on, the build was the proverbial “clean sheet of paper.” Winning bidder Rod Johnson wanted an engine for his dad’s street-driven 1955 Chevy pickup; a bullet with good performance but completely docile.

It takes a combination of parts and people to build an engine. Here are the Ed Pink Racing Engines staffers (left to right) who had a hand in the build: Tom Schlaak, Bill Wood, Craig McCormick, Lauren Arana, Larry Ingham and Felipe Javier. Photos by Bill Holland

Left to right: EPRE technician Lauren Arana works on the SEMA Scholarship engine; Frank Honsowetz, general ganager of Ed Pink Racing Engines, checks the Dart SHP block; cylinder head specialist Craig McCormick dialed in the valve train.

Cubic inches are always a good way to get more power without sacrificing reliability, so a Scat 4340 forged steel 3.75-inch stroker crank was selected, as were Scat 4340 5.7-inch H-beam connecting rods along with Clevite rod and main bearings and Fel-Pro gaskets. An ATI Super Damper augmented the internally balanced engine. Mahle forged aluminum pistons measuring 4.145 inch diameter and Total Seal piston rings were employed in the 405ci package, which came with a 9.55:1 compression ratio. The Dart heads featured 200cc intake ports, 64cc combustion chambers and had 2.02-inch intake/1.60-inch diameter exhaust valves; a good balance between air/fuel flow and velocity.

Continuing with the premise of having a streetable power curve, a Comp Cams hydraulic roller (grind #12-467-8) was used. A set of Manley 1-piece chromoly pushrods connected the Comp hydraulic roller lifters to the Comp 1.6:1 aluminum roller rockers. This gave the engine a net lift of 0.612-inch at the valve, with a duration of 248 degrees intake and 255 degrees exhaust at .050-inch lift with zero lash.

Clockwise, from top left: ARP head studs secure the cylinder heads. The Mahle pistons and chamber volume combined to produce a 9.55:1 compression ratio. The Comp Cams valve train was dialed in to perfection. The 405ci small-block is fed by this 2x58mm Holley throttle body atop a polished Stealth Ram manifold. A bird’s eye view of the SEMA Scholarship engine in all its polished aluminum glory. A set of coated Hedman hedders will complete the installation.

A Milodon high-performance oil pump and a 6-quart Milodon pan handled the small block’s lubrication needs, with Joe Gibbs Driven oil utilized. Cooling came via an Edelbrock water pump. An Edelbrock front cover housed a Comp timing set. A set of Hedman hedders, appropriate to the vehicle, was provided.

All the fasteners used in the build were from ARP. They ranged from 4130 chromoly head studs, main studs and rod bolts all the way to polished stainless steel 12-point accessory fasteners. The high-performance alternator and starter were manufactured by PowerMaster, while a set of March brackets and pulleys added a finishing touch.

Polished induction

To provide the engine with a distinctive appearance and all-around performance, a Holley EFI was selected.  The polished aluminum system features a 2x58mm throttle body, a Stealth Ram intake and fuel injectors rated at 35 lbs. per hour. A FAST distributor was used to signal the Holley ECU, with a Crane HI-6 ignition and coil providing the power to the Moroso plug wires and Champion spark plugs. The fuel pressure required at WOT was 43 psi, and the distributor had 33-degree advance. A pair of Moroso polished aluminum valve covers, specially engraved with the SEMA and Ed Pink Racing Engines logos, add to the engine’s exclusivity.

Clockwise, from top left: Last-minute linkage adjustments are made prior to hooking the SEMA SBC up to the dyno. Ed Pink Racing Engines GM Frank Honsowetz gives winning bidder Rod Johnson an overview of the dyno testing process at EPRE as Pink technicians mapped the Holley ECU.

After all the normal break-in procedures were completed, the engine was put through its paces on the dyno, with adjustments to ignition timing and fuel mapping made to optimize performance. The engine cranked out an impressive 475 lb-ft of peak torque at 4,500 rpm, and exhibited a very wide torque band that showed in excess of 400 lb-ft. throughout a 2,500 rpm range. Peak power was a steady 453 horsepower, which it held between 5,500 and 5,800 rpm. Needless to say, with its broad power band the SEMA/Ed Pink small block will make for an excellent “driver.”

From left: Noted engine builder Ed Pink is joined by Mike and Rod Johnson, who are putting the engine in their dad's classic Chevy pickup. Rod Johnson discusses the build with Ed Pink. A bonus for Johnson was touring the Ed Pink Racing Engines facility and seeing a rare Novi engine from the Indy 500 under restoration.

The beauty of the Holley EFI is that the ECU will “learn” the actual driving parameters of Johnson’s Chevy and make the necessary finite adjustments for optimum performance.  

Thanks to the efforts of almost two-dozen SEMA member manufacturers and the considerable skills of Ed Pink Racing Engines, the net result is a potent, good-looking engine that is ideally suited for its new “home,” with the proceeds from the eBay auction ultimately benefiting a number of young people wishing a career in the automotive aftermarket. Scholarship information is available at www.SEMA.org/scholarships.

Two views of the finished engine, which is distinguished by engraved valve covers.

A Chassisworks dealer, Ultimate Restorations of Danbury, Conneticut, made and posted this quick video walk-around of the Chassisworks’ Billet g-Link rear suspension on a ’68 Camaro.

You can tell that the Ultimate Restoration crew is going for a sleek look with modern technology. They even show the door handles removed and the mounting holes filled in. We assume that they will be adding electric door openers which brings the modern tech to that particular area. 

The suspension is what we were interesting in seeing and the video quickly moves to the Chassisworks 9-inch rearend. The rearend is mounted in the chassis with a four link set-up. The rear end is also outfitted with air bags, which will make this combination a real technological advancement over the stock suspension. 

Here’s hoping that the crew gets the assembly done soon and invites us out to give it a go around the block.

The new Bumblebee will be based on a ’67 Camaro, but whats the story behid this Transformer’s transformation?

Over at Motor Trend, a reader named Luis Galdames was wandering through an L.A. neighborhood when he came upon the scene shown here – a car transporter loaded with the original movie Optimus Prime and Bumblebee vehicles. But we were under the impression Optimus and Bumblebee were getting an updated look. What gives?

While our initial reaction is that these are older props from the first few movies, judging from the way Bumblebee is covered with protective plastic wrap, we now have our doubts. We know that in the next Transformers movie, due out in 2014, Bumblebee ditches the modern look for the look of a 1967 Camaro, and will be joined by a Corvette C7 as well. Optimus will also get some new sheetmetal, and there will be new and old faces alike in the next movie.

One possible explanation is that the new movie actually explains how and why Bumblebee goes from modern to retro, and that the original Bumblebee Camaro still has a small part to play. Maybe he is seriously damaged in battle, or gets sent back in time? We won’t know until next summer, so let the wild speculation begin!

Legit LS long block sitting on the table.

You may have heard that this week is E3, the year’s largest video gaming expo. With both Sony and Microsoft announcing their next-generation consoles weeks ago, Monday was loaded with huge reveals and new video game IPs being announced for the new consoles. Racing games have been a perennial favorite with gamers for decades, and the next-gen consoles promise to bring virtual racing to the next level.

One game trailer in particular caught our eyes though. “The Crew” is a new street racing game from Ubisoft set in a persistent, massively-multiplayer world. As cool as that is though, that isn’t why the trailer for the game drew us in. Rather, it was the star of the trailer, a Camaro SS that comes together in a cool way, that really get us revved up about this game.

The Crew is an all-new racing game where players drive across a detailed map of the United States seeking out illegal street races, most likely for money and fame. Some racers will be computer controlled, while other players can pop in and out to challenge you to a contest of speed. There will also be a wide variety of real-world cars to drive including, apparently, the Camaro SS, and police chases look like they could play a big role in the gameplay. There looks to be a wide variety of American muscle, contemporary and classic, as well as plenty of imports available for play.

The way the Camaro comes together in the trailer is a very unique introduction to the game, and it gives us hope that modifying your car will play a big part in the game. While some games have touched on aftermarket modifications, we’re still waiting for a game that will really dig deep into the technicals of car racing.

We don’t want to get ahead of ourselves, but we’re pretty excited about this game, for more than one reason.

The Motorsports Hall of Fame of America has named it’s seven inductees for 2013, and leading the way is Jack Chrisman, one of drag racing’s biggest stars. Others to be added to the honor roll this year are Alessandro Zanardi, Bud Moore, Harvey Firestone, Masten Gregory, Brad Lackey and Robert E. Petersen, 

Jack Chrisman (Photo Courtesy Motorsports Hall of Fame of America)

Chrisman was a Dust Bowl refugee from Oklahoma, who became part of the California hot rodding scene and was the National Hot Rod Association’s first big star. He grabbed his first NHRA Championship in 1961 driving a twin-engine Chevy-powered dragster. Then, Chrisman teamed up with Bill Stroppe to create the progenitor of today’s funny cars, a nitro-fuel injected engine-powered Mercury Comet that Chrisman piloted.

Alessandro Zanardi, a two-time CART champion and Formula 1 veteran, suffered a crippling crash in 2001, but now races hand-controlled touring cars and is a world-ranked hand cyclist.

D-Day hero Bud Moore operated championship NASCAR (Moore is also enshrined in the NASCAR Hall of Fame) and Trans-Am teams. Harvey is THE tire magnate of Firestone fame.

Bud Moore (Photo Courtesy Motorsports Fame of Hall of America)

Maston Gregory became the first American born driver to regularly compete in the international Formula 1 arena, and won at Le Mans in 1965 teamed with Jochen Rindt, the first overall win at Le Mans for an American team.

Brad Lackey was one of the top riders in the 1970s and 1980s. He won the AMA 500cc National Motocross championship in 1972 and a decade later became the first American to win the 500cc World Motocross Championship.

Robert E. Petersen started Hot Rod magazine in 1948, and founded the Petersen Automotive Museum in Los Angeles.

These seven will be enshrined during a Detroit induction ceremony, Wednesday, August 21, at the Fillmore Theater. For more information, visit MSHF.com.

Chevy fans were very patient, waiting for GM to come up with an answer to the Shelby GT500. What we got was a two-ton, 580 horsepower Camaro with incredible track aspirations thanks to technology like magnetic ride control and specially-designed supercar tires. But not all of us can afford the $54,350 MSRP to put a real ZL1 in our garage.

But most of us probably can afford to put a Camaro ZL1 RC car into our toy chest. Duratrax has released the first pictures and information on their officially licensed Camaro ZL1 track car. The 1/10th scale Camaro will cost just $319, less than 1% of the price of the real deal. Affordable, and almost as fun.

Packing an 18R gas engine that runs a 20% nitromethane solution, this little RC car packs a powerful punch worthy of the Camaro ZL1 name. A realistic-feeling, two-speed transmission delivers the power smoothly to all four wheels, allowing this Duratrax Camaro ZL1 to drift around corners with ease. Color choices are limited to Victory Red and Inferno Orange.

While RC cars are typically looked at as toys, there is a large following devoted to serious RC car competition, with thousands of dollars thrown at scale model vehicles. Hell, just check out the suspension on this “toy.” Seems crazy to consider, but when you look at the money being burned in the collector car market, spending a few hundred bucks on an RC Camaro ZL1 suddenly doesn’t seem so crazy.

That is now behind GM, though a new unexplained fire could stir up the hornet’s nest of accusations once more. WSBTV out of Atlanta filed a report that says GM is now investigating the cause of a mysterious fire occurring in a 5th Gen Camaro that was sitting with the engine off for about three hours.

According to the report, Jamie Taylor parked her ironically-painted 2012 Inferno Orange Camaro outside, turning off the ignition and going into her apartment. Three hours later she came outside to find fire engines and her Camaro quite literally an inferno. Even worse, the fire spread to a Chevy Equinox SUV that was parked nearby, totaling both vehicles. Pardon the pun, but that burns.

Investigators have so far ruled out foul play, and GM says it isn’t currently investigating any other Camaro fires. So this could just be an isolated event, although GM has now opened their own investigation into what exactly happened. Is there a faulty part at work, or just bad luck? We’ll stay on top of it to see if this is a symptom of a wider-ranging issue.

For now, Jamie will be driving another Camaro loaned to her by a local dealer; here’s hoping both owners get this mystery sorted out.

For the last several months, we’ve been teasing about our ultimate Chevy project car being on the donor list awaiting its very special LSX engine from our friends at BluePrint Engines. Luckily, the 1964 Chevelle, appropriately named Project BluePrint, is now finally ready for the process we’ve all been waiting for. So it’s out with the old and in with the new (engine that is), as well as a couple other system upgrades. Installation of a new fuel system, Billet Specialties front belt drive, MSD ignition, Hedman swap headers and mounts, Flowmaster exhaust, AEM gauges and a top-off of Royal Purple oil were also prescribed by the motor doctor.

Swapping a BBC engine for a built LSX is an exciting but intricate process, so along the way, we’ll be giving you some tips and tricks we learned to help fellow enthusiasts taking on a similar swap conquer their own projects. And of course, we’ll also be addressing clearance issues, fitment solutions and the no-pain no-gain attitude of full automotive rebuilds as we dive deeper into one of our most intensive projects yet. So strap on those harness belts and hold on tight, because this ride is about to get crazy!

What We’re Working With

When we first came across our 1964 Chevelle, it was a no-brainer buy. Great sheet metal, relatively new paint and excellent bright work on the car gave us the unique opportunity to focus solely on the mechanics of our soon-to-be pro-touring beast while not worrying about the aesthetics that would eventually be on display.

Under the hood, the Chevelle came to us with a mild 468ci big-block engine, surely an upgrade from the stock 283ci or 327ci small-block options the car came with from the factory. It was still not exactly as crazy as we wanted, even with the addition of long tube headers and an aluminum radiator. So we contacted our friends over at BluePrint Engines to talk LSX. But before the new engine went into the car, we had to get rid of the old plant and that’s where the dirty work in the Power Automedia shop was required.

Installing a slimmer, longer and taller modern LS engine into the 1st generation Chevelle was going to take some finesse and massaging. 

Installing a taller, longer and slimmer engine was going to take some finesse to stuff it under the hood of our A-body.

The Tear Down

Tearing out an engine is only the beginning of a fantastic build, but it might also be one of the most important parts of the process. Not only do you have to get the old engine out to make way for the car’s new power plant, you also have to make sure that components, like engine mounts and brackets, are salvaged if the build requires in order to reduce time and money used in the swap.

We pulled out the big-block and all the hardware in preparation for our engine swap.

For our project, we didn’t salvage much as far as the old engine was concerned, especially since many components won’t transfer from a BBC application to an LSX build. But as our shop manager, Sean Goude points out, it’s best to label any salvageable parts, including wiring from your previous engine if you plan on using them for your future application.

Because we didn’t need to salvage anything, the tear out of our BBC was pretty straight forward. After yanking the wiring, unbolting our mounts and brackets, and properly securing our big-block to an engine hoist, we were able to release the engine from its internal confines. And because we opted to tie our BluePrint engine to our Gearstar transmission before swapping in the new mill, as you saw in our recent BluePrint update, we also stripped the transmission from the Chevelle’s grasp.

With a bare engine bay, tracking down clearance issues, possible fitment problems and areas that would need some extra consideration was our next goal. Luckily, with the compact package of modern LS engines, built or otherwise, fitting the BluePrint engine into our GM A-body didn’t present much of an issue, especially with all the aftermarket components out there for projects like this. We were able to create a more compact overall package with things like the front drive assembly and headers to further our ease of dropping in the new LSX.

The Top Things To Consider When Doing An LSX Swap

When swapping any engine for another, it’s important to consider things like intended use, intended power output, possible drivetrain combinations, how your engine is going to be fueled and how you’re going to make everything you need to have your car running in tip-top shape to fit in the confines of your engine bay. Here are our top 10 keys to having success with an LS engine swap.

Engine Size: The question should never be will a certain engine fit in a certain car. The question should actually be how much time, fabrication and money are you willing expend to make an engine fit. You can shoehorn just about anything into any engine bay with enough time, fabrication skills and wallet cheddar. For those of us on a limited schedule and budget, taking a close look at the engine dimensions of the original and the replacement engine can minimize the trouble areas.

Here’s an example of the size differential: the standard SBC engine that was manufactured from 1958 to the 1990s measured 25.40-inches wide at the widest point, and was 22-inches tall from valve cover to the bottom of the oil pan. The SBC 350 was 29.42-inches long from water pulley to the flywheel.  By comparison, an LS1/LS6 engine is slightly skinnier (24.75-inches), a little longer (29.75-inches) and much taller (28.25-inches). The 6-inch taller LS engine may cause fitment issues under the hood so make sure you make your engine choice accordingly.

Taking out the old engine mounts and replacing them with a set of mounts a little lower on the crossmember helps keep the engine under the hood.

Engine placement is also an important factor. GM used a 4-degree tilt down at the rear of the engine with the rear axle pinion shaft centerline at the same angle except up in small-block Chevy engines. For street use, most builders will suggest the crankshaft centerline to be 3-4 degrees down at the rear. For drag racing application the rear axle pinion shaft centerline will be in a downward angle to compensate for rear axle rotation under hard acceleration.

Engine tilt can be checked by placing a level on the carb mounting surface of the intake. Level the engine from front to rear and side to side. This will give you the correct inclination for the engine.

Our weapon of choice for transmissions was the Gearstar level 4, 4L65E transmission package.

Transmission: To decide on an optimal transmission for your engine, keep in mind the intended use and space available to put it under your car. Transmission tunnels can be modified and completely rebuilt if the fitment issue is in this area, but length and proper position of the transmission aren’t as easily modified. Bolt pattern is also key to pay attention to.

LS engines will work with any older GM trans with some considerations. TH350s/ 700R4s/ TH400s work by using a GM flexplate spacer and bolts to place the flexplate at the proper spacing. This provides a place for the converter snout to engage. The thing to consider is the downshift/ TV cables. There are many companies that have pieces to make them work. Obviously the 6-speed manual T-56 or automatic 4l60Es designed to be behind the LS-engines work easily with the proper harnesses.

Our combination included a Gearstar level 4,  4L60E Automatic transmission package. The placement and size of the transmission requires a bit of fabrication on the tranny tunneling inside the car. Basic welding skills and a few hand metal working tools is all that is needed to fab up a new tunnel that supports the larger tranny.

Our 5 degree engine tilt and 4L60E Gearstar's transmission required some tunnel fabrication.

A sheet of mild rolled steel, basic welding skills and a ball peen hammer is all that is needed to fab up a decent tranny tunnel.

Supporting Components: Deciding how you’re going to support your drivetrain is key to any build project. Crossmembers, as well as motor mounts and brackets must be taken into serious consideration so that they not only support the weight of your drivetrain and keep it in place, but also that these components will fit easily but snuggly in the correct factory positions. Keep in mind that engine tilt and size may necessitate the need to move engine mounts to a different location. In our case, we had to move the engine mounts back and down from the factory original location.

Don’t forget to consider your supporting components like engine mounts (pictured here – Hedman Part #03815). Not only do they need to support the engine weight and torque, but they may even need to relocate the engine in the engine bay.

There are a great number of companies that specialize in making components for LS engine swaps now. Attempting to list them all would be insanity, but rest assured, you get what you pay for with conversion kits. The inexpensive kits will probably require more “massaging” to get them to work.

Purchase headers meant specifically for your application and swap choice.

Exhaust: Pulling extra heat and spent fumes from your engine is important for optimal performance, and let’s face it, that iconic musclecar sound. When it comes to swapping in a different engine than what your vehicle came with, be sure to purchase headers meant specifically for your application and swap choice. This will not only ensure clearance around steering and supporting components, it will also allow for more power from your build.

Much like the adapter kits mentioned above, exhaust systems seem to have a quality to cost relationship. Anyone with a mandrel bender can bend exhaust tubes, but the companies that put in the research and development are the exhaust systems that produce more power, have less fitment issues and frankly, just sound better. We optioned Hedman Hedders LS swap (Part #45216) knowing that we wanted great performance and a perfect fit right out of the box. The other option is to have an exhaust system custom-built for your swap, which generally blows the idea of a budget build right out the window.

Front Drive: Whether you’re building a daily driver or an all-out track beast, having a proper fitting front drive is vital. With kits from companies like Billet Specialties, you can get all your pulleys and belts to fit within tight quarters. Stock ones can be used for budget builds or by choice, but may need some modifications depending on how it sits in your car.

Specialized front drive kits, like this one from Billet Specialties, are a bolt on addition that handles all the horsepower that you want to throw at it.

Moving on to the front drive system, we turned to well-known Billet Specialties for a Top Mount Tru Trac Serpentine System kit specifically made for LS motors (part # 13455/13475). This front drive system is engineered to clear cross members and steering boxes used in most musclecars while keeping a low profile tight against the engine block.

Billet also offers front drive systems for comparable A-body Chevelles with an added AC compressor pulley, if chilled temperature control is a must for your personal project.

Fitment: Nothing is worse than concocting a killer build in your head and then not having everything fit properly once you dive into the project. When it comes down to it, PLANNING is the ultimate key to having a successful engine swap. Measure twice and order once.

We chose a very stock-like wet sump oil pan that provided plenty of clearance at the cross member.

Oil Pans: Not only do you have to choose a pan based on your engine’s needs, you’ll also need to scope them out for clearance issues and interference with things like engine mounts and cross members. Oil is the life blood of your engine and its pan deserves to be treated as such.

Wet sump oil systems are more common, less expensive and there is a lot of aftermarket support. The flip side is that the wet sump oil pans are larger and require more space because of the sump area. Decide early in the planning process if you are going with a wet sump or dry sump oil system.

Generational Differences: When working with LS motors, you’ll find Gen III and Gen IV versions. Pay close attention to which generation engine you’re running and match it to the proper engine controller in order for the engine to work. Gen III LS engines were built between 1997-2007 where the Gen IV engines range from 2005 to present day.

The Gen IV LS engines were designed with displacement on demand in mind, a technology that allows every other cylinder in the firing order to be deactivated. It can also accommodate variable valve timing. Most Gen IV engines are throttle by wire throttle bodies and have electronics to operate them. You must use the accelerator pedal and TAC module to make them work properly.

