Subaru-Powered Porsche Speedster

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JUNE 2017 $3.90 US Sinful Super Seven’s Turbo Miata Chevy V8 Swaps for Porsches

ENGINES OF DESIRE! Subaru-Powered Porsche Speedster

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The CSXiest design we’ve ever offered. When this tee is worn people tend to mistake you for Bob Bondurant. Just like it did to Ferraris on the track in 1964, this little Daytona destroys all the competition in your tee shirt drawer.

This limited edition tee shirt is only available until June 25, 2017. When it’s gone, it’s gone.

Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Tee Style: � Men � Women Tee Size: � Small � Medium � Large � X-Large � XX-Large COLE Publishing PO Box 220 � � Tee Sleeves: Short Long Quantity: ______Three Lakes, WI 54562 Notes: ______Sorry, no foreign orders, shipping to United States only. Fax to: 715-546-3786 Name: ______Please make checks payable to: Address: ______COLE Publishing City: ______State: ______Zip: ______Phone: ______Order online: Credit Card #: ______CC Exp: ______V-Code: ______NOTE: Orders ship 2-3 weeks after June 25th closing date. No foreign orders, shipping to United States only. RCNMag.com/tees Contents THROTTLE STEERING 6 Power Perspectives By Steve Temple, Editor Advertiser Index RCN ONLINE @RCNmag.com CONTINUATION, REPLICA AND LOW VOLUME AUTOMOBILES 8 A preview of current online exclusive content. FYI SPOTLIGHT 502 Motorworks ...... 39 Published monthly by: 9 Wiring Made Easier Deciphering the BlackBox relay system. By Steve Temple B Rod or Custom, Inc...... 39 TECH 1720 Maple Lake Dam Rd., PO Box 220 10 Bowtie Brigade BAT Inc. / Mocal USA...... 70 Three Lakes, WI 54562 A powerful eet of Chevy LS-powered conversions. By Scott Mann www.rcnmag.com

READERS’ RIDES Craft Performance Engines ...... 72 © Copyright 2017, COLE Publishing Inc. 14 History Revisited No part may be reproduced without permission of publisher. Building a big-block version of the Grand Sport Corvette. In U.S. or Canada call toll free: 866-933-2653 By Henry Nimitz Younger CRS, Inc...... 49 Elsewhere call: 715-546-3346 COVER STORY Email: [email protected] / Fax: 715-546-3786 20 Fine Fusion Cuisine CTECH Manufacturing...... 49 Ofﬁ ce hours Mon.-Fri., 7:30 a.m.-5 p.m. CST A Speedster with a tasty combination of German and Japanese avors. 20 By Steve Temple Desert Classic Mustangs ...... 70 TECH Blower Basics SUBSCRIPTIONS: A one year (12 issue) subscription to On the Cover 26 Supercharger choices and tech tips. Factory Five Racing ...... 2 ReinCarNation™ in the United States or Canada is free. Visit An eye-pleasing Porsche 356, built by Beverly Hills Motor Cars By Steve Temple www.rcnmag.com or call 800-257-7222. with a modern Subaru that has more than triple the power of the FEATURE CAR original. Photo by Steve Temple Grandiose Power Fatboy Outdoors ...... 57 Our subscriber list is occasionally made available to 30 carefully selected companies whose products or services How the G-Code Camaro nails the 1,000 hp mark. By Steve Temple may be of interest to you. Your privacy is important to us. Forte’s Parts Connection ...... 70 DIY If you prefer not to be a part of these lists, please contact 50 62 Getting Wired Nicole at [email protected]. 36 Tips on sizing your electrical system. Hurst Driveline Conversions ...... 6 By Dave Martin DISPLAY ADVERTISING: Contact Brad Bisnette or John READERS’ RIDES Kendall at 866-933-2653 or The Aviatrix Kenne Bell, Inc...... 70 40 [email protected]. Publisher Some women dream the future—she built it. reserves the right to reject any By Amy Himic advertising which in its opinion Koolmat ...... 70 Brad Bisnette John Kendall TECH is misleading, unfair or incom- 46 Muscle Mashup patible with the character of A Ford V8 with hemispherical heads. Levy Racing, Inc...... 49 the publication. By Sam Logan 40 30 FEATURE CAR EDITORIAL CORRESPONDENCE: Please send to Editor, 50 Sinful Seven MMG Motorsports...... 39 ReinCarNation Magazine, P.O. Box 220, Three Lakes, WI A menacing turbo Miata-powered Caterham. 54562 or email [email protected]. By Jim Youngs TECH Scarab Motorsports LLC...... 7 CIRCULATION: Average circulation is 15,000+ copies per Fire in the Hole month (U.S. and Canadian distribution). 58 Plug wires and why you should care. Shell Valley Classic Wheels, Inc...... 39, 57 By Dean Larson READERS’ RIDES Direct Descendant Sterling Sports Cars, LLC ...... 71 62 A Cobra replica splashed from an original Daytona. COMING NEXT MONTH By Dave Martin Facebook.com/ReinCarNationMag Vintage Wheels...... 9 14 Postwar to ’50s-Era Racers, FYI Replicas & Restomods 68 New Cars and Products Texas Cobra Meet By Dean Larson ZGT Cars/Reaction Research, Inc...... 70 Instagram.com/rcnmag Scarab Meister Brauser RCN Tech Tips on Tires, Wheels, and Brakes 70 Marketplace

4 Contents THROTTLE STEERING 6 Power Perspectives By Steve Temple, Editor Advertiser Index RCN ONLINE @RCNmag.com CONTINUATION, REPLICA AND LOW VOLUME AUTOMOBILES 8 A preview of current online exclusive content. FYI SPOTLIGHT 502 Motorworks ...... 39 Published monthly by: 9 Wiring Made Easier Deciphering the BlackBox relay system. By Steve Temple B Rod or Custom, Inc...... 39 TECH 1720 Maple Lake Dam Rd., PO Box 220 10 Bowtie Brigade BAT Inc. / Mocal USA...... 70 Three Lakes, WI 54562 A powerful eet of Chevy LS-powered conversions. By Scott Mann www.rcnmag.com

RCNmag.com | June 2017 5 DO IT YOURSELF

do it yourself

PRODUCTS

THROTTLE

STEERING On the other hand, carving quickly through rate while blipping the throttle rapid-fire. isn’t everything. What’s needed is the right amount the twisties of a track can be done more effectively Of course, big power does make sense in a of power for the application. by reducing a car’s overall weight, as Colin Chap- heavier car, such as the Ringbrothers’ Whipple What’s my favorite forced-induction engine REINCARNATION man is quoted in our coverage of a Caterham in supercharged 1,000 hp Camaro in this issue. I recall for daily driving? A turbo diesel. I own a couple of this issue. In line with that, famed Cobra racer Bob driving a Challenger with a blown Hemi boasting oil burners fitted with pinwheels and many other Power Perspectives Bondurant preferred the lighter heft of a 351 over about the same amount of power, courtesy of Kenne mods, and while they’re not the fastest rides on the a 427 Ford when hustling around a road course. Bell (see our tech article on superchargers), and road, they have an abundance of torque on tap and Or if you’re more inclined to carefree cruising, the car virtually leaped off the line, frying the hides do so many things well — and are surprisingly oo much power is just about right” So I’m a willing participant in extreme power, a lightweight Speedster is a pleasant choice, but all the way up a long freeway on-ramp. economical to boot. As the old saying goes, is the hot rodder’s driving force — but as I’ve grown older and hopefully a bit wiser, my you don’t have to run an air-cooled VW Type 1. I recently drove a Callaway SC757 Corvette, horsepower is what sells cars, but torque is what “T literally. I’ve manned the wheel of all perspectives have changed. I still dig stomping the A water-cooled Subaru fits nicely under the rear fitted with an innovative supercharger design that moves them. sorts of cars, trucks and offshore performance boats throttle as much as anybody, but I also know that hatch and provides about three times or more than delivers the 757 ferocious horses touted in its model Bottom line, you don’t have to spend a bundle over the years that subscribed to that philosophy, and performance means way more than just straight- the original Speedsters had, as noted in our cover name. I could barely pry my hands off the wheel I to have a bundle of fun in a performance car. So relished both thrills and near-spills. I recall a Cobra line power. It’s all a matter of perspective and feature. While the car is far more frisky with a Sub- was having so much fun. enjoy perusing the range of power plants high- replica built by Unique Motorcars with an Ernie application. bie, it’s still predictable and forgiving. Speaking of Corvettes, Danny Popp, three-time lighted in this issue, and once you pick out your Elliott NASCAR small block that proved to be an For instance, I once noticed horsepower honcho As much as I enjoy the throaty rumble of a V8 winner of the Optima Challenge, drives a modi- fav, keep the right side up. Steve Temple astonishing experience. On the other hand, I remem- Carroll Shelby checking out a triple-engine dragster (especially Renegade Hybrids’ LS-powered Porsches fied C5 with a Lingenfelter engine. Not only is that Editor ber unwisely speed-shifting a 600 hp Ultima on the on display at the Petersen Automotive Museum. featured in this issue), I’ve also driven ultralight model lighter than the C6 or C7 (in line with Chap- Pomona drag strip and having to reel in a wild fish- Typical for Carroll, he quipped to the car’s owner, cars powered by a rev-happy superbike engine, man’s power/weight approach mentioned above), Steve Temple tail at triple digits. “Kinda down on power, don’tcha think?” such as a Hayabusa. Tapping a motorcycle-style but the engine is actually destroked and detuned [email protected] shifter is a delight, letting you upshift at a crazy for better autocross handling. Peak horsepower

6 DO IT YOURSELF do it yourself

PRODUCTS

THROTTLE

Includes cross drive for distributor or magneto, fuel pump drive and water pump with covers.

• Front drive unit as used in Sprint cars, Indy cars and sports cars like the Scarab, Listers and • Limited Series of 20 Chapparells. • Built to Original • Castings from original Team Specs Lehman molds and new patterns for Chevy LS engines. • FIA Approval Pending Available for Chevy SB, BB and LS engines, Ford 289 and 351Cleveland engines Scarab Motorsports LLC • (913) 972-2189 WWW.SCARAB-MOTORSPORTS.COM 3509 W 71st Street • Prairie Village, KS 66208 • Not associated with Genmar or Wellcraft Marine, manufacturers of SCARAB performance boats

RCNmag.com | June 2017 7 NEWS & ALERTS Visit RCNmag.com and sign up for our newsletter. RCNmag.com Get exclusive content delivered @ right to your inbox. Visit the site daily for new, exclusive content. Read our daily content and get the most out of ReinCarNation Magazine.

That’s a Whole Lotta Manx is early Meyers recently sold at Amelia Island for a staggering $68,750. Time to invest in your old Manx? Possibly. www.RCNmag.com/blog/thats-a-whole-lotta-manx

Wiring Made Easier Deciphering the BlackBox relay system Mistral-bodied 356 is unique Speedster was tted with an early Microplas Mistral body By Steve Temple and taken racing in the late ’50s and early ’60s. www.RCNmag.com/fresh-finds/mistral-bodied-356 hile a black box is usually thought of as a mysterious device With 20 amps to spare per stackable circuit, the BlackBox can handle that records data, there’s no mystery to the new BlackBox its fair share of demands across multiple electronic systems in your ride. In W relay system from Ron Francis Wiring. Winner of the New addition to allowing you to decide how power is distributed in your vehicle, Street Rod Product of the Year award at the SEMA Show, this it’s capable of positive or ground triggering, and reverse polarity. e Black- 2017 RUF CTR unit works equally well on all sorts of project cars. Used for Box is even capable of stacking the relays to handle large loads, such as for e 2017 CTR is an all-original, carbon- ber-bodied controlling power windows, door locks, fuel and water pumps, and fans, large cooling fans. All from a simple, intuitive button-selection interface. In Porsche 911 that celebrates the 30th anniversary this fully programmable apparatus controls 10 individual relayed circuits addition, a Bluetooth module to allow remote control and programming is of the original ’87 Yellow Bird. and costs $299.95. available for both iPhone and Android applications. www.RCNmag.com/news/2017-ruf-ctr Four quick electrical tips from Ron Francis Wiring VENDORS Ron Francis Wiring 800/292-1940 Storage Unit Kellison www.RonFrancis.com The X-300 GT was a 2+2 1. Mini-fuses are better than ATO-ATC blade fuses because 3. Always use a crash relay. version of the J-4 with they have silver contacts that prevent them from adhering It will immobilize the elec- more interior space. This to the similar metal used in the fuse box. Introduced in 1992, tric fuel pump in a collision. example is fresh from stor- they are widely available, including at your local grocery Fuel injection systems, carburetors and broken fuel lines can age and is o ered for sale store. discharge volatile gasoline in seconds, either onto the ground on Craigslist. or in the car. 2. Do not solder unless you are experienced. If the solder www.RCNmag.com/ wicks up the wire strands further than the connector itself, 4. Remember, the nomenclature for wire gauges runs in fresh-finds/storage-unit- the strand wire becomes solid and can break under vibra- reverse to common logic: the bigger the number, the smaller kellison Join the Discussion tion. is is why solid-core wire is not used on cars. the wire; the smaller the number, the bigger the wire. FB.com/ReinCarNationMag

8 NEWS & ALERTS Visit RCNmag.com and sign up for our newsletter. RCNmag.com Get exclusive content delivered @ right to your inbox. Visit the site daily for new, exclusive content. Read our daily content and get the most out of ReinCarNation Magazine.

