RCNMag.com SUMMER 2019 Nostalgic Allard J2X MkIII 427 SOHC Cobra Roadster DIY Paint and Prepping

FASTER FASTBACK Streamlining a 289 FIA Cobra roadster with a Le Mans hardtop Page 36

Exacting Grand Sport #004 Replica Page 48

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Contents

36 OMING NEXT ISSUE C

On the Cover Elegant, scratch-built BMW 328 CSX7084 from Shelby American honors the original hardtop Cobra roadsters that Converting your carburetor to EFI preceded the successful Daytona Coupe. This radster rides on a 427-style chassis with Improving on the ’67 Shelby GT500 four-inch, stainless steel main rails, and coilover suspension. Photo by Steve Temple. The eerie world of early kit cars

THROTTLE STEERING FEATURE CAR 6 The Wheels of Federal Bureaucracy Grind Slowly 26 Cat Scratch Fever By Steve Temple, Editor This brand-new ’32 highboy howls with a hot big-block V8. By Joe Greeves RCN ONLINE 8 @RCNmag.com DIY A preview of current online exclusive content. 32 The Hot Seat Extend your roadster’s cruising season with a seat heater. FEATURE CAR By Jim Youngs 10 Return of the Allard J2X COVER STORY Reviving an iconic family name and its line of unmistakable V8-powered racers. 36 Faster Fastback By Steve Temple Streamlining a 289 FIA Cobra roadster with a Le Mans hardtop. By Steve Temple FEATURE CAR 16 Coupe de Grace FEATURE CAR How pioneering designer Peter Brock improved 42 Royal Treatment on his original Cobra Coupe. Deco Rides’ Maharaja pays tribute to a regal, By Steve Temple one-of-a-kind Duesenberg. By Joe Greeves DIY 22 Beat the Heat READER’S RIDE How to keep things cooler under the hood. 48 The Real Deal By Jim Youngs Building a ’63 Grand Sport that’s just as loud, raw and terrifying as the original. As told by Larry Taylor

4 CONTENTS

10

42

16 48

DIY 54 Learning Curve A first-timer’s experience prepping and painting small parts. By Jim Youngs

FEATURE CAR 58 Conversion Reaction Exciting response garnered by a custom Corvette C7 Stingray. By Steve Temple

FEATURE CAR 64 Cammer Cobra 58 64 Cramming Ford’s infamous 427 SOHC in a replica roadster. By Steve Temple

READER’S RIDE 72 Miller’s Crossing Hitting the road, literally, in an FE-powered Shell Valley Cobra. As told by Mark Miller

FEATURE CAR 78 Vive La Difference Top Gun translates French designs into American neoclassics. By Steve Temple

RCN 26 78 86 Marketplace

reincarnationmag.com | Summer 19 5 THROTTLE STEERING The wheels of federal bureaucracy grind slowly

ecently I came across some articles dating back Elaborating on these communications, Gosswein R several years about a promising new law for further points out that nearly 2 1/2 years have passed low volume replica manufacturers. since the law’s 2016 deadline for completing any necessary Manufacturers in our industry were generally enthusiastic regulatory action. NHTSA has yet to issue a proposed at the prospect of being able to build a limited number rule, let alone a final rule. NHTSA deadlines for publishing of emissions-legal turnkey cars. This approach would the proposed rule have been missed, including April likely simplify the entire buying process while still 2018, May 2018 and June 2018. allowing consumers to build cars their own way. He adds that the only necessary requirement is for Steve Temple As far as ReinCarNation magazine is concerned, any NHTSA to provide a way for the low volume manufacturer Editor approach to building a replica is fine with us, whether it’s to register with the agency and file annual reports. a DIY project car, a nearly complete roller except for an However, NHTSA maintains that it must issue a regulation engine or a total turnkey deal. Just so long as replicas can before replica vehicles are manufactured and sold. get completed and running, and registered for the road. So what’s been the hold up? We contacted NHTSA, The replica law was enacted back in late 2015, but and the agency indicated that the proposed rule should here’s the rub: The National Highway Traffic Safety be published for comments sometime this spring Administration won’t let production begin until it issues (presumably before our summer issue is in print). From a regulation and it has yet to even issue a proposed rule, there, the request for comments lasts anywhere from despite concerted efforts by the Specialty Equipment 30 to 90 days. Issuing a final rule would then follow, but Market Association. While most folks know of SEMA’s the time frame for this step is indefinite, as we were mammoth trade show held in Las Vegas every year, this informed that rule-making is a long process. organization also works hard to protect aftermarket This latter comment hardly comes as a surprise. It’s and replica companies on a variety of issues, such as really disappointing that our government officials have tariffs, E15 ethanol and state licensing and registration. been dragging their feet for so long on the replica law, When asked on the status of the law, here’s what as there’s really no downside to this piece of legislation, Stuart Gosswein, SEMA’s senior director of federal as underlined by Gosswein. government affairs, noted to us via email and by phone “The law was intended to create jobs, generate taxes, interview: provide consumer choice and place a spotlight on America’s “There has been no change since our SEMA Show automotive heritage,” he points out. “We are continuing meeting [in November 2018] when we stated that SEMA to urge NHTSA to allow companies to begin immediate was prepared to take NHTSA to court if it failed to take production. SEMA is working through a variety of immediate action to implement the low volume replica channels, including our allies in Congress, to put pressure car law. on NHTSA to expedite the low volume program.” “It was not an idle threat, but we held off filing a If you’d like to add your voice to help jump-start the lawsuit since SEMA had subsequent communications process, contact Secretary Elaine Chao at the U.S. Department in which agency officials indicated that they were within of Transportation and ask her to direct NHTSA to implement weeks of publishing a proposed rule. Months have now the 2015 law: [email protected]. passed and the agency remains unaccountable.” Steve Temple [email protected]

6 reincarnationmag.com | Summer 2019 7 NEWS & ALERTS Visit RCNmag.com RCNmag.com and sign up for our newsletter. 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.

I Let This Austin Get Away I let this 1935 Austin Seven Sports Special reproduction get away after some intense biding, and honestly, I’m not thrilled about it. www.RCNmag.com/blog/ i-let-this-austin-replica-get-away

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1956 Wright Special Roadster Seen this year at Amelia Island, the Wright Special started life as pre-war Maserati Indy 500 car before receiving custom aluminum bodywork and a Corvette dual-quad V8. Join the Discussion www.RCNmag.com/blog/1956-wright-special-roadster FB.com/ReinCarNationMag 8 Advertiser Index

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reincarnationmag.com | Summer 19 9 V8 Powered Allard J2X RETURN OF THE ALLARD J2X

10 Reviving an iconic family name and its line of unmistakable V8-powered racers J2X By Steve Temple | Photos by Roger Allard

reincarnationmag.com | Summer 19 11 V8 Powered Allard J2X

ven though Shelby’s Cobra popularized exclaimed, “The only people who could drive an the practice of putting a potent Allard are Sydney Allard and fools!” E American V8 into a lightweight British But Sydney was nobody’s fool. Importing roadster, he certainly wasn’t the first American engines and exporting completed cars to do so. Back in 1945, Sydney Allard founded a back across the Atlantic didn’t make good business company located southwest of London to build cars sense, so U.S.-bound Allards were shipped as that competed in trials events. Also known as mud completed rollers, sans a power plant (called turnkey plucking, these timed runs were held on rugged off- minus in modern parlance among replica road terrain more suited to Jeeps and Land Rovers manufacturers). Once they arrived stateside, newer, than cars. The first Allard was powered by a Ford overhead-valve V8 engines replaced the aging, low- V8, but not the 260 ci engine that Shelby first used, powered flatties, such as those made by Cadillac, as it hadn’t been invented yet. Chrysler, Buick and Oldsmobile. The result was a Instead, Sydney chose the torquey flathead, highly competitive car with loads of power in a installing it in a Bugatti-bodied chassis of his own lightweight chassis. design. Initially it had a front beam axle that was Famed Corvette engineer Zora Arkus-Duntov later changed to an independent setup by cutting worked for Sydney from 1950 to 1952 and raced the beam in half and mounting these halves as swing Allards as well. Of 313 documented starts in major axles. This setup was used on nearly all Allard races between 1949 and 1957, J2s took home 40 first- Specials, except for the J2X model, as we’ll see. place finishes, 32 seconds, 30 thirds, 25 fourths and This chassis had so much flex that when Sydney 10 fifths. Carroll Shelby also raced J2s in the early put power to his 331 Hemi or 331 Cadillac, the front 1950s, so no surprise that he and Zora were both wheels would lift off the ground and the wheels enamored with V8 power in their later designs. would just flop there until the front came back on The J2X (eXtended) model represented an effort the ground! At that point, you never knew what to improve the handling by redesigning the front direction the car would steer in. That’s why Sterling suspension using the then-new coil-spring suspension Moss, when asked if he remembered the Allard J2X, with inclined telescoping dampers. The nose had to

12 The laser-cut dash has a period-style, machine-turned finish. So the vintage aviator goggles and driving gloves are appropriate accessories.

reincarnationmag.com | Summer 2019 13 V8 Powered Allard J2X

As on the original Allard, this new edition accommodates a range of engines, including either a supercharged Hemi or Cadillac V8.

While the main body is made of an aircraft-grade composite with epoxy resin, the hood is hand-formed out of steel with punched-in louvers.