Ask Questions: Whether it’s on a forum, tech line or to your buddies, ask questions if you get stuck. There’s no point in forcing components together only to find out later that they don’t work, you broke something, or could have accomplished your goal a lot easier.

Be Realistic: We’ve all had dreams of 1,000+hp cars at one point in our lives but when it comes to building, make sure you don’t bite off more than you can chew. The more power you’re looking to push, the more money, time and research will need to go into the car.

Engine Installation and Upgrades Galore

With the old engine yanked, wires pulled and support components removed, we were looking at a very bare engine bay. The old engine was a carbureted fuel system which didn’t require a lot of electrical engine management and as luck would have it, our new Blueprint built LS engine would also be carbureted.

The biggest concern when mounting these LS engines into an older GM chassis is having the engine sitting as close to where the old block sat as possible. Chevy engines run on the four-degree rule. That is, the engine usually sits on a four-degree downward angle from front to back. The four degrees is recommended to help with your pinion angle and other important drivetrain functions.

The actual mounting of the transmission to the crossmember could’t be easier. It may be necessary to use a universal crossmember from an aftermarket source. Usually the driveshaft will have to be shortened and this is an area where you will have to rely on the professionals. Just for the record, different shops measure for driveshafts in different ways, so call ahead any time you have to shorten or lengthen a driveshaft. After the engine is solidly mounted in place, you can start working on adding all the accessories and upgrades.

Selecting MSD’s 6LS ignition module was a no-brainer. It allows us to grow with different fuel delivery systems without replacing the ignition system.

One of the few wires and electrical boxes that we had to plumb into the system was an ignition system. Starting with the MSD ignition, we opted for the 6LS-2 Ignition Controller for LS applications (part #6012). Not only does this controller offer a direct plug-and-play installation, it also gave us the option of upgrading our engine to fuel injection later on without having to change this component. The MSD 6LS-2 also offers a programmable two-step rev limiter, vacuum advance curve and step retard, giving us everything we need to optimize our engine’s spark.

To get the fuel flowing to our BluePrint engine, we looked at several different options before deciding on AED’s HO Series 850cfm carburetor (part # 850HO). Budget-friendly but mighty stout, this carburetor gave us everything we were looking for, from a clean idle to crisp throttle response.

There is no point in replacing your car’s engine with a built one if it’s not going to respond at the snap of a finger. That’s why finding an ultra-responsive carb that also gives you impressive acceleration and a clean idle is absolutely necessary.

Adding Fuel to The Fire

Continuing on with our fuel system, we turned to Holley Performance to set us up with a whole gamut of components, from a billet fuel filter (part # 162-555) to all our fittings, tubing, and seals.

Adding to our fuel system parts, we also secured a RobbMc ½ inch sending unit with an optional -8 AM fitting already attached. This drop-in unit features a billet aluminum base and lines, and provides a more budget-friendly option then fuel cells.

We turned to FAST for our remaining fuel system needs and used a FAST inline fuel pressure regulator (part # 307030). Made with CNC-machined billet aluminum, FAST’s fully adjustable fuel pressure regulators offer twin -6 feed side ports as well as a single -6 return port on the bottom of the unit for optimal efficiency.

We added a low-pressure Holley electric fuel pump inline to replace the previous engine’s mechanical fuel pump. We knew that we would be upgrading to electronic fuel injection soon, so the low-pressure pump was a temporary component in our system.

Holley Performance's line of billet components were our choice for fuel delivery.

While we initially planned on using all AEM gauges in BluePrint, we went ahead and switched some of the gauges out for Dakota Digital’s VHX Series components. However, we did stick with AEM when it came to our air/fuel gauge. For reliable readings in an easy to install package, we opted to go with AEM’s Wideband Air/Fuel Gauge (part # 30-5130). Not only does this gauge give us unprecedented accuracy, speed and control for our air/fuel readings, it also provides us needed tuning information in an easy-to-read analog interface that clearly indicates even a half a point change in our air/fuel ratio.

Having a proper air/fuel ratio is pertinent for preventing engine damage and maintaining optimal engine performance and with the AEM air/fuel gauge we can see if our BluePrint Chevelle is even slightly off at any given time. This allows us to catch any damage or performance hindrance before it becomes an issue no matter if we’re on the track or cruising the street.

Dakota Digital's VHX Series gauges replaced the stock gauges with a serious upgrade in performance and looks.

Wanting more breathing room for our BluePrint 427ci engine, we looked to Flowmaster for a perfect header-back exhaust system to tie to our Heddman long tube headers. With the perfect combination of modern and muscle, Flowmaster set us up with their American Thunder dual exhaust system specifically made for 60s A-body Chevelles with V-8 engines (part # 17202).

In the past, securing an exhaust system for an LS swap project was challenging and at times even required custom bent or retrofit headers and other exhaust components. Now, however, with swap friendly setups like the Hedman LS swap headers and engine mounts, having the perfect exhaust system for your LS classic is a breeze.

A true upgrade from the old pipes, our Hedman Hedders and Flowmaster Exhaust is just what the musclecar doctor ordered.

The Flowmaster American Thunder exhaust system offers our LSX Chevelle two Super 40 Series mufflers, 3-inch aluminized steel exhaust tubing, and dual side exits. Not only does this give our GM A-body a fierce aesthetic, it also gives it an aggressive exhaust note that no musclecar, classic or modernly prepared, would be complete without.

Hedman Hedders are designed to hug the LS block and fit nicely in this cramped area.

Controlling the Transmission

In the process of upgrading our Chevelle’s engine, we also wanted to upgrade the car’s transmission. For this we chose Gearstar’s Level 4, 4L65E transmission package as described earlier. To control this bad boy, we got ourselves an HGM Compushift II transmission controller with AccuLinks TPS, specifically geared toward carbureted applications. This controller allows you to change shift points, as well as control the torque converter clutch lock-up for a unique and defined driving experience.

Compushift II transmission controllers are available for both EFI and carbureted engines.

HGM Compushift II transmission controller with AccuLinks TPS, specifically geared toward carbureted applications.

Choosing the correct controller for your application will make a world of difference depending on how your car is fed. Installation is simply a plug and play type wiring harness with very little mechanical aptitude needed.

With all the harnesses necessary to install our new device and a handheld display included with our Compushift II controller, our Gearstar combination is purring perfectly along with all our other performance upgrades. What’s even better is we were able to accomplish this without ever having to hook the controller up to a laptop.

Since we upgraded the transmission and tied our Gearstar to a Compushift II transmission controller, we also upgraded our Chevelle’s shifter. For this, we chose a B&M Pro Stick Shifter with an aluminum cover (part # 80706).

We capped off our upgrades with B&M’s Pro Stick Shifter.

This cable-operated shifter offers spring-loaded gate action and a one-hand reverse lockout in a compact and stylish package. It also features the ability to be used with a variety of transmissions if we ever choose to fit our BluePrint Chevelle with a different gearbox, although we don’t see that happening in the near future.

To top off all our performance goodies, we got our hands on plenty of quarts of Royal Purple oil, but we’ll get into that in Part 2 as we take a deeper look at what all our BluePrint engine has to offer, how the engine build and install went and what kind of performance numbers we saw with the swap. Stay tuned for all the final details as we wrap up our Project BluePrint build!

A number of different styles of dynamometer have been invented over the years, and for the purposes of this article we’re going to focus on one in particular – the Dynojet 224xLC, which is currently installed in the Power Automedia shop. That’s right; we use one of these regularly to test out all of the modifications we make for the many different internet magazine titles under our roof.

Time to mark out the space where our dyno was to be installed. Disregard the high-quality artwork, it’s merely a placeholder.

Horsepower to the Wheels

Before we get ahead of ourselves, let’s talk a little bit about how a dyno operates. In this case, we’re talking about a “chassis dyno” that measures horsepower at the wheels, as opposed to an “engine dyno” that would be used to measure power and torque of an engine separate from the car itself. The chassis dyno houses a high-inertia steel drum that is turned by the vehicle’s tires while in gear, offering the operator the chance to do safe, reliable road testing without ever leaving the shop’s premises.

It’s useful not only for performance shops, but also general repair facilities, especially those performing diagnostic work, as it can assist the operator in diagnosing electrical glitches, fuel, clutch, or torque converter problems in order to give you the safest and most reliable vehicle possible.

The 224xLC is a “hybrid style” dynamometer that uses an Eddy Current Load Absorption cell (electric brake)  in combination with the inertia roller (drum) to provide resistance, and the load absorber’s magnetic field’s strength can be varied to control the amount of braking, or load, applied to the dyno’s roller. According to Dynojet’s Will Fong, “When performing non-load tests, you accelerate the inertia roller in a roll-on test (one-to-one gear, usually 4^th) to measure the power of the vehicle. The inertia method is super-consistent, reliable and repeatable because the load (of the roller inertia) is fixed.” 

Adding the eddy current brake increases the versatility of an inertia dyno by allowing the dyno operator to increase the amount of resistance applied, like adding more weight to a Nautilus machine. The electromagnet’s power is computer-controlled, helping to match the power output being applied to the dyno. This helps to load down the engine and provide it with something to “push” against, resulting in a simulation of the forces that would be applied to a car on the road – the vehicle’s weight, wind resistance, rolling resistance, and so on. This variable resistance, and the ability to “hold” the engine at a particular speed and throttle position, allows all sorts of different tests to be performed (more on that in a bit…)

Cutting out the hole - who doesn't love demolition work? This was best left to the professionals. While we're capable of lots of things, pouring concrete isn't one of them, and the dyno needs a super-strong foundation.

Getting Started

For a vehicle owner that’s never had a car strapped down to a dynamometer before, there are bound to be some questions like “What do I need to know?”  “How do I interpret my results?” and “What questions should I ask the guy who’s about to abuse my new car?” So let’s dive right into those questions, and explain a bit about what you can expect when you make an appointment with your local dyno shop.

First off, if you are scheduling a dyno appointment to have your car tuned, then you’ll need to make sure that the car is in good working order. That means the spark plugs are fresh, preferably fresh oil, and no other mechanical issues with the car that you know about.

Of course, if you’re making an appointment to have an issue diagnosed, it is very helpful to let the dyno operator know about these things right up front; that way he or she can plan to spend extra time on your car figuring out what is wrong with it, rather than having you schedule an appointment and then surprise them with “oh, but it doesn’t run smooth above 3500 RPM” – remember, the dyno operator is your friend.

Rigging up the dyno itself, and preparing for installation. As you can see from the use of the forklift, this isn't something you can just pick up and drop into place. Measure, and then measure again - it needs to be square within the foundation for proper operation. Dynojet provides complete pit construction blueprints with every dyno they sell.

Fong also clued us in on a couple of questions that you should ask your dyno operator. “Does the dyno have the analog module for reading boost pressure? We sell an option called the Analog Module that allows input of up to four, 0-5v analog inputs, for reading things like boost pressure, temp, etc. This is mainly used for getting boost pressure. We sell pressure sensors or the dyno owner can supply their own,” he said.

http://www.youtube.com/watch?v=ncZ8VaOSXg4

Dynojet dynamometers also typically feature wideband oxygen sensor monitoring, which allows the operator to see exactly what is happening with the engine – whether it’s rich or lean and how the engine’s tuneup is performing under real-world conditions. This takes the guesswork out of the tuning operations for the operator and can be printed on your dyno graph at the end of your session as well.

Fong points out there are a couple ways to connect the air/fuel ratio module. “We offer this as an option that allows for either threading the dyno AFR oxygen sensor into an O2 bung or a compressed air pump system for putting a probe into the rear exhaust for readings,” he explained.

Prior Planning Prevents Poor Performance

There are a few specific steps involved in a successful dyno session, according to Fong. “You need to have a baseline run performed. This will take less than an hour and consists of a handful of runs after the vehicle is up to operating temperature in order to get a consistent baseline. The baseline lets you evaluate the performance and operating condition of your car and helps you to determine what modifications, tuning adjustments, etc. you may want or need. This is usually a flat fee for a set number of dyno runs. If you scheduled a specific time for the dyno runs, it is a good idea to get to the shop early enough for a cool down, especially with a forced induction application. A heat soaked supercharged motor as a good example. It’s better to get the car warmed up on the dyno and make your hits just as it comes up to temp,” said Fong.

Fresh oil, fuel and spark plugs are a must when you head to the dyno. Dyno time is affordable, but it does cost money, and there's no sense wasting it with fluids and spark that may not be up to par.

One of the great things about Dynojet is that no matter where you have your car tested, the results are directly comparable to any other Dynojet. Fong continued, “You should already have a baseline done, preferably from the same shop so they can view the dyno run data for comparison. You’ll at least want the previous baseline to have been from another Dynojet and also bring the dyno run(s) in digital format on a USB drive or CDROM. The dyno operator can load the dyno runs on his PC to compare. If the shop isn’t going to supply parts and if you have upgrade parts, bring them with you (bigger throttle body, intake/inlet, injectors, boost a pump, etc.). Tuning costs will vary depending on the level of tuning, software/hardware included, the geographical area, etc.”

There’s No Way to Cheat

One thing to keep in mind is that a Dynojet dyno operator cannot manipulate the results that the dynamometer displays; it is what it is – the results are rooted in physics. Whatever power is applied to the drum will be measured and displayed. Where the confusion sometimes comes in lies in the fact that the operator can choose to display those results in either corrected or uncorrected form. Since the 224xLC dyno, and all of Dynojet’s other products come standard with a weather station that measures atmospheric variables like atmospheric absolute pressure (not barometric pressure), temperature, and humidity – all things that play a large part in ultimate power production – the results can be analyzed as “corrected” values.

This allows an apples to apples comparison; for example, if you’re spinning the roller on two consecutive days with a 20-degree temperature change, or a humidity bump, between them. The same car with zero changes between days will definitely make less power on the 80 degree day compared to the 60 degree day, but by applying the SAE correction factor between the two runs in the Dynojet software, you will get an accurate picture of what’s happening. Make sure your dyno operator is using the SAE correction, not the STD correction factor, as that is an older standard that will skew the numbers upward.

Hooking up the control stack - this includes the wideband oxygen sensor monitor and other options particular to the dyno installation.

Beyond Just Measuring Horsepower

One of the terms that you may hear the dyno operator say is “load control”. One of the main things that a Dynojet 224xLC dynamometer is capable of is placing a load on the vehicle in order to help it exhibit the same types of characteristics that it might rolling down an actual road – this is called load control, thus the “LC” in the model designation. Load control is extremely helpful in diagnosing running issues – if you’ve got an automatic transmission that’s shifting late, or spark breakup at higher RPM, the dyno will show those things, and show them quickly.

Our old building had an above-ground dyno installation. It works the same way as our new in-ground 224xLC, but the in-ground installation frees up a lot more space in the shop for other work.

If that happens when you’re at the dyno, don’t assume the dyno operator has done something wrong, because it’s very possible that the vehicle may have had the same issues before you rolled in the door and just didn’t know it. The spark monitoring system will show issues like that immediately, and the dyno even has the ability to help the operator diagnose intermittent issues as long as they crop up while the car is on the rollers.

The dyno will store each run in the computer, giving you the ability to overlay one run against another and see exactly what difference particular changes have made throughout the entire RPM range. In addition, the testing equipment will measure atmospheric absolute pressure and ambient air temperature along with humidity measurements, so that you can see exactly how each of these factors can affect one run versus another.

How To Read A Dyno Graph

The Dynojet WinPEP software allows your dyno run to be displayed as a graph with vertical and horizontal axis. It can also be displayed in a chart format that can be viewed and/or exported as a text or delimited file for use in a spreadsheet or exported as an image file. WinPEP is available on Dynojet’s website for free download so you can view your runs. WinPEP allows you to create a split graph, sectioned into one, two or three sections for easier viewing.

The left and right vertical axis selections – this will be horsepower, torque and any other data sampled such as air/fuel ratio, analog inputs such as boost pressure, etc.

 

The bottom horizontal axis – this will be engine RPM, speed, or time. Horsepower is usually displayed on the left axis, engine RPM or speed at the bottom, and torque on the right.

Using the split graph feature, usually air/fuel ratio or an analog input such as boost is displayed.

The correction factor will be displayed at the top right; the default is SAE, which is the preferred CF. Several CF’s can be selected – SAE, STD, uncorrected (no CF) and other variants used internationally.

Testing to the Limit

The 224xLC that’s installed at the PAM World Headquarters is capable of measuring up to 2,000 horsepower, and 200 MPH, meaning that just about any vehicle you can think of can be tossed on the roller to see how it stacks up. But measuring horsepower is just the beginning of the 224xLC’s capabilities – it can do so much more than just post a big number on a computer screen. It’s capable of performing load tests including step, sweep, and loaded roll-on testing, and the operator can also load test in closed-loop operation and target engine RPM, speed, or a percentage of load.

Fong discussed the advantages of step testing with us. “Step allows you to define a specific step-test profile, usually chosen based on engine RPM (2,000-2,250-2,500, etc.) with the hold time for each step in seconds. The operator controls the acceleration via gas pedal and the WinPEP software holds the car under load at each step point for the specified time period. Steady-state and step are generally used during ECU/PCM calibration or drivability testing. “Sweep” allows the operator to add an additional amount of load using the eddy-current for increased loading while performing a roll-on full throttle test. This test is used when additional load (such as in certain turbo applications) is needed or a longer sample time is desired,” he said.

World-renowned tuners like Horsepower Connection’s Brian Macy have relied on Dynojet dynamometers for years. Here Brian is tuning on our BlownZ project car at the old shop. You can see the cramped quarters – each car had to be backed onto the dyno. With the in-ground installation at our new digs, we don’t have that issue any more.

The Dyno Remembers All…

Dynojet’s WinPEP7 software allows the dyno operator to store many thousands of runs in their shop’s computer – every car that’s ever spun the roller in that particular facility will be cataloged by make, model, and customer name. Not only is this helpful in case you need a copy of your dyno printout later, it’s also helpful to the operator, as he’s able to compare runs from other vehicles he’s worked on that might be similarly modified in the case of a diagnostic issue.

As you can see, the Dynojet dynamometer is a tool like any other; although it won’t add a single pony to your car by itself, it has an irreplaceable value in the diagnostic world to get the most out of everything you’ve had done to your engine, along with the ability to display that huge four-digit horsepower number you were after when you laid waste to your bank account.

This offer will ultimately let you save $500 with just a simple mail-in form. From Mustangs to Camaros, and Challengers to Chargers, Edelbrock has you covered.

The rebate applies to specific E-Force Supercharger kits, so be sure to check out their web site to see which kits are included in the rebate.

The E-Force supercharger is designed to give you and your ride the best in terms of street legal horsepower. Be prepared to see your horsepower and torque get a big boost, courtesy of the Eaton Gen VI 2300 TVS rotating assembly. With its four-lobe configuration and 160 degrees of twist, this means that you’re getting negligible temperature rise and quiet operation for excellent driveability. 

Our own Mark Gearhart had the opportunity to find this out for himself when he took a trip over to the company headquarters in Torrance, California. Suffice it to say, the E-force was everything he expected, and then some! 

In addition, the integrated bypass valve gives your engine better mileage potential by venting off pressure when you’re slowing down quickly, while also evening out the idle and helping to build up boost faster.

And where some other roots or screw-type superchargers get their air from a rear-mounted inlet, the E-force’s configuration gets its air from the front of the motor. This permits a larger intercooler (110 sq. in.) to be used, as it’s not bound by the engine valley’s width.

Don’t miss out on this awesome rebate event, and be sure to check out Edelbrock on Facebook and Twitter.

Those familiar with the popular saying, ‘Hard Work beats Talent, Every Time’ should relate to our tale of our infamous drag racing project car ‘BlownZ’. We may be short on talent, so we have no choice but to apply hard work to our efforts. Yet even that seemed to be not enough. Despite some that very hard work, we’ve had to slog through some challenging times with BlownZ over the beginning of the 2013 race season. Test sessions hadn’t produced much fruit, but our team led by Power Automedia Shop Dawgs Sean Goude, Dean J, and Josh Kirsch kept pounding away. Finally, we proved the slogan true.

NMCA Pomona: Where Records Are Made

A few weeks ago our team landed at the NMCA West Coast Shootout in Pomona, as we are chasing the NMCA West ProCharger 275 Drag Radial points series this year. Pomona is a historic track, and we were looking to make history. Our goals were simple: seven seconds in the quarter mile, and to perform well ‘on track’ so that we would stay in the points chase for 2013 going into the NMCA Las Vegas race in September.

Among other changes we made prior to Pomona, we also switched to VP’s Q16 racing fuel.

We certainly had changed a lot of parts to try and accomplish that objective. Upgrades/changes for this event included:

• 3.70 gears instead of 3.50 gears
• VP Racing Q16 fuel instead of C16
• A larger COMP cams mechanical roller camshaft to try to take advantage of the F-1X supercharger with increased exhaust duration
• Looser TCI torque converter

Previous testing at the PSCA Las Vegas event had shown us that we had some real challenges with BlownZ. We were having trouble finding a tricky balance with our combination. The problem was putting in enough timing and leaving at a high enough RPM, with a loose enough converter, to get it to make boost with our ProCharger F-1X down low and come up on the converter while having the converter tight enough up top that the engine wouldn’t drive through the converter when the boost really came on. Luckily, we got it figured out.

Our previous best with BlownZ, which was recorded just weeks earlier in Bakersfield, stood at 8.06 seconds. We were close and we were determined to get it done in Pomona.

In the first test ‘n tune run, we did a nasty burnout on the M/T Pro 275 tires and eased into the staging lanes. We had quite a bit of timing in it, because previously with our old setup, we had to do that in order to get the converter to flash properly. Well, one let up on the trans brake let us know that we wouldn’t have that issue any more. The car left hard, lifting the wheels it’s normal 3-5 inches, but around 50 feet out, it kept climbing. And climbing. And climbing. The front end was about a foot and a half in the air and going when our driver decided that he didn’t want to ride the bumper and pedaled BlownZ. Maybe not a hero, but the safe choice. Either way, we knew that our combination had some stones and wanted to eat.