That’s a Whole Lotta Manx is early Meyers recently sold at Amelia Island for a staggering $68,750. Time to invest in your old Manx? Possibly. www.RCNmag.com/blog/thats-a-whole-lotta-manx

Plus Quality Parts For Your Build Wiring Made Easier Deciphering the BlackBox relay system Mistral-bodied 356 is unique Speedster was tted with an early Microplas Mistral body By Steve Temple and taken racing in the late ’50s and early ’60s. www.RCNmag.com/fresh-finds/mistral-bodied-356 hile a black box is usually thought of as a mysterious device With 20 amps to spare per stackable circuit, the BlackBox can handle that records data, there’s no mystery to the new BlackBox its fair share of demands across multiple electronic systems in your ride. In W relay system from Ron Francis Wiring. Winner of the New addition to allowing you to decide how power is distributed in your vehicle, Street Rod Product of the Year award at the SEMA Show, this it’s capable of positive or ground triggering, and reverse polarity. e Black- 2017 RUF CTR unit works equally well on all sorts of project cars. Used for Box is even capable of stacking the relays to handle large loads, such as for e 2017 CTR is an all-original, carbon- ber-bodied controlling power windows, door locks, fuel and water pumps, and fans, large cooling fans. All from a simple, intuitive button-selection interface. In Porsche 911 that celebrates the 30th anniversary this fully programmable apparatus controls 10 individual relayed circuits addition, a Bluetooth module to allow remote control and programming is of the original ’87 Yellow Bird. and costs $299.95. available for both iPhone and Android applications. www.RCNmag.com/news/2017-ruf-ctr Four quick electrical tips from Ron Francis Wiring VENDORS Ron Francis Wiring 800/292-1940 Storage Unit Kellison www.RonFrancis.com The X-300 GT was a 2+2 1. Mini-fuses are better than ATO-ATC blade fuses because 3. Always use a crash relay. version of the J-4 with they have silver contacts that prevent them from adhering It will immobilize the elec- more interior space. This to the similar metal used in the fuse box. Introduced in 1992, tric fuel pump in a collision. example is fresh from stor- they are widely available, including at your local grocery Fuel injection systems, carburetors and broken fuel lines can age and is o ered for sale store. discharge volatile gasoline in seconds, either onto the ground on Craigslist. or in the car. 2. Do not solder unless you are experienced. If the solder www.RCNmag.com/ wicks up the wire strands further than the connector itself, 4. Remember, the nomenclature for wire gauges runs in fresh-finds/storage-unit- the strand wire becomes solid and can break under vibra- reverse to common logic: the bigger the number, the smaller kellison Join the Discussion tion. is is why solid-core wire is not used on cars. the wire; the smaller the number, the bigger the wire. FB.com/ReinCarNationMag

RCNmag.com | June 2017 9 EDITOR’S NOTE: Renegade Hybrids has been known for Mann (a pro driver and instructor as well), has plenty of his crew are dedicated engineers and technicians, to replacing Porsche power plants with Chevy V8s for other hybrid cars at his Las Vegas facility. They now include ensure all of these conversions perform seamlessly. several decades. I recall a version with a 350 Chevy in a LS V8 conversions for the Porsche 914, 911, 996, 928, The latest is the LS-powered Lotus, which he waxes 914 built by the founder with this setup, and later on a 944, Boxster, Cayman and Lotus. about below. Enjoy his colorful descriptions, but keep in 944. Both were way more fun than the stock engine, and We drove a few of them, and came away totally mind that there’s a whole lineup of other LS conversions nicely balanced to boot. impressed. The cars feel like factory offerings — only bet- available — and even more on the way. Fast-forward to today, and the current owner, Scott ter. Looking at the components, it’s clear that Mann and

A powerful fleet of Chevy LS-powered By Scott Mann BOWTIE BRIGADE conversions armed and ready for action Photos by Steve Temple

ack when tube-chassis and ber- ancient engineering and a tiny budget, Lotus Chevy V8 installs in Porsches. (You can already The mid-mounted LS7 glass were not just relegated to the managed to keep the Esprit on the market and tell where this one is going, right?) B kit industry, disco-lovin’ hipsters on the silver screen, with James Bond behind the “It was an obvious conversion,” I said to myself, engine fits neatly into the that couldn’t see out of the wheel for way over a decade. However, even with glancing at the metallic blue ’83 Esprit with Countach or a ord a Ferrari 308 the lightweight design and a stripped-down pack- satisfaction. “If Lotus did it, and we can do a Box- found lust in a Lotus Esprit. age, the four-banger turbo was no performance ster and a 914, this should be easy!” (Turns out bay of a Cayman S, as As bell-bottoms turned to parachute pants, match for the big boys. Time to add four more that was de nitely not the case.) the supercar industry was just out of puberty and squirrels and actually use the engine bay to its We are spoiled with the Germans that over- if the car had been beginning to explore its manhood. Uncomfort- full potential! Oh, and I almost forgot, double build everything. Lotus was more minimalistic able, impractical, noisy, nasty, temperamental the price. and almost dainty with all that they touched. two-seaters dominated the parking valets on Fast-forward all the way to 2017 and meet a However, this did not discourage me from doing designed for it. Rodeo Drive and south Miami Beach. Hoping to slightly eclectic car bu that lived and worked what Renegade does best. A er all, if Lotus is all catch a little of the wind from the blowhard Amer- the LA scene for 30 years. Never short of words, about saving weight, the ultralight and compact ican market, Lotus slapped the word “turbo” on opinions, stories, or out-of-the-box ideas, Scott LS-based GM V8 would be a perfect candidate, the side of a sexy door wedge and gave it a metro- Mann (that’s me) is the owner and engineer of this time wrapped with British tubing and glass. sexual name: the Esprit. a Vegas-based company, Renegade Hybrids. Before you sco at the magically appearing Even with questionable build quality, a little Yes, that’s the same company that does the “LS-everything” phrase, let’s at least crunch the

10 EDITOR’S NOTE: Renegade Hybrids has been known for Mann (a pro driver and instructor as well), has plenty of his crew are dedicated engineers and technicians, to replacing Porsche power plants with Chevy V8s for other hybrid cars at his Las Vegas facility. They now include ensure all of these conversions perform seamlessly. several decades. I recall a version with a 350 Chevy in a LS V8 conversions for the Porsche 914, 911, 996, 928, The latest is the LS-powered Lotus, which he waxes 914 built by the founder with this setup, and later on a 944, Boxster, Cayman and Lotus. about below. Enjoy his colorful descriptions, but keep in 944. Both were way more fun than the stock engine, and We drove a few of them, and came away totally mind that there’s a whole lineup of other LS conversions nicely balanced to boot. impressed. The cars feel like factory offerings — only bet- available — and even more on the way. Fast-forward to today, and the current owner, Scott ter. Looking at the components, it’s clear that Mann and

A powerful fleet of Chevy LS-powered By Scott Mann BOWTIE BRIGADE conversions armed and ready for action Photos by Steve Temple

RCNmag.com | June 2017 11 Renegade Hybrid’s pow- der-coated cradle for the LS engine bolts in. Note the adaptor plate at left, between the block and transaxle. There’s even room for a turbo.

The British are coming, the British are – hey, apparently not fast enough. To add more giddyup and go, the Lotus Esprit has plenty of room to replace its stock engine with a 430 hp Chevy LS3 E-Rod V8, and still ﬁ ts under the factory cover.

FAQ’s. Same weight? Almost. Chassis mods? Nope. Fiberglass mods? Very few. Tranny? Boxster S six-speed. Shi er? Also Boxster S. Cooling? Stock The transaxle in with upgraded fans. Gauges? Speed Hut. Brakes? Wilwood. AC? Yes. this Cayman was Conversion kit? Renegade! Most important, does it haul butt? You bet is lifted from a Boxster does! It all makes sense — especially in the eyes of a renegade like me. S for more strength Be reminded that you are driving an ’80s Euro-beast when you and better ratios, in position your feet in the tiny pedal-box, but a quick tap of the key takes order to handle the you straight to computer-aided bliss. Direct from GM Performance, the output of a nasty E-Rod LS3 V8 idles like it should be moving thread instead, and roars 600-plus hp LS7. like something out of Jurassic Park. No sweat for all 430 horses to rip the tires free in three out of six gears. But when it’s time to gobble up a desert bi-way while listening to the dulcet sax of Kenny G, you can almost hear the tape hiss! Mann has considerable seat time pressing down on the loud pedal at 50-plus racetracks abroad. Having driven a stock Esprit hoping to nd the “spirit” many years ago, he recalls only that it was “forgettable.” is car needed the power and seamless shi ing to move beyond dorky. It’s still a proper mid-engine sports car, with good balance and a stable road feel. e conversion takes nothing away from the experience. Quite the VENDORS contrary, honestly. It has been reborn as a supercar yet again! Components of Renegade’s LS conversion package include a cradle,

Any complaints? Not really. e conversion is so good, it kind of clutch and adaptor plate. When combined with the cost of an LS engine, Renegade Hybrids reminds the driver that we are truly spoiled by today’s technology. If you the total price is well below the cost of replacing a ﬂ at-6 with a failed IMS 866/498-2421 have a little “retro” in your heart, and the Lotus Esprit was on your wall bearing, and you get way more power to boot! www.renegadehybrids.com when you were a kid, this is the way you should own one.

12 Renegade Hybrid’s pow- der-coated cradle for the LS engine bolts in. Note the adaptor plate at left, between the block and transaxle. There’s even room for a turbo.

RCNmag.com | June 2017 13 Big-Block Grand Sport Reader’s Rides

bought my replica because I’ve always liked the 1963 Grand Sport (GS) race cars. I just I think they are one of the coolest cars ever built and something you don’t see very o en, since only ve originals were built. ere were a lot of issues back then, as with any new car, competing against its biggest competitor, the Shelby Cobra. e GS was an extremely fast race car when all the bugs got worked out, beating all in its class multiple times — including the Cobra. All ve of the original race cars are still in existence, either in the hands of collectors or a museum. Knowing I could never own an original, I decided that one day I’d try and build a Grand Sport replica in tribute to the original race car, but one I could also drive on the street, take to car shows, drive and enjoy. I kept looking for a good replica to build for about 10 years, when I ran across the car that I now have on eBay. It was a real ’66 coupe that had been put together in Canada and bought by an individual in the Chicago area who had owned the car about three years. e car had the Mid-America Industries ares, dash, door bezels, headlights and grille installed on it. e owner had put a 427 motor in it, and had a 36-gallon homemade gas tank enclosed in diamond plate metal. e chassis was a stock C3 chassis that had been cut EDITOR’S NOTE: As impressive as the original in the rear to allow for the body to sit correctly on it. A ’63 Grand Sport Corvette was, besting Shelby’s Cobras composite transverse mono-leaf had also been retro tted in the rear. on the track in a decisive encounter at Nassau Speed Week, I drove the car as purchased for the summer of 2006, it typically ran a small-block aluminum Chevy V8, 377 cubes boasting but wasn’t happy with it, even though it looked good and drew a lot of attention. e diamond plate on the gas tank as much as 550 horses. Privateers later ran big-block 427 engines. squeaked like crazy and I didn’t like having to ll the gas But what if it had a modern 502 big-block? That’s the scenario envisioned tank on the inside of the car. I started ripping everything out of the car in the fall of by Henry Nimitz Younger of Walden & Younger Corvette Restorations. 2006, and decided I wanted to go with a custom chassis for What follows is his account of a reproduction that revises history. a more modern ride and handling, have a big block built to spec, custom interior, ve-speed transmission, custom

Building a big-block version HISTORY of the Grand Sport Corvette As told by Henry Nimitz Younger Photos by Steve Temple

14 REVISI TED Big-Block Grand Sport Reader’s Rides

Building a big-block version HISTORY of the Grand Sport Corvette As told by Henry Nimitz Younger Photos by Steve Temple

REVISI TED RCNmag.com | June 2017 15 Big-Block Grand Sport Reader’s Rides

While the chassis was initially from a C3, a

combination of C2 and C6 components were later added, using a C6 rear end ﬁ tted with C7 half-shafts.

paint and do the bodywork to make the car like I wanted taking it up for an event there called e Gathering, fea- it and had envisioned for over 10 years. turing the C4 ZR1s and 1996 GS Corvettes. Having owned In addition to the ares being reworked, the doors at two 1996 GS Corvettes, I was nally going to see what other the top had to be to be reworked, as they had a huge gap GS friends at the Grand Sport Registry thought of the two and wouldn’t seal. I cut the whole rear oor from the rear years’ hard work we had put in on the car. of the seats and wheel wells out to allow the body to sit When we went in to register, our good friend John on a C6 transaxle framework. I used a 36-gallon tank “Hutch” Hutchinson, leader of the Grand Sport Registry, cover to reseal the rear ooring, which le no room for spotted us and wanted to know if we brought the GS. Once a fuel tank behind the seats as on the original GS, so I o the trailer, the crowds began to swarm around and Hutch had an 18-gallon stainless steel gas tank made to t in the then asked if I would put it on the museum boulevard with trunk area. the ZR-1 and other GS display cars to represent the ’63 GS e work began in late fall of 2006 and nished May race cars. 2009, with most of the work done on weekends, as we had I said OK, and I drove it around the museum to the other jobs at my shop. entry door and noticed out of the corner of my eye Mike An 18-gallon stainless steel gas tank My favorite moment in the GS was the rst time tak- Brantley, the mechanic who built my engine, walking up. was made to ﬁ t in the trunk area. ing it to the National Corvette Museum. My son and I were He’d been to Louisville, Kentucky and stopped by the

16 Big-Block Grand Sport Reader’s Rides

While the chassis was initially from a C3, a

combination of C2 and C6 components were later added, using a C6 rear end ﬁ tted with C7 half-shafts.

RCNmag.com | June 2017 17 Big-Block Grand Sport Reader’s Rides The seats are from a C5 Z06, and upholstered in black with red inserts and custom Grand Sport stitching.

had done a tremendous amount of work on the car and was as proud of it as I was. We got in the car, I hit the starter and that big block roared to life, sounding sinister as it talked through those 4-inch side pipes. Everyone watched as I pulled out on the high- way, and of course I had to get on it a little — but not enough to draw the attention of the local police. We drove for about 5 miles, and while running about 70, I nailed the throttle to the oor. e car leaped like it was shot out of a cannon, no hesitation, pushing us in the seat with the torque and VENDORS the side pipes blaring. I looked down at the speedometer and it was National Corvette Museum on 100 and climbing fast. I ran her up to 120 and 800/538-3883 backed o , looked at my son who was smiling as www.corvettemuseum.org big as I was. I knew then all the hard work had been worth it. My dream of one day owning a Walden & Younger Corvette Corvette that paid homage to the famous ’63 Cor- Restorations vette Grand Sport race car with my replica was www.waldensvettes.com now a roaring reality.