14 be lengthened past the front wheels to make room for revised radius rods, which were now attached to a forward crossmember. In the rear, a proven de Dion suspension design was used. While the J2X was not quite as successful in competition as the J2, due to rapid advances of sports car racing design in general, it did nevertheless garner a dozen first- place wins with many more podium finishes, all at major races from 1952 to 1960. And that big, long hood sure gave it an imposing appearance. An individual by the name of Roger Allard was compelled to continue production of this unmistakable design. And while there’s no direct relation to Sydney, shared DNA is clearly evident in his completed builds. After reading a rare book on Allard history, Roger saw his first J2X at England’s

Beaulieu museum. Intrigued by their shared last name, he suddenly felt a calling to keep the marque alive by building a neo-retro version for modern enthusiasts. He launched Allard Motor Works back in 1999 in order to both preserve and improve on the original. To stay faithful to the car’s concept from the 1950s, the new Allard Commemorative Edition J2X MkIII is offered with a diverse array of V8s. The choices range in power from 350 to 700 hp and include both General Motors and Mopar Hemi V8s. Transferring power to a Ford 9-inch rear end is a TREMEC TKO five-speed manual transmission. The chassis has been substantially strengthened and upgraded with coilover springs, tubular A-arms and disc brakes. It also includes new safety features such as dual roll bars, impact VENDORS protection and drive shaft safety loops. The new Allard Commemorative Edition J2X MkIII is built Ad on Allard Motor Works LLC Pg. 41 in Southern California, and has a starting price of $184,000 with 877-529-1953 a base engine. Currently a turnkey-minus vehicle, Allard Motor www.allardj2x.com Works plans on delivering complete, running vehicles as soon as the Low-Volume Motor Vehicle Manufacturers Act is implemented. For now, the company has a list of recommended installers that handle the drivetrain installation. Also available is a special MkIII model that plays into the company’s neo-retro theme. It will feature an optional full windshield, instead of the vintage-style Brooklands windscreens and emissions-compliant engines with optional automatic transmissions. Other refinements include a removable hard (or soft) top with side curtains, tilt steering wheel and even air conditioning — items Sydney likely never dreamed of. Further refinements like traction control and ABS are not included for now, as this roadster is an elemental beast that’s built to be driven with abandon, hanging the tail out with the thrill of throttle steering. If you want cup holders and a touch screen, buy a Prius. Even with all the modern upgrades, the official Allard Register still considers these handcrafted cars to be continuation models. Allard’s new MkIIIs receive a listing in the company’s Allard Motor Works registry, which is backed by the Allard Register. That means you’ll have your cake and eat it too, with an authentic-style sports car from the 1950s upgraded with the latest mechanicals.

reincarnationmag.com | Summer 2019 15 Superformance Cobra Coupe COUPE DE GRACE

16 How pioneering designer Peter Brock improved on his original Cobra Coupe Story and Photos by Steve Temple

reincarnationmag.com | Summer 19 17 Superformance Cobra Coupe

Brock points out that the Daytona’s K-line (Kammback) tail is his own interpretation of the Germans’ aerodynamic data. It is essentially the same shape as used on the CSX2287 Daytona Coupe, which he designed.

ny list of iconic cars from the ’60s would likely successful Cobra roadster line, but Brock admits that he place the Corvette split-window coupe and initially turned up his nose, telling him, “I’m not interested A Cobra Daytona Coupe at or near the top of in kit cars.” Jimmy tried to explain how Superformance the list. What makes them even more builds production cars in a turnkey-minus form, but Brock remarkable is the fact that one man, Peter Brock, designed still wouldn’t budge, not realizing the scope of the company’s both of them. Their stories have been told often in many operations. publications — and in books written by him as well. So Jimmy came back a month or so later with a couple The latest chapter in his design career, however, is a of airline tickets to Port Elizabeth, South Africa, in order clean-slate approach to the Daytona, a coup de grace if you for Brock to see the company firsthand. will. Defined as a finishing stroke or decisive event, it seems He came away impressed by the size a fitting analogy, as Brock’s refined configuration corrects and capabilities of Superformance and a few of the Coupe’s manufacturing follies and amplifies finally agreed to build a Coupe — but aerodynamics and comfort as well. with a couple of conditions. The new Coupe is a replica of sorts, yet not entirely, since “The only way I’d do this is if we From an aesthetic/ Brock is the car’s original designer. He has refined and don’t do a ’37 chassis,” Brock told Jimmy. “ enhanced the shape, so it’s more like an updated edition. That of course refers to the antiquated exterior point of view, The specifics of his aero treatments are of particular interest, John Tojeiro chassis with 3-inch main as they are a driving force (literally) in both the original, rails and transverse leaf spring and the car shown here. Brock initially gleaned these suspension used in the original small- these Superformance treatments from an obscure German textbook on the subject block Shelby Cobras. He also insisted and applied the controversial topics to automotive design. on using former Ford engineer, Bob recreations are the only With his latest iteration, Brock has even gone as far as to Negstad, the original chassis designer replace the traditional drivetrain to improve aerodynamics, who worked for Klaus Arning on the as we’ll see. 427 Cobra (the first chassis ever done Daytonas with the correct Brock’s work on the latest Daytona began with a phone on a computer, by the way). call back in 1999 from Jimmy Price of Hi-Tech Automotive Jimmy didn’t argue, as he was hiring aero-friendly roofline.” (Superformance’s parent company). He wanted Brock to two legendary figures in performance develop a Coupe in order to expand the company’s highly automobile design. Negstad’s – Peter Brock

18 The side scoops have

been modified so they function without any Plexiglas additions, as found on the original Daytona Coupes. The side windows now have some curvature, so air coming around the A-pillar stays attached in a smooth laminar flow.

Although Peter Brock originally wanted to include two extractor vents in the roof of the Daytona

Coupe to recirculate air in the cockpit, he had to wait several decades before he finally could incorporate them in his personal car. They were so efficient in sucking out cabin heat, they left two stripes of residual dust on roof, sucked out from the cockpit.

reincarnationmag.com | Summer 2019 19 Superformance Cobra Coupe

Rather than a traditional Ford V8, this coupe runs a General Motor’s LS7. involvement would also right a long-standing wrong rubber. That also allowed for bigger brakes, and Brock With the LS crossover induction, there’s in the original 427 Cobra’s development, which is an felt they looked better anyway. His revised Coupe more room above the valve covers, so interesting backstory revealing some hidden tensions rolls on Michelin Pilot Sports (295/35ZR18 in the the crank centerline can be raised higher between Ford and AC Cars. rear and 245/40ZR18 in front) with his own BRE for a cleaner underbody, allowing the The latter company was a bit cheap, putting it lightweight modular wheels. chassis to be lowered as well. bluntly, and prior to building the first 427 Cobra, AC Improving on the Daytona’s original aerodynamics had acquired some 4-inch diameter, frame-rail tubes involved revisiting many parts of the car’s telltale as scrap. The sections were a bit short though, only roof, starting with the scoops at the rear quarters of 90 inches long, rather than the 93 inches Negstad had the car. Brock points out that the original car — specified on Ford’s computer. Instead of getting new CSX2287 in particular as the one he chose to emulate frame rails, though, AC’s engineer concocted an — had flat Plexiglas side windows. “The air around elaborate box structure to contain the rear suspension, the A-pillar turbulated,” he says, transforming the which really irked Negstad (as he expressed to me smooth laminar flow into a turbulent one. “So the personally in interview at Carroll Shelby’s office). But quarter window scoops didn’t work: They created he finally got his way with the new Superformance more drag and noise.” Coupe chassis, which is extended 3 inches. He also Curved windows solved this air separation issue used the 427’s upgraded coilover configuration, rather and also gave the car more graceful lines. The roofline than the 289’s transverse leaf setup. is identical to CSX2287, while later cars built in Italy That frame extension proved to have some design had a slightly different shape due to the coachbuilders’ advantages for Brock as well, as he feels it allowed mistakes in converting the design measurements him to improve the look and aerodynamics of the from inches to millimeters. But note the two extractor body. Before doing so, however, he had yet another vents that Brock added right behind the top edge of controversy to address — the wheel size. Since Jimmy the windshield. wanted to build a duplicate, more or less, of the original “I wanted to do that on the original cars, in order Coupe, the wheels would thus only be 15 inches in to reduce heat in the cockpit,” he explains, noting diameter. how this aspect can affect driver fatigue. But he had Brock objected, as no street tire in that size could to wait decades, finally adding them to his personal handle speeds as high as 200-plus mph. He approached car. (These are not found on the production several manufacturers about creating a speed-rated Superformance cars, by the way.) tire in that size, but they all declined. So after going The slightly stretched wheelbase enabled Brock back and forth on the matter, Brock and Jimmy finally to add a bit more radius to the nose, as seen from agreed on 18-inch rims, which could run speed-rated above, and to elongate the fenders as well. On the

20 other hand, the scoops at the base of the windshield are basically the same as on CSX2287, as are the hood extractor and rear spoiler above the Kammback tail. As an essential part of the Daytona’s rear end, Brock’s new Coupe features a rear spoiler that’s close to the original design. The spoiler is another interesting detail in the early development of the Coupe, though. Initially the car didn’t have one, and he admits he didn’t know back then just how tall it needed to be. But Phil Remington declined to add one anyway since the car was already running faster than the Ferraris. “If it ain’t broke, don’t fix it,” was a typical response from Remington, Brock recalls. When Phil Hill drove the car at the Spa racetrack in Belgium, however, he found it highly unstable, so a small rear spoiler was added to provide some downforce for the rear end. As for the unusual engine setup on Brock’s personal car, it too provided some aerodynamic and handling benefits. The Superformance turnkey-minus package is normally set up for a Ford V8, either small- or big-block, which is what he originally had in the car. For a variety of reasons, Brock later had a change of heart and defied convention by going with a General Motors LS7. The reasons are numerous, but they boil down to advantages of packaging and less cost. “With the LS crossover induction, there’s lot’s of room above the valve covers. The best thing to do with the extra space is to put it to good use,” he explains. “With an LS, you can raise the crank centerline about 1 3/4 inches!” The main advantage with this setup, Brock points out, is that the flywheel, clutch and bottom of the bell housing no longer hang below the main chassis tubes. With the bottom of the car now clean, the entire chassis can be dropped the 1 3/4 inches, so overall ground clearance is improved and frontal area is reduced. “And it looks way cooler too!” he adds, ever conscious of the car’s aesthetics. Summing up the importance of this visual aspect, Brock adds, “From an aesthetic/exterior point of view, these Superformance recreations are the only Daytonas The rear spoiler was added to the original Daytona Coupe after it was found with the correct aero-friendly roofline.” He notes in to be unstable at high speed, which required more downforce on the rear end. particular the high point over the driver’s head and how the roof gradually slopes downward going forward toward the top of the windscreen. All told, Brock demonstrates that great designs are all in the details — even decades later. And also that a great designer never rests.

