PATRIOTIC a Rare American Sports Special Page 24 FERVOR

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PATRIOTIC A Rare American Sports Special Page 24 FERVOR

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CONTINUATION, REPLICA AND LOW VOLUME AUTOMOBILES THROTTLE STEERING Rare Breeds 6 502 Motorworks ...... 9 Published monthly by: By Steve Temple, Editor RCN ONLINE B Rod or Custom, Inc...... 9 @RCNmag.com 8 A preview of current online exclusive content. BAT Inc. / Mocal USA...... 66 1720 Maple Lake Dam Rd., PO Box 220 FYI SPOTLIGHT Three Lakes, WI 54562 Forged and Carbon-Fiber Rims 10 www.rcnmag.com Signi cantly lighter and stronger for dramatically Birkin Direct-USA ...... 43 enhanced performance. © Copyright 2017, COLE Publishing Inc. By Steve Temple Craft Performance Engines ...... 68 No part may be reproduced without permission of publisher. FEATURE CAR In U.S. or Canada call toll free: 866-933-2653 12 Master Brew CRS, Inc...... 9 Elsewhere call: 715-546-3346 A special recipe to reproduce the Scarab Meister Brauser. Email: [email protected] / Fax: 715-546-3786 By Steve Temple Ofﬁ ce hours Mon.-Fri., 7:30 a.m.-5 p.m. CST READERS’ RIDES Desert Classic Mustangs ...... 66 18 Doc Hollywood 24 A physician inspired by a cinematic Porsche 356 — Factory Five Racing ...... 2 but with 911 mechanicals. As told by Dr. Robert Carley Fatboy Outdoors ...... 3 SUBSCRIPTIONS: A one year (12 issue) subscription to On the Cover COVER STORY ReinCarNation™ in the United States or Canada is free. Visit Ever heard of a Sorrell-Larkin? Not many car enthusiasts have, Patriotic Fervor www.rcnmag.com or call 800-257-7222. 24 Forte’s Parts Connection ...... 66 but this 1950s-era racer had some wonderful lines and an How skilled American cra smen created the Sorrell-Larkin Special, and its subsequent rebirth. Our subscriber list is occasionally made available to intriguing rebirth. By Steve Temple Kenne Bell, Inc...... 66 carefully selected companies whose products or services DIY may be of interest to you. Your privacy is important to us. 30 Rubber Match Koolmat ...... 66 If you prefer not to be a part of these lists, please contact 44 34 How to choose the right tires for your specialty car. Nicole at [email protected]. By Je Zurschmeide FEATURE CAR Levy Racing, Inc...... 43 DISPLAY ADVERTISING: Arachnophilia Contact Brad Bisnette or John 34 Loving a 550 Spyder. MMG Motorsports...... 59 Kendall at 866-933-2653 or By Juan Lopez-Bonilla [email protected]. Publisher DIY Preform Resources, Inc...... 66 reserves the right to reject any advertising which in its opinion Brake Room Brad Bisnette John Kendall 40 Installing bigger Wilwood discs on is misleading, unfair or incom- enlarged Cobra wheels. Race Ramps...... 7 patible with the character of By Steve Temple the publication. FEATURE CAR Rock West Racing ...... 66 12 60 Backyard Build EDITORIAL CORRESPONDENCE: Please send to Editor, 44 ReinCarNation Magazine, P.O. Box 220, Three Lakes, WI A ’51 Ford Victoria that’s got some chops. Scarab Motorsports LLC...... 6 By Joe Greeves 54562 or email [email protected]. EVENT REVIEW Shell Valley Classic Wheels, Inc...... 9, 59 CIRCULATION: Average circulation is 15,000+ copies per Snake Fest! 50 month (U.S. and Canadian distribution). A Cobra meet deep in the heart of Texas. By Ken Walker Sterling Sports Cars, LLC ...... 67 DIY Rims ‘N’ Rubber Stewart Warner...... 43 56 A guide to tting wheels and tires. By Jim Youngs COMING NEXT MONTH Vintage Wheels...... 6 Facebook.com/ReinCarNationMag 18 FEATURE CAR Restomods 60 Forever Young De nitely not your father’s Olds. Yocum’s Signature Hot Rods ...... 66 Modern Recreations By Steve Temple Instagram.com/rcnmag Unique Design Builds RCN ZGT Cars/Reaction Research, Inc...... 66 All wild and wonderful car creations! 66 Marketplace Contents Advertiser Index

RCNmag.com | July 2017 5 DO IT YOURSELF

do it yourself

PRODUCTS

THROTTLE

STEERING site didn’t make sense for storing farm equipment, so I suspected it might contain a car collection. Oddly enough, Wes called my oﬃ ce a couple REINCARNATION days aft erwards to oﬀ er a private tour. Apparently we shared a connection with automotive historian Rare Breeds Harold Pace, a good friend who passed away not too long ago. ven though most replicas are of cars from the carbureted model) with only 5 miles on it, as sort of Th e current location of Wes’ collection is a 1960s, this issue of ReinCarNation highlights a time-capsule Corvette. fairly well-kept secret, and I felt privileged to be E an interesting era of cars, from Post-WWII But the bulk of his private collection has granted an insider look at it during an off-site to 1960, when the sports car scene was just getting consisted of some rare racers and performance display for a local TV program. Adding to my curi- started. Every car guy has a favorite, but a while back machines. These have included a Fiberfab Centurion osity, Wes says he has a lot more cars stashed away, we came across an unusual collection owned by (personally acknowledged by Jay Leno), Witton but he declines to reveal any more details, as he Wes Abendroth. He has a yen for lesser-known cars, Special, Mistral, Bocar, Elva Courier, LaDawri and prefers his privacy, and eschews the car-show scene. some that you might never have heard of, many with a hybrid “Healarossa” (Austin-Healy with a body But we did manage to grab his rare recreation unusual configurations. But they have one thing in similar to a Ferrari Testarossa). of a Sorrell-Larkin Special, featured in this issue, Steve Temple common: They all look really cool. How did I come across his diverse batch of cars? and hope to follow up with others as well. Editor Formerly a Corvette dealer in Dallas, Texas, Actually, that’s an interesting story in itself. One day Wes Abendroth smiles over just a portion of the unusual for 21 years, but now retired and active in the I noticed a large storage building in the High Sierras sports car specials that he’s owned over the years. vintage racing scene, Wes has a thing for Corvettes of northern Nevada, perched on a hillside overlook- Steve Temple as well. He even once owned a 1980 (the last ing a scenic valley of pasture land. The structure’s [email protected]

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6 DO IT YOURSELF do it yourself

PRODUCTS

THROTTLE

RCNmag.com | July 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.

Ultralite S2k 4 Sale Looking for a fun car for the track and the street? If so, you need to check out Jerry Eddens’ Honda S2000-powered Ultralite. www.RCNmag.com/fresh-finds/ultralite-s2k-4-sale-2

Agricultural Hot Rodding is blown big-block Ford tractor inspired by a Superformance Cobra must be from Wisconsin. www.RCNmag.com/blog/agricultural-hot-rodding

Trio de Daytona e used market on the Daytona has always been shallower than the open-aired roadster. Here are three entry-level coupes worth considering. www.RCNmag.com/fresh-finds/trio-de-daytona

Rainbow-Wrapped Roadster Ever see the movie Heavy Metal? We found a Cobra for sale with some ‘80s sci- inspiration. www.RCNmag.com/ blog/rainbow-wrapped-roadster

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8 NEWS & ALERTS HANDMADE ALUMINUM BODIED RECREATIONS Visit RCNmag.com and sign up for our newsletter. 502 Motorworks is a constructor of highly detailed, FIA homologated, street legal*, recreations of RCNmag.com Get exclusive content delivered vintage race cars. These are hand built aluminum alloy recreations of the original vehicles. FIA homologation right to your inbox. allows you to vintage race them against the originals at venues like Le Mans, Mille Miglia, Laguna Seca @ and more. Taking orders now. Prices start under $100,000** Visit the site daily for new, exclusive content. Read our daily content and get the most out of ReinCarNation Magazine.

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Agricultural Hot Rodding is blown big-block Ford tractor inspired by a Superformance Cobra must be from Wisconsin. www.RCNmag.com/blog/agricultural-hot-rodding

Trio de Daytona e used market on the Daytona has always been shallower than the open-aired roadster. Here are three entry-level coupes worth considering. www.RCNmag.com/fresh-finds/trio-de-daytona

Rainbow-Wrapped Roadster Ever see the movie Heavy Metal? We found a Cobra for sale with some ‘80s sci- inspiration. www.RCNmag.com/ blog/rainbow-wrapped-roadster

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RCNmag.com | July 2017 9 Fast Times at Ridgemont High surfing legend Jeff Spicoli once suggested the key to surfing dominance was by “Looking at that wave and saying hey, bud, let’s party.” These high-tech Well said, Mr. Spicoli, your characteristics create surfing limo has arrived. rims that are not only This classic buggy tee shirt visually distinctive, but promises surfing dominance also 42 percent lighter than and undeniable attraction equivalent aluminum wheels. from the opposite sex. Surf’s up, order up. Forged and Carbon-Fiber Rims Significantly lighter and stronger for dramatically enhanced performance This limited edition tee shirt is only available until By Steve Temple July 25, 2017.