Round 3 Qualifying – The Record is Set

We finally got it done in the third session of qualifying in Pomona, rolling out to a 1.21 short time on our way to a 7.69-second lap, lowering our mark as the quickest magazine project car in history.

Nobody said this level of racing was easy, as evidenced by our crew, Sean and Dean, working their tails off to make ot seven second run a reality.

In the second round of qualifying, the track was fairly soft and tricky like it had been for most of Friday and Saturday. We had pulled five degrees of timing out on the starting line, and cruised to a 8.09 at 179 mph after pedaling the car twice. We knew we had our seven second run if we could get a recent run down the track. 179 was our best speed by far. So in the third round, we reduced the launch retard to 3-degrees at launch and crossed our fingers.

During the run, we knew we had a good pass going. The wheels stayed down, and the ProCharger F1X was stuffing 27 lbs. of boost furiously into the LSX 388-inch engine. After a 1.21 60-foot (our best ever) we carded our first ever four-second run in the 1/8-mile with a 4.99 at 145 mph, and ripped through the quarter mile in a pretty stunning 7.69 second at 181.5 mph. This was by far our quickest run ever, and that was at a portly 3,400 lbs. of race weight. You could say our car was a real ‘porker’ yet we were really pleased with how fast she ran. 

There’s no doubt that the bigger camshaft, and the upgrade to the VP Racing Q16 was responsible for the performance improvement. Getting the torque converter right also helped a great deal.

While we still have a ways to go to catch the class leaders like Artis Houston and Paul and Kevin Young who all run consistent 7.40s, we’re now in the ball game. And equally as importantly, we stiffened our grip on the title of the World’s Quickest and Fastest Drag Racing Magazine project car that was actually built and driven by a magazine. That’s something we at Dragzine and Power Automedia are very proud of. The exciting news is that we have some further upgrades in the works, including losing 100-plus lbs. of weight with a fiberglass door conversion prior to the next race, and we’re planning on running low 7.50s, at least, at Vegas. Let’s just say if we keep working our ass off that a 25.3 chassis upgrade is in our future.

The 7.69 Run

http://www.youtube.com/watch?v=iqQCPGy5jLA

The Rest of the Race – A Round Win, and No. 2 in Points

The rest of the Pomona race included our very first round win in Drag Radial competition. Probably not the most exotic thing to be happy about, but we won our first round match up against a very game Armen Maghdessian’s ’55 Chevy with a 7.86. In the second round, we stepped it up against Kevin Young, but had to pedal the car twice in a slippery left lane and finally lifted. We got clipped pretty good with Kevin’s 7.39. Unlikely we would have taken the win there. 

Our Second Round Match With Kevin Young

http://www.youtube.com/watch?v=yGdB-s1_KrQ

That leaves us No. 2 in Points in NMCA 275 Drag Radial with 600 points to Artis’s 850 points. That’s a 250 point gap that we’ll do our best to make up at the next race. Two and a half rounds isn’t a small gap but we do get to drop one race, so we’ll do our best to make up some real state in Las Vegas.

…and that’s not a good thing. Your author wasn’t around in the seventies, literally missing that entire decade by one year, but somehow I’m not mad about it. With people clearly being either very bored, or under a heavy influence of psychedelic drugs, or both, some of the oddest creations seemed to have rolled out of that decade covered in tons of fiberglass, custom paint, and ungainly chrome pieces. 

No, this picture wasn’t taken in the ’70s, but in modern-day SoCal. Yes, this car is still this clean, this ridiculous, and yes, that is a mid-70s Ford Ranchero with 14-inch Mag wheels in the background. Far out, man!

Some have been restored to a more normal appearance, others have been wrecked, stolen or crushed, while many, many more have slipped into the obscurity of time. Somehow, this creation found on Craigslist has fallen through the cracks and is still in excellent shape from its glory days filled with bell bottoms and disco music.

It started out in life as a typical, ’69 427/4-speed Corvette of an unknown hue, and at some point during either the Ford or Carter Administrations, went under the knife to become this creation you’re looking at here.

It’s still rockin’ the big-block, but it’s now wearing a three-stage Candy Apple Red paint job that, admittedly, still looks really good for its age. It’s never been in any accidents, inclement weather, and the odometer only reads 341 miles.

Despite it’s awkward appearance, it all seems pretty good, until you see the price tag. One hundred stacks would gain you the keys and the title, but for that kind of coin, we would rather pick up a new ZR1, have twice the power and performance and look 1/16th as ridiculous.

The plates, the classic Cali blues from the late '70s/early '80s, are still attached to the car. '1999 Vette' is a homage to the prediction of the then-far-future of what Corvettes could look like as imagined in the seventies. Thankfully, that future did not come to pass.

The Urban dictionary however, describes fail as an interjection used when one disapproves of something, or a verb meaning approximately the same thing as the slang form of suck. The dictionary also provides two examples:

1. “you actually bought that? FAIL”
2. “this movie fails.”

As we present these “Fail” photos for your enjoyment, remember those two statements and identify if the term represents an interjection or a verb for each photo:

We saved a spot for you!

Comments from our guys ranged from; “From now on, I’m carrying chalk in my car!” to “This is a Nissan. It is not a nice enough car for two spots.”

Completely unavoidable.

“Woman + car; let’s face it, this accident was unavoidable.” 

She was overheard saying, “Yeah, this pole just totally jumped out in front of my car…”

Now I won’t have to lie when they ask “Sir, do you know how fast you were going?”

Bald eagles are so patriotic that they target import vehicles. Yes, we know that Nissans are assembled in America. The eagles just don’t know that.

Words fail us.

Eye see what you did there! That’s one way of making a complete spectacle of yourself…

Some lucky guy is gonna have a good time.

Was it a Geisha or a Clown? 

A bigger wing and he might have made it.

Where do we start? This is just wrong on so many levels. At least its wheelchair accessible.

This is doing nothing to help dispel the stereotype.

It must be “Ruined Vette Week” on Craigslist, because this is the third oddity we’ve found that was once a fine example of America’s sports car. On the surface, it looks like another custom VW Beetle that’s ever so popular in the great state of California.

But if you dig a little deeper, and pay attention to the details, you’ll immediately notice the early C4 Corvette wheels, interior, and even the taillights hidden underneath what used to be the VW’s heat extracting vents in the rear. Honestly, we’re not sure if we love it or hate it.

Nice Vette, bro. Oh, wait.

Being Corvette lovers to the bone, we want to say it’s the latter, but at the same time, we couldn’t figure out a better use of a knackered ’68 Beetle if we tried. Obviously, we would prefer the natural, sleek body of the C4, but one can only assume (and hope) that it was in a horrific accident or fire, and it lives on as this creation you see here. 

Underneath the VW shell is a 350 cubic inch V8 backed by a 700R4, although the ad doesn’t specify if the small-block in question is the original Cross-Fire injected version or not.

Reading the ad, and you get a sense of that this car was literally pieced together using scrap of metal to attach everything together. He calls it a rat rod, but some of us may have another word for it. The seller claims that he has (up to this point) been offered $1900 for the thing. We would have taken the money and ran.

We don’t understand why this VW-bodied Corvette has a Buick GSX novelty plate attached to the back of it. Maybe the seller is a fan of the classic Buick musclecar, or he just thinks it looks cool. We would sell it separately if we were him.

Clear weather, rockabilly style, music for all generations, and of course, hot rods and customs to turn every kind of eye; the hot rod gods were smiling down this weekend as the Goodguys Rod & Custom Association pulled into Loveland, Colorado for the 16th Colorado Nationals.

Held at The Ranch Events Complex right along I-25, the show once again proved to be the Mecca for Front Range hot rodders, tempting enthusiasts from as far as South Dakota, Montana and even California to spruce up their rides and make travel plans.

Just like last year, we were lucky enough to be able to attend this unique “mile high” show firsthand and if we walked away with anything new this time around, it’s that hot rodders of all kinds aren’t afraid of a bit of altitude!

Great Expectations

With a cold front threatening the eastern slopes of Colorado, we didn’t know what to expect for Saturday’s show when we woke up to cooler-than-average temperatures and tons of wind. But to our delight, we found that those who made the trip to Loveland for the 16th Goodguys Colorado Nationals weren’t deterred by a bit of Mother Nature’s charm and were setting up camp as soon as the show gates opened.

Adaptive as usual, many rodders were taking shelter in their vehicles, unwilling to let a bit of wind scare them away, but protecting themselves from the inconsistent Colorado weather at the same time. Although some hoods remained latched down and doors closed tight, we were able to get a glimpse at all kinds of build styles, generational changes and unique touches among the vehicles there.

And while a few show-goers remained somewhat inaccessible for the early part of the day, others took the wind in stride, making only slight modifications to keep their vehicles protected from damage while still showing it off to the crowds that scoured the event center’s lawn.

From matte finishes to candy coatings, the best paint jobs were on display at the Colorado Nationals.

As the day wore on and the wind died down, the crowds began to swarm. From early T-buckets to classic musclecars, the Goodguys Colorado Nationals provided eye candy for every type of automotive enthusiast. In true Goodguys style, we saw tons of first-gen Camaros lined up right next to ‘32 Fords and even a few lead sleds joining the fun as enthusiasts showed what they had put their heart and souls into over the winter.

Sitting on the lawn at The Ranch, some of the rides we came across were professional wonders while others took shape as extremely impressive garage builds.

Hot rod culture is known for its high-dollar stigma, but time and time again we were confronted by folks that with a little bit of cash and a whole lot of heart and dedication were able to transform their rides into show-stopping pieces competing right along side those built by some of the nation’s top builders.

Of course, we’ll show you more of them when we reveal our Rod Authority Top 10 of the Colorado Nationals later this week, but here’s a sneak peek!

From interiors to rearends, every vehicle that showed up at the Goodguys Colorado Nationals was capable of turning heads. When it came to picking our favorites, it was one tough task!

Want more information on these amazing rides? Don't worry! We'll give you the full scoop on each one later this week!

Builder’s Choice Row

In addition to the hundreds of hot rods that covered every inch of the event center’s property, we were instantly drawn to the front of the complex where rodders with rides they thought were worthy of being Builder’s Choice Award winners were parked for consideration by the famous Eric Peratt of Pinkee’s Rod Shop.

This ’68 LeMans may look like a classic musclecar, but the LS1 engine under the hood is anything but vintage, making it perfect for the AutoCross course.

While it was all fun at Thursday night’s kick off party, Peratt was up against some pretty big decisions on Saturday as he combed through the good, the great, and the down right amazing to make his honorary builder’s choice award picks.

Among them, we found glistening Chevelles, bubble top Impalas, classic Deuce Coupes, wondrous wagons, crazy T-buckets and even a few “out of the box” type rides.

One such standout was a classic Pontiac LeMans wearing Green paint and boasting a modern GTO powerhouse under the hood.

Not too far away, we found vintage trucks in every kind of candy color imaginable, Tri Fives from classically restored to extremely modified, and even a couple Kaisers and a creepy graveyard-themed roadster among the mix.

Cherry and charming, rides competing for the Builder's Choice Award as well as other awards throughout the complex grounds drew our attention left and right.

Primed And Ready To Roll

With finished hot rods of all styles taking up the front part of the complex’s property, those with rides to sell, vintage rods in the works, and even the random smattering of parts set up to the East, tempted even the highly-satisfied hot rod owner to consider a different vintage component or new project vehicle.

From complete Ford Flatheads to taillights, door handles and trim pieces, there was a bit of everything available to enthusiasts willing to pay the right price.

Among the vehicles for sale, we found some really worthy project contenders and some rust-buckets at best. In addition to an NCRS Duntov Award-winning Corvette, a vehicle that’s rarely seen let alone up for sale, we found a rust-free ‘51 Studebaker with plenty of nifty mods, a rat truck and even a high-performance boat for sale.

These mixed with toys, peddle cars, and even a few random things like airplane emergency exit doors, made for one heck of a market for deal makers and deal finders alike.

While the swap meet and car corral offered enthusiasts unique vintage pickings, the Vendor Midway offered the latest from some of the industry’s top companies. Right inside the show entrance, we found Meguiar’s, Edelbrock, and Jet Hot Coatings offering racks of products in front of similarly themed semi trailers. Inside one of the event center halls, more companies like Kindig-It Design, Speedway Motors and Classic Instruments were set up, with a constant stream of people eying the new products on display. On the other side of the complex, on the way out to the autocross course, even more vendors were set up, with Airaid taking a front-and-center approach to business.

From coatings to carbs, the Goodguys Vendor's Midway at the Colorado Nationals had something for every hot rod builder, driver and owner.

Carvin’ Cones With The Best

One of the spectacular offerings of many Goodguys shows, and something that draws crowds every year at the Colorado Nationals, is the AutoCross competition.

Set up in a back parking lot at The Ranch, this year’s course proved to be one of the toughest ones yet, ramping up the need for superior driving skills and a watchful eye among those brave enough to attempt the competition.

Although the wind didn’t help competitors early on Saturday, with the breeze toying with the timing sensors, competitors lined up to take on the cones of one of the toughest Goodguys AutoCross courses we’ve seen.

Among the competitors on the AutoCross course were familiar faces from last year as well as newbies testing out their skills on the course for the first time.

Whether they were aiming for serious numbers or just seeing what their vehicles could do, all the competitors that entered had a blast ripping around and finding friendly competition at every turn. 

Not only were there pro-touring beasts set up for the competition on the course, we also saw our fair share of stock vehicles wind through the obstacles. But that’s not where the competition ended.

Adding to the crowd’s delight were some not so average AutoCross competitors, like a 7.0L diesel-powered 1956 Ford hauler that whipped through the course with fewer than all its tires on the ground most of the time.

And while this special competition vehicle had to make a three-point maneuver in the middle of the course due to tight quarters, it was still a crowd favorite with everyone cheering when it appeared at the starting line. Lucky for us, we got to ride along on the truck’s last run of the day!

Results Review

Hemmings Muscle Car of the Year Finalist: Ray Christensen Fort Collins, CO 1970 Chevy Nova

Street Rod Headquarters Truck of the Year Early Finalist: Dale Buck Mesa, AZ 1937 Chevy

Vintage Air Custom Rod of the Year Finalist: Gil Losi Murrietta, CA 1961 Impala

Pinkee’s Builder’s Choice Awards

Dennis Wellbrock Lakewood, CO 1962 Impala

Matt Martinez Thornton, CO 1956 Nomad

John Walker Draper, UT 1965 Galaxie

Harold Chapman Andice , TX 1933 Ford

Marvin Meyer Fort Collins, CO 1957 Bel Air

Jay Gruba Rapid City, SD 1937 Packard

Dan Coleman Arvada, CO 1956 Ford

Deral Knight Rockport, TX 1959 Corvette

Don Heidt Dickenson, ND 1957 Buick

Gil Losi Murrietta, CA 1961 Impala

Classic Instruments Trophy Dash: Dennis Wellbrock Lakewood, CO 1962 Impala

Goodguys AutoCross Shootout Winner: Rob McGregor San Bernadino, CA 1969 Chevy 41.775

Goodguys AutoCross Street Machine Winner: Kevin Miller Baldwin City, KS 1969 Camaro

Goodguys AutoCross Truck Winner: Bob Boileau Monument, CO 1966 Datsun PU 43.887

Goodguys Gazette Pick: Greg Morris Hugoton, KS 1932 B-400 Ford

Goodguys Staff Pick: Brad Blackborn Pueblo, CO 1932 Ford

Long Distance Award: Joseph Sweeny Louisville, KY 1931 Ford

Ogden Chrome Award: Marvin Meyer Fort Collins, CO 1957 Bel Air

Best Ride on American Racing Wheels: Rick & Paula Wheeler Casper, WY 1935 Ford

Coker Tire Best Wide Whites: Harry Lindsay Littleton, CO 1948 Ford

Flowmaster American Thunder: Tom & Sandy Ulrich Watkins, CO 1968 Le Mans

Meguiar’s Magnificent Masterpiece: Rudy & Vicky Grossman Billings, MT 1957 Bel Air

PPG Paint Pick: Terry & Nikki McDonald PuebloWest, CO 1935 Ford

Jet Hot/ HPC Coatings Young Guys Pick: Kyle Magill Loveland, CO 1963 Chevy II

Best Ride on Billet: Jim Lippert Green, KS 1967 Nova

Speedway Motors Homebuilt Heaven: Chris & Nancy Swisher Loveland, CO 1964 Buick

Hottest Hot Rod: Bob Halley Newport Beach, CA 1933 Ford

Magnum Axle/Real Hot Rod: Jim Johnson Wheat Ridge, CO 1932 Ford

Speedway Motors Traditional Homebuilt Heaven: Kevin &Robin Tutor Gunnison, CO 1931 Ford

Host Club Pick: Don Gooding Loveland, CO 1937 Ford

To end the day, we got our very own parade as show-goers cruised out of The Ranch Event Complex and headed to their hotels for the night!

Check out more sights from the Goodguys Colorado Nationals in the GALLERY below:

Seasonal changes are everywhere in nature. Falling leaves in autumn. Snow in winter. Flowers in spring. You can tell it’s about to become summer in the Detroit area when the car shows sprout up like dandelions in your lawn.

One of the first shows that kicks off the season each year is the Michigan F-Body Meet and Greet, near Milford, Michigan, northwest of Detroit proper. Hosted by the Michigan F-Body Association, it draws hundreds of Camaros and Firebirds and for the past several years, it has also drawn the attention of GM engineers, who have brought the latest Camaro models from the nearby Milford Proving Ground – GM’s official testing facility.

From the front, the 2014 ZL1 does not share the new nose of other 2014 Camaro models, because of its unique cooling requirements for the supercharged LSA engine.

The highlight of the event was the appearance of several 2014 Camaro ZL1s, showing off their new rear fascias and taillights. It’s a sleeker, high-tech look, for sure – and a welcome one.

Another rear shot of a ’14 ZL1 shows it looks bad in all-black. The gentleman wiping down the wheels exemplified the enthusiasm from the engineers who brought the cars from the GM Proving Ground to the event.

Lingenfelter Performance Engineering was on hand, too, showing off one of its modified Gen 5 Camaros.

GM engineer and pro-touring pioneer Mark Stielow grabbed the Best of Show award with the “Jackass” 1969 Camaro he built a few years ago. It’s powered by a Corvette ZR1-based LS9 supercharged crate engine.

The engineers didn’t disappoint this year, rolling up in a trio of 2014 Camaro ZL1s, which gave almost everyone at the event their first personal glimpse at the revised rear fascia and tail lamps for the cars. The reaction was positive, with unofficial polling suggesting the sleek, slim appearance of the lamps gives the Camaro a high-tech look without losing its heritage roots.

In fact, many noted the tail lamps evoked the look of 1969 lamps. That’s what we thought, too. They appear to be LED-lit, which looks pretty cool, as well.

One of our favorite cars at the event was Don Middleton’s ProCharger-blown ’97 Camaro 30th Anniversary convertible. He’s down a great job color-coordinating the aftermarket parts to match the factory white-and-orange color scheme.

Neal Dreisig’s turbocharged Camaro is noteworthy for its lack of eight cylinders. His is a 3800 V-6-powered car inspired by the legendary Grand National. It has put down an impressive 414 horsepower to the rear wheels.

Chevrolet has already shown images of the new Z/28 and 2014 Camaro SS, which feature new front-end styling, so enthusiasts were rightfully curious when the ZL1s rolled in with new rear fascias, but the 2013-style front ends. Why? “Airflow,” was the reply that came from the engineers who brought the cars.

When the ZL1 was designed, its front end was crafted specifically for the airflow requirements of the supercharged LSA engine and it works just fine the way it is, thank you very much. So, the other ’14 Camaros will wear a new nose, along with the revised rear end, but the ZL1s carry over their purposeful front ends. Got it?

They weren’t all late-models at the Meet and Greet. This ’69 Z28 reminded everyone one of the Gen 5’s roots.

Event participants pored over the ZL1s – and, later, a 2014 Z/28 that snuck out of the Proving Ground and rolled into the show, too, but we missed it – but there were plenty of other great Camaros on hand, too. The event is mostly a late-model gathering, but all generations were represented.

Lingenfelter Engineering was on hand with one of their modified Gen 5s, along with Classic Design Concepts, who brought one of their Firebreather cars – one of a number of Trans Am-styled models based on the Gen 5 Camaro. What made theirs unique was the fact it was based on a ZL1, with a retro Trans Am-style “shaker” scoop mounted on top of the supercharged engine.

This blast from the past ’77 Camaro street machine was purchased new and modified by its one and only owner: GM transmission engineer Barry Hensel – who is also a member of the Eastern Michigan Camaro Club. He’s another GM employee who lives and breathes his work.

The Best of Show award went to Pro Touring guru Mark Stielow and the LS9-powered 1969 Camaro he built – now owned by a California enthusiast – that’s known as “Jackass.” The car is a few years old, but still stunning in its execution and performance. Stielow also happens to be one of those GM employees from the Milford Proving Ground and he worked on the 2014 Z/28 program. He also won the OPTIMA Challenge a couple of years ago in his Red Devil ’69 Camaro pro-tourer.

Classic Design Concepts’ latest Firebreather show car is ZL1-based, prompting the unique Trans Am scoop atop the LSA engine.

It’s encouraging to see the engineers behind the production vehicles live and breathe their work off the clock, too. In fact, we were thrilled to see the mutual enthusiasm from the engineers on hand. They didn’t simply roll up, park the cars and lock them up. The left them open, while proudly wiping them clean, and encouraged participants to climb in them. They answered a myriad of questions and engaged everyone who approached them. In short, they were ambassadors not only for the Camaro, but Chevrolet and General Motors – and hats off to all of them. The personified the car-guy spirit we all hope is behind the corporate facade.

Even the trophies at the event were Camaros. Nice touch – unless you won an award with a Trans Am.

So, it’s official. It’s car show season in Detroit. If the success of the F-Body Meet and Greet is any indicator, it will prove to be a good one.