VENDORS Brock Racing Enterprises www.bre2.net Superformance 800-297-6253 www.superformance.com

reincarnationmag.com | Summer 2019 21 BEAT THE HEAT How to keep things cooler under the hood Story & Photos by Jim Youngs

hile production cars benefit from countless hours of engineering to address insulation issues, that’s not the W case with most replicas and project cars. You typically start with a fiberglass shell and a bare chassis, and then you’re on your own when it comes to controlling high temperatures. Fortunately, the aftermarket offers a number of heat-control products, and that’s just what I needed for my Porsche RSK Spyder replica. I’d already been advised by the manufacturer, Thunder Ranch, that I would have to address some heat issues in the engine bay. That’s because the turbocharged engine, a 2,110 cc modified Volkswagen Type 1, sits in a rather tiny engine bay, with the turbo sitting just inches below the fiberglass cover. All the extra exhaust tubing in the bay radiates even more heat, exacerbating the problem. So how does one reduce the underhood temps on an air-cooled engine? I had already installed a few heat-control items, such as a

22 large-capacity oil pan and full-flow oiling (to improve distribution from the stock setup, which isn’t sufficient for higher horsepower levels). I also added an oil thermostat and a Derale 96-row oil cooler with an electric fan and thermostat. What more could I do? I received some pointers here from the guys at Design Engineering Inc. (DEI), a firm specializing in “thermal tuning.” Based on their recommendations, I ordered their Titanium exhaust wrap, aluminized Heat Shroud, Fire Sleeve and Titanium Protect-a-Boots. These items have a wide range of applications and would be ideal for most any project car. The exhaust wrap alone is said to reduce underhood temperatures by 50% and can withstand 1,800 degrees F. The Heat Shroud is a high-temp fiberglass fabric bonded to an aluminized material with hook-and-loop closure. Designed to reflect heat from wiring and hoses, it can fit on diameters ranging from a half-inch up to 1.25 inches and can be easily cut to length. Fire Sleeve is an iron oxide, silicone-coated fiberglass sheathing that provides protection up to 2,000 degrees F for insulating hoses, wires, fuel lines and more. It comes in 3/8-, 5/8- and 1-inch inside diameter kits with finishing tape for seams and sleeve ends. Protect-a-Boots slip over spark plug wires to provide 1,200 degree F protection. As projects go, installing these DEI products is rather simple and straightforward. DEI also offers other products aimed at any number of The Design Engineering Inc. heat protection products installed were Fire insulation and heat issues, such as Boom Mat heat and sound control kits, Sleeve, Titanium Protect-a-Boots, Heat Shrouds and Titanium exhaust wrap. air tube covers, mats and other types of sleeves and shielding. So what have you got to lose? Just some excess heat!

Since one of the oil lines from the Fire Sleeve is used to protect the fuel line and is very simple to install.

cooler is close to the exhaust pipes in Cut the sleeve to the proper length, as you would any hose, and slip the two spots, adding Heat Shroud made sleeve over the hose. With the included Fire Tape, wrap the hose ends and good sense. One benefit of this clamp the hose back in place. product is you don’t have to remove lines or wiring to install it. Take good measurements, cut the piece to length and wrap the shroud over the line you VENDORS want protected. Last, fasten it with the hook-and-loop closure. For extra Design Engineering Inc. security, we tie-wrapped the 800-264-7940 bundle as well. www.designengineering.com

reincarnationmag.com | Summer 19 23 The Titanium Protect-a-Boots were

the simplest DEI products to install. It was simply a matter of slipping the wide end of the boot over the spark plug boot then pulling it back to expose the end of the boot.

The Titanium exhaust wrap is easier to work with after soaking it in water for a

few minutes. Design Engineering Inc.’s online product installation guides provide a lot of information on how to measure the wrap for your particular project. That’s especially helpful if you’ve got tight header clearances, as in our application.

Start the exhaust wrap by securing it with the Design Engineering Inc. stainless locking ties. Then continue to wrap the pipes with about a quarter-inch overlap. Keeping the wrap tight is the goal as you go along. DEI suggests starting the header wrap at the exhaust port and taking your time. The tighter the wrap, the better the hold and less chance of a loose or Here’s our engine bay with all the heat-control products irregular fit. After you have all the wrapping done, run the engine up to installed. We also plan to add a turbo blanket later on for operating temperature to create a baking effect. Some smoking of the quicker turbo spooling. pipes is normal and will subside after several days. It’s advised not to try to clean the wrap with high-pressure water or air. Instead, use a wet shop cloth to remove dirt and debris.

24 Scarbo Performance is an engineering and manufacturing company that specializes in the development of high performance racing cars. Operating as a turnkey vendor for racing cars from concept through production, we have the capabilities to execute complete vehicles to the highest level of quality and performance.

Scarbo Performance offers in house artistic conceptual design, 3D laser scanning, CAD modeling, stress analysis, CNC machining, metal fabrication, composites fabrication, and assembly.

Scarbo Performance designed the frame, suspension and manufactured many parts for the Troy Indy Special.

www.scarboperformance.com ’32 Ford Highboy

CATFEVER SCRATCH

26 This brand-new ’32 highboy howls with a hot big-block V8

Story and Photos by Joe Greeves

y, how times have changed. When the ’32 Ford came out with the firstflathead V8, M the 221 ci engine was rated at a measly 65 hp. Granted, it was a big deal back then, but it’s hardly exciting by today’s standards. In contemporary reincarnations, it’s possible to get a clean-slate classic Ford, and a lot more power as well, as we’ll see in this ’32 Ford highboy from Fat Cat Rods. Of course, the key element in the hot rod movement has always been stuffing a gnarly engine in what would otherwise be a discarded old car. Back in the ’50s, teenagers could buy cars from the ’30s with money made from odd jobs like mowing the neighbor’s lawn. They learned by doing hands-on hop-ups because, well, their money was coming from mowing lawns. Today, however, good examples of original ’30s cars are hard to find, and the renovation of a steel survivor requires a serious financial commitment. Thanks to replica manufacturers, though, these icons from the past can still be built and enjoyed in the new millennium, and benefit from current engineering as well. One such manufacturer dealing brand-new classic rides is Fat Cat Rods, located in Chatsworth, Georgia. Owner Steve Weber is a lifelong auto enthusiast who parlayed a small chassis fabrication operation in the family garage into a full-time business. Formalizing his sideline operation back in 2006, he combined top- quality products from distributors with custom work done in-house. Now, he and his son Kenton, along with a six-man staff, produce a range of vintage hot rods, available in almost any level of completion.

reincarnationmag.com | Summer 19 27 ’32 Ford Highboy

A Ford 9-inch axle with four-link geometry, coilover shocks and disc brakes keep the rear end stable.

Customers can specify anything from a bare built-in, 3-inch chop and a pronounced rake that chassis to a drive-away hot rod, choosing from reflects the flavor of ’50s vintage hot rods. 1932, 1933, 1937 and 1940 Fords, as well as a ’41 Steve’s sturdy chassis uses American Stamping Willys. Steve returns to his roots to start the process, Corp. frame rails, made to original specs and fabricating a custom chassis with four-wheel disc featuring a custom K-member. For this specific brakes, a Ford 9-inch rear housing, high-performance project, he added a triangulated four-bar control rear axles, chromed coilovers and driveline mounts. arms to suspend a John’s Industries 9-inch Ford If you choose a roller package, it includes your rear, fitted with 3.23 gears and 31-spline axles. Up choice of front end, triangulated four-bar, custom front, a Pete & Jakes Super Bell drilled I-beam K-member, and the body mounted and fitted. chrome axle with hairpins and a Unisteer Customers can also choose several other options Performance Products rack keeps the ride on the based on the intended power plant. straight and narrow. Fat Cat Rods fiberglass bodies are offered in All four wheels benefit from General Motors several configurations including a Ford roadster, disc brakes for modern stopping power and QA1 three-window coupe, five-window coupe, a Vicky coilovers in the rear keep cornering flat. An 18-gallon and a ’41 Willys coupe. All bodies are reinforced tank from Tanks Inc. was the final addition to make with steel and wood and come with the trunk lid the chassis a roller. The 15-inch chrome smoothie hung. Doors are fitted with safety latches and power wheels with fat rubber out back provide traditional windows as well. Customers can opt for an open- hot-rod attitude. wheel look or select a full-fender package. Upgrades to the chassis and rear end were For the enthusiast with limited time, tools or mindful in this car, as a 454 ci Chevrolet big-block talent, turnkeys are also available. Each one is built is now stuffed between this rod’s frame rails. Under to exact specifications by an enthusiastic staff who the finned air scoop is a Quick Fuel Technology boast more than 100 years of combined experience. 830 cfm four-barrel carburetor on a polished The three-window Ford highboy shown here Edelbrock intake. Aluminum oval-port heads and is an example of the quality and style produced by a Howards hydraulic cam with roller lifters process the company. Promising just the right degree of the air-fuel mix, while an MSD Street Fire electronic hooliganism, the fiberglass ’32 Ford body has a ignition provides the spark. All told, this combination