orgeline Motorsports has a new line of and harshness), driver and passenger comfort and When it’s gone, it’s gone. two-piece carbon- ber and forged alu- an increase in fuel economy. VENDORS F minum, ultrahigh-performance wheels ese new wheels are engineered and tested to by working with Emergent Carbon deliver industry-leading levels of fatigue strength, Emergent Carbon Wheels Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Wheels. The Carbon+Forged Series impact and damage resistance, and deflection emergentcarbon.com combines weight-optimized, CNC-machined forged stiffness. Tested by an independent automotive � Men � Women � Small � Medium � Large � X-Large � XX-Large COLE Publishing aluminum centers with Emergent’s innovative industry laboratory, they are said to exceed all Tee Style: Tee Size: Forgeline Motorsports PO Box 220 carbon- ber barrels. ese barrels use a high-den- existing SAE and TUV test speci cations, and sur- Tee Sleeves: � Short � Long Quantity: ______sity carbon- ber bundle, a high-clarity resin system pass the AK-LH 08 Radial Impact Test standard. 800/866-0093 Three Lakes, WI 54562 and an unusually large carbon weave pattern. ese e rst wheels to be released from Forgeline’s www.forgeline.com Notes: ______high-tech characteristics create rims that are not new Carbon+Forged Series are the lightweight, rac- Sorry, no foreign orders, shipping to United States only. Fax to: 715-546-3786 only visually distinctive, but also 42 percent lighter ing-inspired CF201 (featuring a ve V-spoke design Name: ______than equivalent aluminum wheels. and aggressive I-beam machining details) and the Please make checks payable to: Address: ______This weight reduction is achieved in the wheel’s high-style CF202 (featuring a unique directional COLE Publishing critical outer perimeter, where the greatest split-5 spoke design). Available in 20- and 21-inch City: ______State: ______Zip: ______reduction in unwanted inertia is achieved for tments, both wheels are ideal for an array of exotic Phone: ______real-world improvements in acceleration, braking, sports cars. For more information, visit forgeline. Order online: cornering, ride quality, NVH (noise, vibration com and/or emergentcarbon.com. Credit Card #: ______CC Exp: ______V-Code: ______NOTE: Orders ship 2-3 weeks after July 25th closing date. No foreign orders, shipping to United States only. RCNMag.com/tees 10 Fast Times at Ridgemont High surfing legend Jeff Spicoli once suggested the key to surfing dominance was by “Looking at that wave and saying hey, bud, let’s party.” These high-tech Well said, Mr. Spicoli, your characteristics create surfing limo has arrived. rims that are not only This classic buggy tee shirt visually distinctive, but promises surfing dominance also 42 percent lighter than and undeniable attraction equivalent aluminum wheels. from the opposite sex. Surf’s up, order up. Forged and Carbon-Fiber Rims Significantly lighter and stronger for dramatically enhanced performance This limited edition tee shirt is only available until By Steve Temple July 25, 2017. orgeline Motorsports has a new line of and harshness), driver and passenger comfort and When it’s gone, it’s gone. two-piece carbon- ber and forged alu- an increase in fuel economy. VENDORS F minum, ultrahigh-performance wheels ese new wheels are engineered and tested to by working with Emergent Carbon deliver industry-leading levels of fatigue strength, Emergent Carbon Wheels Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Wheels. The Carbon+Forged Series impact and damage resistance, and deflection emergentcarbon.com combines weight-optimized, CNC-machined forged stiffness. Tested by an independent automotive � Men � Women � Small � Medium � Large � X-Large � XX-Large COLE Publishing aluminum centers with Emergent’s innovative industry laboratory, they are said to exceed all Tee Style: Tee Size: Forgeline Motorsports PO Box 220 carbon- ber barrels. ese barrels use a high-den- existing SAE and TUV test speci cations, and sur- Tee Sleeves: � Short � Long Quantity: ______sity carbon- ber bundle, a high-clarity resin system pass the AK-LH 08 Radial Impact Test standard. 800/866-0093 Three Lakes, WI 54562 and an unusually large carbon weave pattern. ese e rst wheels to be released from Forgeline’s www.forgeline.com Notes: ______high-tech characteristics create rims that are not new Carbon+Forged Series are the lightweight, rac- Sorry, no foreign orders, shipping to United States only. Fax to: 715-546-3786 only visually distinctive, but also 42 percent lighter ing-inspired CF201 (featuring a ve V-spoke design Name: ______than equivalent aluminum wheels. and aggressive I-beam machining details) and the Please make checks payable to: Address: ______This weight reduction is achieved in the wheel’s high-style CF202 (featuring a unique directional COLE Publishing critical outer perimeter, where the greatest split-5 spoke design). Available in 20- and 21-inch City: ______State: ______Zip: ______reduction in unwanted inertia is achieved for tments, both wheels are ideal for an array of exotic Phone: ______real-world improvements in acceleration, braking, sports cars. For more information, visit forgeline. Order online: cornering, ride quality, NVH (noise, vibration com and/or emergentcarbon.com. Credit Card #: ______CC Exp: ______V-Code: ______NOTE: Orders ship 2-3 weeks after July 25th closing date. No foreign orders, shipping to United States only. RCNMag.com/tees Meister Brauser MKII MASTER BREW MASTER BREW A special recipe to reproduce the Scarab Meister Brauser Story and photos by Steve Temple

beer, once the most popular brew in Chicago, with chairman of the board for Peter Hand Brewery) managed to convince the Augie Pabst as the designated driver. company to sponsor a race team in 1959. His competitive instincts proved to be correct. With Augie Pabst Jr. manning the wheel, the Scarab went on to win the United States Auto Club’s National Road Racing Championship in 1959, and became national champion in the Sports Car Club of America’s B-Modi ed class, among many other achievements in the early 1960s. As Preston Lerner states in his book, Scarab: Race Log of an All-Amer- ican Special: “Harry Heuer … was to do more to promote the Scarab

12 Meister Brauser MKII MASTER BREW MASTER BREW A special recipe to reproduce the Scarab Meister Brauser Story and photos by Steve Temple

hile the Scarab was a marvelous sports car all on its own, its successes on the track is what really set it apart. Originally W conceived by Woolworth heir Lance Reventlow, he put together a team of all-American enthusiasts to build a car that could beat the European racers. Which it did, handily. Sensing a heady opportunity to promote Meister Bräu beer (and more The logo was intended to promote Meister Bräu likely the Scarab’s competition prowess as well), Harry Heuer (son of the beer, once the most popular brew in Chicago, with chairman of the board for Peter Hand Brewery) managed to convince the Augie Pabst as the designated driver. company to sponsor a race team in 1959. His competitive instincts proved to be correct. With Augie Pabst Jr. manning the wheel, the Scarab went on to win the United States Auto Club’s National Road Racing Championship in 1959, and became national champion in the Sports Car Club of America’s B-Modi ed class, among many other achievements in the early 1960s. As Preston Lerner states in his book, Scarab: Race Log of an All-Amer- ican Special: “Harry Heuer … was to do more to promote the Scarab

RCNmag.com | July 2017 13 Meister Brauser MKII

Topping off this precise reproduction of an iconic original is pending FIA certification — along

Magnesium Sebring-style, with some personal

kidney-bean wheels are in front, and “Champ”-style wheels are in recognition from the the rear, both treated with Dow 7 coating to provide vintage gold original Scarab crew. ﬁ nish, and wrapped with Dunlop vintage race tires.

legend than anybody, besides Lance Reventlow himself.” Such a stellar competitor merits a quality reproduction. We covered a replica of the street version of the Scarab in our Nov/Dec 2016 issue, but the one shown here takes matters to a whole new level in duplicating the look and performance of this legendary race car. The Limited Edition Meister Brauser MkII has been meticulously built by Scarab Motorsports to represent the car as it was raced by the Meister Brauser race team in the late 1950s and early 1960s. e series is limited to a total of 20 cars, of which 18 are still available. O ered by Intergrace Motors, this reproduction of the Meister Brauser Scarab comes as a complete turnkey car. Intergrace’s Marc Shaw has a speci c interest in race cars of the 1950s and ’60s. “These cars are not only beautiful, powerful pieces of machinery, but the stories behind the cars and drivers are even more impressive,” he relates. “And this is what led me to the development of the Meister Brauser Scarab.” As noted previously, Dick Kitzmiller of Scarab Motorsports had been building Scarabs, but with somewhat more modern-day components, until he and Marc crossed paths. “When we met, he shared with me his desire to build an exact recreation of the Scarab race car,” he recalls. “Further- more, Dick not only had the rights to the Scarab name, but he also had connections to many of the original Scarab contributors. I was already very familiar with the famous Scarab racing history, and this opportunity was one that I couldn’t pass up.” Augie Pabst was gracious enough to allow Dick and Don Devine (former Meister Brauser driver) to use his Scarab to personally scan and take all necessary measurements and detailed pictures for construction. Additionally, consultation from original team owner, Harry Heuer, and several mechan- ics/drivers ensured its accuracy.

14 Meister Brauser MKII

Topping off this precise reproduction of an iconic original is pending FIA certification — along

Magnesium Sebring-style, with some personal kidney-bean wheels are in front, and “Champ”-style wheels are in recognition from the the rear, both treated with Dow 7 coating to provide vintage gold original Scarab crew. ﬁ nish, and wrapped with Dunlop vintage race tires.

RCNmag.com | July 2017 15 Meister Brauser MKII

Per the original, the engine is a ’58

283 ci SBC, bored out to 339.3 cubes. Fitted with Corvette high-performance heads and Hilborn injection with cambered velocity stacks, it delivered 446 horses at 6,300 rpm.

Note the belt at right driving the alternator

mounted under the passenger seat.