Official Release:

Performance Automatic is proud to announce its latest addition to our Performance Transmission line of parts, Drive Shaft Slip Yokes. The Driveshaft Slip Yokes we now offer are designed to complement all of our Street Smart Systems. All of our Driveshaft Slip Yokes are made from forged steel and designed to exact OEM specs. These new Yokes are much stronger than stock, made in the USA and they accept the common u-joint. Available for the Chrysler TF 727, GM TH 350, TH400, 2004R, 700R4, 4L60E, and 4L80E, and Ford C4, C6, AOD, AODE, and 4R70W.

Features:

• Pair with Performance Automatic’s Street Smart Systems
• Made from forged steel in the USA
• Compatible with regular U-joints
• Available for: Chrysler TF 727, GM TH 350, TH400, 2004R, 700R4, 4L60E, & 4L80E; Ford C4, C6, AOD, AODE, & 4R70W

And it’s definitely true that GM muscle has played a significant role, in the past, in the NASCAR sanction’s famed Grand National series. Our featured ’78 Nova, consequently, pays tribute to the famed track race at the Bowtie end of the spectrum.

That’s because this late Nova out of Blue Ridge, Virginia is built to look exactly like an original Grand National track car, but it also features an L88 Vette hood with functional cowl induction. The car is also built on a front to rear, boxed tube frame with a unique roll bar system that opens with the car’s doors.

Also unique to our NASCAR tribute Nova is the fact that its door and trunk handles have been completely shaved, the car being unlocked and opened by a remote key setup. Our circle track impersonator is also fitted with an air and heating system from Vintage Air, along with defrost and power windows.

Built for speed and driveability? That’s the kind of muscle we like best, and if NASCAR memorabilia in particular is your thing, then today’s eBay find is just for you!

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V6s and V8s are the big and mighty motors that dominate the scene in racing and performance culture. However, a lowly four-cylinder like the Chevy II/Nova “Super-Thrift” 153 proves that sometimes, more cylinders do not necessarily equate to more significance.

It began in 1961: a new motor was inserted into the Chevrolet II/Nova for the 1962 model year, and with it a new contender to take on the popular Ford Falcon compact car. Based upon the 230 I6, it was the first four-cylinder powerplant GM had used in over thirty years.

Photo credit

The motor saw use for the next seven years as the base four-cylinder used in Chevy II/Novas, and went on to become one of the most successful engines in history, carrying over to multiple platforms, including maritime applications, forklifts, generators, the 1964 Chevy Van in the U.S., and the Chevair and Rekord in South Africa. 

One thing to remember about this engine is its uniqueness. A frequent mistake made is the confusion between this and the “Iron Duke” engine of Pontiac design. Both were used in General Motors cars, contemporary, and had four cylinders, but that’s where the similarities end.

It may surprise some, but the Iron Duke was exclusively used in Pontiac cars, and had a different cubic inch volume: 151, where the Chevy II/Nova was 153. Nevertheless, the mix-up was accepted and ingrained for years, and now it seems improbable that the two will ever be made distinct. Oh well. 

By now, the 153 engine has seen more than its fair share of successes and usage in a multitude of fields.

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The 153 has lived on through usage in motorboats as the MerCruiser 3.0, rated at 140hp, and in Hyster and Yale forklifts. And even though technology may have changed its processes and methods, the 153 is still manufactured by GM as the Vortec 3.0L I-4.

An interesting piece of machinery, and a historic, versatile design.

Perhaps we’ll get to see these rejuvenated in car manufacturing in the near future, as the world trends less and less toward performance, and more toward fuel efficiency. Hopefully, we can still have fun with the 153 for years to come. 

Have you ever gone on Craigslist and asked yourself, “WTF am I looking at?” We have on many an occasion, and today was no different. This morning while browsing for a potential new Corvette project car, we ran across this yellow C4 with a – get this – “mock rear engine” stuffed into what used to be the trunk.

That’s correct – the engine has literally no function whatsoever, other than looks and slowing the car down with its weight. The Vette still relies on the [presumably] stock TPI engine up front for motivation. 

We don't even know what to say about this, really. It doesn't function, it looks odd, it killed the trunk space, and thanks to the weight, it makes the car much slower than it already was.

There are literally no details on this 1985 Corvette “Coup” other than the obvious. No mileage reported, no creature comforts listed. It’s basically a “what you see is what you get,” with a phone number attached. The only thing that we see that sticks out about this car, apart from the obvious, is the knockoff spoke wheels that were probably installed sometime back in the mid-90s. We think the stock rollers look better.

Oh, and for added appeal, the roof has been done up with a flame job that’s just as cheesy as the rest of the car. We really don’t get it either, nor did we even notice until the seller mentioned that in his/her ad. We think it’s just as useless as the engine in the trunk, since you can’t really notice it, and it becomes completely invisible once you remove the targa roof. Whatever.

Arlington, Texas – Day 1 of the 2013 Hot Rod Power Tour

I felt right at home as it rained; it made me feel like I was back in England at an American car show rather than here in Texas. The only difference was the rain was brief and warm compared with the UK rain, which is usually cold, and once it starts, persists. The variety of vehicles at the show today was incredible and was ever changing as some people arrived early, some arrived later, and there were cars constantly moving around the show areas.

I parked my 2010 ZR1 up in a shaded spot, having visited a local car wash on the way from the hotel this morning. The ZR1 survived the worst of the weather that Missouri could throw at me on Thursday afternoon, which had removed all the dead stuff accumulated from Illinois to Joplin, Missouri, my Thursday night stopping point. Friday’s drive from Joplin thru Oklahoma to Dallas had added another layer of suicidal entomology which the jetwash quickly dispatched. I would just like to take a moment to wish the people of Oklahoma all the best, as I was watching the Weather Channel and local Fox coverage of the unfolding disaster last night and it looked like scenes from a Hollywood movie.

We were soon joined by a silver C5 Z06 and a black ’09 C6 ZR1, owned by a couple from Corpus Christi, Texas. Later a couple more C6′s parked opposite – funny how Vette owners feel safer parked with other Vette owners! Hopefully we can organize to park more of the long haul Corvettes together as the week goes on. Tomorrow we have a drivers’ briefing from 7AM and the plan is to depart for Texarkana at 8:30 and arrive around midday.

I’ve added a selection of my pictures below and there is a bigger set up on my Facebook page – if you’re not already my friend, send me a request and assuming you only have one head and an eye either side of your nose I will probably accept you so you can see all the pictures…

Look out for my update tomorrow from Texarkana…

Someone from Arizona seriously planned ahead with this plate on their seriously orange Chevy Nomad.

As I was leaving this yellow C6 turned up, and to the untrained it looks like any other C6 except this is actually a super-rare C6RS built by Pratt & Miller and cost new about double the price of a ZR1! This one is running with the Michigan plate C6RS001 so I am really hoping the owner is a long hauler so I can get to talk to him one day this week.

Bobby and Carolyn Buttram from Corpus Christi, Texas parked their black ’09 ZR1 next to my Jetstream Blue ’10 ZR1.

My first car was an MGB, though it had the proper chrome bumpers being a ’68, not like this later model American spec.

The engine in this car was pretty amazing and I suspect gave the car a little (okay a lot) more horsepower than the 1.8L four cylinder my one used to have. On the bright side I think I would probably not have made it past my 18th birthday if I had been able to squeeze this much horsepower under my hood.

I bumped into Mark Webster from the North Shore Corvette Club, one of my local clubs up in Illinois. He had decided to bring his beautiful Chevy Impala.

The car is fitted with a 572CI Big Block motor and you can see this from the subtly altered fender flags.

This looks like a very nice Morris Minor Traveler which is exactly the same car even to the color that I learned to drive in when I was 14 on the taxiways of the local airport in the UK.

The big difference with this is car is the airless wheels or “tweels” as Michelin calls them.

This was my favorite car of Day 1, a rat rod called Wednesday Night Special II. It was running a turbocharged LS1 motor and was just an amazing piece of engineering.

Day 2 after the jump…

]]> http://www.chevyhardcore.com/event-coverage/hot-rod-power-tour-2013-diary/feed/ 0 http://www.chevyhardcore.com/image/2013/05/A-PWRTR13-400x200.jpghttp://www.chevyhardcore.com/image/2013/05/C6RS001-1-300x200.jpg http://www.chevyhardcore.com/features/editorials-opinions/tech5-trey-mcfarland-of-mahle-motorsports-reveals-piston-secrets/?utm_source=rss&utm_medium=rss&utm_campaign=tech5-trey-mcfarland-of-mahle-motorsports-reveals-piston-secrets http://www.chevyhardcore.com/features/editorials-opinions/tech5-trey-mcfarland-of-mahle-motorsports-reveals-piston-secrets/#comments Tue, 11 Jun 2013 17:18:10 +0000 Mike Magda http://www.chevyhardcore.com/features/editorials-opinions/tech5-trey-mcfarland-of-mahle-motorsports-reveals-piston-secrets/  

TECH5 is a regular feature where EngineLabs asks industry leaders five technical questions. This week’s guest is Trey McFarland, sales manager for Mahle Motorsports.

EngineLabs: PowerPak pistons are made from either 4032 or 2618 aluminum alloy. Please explain the pros and cons of each alloy and why certain applications get the 2618?

McFarland: These two alloys are similar in many respects. In terms of overall strength the 2618 edges 4032 out by a small margin. Silicon content makes up the main effective difference with the 4032 alloy containing 12-13 percent silicon compared to 2618 alloy having 0.2 percent or less. Silicon reduces heat expansion, while being hard increases wear resistance. The decrease in expansion allows for tighter clearances, reduced wear on both the piston and bore, also resulting in quieter operation. The hard silicon element greatly helps to increase the number of heat cycles the piston can endure before ring grooves and skirts start to distort. This makes the 4032 alloy well suited for a wide range of applications from street performance to upper level sportsman racing. The 2618 alloy is more malleable, allowing it to flex and move under extreme loads further and more frequently before reaching the point of fracture. This gives the 2618 alloy a greater resistance to the shock loads of detonation. The compromise is that the alloy softens at a much faster rate, allowing the piston to distort more rapidly. This makes the 2618 alloy best suited for extreme-duty race applications where the engine will be serviced on a regular schedule. Mahle uses the 2618 alloy for extreme-duty applications or those that have a high likelihood for experiencing aggressive and or frequent detonation. Due to the increased wear resistance and longevity characteristics of the 4032 alloy, Mahle uses this alloy on a wider scale. 

EngineLabs: As head designers strive for smaller combustion chambers, how does this trend affect piston design?

McFarland: For high-compression motors, there’s a definite advantage to removing the piston dome and being able to run a flattop or shallow dish. When these same heads are used in other applications, there will have to be compromises, depending on the stroke/rod configuration used and the desired compression ratio. Long stroke/short CH pistons have physical limitations to how much dish volume is available before you start to run into the top of the connecting rod. Larger volumes in the pistons also result in less available quench area.

EngineLabs: Many engine builders don’t calculate or even consider piston speed when designing an engine. Briefly what are the red flags they should be aware of in typical V8 performance engines?

McFarland: The factors that influence the inertial limits of the piston are piston speed, mass, and material available under the pin. The Mahle forging design, with the narrow pin bosses that allow us to use shorter/lighter pins, also dictates that we leave more material under the pin than a comparable piston with a longer pin, to achieve the same cross section for inertial strength. However, not all crankshaft counterweights are created the same, and available clearance can be an issue. When this is the case, more extensive machining is usually required to provide a lighter piston to balance the inertial forces.

EngineLabs: Are there any other calculations engine builders should have when ordering race pistons?

McFarland: Fortunately, most of the calculation work can be done internally (by the piston supplier). A few examples of those calculations would include; compression ratio, compression height or compression distance, piston speed and counterweight clearance as previously mentioned, piston to valve clearance, and piston pull-out of the cylinder for long stroke applications. The engine builder’s contribution is to provide all the data required for those calculations, which can be an extensive list depending on the complexity of the application.

EngineLabs: The number of piston surface treatments can get confusing. Is there a tradeoff between friction reduction and enhancing durability when choosing between coatings?

McFarland: Friction reduction is often viewed only as a performance enhancement. But when employed to stop galling, seizures or reduce wear, then durability can also be enhanced. Loss of adhesion is generally the only concern with a friction reducing surface treatment negatively effecting durability. If the application requires the coating to meet longevity goals and the coating looses adhesion, the unprotected surface(s) can experience issues leading to failure. Mahle uses four different coatings for reducing friction and increasing durability. A phosphate dry film lubricant is applied on all PowerPak applications to protect against galling in the pin bores and micro-welding in the ring grooves. On extreme-duty applications with greater heat and pressure loads, especially when the more malleable 2618 alloy is used, the top ring groove is hard anodized. The majority of the applications are treated with Mahle’s Grafal® skirt treatment (shown below) that reduces friction, and due to its cushioning property also reduces wear on the piston and bore. For applications that will be used in an aluminum bore block, Mahle’s GoldSeries (Ferroprint®) treatment is applied. These surface treatments have been extensively tested for adhesion in a wide range of applications and are widely used in numerous original equipment engines with longevity requirements from 100,00 – 1,000,000 miles.

The cars gained in popularity thanks to the movie, but for many others the mention of a second gen F-body might remind them of the SCCA series of that era, where the Pontiac held its own against the likes of the Sunoco Camaro, the Boss 302 Mustang, a certain lime green Challenger T/A, or a red-white-and-blue AMC Javelin.

The mullet machine; say goodbye to the factory suspension, and hello to a whole new attitude.

But, as great as its heritage is, the Firebird’s suspension is now a bit outdated. In order to keep up with today’s crop of autocrossers and weekend warriors, the Firebird is going to require a little bit more than memories of races gone by. It’s going to need some serious upgrades in the suspension department.

A True Bolt-In IRS?

We brought this 1971 Firebird Formula into the Power Automedia shop with the goal to make this car a contender on the autocross track. Our task was to completely remove the leaf-spring rear suspension from this F-body, and to swap the entire live axle rearend for an independent rear suspension using nothing but hand tools.

It might sound like a tall order to install a complete rear suspension with an entirely different configuration – without any cutting or welding – but we had a little help from Heidts Automotive Group. So we kept the sawsall packed away, and the welder was never plugged into the 220. The tool cart was rolled out, and removing the factory suspension was the first order of business.

The reason we were able to swap the suspension without cutting or welding is because we installed a complete, bolt-in, PRO-G IRS from Heidts. And when we say that it’s a bolt-in rear suspension, we mean just that: the entire IRS can be bolted into place. To further reinforce that claim, once the IRS is installed it can even be removed as a complete unit – without any cutting. If you’re still a little skeptical, then keep reading, and watch the video above – it will make a believer out of you.

Why Swap In An IRS?

When it comes to handling, the Heidts Pro-G IRS offers plenty of benefits over the factory live-axle set up. The first thing you’ll notice is the looks, and we won’t deny that it looks a lot meaner than a leaf-spring suspended rear axle.

The Pro-G IRS reduces unsprung weight.

But, as they say, looks aren’t everything. There needs to be some purpose, and some gains, in order for this to be a valuable swap. What good is form without function?

There are a few areas that make this IRS superior to the live-axle suspension it replaces. A live-axle suspension makes for a lot of unsprung weight – from hub to hub.

A reduction in unsprung weight won’t increase your top end or improve acceleration, but it will increase lap times with improved cornering abilities.

Some of these benefits to installing the PRO-G IRS include:

• Unsprung weight – the IRS reduces unsprung mass by moving the brakes and calipers inboard, and with the third member mounted to the chassis.
• DOM tubing – the Drawn Over Mandrel for strength and for more consistency in the tubing.
• IRS is symmetrical – unlike a four-link suspension with a panhard bar, the suspension is not only independent but it’s also symmetrical.
• No welding – as hard as it is to believe, welding it not required to install any of the components.
• Better handling – as the suspension compresses, the camber decreases and provides a better contact patch with the pavement, giving better control during hard cornering.
• Adjustable – Not only can the ride height be adjusted with the single-adjustable coilover shocks, but the camber can be adjusted with the upper control arm, and the track can be adjusted with the lower control arm.

Pre-assembling The Components

With most of us gearheads, we can’t wait to open up the box and “play” with our new parts when they arrive. You know you do it, and so do we. Heidts knows it too, and they even suggest that some parts are pre-assembled on the workbench prior to installing the IRS.

This pre-assembly serves two purposes: it helps to get more familiar with the components before installing them on the car, and it also helps get the smaller assemblies completed first so that attention can be focused on the actual IRS install. Completing the pre-assembly makes the rest of the installation process quicker, and it’s also quite a bit easier to pre-assemble these parts when they aren’t hanging from the car.

There are lots of boxes full of parts, but you can cut down on actual installation time by pre-assembling some of the components prior to installing the IRS.

Looking at all of the parts laid out on the floor can be a little intimidating. But once we began pre-assembling the components, it started to come together nicely and gave us sections that we could install as assemblies.

The parts that can be assembled prior to the installation include: the lower control arms, uprights, and hubs, the brake rotor and rotor adapter, the upper crossmember can be attached to the third-member housing, and the coilover shocks can also be assembled.

Heidts spends a lot of time perfecting the installation process by giving clear, concise instructions. Jim Shaw, the lead engineer at Heidts, said, “When someone buys this kit, they’re spending a lot of money. We owe it to them to make sure that our instructions have the same kind of dedication and quality as the IRS setup.”

Shaw also said, “This is not a ‘box of parts’ approach, it’s systematically engineered as a whole. The control arms are DOM, mandrel bent tubing. It takes longer to make and costs more, but it’s more consistent and precise.”

Pre-assembly includes mating the hub to the upright, and attaching the lower control arm. The brake rotor adapter is bolted to the brake rotor, and the upper crossmember is bolted to the third member housing. Assembly of the coilovers requires disassembling the adjuster to slip the coil spring and adjuster rings over the shock body.

When the parts arrive, they’re bare, raw metal, and there’s a reason behind that. It’s much easier to apply a finish to the parts after the installation, rather than risking damage to the finish during installation. But Heidts recommends that you wait until the entire IRS is completely installed and tightened down before you paint or powdercoat the parts. As with any custom installation, some parts may have to be modified or adjusted during installation, and it’s best to make sure everything fits before you disassemble the parts and apply the finish.

Along with removing the suspension, the front perch for the leaf spring needs to be removed. This can also be unbolted - no cutting required.

Out with the Old, In with the New – Installing the PRO-G IRS

We began by removing the entire rear suspension. The brake lines were disconnected and the driveshaft was removed and set aside. The solid rear axle, leaf springs, shackles and front leaf spring mounts are all unbolted from the car, and no cutting had to be done at all.

The first parts to install are the saddles that support the upper crossmember. Proper fitment of these is very important because the rest of the IRS is supported by them.

With these parts out of the way, we began the installation, starting with the two saddles that are mounted to the rear subframe of the Pontiac. These two parts are crucial to the install, as they will support the entire IRS.

The saddles were mounted utilizing the existing three weld nuts that are on the stock framerail where the bump stop was mounted. We left the saddles loose initially, so that they can be pressed up against the framerail as tight as possible, and then the bolts are tightened and the additional holes were drilled for the lower bolts.

The upper crossmember relies on these parts being mounted solidly, and once both saddles were in place the crossmember and third member housing was bolted in as a unit from the pre-assembly steps mentioned above.

With the upper crossmember and housing in place, the Ford 9-inch third member was installed. Our Firebird is running a 3.50:1 gear ratio; the available ratios are from 3.00:1 to 4.11:1, and since it’s a Ford 9-inch the parts are readily available.

Installing the saddles and the crossmember, the basic support system for the IRS.

With the third member installed, the pinion support crossmember is attached to the saddles, keeping the third member from moving.

There are a couple reasons for using the Ford 9-inch unit as opposed to manufacturing something unique or specific for this IRS: the Ford 9-inch is a very strong unit, and it’s completely serviceable because of its popularity. This ensures that you won’t have to hunt around for Ford 9-inch replacement parts if you decide you want a different gear ratio later, and you’ll have plenty of choices when shopping for a new ring and pinion.

The pinion support plate was bolted to the front of the third member, and the pinion crossmember was attached to the plate and the two saddles. This lower crossmember helps to firm up the third member because it needs to be mounted solidly into the car, without any possibility of brackets or supports flexing from the torque in the driveline. The pinion support crossmember was bolted to the saddles with the bolts provided by drilling holes in the factory subframe.

When we installed the stub shafts into the third member, we made sure to follow the directions precisely. The bearing on the stub axle is held into the housing by the caliper plates, and the tolerances are very tight. The bearing must seat into the housing completely, but in order to get the caliper plates installed the stub shafts need to be inserted as the caliper plates are bolted down. The bearing will seat into the recessed area and the caliper plates retain the bearing in place.

With the third member bolted into place, we started the process of attaching the lower control ams, uprights, and the hub. This was another step that was pre-assembled earlier, and installing them as an assembly saves time with the overall installation.

Many of the components have both mig and tig welding done. The welds are far superior to what we’ve seen on some factory parts, and Shaw is very proud of the components they put together. He said, “We specifically designed these parts and many of the components in house, we have a high percentage of ownership in this kit.” Shaw also feels that Heidts has some of the best welders in the industry. Looking at the quality of these components, we’d have to agree.

The quality of the welds on these parts is top notch. They need to be strong, and we were very impressed at how well they were put together.

These lower control arms have quite a bit going on, too. They bolt to the third member unit as well as the uprights, and there are additional supports for the coilover shocks and the subframe connectors.

Since much of the weight of the car will be resting on the rear coilover shocks, the shock supports need to be strong; and since the subframe connectors bolt to that same lower control arm, they need to be able to handle all the torque the Pro-G IRS is putting these parts through. This is why the quality and strength of these welds are important.

The front and rear tie bars were installed with both lower control arms with the tie bars to the outside of the control arm. We kept all bolts snug, but not completely tightened down. The toe-in needs to be adjusted when the installation is completed, and these bolts may have to come back out for adjustments.