28 Suicide doors swing open to reveal a traditional cabin treatment.

A Lokar tilt

column makes for a far more When the ’32 comfortable cockpit. Ford came out with the first flathead V8, the 221 ci engine was rated at a measly 65 hp.

reincarnationmag.com | Summer 19 29 ’32 Ford Highboy

Talk about a radical boost in power. The big-block Chevrolet pumps packs a 575 hp punch, which is sent to the rear by a TH350 out over 500 horses more than the original ’32 Ford’s 65 hp flathead. automatic transmission. As for creature comforts, Fat Cat Rods decked out the interior in classic style, beginning with high-back buckets and door panels swathed in gray and charcoal leather. A centrally mounted chrome gauge panel features a full complement of instruments from Dolphin Gauges. The controls and vents for the Vintage Air reside in a padded charcoal lower panel, along with the Kenwood head unit, speakers and multiple switches. The driver guides the steering system with a leather-wrapped billet steering wheel on a Lokar chrome tilt column. Two-part urethane paint adds gloss that the original cars just can’t match. So the finishing touch before this rod rolled out the door was the bright PPG vermillion red paint with multiple coats of clear. Rodders are fond of pointing out that modern vehicles with advanced technology just don’t excite people in the same way that the old classics can. So if you’re yearning for a blast from the past without the headaches of decades-old technology, or the pricey commitment to rejuvenate real steel, you can get the look of a vintage ride that’s precisely tailored to your needs. Just be sure to bolt in some serious horsepower and keep your foot on the pedal.

VENDORS Fat Cat Rods 706-260-7699 www.fatcatrods.com

30 Marcel’s Custom Metal of Norco, California, specializes in custom fabrication and specialty coachbuilding.

The company’s founder, Master Metalshaper Marcel De Ley, got his start in Belgium during World War II when he left school at age 14 to work in the factories. Building cabs and bodies for military trucks, Marcel learned fabrication and metal shaping skills which he built on for the next 20 years.

Marcel moved to the United States in 1963 and quickly found work recreating one-off and hard-to-find parts for exotic cars. He had a gift for visualizing and creating custom pieces and panels, and started his own shop in 1974.

Marcel’s son Luc eventually took over day-to-day operations and expanded the business. Marcel’s Custom Metal’s list of high-profile clients includes Chip Foose, Boyd Coddington, James Hetfield, Rick Dore, Roy Brizio and Jerry Kugel.

The body for the Troy Indy Special was hand-built by Luc De Ley.

Norco, California THE HOT SEAT Extend your roadster’s cruising season with a seat heater Story & Photos by Jim Youngs

lot of replica owners claim to appreciate not having modern creature comforts and convenience items in A their specialty cars. They consider this sort of omission to be part of the rugged, individualist charm of a particular vehicle. They may even brag about owning a car without heaters, weather gear, cruise control, tilt steering, reclining seatbacks and air conditioning. Taken to extremes, you’ll even see roadsters with those virtually useless, manually operated windshield wipers — and by manual, we don’t mean one with a switch that has to be activated. The wiper is actually clamped to the top of the windshield and has to be cranked by hand. They sure looked interesting and minimalist, but practical? No way. Colder temperatures can make for unhappy passengers in open-cockpit But surely some of these convenience items might be worth roadsters. Take the edge off for frigid passengers with an easy-to-install considering if they help extend your driving season, right? Not only universal seat heater kit. that, but many of us enjoy bringing along our significant other in the name of family harmony, so some of these comfort items are necessary (read: demanded). That’s probably the case with the bundled-up passenger shown in the lead photo. Regardless, those of us who live in parts of the country that VENDORS experience actual seasons know that a cockpit heater might be a good investment, but there’s something else that’s ideal for less- Rostra Precision Controls than-ideal weather — seat heaters. One of these products, the 800-782-3379 ComfortHeat universal kit from Rostra Precision Controls, provides www.rostra.com an easy answer to extending your cruising season.

32 At the heart of the ComfortHeat kit (part No. 250-1870) are the PTC heating elements that are tear- and puncture-resistant. Basically, you secure one of these carbon fiber mesh pads, measuring 19.5 by 10.5 inches, on the seat’s bottom cushion and one on the lower back of the seat, and then wire them to the car’s ignition. The pads can be trimmed to fit virtually any seat shape if necessary. Once installed, they provide even, adjustable heat controlled by a three-way switch. The kits come with two pads for a dual-zone heating system — for the back and seat — and have a built-in thermostat and temperature sensor. The pads are connected to an included wiring harness, complete with a high/low switch, and a fused power connection. Not shown here but also offered is a universal kit (part No. 250-1872) that has a five-position heat controller for fine-tuning your comfort level. Installing these seat warmers will likely be one of the easiest procedures you will ever accomplish on your project car. And your backside will thank you, as you and your favorite passenger will be a little more comfortable on those less-than-comfortable cruising days.

For the sake of brevity, The first step for installing the seat heaters was to remove the leather we’re only showing upholstery to expose the foam seat cushions. It would be even easier to the process on the seat install warmers before the upholstery was completed, of course. In this bottom cushion, but the case, the seat base cover was stapled to particleboard as a separate, pads shown here for the removable cushion. seatback install the same. Note the electrical leads that clip into the supplied wiring harness. Position the pads where you want them, and try to keep them smooth without folding or touching any metal or plastic pieces.

Once the pads are positioned where you want them, and trimmed if necessary, the adhesive along each side can be exposed to hold them in place on the foam. Rostra Precision Controls cautions not to trim the cushions vertically, as that might cause dead spots in the pads and could cause overheating.

We drilled a hole in the seat base through which to feed the seat heater wires, and then plugged the leads into the supplied wiring harness.

reincarnationmag.com | Summer 2019 33 Once the pads are in place and the wiring is routed, we reinstalled the upholstery and restapled the upholstery pieces.

On this roadster, we decided

to install the three-way seat heater control switch on the dash. In other installations, though, we used unobtrusive spots for the switches. First, we drilled a 13/16-inch hole in the dash, routed the wiring under the dash and then pushed in the switch.

The control box can be mounted almost anywhere the wiring harness will allow. If you have room under the seat, that would be a good spot. In this installation, we mounted the box against the bulkhead behind the seat. The final step is routing the harness wires and connecting the fused power leads to the ignition switch’s power pole and 12-volt accessory, along with a good ground.

34 When the Scarab Motorsports team embarked on its mission to recreate the Scarab, the goal was to produce a car with all the aesthetic uniqueness of Lance Reventlow’s original, with modern- day improvements for safety. The result is an exclusive, handcrafted precision vehicle with a history as storied as any race car in America.

Each Scarab is registered to show year of production, original owner, individual serial number, selected options, and is entered into the Scarab registry. This vehicle is destined to become a true collectable and will be produced on a limited basis.

Own the legendary Scarab!

Initial prototype and final assembly of the Troy Indy Special was completed by Scarab Motorsports.

www.scarab-motorsports.com 289 FIA Cobra Roadster

Streamlining a 289 FIA Cobra roadster with a Le Mans hardtop Story and Photos by Steve Temple

36 FASTER FASTBACK

reincarnationmag.com | Summer 19 37 289 FIA Cobra Roadster

obra roadsters are renowned for a lot So this early attempt at aerodynamic enhancement of things — brutal acceleration, wild gives the hardtop historical significance, making C handling and anti-social styling to it worthy of imitation in our book. That brings us name just a few — but aerodynamics to the intriguing and precise reproduction shown isn’t one of them. Shelby realized that his racers here from Shelby American dealer Dynamic Auto needed streamlining for the long straightaway at West. But there’s quite a bit more than meets the Le Mans since they couldn’t exceed 157 mph, nearly eye with this car, as it’s a hybrid of sorts. 30 mph less than the Ferrari 250 GTOs. More power Instead of the 289’s bendy 3-inch frame rails wasn’t the answer, as that only added weight. and antiquated leaf-spring suspension, the chassis So in 1963 a swept hardtop was added to a numbered CSX7084 was built for David Hudson couple of Cobras, CSX2131 and CSX2142, but this with the 427 Cobra’s 4-inch tubing, made out of approach was nothing new. In Australia, fastback stainless steel and fitted with coilover shocks. The designs known as slopers were introduced in 1935 chassis, aluminum body and hardtop were all and appeared on several different makes and models. brought together and fitted by Kirkham Motorsports Testing in the 1950s indicated that the sloped in Provo, Utah. A special two-part trunk lid was roofline significantly reduced the coefficient of required to clear the trailing edge of the roof for drag. access to the trunk. Other unique attributes of this What made these two Cobras special, besides special construction include air conditioning, the hardtop, was that they were the first two Penske fully adjustable shocks, a differential oil specifically built as competition cars from the time cooler and removable four-point roll cage. of initial assembly at AC Cars. That fact not only Adding the distinctive fastback roof not only makes them quite significant, but also some of the improves the roadster’s aerodynamics, but also rarest of all racing 289s. While they still were unable gives the car an utterly different persona. It almost to beat Ferrari, finishing third in the GT class and looks like a completely new model, rather than The Le Mans fuel cap is a

never matching the success of the Daytona Coupe, merely a Cobra with a cap. particularly apt reference, seeing the cars did set the stage for the Coupe’s World The stiffer chassis under the car makes it well as it’s fitted to a Le Mans hardtop. Manufacturer’s Championship run in 1965. qualified for most any mill, and in this case, a hot

38 While the first fastback swept

roofline dates back to Australia in the mid-1930s, this shape was a new design for the Cobra roadsters competing at Le Mans in the early 1960s. It helped to To clear the trailing edge of the hardtop, Kirkham raise the top speed of the car on the famed 3.7-mile Mulsanne Straight. Motorsports fabricated a custom, two-part lid to provide access to the trunk.