A er four years, and countless hours of research and development, the Meister Brauser Scarab was complete, created to re ect the right-hand-drive Mark II Scarab. As with the original, it includes some of the following features: all-aluminum-alloy body, original-style lightweight 4130 chromoly race frame, Chevrolet 339 ci engine with Hilborn injection system, Lehman front-drive unit with a Joe Hunt Magneto, Borg Warner T-10 four-speed transmission, De Dion rear suspension, Al n brake drums, and magnesium wheels with Dow 7 coating. Topping o this precise reproduction of an iconic original is pending FIA certi cation — along with some personal recognition from the original Scarab crew. “My proudest moment was a day when several cars showed up to see the completed Scarab during a private revealing,” Marc says. VENDORS “ e audience was none other than Bruce Kessler, Chuck Pelly and Raul ‘Sonny’ Balcaen, the originators of the initial 1958 Scarab. Integrace Motors “It was a very emotional meeting, the guys just stared at it for 760/586-1113 the longest time, walked around the car and ran their hands across www.integracemotors.com it as if they couldn’t believe what they were seeing,” Marc relates. “ ey shared stories from the old days, signed the car bonnet and Ad on Scarab Motorsports LLC later sent letters in support of this Meister Brauser tribute, as well Pg. 6 913/972-2189 as acknowledging its exactness.” All of that certainly makes it one www.scarab-motorsports.com special brew.

16 Meister Brauser MKII

Per the original, the engine is a ’58

283 ci SBC, bored out to 339.3 cubes. Fitted with Corvette high-performance heads and Hilborn injection with cambered velocity stacks, it delivered 446 horses at 6,300 rpm.

Note the belt at right driving the alternator

mounted under the passenger seat.

RCNmag.com | July 2017 17 Porsche 356 Replica Reader’s Rides

t all started with a movie. I’ve always had what I would call a “sporty” I car, starting with a ba ed-out Bugeye Sprite back in high school, during the days of the British sports car invasion of the 1960s. A er that it was a Karmann Ghia coupe, then a Corvair convertible, then a Karmann Ghia cabriolet. I guess you can see I appreciated rear-engine, air-cooled cars. Marriage came along, and there was little money for toys anymore, but I did manage to hold on to an MGTD that I restored myself, an MGB, and a TR6 that also required a complete self-restoration. My allegiances switched back and forth from England to Germany — front engine, water cooled to rear engine, air cooled. And now I have a British racing green German-Canadian car. Fast-forward to the 2000s, and that movie. As a Canadian, I am a fan of Edmonton-born Michael J. Fox. It was his movie, Doc Hollywood, that made me a replica fan. You may recall he drove a replica Porsche 356 Speedster in that show (which he crashed in a small town where he found love and a new life). And as a Canadian, I knew the company that builds the world’s best 356 replicas was right here at home: Intermeccanica, headquartered in British Columbia. With Intermeccanica’s long history of building unique sports cars, I knew I would nd the car I wanted. I went the used car route rst, buying a sweet roost- er-red roadster, then a much sportier silver Speedster. But, when my life allowed it, I had my current Intermeccanica built as I wanted. With all Porsche 911 mechanicals (1987 DOC HOLLYWOOD A physician inspired by a cinematic Porsche 356 — but with 911 mechanicals As told by Dr. Robert Carley Photos courtesy of Henry Reisner, Intermeccanica

18 Porsche 356 Replica Reader’s Rides

RCNmag.com | July 2017 19 Porsche 356 Replica Rather than a VW Type 1 or Subaru, the engine is 290 hp air-cooled six

Reader’s Rides Putting Porsche from a ’95 993 Porsche, sourced from Los Angeles Dismantler. 911 mechanicals into a 356 replica: why and how? By Henry Reisner, Intermeccanica

he why is easy. When a customer asks, “Which engine and suspension package would you choose to build the ultimate TIntermeccanica?” I always have the same answer: the ultimate air-cooled engine, a Porsche 911 six-cylinder, along with its ve-speed transaxle and fantastic suspension, steering and brakes! is setup is by no means new. It goes as far back as 1986, when my father and I were devel- oping the tube chassis that would eventually replace the combination of subframe and VW The suspension, steering and brakes

oor pan, upon which all previous Intermec- all came from a 1987 Carrera, requiring canica 356 reproduction vehicles had been built. a number of modiﬁ cations to the chassis. e desire to stu a six-cylinder Porsche engine (and driveline) into the back of one of our Inter- meccanicas was there along with the requisite customers. e result is a superb combination — an open-top, air-cooled, Porsche-inspired sports car with the look of the timeless 356-A and the power of the 911, along with a purpose-built steel-tube chassis that weighs at least 500 pounds less than any 911! What is there not to love? Carrera chassis and 1995 993 engine), I can’t say enough Even so, the challenges of doing so were about how the car drives and performs. As they old saying numerous, such as the need to make the space goes, it rides likes it’s on rails. in the chassis and within the original body pro- It was an intense process, having a bespoke vehicle built, le house the longer six-cylinder engine and but Henry Reisner of Intermeccanica catered to my every ve-speed transaxle. We also had to develop whim. For close to two years, there were emails and phone custom strut top mounts that not only per- calls, sometimes three or four per day, as we sorted through formed better than the stock 911 units, but also every little detail. Being almost at opposite ends of the coun- t under the original-pro le fenders. In addi- try, it wasn’t as if I could drop in every week to check on tion, there was the need to nd room for a larger progress, but we kept in close contact, including weekends. (21 USG) and safer fuel cell mounted in such a I think Henry enjoyed this build as much as I did (note way as to counterbalance the added mass of the sidebar). bigger power unit. is last issue was addressed e car as is leaves little to be desired. I appreciate the by lengthening the wheelbase of the body and fact that I don’t have computerization coming between me later, as customer engine choices stepped up and the road. With close to 300 horsepower, there is no lack several times from 2.2-liter to eventually the of acceleration, and the Porsche 911 suspension, steering ultimate 993 3.6-lite, the rear body track width and brakes makes it handle as it should. Couple that with was also altered to provide room for matching a hand- nished interior and exterior, and there’s not much wheel and tire choices. more that I could want. (But I’m still looking for that per- Even with all these technical hurdles we’ve fect set of wheels to replace the Porsches we put on as a had to overcome, the Intermeccanica six-cyl- ‘holding set’). inder-powered 356 reproduction continues to I’ve been asked, “Why a replica — why this car?” Why be our agship reproduction, with more being have this car built, when for similar dollars I could have built every year. So I’m not the only one who bought a brand new “real” car? My answer is simple: A thinks we’re building the “ultimate” 356! “real” car could never be as unique or as personal as this

20 Porsche 356 Replica Rather than a VW Type 1 or Subaru, the engine is 290 hp air-cooled six

Reader’s Rides Putting Porsche from a ’95 993 Porsche, sourced from Los Angeles Dismantler. 911 mechanicals into a 356 replica: why and how? By Henry Reisner, Intermeccanica

RCNmag.com | July 2017 21 Porsche 356 Replica Reader’s Rides

Tubular reinforcements and a rollbar make

for much stiffer chassis than original.

one is. And a brand new “real” car would never give me the feeling I get when I push that start button, put the transmission in gear, and head down the road. And what feeling is that? It’s the feeling that I’m back in high school, driving that old Bugeye Sprite once again. Call these cars replicas, continuation cars, whatever you want. In reality, they are all about nostalgia, and this car delivers it in spades. Burt Levy, the well-known automotive journalist, is famous for the phrase “the last open road,” a reference to the times when driving was freer and less encumbered. I guess I like to feel I’m driving that road every time I head out in my Intermeccanica S6.

VENDORS Intermeccanica 604/872-4747 www.intermeccanica.com

The body and chassis had to

be slightly enlarged to ﬁ t in the bigger 911 engine and driveline.

22 Porsche 356 Replica Reader’s Rides

Tubular reinforcements and a rollbar make for much stiffer chassis than original.

VENDORS Intermeccanica 604/872-4747 www.intermeccanica.com

The body and chassis had to be slightly enlarged to ﬁ t in the bigger 911 engine and driveline.

RCNmag.com | July 2017 23 Sorrell-Larkin Special PATRIOTIC A Rare American Sports Special FERVOR Story and photos by Steve Temple

During a catastrophic ﬁ re at Riverside in

1962 the magnesium wheels caught ﬁ re as well and track workers had to bury the car with dirt to put out the ﬂ ames.

24 Sorrell-Larkin Special PATRIOTIC A Rare American Sports Special FERVOR Story and photos by Steve Temple

During a catastrophic ﬁ re at Riverside in

1962 the magnesium wheels caught ﬁ re as well and track workers had to bury the car with dirt to put out the ﬂ ames.

RCNmag.com | July 2017 25 Sorrell-Larkin Special

ollowing the origins and in uences on older sports cars can take many twists and turns. F e Sorrell-Larkin Special is a good case in point. It actually started life as Lister-Chevrolet, which changed hands a few times before it su ered a spec- tacular crash at the Los Angeles Times Grand Prix at Riv- erside in 1960, ipping end over end and catching on re. A er the race, Bob Sorrell, a talented artist who worked in aluminum and berglass, acquired the wreck and took it back to his shop, where he and Jim Larkin shared space. Sorrell gured he could turn the pile of scrap into a competitive car by making some enhancements to the frame, brakes and power. Plus adding a new berglass body that the two men had developed a couple years earlier. is SR-200 body was based on an earlier Sorrell design, the SR-100, that debuted at the 1953 Petersen Motorama to rave reviews. e Sorrell-Larkin Special SR-200 never quite lived up to its competition goals, but the crisp lines of its sleek berglass body and patriotic colors were visually striking. Ironically, the revamped car crashed again at Riverside in 1962, near where the Lister had back in 1960. It caught re, which spread to the magnesium wheels as well, and the blaze couldn’t be extinguished. Track workers had to use a skip loader to cover the inferno with dirt in order to extin- guish the ames. A cross was added to mark the mound at the end of the race.