The LCA and uprights are left hanging so we could install the CV shaft to the stub shaft.

Installing the CV shafts required an extra set of hands, because the brake rotors were attached to the stub shaft at the same time as the CV joints. The rotor adapters were installed to the rotors during pre-assembly, and the long socket head bolts for attaching the inner CV joints also passed through the rotor adapters and into the stub shaft.

The articulation and the plunge on the CV shafts helps when inserting the axle through the hub.

It’s imperative that the washers are placed on the bolts before they’re inserted. Without the washers, the bolt could interfere with the hardware on the caliper adapters.

When we finished installing the CV joints, it was pretty easy to insert the outer CV joint through the hub. The CV joints are heavy duty units that will not only handle the kind of horsepower and torque that modern engines are putting out, but they also have far better articulation, and there is a couple inches of plunge that allows the joint to move through that articulation.

Plunge is the amount of moving that the joint makes inward and outward. Consider the shaft at rest, with the travel of the suspension, the axle will need to extend and contract as the suspension moves. The plunge of the CV joints allows the articulation of the CV shafts without any binding on the joints themselves, and that relates to a solid transfer of power from the differential to the wheels.

An extra set of hands to hold the axle steady is needed to tighten the nut. Heidts warns us to not use an impact gun here.

We installed the nut onto the outer CV joint shaft after it was inserted into the hub. The shaft and hub are splined, so they have to be finessed into place if there is resistance. We applied a small amount of grease to the splined shaft to keep the two mating surfaces from binding, making the installation go much smoother. It’s important here that the shaft is able to slide through the hub entirely by hand, don’t be tempted to use the nut to draw the axle through. If it is binding, wiggle the shaft a little bit to work it’s way into position, then install the flanged nut and tighten to 100 lb/ft.

The inboard brakes are a great idea on this kit, leaving plenty of wheel clearance at the hub.

Heidts cautions us to not use an impact gun on the nut, and if there is difficulty in tightening the nut, it can be left snug and when the brake calipers are installed, and the brakes bled, they can be used to hold the shaft from turning while the nut is tightened.

The upper control arms were installed next, and this was where we could see the camber change when the suspension was put through it’s travel.

Heidts builds negative camber into the rear suspension at 3/4 bump, meaning that when the rear suspension is compressed 75%, the camber will change about .050-inch negatively, which helps with hard cornering at speed. This negative camber forces the axis of the wheel to push at an angle, providing more force and contact with the pavement.

We installed the Wilwood four-piston calipers next and bolted them to the rear caliper plate, and inserted the brake pads from the back side of the calipers. The locking pin was inserted and held in place with a cotter pin. With the basic kit you can have solid or cross-drilled/slotted rotors. The cross-drilling will help to cool the rotor surface, while the slots on the rotor help to swipe built up gasses between the rotor and the brake pad.

These links are a great help, and easily allowed us to see where suspension travel is going to be at its limits.

Before installing the coilover shocks, which were also assembled prior to installing the kit, Heidts suggests fabricating 12-inch links in place of the coilovers so the IRS can be handled as a complete unit. Shaw told us, “The kit should be set pretty close to accurate when it’s installed properly, but it can be adjusted based on driving style with the adjustable coilover shocks.”

These links also provide another function of this Pro-G IRS, a fact that we touched on earlier in this article. Once the toe-in and settings are all made, and all of the bolts are tightened properly, these links can be put in place of the coilover shocks and the entire IRS can be unbolted from the car as an assembly. The links keep the suspension rigid, which makes it easier to remove the IRS in one piece for final coating.

The sub-frame connectors and strut rods keep the rear axles and wheels stable, in the same manner the leaf springs did, but allow for independent travel.

The last part that connects the IRS to the front sub-frame are the sub-frame connectors. They are necessary to help stabilize the rear suspension and stiffen up the chassis. Since this car was not designed for a central mounting point on the rear end, there’s a need to strengthen the chassis and keep the rear wheels in place. The connectors bolt to the front sub-frame rear bolt, and are bolted to the rear sub-frame by drilling the necessary holes. To connect the sub-frame to the IRS, there are two strut rods that bolt to the sub-frame connectors and the lower control arms. This keeps the wheels in place and adds the necessary stability.

When making adjustments on coilover shocks, the full weight of the car should not be on the suspension, and a spanner wrench will help make the task a lot easier.

The coilover shocks are single-adjustable, allowing for variances in dampening the rate of the absorber. At the time we ordered the kit, we were also given a choice of spring rates: from 350# to 550#. Depending on whether you’re driving a big or small track, the available spring rates can help you to dial in the best combination for the track.

This Firebird is going to be raced, but it’s also going to be driven somewhat regularly, so the various spring rates allowed us to choose a good, middle-ground, for spring rates that will accommodate the street driving this car is going to see.

If the autcrossing gets more serious and stiffer springs are needed, additional springs can be ordered from Heidts, and swapping them out prior to a race or event would be a simple task. Each time that the springs are changed, they will need to be assembled just like we did prior to installation – on the bench. When we installed the coilovers, we used a spanner wrench to adjust the tension on the spring while the weight is off of the suspension. Never try to adjust a coilover for ride height with the suspension compressed, it should always be at full extension.

There is sufficient travel in the suspension, as can be seen by the pictures above, plenty for a car like this.

With the adjusters set, the car is lowered and full weight is put on the suspension, and we checked the toe in, we checked the ride height, and we measured both sides. Heidts recommends that the CV joints are parallel to the ground at ride height, and a level can be used to check the angle. If we needed to make adjustments, we raised the car and made the adjustments, and once the coilovers were adjusted properly, we tightened the jamb nut on the shock body.

No Welding Needed, What Else is Needed?

With the complete PRO-G IRS installed, there are a couple of other issues that need to be addressed. These issues are typical of any brake or axle swap, so they shouldn’t be too difficult to work through. The first and foremost part to consider is the driveshaft. Going from a GM third member to a Ford means there will be some differences; plus there’s the issue of length for the driveshaft. The third member yoke is also going to be in a different location fore/aft than the original.

What do we recommend? We recommend a new driveshaft. With a brand new IRS and a 30+ year old driveshaft, it doesn’t make sense to modify an old part when a new, stronger driveshaft can be made. It’s a small expense compared to the job that was just completed, and with autocrossing in mind, strength and safety should be factors to consider.

A second thing to consider is the braking: with the switch from drum brakes to four-piston calipers, the brake bias is going to be a bit different. An adjustable proportioning valve would be a good choice here because it allows us to change the brake bias with the turn of a knob. It’s not anything new, since disc brake conversions have been done for years. This eliminates the need for finding the proper proportioning valve and master cylinder combination.

Overall Impressions, Is it Really a Bolt-In Kit?

When we shared with others that we were installing a bolt-in IRS, the skeptics came out in droves. We heard it all, from “there’s no way you can bolt in an IRS” to “wait until the first time you drive it.” It almost seems too easy; unlike all the custom work that we needed to do in years past: welding, fabrication, cutting, designing, and more welding. It doesn’t seem like an independent rear suspension can be bolted in place. But Heidts has nailed it with the PRO-G IRS, and this kit gave us no difficulties during the installation.

However, this isn’t just a bolt-in IRS, this is a well engineered bolt-in IRS. The level of ownership, the attention to detail, and the fit and finish of this IRS is what brings it all together. Countless hours are spent on the design, and this design is engineered around the existing platform, not in spite of it. Utilizing existing bosses in the rear sub-frame to install the first component, the saddles, and using the existing bolts on the rear of the front sub-frame for the final component to be installed, everything else simply bolts into place between these two focal points on the Firebird.

The PRO-G IRS can be described in two words: Bad ass.

It’s the same way with the several other PRO-G IRS kits that Heidts has manufactured. The principle behind this installation is that it can be done by someone who has no welding or fabrication experience. It’s designed for the hobbyist; the enthusiast who likes to work on his, or her, own car.

If you decide this is the kit for your early Mustang, Nova, F-body, or Tri-Five Chevy, then Heidts has a great staff on hand to help you through it. We found the instructions easy to follow, and it shows that some time was spent on making sure the instructions matched the installation. The instructions are more of a booklet than a couple of sheets of aged, generic photocopies. They matched this kit in both procedures and illustrations.

This is not a small task, so the instructions shouldn’t be a small task, either. If the instructions are followed from top to bottom, and you don’t try to outsmart the installation process and get ahead of yourself, you won’t have any problems. We didn’t.

A Little More to Think About

After the kit is installed, there are some additional steps that can be taken. The first is completely optional, and that is to weld the saddles in place and make this a permanent installation. If you’re tempted to weld them prior to installing the entire kit, it’s highly recommended that you merely tack them into place, and complete the weld later.

We measured the distance at each fender lip to set the springs at the same height.

The second thing that can be done is to finish the parts, either with paint or to even have them powdercoated. The color/finish is entirely up to you, and that was part of the plan.

Heidts put a lot of thought and engineering into this award-winning, patented design, and that is what helped us to bolt in the PRO-G IRS – they thought of everything first. We’re looking forward to seeing how well this former “mullet machine” performs at the track now.  Check out the PRO-G IRS at the Heidts web site, and put the welding mask away – you won’t need it.

The ZL1 – still the highest-horsepower rated Camaro of all time with 580 at the crank. With a few bolt ons, that number shoots up fast!

Who doesn’t love a good dyno video? We can’t get enough of them, and whenever we see a rad car making great power, we get excited like a little kid on Christmas. And this Camaro ZL1 delivers – putting down 700 horsepower to the rear tires and making good use of the LSA that The General has bestowed upon it. 

Naturally, this car has benefitted from more than an exhaust upgrade and a tank full of premium. In fact, the exhaust has been upgraded with Kooks 1-7/8-inch stainless steel headers, the engine has been fitted with SHP ported and polished heads and a supercharger intake snout, an upgraded fuel system that includes 1100cc injectors, and a completely new valvetrain.

The boys at SHP didn’t stop there, and they improved on the LSA’s supercharger setup by installing a 2.55-inch blower pulley, an AIRAID cold-air intake, and a tune to unleash the horsepower GM had on reserve in the first place.

Oh, and to round out the package is a heat exchanger upgrade and E85 calibration. With the latest in aftermarket hardware, this corn-fed Camaro is ready for anything!

While it may look like any other 'typical' ZL1 on the surface, this example backs up its sinister image with 700 horsepower on tap at the rear wheels, to make for one serious street machine than can also rule the dragstrip or road course.

Sometimes, the cars are somewhat tame, other times, the cars are raising hell like only a rock star can. We’ve even seen some cool music videos dedicated to cars and women – a third aspect that only adds to the lure of cool cars.

When we came across this 1966 ‘Rock and Roll’ Impala on eBay, and it seems just a little over the top. While the car itself is pretty awesome in general, does the paint theme distract from the meat and potatoes aspect?

According to the seller, it was built from the ground up and it sports an impressive array of performance parts on the Russ Racing 350 cubic inch mill. With MSD ignition parts, a Holley 750 Double Pumper, Edelbrock Performance intake and aluminum heads, and Hooker Headers feeding a 2-1/2-inch Flowmaster exhaust, it looks like it was built for performance.

This Impala has definitely got the goodies under the hood, but the part that catches your eye prior to seeing anything under the hood is the “It’s Only Rock and Roll” paint scheme on the outside. With Pink Floyd’s Dark Side of the Moon logo, the famous Rolling Stones lips and a Grateful Dead skull surround a left-handed guitar.

On the passenger’s side, you have Jimi Hendrix flanked by Jim Morrison and Janis Joplin along for the ride. On the driver’s side, the trio of Steven Tyler, Robert Plant and Mick Jagger keep you company. Of course, no 1970′s-themed musclecar would be the same without the flame job.

In an interview with GoAuto, Holden Special Vehicles managing director Phil Harding says that the Aussie horsepower wars are likely “over”, and that it no longer makes sense to spend money chasing increasing levels of performance.

There are a lot of factors at work here, from increasing emissions standards to rising prices to a change in consumer tastes. Australians are opting for smaller, more fuel-efficient cars, and rising emissions standards makes it harder and harder to eek more performance out of engines. According to Harding, the cost of increasing performance has increased tenfold. HSV’s siren song will be the HSV GTS, an LSA-powered Commodore boasting 576 horsepower.

Another factor is Ford’s decision to end domestic car production in Australia. Without Ford, who is Holden competing with? Itself, and to a lesser extent Chrysler, which imports its own cars. That means the current VF Commodore could be the last of the big Aussie power sedans, and perhaps even the end of HSV. Is this a precursor of America’s fate?

Images: Specialty Equipment Market Association

Each month, the Specialty Equipment Market Association (SEMA) has a lot on its plate, from major events to actions within the community. June is no different as SEMA continues to keep tabs on all the proposed legislation in the country that could affect you as a hot rod connoisseur. From California to New York, this is what you should know.

Whether you prefer ’32 Fords or Merc’ lead sleds, SEMA has you covered when it comes to fighting unfair automotive legislation!

This month, SEMA kicks off their Law & Order update with good news coming out of Arkansas. Working with state law makers, SEMA was able to help amend legislation that threatened to ban any type of headlight covering that reduced the visibility of the original headlights on a vehicle. Although this proposed legislation would have only affected vehicles when the lights were in use, SEMA feared that the regulations could be misinterpreted to mean that covers such as those used at car shows, during the day and during exhibition by many hot rodders would not be allowed. The bill now reflects this clarification.

As of last month, SEMA was fighting against legislation in Connecticut that would require vehicles being registered as antique, rare or special interest vehicles to be at least 30 years old or older, rather than the current 20-year regulation. Unfortunately, the Connecticut Joint Committee approved the proposed bill by a 10 to 9 margin and it will now be sent to the House of Representatives for a full vote. This bill, if approved, would not only increase the age requirements of antique vehicles, but also make room for a $2,500 maximum assessed value for all vehicles registered as antique, up from the current $500 maximum.

In Florida, SEMA is continuing to support a bill that would repeal the ethenol requirement for all gasoline sold within the state. Currently, 9 to 10 percent ethanol content is required by the state, but the proposed bill wishes to do away with this so that access to fuel for collector vehicles that can’t process the ethanol content would be made easier. The bill has tentatively been approved by the House of Regulatory Affairs Committee and now moves on to the House of Representatives.

In New York, SEMA-model legislation has been reintroduced into the Senate to create a special titling and registration class for street rods and custom vehicles. We saw similar legislation introduced and failed in New York last year when legislatures went on recess.

Also from the East Coast comes news out of Maine, where SEMA successfully fought against a bill proposing that an individual get police approval and a certificate in order to lift their vehicle, as well as Maryland, where SEMA supported legislation has been introduced to provide vintage reproduction registration plates to qualified vehicle owners.

Identical bills were introduced in the Maryland Senate and the House that would require the Maryland Vehicle Administration to provide the reproduction plates to owners for one year. The bill now moves to the other chambers for approval. If approved, Maryland antique vehicle owners will be able to obtain vintage reproduction plates resembling the 1910 yellow plates with black lettering. Similar legislation, aiming to allow 1948 through 1950 model-year vehicles to display a year-of-manufacture plate in Montana was recently signed into law by Governor Steve Bullock.

In Virginia, another pro-hot rodder bill has been signed into law. This time, it’s a law completely exempting all vehicles and parts cars stored on private property for the purpose of restoration from the state’s licensing tax. The bill was signed into law by Governor Bill McDonnell.

Last but not least, a final sigh of relief can be had for West Virginia’s antique vehicle owners. After a SEMA amendment was put into place, proposed legislation to increase the assessed value of all antique vehicles to $5,000 was changed to allow those antique vehicles valued at less than $5,000 be valued at the lowest value in a national used car guide. If approved, the bill will allow for a lesser assessed value for cars valued at below $5,000, and a maximum assessed value of $5,000 for those vehicles valued at more.

The Specialty Equipment Market Association is always on its toes when it comes to proposed legislation that could affect our hobby. Lucky for us, they’ll continue to fight the good fight in months to come.

For instant updates on legislation SEMA is working for or against in the hobby, be sure to become a member of the SEMA Action Network.

Down in Oz though, the Commodore is a much more mainstream car, with its own marketing campaign aimed at introducing buyers to the next generation of a very popular family sedan. In this particular extended commercial, the Chevy SS even makes a brief guest appearance to show the international appeal of four-door muscle.

Though neither car hits dealerships until fall, both the Chevy SS and VF-series Commodore are highly anticipated models that step up in terms of performance and quality. GM has been teasing the Chevy SS for more than a year now, though the Aussies had a better idea of what they were getting, including a better interior, hands-free communications, and even a heads-up display, all features also found on the Chevy SS.

However, the Chevy SS, which is shown in the commercial driving down a busy Manhattan street, currently has just one engine option; the 415 horsepower LS3. The VF Commodore, meanwhile, will have the LS3, as well as the 576 horsepower LSA in the HSV GTS version of the Commodore.

There is also a V6 engine option for the Commodore, and it will come in Ute and wagon versions as well. No word on if the Chevy SS will go down that same path, though judging from the commercial, GM seems eager to play up that Aussie heritage and design. So don’t count ‘em out yet.

Images: Jeffrey Sauger GM News

The tornadoes that recently ripped through Oklahoma were devastating. Not only were families displaced and communities destroyed, a number of people tragically lost their lives. But while those affected by the storm have a long recovery ahead of them, General Motors employees have stepped up all across the country to help ease the struggles that have come with being the victims of such a tragic natural disaster. And as GM News points out, we’re talking about much more than monetary donations.

GM plant employees all across the United States aren’t just standing by while the folks affected by the Oklahoma tornadoes struggle to piece their lives back together. Instead, they’re raising money, providing necessities and physically helping in the relief efforts for the tornado-stricken communities.

In the last couple weeks, GM employees have donated approximately $28,500 for the Oklahoma relief efforts, which will go to the Detroit-based “Help 4 Oklahoma” campaign.

Headed by Forgotten Harvest, the campaign is a partnership between the organization, the General Motors Foundation, Chevrolet and many other local companies. The GM Foundation has donated $50,000 to the campaign while Chevrolet just recently donated a 2013 Silverado to help in the cleanup and restoration processes.

“It’s important for us to be there to help our neighbors who are hurting and our support of the ‘Help 4 Oklahoma’ campaign is a great way to make a difference,” said Lori Wingerter, vice president, GM Foundation in the recent GM News release. “Through donations and key partnerships with organizations like Forgotten Harvest, we’re able to step up and help provide immediate relief when disaster strikes.”

While many GM employees, retirees, dealers, contract workers and suppliers have chipped in money to the Help 4 Oklahoma campaign, other GM employees found their own ways to support the relief efforts. GM employees in Spring Hill, Tennessee partnered with the community to donate over $12,000 in gift cards and three semi-trailers full of everyday supplies. Other GM employees have made plans to travel to Oklahoma to aid in the cleanup and rebuilding of communities.

Images: Hemmings Classifieds

Pursuing a classic car for your own collection or driving pleasure can be a tricky task. Not only do you have to steer clear of those vehicle owners trying to sell you a deal that’s too good to be true, you also have to know what you’re looking for in a classic vehicle and where to find it. Unfortunately, many classic car owners modify their cars to the point of no return and often sell them at a lower price because some modifications actually take away from the market value of the car. Just think- replacing a numbers’ matching engine with a big block doesn’t always make the vehicle more sought after. Actually, it’s usually the contrary.

As luck would have it, however, some classic vehicle owners are smart and keep many factory components for their vehicles on the chance that later down the line they may sell it to someone looking for more factory than modified. Such is the case with one of this week’s Hemmings “Finds of the Day.”

The Chevy Impala is one of the most highly sought after and identifiable full-size domestic cars of the 50s and 60s.

Introduced in 1958, the Impala quickly became one of the highest selling automobiles in the country and continues to hold a nostalgic air for countless generations.

The Impala currently for sale on Hemmings.com is a 1968 fourth-generation model Sport Coupe. Containing its original 396ci/ 325hp engine, Turbo 400 transmission, 12-bolt rearend and power options (windows, steering and brakes), this pretty puppy is worth quite a bit in a collector’s eye. But the Impala’s appeal goes beyond just its major components.

Included with the car is the original window sticker and inspection sheet. It also comes with the original distributor, clutch, fan, water pump and fuel pump in the truck, should the new owner wish to repair and reuse the factory parts. In all, this car would make one heck of a restoration project.

The car is currently listed on Hemmings.com for $32,500, and although some may ague that the sale price is a bit steep, you get what you pay for in this day and age and it’s all about what you want out of the car in the long run.

We hope this beautifully maintained classic finds an amazing new home.

On the other hand, simple attempts, such as this Chevrolet Spark commercial, strive to resonate with the female market by investing in something Cyndi Lauper told us about back in the early ’80s. Fun. 

play.asea.net

We get it. Fun is fun, and it’s also driving a tiny Spark around a fake, sparsely populated Paris in league with four other pastel-colored Sparks, having color-coordinated shopping bags and boxes materialize in the backseat, and drifting! Yes, synchronized drifting. 

Look, the thing is, let’s be honest here and break it down to the basics – car appreciation in males, as opposed to females, is a built-in thing: men tend to appreciate things that move mechanically, like cars and chainsaws, and women tend to appreciate things that move biologically, like faces and animals. It has a lot to do with prenatal testosterone levels, and there are exceptions, of course.

While it’s certainly a difficult course to maneuver, the realm of women can occasionally be traversed, however awkwardly, by brash marketing personnel who harken back to the good ‘ole days, when a woman was upheld for her fashion sense and love of fun and shopping. Chevrolet understands this, but takes a certain risk by trying to sell a product traditionally more oriented toward males, however frilly and dressy they make the thing–not to say that men want a Spark, but it’s a car, not a My Little Pony. Oh wait…

Tri Star was more than happy to share this knowledge with all of us, and now we have an eight-part tour to view at our pleasure. 

In part one, we learn about their cylinder block machining and blueprinting process, and get to see some cool uses of the Rottler F67A CNC machining apparatus. In the video, it’s being used to drill and bore out holes of an engine block.