The 502 big block museum not knowing I was going to be there with my GS. a er the C6 half-sha s twisted at Beech Bend Drag Strip

was originally for a He was smiling almost as big as I was! during the Run and Fun event in 2012. Camaro drag racer, I had purchased a 502 Chevy big block that had been Anyway, getting back to my museum experience, Bob but it was modiﬁ ed for completely rebuilt to run in a Camaro drag car, with a 13.5:1 Hellmann from the NCM opened the door and I had to the street and punched compression ratio with a 3800 stall cam setup. I added back the car all the way down the hall to the boulevard, out to 509 cubes, way Brodix custom- ow aluminum heads, and had Mike rework revving the motor every so o en, the sound bouncing o bigger than the the pistons to lower the compression to 9.75:1 compression the walls and people coming out of o ces to see what was original Grand Sports for street use, and install a custom-grind Crane Cam. Before, pulling into the boulevard. Needless to say my heart was ever had. the displacement was 502, but 509 a erward. pounding and I was on cloud nine as my GS replica was a The torque is really something else. The driveshaft big hit all weekend! But my biggest surprise was yet to come. included with the TREMEC TKO 600 Conversion Kit was When I went back Sunday to pick it up, Bob ask if I for a C2 Corvette. But Corvette C7 half-sha s were installed could leave it on display there through the museum 15th anniversary event. is was mid-May, next time I saw my GSR was when my son, his girlfriend and I were coming back from the Woodward Dream Cruise in August 2009, two weeks before the 15th anniversary event. I couldn’t believe what my eyes saw next: My GS replica was sitting The car leaped like it was shot out of a on the revolving turnstile show window of the museum, In keeping with this with the lights bouncing o the custom-blue metallic paint, replica’s more modern cannon, no hesitation, pushing us in the seat making it look like sparklers. at is one moment I will engine, the cockpit has a never forget: e GS looked gorgeous and quite at home on newer type of gauge and the turnstile. thicker steering wheel. with the torque and the side pipes blaring. I picked up my GS in October to take her home and nally get to drive her on the road. at rst drive was on a sunny Saturday a ernoon. My son came with me, as he

18 Big-Block Grand Sport Reader’s Rides The seats are from a C5 Z06, and upholstered in black with red inserts and custom Grand Sport stitching.

The 502 big block museum not knowing I was going to be there with my GS. a er the C6 half-sha s twisted at Beech Bend Drag Strip was originally for a He was smiling almost as big as I was! during the Run and Fun event in 2012. Camaro drag racer, I had purchased a 502 Chevy big block that had been Anyway, getting back to my museum experience, Bob but it was modiﬁ ed for completely rebuilt to run in a Camaro drag car, with a 13.5:1 Hellmann from the NCM opened the door and I had to the street and punched compression ratio with a 3800 stall cam setup. I added back the car all the way down the hall to the boulevard, out to 509 cubes, way Brodix custom- ow aluminum heads, and had Mike rework revving the motor every so o en, the sound bouncing o bigger than the the pistons to lower the compression to 9.75:1 compression the walls and people coming out of o ces to see what was original Grand Sports for street use, and install a custom-grind Crane Cam. Before, pulling into the boulevard. Needless to say my heart was ever had. the displacement was 502, but 509 a erward. pounding and I was on cloud nine as my GS replica was a The torque is really something else. The driveshaft big hit all weekend! But my biggest surprise was yet to come. included with the TREMEC TKO 600 Conversion Kit was When I went back Sunday to pick it up, Bob ask if I for a C2 Corvette. But Corvette C7 half-sha s were installed could leave it on display there through the museum 15th anniversary event. is was mid-May, next time I saw my GSR was when my son, his girlfriend and I were coming back from the Woodward Dream Cruise in August 2009, two weeks before the 15th anniversary event. I couldn’t believe what my eyes saw next: My GS replica was sitting The car leaped like it was shot out of a on the revolving turnstile show window of the museum, In keeping with this with the lights bouncing o the custom-blue metallic paint, replica’s more modern cannon, no hesitation, pushing us in the seat making it look like sparklers. at is one moment I will engine, the cockpit has a never forget: e GS looked gorgeous and quite at home on newer type of gauge and the turnstile. thicker steering wheel. with the torque and the side pipes blaring. I picked up my GS in October to take her home and nally get to drive her on the road. at rst drive was on a sunny Saturday a ernoon. My son came with me, as he

RCNmag.com | June 2017 19 Subaru-Powered Speedster FINE FUSION CUISINE A Speedster with a tasty combination of German and Japanese flavors Story and Photos By Steve Temple

20 Subaru-Powered Speedster FINE FUSION CUISINE A Speedster with a tasty combination of German and Japanese flavors Story and Photos By Steve Temple

RCNmag.com | June 2017 21 Subaru-Powered Speedster

The AccuAir system not only

allows the car to be lowered, but also ensures sure, stable handling.

ho doesn’t appreciate a bit of variety into the U.S. during the 1980s, and utilized these conditioning. Also, most of his customers did now and then? It’s not only the spice same connections to establish a business of export- not have the time, resources or facilities to buy a of life, but also essential for cool ing 356 Porsches and VW Beetle Cabriolets to kit and put it together just as they wanted it This naturally aspirated W It scoots cars. For instance, Porsche replica Europe in the 1990s. themselves. EJ25 2.5-liter Subaru pumps owners have come to expect seeing In the early 2000s, he started Beverly Hills Responding to theses preferences, Carl now out 180 horses, about three the venerable VW Type 1 under the rear deck, Motor Cars, working primarily with classic does his best to realize his customers’ dreams by times some of the originals right out when but the trend in recent years has been to swap out originals. With the rising prices of classic Porsches, either locating the car they are looking for on the had, depending on the this air-cooled engine for a water-cooled Subaru he started developing connections in the Porsche market, or customizing and upgrading an exist- model, but right in the sweet stomping on mill. How so? replica industry and displayed various 356 and ing one he has in stock. Or, as in the case of the spot for carefree cruising. Southern California is generally regarded as a 550 Spyder replicas in venues such as The Los endearing Speedster featured here, owned by Chris the throttle, with center for fusion, taking inspiration from its mul- Angeles Auto Show and Techno Classica in Essen, Schaff ner, do a complete new build. He thus became ticultural population, so no surprise that the Sub- Germany. not just a purveyor and procurer, but also a cus- aru-powered Porsche Speedster shown here hails Drawing from his analytical training in eco- tomizer, restorer and builder of these classic a bit of wheel spin from north of San Diego, in Oceanside, Califor- nomics, Carl started breaking down the demo- reincarnations. nia, at Beverly Hills Motor Cars. graphics of his clientele in order to service them Turns out that Chris Schaff ner has owned many when pressed, Company founder Carl Wong exemplifies this better. He realized that most of the inquiries he classic cars including hot rods, and already had fusion approach in his professional life as well. received were from people who dreamed of several items in mind for his Speedster, wanting Born in Hong Kong, he came to the U.S. as a teen- owning a classic Speedster or Spyder, but could one unlike any other. His wish list included a but staying stable ager to attend the University of Southern Califor- not afford the cost of an original. So in 2013, he Subaru liquid-cooled engine, an AccuAir suspen- nia. After graduating and becoming a CPA, he decided to concentrate solely on Porsche replicas sion, and 17-inch classic Porsche wide 5 wheels and forgiving. established a successful accounting business in the and acquired the name and assets of Vintage with whitewall tires. He also asked for a tube frame early 1990s — but his passion was elsewhere. So Replicar. reinforcement for the shortened VW pan chassis, he sold the firm to get fully involved with his In addition, he realized that the car of a cus- for both a stronger frame and a 1960s title. childhood love of automobiles. tomer’s dreams had to be “just right.” It might be Chris and his wife chose the light-gray interior He had established some European automo- a special color or have a very specific set of options. color scheme, including the custom rear seating tive connections when he imported various Porsches It might need an automatic transmission or air area and white-faced, retro-look gauges. He also

22 Subaru-Powered Speedster

The AccuAir system not only

allows the car to be lowered, but also ensures sure, stable handling.

RCNmag.com | June 2017 23 Subaru-Powered Speedster

The interior is graced with a chose the toned-down outlaw-style of leather hood

classy, light-gray color scheme straps and minimal trim, which compliments the and a custom rear seating area. Porsche Silver GT Metallic perfectly. He decided not to have a soft top for the car to maintain the cleanest look possible, but opted for a canvas ton- neau cover to avoid prying eyes when the car is parked. But it’s hard to avoid the car’s eye-catching looks, as the whitewall tires, period trim and color scheme on this car are all captivating. Not only that, the car drives beautifully with the 180 hp EJ25 2.5-liter Subaru powerplant. Backed by a VW transaxle with Kennedy Stage 2 clutch, this mill has a “just right” feel for the size and weight of the car. It scoots right out when stomping on the throttle, with a bit of wheel spin when pressed, but staying stable and forgiving. You can have fun without getting in over your head (which can happen on some over-powered replicas). All told, the car’s perfor- Leather straps for the hood impart

mance lives up to its pleasing appearance: a bal- a period-correct treatment to a classic anced fusion of international fl avors. Speedster replica with a modern mill.

VENDORS AccuAir Suspension 877/247-3696 www.accuair.com Beverly Hills Motor Cars 619/232-6864 en.bhmotorcars.com Kennedy Engineered Products, Inc. 661/272-1147 www.kennedyeng.com

24 Subaru-Powered Speedster

The interior is graced with a chose the toned-down outlaw-style of leather hood classy, light-gray color scheme straps and minimal trim, which compliments the and a custom rear seating area. Porsche Silver GT Metallic perfectly. He decided not to have a soft top for the car to maintain the cleanest look possible, but opted for a canvas ton- neau cover to avoid prying eyes when the car is parked. But it’s hard to avoid the car’s eye-catching looks, as the whitewall tires, period trim and color scheme on this car are all captivating. Not only that, the car drives beautifully with the 180 hp EJ25 2.5-liter Subaru powerplant. Backed by a VW transaxle with Kennedy Stage 2 clutch, this mill has a “just right” feel for the size and weight of the car. It scoots right out when stomping on the throttle, with a bit of wheel spin when pressed, but staying stable and forgiving. You can have fun without getting in over your head (which can happen on some over-powered replicas). All told, the car’s perfor- Leather straps for the hood impart mance lives up to its pleasing appearance: a bal- a period-correct treatment to a classic anced fusion of international fl avors. Speedster replica with a modern mill.

VENDORS AccuAir Suspension 877/247-3696 www.accuair.com Beverly Hills Motor Cars 619/232-6864 en.bhmotorcars.com Kennedy Engineered Products, Inc. 661/272-1147 www.kennedyeng.com

RCNmag.com | June 2017 25 Kenne Bell’s twin-screw design compresses air between “male” the rotors, next to the blower case). e advantages and “female” rotors that counter-rotate, in order to reduce of this design, Kenne Bell notes, include less tur- turbulence, heat and friction. bulence, heat and friction, along with higher boost levels. Kenne Bell introduced the twin-screw concept to Ford Mustangs in 1990, and employs it on a number of other engines, including both the GM LS V8s and the Chrysler Hemi. As mentioned, it’s a positive displacement design that produces the same cfm output and boost at any rpm — not just peak rpm. The 10 psi kit for the 2011 to ’14 Mustang GT increases power by 225 to 250 hp (approximately 20 hp/psi boost), depending on fuel octane (91 or 93). Supercharger displacement choices are not limited to the smaller 2.3 OEM rotors. e much larger and powerful twin-screw sizes of 2.8, 3, 3.2, 3.6, 4.2 and 4.7 liters cover a power range of 725 to 1,800 hp. All superchargers utilize the same exclusive 4x6 lobe rotor concept that holds all those horsepower and track records. e twin screw’s big, fat torque curve in the low and middle range, coupled to maximum peak horsepower and rpm, are the main reasons why the twin-screw concept has become so popular with both the a ermarket and OEMs. In addition, to minimize supercharger inlet and boost restriction, Kenne Bell utilizes the industry’s largest throttle body (168 mm) and inlet system. is feature alone is worth 30 to 50 hp, the company claims. Also, the cooler air charge and patented Liquid Cooling ensure the lowest possible air charge temps for higher air density and thus The fundamental design of a Roots type of supercharger more power. Finally, the twin-screw concept uses dates back to 1860, and is still in use today. less engine power to drive it, resulting in lower par- asitic losses and more power to the rear wheels. BLOWER BASICS e third basic type of supercharger, the cen- Story and Photos by Steve Temple trifugal, is much smaller in size. It uses an impel- Supercharger choices and tech tips ler or compressor wheel spinning as fast as 50,000 rpm to draw air in and then force it out radially he development of supercharging delivery, octane and intercooling systems. four-lobe rotors, among other changes. into a circular scroll. Since this con guration is has a long history, with surprisingly e principle behind supercharging is fairly ese include twisting each rotor 60 degrees similar to a turbocharger, the centrifugal super- T diverse applications. In 1860, the simple: use a belt-driven pump to push more air to form a helix, along with improved geometry charger has been described as a belt-driven turbo- Roots brothers developed an air into the cylinders so the engine can burn more for the inlet and outlet ports, reducing pressure charger. (Turbos are driven by exhaust gasses.) pump with a pair of meshing lobes fuel and generate more power. e devil’s in the variations, resulting in a smoother discharge of One advantage of a centrifugal unit is in the for use in blast furnaces, and this type of blower details, though, since superchargers come in a air for higher e ciency over traditional Roots package size, since it can t under the hood as part found its way onto an engine designed by Got- variety of sizes and con gurations. ey also superchargers. of the accessory drive system, usually with no tlieb Daimler in 1900, making it the oldest of the o en require modi cations to the intake, fuel e twin-screw type, o ered by both Kenne changes in the bodywork, except perhaps to redi- various superchargers available. and cooling systems, along with reprogramming Bell and Whipple, might look visually similar to rect the air ow more e ciently. Another signi - Later on, veterans returning from WWII the engine computer. the Roots type (both are usually mounted on top cant di erence from positive displacement blowers were inspired by the superchargers on ghter e basic types of blowers are Roots, twin- of the intake manifold), and is also a positive dis- is that the centrifugal unit provides less boost pres- planes to hop up their hot rods. Today, this type screw and centrifugal. As noted above, the Roots placement unit (the amount of air ow pumped sure at low engine speeds. (Which can be an advan- of forced induction is now a staple of the perfor- pulls air through a pair of meshing lobes per rpm is xed), but the internals are signi - tage, since no piston modi cations are required to mance a ermarket. ere’s no quicker way to (as does the twin-screw, but in a di erent con- cantly di erent. prevent engine knock.) While companies such as Edelbrock and Callaway start with a Roots-type Eaton pull big power out of an engine than bolting on guration). While traditionally thought of as Using “male” and “female” rotors that turn On the other hand, since a centrifugal unit’s supercharger, they modify the airﬂ ow management to increase both power and efﬁ ciency. a blower. Gains of 30 to 50 percent and even the least fuel-e cient type, the Roots has been in opposite directions, the twin-screw compresses air ow is not xed and increases with the square more are not unusual, depending on the fuel re ned by Eaton Corporation by using three- or the air between the rotors (rather than around of its sha rpm, it really comes alive at higher engine