Wes Abendroth, a vintage racer and restorer,

This SR-200 body has kept the Sorrell-Larkin’s legacy alive. was based on an earlier Sorrell design, the SR-100, that debuted at the 1953 Petersen Motorama to rave reviews.

Nothing real fancy here,

just all business and a big, functional rearview mirror.

26 Sorrell-Larkin Special

Wes Abendroth, a vintage racer and restorer,

This SR-200 body has kept the Sorrell-Larkin’s legacy alive. was based on an earlier Sorrell design, the SR-100, that debuted at the 1953 Petersen Motorama to rave reviews.

Nothing real fancy here, just all business and a big, functional rearview mirror.

RCNmag.com | July 2017 27 Sorrell-Larkin Special

Knock-off spinners on the front wheels,

but not on the rears, due to differential sizing of wheels and tires.

A 355 Chevy with an

open stack delivers 360 horses.

The coil-and-shock front suspension

has a setup similar to the original from the 1950s, but with updated components. Note the special adjuster on top of the upper mount for the coil spring.

the one that crashed at Riverside might have been dug up later, as photos surfaced that showed the Sorrell being recovered from its grave and sitting on a car trailer, but nothing further is known about that attempt. It took almost 10 years for the Larkin brothers to complete a fresh recreation, but due to their advancing age and declin- ing health, they never went racing in the SR-200. So they sold it to Wes Abendroth, a vintage racer and restorer of sports car specials. With an eye toward posterity, he set to work putting it back to its original competition trim and livery. e engine is a 355 ci Chevy (CR 10.5:1), delivering 360 horses, or slightly more than 1 hp per cubic inch, which was a lo y goal rst reached back in 1956. Power runs through a close-ratio four-speed transmission and then to a narrowed Ford 9-inch rear end with a 3.89 ratio and four-link setup with a Panhard bar. At the front are coil springs with dual arms and special adjusters. Brakes are discs, both front and rear. Total weight is 2,200 pounds. Even though it has a race car look, the Sorrell-Larkin is street legal and even has a cassette player in the dash. Other- wise, the trim is full-on race car, from the toggle switchgear on the dash to the harnesses in the bucket seats. Just as Bob Sorrell would have wanted.

28 Sorrell-Larkin Special

Knock-off spinners on the front wheels,

but not on the rears, due to differential sizing of wheels and tires.

A 355 Chevy with an open stack delivers 360 horses.

The coil-and-shock front suspension

has a setup similar to the original from the 1950s, but with updated components. Note the special adjuster on top of the upper mount for the coil spring.

A er such an undigni ed demise, how was the car reborn? Mike and Jim Larkin set out to replicate a car that no longer existed (only three were ever made). Rumors circulated that The hero list of notable drivers is considerable. the one that crashed at Riverside might have been dug up later, as photos surfaced that showed the Sorrell being recovered from its grave and sitting on a car trailer, but nothing further is known about that attempt. It took almost 10 years for the Larkin brothers to complete a fresh recreation, but due to their advancing age and declin- ing health, they never went racing in the SR-200. So they sold it to Wes Abendroth, a vintage racer and restorer of sports car specials. With an eye toward posterity, he set to work putting it back to its original competition trim and livery. e engine is a 355 ci Chevy (CR 10.5:1), delivering 360 horses, or slightly more than 1 hp per cubic inch, which was a lo y goal rst reached back in 1956. Power runs through a close-ratio four-speed transmission and then to a narrowed Ford 9-inch rear end with a 3.89 ratio and four-link setup with a Panhard bar. At the front are coil springs with dual arms and special adjusters. Brakes are discs, both front and rear. Total weight is 2,200 pounds. Even though it has a race car look, the Sorrell-Larkin is street legal and even has a cassette player in the dash. Other- wise, the trim is full-on race car, from the toggle switchgear on the dash to the harnesses in the bucket seats. Just as Bob Sorrell would have wanted.

RCNmag.com | July 2017 29 Dunlop has just announced a new Sport Classic tire, designed to meet the needs of classic car drivers

and optimized for high-performance vehicles of the ‘60s, ‘70s and ‘80s. The new tire features a classic look and feel, combined with modern handling and braking performance. Sizes are available for Porsche 356, Mercedes 300SL, Jag E-type, Austin-Healey 3000, Ferrari 250GT and Dino, and several stock sizes for Chevrolet and Ford cars of the era. MATCH RUBBER How to choose the right tires for your specialty car By Jeff Zurschmeide

icking tires involves both appearance and application. Obviously, a Bentley replica from the 1920s needs dramati- P cally different tires than Cobra or Porsche Speedster reproductions. e wrong width and diameter not only look out of place, but also put stress on your chassis that the engineers never designed it to handle. at’s because modern tire technology is dramatically better than anything available when most classic cars were originally designed. e change from bias-ply to radial tires in the late 1960s was the biggest jump, followed by the invention of shorter sidewall tires in the mid-1970s. ose advances, together with better rubber compounds, mean that today’s tires can grip the road with several times the force than initially available. is increased cornering ability is great for driving, but what if your replica is using the same steering and suspension design originally developed for the car? These increased cornering forces are being transferred to your wheels, wheel bearings and hubs, ball joints or king pins, suspension arms, and even to the frame of the car itself. Both street rods, but note how the tire size

While not necessarily immediately damaging, catastrophic failures do and style change the look of the car. occur on occasion. Fortunately, there’s a lot you can do about it. If you plan to drive hard on performance tires, you can beef up the relevant components. You can reinforce those A-arms, Magna ux your spindles, install double-bearing hubs, and make sure your wheels are up to the task. Chassis sti eners underneath the car, and a well-attached four-point roll bar will help, too. e next question to ask yourself is what do you really plan to do with the car? A show car that doesn’t drive very far or very hard obviously has very di erent needs from a vintage racer or even a pleasure vehicle. If you do plan to drive in competition, are you looking at drag racing, track racing or autocrossing? e kinds of driving you plan to do in your car should dictate your primary tire choice. In addition, what about multipurpose cars? If you have a car that you show occasionally, but you still want to drive it around for fun or compe-

30 Dunlop has just announced a new Sport Classic tire, designed to meet the needs of classic car drivers

RCNmag.com | July 2017 31 You can ﬁ nd a better

selection for small rim diameters in competition tires than you can for tition, your best bet is to invest in a second set of wheels. is e situation is a little better for replicas of sports cars of the performance street can allow you to have a set of “dress shoes” and a set of “sneak- 1960s and 1970s. For example, if you’ve got any of the models tires. For instance, ers” for your car. With 15 minutes of light work, you can swap based on the Lotus Super 7, the originals rolled on 13-inch wheels. the Toyo Proxes tires and be ready to go for any event. Porsche Speedsters drove on 15-inch wheels, and many popular R888 is available e best part of having multiple tire sets is that if your car is continuation cars also use standard domestic 15-inch wheels. in a range of of a vintage design, you can show it with period-correct bias-ply In this class, manufacturers divide tires into Grand Touring sizes from 13- or balloon tires. Having authentic bias-ply tires and correct wheels Summer, High Performance Summer, Ultra High Performance to 20-inch rims. is o en a make-or-break di erence with show judges, but driv- Summer, Max Performance Summer, and Extreme Performance ing on those tires is a punishment you don’t deserve. Summer categories. If you want to keep to a period-correct tire Once you determine what kind of driving you plan to do, size, you’re o en limited to Grand Touring or High Performance here are some tips on picking the right tires for your categories. By the time you get to Max Performance, you’re into application. 17-inch or larger tires that need 10 inches or more of wheel width, for 35-series sidewalls. Cobra replicas