Tri Star uses the Rottler to bore, deck, align hone, and finish hone all of their engine blocks. 

Part two tells us that after initial inspection, all guides for the engines are machined to final specs, while the valve seats are machined to bring them to their best state.

The cylinder heads are 100% pressure-tested, and the gasket surface is finish-machined to the highest levels of satisfaction. The last step in this stage is to vacuum test the cylinder heads, so as to ensure proper valve sealing on the motor. 

Part three brings us to the crankshafts, which get machined to OEM requirements and then micro-polished on the high-tech QPAC polishing machine. While extremely expensive, the QPAC machine repeatedly proves its worth day in and day out, and it shows!

It’s one more reason to trust Tri Star’s products. 

Part four exposes the next phase: crankshaft balancing. You really start to gain an appreciation for all the hard work that Tri Star puts into each and every one of engines, especially when you see their technicians using a Fentech balancer to iron out any kinks found in the crankshafts. 

Part five explores the elbow grease devoted to machining connecting rods. Here, the technicians hone the rods multi-directionally to prevent bell mouthing or tapering, and then inspect them for bend and twist before installation.

This process makes Tri Star a unique service provider, and one that’s sought out by other manufacturers to do the job for them. 

Part six is the cleaning stage, and is every bit as necessary and stringent as the other steps. Flecks, flakes, loose pieces, and other detritus are removed from the engines with vigorous attention and effort. 

Part seven is assembly and testing, where the engines are put together and given a penultimate run-through to make sure these engines will actually work when you install them into your Chevy. Some of the trusted brands of tools used include Federal Mogul, Perfect Circle, Victor, and Melling. 

Finally, we reach part eight, which is the dyno test. Here, the crew at Tri Star go above and beyond the normal expectations by subjecting the motor to real-life conditions: pulling a load, and then being tuned and tweaked until it performs to the expected degree.

Tri Star sets the curve on the distributor to a particular application setting, then tunes the system to achieve the proper air-to-fuel ratio.

With Tri Star’s engines, you know you’re getting one of the best in the business. And it’s not just because of the name or good press, no; it’s because you can see it for yourself!

Be sure to like them on Facebook so you can stay up-to-date on all of their products and events. 

Hemmings Auto Blog spotted this classified ad for a 1969 Yenko Camaro survivor car for sale by the original owner. Besides having just 37,000 miles on the odometer and being a one-owner car, the seller states that his extensive documentation proves that this is the very last first-generation Yenko Camaro ever built. So what does that make it worth?

While certainly not as valuable as the first Yenko Camaro might be, owning the last 1969 Yenko Camaro based on the first-generation F-body can certainly make it a more valuable collectible. Typically, a 1969 Yenko Camaro will easily draw six figures, often crossing the quarter-million dollar mark with ease.

With an asking price of $395,000, the seller of this original, unrestored Yenko is certainly asking a pretty penny. But considering it is a one-owner car with low miles and all numbers matching, as well as claiming to be the last of its kind, this price might just be spot on. Just look at how clean that interior is! Somebody took very good care of this car.

Still, it’s hard to imagine dropping that kind of cash onto a single car, and a car that likely won’t ever be driven, but who are we to judge?

This year will be the 49th time the Los Angeles Roadsters Car Club has produced its world-famous show and the 34th year it will be held at the Fairplex in Pomona, California. Up to 2,000 cars are estimated to be present, as well as a giant swap meet, and a commercial vendor midway. And by popular demand the Cacklefest is returning in 2013 and will fire up on Saturday at 10:00 am and 2:00 pm in the Specialty Parking area.

There’s something for everyone at the L.A. Roadster Show. Late model enthusiasts can haggle with the swappers and shop the manufacturers for the parts they have been looking for; and those on the hunt for early car parts, or restoring antiques or building that special new car can also find many sources.

This show has long been known as the West coast’s largest automotive consumer trade show, at which more than 200 manufacturers and vendors of reproduction hot rod parts and accessories have their own special section outside and in Exhibitor Building #4.

The Los Angeles Roadsters are well know for their beautiful roadsters as well as their Club uniform of red shirts and white pants. This uniform has been a tradition since the Club started. To see some the roadsters in the club go to this link.

The Club started the now famous Los Angeles Roadster Show and Swap Meet in 1960. A Father’s Day tradition for car enthusiasts from around the world, the show has earned its reputation as “the greatest roadster show on earth.” For more information go to www.laroadsters.com.

Johnny O’Connell Edition Shocks

Pfadt Race Engineering is now throwing a sweet sweepstakes for all of its loyal customers with the Summer Sweepstakes. You’ve got a 1/30 chance to win one of the three huge prizes, so take a moment to do something that could win you something you want for your Corvette. Take a chance to get either Tri-Y headers, FLG single adjustable coilovers, or Johnny O’Connell shocks with just a simple YouTube video or blog post. 

Official Release:

Here is the short of it:

3 Big prizes, 100 entries….1/30 chance of winning….it doesn’t get much better!!!!

How to enter: 

1. Make a video (minimum of 1 minute) reviewing one of the Pfadt products on your car. If you don’t like making videos, you can create a blog on Blogger, and write a review of the product (minimum of 200 words which is practically nothing). 

2. If you made a video, upload that video to Youtube. Make sure that the words Pfadt, Corvette and the product name are in your title

3. Post a link to your Youtube video or blog on your facebook page. Be sure to tag all your buddies, and be sure to tag Pfadt Race Engineering in the post so we can see it. 

When we get 100 individual tags of unique videos/blogs, we will close the contest. We will then pick at random 3 winners. The prizes will be: Tri-Y headers, FLG Single Adjustable Shocks, or Johnny O’Connell Shocks!

At just 1,030 miles on its new motor, this thing has just barely gotten its feet wet. The young engine is an LS3, constructed by the Turn Key Company of Oceanside, California. It has a stroker crank with heads that have been “worked.” There’s also an LS7 cam that apparently performs better than the LS3 version, which gets the car to accelerate “like a rocket,” claims the owner. The transmission used is a 4L60 with a 2,800 rpm stall speed converter. The sound tells all on a car like this, and it sure sounds good to our ears. Some stuff is custom, such as the air cleaner and valve covers. 

The leather interior isn’t too shabby, either, and is once again custom-made: the moldings, the headliner, the armrests, and everything in between. This work was done by Gabe’s Custom Interiors from San Bernardino, California. The rear seat cover can be removed to show a hidden compartment, where the computer and electronics are stored. 

The gauges are custom-made to resemble the originals, maintaining respect for what the car once was, and a 400W stereo rounds out the interior. The outside looks great, too, with a custom grill and headlamps. The retro wheels are made to order by The Wheel Smith of Corona, California. Not much was overlooked on this car, but we think it’s missing some pinstriping, you know? Let us know what you think. 

Rising from 8,700 feet above sea level to a crest of 14,240 feet, the Mt. Evans road is frequented by factory quality control groups looking to give new cars a high-altitude calibration checkup, and that fact also draws spy photographers looking for new prey. In this video, the team from The Fast Lane Car comes across a preproduction C7 Corvette Stingray on the road, along with a few new Volkswagens as well.

With 2014 Corvette dealer orders already in the pipeline, we imagine that there isn’t much work left to do to get these cars ready for their first owners – one of the great things about modern engines like the new Gen V LT1, though, is that software updates are a relatively inexpensive way to solve glitches and offer increased performance with a minimum amount of hassle.

It’s good to know that GM is sweating the details on the new C7, though, even if we are just a little bit envious of the employees who’s job description reads something like, “Drive the best Corvette yet through stunning scenery on winding mountain roads to confirm it is awesome”…

Photo from the 2008 NHRA California Hot Rod Reunion. Photos courtesy NHRA Museum.

The 11th annual Holley National Hot Rod Reunion will bring drag racing, a Show ‘N Shine, vendor booths, food and beverages, and all kinds of fun for the entire family to Beech Bend Raceway Park, in Bowling Green, Kentucky, June 13-15, 2013. Some of the finest classic cars and custom hot rods from all over the country, along with nostalgia drag racing will highlight this unique family friendly and tradition-rich event.

The 2013 Holley Hot Rod Reunion, presented by AAA Insurance, kicks off Thursday, June 13, with the AXALTA Show ’N Shine. Judges will award the winners an exclusive AXALTA award and a chance to display at the NHRA U.S. Nationals at Lucas Oil Raceway at Indianapolis during Labor Day weekend. The nostalgia drag races take place on Thursday as well with the Hot Heads Eliminator qualifying and exhibition runs during the day. The Heacock Classic Insurance Cruise In and Kick-off party takes place Thursday night at the Holiday Inn University Plaza Hotel and Sloan Convention Center parking lot.

Grand Marshal Preston Davis will be present at the Dynamat Legends tent for meet and greets. Davis has long been considered one of the Southeast’s best fuel racers from the 1960s and ’70s. Davis won two Division Top Fuel Championships, a Division Funny Car Championship and is a member of the Division 2 Hall of Fame. Also present during the event will be a number of drag racing legends. 

2013 Grand Marshall Preston Davis

Saturday is the final day of action, featuring the Hot Heads Nostalgia Drag Racing final eliminations, awards, honoree presentation and the AXALTA and Street Rodder parade of champions. The Grand Finale will see the 2013 Reunion of Champions crowned, jet car exhibition runs and an NHRA exclusive Crower Cams Cacklefest featuring nitro-fueled vintage dragsters. For tickets, call NHRA at 800/884-6472. Tickets are also available online at www.NHRATix.com.

As an added bonus, by submitting your rebate to MSD you’re automatically entered to win a trip for two to the 2013 SEMA trade show in Las Vegas this fall. That gives you seven chances to enter, and the more rebates you send in, the better your chances are. But you know what they say: you can’t win if you don’t enter, and you can’t get your free parts without sending in your rebate.

This week, MSD is offering up a free Dual Plug Wire Separator Set (PN 8841) with the purchase of an MSD 8.5mm Super Conductor Spark Plug Wires. This one is a no-brainer, because when you go with new spark plug wires you want to keep them organized and in place. MSD takes care of you in that regard with the third week of their Lucky 7 Rebates.

We showed you how MSD recommends that their universal spark plug wire set is assembled, including how to crimp the ends, how to cut the wires, and how to get the most out of your ignition wires. Whenever you upgrade your engine, whether it’s mechanical or ignition related, you can always benefit from having a new set of spark plug wires to replace the older wires, because getting the most from your upgrades also means getting the most from your ignition wires.

And keeping those wires routed through the engine bay properly, keeping them off of hot exhaust manifolds or headers, is important so that you won’t run into problems. MSDs Dual Plug Wire Separators are a great way to keep wires bound together, and they look great as well. Each kit contains 16 wire separators, which is plenty for most V-8 engines.

Buy an MSD Super Conductor Wire Set and get a FREE set of MSD Wire Separators this week.

The universal 8.5mm Super Conductor Wire Sets include both standard and HEI boots for your application, and are available with straight, angled or 90-degree boots. The custom taylored kits will fit specific applications and are pre-cut to the lengths needed for each wire. The 8.5 wires  have a very low resistance without Electro Magnetic Interference (EMI) due to the way the conductor is wound around the special center core.

How tight is the wire wound? So tight that there is over 40 feet of conductor wrapped into a single foot of plug wire. The outer sleeve is a blend of silicone and synthetic material that is highly resistant to typical temperatures found under the hood. The 8.5 Super Conductor wires are included in this, the third week, of MSD’s Lucky 7 Rebate Program. But just as we mentioned in the first week’s offer from MSD, you have to send in your rebate in order to get your free Dual Plug Wire Separators, and also to be automatically entered in the SEMA 2013 drawing.

Do you want to know what the Lucky 7 offer is for next week? We want to know, too, but unfortunately MSD isn’t talking. Just like us, you’ll have to wait until next week to find out, and we’ll bring it to you as soon as we find out! So check back with us each week and we’ll keep you in the loop! And check out more MSD products at their web site.

The Ice Monster Camaro is a car we’re used to seeing tearing up frozen lakes and snow-covered paths, but this next video provides a change of pace for the Swedish monster.

Owner/drive Jobergg is back, though this time he has traded in the snow and ice of Sweden for something a bit…dirtier. Seriously, how does one classify this car? It’s no longer just an ice racer, that is for sure, but it also isn’t a pure dirt track car. Basically, it will race on anything.

So many questions, but who needs answers? All we know is that the Ice Monster Camaro has drifted its way into our hearts, and it is possibly the most famous second-gen Camaro outside of America. Seriously, this car is so unique and fun to watch that it makes us want to buy a second-gen Camaro of our own, if only to copy Jobergg’s great idea. He has almost single-handedly made the second-gen Camaro cool again.

While the crew of The Build worked a little bit on the front suspension in last week’s video, the entire teardown of the front suspension components doesn’t happen until this week. But keep in mind, this is a major project and it’s better to do things right and in a safe way than in a hurry and while putting the team or the car in jeopardy.

With the front springs compressed, everything from the shocks to the spindles and even the control arms must go. Then off with the spring compressor and the American Modern crew is done, well, sort of.

With the suspension out of the way, it’s on to removing the transmission and determining what, if any, existing gearbox components can be saved. Luckily, the car’s flywheel can be turned, but with the clutch burned up like it is, the crew opts to get a new clutch kit.

The project Malibu on The Build is coming along nicely and it’s now just a matter of time before we see the newly renovated car coming together. Be sure to check back next week to see what’s going on on The Build next.

If you look closely, you can see the Chevy bowtie in the photo. This is the wave of the future, and proof that GM is taking this quality thing to the next level. Images: Camaro News

When GM first released its Head Up Display (HUD) system on the 1989 Grand Prix Turbo, it made waves in the automotive community. Previously found only on jet fighters, it helped usher the way the modern motorist gets their information today. 

HUD technology has been finding its way into other cars from GM over the last few decades, including Corvettes, Cadillacs, and even the current Camaro. But when we heard about the new full color HUD in the 2014 Zl1 from our friends over at Camaro News, we had to let you guys in on it!

As it turns out, as son as you turn the key to your updated, 580 horsepower monster, you’re greeted by a legit chrome-surrounded gold bow tie on your windshield. Then it reverts to the typical green overlay speedometer that you would normally see in any other GM car with HUD. But if you switch over to the tachometer, it’s in full color as well – with three colors depicting the virtual tachometer. It’s a really nice touch that helps bring our favorite pony car into the next decade. 

Whether you like the refresh of the 2014 Camaro or not, think of it as Chevrolet paving the way for the future, and things can only get more interesting with the upcoming 6th-Gen Camaro in 2016.

The first thing that we see Kevin from Concept One do, is install the OEM water pump after using anti-seize on the bolts.

With 580 horsepower on tap from the factory, the LSA found in the Camaro ZL1 (and CTS-V) is one stout little motor. We say little because in all reality, it’s just a 376 ci “small-block,” albeit with a blower sitting on top. Ford boys can bang on about how the 5.8L found in the 2013 GT500 might out-power it, but with a few simple bolt-ons, you can turn the table on that Blue Oval pony in a hurry! 

Some of those bolt-ons include a set of long tube headers, a cold air intake and a tune. But there are other ways, such as a smaller under drive pulley and a balancer that will help increase the boost, and ultimately, the horsepower and torque of your In this video, Kevin from Concept One shows us how to install its Pulley System onto a Chevrolet Performance LSA crate engine. Sure, starting with a crate motor sitting on a stand may be a bit easier than installing a kit like this onto the LSA under the hood of your ZL1 or CTS-V, but this was clearly shown to demonstrate how it’s done for the sake of a better view of the kit.

He walks us through the installation, step-by-step, to teach you how to fit the system properly. Not only will this help increase the performance of your car, but it adds some bling too, with everything being chrome plated. Besides, after you smoke your buddy’s Mustang at the track, you’ll more than likely have spectators running up to your car wanting to see “what you have under there.” Might as well look good too, right?

Everything is included with the kit, including the balancer, although the installation wasn’t shown in this video for time constraints. The only available option is the billet aluminum thermostat housing that an enthusiast or engine builder can add to any of the available LS kits from Concept One. These kits are made for a stock thermostat housing, but if you find that you are working with a tight space, there is the optional thermostat housing that faces down for more room.

So if you’re an owner of a Camaro ZL1 or a Cadillac CTS-V, then look into this performance/dressup package from Concept One. Don’t own an LSA? That’s OK, because they offer pulley kits for other performance engines to – from small-block Chevys to Mod Motor Fords. The Concept One pulley kits make great performance upgrades and dress-ups for hot rods, too!

What you are looking at here is the completed assembly, ready to drop into your project car.

Official Release:

It is said that a great design achieves perfection, not when there is nothing more to add, but nothing left to take away. That is the certainly case with these customized California smoothie-style 1957 bumpers, available from Classic Industries, designed without bumper bullets for a custom, streamlined appearance. These one-piece bumpers enhance the design of the ’57 by simplifying it.

“The original one-piece ‘California Smoothie’ bumpers have always been a favorite for hot rods and custom builds,” said Ray Yager, Classic Industries Merchandising Director. “Without the bumper guards, these custom smoothie bumpers give the 1957 front end a very clean look.

These custom smoothie bumpers are manufactured in steel and feature a triple chrome-plated finish, as original. Classic Industries has these unique bumpers in stock and ready to ship. Choose the appropriate grill to complete the package.

 TF400233 – 1957 1-piece Smoothie Front Bumper, without bullets

TF400812 – 1957 Grill for 150 and 210 models with bullet-delete Smoothie Bumper

TF400813 – 1957 Grill for Bel Air models with bullet-delete Smoothie Bumper

Features:

• Bumpers and grills are built to original standards
• Distinct, separate grills for both Bel-Air and 150/210 models
• Bumpers are manufactured in steel and are triple chrome-plated

When we decided to piece together our stroker mill we could have chosen the venerable 454ci big-block using a traditional 4-bolt main Gen IV foundation. This setup would have provided us with lots of low-end grunt at a fraction of the cost. However, we were after something more unique to set this build apart from the rest.

We chose the 502ci foundation because of its proven potential on the dyno, LS-style reliability and although not the most affordable, definitely worth the extra cost and street cred. “The 502 CID LSX engine build exemplifies the design criteria that we set out at RHS for the LS block. It provides a long-arm friendly, large cubic inch combination that incorporates the features of an all-out race block but is suitable for street,” added Kevin Feeney, Product Manager for RHS.

While the majority of our cost went into the short-block alone, we were far from done. When we last left you, we had just finished putting together our big-inch, LME-built RHS 502 short block. We began with RHS‘s new LS tall-deck block, fortified the bottom end with a Lunati rotating assembly and locked it all together using ARP fasteners. We even added as set of high-compression Wiseco slugs to the mix for potent and reliable means for battling the constant high rpm and abuse.

Unfortunately, we couldn’t fit the entire build into one complete story. If you missed the first part of the build, be sure to check it our right HERE. For ease of viewing, we split the build into two parts. This month, we are finishing up by completing the top-end assembly.

While this specific engine embodies a ton of late-model race components, it’s not a race engine. Instead, we plan to put this gem on the street. That said, drivability needed to be key with this particular combination.

The RHS 502 short-block anxiously awaits its top-end assembly.

Coming Together

To achieve this, we finished our build with a set of heavy-breathing RHS aluminum LS7 cylinder heads. Our set was CNC-machined and was equipped for a hydraulic roller camshaft from COMP and came complete with oversized, Ferrera valves (2.20/1.61-inch intake/exhaust valves) and 69cc chambers.

We then matched it with a FAST 102mm LSXR manifold to maximize low- and mid-range torque. Of course, The FAST manifold has also proven itself to carry the horsepower through the upper powerband, making it ideal for our needs.

To see how we did, we headed over to LME and continued our work with Brian Neelan who hooked up our mill to their Superflow 902 engine dyno. We knew it wasn’t going to be record breaker, but we were still impressed by the final numbers. You’ll have to read on to get the complete breakdown of what it made and how we built it.

COMP Lifters

When it came to our long-stroker generating an ample amount of rpm without much work, we went with a hearty set of COMP’s, short travel race hydraulic lifters. COMP Cams has taken a strong foothold within the LS market and produces an abundant supply of LS-related parts and components. We chose these hydraulic lifters because they have been specifically engineered from a patent-pending design which allows them to perform at higher engine speeds.

How is this possible? COMP has designed each lifter to limit the movement of the internal piston from each lifter. Limitations within the internal piston of the lifter cuts down on loss of power and limits valvetrain failure at sustained, high rpm. For a durable and long-lasting life, each lifter is REM-finished and then black oxide coated. We dropped each set into the lifter bores with the T-bars and began assembly of our LS7 cylinder heads.

LME installed each lifter with care before the cylinder heads were placed.

RHS Pro Elite LS7 CNC-Ported Cylinder Heads

With so many cylinder heads claiming superiority in the LS-market, it was hard to choose a set of heavy breathing lungs with the capability and R&D backing what we were looking for. We not only needed a set of cylinder heads to flow well but wanted something that could go on just like a factory cyinder head. We decided on a set of RHS’s new Pro Elite LS7 CNC-ported cylinder heads.

These are truly the aftermarket’s first high performance, LS-style head. These gems also feature a 12-degree valve angle and unique, 0.220-inch raised intake runner design, which provides a better line of sight into the cylinders and allows for an improved short turn. The best part, these cylinder heads also facilitate both the stock and aftermarket LS7 intake manifolds and nearly any aftermarket valvetrain setup.

When speaking with Kevin Feeney over at RHS about our options he gave us the skinny, “The use of our LS7 head is just another testament to how hard our engineers work. They provide the engine builder with the power they expect while leaving them with the convenience of using factory rocker arms and intake manifolds.” 

Bryan Neelan, engine builder at Late Model Engines shared this sentiment and added, “The RHS heads showed strong flow numbers with a nice port shape. I like the volume of the intake runner for the bigger cubic inches the RHS tall deck block accommodates. The RHS cylinder head is a nice clean casting that machines well and was very nice to work with.”