Note the fuel-filler extension from the

Le Mans cap on the roof of the hardtop. A custom, removable four-point roll cage was installed as well.

reincarnationmag.com | Summer 2019 39 289 FIA Cobra Roadster

small block fits the bill. Roush supplied a 347 stroker topped by Borla injection, with a custom high-performance exhaust exiting out the rear. This setup is good for 460 horses, and Ted Taormina of Taormina Imports handled the installation and tuning. By way of qualifications, Ted is well known for setting a land speed record in a Cobra roadster, which we covered in a previous issue. So what’s it like to drive this alternative Cobra configuration? While the hardtop adds a certain amount of practicality with better weather protection than a leaky soft top (or no top at all, of course), it poses some challenges when climbing into the cockpit — especially so for Ted, who stands well over 6 feet tall. Also, the noise level in the cockpit can’t be ignored, as the aluminum skin is not well insulated. But it also recreates the feel of the original, with palpable sensations of sound and vibration. There’s no cushioning of the engine revs from the driver, as you viscerally experience the rise and fall of exhaust notes with every shift. No need to check the tachometer when changing gears, as you do it by ear, not sight. So this comment comes as more of an observation than a complaint, as we would never want a Cobra to feel too cushy. While we wouldn’t risk sampling speeds above the original roadster’s 157 mph limit (noted at the outset), the ride does feel smoother and more stable at triple-digit speeds. With far less buffeting of wind in the cockpit, it’s tempting to push the car hard and fast. All told, there’s a reasonable trade-off. You give up a breezier cockpit for a more restricted and sheltered cabin. And of course, the potential for a much higher top end — just in case you want to go for it on a long straightaway.

Ted Taormina, who stands well over 6 feet tall, VENDORS still managed to squeeze into the tight cockpit Dynamic Auto West of the hardtop. His firm, Taormina Imports, handled the engine install and tuning. 650-307-2610 www.dynamicautowest.net Taormina Imports 650-622-9661 www.taorminaimports.com

40 Breaking through the repetition • Custom Luxury Automobiles with modern luxury comforts • Designed Around You and extended driving seasons. • Customer Focused, Innovative Solutions Maharaja Duesenberg Replica ROYAL

42 TREATMENT Deco Rides’ Maharaja pays tribute to a regal, one-of-a-kind Duesenberg Story and Photos by Joe Greeves

reincarnationmag.com | Summer 19 43 Maharaja Duesenberg Replica

The flowing rear deck he roots run deep in this latest neoclassic introduction. Mattel was so impressed that the company design from Terry Cook of Deco Rides. His created a die-cast Hot Wheels model of the car. is accented by traditional T street cred as a multidisciplined car guy goes Scrape later sold for $275,000 and was on display at pod-style taillights and back decades, and you’ve probably seen his the Robert E. Petersen Automotive Museum in Los Angeles decorative dual gas filler work, even if you didn’t know he was the author. Born in for a decade and a half. Terry went on to produce a caps. Balloon fenders and 1942, Terry says cars are part of his earliest memories. collection of Z-Series ’39 Lincoln Zephyr bodies, using skirts hide the 16-inch After cutting his teeth as a teenagedflagger at a local the original molds to create a coupe, fastback sedan, Buick wheels and racetrack, he progressed to a career of automotive convertible and sedan delivery versions. Firestone whitewalls. journalism. His long list of editorial stints included serving Terry was awestruck when he first saw the 1939 Shah at magazines such as Car Craft, Hot Rod, Vans & Trucks, of Persia’s Bugatti in 1995 and was inspired to expand Car and Driver, Drag News and Drag World (published his design profile. He turned his attention to the coachbuilt from 1963 to 1966). era of French streamliners, offering modern fiberglass Expanding his skill set and reputation, Terry presided recreations of the Auburn Boattail Speedster and the over the legendary event Lead East for 35 years. The Bugatti Type 57s. annual four-day festival celebrates classic music and Instead of focusing on huge horsepower and aggressive classic cars and is held in Parsippany, New Jersey. Sold acceleration, Terry builds great-looking cars that adapt in 2017 to new owners, this extravaganza still continues classic lines and proportions without raising the ire of to attract thousands of attendees over the Labor Day purists. His combinations of vintage styling and cutting- weekend. edge technology allow you to drive in reliable comfort Building on his background of automotive talents and arrive in grand style. In so doing, Terry puts a fresh and enthusiasm, Terry established Deco Rides, pioneering twist on old favorites. flowing renditions of iconic designs from Duesenberg, “We’re dragging these 1930s classics into the 21st Lincoln, Bugatti and more. Some of Terry’s best-known century with a hot rod flavor, gusto and verve. In doing designs, Scrape and the Deco Liner, are true rolling works so, we’re paying tribute to these great stylists and craftsmen,” of art. They were inspired by thefluid design cues of he says. “I call them Tribute Rods — we start with a classic celebrated designers in France, such as Jacques Saoutchik and then smoke it over.” and Giuseppe Figoni. Scrape’s mesmerizing looks captured The inspiration for his latest ride, and his last hurrah the attention of vintage car enthusiasts upon its since he’s now retiring and selling off all his molds, began

44 “ We’re dragging these 1930s classics into the 21st century with a hot rod flavor, gusto and verve. I call them Tribute Rods” – Terry Cook

Embodying the classic lines of a vintage Duesenberg, the

Maharaja’s royal treatment includes a reproduction grille, along with hand-hammered fenders, side panels and hood. The regal attire also includes period-correct oversized headlights, driving lights, chrome horns and hood ornament.

The striking orange leather interior has a few intriguing details upon thorough inspection. The Rolls-Royce steering wheel features a machined Ford piston as the horn button. There is a glove compartment door on the right, but the matching door on the left hides the heating and air conditioning controls. The tall Lokar shifter actuates the TH400 transmission.

reincarnationmag.com | Summer 2019 45 Maharaja Duesenberg Replica

The Chevy 502 crate

engine packs more than enough punch in stock form to move the car effortlessly down the road. Matched to a TH400 transmission and quiet mufflers, the car rolls past with a hushed demeanor.

some 18 years ago. It was the famous Maharaja Duesenberg, a spectacular, one-of-a-kind roadster created for Maharaja Yeshwant Rao Holkar (1908-1961) of Indore, India. Thought to be the last Duesenberg made before the company closed its doors, the Maharaja was the feature vehicle at the Louis Vuitton event in New York City in 1999 where Terry had his custom Lincoln on display. Studying the flowing lines of the two cars, he had an epiphany: He realized his 1939 Zephyr fiberglass Deco Rides convertible body could become the basis for the ultimate tribute car — but not without a few significant alterations. Since the original Doozy had a massive 153.5-inch wheelbase, the first order of business was to scale everything down to 88% of the original in order to match the new 135-inch, rectangular steel chassis from Fat Man Fabrications. The chassis rolls on a Ford 9-inch rear end with four-link suspension and a Mustang II independent front. Providing brisk and steady acceleration is a 502 ci Chevrolet crate motor, flowing smoothly through a TCI TH400 automatic. The combination is guaranteed to create an imposing road presence and propel the heavyweight car effortlessly through modern traffic. With the chassis and powertrain established, Terry turned his attention to the necessary body modifications.The Zephyr’s fiberglass shell provided the distinctive cab and rear, but a new front end was needed to complete the look. Renowned craftsman Marcel De Ley of Marcel’s Custom Metal fabricated a steel Duesenberg Model J grille shell and front fenders. He also

46 hammered out a steel hood and side panels, along with a stylishly raked brass windshield frame. Several other specialists lent their talents to bring the ambitious project to competition. Ed Flanagan of Mendham, New Jersey, did a masterful job modifying the Zephyr body to replicate the Maharaja, and Marty Baker of NEL Metal Restorations in Philadelphia crafted the chrome on the car. Sholley’s Trim Shop in Dillsburg, Pennsylvania, handled the interior and convertible top, while Brian Matthews of Carlisle, Pennsylvania, built the custom-fitted luggage. Lastly, it was Howard Kelly and the team at Bad Donkee Hot Rods of Hanover, Pennsylvania, that coordinated the work of the previous artists. They wrapped up all the final details, including additional fabrication, wiring, body prep and laying down the distinctive orange and black shades that match the original Maharaja Duesenberg perfectly. The finished car exudes all the automotive elegance of the ’30s, complete with a bonnet that will arrive well ahead of the car’s occupants and a stylish tail treatment to admire as it rolls silently by as well. The Maharaja not only looks impressive, but it is also right at home in the new millennium, boasting power windows, power disc brakes, power steering, air conditioning and a defroster. It The custom-made luggage in has a removable top that reveals the stunningly bright orange the trunk holds all the fixings for leather interior, tall floor shift and a center-mounted gauge cluster a picnic, along with a surprise. in an engine-turned bezel. The trunk is also a work of art, with Since the spare tire occupies the posh accouterments suitable for a regal family picnic. space normally devoted to the fuel The road isn’t easy when the goal is to arrive at the top of the tank, it was relocated to the space podium. After 18 years of work, this one-of-a-kind revisionist version behind the bench seat. Fuel is now of the famed Maharaja Duesenberg is for sale. Terry describes it (carefully) added using the filler simply enough as “an affordable mini-Maharaja you can drive and cap, seen just above the hand- enjoy.” The tasteful mix of glamour, brawn and intricacy means the crafted suitcase on the left. So new owner won’t have to take it on the road to enjoy it. He can get the twin filler caps on the rear star-struck simply gazing at it in the garage. fenders are for decoration only.