Vintage tires When it comes to getting period-correct But unless you’re headed to the track, the High Performance obviously require rubber for your classic, you’re in luck. Not only are most sizes category should give you plenty of grip. e 15-inch tires in this performance rubber, available, but even though they look vintage, you’re still getting category include the Pirelli P600, and Vredestein even makes the and these Goodyears the bene t of modern tire construction and rubber compounds. Sportrac 5 to t a 14-inch wheel. ere are fewer options avail- have a tall sidewall Most vintage tires were substantially narrower than their mod- able for 15-inch wheels in Ultra High Performance, but the BFGo- that ﬁ lls the wheel well. ern counterparts, so pay attention to nding the correct size. odrich g-Force Sport COMP-2 is available, as well as the Dunlop Even though the tread is a current Coker Tire is among the leading companies for historically accu- DIREZZA DZ102. all-season type, the width and diameter rate tires in both vintage and modern sizes. of this street rod tire is period-correct. Competition tires Paradoxically, you can nd better tire Street tires When it comes to street tires, you’ve got a lit- selection for small rim diameters in competition tires than you tle more wiggle room than if you’re going for historical authen- can for performance street tires. is is because many vintage ticity. In general, you can bump your wheel size by 2 inches and and club racing rule sets specify a stock original rim diameter. it won’t be obvious that you’ve made a big change. Your car will Tires like the Toyo Proxes R888 are available in a range of sizes look better, but not in a, “Wow, that guy put huge wheels on his from 13- to 20-inch rims. e Hoosier A7 and R7 are all but rac- car” kind of way. ing slicks, and available in a wide variety of sizes from 13- to Keep an eye on your overall tire diameter, since it a ects your 19-inch wheels. The BFGoodrich G-Force R1 is available in nal drive ratio. Shortening your tire diameter a little can ben- 15-inch sizes. e t your car’s 0-60 mph times. For drag racing, Hoosier makes the D.O.T. Drag Radial in You can also go with a bigger tire and wheel combination 15- through 18-inch sizes, and Toyo o ers the Proxes TQ. and keep the same overall diameter if you select tires with a For any competition use, be sure to read the relevant com- shorter aspect ratio. ( e relationship of the section height to the petition regulations thoroughly before investing in wheels or Bias-ply section width.) tires. is is just as true for club autocross competition as for For example, if you go to a 60-series tire where the original vintage or national racing. tires have that car speci ed 70-series, you can o en move up several sizes. If old-timer’s look, Yokohama’s your car speci ed 185/70R15 tires, you can select a 215/60 on the e bottom line on tire choice is that the quality and selec- but obviously ADVAN Neova same wheel, or a 195/60 if you want to change to a 16-inch wheel. tion available has never been better. e competition rubber we can’t compete AD07 is designed To move up to a 17-inch wheel, the same diameter of tire requires have today will give you more grip than anyone had in the 1960s. with current tire to provide high a 235/45. Street tires will do a better job in rain than tires of even 15 years technology. levels of traction, ere’s a comprehensive tire size calculator at www.tiresize. ago. And if you’re looking for vintage rubber, it’s out there, and responsive handling com that will help you determine what will t. is calculator o en with a modern compound and tread design. e best part and driving control gives both metric and inch measurements, so it will work for all is that these tires will also last much longer than older tires did. in dry and wet road kinds of tires. e tires you buy for your specialty car today may be the last set conditions. However, One last comment on tment: Be sure to consider tread width, you ever have to buy for that car. like all Extreme and if possible, test-mount any new tire size to be sure it will Performance Summer clear your fenders, shocks and wheel arches. tires, these tires are not intended to be serviced, VENDORS Performance tires If your car is built for speed, you stored, nor driven in near- really need the right high-performance tires (also known as sum- and below-freezing temperatures, Coker Tire mer tires) to maximize your results. In this category, you can through snow or on ice. 866/516-3215 forget period-correct tire sizes for cars designed before the 1950s, www.cokertire.com because they’re probably not available.

32 You can ﬁ nd a better

RCNmag.com | July 2017 33 550 Spyder Recreation

Loving a 550 Spyder

Note the light on the side of the car, between the front tire and passenger door.

Story and photos by Juan Lopez-Bonilla That was to signal an imminent pit stop during a road race, as the low-proﬁ le ARACHNOPHILIA car was not easily spotted from a distance. hose who grew up in the 1950s and for its “Little Bastard” insignia. recreating truly vintage automotive machinery: by the fact that Porsche named its cars as design ger and more powerful competitors. Familiar with ‘60s with a deep interest in anything e 550-type cars were to become the “Grand 502 Motorworks. is rm’s all-aluminum, hand- studies, thus “Design Study 550.” its prowess on the track, Wade lusted a er the 550 T automotive no doubt appreciate leg- Daddys” of Porsche racing. And by virtue of being cra ed 550 Spyder is for the fortunate few collec- Also, early 550s ran an engine derived from back in his youth, but today runs a company devoted endary cars from that era, such as produced in such low numbers — approximately tors able to a ord one of these exacting reproductions Volkswagen, but later they became Porsche engines. to cra ing these beauties in the purest vintage the Porsche 550 Spyder. It has such just 100 between 1953 and 1956 — they are both of an iconic racing machine. And of the many versions of the 550 created in the form. a beautiful, captivating shape that can make an highly desirable and extremely expensive for col- Wade Lewis, one of the owners of 502 Motor- 1950s, the 1955 model was the rst to use the label When Wade decided to start recreating the 550 indelible mark on an impressionable young mind. lectors as a piece of racing history. works, shared the nuances of this reincarnation, Spyder as emblems in the fenders. Spyder, he set a goal for himself to build a Spyder Further ingraining it into our collective memory Fast-forward to today, and the beloved 550 Spy- not only in terms of style and looks, but also its Space doesn’t permit covering the racing his- that not only looked like one, but would also func- was the untimely death of actor/racer James Dean der lives on in replica form. A group of guys at one function and performance, just like in the good ol’ tory of the 550 in detail, but su ce it to say it was tion truly like an original. Another goal was per- at the wheel in one of these Spyders, forever recalled company in particular is especially passionate about days. For instance, the 550 was designated as such appropriately dubbed a giant killer, for besting big- formance that would take you back in time with

34 550 Spyder Recreation

Loving a 550 Spyder

Note the light on the side of the car, between the front tire and passenger door.

RCNmag.com | July 2017 35 550 Spyder Recreation

none of the modern improvements you nd in other 550s being replicated out there today. An authentic, elemental racing feel was essential. e 550 Spyder shown here is one that Wade decided early on to make as a “tribute car”; that is, patterned a er one of the 1955 factory-backed race cars, and inspired by the chassis that was dominant in races at LeMans and driven by famous drivers such as Stirling Moss, Hans Herrmann, Helmut Polensky and Richard von Frankenberg. Successful they were at winning LeMans in the 1500 cc and Below class, along with Goodwood, Nurburgring, and Targa Florio, to name just a few. Part of what made these cars so successful in racing was the power-to-weight ratio, as they weighed in at a mere 1,250 pounds. Not to mention the well-engineered suspension and reliability of the engines, along with the added bene t of less driver fatigue. Not much human muscle was needed in a 24-hour race in a car this light. Wade began the process of creating a build plan that consisted of rst purchas- ing authentic blueprints for the chassis (of car #050-060), plus a dimensionally correct original aluminum body and tubular chassis. Wade’s interest, and that of his company, is not merely creating a single vehicle, but multiples. So they sent all the pieces of the car to 502’s partner company in the U.K., where they would in turn be digitally scanned and CAD documented for consistent replication and for ease of inventory as demand requires. e bodies of these 550s are hand formed by master panel cra smen in England to exacting speci cations, as per the scanned original body. e same digital scanning was done on all the smaller pieces of the car as well for fabrication purposes, including the suspension, and parts such as the shi er linkage, jacks and jack points. By the way, those jack points are fully functional and not just for looks. Even the wiring harness matches original specs with its silver covering of wires. is particular car is headed to its new owner in France, who plans to race it in Europe and the U.S. Vintage Racing Circuit, including LeMans Classic and Daytona Historics. What is the reason for 502’s almost fanatical attention to detail? FIA approval for classic vintage racing. at was the ultimate goal with this car, which was achieved. In keeping with this validation, the 550 Spyder featured here is painted in period-correct silver, the same as the original factory-backed race cars in 1955. Only a handful of colors were used back then: silver, ivory white, red Belgian team yel- low, French team blue, and 502 will only apply one of those hues.

Looking back on the original 550 Spyder, its venom was pure poison for many higher horsepower cars not even in its class.

36 550 Spyder Recreation

Looking back on the original 550 Spyder, its venom was pure poison for many higher horsepower cars not even in its class.

RCNmag.com | July 2017 37 550 Spyder Recreation

Wade will build only period-correct 550s, using an all aluminum body that’s only 1 mm thick. e chassis uses precise measurements from the pre-550-070 cars with a low frame design for ease of getting in and out of the car. e suspension consists of a torsion bar front with an anti-sway bar, and torsion bar rear, and has Koni Classic shocks on all four corners. e 40 mm drum brakes, as found on the early production cars, have the proper vented backing plates per the original design and uses all Porsche components. e car also has the FIA-compliant seat slide for the driver’s seat, in bar- ber-pole red vinyl. e engine in this particular 550 is a 1955 Porsche 1600 Super, but de-bored to a correct 1500 cc. Dual Webers are standard, but for FIA homologation it’s equipped with dual Solex, sand-cast short carbs. It has a 9.5-1 compression ratio, a Solex camsha and modi- ed aluminum heads. A dry-sump oil tank and front oil cooler are installed for the four-cam engine option. It has an original 519 transaxle, 7.31 ring and pinion, 200 mm aluminum clutch pressure plate. is engine setup nets 100 hp, which might not seem all that signi cant at rst, but recall that the car weighs in at just 1,250 pounds. us equipped, when racing the straights at LeMans, it could hit 140 mph — pretty impressive. For those who want one of these beautiful vintage recreations, best prepare yourself for what it will take to own one. Wade and his Engine options range company will build it for you, but it takes patience and a desire to from a Porsche 1600 Super have one, between 12 and 18 months to complete for the sum of (shown here), de-bored to $275,000. Partially completed vehicles are available starting at the period-correct 1500cc $100,000. displacement, to a rare and Looking back on the original 550, its venom was pure poison for sophisticated 4-Cam. many higher horsepower cars not even in its class. Which makes an exacting reproduction like 502’s all the more endearing. It’s a Spyder bite that you can’t help but love.

VENDORS

Ad on 502 Motorworks Pg. 9 502/254-3001 www.502motorworks.com

A great deal of effort went

into give the cockpit an authentic style of detailing.

38 550 Spyder Recreation

VENDORS

Ad on 502 Motorworks Pg. 9 502/254-3001 www.502motorworks.com

A great deal of effort went into give the cockpit an authentic style of detailing.

RCNmag.com | July 2017 39 After disconnecting the brake ﬂ uid hose and capping off the end, break

After removing the rotor from the hub (which might require some loose the caliper mounting bolts from the back side of the rotor. Then lift off the caliper, keeping the brake line hose vertical to avoid any ﬂ uid spills. persuasion with a rubber mallet), thoroughly clean it with a wire brush.