Each cylinder head utilizes the popular LS 6-bolt head design which allows these cylinder heads to be compatible with both the RHS LS race block like we’re using or the GM LSX blocks. The 6-bolt design provides strength and an increased ability to clamp at high capacities, which greatly improves head gasket retention. Most notably, the raised runner and rolled valve angle increases overall flow capability while an improved water jacket design improves thermal conductivity.

While we’re getting eager to get this set of cylinder heads installed, it’s also important to note that these RHS Pro Elite LS7 CNC-ported lungs can be used in small or large cubic-inch hardcore street applications.

For the correct compression, LME knocked off 0.018-inch of material for 63cc chambers.

LS7 Quick Notes

• 100% CNC-machined runners optimize volume, atomization, and velocity
• Increased clamping capacity greatly improves head gasket retention in high horsepower and boosted applications
• 0.750-inch thick deck surface increases integrity; reinforced solid rocker rail increases rigidity and stability
• 355-T6 aluminum withstands race conditions
• 0.400-inch raised rail works with aftermarket rockers
• 0.100-inch raised exhaust port allows use of stock and aftermarket manifolds
• Can be used in both small and large cubic-inch hardcore street/strip applications

Intake & Exhaust

Although we opted out of receiving a completed set of cylinder heads, completed versions are still available and highly recommended from RHS. To control our intake and exhaust flow to our exact specifications, we relied on a custom set of Ferrea titanium intake and stainless steel exhaust valves.

The Ferrea titanium intake valves measured in at 2.200- x 0.313-inch stem with a 5.565 x 0.290-inch tip (hard tip with no lash cap).

The quality of our Ferrea custom titanium and stainless steel intake/exhaust valves compliment the rest of this high-end build.

The titanium benefits our valvetrain from shedding unnecessary weight, essentially freeing up more power for a rev-happy engine. For the exhuast side of things, Ferrea built us a custom stainless steel set which measured in a 1.615- x 0.313-inch stem with a 5.595- x 0.290-inch tip rounding out a complete Ferrea utopia for our intake/exhaust setup.

“Engine valves exert enormous influence on engine airflow, mixture quality and the ability to run higher engine speeds,” says Zeke Urrutia of Ferrea Racing Components. Less mass inertia allows a reduction in valve-spring rates and puts less strain on the entire valvetrain. Titanium valves must be used with bronze valve guides.

Ferrea valves have a proprietary Chrome Nitride coating (CrN) or a diamond-like coating (DLC) to provide rapid heat dissipation and wear reduction while reducing delaminating and flaking from valve flex. Titanium valves generally do not have hardened tips, so they must be used with steel lash caps to prevent damage.

To assemble the rest of our cylinder heads, we used a complete set of COMP components, which included dual springs, titanium retainers, locks, Viton seals with steel jackets and machine steel cups. Install height was 1.820-inch with 145 lb seat pressure with 485 lb at 0.660-inch lift. LME also utilized a 0.150-inch retainer for seal clearance.

Make sure to check out the build list below for all of the cylinder head part numbers. Once LME had each set of cylinder heads together, we could begin the process of installing each one over the ARP 2000 Pro Series head studs and Fel-Pro MLS-style 6-bolt, 0.040-inch head gaskets.

LME assembled our RHS Pro-Elite LS7 cylinder heads using a combination of Ferrea titanium intake with stainless exhuast valves. Additional COMP components were used to finalize the cylinder heads.

GM LS7 Intake & Exhaust Rocker Arms

Once the cylinder heads were locked into place, we could move on and begin installing the RHS rocker stands to each bank. With the RHS cylinder heads, the RHS rocker stands are a must. We installed those first and then moved onto dropping in our 8.400-inch COMP push rods.

From there, it was only a matter of installing each, GM LS7 rocker arm for the intake and exhaust valves. What makes using the GM LS7 rocker arm so unique, is the simple fact that these are off-the-shelf components. This not only cuts down on overall cost but it also makes them more available in the event of failure. What’s more, these rocker arms will install easily on our RHS cylinder heads without any modifications.

We ordered up our sets separately since each set is specifically designed for the intake and exhaust valves. However, both come in the same, self-aligning, 1.8:1 ratio and narrow rocker arm body style.

Rocker Arm Trunion Modification

Since our application, again, isn’t the average build, the factory LS7 rockers won’t be able to sustain high-rpm abuse for the long haul. To combat this, we also modified each rocker arm with the COMP Cams GM LS series retrofit trunion kit. This modification was necessary to convert our stock LS series rocker arms into captured roller trunions for this specific application. It also keeps our valvetrain reliable throughout the entire rpm range. The kit includes all the necessary hardware including, the rocker arm trunions, rocker arm bearings, retaining rings and washers.

FAST Intake and RHS Intake Spacers

Continuing to fire away at the top-end of the engine, LME made quick work for the remainder of the installs before we hit the dyno cell. Next, making its way to the engine was the set of RHS intake spacers. RHS intake spacers will allow the use of standard style LS7-style intakes with tall-deck (9.750-inch) LS aluminum race blocks.

The spacers will work with FAST LSXR LS7 intakes, OEM GM LS7 intakes, or any other intake that is designed to work with LS7 heads. The spacers must also be used with LS7-style cylinder heads.

RHS Intake Spacers At A Glance

• Fits LS7-style intakes
• CNC-machined to strict tolerances to fit 9.750-inch deck height blocks
• CAD designed by engineers at RHS
• Lightweight scalloped design provides rigidity and function without adding significant weight
• Includes required hardware and spacer-to-head gasket (intake manifold gaskets are not included)

With the spacers installed, we could move on to moving some serious amounts of air. For this particular application, LME suggested we try out the FAST line of components. LME chose the FAST-developed, 3-piece, polymer intake manifold. This highly-advanced intake manifold means serious business and its constructed from a proprietary advanced polymer material that offers a host of benefits over aluminum aftermarket intakes, including lighter weight and improved strength and heat dissipating characteristics.

Up close and personal, the RHS intake spacers are truly a piece of art.

This intake also features a 102mm air inlet that is perfectly suited to the FAST Big Mouth 102mm throttle body, which we’ll be relying on. The intake is packed full of other features, too, including integrated nitrous bungs and perfect bolt-on fitment that allows for the use of factory accessories without modifications or clearance concerns.

FAST 102mm Intake Manifold At A Glance

• Fits LS7 raised Rectangle port cylinder head equipped applications (LS7)
• Drive-By-Cable throttle body options
• Big Mouth 102mm throttle body (PN# 54102)
• Big Mouth 92mm throttle body (PN#54092) for drive-by-cable applications
• Fuel Rail Options

The FAST LSXR intake manifolds’ 3-piece modular design allows for easy disassembly and porting. This new design gives you the ability to remove individual runners from the manifold for modification. The best part, this intake manifold is 50-state legal and C.A.R.B. approved (E.O.D.-279-8). We’re anxious to see what kind of power this manifold will produce.

FAST shared with us, “When used with a Big Mouth 102mm Throttle Body, the LSXR Intake Manifold produced gains of 16+ horsepower on a near stock LS7 engine and 26+ rear wheel horsepower on a 500ci RHS LS Aluminum Block based engine.”

The combination of a large FAST intake and throttle body should give us plenty of breathing room.

Aviaid Oiling Systems

Buttoning up the remainder of the build included sealing up the bottom-end with a high-quality and purpose-built oil pan. We were well aware of this particular engine’s extra swing from the stroker crank and rpm potential and weren’t going to cut any corners when it came to controlling oil flow and efficient dispersement.

In our case, we contacted John Aviaid, owner of Aviaid, for the full treatment. With oil control of great importance, John recommended their one-piece, Billet Aviaid dry sump oil pan. It’s good to note, since we’re running a 4.600-inch stroker crank, it was also necessary to run a 3/8-inch spacer between the block and oil pan to give us the clearance needed. While the spacer is necessary for our particular stroker application, this may not be the case for your RHS block.

To continue the Aviaid theme, we outfitted the rest of the build’s oiling system with a four stage externally mounted dry sump, which featured a 1.25-inch pressure side and larger, 1.50-inch scavenge. Additional parts included a remote oil filter and Aviaid dry sump oil tank. Of course, we made sure to install the remainder of the miscellaneous oiling system with Aviaid components.

ATI Super Damper

With build progress coming close to an end and closer to our big-inch LS hitting the dyno cell, we still had a couple more things to take care of. Case in point, controlling engine harmonics. As the engine is running, the crankshaft causes vibrations through torsional flex. It’s these vibrations which can shake an engine apart, literally.

Engine dampers also create additional benefits by increasing engine response. As the vibrations of the engine are absorbed, engine response becomes smoother and vital engine components like main and rod bearings endure less punishment; essentially creating a longer life. Controlling these vibrations, especially on a build of this magnitude was of great importance. However, with limited room to run the four-stage Aviaid dry sump system, LME was left with devising a plan to include a method for driving the pump (6-rib belt) while also controlling engine harmonics. ATI and LME created a solution, which included a combination of an ATI steel hub and an ATI aluminum balancer; making our 7.53-inch diameter damper the perfect addition to this build.

ATI Super Damper At A Glance

• The patented ATI Super Damper is the only crankshaft damper designed exclusively for high performance Chevy engines
• Eliminates torsional crankshaft vibrations
• Exceeds SFI 18.1 specs
• Black zinc chromate finished
• OEM equipment on ZZ572 GM Crate Engines
• Tunable, rebuildable, and extremely efficient at all rpm
• Laser engraved 360-degreee timing marks

We’ve made mentions of the ATI Super Damper before on this particular LS build. As LSXtv Associate Editor Rick Seitz stated in a prior news piece, “Our LS mill is assembled with the best of everything and since it’s running a dry sump oiling system, we relied upon an ATI Performance Products Super Damper.” To finalize the damper’s place on the LS engine, we fastened it down with a an ARP LS balancer bolt.

The ATI damper allows this 502 to not only minimize harmonics buts also drives the Aviaid dry sump pump.

FAST Fuel Injection Control Systems/Components

For our tuning needs, it was necessary to point out LME’s use of the FAST XFI 2.0 engine control system. For this build, it was an easy choice. There really is no other ignition control system that allows its users to process, analyze and adjust parameters more quickly.

The C-Com XFI Windows-based software is easy to navigate and features field-flashable capabilities. This allows users to download the latest software updates through email or directly from FAST. These XFI control units also feature Qwik Tune for programming without a laptop. You can pre-program up to four different EFI maps allowing the ability to optimize a setting for daily driving, one for racing conditions, and still another for fuel economy. With on-board diagnostics, EZ test indicator lights, 5-bar MAP sensing and controls, plus enhanced data-logging capabilities and memory helped influence our choice to run this unit for this high-end build.

FAST XFI 2.0 At A Glance

• Built-in wideband O2
• Fully sequential and/or bank-to-bank capability
• Individual cylinder correction
• Fan and fuel pump control
• Dynamic scaling of vectors in 2D and 3D tables
• Torque converter lockup control
• Air conditioning wide-open throttle cutout
• Boost control
• Fuel and oil pressure logging
• Adjustable injector timing
• Multiple ignition strategies

We continued the FAST theme throughout the remainder of our ignition control systems. Maximizing processing capabilities and ease of wiring, LME went with the FAST EFI harness. With clearly labeled connections, it made wiring up our monster LS build quick and easy.

We also included a bevy of additional FAST components including, the FAST MAP sensor, IAC, ACT, Coolant Temp sensor, TPS Switch, Fuel injector harness, FAST 65-lb Fuel Injectors, Oil Pressure Sensor, AIR Temp Sensor and FAST Billet Fuel Rails for LS7 LSXR intake Injectors. Finally, we were ready for the FAST EFI 102mm throttle body. The FAST 102mm throttle body are machined from durable 6061-T6 billet aluminum in precision CNC machining centers. This throttle body will maximize air flow while also creating a well-mannered, street-driven engine.

LME used the FAST billet fuel rails along with 65 lb/hr fuel injectors to feed the big-inch LS 502.

LME Dyno Results

With the RHS 502 finally buttoned up, primed with oil and strapped down to the LME dyno, we could begin our break-in dyno process. The break-in process will allow the rings to properly seat, keep an eye on oil pressure and provide a chance to make sure there are no leaks. LME also took time during the break-in period to check the condition of the oil. If there was any metallic material in the oil, now would be the time to shut it down. However, our oil was clean.

We began our dyno pulls at 4,000 rpm. This RHS 502 stroker makes so much torque down low, pulling the engine down any lower than 4,000 rpm would not be necessary. From there, we kept our pulls short and gradually increased its maximum rpm. All the while, LME was constantly checking air/fuel ratios as well as tuning the FAST EFI software for optimum power.

All said and done, LME made a mind-blowing 27 dyno pulls with the RHS 502. Sometimes the dyno process can be an all day affair and our experience was no different to dial in our beast. LME took their time to perfect the EFI software making absolutely sure the engine was top-notch.

This LME-built powerhouse proved with our initial pulls that this monster could handle whatever we threw at it. After some post examination of the fuel tables and previous dyno pulls, LME decided to continue safely with more pulls. So, what was the RHS 502 producing? After a final pull for all the glory, we were blown-away.

Once dialed in, our RHS 502ci LSX made an impressive 720.3 horsepower at 6,400 rpm and 669.6 foot-pounds of torque at 5,300 rpm.

 The RHS 502 made a very impressive 720.3 horsepower at 6,400 rpm and 669.6 foot-pounds of torque at 5,300 rpm. While this isn’t your typical, backyard build, LME proved that with the right combination of parts anything is possible; even building an LS-backed 502 stroker for the street. Stay tuned, we’ll have this powerplant going into a ’69 Camaro project soon. Be sure to check out our Blank Slate Camaro’s ongoing progress right HERE!

Heavy-breathing, the RHS 502 proves it’s no chump when it comes to dyno pulls.

Parts List // LME 502 Part 2 Build Sheet

From unique rat trucks, to $100,000 restorations, hot rods and customs of all kinds showed up to help Pinkee’s Rod Shop kick off the Goodguys Colorado Nationals weekend on Thursday night.

The Goodguys Colorado Nationals runs through the weekend at The Ranch Events Complex in Loveland, Colorado. In addition to the traditional Show & Shine, AutoCross competition and plenty of hot rod talk, show-goers will be treated to another round of Builder’s Choice picks by the man behind the Front Range’s own Pinkee’s Rod Shop, Eric Peratt.

Last night, we cruised by Peratt’s shop for the annual Goodguys Kick-Off Party and we were pleasantly surprised at the turnout that greeted us!

Cars From Across the Country

In a state blessed with over 300 days of sunshine annually, seeing hot rods and custom cars cruising around town is not a rare sight. But when the Goodguys Rod & Custom Association comes to town, cities along Colorado’s Front Range are inundated with hundreds of pristine automobiles.

At the annual Goodguys Kick-Off Party, dozens of vehicles and even more automotive enthusiasts showed up for some car perusing, bench racing, live entertainment, and of course, a look into the famous Pinkee’s Rod Shop.

Parked on side street after side street surrounding the shop, we found countless cars from out of state, including ones from Wyoming, South Dakota, Utah and even as far as Washington and California.

While many of these out-of-state drivers have access to other Goodguys shows, they choose to participate in the Colorado Nationals because of the unique people, vehicles and atmosphere it brings every year.

The Festivities

In addition to custom cars parked every which way surrounding Pinkee’s, the Goodguys Kick-Off Party offered a unique look at some of shop’s current projects, chances to purchase Pinkee’s merchandise, the opportunity to connect with the local indoor football team the Colorado Ice, chow down on local grub from Nordy’s BBQ and even catch a few classic rockabilly songs performed by Dixie Leadfoot and the Chrome Struts.

Adding to the excitement of all the kickoff activity was an appearance by Dave and Charity Kindig of Kindig-It Design, who brought with them a custom creation oozing with class.

This gorgeous Fairlane convertible is one of the latest designs from Kindig-It Design out of Salt Lake City, Utah. Dave and Charity Kindig brought the car out to the Kick-Off Party for everyone to see prior to its debut at the Colorado Nationals.

'That's why we do what we do - because chicks dig it,' Dave Kindig stated with a compliment from us on his work.

 While the Kindig-It car was truly a crowd pleaser, we also found this Chip Foose-built 1953 Ford F-100 pickup front and center at the party. According to Brian O’Leary, owner of O’Leary’s Truck Service and the man in charge of keeping a watchful eye on the vintage truck, this particular ride was created by Foose and WD-40 to commemorate the company’s long-time dedication to the industry and 60th anniversary. Sold at the Barrett-Jackson Scottsdale auction just this spring, this amazing piece of hot rod history is not only one-of-a-kind, its sale also benefited two SEMA Care’s charities!

Foose-commissioned and built, this commemorative truck even comes with it's own customized guitar signed by Foose and country music star Toby Keith.

Fancy Rides and Friendly Faces

Among the many party-goers, we found many of our previous feature vehicle owners, shop owners and other stand-up folks that aren’t shy about their love for hot rods. From cherry reds to sunshine yellows, we also saw just about every color imaginable on the hot rods that made it out to Pinkee’s, getting us even more amped up for the Colorado Nationals this weekend.

Be sure to check back soon, as we’ll be out enjoying the atmosphere of the 16th annual event starting tomorrow! But in the meantime, check out a taste of what’s to come in the GALLERY below.

We’ve seen their wheels on show cars and cruisers for years, and the quality that goes into their wheels is apparent. But did you know that they also have billet steering wheels, engine drive kits for Ford, Chevrolet and Mopar, and engine dress up kits? If you’re in need of some cool billet door handles, pulls, or window cranks, Billet Specialties has them.

There are billet pedal kits, A/C vents, lighting, steering columns and accessories, interior mirrors, tail lamps and hinges, to name a few. Billet Specialties has made a business – and their reputation – on providing custom billet wheels and accessories for your street rod, classic or musclecar.

Their list of wheels and applications are numerous, and if you have a custom offset that you need they can accommodate you with whatever your offset is. From a skinny 15×4-inch front runner to a massive 24×10 pro-touring wheel, they have them. Many of their wheels also have the option for black anodizing for the center section, adding some color and contrast to the wheels. If you want to see what their wheels look like on some of the more popular cars, check out their Wheel Visualizer program on their web site.

They have a free catalog for the asking, and one can literally spend hours browsing their web site for products or information. Billet Specialties encourages you to check out their web site to see all that they have to offer. There’s more than you thought, and when it comes to billet – it’s their specialty.

Speaking of donuts, it is National Donut Day, and many places are celebrating by giving away a free donut to customers (some purchase may be required). While we don’t have any circular confections to give away, why not enjoy this video of a Camaro ZL1 delivering a different kind of donut?

With a 556 horsepower supercharged LSA engine and launch control, the Camaro ZL1 can rocket down the drag strip in incredible time for a two-ton hunk of American muscle. With an adjustable magnetic ride control suspension, the Camaro ZL1 is also plenty capable of carving up the road course.

But in celebration of National Donut Day, Chevrolet put out this wicked video of a ZL1 doing, well, donuts. It’s pretty self-explanatory, and very very awesome. Because if you don’t buy a Camaro ZL1 and immediately take it to the nearest empty parking lot for burnouts and donuts, you’re just delaying the inevitable. Get it out of your system already.

Happy Donut Day America. Today, calories don’t count.

Earlier this week, we spoke with Darryl Johnson, who has been out making some initial test laps in his twin-supercharged Plymouth Duster that will take on Drag Week, and on Thursday, this brand new video filmed by Steve Morris of Steve Morris Engines surfaced of Tom Bailey’s insanely badass ‘Sick Seconds’ 1969 Camaro running on the chassis dyno. Last year, Bailey hung around until the final day of Drag Week, but had valvetrain issues that finally forced him out of contention before the conclusion of the tour. However, he did rock out a 6.94 during an unofficial lap at Tulsa on the final day, giving a heads-up to Larson and the rest of the troops that this beast is the real deal.

Morris and Bailey have only made a minute number of changes since leaving Drag Week last fall, including the addition of a new Holley EFI system to the 615 cubic inch big block that’s built using a Brodix engine block and 14.5-degree cylinder heads, fed by a pair of 94mm Precision turbos.

In the video, Morris makes a hit on his shop dyno in the Camaro at 26 lbs. of boost (even higher than the 22 lbs. the team used to accomplish the 6.94 last year), netting an impressive 2,108 horsepower. And to think, in Morris’ words, “we’re not leaning on this thing very hard at all.”

We say it every year like a broken record, but Drag Week is going to be one interesting affair this fall, and we can’t wait!

Having a favorite brand or model is all part of being an automotive enthusiast. For Roy Schumacher, his brand of choice is General Motors and among his favorite models is the 1976 Corvette Stingray he’s owned since it was new. Obviously, we couldn’t walk away from a story entailing a die-hard Chevy fan who’s owned his prized Corvette all its life, so we stayed in touch with Schumacher to bring you all the interesting details of his own Corvette story.

We first spotted Schumacher’s “Snow White” Shark Body  Corvette at the Super Chevy Show in Colorado last summer and to say this car was an eye-catcher would be an understatement. Finished in glistening white paint with added personal touches, this virtually stock Corvette is well worth the mention.

Into cars from the time he was a young child, Schumacher dabbled in model cars as a teenager and then moved on to the real deal, making a career out of selling cars as an adult.

“I’ve just always liked them since I was a kid,” he told us. “You can express yourself through cars.”  In addition to his career in automotive sales, Schumacher has owned quite a few vehicles of his own, including a ‘95 Corvette and a 2004 Chevy Silverado.

One-Owner Wonder

Schumacher bought his Stingray new back in 1976 and hasn’t looked back since – it was exactly what he was looking for. Selling Fords at the time, the fact that Schumacher bought a Corvette may seem weird to some, but as a Chevy guy at heart he knew exactly what he wanted. “They’ve always had kind of a unique styling and I’ve always liked them,” Schumacher told us of his C3 Corvette. “It (1976) was the year that everyone knew what was going on, and it just happened to be the last year for the Stingray.” It’s notable to know that Schumacher has been selling Chevrolets for over 20 years now.