26 Kenne Bell’s twin-screw design compresses air between “male” the rotors, next to the blower case). e advantages and “female” rotors that counter-rotate, in order to reduce of this design, Kenne Bell notes, include less tur- turbulence, heat and friction. bulence, heat and friction, along with higher boost levels. Kenne Bell introduced the twin-screw concept to Ford Mustangs in 1990, and employs it on a number of other engines, including both the GM LS V8s and the Chrysler Hemi. As mentioned, it’s a positive displacement design that produces the same cfm output and boost at any rpm — not just peak rpm. The 10 psi kit for the 2011 to ’14 Mustang GT increases power by 225 to 250 hp (approximately 20 hp/psi boost), depending on fuel octane (91 or 93). Supercharger displacement choices are not limited to the smaller 2.3 OEM rotors. e much larger and powerful twin-screw sizes of 2.8, 3, 3.2, 3.6, 4.2 and 4.7 liters cover a power range of 725 to 1,800 hp. All superchargers utilize the same exclusive 4x6 lobe rotor concept that holds all those horsepower and track records. e twin screw’s big, fat torque curve in the low and middle range, coupled to maximum peak horsepower and rpm, are the main reasons why the twin-screw concept has become so popular with both the a ermarket and OEMs. In addition, to minimize supercharger inlet and boost restriction, Kenne Bell utilizes the industry’s largest throttle body (168 mm) and inlet system. is feature alone is worth 30 to 50 hp, the company claims. Also, the cooler air charge and patented Liquid Cooling ensure the lowest possible air charge temps for higher air density and thus The fundamental design of a Roots type of supercharger more power. Finally, the twin-screw concept uses dates back to 1860, and is still in use today. less engine power to drive it, resulting in lower par- asitic losses and more power to the rear wheels. BLOWER BASICS e third basic type of supercharger, the cen- Story and Photos by Steve Temple trifugal, is much smaller in size. It uses an impel- Supercharger choices and tech tips ler or compressor wheel spinning as fast as 50,000 rpm to draw air in and then force it out radially he development of supercharging delivery, octane and intercooling systems. four-lobe rotors, among other changes. into a circular scroll. Since this con guration is has a long history, with surprisingly e principle behind supercharging is fairly ese include twisting each rotor 60 degrees similar to a turbocharger, the centrifugal super- T diverse applications. In 1860, the simple: use a belt-driven pump to push more air to form a helix, along with improved geometry charger has been described as a belt-driven turbo- Roots brothers developed an air into the cylinders so the engine can burn more for the inlet and outlet ports, reducing pressure charger. (Turbos are driven by exhaust gasses.) pump with a pair of meshing lobes fuel and generate more power. e devil’s in the variations, resulting in a smoother discharge of One advantage of a centrifugal unit is in the for use in blast furnaces, and this type of blower details, though, since superchargers come in a air for higher e ciency over traditional Roots package size, since it can t under the hood as part found its way onto an engine designed by Got- variety of sizes and con gurations. ey also superchargers. of the accessory drive system, usually with no tlieb Daimler in 1900, making it the oldest of the o en require modi cations to the intake, fuel e twin-screw type, o ered by both Kenne changes in the bodywork, except perhaps to redi- various superchargers available. and cooling systems, along with reprogramming Bell and Whipple, might look visually similar to rect the air ow more e ciently. Another signi - Later on, veterans returning from WWII the engine computer. the Roots type (both are usually mounted on top cant di erence from positive displacement blowers were inspired by the superchargers on ghter e basic types of blowers are Roots, twin- of the intake manifold), and is also a positive dis- is that the centrifugal unit provides less boost pres- planes to hop up their hot rods. Today, this type screw and centrifugal. As noted above, the Roots placement unit (the amount of air ow pumped sure at low engine speeds. (Which can be an advan- of forced induction is now a staple of the perfor- pulls air through a pair of meshing lobes per rpm is xed), but the internals are signi - tage, since no piston modi cations are required to mance a ermarket. ere’s no quicker way to (as does the twin-screw, but in a di erent con- cantly di erent. prevent engine knock.) While companies such as Edelbrock and Callaway start with a Roots-type Eaton pull big power out of an engine than bolting on guration). While traditionally thought of as Using “male” and “female” rotors that turn On the other hand, since a centrifugal unit’s supercharger, they modify the airﬂ ow management to increase both power and efﬁ ciency. a blower. Gains of 30 to 50 percent and even the least fuel-e cient type, the Roots has been in opposite directions, the twin-screw compresses air ow is not xed and increases with the square more are not unusual, depending on the fuel re ned by Eaton Corporation by using three- or the air between the rotors (rather than around of its sha rpm, it really comes alive at higher engine

RCNmag.com | June 2017 27 revs. So an engine with a centrifugal blower might feel stock at rst, but gets bigger as you go faster. It sometimes seems like the speedometer rises quicker than the tach. Several popular makes of centrifugal superchargers include Paxton, Powerdyne, ProCharger, Rotrex and Vortech. Which type of supercharger is right for your engine and vehicle? at will depend on a number of variables, but generally speaking, a centrifugal supercharger is ideal for a quick- revving, lighter vehicle with a manual transmission, while the positive displacement blower excels on a larger vehicle with an automatic transmission. Both types can produce prodigious amounts of power, but at di erent areas of the power band. When looking at a supercharger, one shouldn’t be concerned only with peak horsepower numbers. Unlike race cars, performance cars aren’t driven frequently at the peak power range, so that can be a misleading gure. Whatever the type, all superchargers bene t from the use of an intercooler to reduce heat during compression. A decrease in air intake temperature (using either an air-to-air or air-to- liquid heat exchanger) provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, increasing the output of the engine. In addition, a cooler intake charge allows for higher boost levels without deto- A Mustang GT500’s 5.8-liter V8 nation for more power.

for Cobra and other replicas, and works well bigger injectors and reprogramming of the engine computer. depending on the exhaust headers used. with a Kenne Bell twin-screw supercharger. e condition and mileage on the engine should be evaluated as well, to make sure the internals can withstand higher cylinder pressures. Also, when you add boost to an engine you are essentially adding compression. Regardless of supercharger style, there is a boost limit with 92- to 93-octane pump gas before detonation occurs, resulting in engine damage. So be wary of huge horsepower claims on pump gas, since they’re simply not sustain- able within the detonation limits of most production engines.

VENDORS Eaton Corporation 800/826-4357 www.eaton.com This Vortech centrifugal super- Ad on charger is compact enough to ﬁ t Kenne Bell Inc. Pg. 70 909/941-6646 under the hood of a C7 Corvette. www.kennebell.net

28 revs. So an engine with a centrifugal blower might feel stock at rst, but gets bigger as you go faster. It sometimes seems like the speedometer rises quicker than the tach. Several popular makes of centrifugal superchargers include Paxton, Powerdyne, ProCharger, Rotrex and Vortech. Which type of supercharger is right for your engine and vehicle? at will depend on a number of variables, but generally speaking, a centrifugal supercharger is ideal for a quick- revving, lighter vehicle with a manual transmission, while the positive displacement blower excels on a larger vehicle with an automatic transmission. Both types can produce prodigious amounts of power, but at di erent areas of the power band. When looking at a supercharger, one shouldn’t be concerned only with peak horsepower numbers. Unlike race cars, performance cars aren’t driven frequently at the peak power range, so that can be a misleading gure. Whatever the type, all superchargers bene t from the use of an intercooler to reduce heat during compression. A decrease in air intake temperature (using either an air-to-air or air-to- liquid heat exchanger) provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, increasing the output of the engine. In addition, a cooler intake charge allows for higher boost levels without deto- A Mustang GT500’s 5.8-liter V8 nation for more power.

Of course, to keep up with a higher air ow, the fuel system can accommodate a Kenne Bell twin-screw blower, Ford’s Coyote is becoming a popular choice but a taller hood might be necessary in some cases, needs to be modi ed. On an EFI engine, that usually means for Cobra and other replicas, and works well bigger injectors and reprogramming of the engine computer. depending on the exhaust headers used. with a Kenne Bell twin-screw supercharger. e condition and mileage on the engine should be evaluated as well, to make sure the internals can withstand higher cylinder pressures. Also, when you add boost to an engine you are essentially adding compression. Regardless of supercharger style, there is a boost limit with 92- to 93-octane pump gas before detonation occurs, resulting in engine damage. So be wary of huge horsepower claims on pump gas, since they’re simply not sustain- able within the detonation limits of most production engines.

RCNmag.com | June 2017 29 Ringbrothers G-Code Camaro

he rst-gen Camaro had a fairly modest power output, ranging from a 140 hp straight six to T a 210 hp V8. Other V8s available to order ran all the way up to a 325 hp Turbo-Jet 396. Of course, the a ermarket took matters into its own hands, giving the car much more juice for both the street and strip. Which brings us to the G-Code Camaro from the Ring- brothers, boasting a whopping 1,000 ferocious horses. Debut- ing at the Royal Purple booth at the 2016 SEMA Show, the car not only produces some serious power, but also stands apart for its unique bodywork, handcra ed carbon ber ele- ments and an array of Ringbrothers billet products. Wisconsin native and G-Code owner Don Atkinson always had a desire to own a 1969 Camaro RS. He loved the design by GM, but he didn’t want just any 1969 Camaro — especially in the power department. He had to have a truly unique, one-of-a-kind Camaro that no one else in the world would have, so he went to Ringbrothers. e G-Code transformation began with a Chevy LS3 aluminum block heavily modi ed by Wegner Automotive. is engine builder enlarged the displacement from the stock spec of 376 to 416 cubes, initially by boring out the block and honing it with deck plates. Handling forced induction from a Whipple twin-screw supercharger, set at a meaty 14 pound of boost using a custom 3 1/4-inch pulley, required a number of upgrades. Wegner had to add ported LSA heads with Inconel valves, plus a new reciprocating mass as well. The hard parts consisted of special MAHLE pistons, dished and coated on the top ring land with an anti-galling compound. Forged Callie rods and a Magnum crank with an LS7 stroke increased the displacement as well. GRANDIOSE Even with this sort of power on tap, Atkinson insisted that his Camaro would still be a tractable cruiser, without any bucking and jerking, so Wegner installed a custom cam with less overlap for a smoother driving experience. is grandiose level of power is not all that unusual for Carl Wagner, who’s been building engines for 42 years. Refer- ring to all the 1,000 hp mills he’s delivered, “We’ve built a POWER hundred of ’em and haven’t had a problem yet,” he says. His How the G-Code Camaro nails the 1,000 hp mark By Steve Temple Photos Courtesy of Ringbrothers

30 Ringbrothers G-Code Camaro

RCNmag.com | June 2017 31 Ringbrothers G-Code Camaro

commonsense advice on upgrading the output of the LS3: “Don’t x it if ain’t broke.” All those rampaging horses run through a beefy Bowl- er-built TREMEC six-speed transmission and a Centerforce clutch. Lubricants from Royal Purple keep the driveline well oiled. Exhaust expels through a set of custom headers designed by Ringbrothers and then into the custom Flowmaster stainless steel exhaust system. But the G-Code isn’t just about straight-line speed. To make sure the car is equally as adept at cornering, Mike and Jim Ring used a Detroit Speed full-suspension setup, including a Hydroformed front clip and QuadraLink rear with AFCO shocks on all four corners. Given the car’s potential for extreme speeds, massive Baer Brakes six-pot calipers were installed at all four corners with 15-inch rotors in the front and 14-inch rotors in the rear. The Rings worked with the folks at HRE Performance Wheels in California to design a custom set of forged wheels sized at 19x10 in the front an 20x13 at the rear, inspired by the IROC-Z Camaro wheels of the ’80s. ey’re wrapped in Michelin Pilot Super Sport tires measuring 275/35/19 up front and 335/30/20 out back. The lines and look of the G-Code Camaro are both classic and contemporary. e cabin of the G-Code Camaro was carefully designed

And with 1,000 horses on tap, the suspension had to be upgraded as well, using a Detroit with Atkinson’s comfort in mind, custom cra ed by Uphol- Speed’s Hydroformed front clip and QuadraLink rear with AFCO shocks on all four corners. stery Unlimited and kept at the right temperature with a Vintage Air climate control system. Ringbrothers walked a tightrope with the body of the G-Code Camaro. Mike and Jim Ring wanted to stay within the con nes of the iconic traits of a ’69 Camaro, but also wanted to push the boundaries of style to make the car more modern. Every part of the car was customized, including the bumpers and the grille, while the hood was cra ed using hand-laid carbon ber. To highlight the body work, G-Code was coated in a custom BASF Glasurit hue named “Blue Print.” In the end, G-Code’s owner Atkinson got exactly what he wanted — a contemporary Camaro with a grandiose dose of power.

The interior is adorned with Ringbrothers The hood was modernized trim pieces and custom leather upholstery, with hand-laid carbon ﬁ ber cowl. for a much more modern treatment.

32 Ringbrothers G-Code Camaro

The interior is adorned with Ringbrothers The hood was modernized trim pieces and custom leather upholstery, with hand-laid carbon ﬁ ber cowl. for a much more modern treatment.