BRAKE ROOM Installing bigger Wilwood discs Install the rotor

registration adapter on enlarged Cobra wheels over the dust cap, making sure the larger By Steve Temple O.D. faces inward. Photos courtesy of Wilwood Youngs

ack in the 1960s, the original Shelby 427 S/C Cobra had pretty good brakes for its time. With Gerling solid discs B front and rear, tted on 15-inch wheels, and Ken Miles in the cockpit, the Cobra could run from 0 to 100 mph and back to 0 in less than 14 seconds. Not exactly a typical performance measure, but an interesting number nonetheless. A er all, on the track, cars are more o en passed under braking than anywhere else, so it’s a key aspect of performance. Of course, brakes have come a long way since that feat of Ken Miles. In the Cobra replica market, wheels are o en bigger than 15 inches, allow- ing for larger-diameter discs. ey are now drilled and slotted as well for

After installing the mounting bolts with washers through the mounting

ears from the inboard side, attach the Wilwood caliper mounting bracket and temporarily tighten the bolts. Once you’re sure the bracket ﬁ ts squarely, remove bolts, apply red Loctite, and torque to 65 ft-lbs.

40 After disconnecting the brake ﬂ uid hose and capping off the end, break

BRAKE ROOM Installing bigger Wilwood discs Install the rotor

registration adapter on enlarged Cobra wheels over the dust cap, making sure the larger By Steve Temple O.D. faces inward. Photos courtesy of Wilwood Youngs

After installing the mounting bolts with washers through the mounting

RCNmag.com | July 2017 41 Apply thread tape and screw

the inlet ﬁ tting into the caliper.

After bolting the

hat to the rotor with washers (155 in-lbs), install the hat/rotor assembly to the hub and secure with three lug nuts (ﬁ nger tight only).

Once the better cooling, substantially reducing

caliper is on the fade for surer stopping power. bracket, with the Several di erent companies supply largest pistons brakes to the Cobra replica market, but at the rotor exit Wilwood is Factory Five Racing’s pre- end, make sure ferred supplier, as it is for many other the rotor is car builders. So, we gured you’d like to centered in the see how to install a set of Wilwood Dyna- caliper, and Pro six-piston calipers with 12.88-inch adjust if neces- rotors with 17-inch front wheels. Just in sary by adding case you plan on trying to improve on or subtracting Ken Miles’ 0-100-0 mph number. Place three shims. Once the

shim washers caliper alignment on each bolt is correct, remove between the and reinstall VENDORS caliper mount- mounting bolts ing tab and with red Loctite Wilwood Engineering mounting ears (torque to 40 805/388-1188 on the bracket. ft-lbs). www.wilwood.com

Reattach the brake

ﬂ uid line, check for clearances, and bleed the system. Bed the pads and rotor in a safe, secluded area before Insert brake driving on public roads

pads (obviously or the track. (The rear with the friction brake install is somewhat material facing similar, but a bit more the rotor) and involved, as it requires then secure sliding out the axle.) them with the retainer clip.

42 Apply thread tape and screw the inlet ﬁ tting into the caliper.

After bolting the hat to the rotor with washers (155 in-lbs), install the hat/rotor assembly to the hub and secure with three lug nuts (ﬁ nger tight only).

Once the better cooling, substantially reducing caliper is on the fade for surer stopping power. bracket, with the Several di erent companies supply largest pistons brakes to the Cobra replica market, but at the rotor exit Wilwood is Factory Five Racing’s pre- end, make sure ferred supplier, as it is for many other the rotor is car builders. So, we gured you’d like to centered in the see how to install a set of Wilwood Dyna- caliper, and Pro six-piston calipers with 12.88-inch adjust if neces- rotors with 17-inch front wheels. Just in sary by adding case you plan on trying to improve on or subtracting Ken Miles’ 0-100-0 mph number. Place three shims. Once the shim washers caliper alignment on each bolt is correct, remove between the and reinstall VENDORS caliper mount- mounting bolts ing tab and with red Loctite Wilwood Engineering Quality Gauges mounting ears (torque to 40 805/388-1188 since 1905 on the bracket. ft-lbs). www.wilwood.com stewartwarner.com

Reattach the brake

ﬂ uid line, check for clearances, and bleed the system. Bed the pads and rotor in a safe, secluded area before Insert brake driving on public roads pads (obviously or the track. (The rear with the friction brake install is somewhat material facing similar, but a bit more the rotor) and involved, as it requires then secure sliding out the axle.) them with the retainer clip.

RCNmag.com | July 2017 43 ’51 Ford Victoria

BACKYARD hile a lot of car guys claim that “old guys rule,” others let their turned out well, followed by a modi ed ’32 Ford roadster and ’39 Lincoln A ’51 Ford Victoria rides do the talking. Just ask Gary Wolcott, who has been Zephyr coupe. While those rides were fun, he always wanted to do an old- W building cars since his teens, and is now in his golden years. school lead sled and was speci cally intrigued with the idea of a sectioned that’s got some chops Early on, his projects consisted of mild customizing and Ford Shoebox. de-chroming, but soon expanded to upgraded horsepower When it was time to begin in earnest, he found a funky 1951 Vicky Story and photos by Joe Greeves and engine conversions. But he didn’t do any serious body mods until about hardtop in North Carolina and hauled it to his home in Se ner, Florida. BUILD 20 years ago, self-taught and learning through trial and error. He felt it was better to start out with something rough in case he ruined it. Chopping the tops on a ’49 Chevy pickup and a ’48 Caddy Sedanette But as evident in the photos, there was no need to worry.

44 ’51 Ford Victoria

RCNmag.com | July 2017 45 ’51 Ford Victoria

“A er four years and a lot of mistakes, it didn’t turn out too bad,” Gary says — but with one quali cation: “For a backyard, rst-attempt section job.” In fact, sectioning was just one of many metalworking techniques that he applied to the Ford. e process actually began by creating a rm foundation. e Z’d and notched S-10 subframe uses the factory front end, and incorporates a four-bar suspension in the rear. Chevy Blazer disc brakes handle stopping chores, while the Goodyear air bags on all four corners provide an altitude adjustment. Even though the air suspension brought the old ‘Box down, removing 4 inches from the top and 5.5 inches from the body brought it down even more. With an eye toward establishing the correct long and low proportions, he shortened the roof 10 inches, and the three-piece Vicky rear window was replaced with metal and glass from a coupe. He also extended the rear deck and modi ed the rear quarter panels to accommodate ’56 Olds tail lights, accented with ’52 Ford trim. Up front, Gary lengthened the front fenders 3.5 inches and tted them with frenched ’53 Mercury headlight rings. Note how Gary extended the rear deck A er rounding the hood corners, he designed a smooth, and fabricated spats for the rear wheels. Mercury-style grille shell with a ’54 Chevy front bumper override used as the center bar. Both ends are protected with ’49 and ’50 Ford bumpers, with a ’55 Pontiac rear bumper override used out back. Exhaust tips exit through the rear bumper.

Just how low can you go? Goodyear air bags at all four corners provide an altitude adjustment.

The modiﬁ ed ’55 Olds dash has AutoMeter

gauges and a cut-down rim from a ’55 Chevy.

46 ’51 Ford Victoria

Just how low can you go? Goodyear air bags at all four corners provide an altitude adjustment.

The modiﬁ ed ’55 Olds dash has AutoMeter gauges and a cut-down rim from a ’55 Chevy.

RCNmag.com | July 2017 47 ’51 Ford Victoria

Since a Ford engine was too tall for the sectioned compartment, Gary went with a GM LS1 V8. A few nal exterior touches include shaving the door handles, fabricating ush-mounted fender skirts that hide the rear tires, and applying ’55 Chevy 210 side trim as a style line. e car rolls on Chevy Blazer 7 x 50 rims, wrapped in 70-Series Diamond Back whitewalls and highlighted with ’53 Caddy hubcaps. While the staggering number of body modifications would challenge a full-time professional, Gary’s backyard build was just hitting its stride over a four-year period. e black leather and vinyl interior sports a custom berglass headliner along with a modi ed ’55 Olds dash with AutoMeter gauges. He sourced the seats from an ’02 Trans Am, separated by a custom-made fiberglass center console that waterfalls from the rear seats to the dash. e cut-down’55 Chevy steering wheel actuates a modi ed rack and pinion, also from a ’55 Chevy. Creature comforts inside include power windows, Vintage Air, and a Custom Autosound radio. Motive power and paint were the nal steps, with Gary choosing an GM LS1 V8, supplying plenty of beans in stock form. While a Blue Oval engine was his initial choice, he discovered that the Ford mill was too tall for the sectioned engine compartment. And Gary has a soft spot for the General’s mechanicals since, “They are plentiful, reasonably priced, and hold up well,” he feels. Power from the LS1 ows through a 4L60E transmission with a tall Lokar shi er. For the appropriate performance rumble, Gary custom fabricated exhaust manifolds and the system is quieted (almost) by a set of Smithy’s Glasspacks. e nal step was paint and Gary sprayed the car himself (who else?), choosing PPG Light Metallic Pewter. Has the car been a success? Judging by the fact that it was a Good- guys Builders Choice and a George Barris Best of Show, we’d say that’s a rmative. Is Gary eager to build another award-winning custom? Well, yes and no. “My next project is a ’51 Studebaker Business Coupe with a new Ford Coyote motor. e only body modi cation is the installation of a ’50 Ford dash. I think I’ve had my ll of metal fabrication for a while.” A er all, he sure doesn’t have to prove that old guys rule.