VENDORS Deco Rides 201-400-5528 delahayeusa.com

Deco Rides’ Terry Cook has an

impressive pedigree of custom cars to his name, most of them inspired by classic designs of the 1930s, but with a touch of hot-rodding added in.

reincarnationmag.com | Summer 2019 47 #004 Grand Sport Replica Readers’ Rides

THE REAL DEAL

48 Building a ’63 Grand Sport that’s just as loud, raw and terrifying as the original

As told by Larry Taylor Photos by Larry Taylor and Steve Temple

t seems like most Corvette Grand Sport replicas have thick, glossy paint, air conditioning, a digital I audio system and power steering that turns 18-inch wheels with modern rubber. That wasn’t for me. I wanted mine to be loud and smelly — and scare me a bit. I wanted it just like the original and, in particular, car #004 (see sidebar). My car is based on a Mongoose replica purchased in 2015 and finished just earlier this year. From the start, I knew I’d try to create a replica of one of the five originals. But I soon got carried away, endlessly staring at vintage photos and shots taken during restorations of the real deal. Of the five, chassis #004 was copied the least, so I picked that one early on. The car arrived as a roller to lessen shipping costs. I started by removing the body for a complete teardown to the 4-inch steel tube chassis, which is built in the spirit of the original, but with a modern C4 suspension. The actual GS #004 is on display at the Collier Collection in Florida. Using it as a close guide, I decided to recreate all the competition specs from that moment in history, the March 1964 Sebring 12 Hours race. But it was a moving target — literally. That’s because from the time the original car arrived for tech inspection to driving back on the transporter, the car changed so much and had been damaged on all four corners. So I picked the car’s configuration at the end of the race, minus the damage, of course. When I began shopping for parts, I realized that an exacting reproduction could not have been done to this level 20 years ago. Without internet forums, eBay and overseas parts, items like the CB radio, T3 headlamps, Delta lights, Mini Cooper handbrake, Grand Sport rear deck bar, Kelsey Hayes valve and Stewart Warner pumps would not have been found.

reincarnationmag.com | Summer 19 49 #004 Grand Sport Replica Readers’ Rides

Note the copper strips on the fiberglass

roof for grounding the CB radio.

Even the smallest details, such as

the gas cap markings and safety wire, were precisely reproduced.

Note the period-correct

CB radio, a hard-to-find item, mounted under the dash.

50 The paper dealer plate is After extensive research, lots of reproduction ’63 After some careful research, the paint scheme came Corvette parts, along with original parts, were included down to getting the colors correct, described as unbuffed identical to the one used on in the build. The original seat material was particularly lacquer. My painter traveled to the Collier Collection in the original #004 Grand Sport. hard to track down, but I managed to find a few remaining Florida to see #004’s colors firsthand and observe its The taillight configuration was changed over the years, but pieces of NOS material. I even got my state to accept a overall paint quality. In keeping with the original, I had this setup matches the one VIN that is only one letter off from the original tag. to convince the painter to paint full nose stripes, and then seen at Sebring in 1964. Another challenge was the engine, as it took two years paint blue over part of them. This was done on the original to machine. The car is fitted with an all-aluminum, 377 car after it was damaged early on at Sebring in 1964. ci block, mated to a M22 transmission and topped by 48 When the job was all done, the painter called me and mm Webers (Inglese-built side-draft carbs). The latter admitted with some dismay that there was some orange are very expensive, but far more affordable than period- peel and a drip in the doorjamb. My response was “Perfect!” correct 58 mm Webers would be — even if you could find He laughed, and said to make it clear that it was all my them. idea. Like I said in the beginning, I want an authentic- The body was pretty accurate upon arrival, but I still style patina, and the original cars were far from perfect. had to reform the handbrake notch and move the hood Despite being a replica with many non-period-correct prop to the right. I also had to modify the door panel parts, like the C4 suspension for example, I was able to pulls and rear scoop ducting and fill in the defroster vents identify over a half-dozen details that were omitted during as well. Looking at the body now, there are still a couple restoration on the real #004. So when it comes to some details I wish I had corrected — hindsight is always 20/20. specific details, my car is actually more authentic.

reincarnationmag.com | Summer 19 51 #004 Grand Sport Replica Readers’ Rides

The sidepipes hang low, but check

out how they looked on the authentic Grand Sport as well (see sidebar photo).

52 Getting all the decals and drivers’ names placed

accurately proved to be a challenge, as most historical photos show only the passenger side, due to the driving direction of the road course.

A short history of the original #004 Grand Sport Corvette

The chassis number #004 is somewhat misleading, since this was the very first Grand Sport to be driven in anger on the racetrack. Dr. Dick “The Flying Dentist” Thompson manned the car at an SCCA race at Connellsville (Pennsylvania) in August of 1963, becoming the first to take the checkered in a Grand Sport as well. As a work in progress, the car went through many changes, both Some of the least-exciting parts of the build were the engine machine during races and off the track. At the end of the season, the car was work, fitting the windshield and getting the alternator mounted down sent back to the factory for additional upgrades and refinements. low on the driver’s side. Waiting for the 15-inch Halibrands to be cast was In December, Mecom Racing entered chassis #004 in its new also pretty agonizing. There’s also explaining to folks that, yes, I could’ve specification at the 1963 Nassau Speed Week, along with two sister built a 388 ci engine instead, and a 4-inch exhaust would be better. But cars. These three “lightweights,” as they were dubbed, decimated the the original car was from a time when a driver cared more about having opposition. With great anticipation, the cars were prepared for the a cigar lighter than a fuel gauge! endurance races of the upcoming season. Sadly, for internal political I did enjoy doing all the research and building in details that fool some of the most knowledgeable folks. With help from some friends, the little reasons, General Motors corporate quashed the program. The cars things start to add up, like the seat-belt labels, Johnson Chevrolet dealer were sold to privateers and never fulfilled their incredible potential plate and Delmo Johnson’s to-do list taped under the trunk lid. In addition, at other venues. the fender decals, windshield number and tech inspection decal were all Grand Sport #004’s first privateer was Dallas-based Chevrolet custom designed and printed. dealer Delmo Johnson. Together with Dave Morgan, they entered the As for final specs, my Grand Sport ended up at 2,200 pounds and just car in the Sebring 12 Hours in 1964. The Grand Sport qualified 12th, short of 600 hp. Paired with a Muncie “rock crusher” M22, a correct ’63 and after various delays due to technical problems, ti finished 32nd. Corvette shifter, open exhaust, ’63 steering wheel and 200 mph speedometer, It was raced regularly by Delmo, who once noted, “I was clocked at these are good reasons to hold on. Loud, smelly and scary stuff — just like 205 mph in the car. The front end was off the ground from 160 on up, I wanted all along! but the road was straight so it didn’t matter.” Delmo sold the car in 1965 to a Canadian, who campaigned the car as late as 1967. The current owner acquired the car in the late VENDORS 1980s and had it carefully restored to its 1964 Sebring 12 Hours configuration. The restoration included many unique features, such Mongoose Motorsports as the sponsor stickers, additional taillights and the copper strips that 330-296-1963 are fitted across the fiberglass bodywork to ground the CB radio. Still www.mongoosemotorsports.com in superb condition, it is seen here during the 2014 Monterey Historics.

reincarnationmag.com | Summer 2019 53 LEARNING CURVE Tips from a first-timer’s experience prepping and painting small parts By Jim Youngs | Photos by Jim Youngs, Carolyn Youngs and Monica Benger

sk just about any specialty car builder Once the new tank was ordered, the painting how much of the work he did himself project began in earnest with a visit to Harbor A and you’re likely to hear, “Well, I did Freight to buy a cheap Central Pneumatic HVLP everything but the paint.” Even professional spray gun. These are usually under fearless, burly guys who can make precision $30 on sale, and I reasoned there was no sense components out of chunks of steel on milling investing heavily since it wouldn’t get much use machines will cower at the thought of handling a after this project anyway. I ended up buying a pair spray gun. of guns, one for primers and one for base coats But truth be told, today’s paints and painting and clears. materials are rather easy to work with and are My next stop was Painter’s Supply, a local shop very forgiving, even for newbies. So consider this for professional paint and body guys. I needed piece as an encouragement to pick up some wet- paint to match the roadster’s silver color, which or-dry sandpaper, body filler and a high volume, they were able to accomplish by scanning a sample low pressure (HVLP) gun. We’ll walk you through from the car. I also needed a ream of ancillary a fairly typical painting project done by a rank items for prep and cleanup. Keep in mind that amateur, that’s me, who’d never picked up a pro painting steel and fiberglass requires a few different spray gun in all the years he’s been building cars. products, but the basic procedure and materials What prompted me to learn how to paint are the same. actually stemmed from a fueling issue on my ’32 One caution you hear over and over again is After dealing with hassles from a faulty highboy roadster. I decided to buy a new EFI fuel to stick with a single brand of primers and paints fuel system, the old tank had to be replaced system setup from Tanks Inc. and also a new because they’ve been formulated with compatible with a new one, fitted with an EFI in-tank unpainted fuel tank. Paint is particularly important chemistries. I went with PPG products including pump. on a ’32 Ford fuel tank, as a big portion of it hangs Acryli-Clean for removing contaminants, DPX171 out behind the car in full view. self-etching wash primer and catalyst, DT87

54 The first photo here is a very

inexpensive Central Pneumatic professional, HVLP spray gun purchased from Harbor Freight on sale for less than $30. Subsequently, I upgraded equipment to include a pair of DeVilbiss StartingLine HVLP guns: One for primers with a 1.8 mm tip, and one for base coats and clears with a 1.4 mm tip.