RCNmag.com | June 2017 33 Ringbrothers G-Code Camaro

Whipple’s twin-screw supercharger

design delivers way more power than the Roots or centrifugal types of forced induction, with a virtually ﬂ at torque curve, along with smoother drivability as well. This particular application runs 14 pounds of boost to hit 1,000 hp.

VENDORS Baer Brakes 602/233-1411 www.baer.com Flowmaster, Inc. 707/544-4761 www.flowmastermufflers.com HRE Performance Wheels 760/598-1960 www.hrewheels.com Ringbrothers LLC 608/588-7399 www.ringbrothers.com Royal Purple LLC 888/382-6300 www.royalpurpleconsumer.com Vintage Air, Inc. 800/862-6658 www.vintageair.com Wegner Automotive 920/394-3557 www.wegnerautomotive.com

Virtually every component of the G-Code Whipple Superchargers Camaro was customized, including the bumpers 559/442-1261 and the grille, paired with a carbon ﬁ ber spoiler. whipplesuperchargers.com

34 Ringbrothers G-Code Camaro

Whipple’s twin-screw supercharger

Virtually every component of the G-Code Whipple Superchargers Camaro was customized, including the bumpers 559/442-1261 and the grille, paired with a carbon ﬁ ber spoiler. whipplesuperchargers.com

RCNmag.com | June 2017 35 Ohm,s Law P= Power I= Current

V x I V 2 V R P R V

P 2 Watts Amps I x R P I R

2 VR V I x R Volts Ohms P V PxR I P P I I 2 V= Voltage R= Resistance

To do your own wiring calculations, this wheel will help you with Lots of fuses, but are they the right size for your electrical

derivatives of the two basic formulas highlighted in the main text, loads? Typically a pre-wired panel is correctly sized, but a depending on what you know about the circuit. custom application might require some testing.

Typically, this is as much as most people know and recognize, but it’s miss- ing one important element: resistance. Resistance is made up of many things in the path of the system. At a base level the device under power is the resistance, or load. For measuring current,

So let’s start with current. System designers are able to make calcula- the Fuse Buddy Tester is tions on how much current needs to ow for each circuit in the system, a neat little tool that and therefore select the right wire size and fuse value using two basic for- plugs into the fuse mulas. ese are built into the pre-wired fuse panels you can buy today, socket of the panel. and for the most part they will work ne. But sometimes what you connect to a circuit is not what the fuse panel-maker calculated for and intended. In that case, you need to under- stand what you need and make adjustments, or deal with the occasional blown fuse or intermittent operation. To do your own calculation, start with two basic formulas as shown below: Ohm’s Law: Voltage = Current x Resistance or V=IR GETTING WIRED Power Formula: Power = Voltage x Current or P=VI By Dave Martin For example, if you are calculating the current needed to handle two Tips on sizing your electrical system driving lamps rated at 55 watts each, then you could use a derivative of the power formula, since you know the power (watts) and you know the ost of us build our rides using pre-wired fuse panels that voltage. Power/voltage = current or P/V = I, so for two 55-watt driving System designers are able to make calculations on how much came with our replica car, or purchased from an a ermar- lamps, here’s the calculation: 55 watts x 2/12 volts = 9.16 amps.

M ket supplier. e advantage of using these pre-wired units You might think that a 10-amp fuse is the right one to plug in but current needs to ﬂ ow for each circuit in the system and therefore is they already take into account the circuits in the car and you’d be a little light. For fuse sizing you would select a fuse that is at least select the right wire size and fuse value. how many; what the typical current draw is for, say the head- 35 to 40 percent higher than required so 9.16A x 1.35 = 12.3 to 13.3 amps. light circuit; and have sized the wire and fuse accordingly. Even so, proj- So a 12A fuse should work, but they don’t make them, so a 15A it is. ect cars tend to su er from poor electrical systems for a number of reasons, Another way is to measure the actual current in the circuit under use. so let’s spend a little page space on electrical basics. is is the way I sized my system as I was building a full custom fuse panel Most modern cars today are based on a 12-volt DC (direct current) mounted in the rear of my Daytona Coupe replica (featured elsewhere in system where you have a battery and alternator that supply 12 volts to the this issue), which required doing some long wire runs, which adds car’s systems. Voltage is de ned as a di erence in potential between two resistance, and draws more current. points. If one point is the car’s chassis ground, typically at 0 volts, and the So how do you measure current in a circuit safely? A while back I other is a 12-volt battery, you have a 12-volt system. bought a BES 306B Fuse Buddy Tester. is is a neat little tool that plugs Placing a load, something that consumes power such as light or radio, into the fuse socket of the panel, and reads the current directly and safely Here’s how the Fuse Buddy Tester should be hooked up to your wiring across this 12-volt system causes current to ow through the device. is with a clear display. You can nd them on eBay for about $20, and they

system to safely read your current draw. is what powers the device. Current is measured in amperes — or amps. are worth it.

36 Ohm,s Law P= Power I= Current

V x I V 2 V R P R V

P 2 Watts Amps I x R P I R

2 VR V I x R Volts Ohms P V PxR I P P I I 2 V= Voltage R= Resistance

To do your own wiring calculations, this wheel will help you with Lots of fuses, but are they the right size for your electrical

RCNmag.com | June 2017 37 Depending on which fuse type you are using, you might need to fabricate an adapter or two on your own with parts If you have an

from your local parts store. When I set up the Coupe, I excess of wire, it might mounted a bank of three relays at the front of the car to be simpler to leave the deal with the high-current applications like my fans. connectors alone as e fuse holder has three relays tied to a single fuse, so they come from the I had to select a fuse that could handle all three circuits at factory, and just coil the same time. By hooking up Fuse Buddy as shown in up the excess wire and place of the fuse, I could switch on the di erent circuits secure with zip ties. and read the actual current usage. e three circuits in this relay box are: No. 1, main 16-inch cooling fan; No. 2, two 8-inch auxiliary cooling fans; and No. 3, my dual Hella horns. With the auxiliary fans on it gave me 5.1 amps, adding the cooling fan I was reading 20.6 amps, or an additional 15.4 amps for the cooling fan. e twin horn kicks in another 12 amps for a total of about 32.6 amps. With a 35 percent margin, that gives me a calculated fuse value of 44 amps, so I can probably get by with a 40-amp. Fans tend to have a surge when rst turned on, so VENDORS I’d normally go higher than 40A, but since I don’t use the horns o en, and certainly not at the same time I turn on the fans, I’m good with a 40A. Electronic Specialties 800/227-1603 All told, it’s a pretty cool tool, especially if you’re www.esitest.com troubleshooting fuses that blow occasionally or just need to verify your fuse ratings.

Gauging matters

correct crimp tool, as panels are wired up with 14-gauge wire and a few the handy ones from 12- or 10-gauge for the inputs or big power draw your local auto parts items. Important tip: If you change a fuse to a higher shelf may or may not value than what came with the panel, you need to do the job. verify the wire installed in the circuit will handle the new current draw. Also, allow some margin by going up in wire size (down in gauge).

38 HANDMADE ALUMINUM BODIED RECREATIONS 502 Motorworks is a constructor of highly detailed, FIA homologated, street legal*, recreations of vintage race cars. These are hand built aluminum alloy recreations of the original vehicles. FIA homologation Depending on which fuse type you are using, you might allows you to vintage race them against the originals at venues like Le Mans, Mille Miglia, Laguna Seca need to fabricate an adapter or two on your own with parts If you have an and more. Taking orders now. Prices start under $100,000** from your local parts store. When I set up the Coupe, I excess of wire, it might mounted a bank of three relays at the front of the car to be simpler to leave the deal with the high-current applications like my fans. connectors alone as e fuse holder has three relays tied to a single fuse, so they come from the I had to select a fuse that could handle all three circuits at factory, and just coil the same time. By hooking up Fuse Buddy as shown in up the excess wire and place of the fuse, I could switch on the di erent circuits secure with zip ties. and read the actual current usage. e three circuits in this relay box are: No. 1, main 16-inch cooling fan; No. 2, two 8-inch auxiliary cooling fans; and No. 3, my dual Hella horns. With the auxiliary fans on it gave me 5.1 amps, adding the cooling fan I was reading 20.6 amps, or an additional 15.4 amps for the cooling fan. e twin horn kicks in MODELS OFFERED: another 12 amps for a total of about 32.6 amps. With a 35 502 SPYDER, C - TYPE 502motorworks.com percent margin, that gives me a calculated fuse value of 44 [email protected] amps, so I can probably get by with a 40-amp. & 289 SLABSIDE 502-254-3001 Fans tend to have a surge when rst turned on, so VENDORS *check local laws I’d normally go higher than 40A, but since I don’t use the **(chassis and body only) Louisville, Kentucky horns o en, and certainly not at the same time I turn on the fans, I’m good with a 40A. Electronic Specialties 800/227-1603 All told, it’s a pretty cool tool, especially if you’re www.esitest.com troubleshooting fuses that blow occasionally or just need to verify your fuse ratings.

Gauging matters

When crimping on Once you know what current you’re drawing new connectors, make in a circuit, the next thing is to verify the wire that sure the connector you is going to carry the current is sized properly. e are installing is sized larger the wire diameter (indicated by a lower for the gauge of wire gauge), the more current it can carry. it’s going on. If the wire size is too small, it starts acting like a resistor, and when you drive current through a resistive wire, heat builds up and will result in a failure. Best case is a melted wire with the worst being a short causing the fuse to blow, or even worse a re to start in your ride. A basic rule of thumb is a 16-gauge wire can carry a maximum of 15 amps, a 14-gauge can get Be sure to use the you to 25, and a 12-gauge to 40 amps. Most fuse correct crimp tool, as panels are wired up with 14-gauge wire and a few the handy ones from 12- or 10-gauge for the inputs or big power draw your local auto parts items. Important tip: If you change a fuse to a higher shelf may or may not value than what came with the panel, you need to do the job. verify the wire installed in the circuit will handle the new current draw. Also, allow some margin by going up in wire size (down in gauge).

RCNmag.com | June 2017 39 ’67 Ford Mustang Fastback Reader’s Rides

THE AVIATRIX Some women dream the future — she built it By Amy Himic Photos by John Martin

40 ’67 Ford Mustang Fastback Reader’s Rides

THE AVIATRIX Some women dream the future — she built it By Amy Himic Photos by John Martin

RCNmag.com | June 2017 41 ’67 Ford Mustang Fastback Reader’s Rides

All the Eleanor-style

body mods were custom- ver since I was a little girl, I had this infatuation with ying. fabricated by hand. I vividly remember the day Mom took me to my rst air show E when I was 7 years old. e Blue Angels dominated the sky in all their speed, power and maneuvering. I was awestruck! It was at that moment when I knew what I wanted to do with my life. Right a er high school at 17, I soloed in a Cessna 152 and within three months, I was holding a private pilot’s license in my hand. I completed ight school in record time with all required certi cates and ratings, and set my sights on the airlines, one in particular. A er ying for several small companies, from Texas to Florida, acquiring more and more ight time and experience, I was hired with FedEx in 1996. It was the company I always envisioned myself ying for — a true dream realized. Fast-forward 19-plus years, and I’m soaring the skies as a captain on the MD11, ying domestic and international routes to wherever the boxes need delivering. I feel so blessed to be doing what I truly love. But over the years, I’ve taken my passion and love for ying and channeled it into all things fast, from ying my tin horse in the sky at Mach .85, to riding my chrome pony on the ground, and my four-legged ones in the eld, and now to my 600 hp ’67 Ford Mustang Fastback, with nothing slowing me down. How did the Mustang come about? It was at a pivotal point in my life about eight years ago, I was watching the Airline pilot Amy Himic with one of her many trophies. movie Gone in 60 Seconds and saw “Eleanor.” I was drooling. I remember think- ing, “I want that car.” en while shing with my neighbor J.R., I was telling him all about this incredibly cool Mustang I have to build. He said “It’s funny, my son builds hot rods and custom-built cars. He lives a couple miles down the road. You two should meet.”

The candy-apple red gleams in

the sunlight and the matte carbon rally stripes really set a contrast from the metallic ﬂ ake paint. We need more estrogen behind the wheels! Ladies, don’t The gear shifter has a lever straight be afraid to get your out of a ﬁ ghter jet. hands dirty and run with the boys.

42 ’67 Ford Mustang Fastback Reader’s Rides

All the Eleanor-style

The candy-apple red gleams in the sunlight and the matte carbon rally stripes really set a contrast from the metallic ﬂ ake paint. We need more estrogen behind the wheels! Ladies, don’t The gear shifter has a lever straight be afraid to get your out of a ﬁ ghter jet. hands dirty and run with the boys.

RCNmag.com | June 2017 43 ’67 Ford Mustang Fastback Reader’s Rides Given the age of original Mustangs ture-welded to the platform by B Rod. from the ’60s, it’s no surprise that they’re All parts are assembled, hinged and PONY CAR REPLACEMENT getting harder to nd and restore. To latched, and the body is jig-welded to remedy that, B Rod or Custom has an the chassis platform for unitized all-new P7 Mustang chassis platform. construction. e CAD-engineered chassis plat- As noted in the main feature, this form features a full frame with the oor, package was developed while building rewall, inner fenders and radiator sup- the Aviatrix for Amy Himic, a female port plug all welded in. It comes stan- pilot. Her car runs a 4.6-liter Ford super- dard with tubular control arms, dropped charged with a Kenne Bell blower and spindles, rack-and-pinion steering, and backed by a TREMEC six-speed. e a triangulated four-bar rear end with aircra theme carries into the gauges a Currie housing and axles. and a shi er from an F4 Phantom Jet The body is assembled using Fighter. But a P7 Mustang can be built Dynacorn sheet metal parts and x- in any way a customer wishes.

shows and meet other ladies who are car enthu- it’s safe to say that even with the setbacks, head- siasts and owners. I look forward to meeting other aches and heartache, we kept true to our vision VENDORS women and growing this sport. We need more and in the end it was so worth the wait. Today, I estrogen behind the wheels! Ladies, don’t be afraid am a proud owner of a gorgeous, badass Mustang Ad on B Rod or Custom, Inc. to get your hands dirty and run with the boys. designed by a badass builder, Larry Burchett. Now Pg. 39 865/281-8821 Have a clear vision and make it happen, no mat- I can y low to the ground and maybe, just maybe, www.b-rodorcustom.com ter who or what the competition may be. I think someday be half as cool as my car is.