As a show class winner at the Colorado Super Chevy Show for seven years in a row, Schumacher’s classic American sports car possesses all the qualities of a show-stopper. First off, the Corvette’s flawless Classic White finish sprayed by Perry & Terry Auto is undeniably gorgeous.

Complimented by custom pin striping, the car has both an authentic stock and personalized appeal. “I repainted it about five years ago just to personalize it and to make it different than any other white Corvette,” Schumacher said. “When I was in a club, everyone seemed to trick out white cars. No one was really personalizing them.”

It may not be a massive big block or a built engine, but this chrome-enhanced Chevy 350 gives Schumacher’s Corvette a bit more personality.

Beauty More Than Skin Deep

Underneath that fine white exterior is everything that made the classic Stingrays worth the hype. The pin striped hood conceals a standard L48 350ci engine worth about 180 horsepower to the flywheel, which is mated to an automatic gearbox. You’ll also find the factory-allotted four-wheel disc brakes and independent rear suspension on the car. Aside from just a few small touches, Schumacher has kept this Corvette just the way the factory intended.

From the interior to custom pin striping, Schumacher's Corvette has just enough personal touches to make it unique. The Corvette even has a custom license plate referring to Schumacher's name.

Adding even more character to the Corvette are the chrome details. From the door handles and interior trim to hood hitches and valve covers, each chrome piece has a purpose – to give Schumacher’s car just a bit more personality. The whole show piece sits atop billet Foose Design wheels wrapped in BF Goodrich rubber that give the car plenty of road-gripping power and an undeniable Stingray stance.

So why keep the car nearly stock and not do some crazy build? Well, why not?

“It’s a proven show winner how it is,” said Schumacher, referring not only to his Super Chevy Show class wins, but also awards at the Black Hill Classic in Rapid City, South Dakota. The car sees about three to four shows a year and Schumacher has every intention of keeping her how she is.

“I’ve enjoyed the car,” Schumacher told us. “That’s why I’ve kept it.” Mostly stock or not, we can’t argue with enjoying a car no matter how many modifications it has.

Reliable 87-octane big horsepower has been the Holy Grail for both enthusiasts and engine builders for some time now, with many choosing forced-induction to achieve that goal.

The finished engine boasts a colorful and well-detailed appearance as it will be showcased in a boat.

However, boost is not necessary to achieve dyno-twisting numbers. As the old saying goes, there is no replacement for displacement, and with that advice it’s a good idea to start with a base that will accomplish the goal while keeping the stress load on the parts in a manageable zone. The big-block Chevrolet is an excellent starting point, with a design proven over the the last 40 years by numerous engine builders in a variety of street cars, hot rods and racecars.

The BBC engine has undergone a number of revisions since its inception, but the Mark IV design — first introduced in the 1963 Daytona 500 stock cars — has become the staple in the industry for big performance out of a workable package. Aftermarket improvements such as cylinder heads, camshaft and valvetrain design have only added to its success. Recent developments in these areas, thanks to computerized flow modeling, have added to the mystique of the “Rat” motor.

The Chevrolet Performance Parts block has a stock 9.800-inch deck height and is the perfect base for this budget-friendly build. Petralia file-fits the piston rings using a ring-squaring tool turned out of a PVC pipe plug with the shop's lathe. Each cylinder head and gasket is checked to ensure there will be no clearance issues. (Photos courtesy of Hardcore Horsepower)

Pistons were set up .010-inch in the hole to keep the compression ratio at a pump-gas-friendly 9.0:1. Domed piston volume can only be estimated by the manufacturer, so Petralia sets the piston up in the bore to find the true dome volume to assist in calculating actual compression ratio. At .300 below deck, the dome measures 22cc's. Petralia then follows up with a computer-based formula to finish the calculation.

Hardcore Horsepower, owned by Mike Petralia, is headquartered in Franklin, Tennessee, and recently completed a pump-gas style project for a customer’s boat that had a number of specific requirements.

“This customer called me with the goal of having an engine that could achieve between 500 and 550 horsepower, but he was only looking to spend about $10,000. He was hopping up an old 1970′s ski boat with the hopes of selling it for a profit, and he wanted some bling added to his engine to catch attention at the lakes. So the final price for his marine-approved engine was closer to $12,000, but the same power could be built for a street car or truck for less than $10,000,” Petralia explains. 

A strong base

Anyone could scour a local U-Pull-It yard for a big-block Chevy crankcase, as they were delivered in millions of vehicles prior to their demise in 2007, which by then were known as the 8.1L Vortec 8100. This customer wanted peace of mind, and to that end Hardcore took a different route by selecting a new, American-made Chevrolet Performance Parts 454 cast-iron engine block. This casting incorporates all of the best innovations through the big-block’s development. Revised oiling benefits larger cam bearings and increased camshaft lift, and the block has additional clearance for roller-style timing chains. Also, there’s additional material around the lifter bores to support larger-diameter lifters.

Measuring the bore after final machining operations is critical – it allows Hardcore to place each measured piston in the best cylinder to complement those dimensions. These measurements are taken in ten-thousandths of an inch.

It arrives with a fully-finished 4.250-inch bore and can be bored out to 4.310-inch maximum dimensions. It’s also clearanced for a bigger crankshaft stroke for increased displacement. The 4-bolt main caps are constructed from nodular iron and have 1/2-inch main bolts on all five mains, to go with a 1-piece rear main seal to help prevent leaks.

Petralia attached a torque plate to the top of the block and bored each of the eight holes to a 4.28-inch final dimension. He finished the block with a 9.800-inch deck height, which, when combined with the Eagle Specialty Products 4.0-inch stroke cast crankshaft and a set of SCAT 4340 forged-steel 6.385-inch I-Beam connecting rods, brings this internally-balanced big-block in right at 460 cubic inches.

Each piston is measured to provide Hardcore with its dimensions - Petralia has a detailed spreadsheet where each critical engine dimension is recorded for a true, fully-blueprinted engine. Fel-Pro gaskets are used to seal up the block-to-cylinder-head joint. In this application, a .039-inch thick, 10.5cc gasket is used to keep the compression ratio pump-gas-friendly.

SCAT’s rods are sized, balanced and weight-matched to plus/minus 1 gram. In this application the I-beam design was deemed worthy to support the horsepower while remaining light enough to rev up quickly without hindering performance. The big ends are secured with 7/16-inch ARP capscrews, and the little ends are fully bushed to provide smooth operation. The connecting rods have a single beam that runs across the rod cap to provide added strength and bearing support, while the beams have been polished to eliminate stress risers.

Filling the holes

SRP set up an 8-pack of 4032 forged pistons that feature a 1.395-inch compression height, floating pins and a 22cc dome height. The 1/16, 1/16, 3/16th-inch ring pack features one of SRP’s Classic High Performance moly top rings to go with a cast second ring and standard oil ring set. Since the engine won’t see a power-adder, this particular ring set will provide long life and good cylinder sealing. The oil rings are designed to provide approximately 20 pounds of tension against the cylinder walls to help keep the oil under control at higher rpm.

Simplicity prevailed when selecting components for the oiling system. A Melling high-volume oil pump relies on a welded pickup to supply the oil from a Moroso street-strip wet-sump 6-quart pan. The pan features a 4.25-inch front depth and 7.75-inch rear depth to keep the oil under control on the street. An ARP oil pump stud is used to retain the pump in place, and a Melling heavy-duty pump driveshaft turns the gerotor-style pump.

In order to prevent leaks, Petralia relies on a one-piece silicone rubber pan gasket and locking fasteners – because who wants to deal with a leaky oil pan on a brand-new engine? Standard-sized King HP engine bearings keep the crankshaft’s mains fully lubricated, while their HP Series performance bearings are slid into place on all eight connecting rods.

A three-angle valve job was completed on the cylinder heads along with the port-work; for this power level, the American-made head castings don't need much work at all. Petralia is meticulous about checking for leaks - the simple test of filling each port with solvent and walking away for an hour tells him how well the valves are sealing up.

Often stressed during the discussion of this engine’s design was the importance of the cylinder head design and maintaining the required powerband. Hardcore’s own American-made castings feature 320cc intake ports to go along with the 115cc combustion chambers.

“While some port work was performed, it wasn’t much; just a port-match with a bit of bowl work and work in the chambers was necessary to meet the performance goals of the customer using these castings,” says Petralia.

Air in, air out

Intake valve size was locked down at 2.250-inch, while the exhaust is pulled out through a set of 1.88-inch valves; all valves are stainless steel and have 11/32-inch stems surrounded by Viton valve seals. The heads were torqued down with a set of ARP six-point HP series head bolts, and .039-inch Fel-Pro gaskets were used to keep the combustion pressure in and the water out of the chambers.

In keeping with the engine’s goals, Hardcore chose a hydraulic flat-tappet camshaft from Comp Cams. It features 244 degrees of duration at .050-inch lift on the intake side, while the exhaust gases are treated to 254 degrees of rotation. Lift figures are also on the mild side for a big-block at .570-inch intake and .575-inch exhaust, the camshaft is installed on a 112-degree lobe separation angle, and is spun with a double-roller timing chain for timing accuracy.

Degreeing the camshaft is an important step in the build process. It ensures that the engine will operate as intended. Each cylinder head is inspected numerous times throughout the build - they need to be put together and taken apart to check the springs, valve seal, and perform the port work and valve-seat machining operations.

This camshaft provides the engine with a broad, non-peaky idle through 6000 rpm, which is exactly where a street engine sees most of its run time. Comp’s Pro Magnum .842-inch diameter lifters actuate the valves through a set of .080-inch wall, 4340 chromoly hardened Comp Cams High Tech pushrods. The pushrods measure 3/8-inch diameter on all sixteen; while the intake pushrods are 9.600-inch long, the exhaust pushrods check in at 8.600-inch dimensions.

The bumpstick required the use of dual valve springs with dampeners installed at 1.950-inch for 120 pounds of pressure on the seat with 350 pounds of open pressure to control the valvetrain at speed. Ten-degree hardened locks and retainers keep the valves in place, and Petralia used a set of 7/16-inch screw-in rocker studs with aluminum 1.7:1 ratio roller rocker arms to actuate the valves.

In The Cell

With the long-block complete, Hardcore turned its attention to finishing off the induction system. A simple combination like this requires the use of proven parts, and that’s exactly the direction Petralia headed during the initial design phase. Edelbrock supplied an Air Gap Performer RPM dual-plane manifold, which was topped by an HVH 1-inch Super Sucker spacer and Quick Fuel marine 4150HP mechanical-secondary carburetor. In a long-life budget application, Hardcore leans toward Autolite projected-tip iridium spark plugs.

Instead of throwing the valve covers on and pouring the oil down into the valve cover fill hole, Petralia ensures that there's plenty of dino-juice for the flat-tappet camshaft upon startup by dumping it into the drainback holes and directly onto the camshaft. Dyno time proved out the performance of this beastly pump-gas engine, as it spun the needle to exceed the goal numbers set out at the beginning of the build.

Other parts used in the build to finish off the engine were a set of GM Performance Parts black “crinkle” baffled valve covers with matching Bow-Tie logo breathers, Fel-Pro CorkLam steel-core valve cover gaskets, and a sweet billet timing cover. A Powerbond harmonic damper and MSD Pro-Billet mechanical advance magnetic trigger distributor were also put into place before it was time to head off to the dyno cell for the grand finale.

The budget-minded big-block cranked out 551 horsepower on 87 octane fuel with peak torque coming in at 586 lb-ft.

Torquing the cylinder head is done in steps to ensure the fastener is stretched to provided the proper torque load on the gasket. An electronic wrench is used for accuracy.

And oh, what a finale it was! This engine, which was projected in the initial design phase to make between 500 and 550 horsepower and come in on a budget under $10 grand, achieved both goals with room to spare. Final dyno numbers came in at 551 horsepower at 5800 rpm and 586 lb-ft of torque at 3600 rpm – results that will plant you right back in the seat when the right foot comes callin’, and not suck your pocket completely dry at the pump, thanks to the measly 87 octane fuel requirement.

“We built it with the lower compression in order to tolerate the lower-octane fuel, and once we were done with the development work on the dyno, I realized just how happy the engine was,” Petralia explains. “Five hundred-fifty horsepower and 586 foot-pounds of torque, and all of it done before 6000 rpm. Not only does this work great in a boat application, as it will live a long life under those conditions, it would also work very well in a 4×4 for off-road use.”

Engine development goes hand-in-hand with hours spent testing and proving out theories, and it’s apparent that this engine lives up to its billing. Putting it all together requires proper planning and careful parts selection, and Hardcore Horsepower showed us that gobs of power are still well within the realm of possibility, at a price that won’t wreck a customer’s vacation plans.

The first drive-in at Camden, New Jersey. June 6, 1933. Photo from www.driveintheater.com

On this day in 1933, the Park-In theaters on Crescent Boulevard in Camden, New Jersey opened to motorists. According to the website, www.driveintheater.com, the movie showing that night was “Wife Beware.”

The term “drive-in” actually came later. Inventor Richard Hollingshead came up with the idea when his mother had difficulty sitting comfortably in traditional movie theater seats. Hollingshead’s idea of an open air theater where people could watch movies from their cars would be more comfortable.

Experiments using his driveway, a projection screen and some basic sound techniques resulted in Hollingshead designing the ideal spacing arrangement for a number of cars to have a full view of the screen.

The first drive-in theater. Photo from www.cinematreasures.org

Richard Hollingshead applied and received a patent for his concept in May of 1933 and immediately opened Park-In Theaters, Inc. 

Less than a month later, Hollingshead opened for the first show charging 25 cents per car and 25 cents per person, with no group paying more than one dollar.

The idea caught on, and after Hollingshead’s patent was overturned in 1949, drive-in theaters began popping up all over the country. One of the largest was the All-Weather Drive-In of Copiague, New York, which featured parking space for 2,500 cars, a kid’s playground and a full service restaurant, all on a 28-acre lot.

Throughout the years drive-ins became known for showing primarily B-movies. Some theaters showed the same movies that played in regular theaters, but in large part, Hollywood’s best movies were saved for the indoors.

The popularity of the drive-in movies reached its pinnacle in the 1950s to the mid 1960s with over 5,000 theaters across the country. Real estate prices and the growing number of walk-in movie theaters have caused a massive decline in the drive-in industry. There are less than 500 drive-in theaters that still survive in the entire country.

Although the winter season means no racing and rarely driving your performance car here in Colorado, Dragon Pro Street Engineering, a performance shop located on the western outskirts of Denver in the town of Golden, is changing the idea of a miserable winter into an exciting time to modify cars for the good weather to come. But this isn’t just your ordinary performance shop. Owned by Peter “Dragon” Cochetas, the shop takes performance modifying to a whole new level – one that creates record setting performance vehicles. Recently, we were lucky enough to get a tour of the amazing facility.

This Legendary Edition Corvette greets visitors to Dragon Pro Street Engineering. With over 1,100 horsepower, it is one bad ride.

The Dragon logo spans the wall behind the front desk, letting customers know their prized vehicles are in good hands.

In the Beginning…

The appeal of performance cars for Cochetas came early in his life. “When there are barely used Playboys over here, and overly used parts catalogs over there, that’s when you know you’re a car guy,” Cochetas told us, motioning from side to side. “I used to love flipping through those catalogs and just dreaming up builds.”

Starting out as a Volkswagen fan and then a Porsche guy, Cochetas remembers going to test drive a Corvette just for fun years ago. After realizing that Corvettes were faster than Porsches, Cochetas was hooked, even using some of his college student loan money to buy his first Vette. The rest is history, as they say. After Cochetas went to school for Mechanical Engineering with the goal to start his own performance shop, he opened Dragon Pro Street Engineering in 2001 in a 2,800 square-foot facility. “I hated engineering school as it was,” said Cochetas, pointing to boredom in college as his inspiration to open the shop.

Since 2001, Dragon has moved to a state-of-the-art facility, spanning over 10,000 square-feet and including a professional paint booth, Mustang Dynamometer, and eight lifts.

Cochetas may have started out with German cars, but he’s working with full-on American muscle now.

LS and Beyond

As possibly the largest performance facility in Colorado and surrounding states, Dragon is the one-stop-shop for modifying LS-based vehicles. With Dragon’s stellar reputation in the community, customers bring Cochetas and his crew all kinds of toys to improve and modify, and ultimately make faster. Although Dragon specializes in Corvettes, specifically modifying drivelines, they have the expertise to work on and modify all makes and models. It’s not uncommon to find F-bodies, Corvettes, Cadillacs, Mustangs and even a Mopar or two in the shop at the same time.

Cochetas’ personal Corvette is as custom as it gets.

When we arrived to Dragon, we were greeted by a 2003 434 cubic inch twin-turbocharged Legendary Edition Corvette in the front lobby. The Legendary Edition is a conversion package for Corvettes created by Cochetas which includes either a supercharged or turbocharged engine, suspension and brake upgrades, special wheels and tires, and custom interior and exterior design cues. All Legendary Edition Corvettes make over 900 horsepower. The one that sits in the lobby is especially unique. It is the first Legendary Edition created, laid down 1,121 horsepower on the dyno at 15 PSI, and has only 985 miles on it. Talk about one impressive piece of machinery…

Back in the shop, we found even more incredible machines being created. In the first bay, Cochetas’ personal ’06 Corvette sat torn apart in preparation for its future engine build – an LSX 427 cubic inch twin-turbocharged powerhouse with a goal of pushing 1,500 rear wheel horsepower. The Corvette, which has had just about every modification done to it in its life, sports an airbrushed paint job that took over 260 hours of work to create. According to Cochetas, the Corvette should be an 8-second car by the time he’s done with it, and let me remind you, the local drag strip here is at 5,880 feet above sea level.

Next to Cochetas’ Corvette sat a ‘62 Corvette, complete with an LS7 conversion, Tremec T-56 transmission and a C4 Corvette suspension specially fabricated to fit under the C1. Down a couple bays sat yet another Corvette – the silver C5 up on a lift turned out to be a Z06 modified by Dragon with a larger camshaft, supercharger, custom intercooler, clutch, coilovers, and new wheels and rubber.

This C1 is set to be an amazing pro-touring Corvette.

Corvettes and Sleepers

Hidden among all the Y-bodies was a ‘96 Impala that sat in the last shop bay. It wasn’t on our radar until we took a look under the hood, and boy were we surprised. The car was equipped with a supercharged 434 LS conversion that sported the biggest pulley Dragon could fit on the engine. After blowing up the stock transmission with the new engine after only 30 miles, the Impala was back in the shop for a built 4L80E transmission swap.

Also in the shop were a couple fourth-generation F-bodies, including an ‘02 Collectors Edition Trans Am convertible and a C2 Corvette shell currently undergoing bodywork before it gets painted.

A major part of Dragon’s success is their immense presence in the automotive community. “We support a lot of local shows,” Cochetas said. “We also send money and advertising to a lot of national shows.” Obviously their presence is working, because Dragon remains busy with modifications constantly. “I know when we go to car shows, we stand out,” Cochetas told us. “It’s all about promoting.”

Promoting isn’t everything, however. Maintaining a high performance shop as busy as Dragon is is also about excellent customer service. “I always ask if the customer loves their car and give them the option to walk out and not spend anymore money with me,” Cochetas explained. “If a car becomes a personal statement, it is worth spending money on, will fulfill the owner, and it’s fun to work on for us. If not, it’s sort of a waste.”

Plans for the Future

You can see why Dragon has such a great reputation. Not only does the facility offer top performance modifications, state-of-the-art equipment and the knowledge to back up every build, they also give their customers the most tailored options for their performance modifications, including the option to completely change their mind.

While Dragon resides in Colorado now, you could be seeing the Dragon name closer to home a few years down the line. “I would like to have a year-round R&D shop,” Cochetas said, hoping to turn his business into a franchise of modification shops with the headquarters some place warm like Southern California.

It was an amazing opportunity to get to check out Dragon Pro Street Engineering’s facility. Thanks goes to Cochetas and his shop crew for allowing us the ultimate access to the shop.

Enter J.C. “Jack” Anderson. As a rancher in Alberta, he certainly has a great deal of appreciation for what Olds College stands for; so great, in fact, that he plans to auction off his private collection of over 100 cars. American, German, Japanese and British makes comprise the lot, and span from a 1918 Maxwell Two Door Touring to a 2002 Ford Thunderbird. Chevy, Ford, DeSoto, Mercury, Packard and more; they’re all in the mix.

As a gesture of grace and genuine generosity, Anderson has instructed that the cars be auctioned without reserve. Granted, some of them will need work to get moving again, but in their good to near-perfect condition, it’s fair to assume that none will be left behind.

Of greatest interest to RodAuthority.com fans are most likely examples from the collection such as the 1940 Ford, 1947 Chevy Fleetline and 1947 Mercury 8; although Jaguars are a favorite of Anderson’s, a prime example of which is the 1956 XK-140 coupe, kept in outstanding condition with only 2,467 miles.

Some other notable examples are his Studebakers. There are some real classics, like the 1951 Champion, complete with the signature bullet nose that made the brand stand out from its competitors. He also managed to find a 1941 grain truck version, painted in a wonderful red color. A 1960 Lark, 1960 Hawk and 1962 Gran Turismo help to round out the sub-collection. If only he had an Avanti, eh?

Some cars, such as a 1973 Jaguar E-type, are in trouble for not being able to start; thus, they are stuck with SRS tags (Start, Run, Stop) to mark them for repair. Canadian law requires that every car be able to drive once it’s purchased, so many volunteers have been brought on to get the cars back into running condition. It hasn’t been an easy task. Preparation for the auction has taken nearly a year to complete, but it has been worthwhile, to say the least.

This collection is vast, eclectic, interesting, and, most of all, going to be sold for a good cause. Click here to check out the full list of cars up for auction, and here to read more about the auction.

What started out as a way to generate funds to help a local schools has turned into something more than even Christi Edelbrock, the founder of the Rev’ved Up for Kids charity event, could begin to imagine. From meager beginnings to a show that draws cars from practically every state in the Southwest, Rev’ved Up for Kids has turned into a charity event that supports the recently formed Edelbrock Family Foundation.