I started our gas tank paint project by masking off or plugging all the openings to keep debris and dust out of the tank. Plastic pipe plugs work well for protecting threaded inlets.

I used the Acryli-Clean to remove all the grease and grime from the raw tank, applied with disposable Once the tank was clean, I used a dual-action For small pieces, PPG recommends applying just one coat Kimberly-Clark WypAll cloths. sander with 80-grit paper to rough up the surface of the self-etching primer, so I added a measured amount of Acryli-Clean has to be wiped on in and give the self-etching primer something to catalyst at a 1-1 ratio. Pot life for this mix is 24 hours at 70 one direction and wiped off with a cling to. In the areas where the sander was degrees F, so no real rush. It can be top-coated in about 20 clean cloth when dry for best results. unable to reach, I used Eagle abrasive pads. minutes, and this material won’t require any sanding.

reincarnationmag.com | Summer 2019 55 reducer, K36 acrylic urethane primer surfacer and catalyst, The ideal paint and Evercoat metal glaze polyester finishing and blending method is to keep the putty. I even bought PPG measuring cups and a bunch of gun set at 5-10 psi, wet-or-dry sandpaper from 80 to 2000 grit, as well as a foam moving parallel with sanding block. And that was just the first trip to Painter’s the piece. The primer Supply, with subsequent trips made for a respirator, primers, went on impressively tack rags, paint filters, stir sticks and body filler. easy, creating a smooth Truth be told, I probably spent more on painting supplies finish. One thing I wish than I would have if I hired a professional painter to do the I had done was I mixed small batches of whole job in the first place. Even so, the skills and equipment suspend the tank in the the body filler and catalyst I acquired during this first painting project have served me air, in order to spray all and used a small spreader well since. Subsequently, I’ve purchased better gear and the surfaces without to apply the filler to the low taken on bigger paint projects, including a complete dead- having to move it. areas. rat-flat-black spray job on my current ’54 F-100 pickup project. As you’ll see by the almost step-by-step account, it’s a lot of hard work just to get the part ready to be painted. Once that’s accomplished, the actual painting process is fairly easy. I’ll admit to a few rookie mistakes along the way, but I’m very pleased with the outcome. And once done, I could proudly say, “I did it myself!” Now all I have to do is learn how to sew upholstery.

With 80-grit paper and the sanding When the part has been smoothed block, you have to smooth out the filler to a to your liking, it’s time to spray on the point where the surfaces are as flat as they urethane primer surfacers, designed to can be, which might require repeating this provide a sandable, thick coating that filler/sanding procedure several times. Then will fill small flaws. After I mixed the K36 wipe the whole thing down with soapy primer and K201 catalyst at a 5-1 ratio, PPG water, and then clean the surface with recommends adding some DT87 reducer to Acryli-Clean in preparation for the urethane minimize film buildup and sanding times. primer surfacer.

Here’s the primed piece. This is a good time to really inspect your work and look for any imperfections or areas that need a bit more body filler. Once you’ve sanded those correction areas smooth, spray another light coat of primer before sanding the whole thing in preparation for the color base coat.

This next step is a critical one and will ultimately determine the final outcome. A primer base should be smooth enough for a clear coat, so I wet-sanded the part starting After you’ve assured yourself that the with 400 grit or finer. component is as smooth as humanly possible and you’ve cleaned it once again, it’s time to apply the color base coat. Painter’s Supply used its spectrometer to scan a painted piece The silver base coat goes on with a matte finish. As done of the car to determine a proper color mix, when spraying the primer, PPG recommends two to three which in my case was Deltron 2000 DBC coats with five to 10 minutes between coats. with reducer at a 1-1 ratio.

56 Once the base coats are applied, you only have about 15 minutes to apply the first coat of clear. Don’t let the base coat dry too long. The Deltron Concept DCU2021 clear is mixed with reducer, and I chose DCX61 hardener, which For the color-sanding process, I taped off the edges of the gas afforded me a 50-minute drying time. PPG recommends tank to serve mostly as a reminder to not sand the thinner edges of two coats, which dry with an orange peel texture that will the component. Starting with 1000-grit sandpaper, I moved on up need to be color-sanded and polished. to 1500-grit and finally 2000-grit, all done wet.

I used another Meguiar’s foam pad, this one a finishing pad, to apply the 3M Perfect-It glaze for the high-gloss finish on the tank. Both 3M products worked well and were easy to use.

Painter’s Supply recommended using Meguiar’s Soft Buff foam pad and 3M Perfect-It II rubbing compound as one of the two final steps in the paint process. The rubbing compound smooths out any swirl and sanding marks.

With the shiny, new gas tank in place hanging off the back of the ’32 chassis, about the only things left to do are remove the masking tape, add the plumbing and bolt it down. Then it’s time for some fun on the road and acknowledgement of a job well done.

Overall, the paint experience was much less intimidating than expected. About the

biggest mistake I made can be attributed to poor lighting in the shop, as I failed to notice a couple of places where the base coat had been sanded through. Both spots, however, were in unobtrusive areas, so no big deal. Since this project, I’ve done numerous other painting projects leading up to painting a whole vehicle.

reincarnationmag.com | Summer 2019 57 Customized C7 Corvette

Exciting response garneredCONVERSION by an exotic, customized Corvette C7 Stingray

58 REACTIONStory and Photos by Steve Temple

reincarnationmag.com | Summer 19 59 Customized C7 Corvette

The carbon fiber hood specially

requested by the customer turned out so well that it’s now an option with the XIK conversion package. s much as we love the C7 Corvette “It’s sick,” and the massive, bulging fenders make Stingray, change is inevitable. The an impressive visual statement, as do a number of A 2020 C8 model, due out this summer, upgrades to the exterior, with extensive use will be a significant change in the of carbon fiber. So much so that it’s nearly history of Corvette design. While it’s the first unrecognizable as a Corvette, with the look of a Corvette to break the mold with a midengine European exotic — just the thing to give an outgoing configuration, legendary Corvette engineer Zora model a fresh makeover. Arkus-Duntov proposed a similar setup way back The basic body conversion consists of 15 main in the 1960s. components and dozens of smaller ones as well. So what does that mean for the tried-and-true These include front and rear splitters, along with Corvette C7? With a new and improved model in a variety of vents, overlays and bezels. The interior the works, selling the current model year can be also has cover pieces for the dash, console and difficult. Which likely explains why there’s an door panels, plus suede-style Alcantara and leather excess supply of C7 Corvettes across the U.S. And upholstery. A number of additional plastic yet dealers continue ordering them to keep their components were custom-overlaid with carbon allocation levels up. fiber by Ivan Tampi Customs, totaling 37 parts in While this swelling inventory can be a problem all. His customer, Tony Pechthalt, requested some for dealers, it presents an opportunity for Corvette special additions for this car, including a custom enthusiasts since supply most likely exceeds demand. hood and rear wing. When General Motors does roll out the new Commenting on the carbon fiber overlays, midengine, expect a buyer’s market for the Ivan admits, “It’s a love-hate situation. I hate remaining C7 Corvette models sitting on dealer making it because it’s messy and a lot of work, but lots — get ready to wheel and deal. I love the finished product.” Which leads us to a time-honored approach The rolling stock is much meatier than factory for project car enthusiasts. How do you make as well, with Kompression Wheels Murci Twisted, yesterday’s model look like the latest and greatest? measuring 20 by 10 inches up front and 21 by 14 That’s where Ivan Tampi’s XIK wide-body kit in the rear, wrapped with Pirelli rubber (285/25ZR20 comes in. The initials are a play on the expression fronts and 355/25ZR21 rears). Rolloface

60 The basic body conversion consists of 15 main components and dozens of smaller ones as well.

The cockpit is highly customized as

well, with carbon fiber cover pieces for the dash, console and door panels, plus suede-style Alcantara and leather upholstery.