Ready for takeoff? at’s when it all began. In 2008, I met Larry Burchett, uratively. I also told Larry to marry my passion for ying

The Aviatrix runs a owner of B Rod or Custom, and told him I wanted to be with my feisty personality, and then gave him creative free- 600 hp 4.6-liter Ford driving an Eleanor someday. He was interested in the proj- dom to design what he envisioned. supercharged with a ect so the hunt began. All I can say now is “Wow!” e interior mimics that Kenne Bell blower A er some searching, Larry found a ’67 Fastback that of a cockpit. It has custom gauges that look like the instru- and backed by a was in really, really rough shape, but had decent bones at ment panel from an airplane, custom seats bolster a ve- TREMEC six-speed. a good price. Once he got started, it was anything but easy. point harness (which comes in handy when you’re trying ere were the usual setbacks (rust, repairs, replacements), to tame a 600 hp pony), and a gear shi er that is straight but a er ordering prefabricated parts that were such poor out of a ghter jet! e candy apple red sparkles in the quality and a total waste of money, Larry was adamant and sunlight, and the matte carbon rally stripes really set a refused to put his name on an Eleanor built from any kit. contrast from the metallic ake paint to make it absolutely Instead, he wanted to build Bertha: Eleanor’s redhead stunning. He certainly delivered. twisted sister! She would be entirely designed and con- Larry has done a phenomenal job. is car really re ects An aviator would structed with one-o parts. But I knew what that meant. many aspects of my personality. It’s tough, it’s fast, it’s sexy feel right at home Our initial budget was blown and I was about to become (not sure that one applies). is masterpiece B Rod or Cus- in this cockpit. car poor! I’ll be honest, it became a love-hate relationship tom created is called “Aviatrix” (a female pilot). e team for awhile. We started and stopped, I ran out of money, we nished the car in early November and since she rolled out regained momentum, lost momentum, had several come- of his garage, she’s been getting recognition everywhere, to-Jesus meetings, until nally in the last few years, the earning a slew of awards and recognitions. What an exhil- beast was unleashed. arating ride to say the least! at’s when all the magic started to happen. Larry and It really has been a whirlwind of activity since we’ve his team at B Rod or Custom handcra ed molds to cus- nished the car and entered the show circuit, but I have tom-make body panels. ey lengthened and widened the enjoyed every minute of it. I’ve met some really great peo- body, and put a “backbone” down the middle of the car. ple from all over, and have enjoyed the conversations and e Mustang rebirth project was growing literally and g- new friendships. But my favorite part is when I go to these

44 ’67 Ford Mustang Fastback Reader’s Rides Given the age of original Mustangs ture-welded to the platform by B Rod. from the ’60s, it’s no surprise that they’re All parts are assembled, hinged and PONY CAR REPLACEMENT getting harder to nd and restore. To latched, and the body is jig-welded to remedy that, B Rod or Custom has an the chassis platform for unitized all-new P7 Mustang chassis platform. construction. e CAD-engineered chassis plat- As noted in the main feature, this form features a full frame with the oor, package was developed while building rewall, inner fenders and radiator sup- the Aviatrix for Amy Himic, a female port plug all welded in. It comes stan- pilot. Her car runs a 4.6-liter Ford super- dard with tubular control arms, dropped charged with a Kenne Bell blower and spindles, rack-and-pinion steering, and backed by a TREMEC six-speed. e a triangulated four-bar rear end with aircra theme carries into the gauges a Currie housing and axles. and a shi er from an F4 Phantom Jet The body is assembled using Fighter. But a P7 Mustang can be built Dynacorn sheet metal parts and x- in any way a customer wishes.

Ready for takeoff? at’s when it all began. In 2008, I met Larry Burchett, uratively. I also told Larry to marry my passion for ying

RCNmag.com | June 2017 45 tem, and all the necessary valve and spring entailed moving the intake valve seats to slightly assemblies as well as gaskets. higher territory in the combustion chamber. These aluminum heads can be directly As a result, the original 62 cc chambers had installed on all small-block Fords: 289, 302, now gained 6 or 7 cubic centimeters of volume 351W and, with some modi cations, even 351C and valuable compression properties were engine blocks. Besides the hemi-style heads reduced to a meager 9.8:1. themselves, the bene ts of this new setup are Furthermore, an out-of-the-box Edelbrock many: For instance, a deck thickness of 0.7 inch Victor Jr. intake manifold had been employed, to encourage safe use of power-adders, and full its ports much too small when attached to the water jackets for proper cooling. Also, it has new hemispherical heads. Why? accessory bolt holes for the provision of fac- “I wanted to ascertain the power output of tory components and the use of ARP 254-4311 unported heads when combined with an head studs. Lastly, the price is comparatively untouched intake,” explains Brown. A third attractive as well: $5,995 for the complete kit. factor that in uenced the dyno sheets was the Shown here is a prototype one-piece lifter valley

When the inaugural dynamometer test of humble camsha with duration values of 242 cover, but production versions have a two-piece the new heads, which were attached to a 427 intake/248 exhaust. construction, along with a removable inspection panel. ci World Products block, took place in Janu- “Getting it to 500 hp is easy,” declares ary 2017, the results were astounding: 604 hp Brown. “But generating over 600 hp with low and 601 -lbs torque. compression, unported heads, untouched Hemi heads provide an innovative way to achieve Astounding, because the initial setup was intake and a modest camsha is a triumph — power gains from Ford’s most successful small blocks. meant to deliver 10.5:1 compression ratio. How- I’m very pleased with its maiden performance.” ever, nal valve changes were made, which So, what’s next?

emispherical-style combustion chambers have earned a formidable Silicon sealer for reputation for power generation. e original Hemi head broke fresh the lifter valley ground in several areas, including skillfully uniting superior air ow H cover is supplied with larger valves. Of course bigger lungs mean more power, but let’s with the kit. dig into the details and see the innovative way it has been executed on Because this a small-block Ford V8. hemispherical Generally, hemispherical head valves are placed across the head compared to head uses raised wedge-head valves, which are placed more longitudinally along the head. As a result, ports and thus the hemi-style air ow route is easier, it has fewer bends, and the transfer of incom- raises the standard ing and outgoing gases is more e cient. Also, a hemi con guration usually employs intake manifold, it What’s the allure of hemi-style heads? Well, they’ve enjoyed larger valves and because they are naturally inclined in their hemisphere, open employs a special Using a valve-installed height of 1.95 inches, the a winning formula for decades, but not on small-block Ford toward the center of the cylinder. eir operation, therefore, generates freer air ow cover. The 427 ci formula behind the calculation is as follows: Add the engines. These units attach directly to Ford’s 289, 302, 351W — not shrouded — resulting in easier cylinder lling. cast iron block is height of the spring when coil bound to the amount and, with some alterations, 351C engine blocks. The heads Now, a new company, Hammerhead Performance Engines, headed by Greg from World of valve lift, plus a working clearance of 0.05 to 0.08 feature raised ports for direct air ﬂ ow, and also accept traditional Brown, is producing unique hemishperical heads for the small-block Ford. With an Products. inch. In addition, the heads accept valve springs to a intake manifolds and standard intake gaskets. The exhaust emphasis on completeness, the innovative head kits include cast aluminum hemi- maximum of 1.5-inch O.D. ﬂ anges use a Yates C3 bolt pattern and Fel-Pro 1433 gaskets. spherical-style valve covers, Jesel 1.7:1 ratio rockers complete with rocker stand sys-

46 tem, and all the necessary valve and spring entailed moving the intake valve seats to slightly assemblies as well as gaskets. higher territory in the combustion chamber. These aluminum heads can be directly As a result, the original 62 cc chambers had installed on all small-block Fords: 289, 302, now gained 6 or 7 cubic centimeters of volume 351W and, with some modi cations, even 351C and valuable compression properties were engine blocks. Besides the hemi-style heads reduced to a meager 9.8:1. themselves, the bene ts of this new setup are Furthermore, an out-of-the-box Edelbrock many: For instance, a deck thickness of 0.7 inch Victor Jr. intake manifold had been employed, to encourage safe use of power-adders, and full its ports much too small when attached to the water jackets for proper cooling. Also, it has new hemispherical heads. Why? accessory bolt holes for the provision of fac- “I wanted to ascertain the power output of tory components and the use of ARP 254-4311 unported heads when combined with an head studs. Lastly, the price is comparatively untouched intake,” explains Brown. A third attractive as well: $5,995 for the complete kit. factor that in uenced the dyno sheets was the Shown here is a prototype one-piece lifter valley

Induction fl ow of almost 400 cfm is delivered via 2.2-inch stainless steel valves, while MUSCLE MASHUP exhaust ports fl ow 275 cfm through valves of 1.65-inch diameter. Combustion A Ford V8 with hemispherical heads By Sam Logan chambers of 62 cc easily facilitate pump gas compression ratios. emispherical-style combustion chambers have earned a formidable Silicon sealer for reputation for power generation. e original Hemi head broke fresh the lifter valley ground in several areas, including skillfully uniting superior air ow H cover is supplied with larger valves. Of course bigger lungs mean more power, but let’s with the kit. dig into the details and see the innovative way it has been executed on Because this a small-block Ford V8. hemispherical Generally, hemispherical head valves are placed across the head compared to head uses raised wedge-head valves, which are placed more longitudinally along the head. As a result, ports and thus the hemi-style air ow route is easier, it has fewer bends, and the transfer of incom- raises the standard ing and outgoing gases is more e cient. Also, a hemi con guration usually employs intake manifold, it What’s the allure of hemi-style heads? Well, they’ve enjoyed larger valves and because they are naturally inclined in their hemisphere, open employs a special Using a valve-installed height of 1.95 inches, the a winning formula for decades, but not on small-block Ford toward the center of the cylinder. eir operation, therefore, generates freer air ow cover. The 427 ci formula behind the calculation is as follows: Add the engines. These units attach directly to Ford’s 289, 302, 351W — not shrouded — resulting in easier cylinder lling. cast iron block is height of the spring when coil bound to the amount and, with some alterations, 351C engine blocks. The heads Now, a new company, Hammerhead Performance Engines, headed by Greg from World of valve lift, plus a working clearance of 0.05 to 0.08 feature raised ports for direct air fl ow, and also accept traditional Brown, is producing unique hemishperical heads for the small-block Ford. With an Products. inch. In addition, the heads accept valve springs to a intake manifolds and standard intake gaskets. The exhaust emphasis on completeness, the innovative head kits include cast aluminum hemi- maximum of 1.5-inch O.D. fl anges use a Yates C3 bolt pattern and Fel-Pro 1433 gaskets. spherical-style valve covers, Jesel 1.7:1 ratio rockers complete with rocker stand sys-

RCNmag.com | June 2017 47 Ford enthusiasts

will likely appreciate the Boss-style, cast aluminum valve covers, which “Currently, I’m busy ful lling cylinder head orders, which are supplied as include the supply of rockers, rocker stands, gaskets, etc., but have standard with graduated to o ering pistons, rings, distributor extension and Flatout gaskets. cylinder head stud or bolt kits,” he adds. “ e rst competition But racers, who version — which I’m working on — will feature di erent com- can opt for a pression ratio, induction system and camsha .” lightweight Importantly, for this new hemi-style concept to realize its full fabricated style potential, it’s crucial to install it in a race car as soon as possible. shown here, is will broaden its appeal and prove its merits. Racing lives on available for an the edge of the competition precipice and an impressive quar- additional $300 ter-mile time slip reveals all. And we can imagine that small-block charge. Cobra enthusiasts in particular would appreciate a new approach to adding plenty more power to their Blue Oval engines.

With common

1262R Fel-Pro gaskets in place, use any single- or dual-plane intake manifold that suits the block: a 351W intake mates with the 351W block.

Because the intake manifold is raised, a distributor

extension is required with most conventional intake manifolds.

VENDORS Hammerhead Performance Engines 678/570-0874 Hammerheadperformanceengines.com

Use a distributor extension kit

($115) to facilitate the distributor.

48 EFFICIENCY - ORGANIZATION - STYLE

Ford enthusiasts will likely appreciate the Boss-style, cast aluminum 10% Discount valve covers, which “Currently, I’m busy ful lling cylinder head orders, which - Standard Carts and Cabinets are supplied as include the supply of rockers, rocker stands, gaskets, etc., but have - Expires July 31st standard with graduated to o ering pistons, rings, distributor extension and Flatout gaskets. cylinder head stud or bolt kits,” he adds. “ e rst competition But racers, who version — which I’m working on — will feature di erent com- can opt for a pression ratio, induction system and camsha .” lightweight Importantly, for this new hemi-style concept to realize its full fabricated style potential, it’s crucial to install it in a race car as soon as possible. shown here, is will broaden its appeal and prove its merits. Racing lives on available for an the edge of the competition precipice and an impressive quar- additional $300 ter-mile time slip reveals all. And we can imagine that small-block Standard Products charge. Cobra enthusiasts in particular would appreciate a new approach to adding plenty more power to their Blue Oval engines. Ready to Order!

With common

1262R Fel-Pro Call 715-355-8796 gaskets in place, or visit our website and mention STANDARD10 use any single- or dual-plane intake ENGINEERED LIGHTWEIGHT CARTS, CABINETS & DRAWERS FOR MOBILE APPLICATIONS manifold that suits WWW.CTECHMANUFACTURING.COM the block: a 351W intake mates with the 351W block.

Because the intake manifold is raised, a distributor extension is required with most conventional intake manifolds.

VENDORS Hammerhead Performance Engines 678/570-0874 Hammerheadperformanceengines.com

Use a distributor extension kit

($115) to facilitate the distributor.