Gary Wolcott’s got some chops to do a backyard build. VENDORS AutoMeter 815/895-8141 www.autometer.com Custom Autosound 800/888-8637 www.casmfg.com Lokar Performance Products 865/824-9767 www.lokar.com After shortening the roof 10 inches,

Vintage Air, Inc. Gary replaced the three-piece Vicky rear 800/862-6658 window with metal and glass from a coupe. www.vintageair.com

48 ’51 Ford Victoria

Vintage Air, Inc. Gary replaced the three-piece Vicky rear 800/862-6658 window with metal and glass from a coupe. www.vintageair.com

RCNmag.com | July 2017 49 EVENT REVIEW Texas Cobra Club Spring Meet

A Cobra meet deep in the heart of Texas By Ken Walker Photos by Doug Pawlak of Cafe Photo and Ken Walker

here’s another sleepy town down around San Antone (besides the Doobie Brothers’ China T Grove) that comes alive in the early spring of each year with the invasion of the Texas Cobra Club Spring Meet. Dozens of Cobras, GT40s and Daytona Coupes hailing from all over our great nation converge on San Marcos, Texas, for this annual event. From its humble beginning back in 2000, with about 15 or so Cobras gathering in Austin for a lunch outing, the TCC Spring Meet has become one the premier gatherings of folks wanting to pay homage to Carroll Shelby and his legacy of racing machines. For 18 glorious years the Austin Chapter of the Texas Cobra Club has hosted this annual event. It has grown in notoriety and leaves its mark on the Texas Hill Country every year. To quote their website, “We cruise the Hill Country, get track time at Harris Hill Raceway, and sit around in the hotel lobby telling lies about outrunning cops and how many coeds ashed us wanting a ride.” Fittingly, this event has always been called a meet — not a car show. at’s because cars are rarely sitting still at the TCC Spring Meet. ere are thousands upon thousands of miles of winding Texas Hill Country roads to explore and cruise. Roads like the Devil’s Backbone, Twisted Sisters, and ree Sisters are just a few of the exotically named byways. Even though Willie and Waylon were not on hand, many attendees went to Lukenbach, Texas, for a cool beverage. Other stops along the way were Fredericksburg, Boerne, Lockhart, Dripping Springs, Gruene and Wimberley, just to name a few. In the past, most attendees have arrived on ursday for an extended weekend, when most of the SNAKE FEST! activities get started, but this year more than 40 cars 50 EVENT REVIEW Texas Cobra Club Spring Meet

A Cobra meet deep in the heart of Texas By Ken Walker Photos by Doug Pawlak of Cafe Photo and Ken Walker

showed up a day early to get a jump on things. (A er all, what Cobra fans aren’t enthusiastic about their rides and hanging out with fellow owners?) Harris Hill Raceway opened its doors on ursday a ernoon for the TCC Spring Meet with an open race event and the opportunity for a parade photo shoot. About 20 cars participated in the track day event. Also trying to add something new to the Spring Meet, on ursday evening just about sundown, a mock drive-in theater was set up and showed the always popular e Gumball Rally on the silver screen. e Friday night activities included a Texas Style Hamburger Cookout and Tailgate Party. For the past seven years, Tito’s Handmade Vodka has been a major sponsor of the event and this year was no di erent. Tito’s even supplies a couple of car- Every morning, Cobras were coiled and Long shadows just before the Old friends hanging out Dave Cheever and Scott Black ready to strike in Texas Hill Country. cars were tucked away for the night. with some new ones. in a lead-follow instructional lap. nival games, and all proceeds from the games and the dinner went to club charities. e silent auction and ra e during the banquet on Saturday evening raised over $3,500 for the Cystic Fibrosis Foundation. At the banquet, James Yale from Radical Roadster of Texas was named the 2017 TCC president. For many, this was their rst encounter with the Texas Cobra Club. About a quarter of all those attending are rst-timers. However, the event is not just for Texas Cobra Club members. In fact, there were cars and drivers from 13 di erent states. Of the 135 or so cars at the event, over a third were from outside of Texas. For the past several years, the Ohio Cobra Club has brought its ra e car to the event to sell tickets and to promote the London Cobra Show. is year, the Ohio Club was represented by about a dozen cars. e Texas Cobra Club proudly supports the OCC in donat- ing to the Cystic Fibrosis Foundation. is year there were no major issues with the cars or the drivers. Everyone made it back to the hotel each night safely with nothing more than a little sunburn and sore cheeks from smiling and laughing so much. “From my perspective, it was the best one yet,” enthused attendee John Shelton. “I would go back tomorrow if I could, but if we did it more o en, it would be less meaningful. If we did it bigger, it would be less personal. And if we did it somewhere else, well, it wouldn’t be Texas!”

52 EVENT REVIEW Texas Cobra Club Spring Meet

RCNmag.com | July 2017 53 EVENT REVIEW Texas Cobra Club Spring Meet

Fall Creek Vineyards welcomed the Tailgating and Cobras. Gruene, Texas, known for the Gruene Music Eric Lyczak and his Superformance, boasting more than 100,000 TCC for some wine tasting. It just doesn’t get any better! Hall, was invaded by the Texas Cobra Club. miles on the odometer, and a 557 ci mill under the hood.

A little rain never stopped Paul Snowden and Glenn Reilly on their way to get some Texas barbecue.

Newly elected TCC President James Yale expresses his enthusiasm at the Fall Creek Winery.

54 EVENT REVIEW Texas Cobra Club Spring Meet

A little rain never stopped Paul Snowden and Glenn Reilly on their way to get some Texas barbecue.

Newly elected TCC President James Yale expresses his enthusiasm at the Fall Creek Winery.

RCNmag.com | July 2017 55 Here we are measuring backspacing,

using a custom-made tool. Whatever tool you come up with has to be able to give you two measurements at the same time — the distance from the hub face that the wheel bolts to (backspace) and the distance from the centerline of the axle (radial). You can see our version in this photo — a good solid straight edge and two measuring devices. Be sure that the ruler taking the radial distance is always zeroed on the axle centerline.

Once you’ve

processed all the dimensions, discuss them with the wheel company and make a decision on the speciﬁ cations for your wheels. Or, if you’re considering buying wheels at a swap meet or similar, you can determine if the wheels are right by measuring the backspace using a straight edge and tape measure. Also measure the width, not including the rim beads, and its height.

If possible, it’s a good idea to mount the bare wheel RIMS ‘N’ RUBBER (without the tire mounted) for a trial ﬁ t. Then do all the compression, droop and steering lock-to-lock tests with the A guide to fitting wheels and tires By Jim Youngs Photos by Carolyn Youngs car on jack stands. If the wheel hits something here, it’s not going to get any better with a tire mounted on it. You can also tape a piece of Styrofoam to the wheel and cut it to the f all the decisions that we make building a replica or street dimensions of the tire, and try all the tests again to see if rod — paint, engine, upholstery and more — we probably you hit anything. O agonize over the selection of wheels and tires more than anything. A cool set of wheels and tires can make a critical di erence between a good and bad result, as they set the overall tone and style of the car. But, how many times have you spotted a cool-looking car, only to scratch your head trying to gure out why it doesn’t look quite right? More o en than not it can be traced to the wrong-size wheels and tires that may a ect the stance of the car. It can have an awesome paint job, brilliant shiny stu and knockout upholstery, but if the shoes don’t go with the overall out t, the whole e ect is lost. Finding the correct wheels should really start at the same time you begin the project, whether you buy them at that time or not. (We know of buildups that were actually done around a set of custom wheels, so that’s not an unusual practice.)

A couple of additional points: Make an effort to compress the suspension as much as is safe. You want to see if there’s something in the suspension’s normal stance that gets in the way when you hit a bump. Also, use your ﬂ oor jack to place the suspension in a “droop” stance. On the front you want to turn the steering to full lock-to-lock in both directions and make sure your maximum backspace dimension keeps you from hitting anything. Again, cycle the suspension through compression and droop to make sure there is adequate clearance everywhere.

56 Here we are measuring backspacing,

Once you’ve

RCNmag.com | July 2017 57 Measuring for wheels should begin at the very early stages of construction. e rst thing you want to do is establish that the outside edges of the wheel wells are equally spaced from the body’s centerline. You need to know that if you put the centerline of the body on the centerline of the chassis, that the wheel well edges are going to end up equal distances from the chassis centerline. If not, you’ll need to adjust the body on the chassis to get the wheel well edges lined up with the chassis rails and ultimately the suspension. What you’re trying to accomplish is to end up with the suspension (wheel hubs) equidistant from the wheel well edges for both the front and rear axles. You’re not trying to make the front and rear distances the same, just match the front side to side, and the rear side to side. Keep in mind that not all bodies are perfect, with the wheel well edges equally spaced from the centerline of the body. e starting point is to check to see where you are before permanently mounting the body. After we mounted the tires to the new wheels, we put them on the car and went

From that point on, you can follow our descriptions here through all the clearance tests again. A bit more time spent at this point can save to ultimately nd the right wheels and tires and achieve a bal- having a problem later on. Once you’re satisﬁ ed that you have a good ﬁ t, put the anced look for your ride. car on the ground and get it professionally aligned.

Here’s a great wheel/tire ﬁ tment on our model. Note how both the front and rear wheels sit in the same place in relation to the outside of

the wheel wells. Get it right there and the effect is subtle, but noticeable. When you see a car that looks a bit awkward or unbalanced in its stance, most of the time it’s a poorly ﬁ tted wheel/tire combination.