RCNmag.com | June 2017 49 Turbo Miata-Powered Caterham

SINFUL A menacing turbo Miata-powered Caterham that scalds the tarmac SEVEN Story and photos by Jim Youngs 50 Turbo Miata-Powered Caterham

SINFUL A menacing turbo Miata-powered Caterham that scalds the tarmac SEVEN Story and photos by Jim Youngs RCNmag.com | June 2017 51 Turbo Miata-Powered Caterham

The orange spare on the back

or those readers not already familiar with also serves as a rear safety beacon. the colorful history of the Super Seven and F its many reincarnations, when Colin Chap- man founded Lotus Cars back in 1952, his famous design philosophy was both simple and decisively proven on the track: “Adding power makes you faster in the straights. Subtracting weight makes you faster everywhere.” Chapman is also rumored to have said that a race car only had to stay together until it crosses the fi nish line. His Lotus 7, debuting in 1957, is generally considered the vehicle that led to his enduring fame and racing success. Th e Seven was produced from 1957 to 1972, and then Caterham bought the rights to produce the lightweight sports cars in kit and turnkey form, and still produces them today. LSIS (Lotus Seven-Inspired Sportscars, as they are referred to in Europe, presumably so they do not step on Caterham’s license arrangement) refers to the more than 100 companies that have produced, or are producing, replicas, clones or variations on the Lotus 7 design. While not seen as oft en here in the U.S., they are very popular in the U.K. and elsewhere around the globe. Given that brief history, we felt that fans of lightweight, powerful, bugs-in-the-teeth, elemental motoring should be interested in reading about the lightning-in-a-bottle blue streak shown here. It’s a novel 2004 Caterham 7 SV (SV is the wide-body version), built by Erie, Colorado, resident

While most Caterhams typical sport small 1.6-liter Sigma

or 2-liter Duratec engines, Skip bought a salvage 2000 MX-5 Miata to provide the engine and transmission for his Seven. The engine has been tested on the dyno at a surprising 301 horsepower.

The bold graphic in the grille

signals this car’s heritage.

52 Turbo Miata-Powered Caterham

The orange spare on the back or those readers not already familiar with also serves as a rear safety beacon. the colorful history of the Super Seven and F its many reincarnations, when Colin Chap- man founded Lotus Cars back in 1952, his famous design philosophy was both simple and decisively proven on the track: “Adding power makes you faster in the straights. Subtracting weight makes you faster everywhere.” Chapman is also rumored to have said that a race car only had to stay together until it crosses the fi nish line. His Lotus 7, debuting in 1957, is generally considered the vehicle that led to his enduring fame and racing success. Th e Seven was produced from 1957 to 1972, and then Caterham bought the rights to produce the lightweight sports cars in kit and turnkey form, and still produces them today. LSIS (Lotus Seven-Inspired Sportscars, as they are referred to in Europe, presumably so they do not step on Caterham’s license arrangement) refers to the more than 100 companies that have produced, or are producing, replicas, clones or variations on the Lotus 7 design. While not seen as oft en here in the U.S., they are very popular in the U.K. and elsewhere around the globe. Given that brief history, we felt that fans of lightweight, powerful, bugs-in-the-teeth, elemental motoring should be interested in reading about the lightning-in-a-bottle blue streak shown here. It’s a novel 2004 Caterham 7 SV (SV is the wide-body version), built by Erie, Colorado, resident

While most Caterhams typical sport small 1.6-liter Sigma or 2-liter Duratec engines, Skip bought a salvage 2000 MX-5 Miata to provide the engine and transmission for his Seven. The engine has been tested on the dyno at a surprising 301 horsepower.

The bold graphic in the grille

signals this car’s heritage.

RCNmag.com | June 2017 53 Turbo Miata-Powered Caterham

Skip Cannon. He’s is a lifelong car nut, having Colorado-based Flyin’ Miata (FM) an intake man- rolling chassis from an Arizona shop. Once back owned something like 358 cars and trucks, and ifold and turbocharger, and added a Hydra Nem- home, he reinforced some of the rear frame com- numerous motorcycles. In the early 1990s he got esis ECU along with an FM dual-feed fuel rail and ponents, replaced the Ford Sierra’s open gear with into Miatas in a big way and has owned 36 of them, RC injectors. Th e engine has been tested on the a limited-slip unit, and added adjustable sleeves currently owning a 2005 Mazdaspeed powered by dyno at a surprising 301 horsepower, though Skip and Bilstein shocks at all four corners for the abil- a Flyin’ Miata LS3 conversion and a spankin’ new cranks down the boost to produce somewhere in ity to change ride height and corner weighting. Th e 2016 model. While most Caterhams typically sport the 240 hp range for daily driving. He tells us that rear setup is Caterham’s de Dion rear suspension small 1.6-liter Sigma or 2-liter Duratec engines, the most diﬃ cult part of the build was having to with a Watts linkage and coilovers. Skip bought a salvage 2000 MX-5 Miata to provide machine the Miata fi ve-speed transmission case Th e chassis rolls on Minilite-style Chaparral the engine and transmission for his Seven. so that it would fi t without altering the tunnel. wheels with custom adapters to work with the Being a Colorado guy, he then sourced from Skip originally purchased his project car as a Miata bolt circles. Skip has two sets of wheels for the Caterham, all fi tted with 205/50-15 Dunlop Direzza tires. In addition to the Chaparral wheels, Due to some prior shoulder injuries, the owner installed a device that he calls the he runs a set of safety-orange Kosai K1 T-S wheels “Butt Extractor” to help with getting in and out of the Caterham’s snug cockpit. for the track, like the spare shown here that addi- tionally acts as a rear safety beacon for this low- down skate. In keeping with traditional Super Sevens, the Caterham’s cockpit is rather simple, sporting a pair of bucket seats, a flat dash fitted with Cater- ham-branded analog instruments and added boost gauge below. Adjacent to the boost gauge are control switches for the Hydramist water/methanol Simple and straightforward, all that you need and nothing that you don’t on the dash. controller. The steering wheel also has a quick-disconnect feature to facilitate ingress/egress. Skip made his own mounts for the cool Brooklands windscreens that also hold a pair of motorcycle mirrors. The steering wheel has a quick-disconnect feature to facilitate ingress/egress. Speaking of getting into and out of the little car, perhaps the most unique custom feature of Skip’s car is what he calls the “Caterham Butt Extractor.” He’s had numerous rotator cuff tears, one of which is unrepairable, and surgeries for them. Getting in and out of such a low, doorless car requires plenty of arm strength, so he rigged an ATV 12-volt winch, a series of pulleys, remote control and a canvas sling on the rollbar to assist raising him to a level where he can swing his leg over the coaming. And it works quite well. Th ere’s just no stopping some car guys! Skip’s Seven is driven regularly on the track as well as on the street. It’s a compliant cruiser on public roads and not overly stiff , but once the boost is applied it becomes one very quick monster. Just as Colin Chapman would have wanted.

VENDORS Caterham us.caterhamcars.com The Brooklands-style

Flyin’ Miata windscreens have custom 970/464-5600 mounts that also hold a www.flyinmiata.com pair of motorcycle mirrors.

54 Turbo Miata-Powered Caterham

VENDORS Caterham us.caterhamcars.com The Brooklands-style

Flyin’ Miata windscreens have custom 970/464-5600 mounts that also hold a www.flyinmiata.com pair of motorcycle mirrors.

RCNmag.com | June 2017 55 Turbo Miata-Powered Caterham MUSCULAR MIATA With a V8 under the hood, this Miata is a sleeper to be reckoned with

much as 1,200 hp and 1,000 ft-lbs of torque. Flyin’ Miata modifies the rear subframe so that a 2006 Cadillac CTS limited-slip diff can be used with an aluminum driveshaft and custom half-shafts. FM fabricates custom stainless steel block-hugger headers feeding dual stainless exhausts. A stock Corvette engine management computer, fuse box and wiring harness round out the V8 swap. To get the V8 mill as far back as possible, a little firewall reconfiguration is required to clear the cylinder heads. The trans tunnel is also reconfigured as well, but when the install is complete everything is smooth and painted as if factory fresh. Skip’s Miata retains its stock power steer- or as long as sports cars have been imported in a tiny car transplant. ing, air conditioning and interior components. into the U.S., American hot rodders have The company installs almost any GM LS The car rides on 8- by 15-inch bronze wheels been implanting V8 engines into the chas- engine into 1990-2015 models (and even wrapped with 225/40-15 Toyo RA1 tires. Fsis and jettisoning perceivably anemic four- conversions for 2016-2017 Miatas) that you’d The V8 Miata is quite the sleeper, as the only bangers and sixes. It’s an American tradition swear were accomplished at the Mazda facto- indication that it is other than stock is its unas- dating back to the introduction of eight-cylin- ries. Flyin’ Miata (FM) teamed up with V8 Road- suming rumble. Once the throttle is applied der pushrod engines in the ‘teens. Most nota- sters to offer a kit that includes a fabricated there is no hesitation in launch as it churns bly perhaps was the introduction of the Ford tubular subframe that is 10 pounds lighter than effortlessly through the gears. It is certainly fast flathead in ’32, a favorite of GIs returning from stock, and a transmission brace that provides and handles nimbly without a hint of being WWII who transplanted those mills into added chassis reinforcement to allow the engine front-heavy. Recent tests on an identical car by stripped-down flivvers of the 1920s, ‘30s and to be set back as far as possible to optimize a national car magazine showed 3.8-second ‘40s. When European sports cars began to arrive weight distribution. Overall the roadsters gain times from standing still to 60 mph. No slouch on our shores in the 1950s and ‘60s, those cars less than 200 pounds, a third of that on the rear to be sure! were not immune to such surgeries either, wheels, and as such they do because V8 power was seemingly ingrained in not become nose-heavy the American psyche. plows. So it probably should not come as much of We had the chance a surprise then that today’s modern LS V8s recently to take a close look should find a home in one of America’s at Skip Cannon’s 2005 Maz- favorite imports, the Mazda Miata. Admittedly, daspeed that was converted putting a V8 into the engine bay of a Miata is to V8 power by Flyin’ Miata. really not a new idea, as we have experience Skip’s roadster is powered with at least one company that has been by a GM LS376 rated at 480 doing such conversions for 20 years. However, horsepower. The engine is Flyin’ Miata, well known for many years for backed by a T-56 Magnum making the little cars faster with better “Tranzilla” fitted with Rock- handling, have really dialed in the big engine land gears and rated for as

56 Turbo Miata-Powered Caterham MUSCULAR MIATA With a V8 under the hood, this Miata is a sleeper to be reckoned with DOUBLE DRAIN FAST-DRAIN FRICTION PLUG BUTTON FEET much as 1,200 hp and 1,000 ft-lbs of torque. Flyin’ Miata modifies the rear subframe so that a 2006 Cadillac CTS limited-slip diff can DUAL STAINLESS ALL STAINLESS OR be used with an aluminum driveshaft and LOCKING CORNERS ALUMINUM HARDWARE custom half-shafts. FM fabricates custom stainless steel block-hugger headers feeding dual stainless exhausts. A stock Corvette engine management computer, fuse box and wiring harness round out the V8 swap. To get the V8 mill as far back as possible, a little firewall reconfiguration is required to clear Order yours at FatboyCoolers.com. the cylinder heads. The trans tunnel is also Order yours at FatboyCoolers.com. Use promo code reconfigured as well, but when the install is Use promo code RCN2017 to save $10 per bag and get free shipping complete everything is smooth and painted as COLE17 to save 10% on your order and get free shipping if factory fresh. Skip’s Miata retains its stock power steer- or as long as sports cars have been imported in a tiny car transplant. ing, air conditioning and interior components. into the U.S., American hot rodders have The company installs almost any GM LS The car rides on 8- by 15-inch bronze wheels been implanting V8 engines into the chas- engine into 1990-2015 models (and even wrapped with 225/40-15 Toyo RA1 tires. Fsis and jettisoning perceivably anemic four- conversions for 2016-2017 Miatas) that you’d The V8 Miata is quite the sleeper, as the only bangers and sixes. It’s an American tradition swear were accomplished at the Mazda facto- indication that it is other than stock is its unas- – continuation – dating back to the introduction of eight-cylin- ries. Flyin’ Miata (FM) teamed up with V8 Road- suming rumble. Once the throttle is applied – low volume – der pushrod engines in the ‘teens. Most nota- sters to offer a kit that includes a fabricated there is no hesitation in launch as it churns – replica – bly perhaps was the introduction of the Ford tubular subframe that is 10 pounds lighter than effortlessly through the gears. It is certainly fast flathead in ’32, a favorite of GIs returning from stock, and a transmission brace that provides and handles nimbly without a hint of being automobiles WWII who transplanted those mills into added chassis reinforcement to allow the engine front-heavy. Recent tests on an identical car by stripped-down flivvers of the 1920s, ‘30s and to be set back as far as possible to optimize a national car magazine showed 3.8-second ‘40s. When European sports cars began to arrive weight distribution. Overall the roadsters gain times from standing still to 60 mph. No slouch on our shores in the 1950s and ‘60s, those cars less than 200 pounds, a third of that on the rear to be sure! were not immune to such surgeries either, wheels, and as such they do because V8 power was seemingly ingrained in not become nose-heavy the American psyche. plows. So it probably should not come as much of We had the chance a surprise then that today’s modern LS V8s recently to take a close look should find a home in one of America’s at Skip Cannon’s 2005 Maz- favorite imports, the Mazda Miata. Admittedly, daspeed that was converted putting a V8 into the engine bay of a Miata is to V8 power by Flyin’ Miata. really not a new idea, as we have experience Skip’s roadster is powered with at least one company that has been by a GM LS376 rated at 480 doing such conversions for 20 years. However, horsepower. The engine is Flyin’ Miata, well known for many years for backed by a T-56 Magnum making the little cars faster with better “Tranzilla” fitted with Rock- handling, have really dialed in the big engine land gears and rated for as [ rcnmag.com ]

RCNmag.com | June 2017 57 While it’s hard to see, the center of the plug wire is

actually a ﬁ ne wire coiled around a core material.

charge passes through. is results in an electromagnetic emission that can interfere with nearby electronic systems. e resulting radio frequency interference (RFI) was picked up by car antennas and heard through radios. In modern electrical systems, RFI can cause faulty sensor readings and interfere with solenoids and modules.