A bolt-circle gauge makes it easy to

determine bolt patterns. It’s especially useful to carry along if you’re shopping for wheels at a swap meet.

58 Measuring for wheels should begin at the very early stages of construction. e rst thing you want to do is establish that the outside edges of the wheel wells are equally spaced from the body’s centerline. You need to know that if you put the centerline of the body on the centerline of the chassis, that the wheel well edges are going to end up equal distances from the chassis centerline. If not, you’ll need to adjust the body on the chassis to get the wheel well edges lined up with the chassis rails and ultimately the suspension. What you’re trying to accomplish is to end up with the suspension (wheel hubs) equidistant from the wheel well edges for both the front and rear axles. You’re not trying to make the front and rear distances the same, just match the front side to side, and the rear side to side. Keep in mind that not all bodies are perfect, with the wheel well edges equally spaced from the centerline of the body. e starting point is to check to see where you are before permanently mounting the body. After we mounted the tires to the new wheels, we put them on the car and went

Here’s a great wheel/tire ﬁ tment on our model. Note how both the front and rear wheels sit in the same place in relation to the outside of the wheel wells. Get it right there and the effect is subtle, but noticeable. When you see a car that looks a bit awkward or unbalanced in its stance, most of the time it’s a poorly ﬁ tted wheel/tire combination.

A bolt-circle gauge makes it easy to determine bolt patterns. It’s especially useful to carry along if you’re shopping for wheels at a swap meet.

RCNmag.com | July 2017 59 ’57 Olds Convertible

hen it comes to customizing, it’s all inative cars, such as a Tiki-style Chevelle wagon. ’57 Olds convertible, though, was an entirely about marching to the beat of a So rather than taking the familiar road, di erent matter. Locating hens’ teeth might have W di erent drummer, as John Gilson Gilson and Nance agreed to detour into Oldsmo- been easier. well knows. Even though he’s a big bile territory — but de nitely not your father’s “More than 44,000 convertible Chevys were fan of Mid-Year Corvettes, when he Olds. Turns out that Gilson always had a thing for built in the ¸50s,” Nance points out. “But there are approached Darryl Nance of D&P Chevy about his convertible Olds, the Star re 98 in particular (a fewer than 4,000 convertible Olds.” (Note, though, next project car, he had something totally di er- name borrowed from a Lockheed F-94 jet ghter, we came across another source that claims as many FOREVER ent in mind. Nance is nationally known for his and used on a concept car at the 1953 Autorama). as 8,000 units were made, in case you’re counting expertise with Tri-Five Chevys, and his SoCal rm “I love ’57 Chevys,” Gilson allows. “But there’s — but that’s still fairly minuscule.) YOUNG is one of the premier restorers and modi ers of enough of ’em. And I didn’t want to be sitting right During its lengthy history as a division of GM Definitely not your father’s Olds this mainstream segment of classic cars. But he next to another ’57 Chevy at a show.” Some folks since 1903, Oldsmobile churned out 35.2 million Story and photos by Steve Temple also likes to color outside the lines in creating imag- just like di erent avors of ice cream. Finding a vehicles, only to be phased out in 2004, with the

60 ’57 Olds Convertible

RCNmag.com | July 2017 61 ’57 Olds Convertible

The cockpit is nicely color coordinated

throughout, even on the steering wheel rim.

distinction of being the oldest-surviving American auto brand. In the company’s heyday, during the mid-1950s, it was among the rst to have a wraparound windshield, and a wide, open-mouth grille, inspired by the then-new jet propulsion of the day (in keeping with the Star re name). roughout the 1950s, Olds used twin jet pod-styled tail lights as a nod to its rocket theme. To its credit, Oldsmobile’s Rocket V8 engine was a performance leader, making it one of the fastest cars on the market. e optional 1957 Oldsmobile Rocket J-2 engine had three two-barrel carbs (similar to the Pontiac Tri-Power), and purred with about 277 hp. (But Gilson likes to go big, so he planned to more than double that gure.) is engine was the same as found under the hood of the Series 88, an overhead-valve V8 displacing 371 cubes. e 88 had a shorter wheelbase, measuring 122 inches, compared with the 98’s 126 inches. e 98 was also 8 inches longer overall. As recently as 2008, a nicely restored Star re 98 convertible approached the six- gure mark, so these are becoming valuable collectibles in their own right. No surprise that it took more than a year of scouring the country and sur ng various websites to nd a suitable project car. Nance happened to know a former salvage yard owner in Oakland, California, who had stashed away an aging Olds in a barn. A er one of Nance’s regular car haulers, who has an eye for potential build cars, checked it out, he gave it a thumbs up — well, sort of. “We really bought only the skins,” Nance recalls. Even To give the body lines a fresher look, Nance fabricated with a ( rm) selling price of $17,000, the car’s tired frame and new chrome trim pieces and repositioned them higher to engine were not suitable, since this project was built to be align with the contours of the rear quarters. driven hard, not just admired on a show stand. To put the car on a rotisserie, in preparation for a new frame and drivetrain, D&P Chevy’s crew welded reinforcing bars between the back of the cockpit and windshield frame, in order to tie the whole car together.

“ After 40 years in the hobby, I’ve never seen a 98 convertible customized. And they’re more difficult to modernize.” Darryl Nance

62 ’57 Olds Convertible

The cockpit is nicely color coordinated throughout, even on the steering wheel rim.

“ After 40 years in the hobby, I’ve never seen a 98 convertible customized. And they’re more difficult to modernize.” Darryl Nance

RCNmag.com | July 2017 63 ’57 Olds Convertible

at was the rst of several challenges, some speci c to the car, Bringing this big sedan to a smooth stop are Baer six-piston others due to the brand in general. Understandably (given their brakes, the drilled and slotted rotors clearly evident through the relative rarity), “We’re not as familiar with Oldsmobiles,” Nance open areas in custom wheels designed by Nance. Even though he admits. “A er 40 years in the hobby, I’ve never seen a ‘98 convert- removed the rocket emblems from the front fenders, that signature ible customized. And they’re more di cult to modernize.” shape appears in the design of the rim face, along with a D&P logo. e paint and bodywork was a massive undertaking as well, An Ididit column and power rack guide the Goodyear Eagle requiring more than 1,000 hours of labor. at’s because mating the RS-A rubber down the road (F: 255/45R19; R: 275/45R20). Olds body with the custom Art Morrison chassis required Nance was careful not to the go too big with the rims, so there was rebuilding the oor, so the entire car is new from the rewall back a fair amount of sidewall on the tires, both for appearance and (except for the skins). e independent front suspension features a so er ride. tubular control arms with coilovers, and the rear end uses a Ford In the cockpit, a custom console lls the center area, and the 9-inch axle. dash was padded before being covered with the same upholstery While Nance points out that the Olds was never intended to be used on the seats and steering wheel. Classic Instruments gauges a radical restomod (he didn’t want to nose and deck the body as on monitor the vital signs of the engine, and the A/C controls are some kustoms), he still took some pains to give the body lines a carefully concealed in the glove box. fresher, more dynamic look. In particular, he felt the factory chrome All told, this ’57 Olds is a remarkably tasteful update of an trim starting at the top of the front wheelwell made the car look “old exclusive classic — one that your father would be proud to own. and dated,” so he fabricated new pieces from a similar GM car (he won’t reveal which one), and repositioned them higher to align with the contours of the rear quarters.

is simple change not only makes the car appear longer, but The custom rims also gives it a more modern look. Other meticulous mods included have the signature removing the Rocket insignias from the front fenders, and some Olds Rocket emblem. chrome pieces from the tail light area, along with reworking the three-piece bumper into a single piece, without the embedded exhaust tips (they now exit below instead). Darryl didn’t go overboard with the smoothing, though: “I didn’t want to disrespect the car, but instead enhance what you’ve got.” A 502 Chevy ﬁ lls up the engine bay right to Like those factory door handles, for instance. Rather than elim- the fender wells. Handcrafting the intake tubing inating them (which he’s done on numerous other cars), he retained and engine bay covers took countless hours. their original placement. “Notice how nicely the GM designers integrated them into the trim stripe,” he points out. e PPG Vibrance “Sexy Red” body color and side stripe’s champagne-colored accent tint match precisely with the leather and ostrich-skin upholstery, sewed together by Stitch- cra . By the way, that crimson color doesn’t have metal ake in it, VENDORS but instead a gold undercoat to give it more intensity. For all the classy and elegant detailing of his Olds, Gilson wouldn’t Art Morrison be happy with just a pretty face. A er all, he’s a veteran Corvette 253/922-7188 owner, so this Olds had to have some serious muscle under the hood. www.artmorrison.com “I really wanted the engine to ll up that bay,” Gilson notes. So they went with a naturally aspirated 502 Chevy V8, but Baer Brakes substantially altered with a custom Hogan induction system that 602/233-1411 uses dual Viper throttle bodies. “We’ve seen too many cars with the www.baer.com Ram Jet system, and we wanted a di erent look,” Nance explains. Easier said than done, however. Classic Instruments Synchronizing the throttle bodies with a GMPP computer was 800/575-0461 way more of a challenge than they expected, and handcra ing the www.classicinstruments.com intake tubing and engine bay covers took countless hours. A March pulley system drives the accessories, and custom headers ow the D&P Chevy exhaust into tubing that runs through the frame rails. A THM200 800/647-1957 R4 OD trannie backs up the 600 hp engine, while the Griffin www.dpchevy.com aluminum radiator keeps this hot mill running cool.

64 ’57 Olds Convertible

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