The OEM fix e rst solution for reducing RFI was the incorporation of a resistor on the wire end, reducing current ow and RFI. e logical next step was to turn the spark plug wire itself into a resistor by designing a completely new core. Most OEM wires are the carbon-core type. Carbon-core wires replace the solid-wire core with a nylon or Kevlar core with embedded carbon ber. Resistance is both the upside and downside of the carbon-core wire. It limits the current ow in the wire as a resistor, which keeps RFI down, but also limits the amount of current that reaches the spark plug. Car- bon-core wires are a cost-e ective solution for manufacturers, but their high resistance (over 10,000 ohms/ . in some cases) is a limiting factor in performance applications, and carbon cores tend to be fragile and fail m o r e o e n . If you’ve upgraded your vehicle to make more power than stock, it’s recommended that you upgrade your plug wires. For a given cylinder displacement, all performance upgrades must increase cylinder pressure or in the Hole rpm. With increasing cylinder pressures, you need increasing electrical FIRE current to bridge the spark plug gap and trigger complete combustion. By Dean Larson is is the point when wire resistance is no longer your friend. Plug wires and why you should care Solid core hey seem simple on the outside; just engine performance, but there’s more to it than charge that has leaked through. Wrapping the While we’ve made solid-core wires sound like an antiquated solution, some wires for conducting spark. just delivering the most charge. braided core is a suppression layer that can vary they’re still used today in many high-performance applications. e core T Simple as running to the parts store, A spark plug wire can have up to seven dif- by brand. It is the primary insulator, keeping in this type of wire is usually made from braided stainless steel or copper, grabbing some performance wires ferent layers, cluing you in that there’s more going electrical current from leaving the core and pro- which conducts current very well and has the lowest possible resistance and nished — beer time. While on than meets the eye. e outer layer of the wire tecting it from any outside charges. numbers. is allows them to transfer the most electrical charge to the this will work just ne for many vehicles, you is made from silicone and available in many dif- plug and make the most power. However, they do not suppress RFI and might want to take a second look if your appli- ferent colors. All too o en, a wire set is bought can’t be used with modern electronic systems. Generally, these types of cation is any more complex than a 60-year-old on appearance alone, but the silicone layer is The problem wires are only used with high-performance engines using a magneto, or pickup. designed to protect the wire from abrasion, heat, e original solution for conducting spark a points-and-condenser-type ignition. moisture and corrosion. A layer of braided ber- followed the same method we use to conduct most glass is next, and it provides strength to the wire anything else, solid wire. is method was sim- More than just a wire and helps secure plug ends, preventing them from ple and provided low-resistance conducting, but Spiral core e job of a spark plug wire is simple: con- coming o when you pull on the wire instead of caused some problems as electrical systems e most common performance plug wire is the spiral-core type. Spi- duct the amount of current necessary to bridge the terminal. e next layer is insulation, usually advanced. e current ow of each individual ral-core wires start with a nonconductive core of nylon or Kevlar, which the spark plug gap and trigger adequate fuel burn. a silicone type, which is another layer of heat charge passing through the wire creates a mag- has an alloy wire tightly coiled around it. A coating is then applied as Maximizing fuel burn is the key to optimizing defense and prevents the escape of any electrical netic eld, which is switched on and o as each another layer of RFI suppression. is form has less resistance than the

58 While it’s hard to see, the center of the plug wire is

actually a ﬁ ne wire coiled around a core material.

RCNmag.com | June 2017 59 carbon-core wire, but produces less RFI than the solid-core wire. Spiral-core wires usually have resistance gures under 50 ohms/ . and will help you get the most out of an upgraded engine with any sort of modern electronics.

So what should I buy? Armed with this info and a basic knowledge of your vehicle’s electronic systems, it should be fairly easy to decide what plug wires are right for your project. The name of the game is obviously to have the least resistance possible, but the type of electronic systems in your vehicle is really the limiting factor. Good-condition OEM wires are perfectly adequate for (mostly) stock vehicles. ese wires usually have around 3,000 ohms/ . of resistance and up. As a bare minimum, you’ll want to stay above 500 ohm/ . with a stock vehicle. If you’ve done some performance mods, it’s time to upgrade to a spiral-core wire to deal with increased cylinder pressures. Good spiral-core wires can have less than 50 ohms/ . of resistance. A solid-core wire can measure virtually 0 ohms/ft. and is the best performer in theory, but the lack of RFI suppression limits its use to old-fashioned ignition systems.

VENDORS These Multi-Fire wires

made by Scott Performance Ad on Koolmat Wire and sold by Koolmat Pg. 70 704/662-9099 are built speciﬁ cally for www.koolmat.com small-block Ford engines. They feature a spiral-core design and 40 ohms/ft. of resistance.

60 carbon-core wire, but produces less RFI than the solid-core wire. Spiral-core wires usually have resistance gures under 50 ohms/ . and will help you get the most out of an upgraded engine with any sort of modern electronics.

VENDORS These Multi-Fire wires made by Scott Performance Ad on Koolmat Wire and sold by Koolmat Pg. 70 704/662-9099 are built speciﬁ cally for www.koolmat.com small-block Ford engines. They feature a spiral-core design and 40 ohms/ft. of resistance. Daytona Coupe Replica Reader’s Rides DIRECT DESCENDANT A Cobra replica splashed EDITOR’S NOTE: Like apples, some replicas don’t fall far from the family tree of the cars they strive to imitate. Dave Martin’s Daytona Coupe is a good example, but its from an original Daytona DNA is a bit complicated, so he traces the bloodline back to its progenitor. By Dave Martin Photos by Dave Martin and Steve Temple

62 Daytona Coupe Replica Reader’s Rides DIRECT DESCENDANT A Cobra replica splashed EDITOR’S NOTE: Like apples, some replicas don’t fall far from the family tree of the cars they strive to imitate. Dave Martin’s Daytona Coupe is a good example, but its from an original Daytona DNA is a bit complicated, so he traces the bloodline back to its progenitor. By Dave Martin Photos by Dave Martin and Steve Temple

RCNmag.com | June 2017 63 Daytona Coupe Replica Reader’s Rides

y dad owned a gas station, so I grew up wrenching on cars since I was M 14. With a degree is in electrical engineering, I’ve spent the last 10- plus years managing mechanical engineers — for which my car sense helps. Muscle cars are a passion, and I started building my fi rst dune buggy when I was 17, quickly followed by second one (a restoration) and then into an NAF 1965 Cobra roadster, which was the fi rst real performance replica I had built. Aft er driving it for 10 years, I then decided it was time to start again. I’ve always loved the sleek lines of the Coupe, and shopped all that was available back in 2004, eventually selecting the Upstate Super Replica Coupe (originally developed by Contemporary Motor Cars, and now off ered by Lesher Motorsports in Salinas, California). I loved the fact that it was on the original Cobra 90-inch wheelbase (but with 4-inch main rails) and that the body was splashed from one of the

The Ford 351 Cleveland sports an ultra-rare Ford NASCAR Tri-Power Intake, one of less than 10 in existence. The body precisely follows the original’s lines,

right down to the Kammback tail.

64 Daytona Coupe Replica Reader’s Rides y dad owned a gas station, so I grew up wrenching on cars since I was M 14. With a degree is in electrical engineering, I’ve spent the last 10- plus years managing mechanical engineers — for which my car sense helps. Muscle cars are a passion, and I started building my fi rst dune buggy when I was 17, quickly followed by second one (a restoration) and then into an NAF 1965 Cobra roadster, which was the fi rst real performance replica I had built. Aft er driving it for 10 years, I then decided it was time to start again. I’ve always loved the sleek lines of the Coupe, and shopped all that was available back in 2004, eventually selecting the Upstate Super Replica Coupe (originally developed by Contemporary Motor Cars, and now off ered by Lesher Motorsports in Salinas, California). I loved the fact that it was on the original Cobra 90-inch wheelbase (but with 4-inch main rails) and that the body was splashed from one of the

The Ford 351 Cleveland sports an ultra-rare Ford NASCAR Tri-Power Intake, one of less than 10 in existence. The body precisely follows the original’s lines, right down to the Kammback tail.

RCNmag.com | June 2017 65 Daytona Coupe Replica Reader’s Rides

The 400 hp 351 Cleveland boasts a very VENDORS rare NASCAR Tri-Power Intake. Centerforce Clutches www.centerforce.com 928/771-8422 Holley Performance Products www.holley.com original six cars. It’s a documented fact (as noted by 270/782-2900 Daytona designer Pete Brock) that Contemporary made fi berglass molds off an authentic aluminum Lesher Motorsports Daytona Coupe. So it actually has one of the most www.leshermotorsports.com historically accurate bodies on the market. When I 831/240-5347 sat in the demo car it just felt right. I started the project with a 1970 Ford 351 TREMEC Cleveland about two years earlier, as I tend to build www.tremec.com the car around the engine. It sports an ultrarare Ford 734/456-3700 NASCAR Tri-Power Intake, one of less than 10 in existence. Assembled by Kenny Duttweiller of Saticoy, Cal- ifornia, the induction system is from a Dodge 340 Angeles to the Laughlin “Club Sandwich” event, 6-Pack, modifi ed for side bowl inlets and an electric and I’m very active in the AHA (Association of choke. Feeding air/fuel to the engine is a Holley 3 Handcrafted Automobiles). by 2 bbl carb and 69 cc closed-chamber heads. Also, Because it’s built as a “road” car instead of an the engine compartment has an Innovate A/F gauge off-the-line beast, it is only doing 1,800 rpm while and a vacuum gauge for adjusting idle. Wide-band doing 80 mph in 5th. On my last trip to Laughlin sensors are in both collectors, one to the under-hood it averaged over 22 mpg. gauge, one to the in-dash gauge. Th e engine is backed By the way, the inner aluminum paneling was by a TREMEC TKO fi ve-speed with a Centerforce signed by coupe designer Peter Brock, who looked II clutch, and a Jaguar Traction Loc 2.88 rear end. it over at the 50th anniversary Cobra Meet at the Aft er three years and nine months of work, the NHRA Museum a few years back. He thought the car was ready for the road. I’ve put more than 12,000 build and car were great. Which makes sense, con- miles on it, which includes yearly runs from Los sidering the car’s direct link to the original.

66 Daytona Coupe Replica Reader’s Rides

RCNmag.com | June 2017 67 DO IT YOURSELF

do it yourself

PRODUCTS

THROTTLE JUNE 2017STEERING

REINCARNATION Stealth Black Magnum 500 alloys Earl’s Easy-Form hardline The classic look of the Magnum 500 wheel is unmistakable. Seen on everything from Mus- Unless you’re a seasoned professional, you’ll probably agree that bending brake lines can be a hit- tangs to Mopars, AMCs, Pontiacs and others, the Magnum 500 is a muscle car-era icon. If or-miss process. Easy-Form hardline from Earl’s is designed to match traditional hardline specifica- you’re looking to keep the classic look but add some attitude, these Stealth Black Magnum 500 tions in a form that’s easier to flare and can be bent without a tubing bender. The tubing is made from alloys from Scott Drake could fit the bill. Ditching the heavy steel construction, these Mag- a 90 percent copper, 10 percent nickel alloy that is DOT approved for hydraulic braking systems and num 500s are CNC-machined from aluminum alloy and coated in a satin-black finish. Wheels will not rust or corrode. It’s available in 1/4-, 3/16-, 3/8- and 5/16-inch sizes, and is well suited for are available in 15- by 7-inch size with 5- by 4.5-inch bolt spacing and 4.25-inch backspacing, brake lines, transmission cooler lines and fuel lines. fitting ’64 to ’73 Mustangs or anything else with these specs. 270/782-2900 | www.holley.com 702/853-2060 | www.drakeautomotivegroup.com

Speedhut wideband O2 gauge The new air/fuel wideband O2 gauge from Speedhut is a fully stand-alone unit for AEM High Output Direct-Fit Ignition Coils monitoring air/fuel ratio in a variety of applications. An internal microprocessor controls High Output Direct-Fit Ignition Coils from AEM are designed to the movement of the pointer to ensure accurate readout in street, off-road and racing con- increase spark efficiency while maintaining a stock look. Coils are avail- ditions. An adjustable LED warning light can be set to high and low trigger points, and a able for late-model V8s from Ford, Mopar and General Motors, and use recall button allows the user to review maximum and minimum readings. Gauges are existing electrical connections. As a direct replacement for stock coils, available in 2 1/16- and 2 5/8-inch sizes and come with a Bosch wideband O2 sensor that the high-output coils are 50-state legal and provide up to 15 percent is compatible with all fuel types. increased spark energy over stock. In most cases, these coils are also less 801/221-1460 | www.speedhut.com expensive than stock replacements. 310/484-2322 | www.aemelectronics.com

Holley Sniper intake Holley Sniper intake manifolds are fabricated from T6061 aluminum and designed specifically for maximizing performance in competition use. The intake provides a larger operating range of 2,100 to 8,200 rpm through the use of longer, equal-length intake runners. The enlarged bore size and intake plenum also make it ideal for forced-induction applications. Intakes are made from 13/16-inch, TIG- welded aluminum and come with a high-flow fuel rail, throttle body spacer and a removable top. The Sniper intake is available for GM LS1, LS2, LS6 and Ford Coyote 5.0-liter engines in silver or black anodized finishes. 270/782-2900 | www.holley.com

DEI EXO Series sleeving EXO Series hose and line sleeves from DEI provide protection and insulation for hoses, wires and lines in the most extreme motorsport conditions. EXO Series sleeves have the same heat protection as DEI’s Fire Sleeve, 500 degrees of direct heat and 2,000 degrees of intermittent heat, with added abrasion protection. The exte- rior of the sleeve is wrapped in a mesh exoskeleton made from 304 stainless steel for increased durability in harsh conditions. The interior is made from a temperature-resistant glass material woven into a 100 percent silicone sleeve. EXO Series sleeves come in 3/8- and 1-inch diameters and are an effective barrier for wiring, hoses, and brake and transmission lines. 800/264-9472 | www.designengineering.com

68 DO IT YOURSELF do it yourself

PRODUCTS

THROTTLE JUNE 2017STEERING

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