reincarnationmag.com | Summer 2019 61 Customized C7 Corvette

Performance’s big brake kit upgrades the look and stopping power of the factory binders. This increased clench is a welcome addition, considering the enhanced performance of the engine. For a donor car, Tony originally had wanted a Z06 or ZR1, but he ended up buying a base model in February of 2017 with the idea of using a power adder. Forced induction comes in the form of a Vortech centrifugal supercharger from A&A Corvette, with additional tuning by Xcelerate Street Performance and machine work by Paragon Engines. Keeping pace with the supercharged airflow proved to be a bit of a challenge for fuel delivery, requiring the addition of two more pumps, larger injectors and the LT4 fuel system. While the body and interior mods went on in fairly short order, achieving 700 hp has involved some extra effort. For Tony 1,000 hp isn’t out of the question here, but 700 is plenty for now, as long as it’s in the same league as his much pricier Lamborghini Aventador. Which helps to explain Tony’s enthusiastic reaction to the Euro flavor of the XIK’s styling when he first spotted it at a car show. “Ivan has a bent toward Lamborghinis like me, and I wanted that exotic look — but with American muscle.” But Ivan didn’t come by these eye-catching Corvette mods easily. He gained skills through experience, and has been muscling up a wide variety of cars for more than two decades. Self-taught in automotive design, as well as in composite technology and fabrication, he started out in the mid- 1990s by creating body mods for the Honda Civic and later the Ford Mustang. When Ivan shifted his attention to the Ford Mustang market, his company Ground Designs 2000 grew rapidly. Ford execs were so impressed by Ivan’s creativity that they provided him with two vehicles, a Focus and F-150, on which to create a body conversion designs in order to promote the company’s latest models. His Ford Focus design went on to win Ford Choice Awards at the SEMA Show in 2003. Despite his design achievements, Ivan had to take a business hiatus for several years and pursued another venture in the fashion industry. But his passion for automotive style didn’t die, and he later came back with a vengeance. In the summer of 2013 he completed his wide-body kit design for the BMW Z4 and debuted it at the 2014 SEMA Show. Although it didn’t do as well as he hoped, he realized the upcoming 2014 Corvette C7 was the hot ticket — no surprise there. While walking the SEMA convention, he took note of the Corvette feature vehicles with wide- body kits and said to himself, “This is right up my alley — it’s what I’m known for!” From the get-go, Ivan’s concept was to make a sports car look like a supercar. The approach was simple, yet effective; go wider, specifically in the rear, which is 8 inches broader than stock, and the front has 4 inches more breadth. To produce the conversion in less than a month, he had to take his fabricating skills to a whole new level. Ivan made his carbon fiber components with a much higher degree of accuracy and precision, employing 3D scanning, computer-aided design and a five-axis milling machine. “This approach definitely beats those days when I used to make everything in templates by hand,” he points out, “and it makes all our parts more precise and accurate.” The first car was completed just in time for the 2015 SEMA Show in Las Vegas and was met with such a strong response that he went

62 The LT1 engine, supercharged with a Vortech centrifugal supercharger, also features carbon fiber overlays.

on to build a number of personalized variations to meet All of the body panels customer demand. For instance, Tony specified a custom hue are replacements that from BASF R-M. “That emerald green is an expensive, unique use the factory color, and a tribute to my father’s Ford truck,” he notes. In mounting points. addition, to carry that visual theme into the interior, emerald green stitching accents the charcoal Alcantara suede. Some might feel that modifying a Corvette borders on disrespect for the design, if not outright sacrilege. Note, however, what one GM exec observed: “Nearly every Corvette is customized in some way.” Some more than others, of course, depending on the owner’s whims and sense of artistic expression — and also its provenance. For instance, a rare collectible shouldn’t be tampered with at all. But what about embellishing a standard production offering? There’s nothing wrong with making a dramatic visual statement, personalizing a solid performer to the nth degree. That perspective, and how quickly Ivan tackled the C7 project back in 2014, leads to an obvious consideration. Just what sort of reaction he’ll get for his body conversion on the new mid-engine C8, as it’s already in the works.

VENDORS Ivan Tampi Customs 855-945-8388 www.ivantampicustoms.com

reincarnationmag.com | Summer 2019 63 ERA’s Cammer Cobra

CAMMER COBRA 64 Cramming Ford’s infamous 427 SOHC in an ERA replica roadster A By Steve Temple | Photos by Steve Temple and Bob Funari

reincarnationmag.com | Summer 19 65 ERA’s Cammer Cobra

magine that you have an impressive to stuff one in the engine bay, despite its massive collection of two dozen or so high- size. After all, he was never one to shy away from I performance cars at home including adding more horsepower. Some Cobra builders joke Bob chose the Porsches, Ferraris, a Ford GT and a that squeezing it between the frame rails requires Corvette-powered ’69 Maserati Ghibli. Also, throw applying grease on the sides of the block and jumping in a ’63 Grand Sport Corvette replica with a up and down on those massive heads. So how did most legendary supercharged LT4 engine for good measure. Now, Bob decide to take on such a challenging project? what sort of Cobra replica would you opt for that With plenty of specialty motors in his large of Ford engines could hold its own in this array of exotics? Well, just collection of performance cars, he was a client of ask Bob Funari, a retired executive/engineer in the Randy Ritchey at Performance Associates in San to power his ERA medical imaging field. Bob chose the most legendary Dimas, California, for many years. It turns out that of Ford engines to power his ERA replica, electing Randy’s father, Les Ritchey, played a key role in the to build a “cammer,” aka Ford’s 427 ci SOHC (the development of the Ford 427 SOHC motor. He even replica, electing to acronym is pronounced “sock” and stands for single had experience racing the engine with the legendary overhead cam). drag racer Gas Ronda. With such a significant build a “cammer,” Hailed as Ford’s greatest engine, it was based resource on hand, Bob conjured up yet another on the legendary 427 side-oiler block and developed distinctive car for his collection. as a high-revving retort to Chrysler’s all-conquering “I persuaded Randy to use parts from the inventory aka Ford’s 427 426 Hemi in 1964. But NASCAR soon banned that Les had accumulated in the 1960s to build an “special racing engines” since it turned stock cars aluminum SOHC motor. It would have 58 mm Weber ci SOHC into nonstock cars. So Ford headed from the oval carburetors mounted on one of two manifolds that to the drag strip with its cammer mill into the early Ford built for this system,” Bob recalls. “We talked 1970s, where it proved itself a formidable competitor at length about what Ford product to put the completed after several modifications by talented tuners. motor in and settled on an ERA Cobra reproduction.” The engine was never intended for use in a Cobra, The engine block was bored and stroked to a but Carroll Shelby admitted he had always wanted displacement of 496 ci to produce 700 horses. The

66 This cammer is one of only two with 58 mm Webers, the owner says.

reincarnationmag.com | Summer 19 67 ERA’s Cammer Cobra

Without any prompting, Shelby climbed into the cockpit and signed the dash. He once admitted

that he always wanted to put a cammer in one of his original Cobras.

VENDORS ERA 860-224-0253 www.erareplicas.com

68 modern EFI setup uses a FAST ECU with MSD’s crank-triggered ignition system so it can run on 91-octane gasoline, not race gas (which the original motors gulped down at a prodigious rate). The Crane camshafts, Manley valves, and tubular headers were all custom built for the project. The rotating assembly uses JE pistons, Carrillo rods and a crank from Velasco Crankshaft Service in Downey, California. The alternator is sourced from NASCAR with a rotating pulley and stator providing the current. Built over a period of two years at an approximate cost of $135,000, the car employs about 60% of the ERA component package. The rest of the parts were custom-fabricated specifically for this vehicle, including a unique dry-sump oil system with a reservoir located in the trunk of the car. The setup uses a Gilmer drive pump that circulates oil from the engine to the reservoir and back.

ERA’s standard chassis was used with coilover shocks, Wilwood brakes, authentic pin-drive wheels, Avon tires and a TREMEC five-speed transmission.The car has a hydraulic clutch with manageable pedal effort. Painted in a royal blue, there are no stripes or extraneous decorations on the car, either. The cockpit is equally simple in execution, finished in black leather with matching black Wilton carpeting. Smith gauges are used throughout the car, and it has no sound system, air conditioning or other creature comforts. All told, Bob’s Cobra is pretty unassuming, and only the well- initiated know about the powerhouse under the hood of his ERA roadster. Carroll Shelby (left) visited with Bob Funari (center) to check out As a side note, ERA’s head honcho Peter Portante also built his cammer Cobra and other performance cars in his collection. a cammer-powered Cobra as his personal car, so Bob’s isn’t the only one out there. Peter says he knows of four other ERA Cobras built with cammer engines, so they are rare creatures, as they require some customizing to accommodate those massive heads. The mods include adding bubbles (concave areas) to the closing panels around the engine bay, along with trimming down the footboxes to provide extra clearance. He also lowered the engine about a quarter inch to make room under the hood. No alterations were required of the suspension setup though, he points out. While this cammer Cobra has never been tracked or raced, its projected quarter-mile performance, based on 700 hp and a 2,850-pound curb weight, is 11 seconds at 135 mph-plus. But Bob’s engine is special in other ways as well. “Only two that I am aware of have the 58 mm Weber induction system,” he notes. “The combination of large displacement and an overhead camshaft design allows the motor on this car to make tremendous horsepower all the way up to 7,000 rpm and beyond.” While this car is capable of being driven on the street and in traffic, it is essential that the driver use the throttle judiciously, Bob advises. “The excessive power and short wheelbase can make the car a handful under hard acceleration,” he admits. “I have frequently driven down the San Diego Freeway to San Diego and back without problems, other than avoiding the inevitable pictures takers.” And highway patrol officers, too, we’d expect.

reincarnationmag.com | Summer 2019 69 Back in ’62, Zora Arkus- Duntov proposed a special skunkworks Corvette to take on the Cobra. Initially called the Lightweight, it was built to 7/8 scale, and was 800 pounds lighter than the standard coupe. Since the five original Grand Sports measure their value in millions, we cooked up an affordable Grand Sport tee for all to enjoy. We built ours to full scale and then some, if you’re not such a lightweight yourself.

This limited-edition T-shirt is only available until Sept. 15, 2019. When it’s gone, it’s gone.

Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Tee Style: q Men q Women Tee Size: q Small q Medium q Large q X-Large q XX-Large COLE Publishing PO Box 220 q q Tee Sleeves: Short Long Qty:____ | Qty:_____ | Qty:____ | Qty:____ | Qty:_____ 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 afterSept. 15 closing date. No foreign orders, shipping to United States only. RCNMag.com/tees reincarnationmag.com | Summer 2019 71 Shell Valley Cobra Readers’ Rides

MILLER’S CROSSING

72 Hitting the road, literally, in an As told by Mark Miller SING FE-powered Shell Valley Cobra Photos by Steve Temple

reincarnationmag.com | Summer 19 73 Shell Valley Cobra Readers’ Rides

rial and error, hit and miss, the school of hard But I went one better, hitting 418 horses by using an knocks — call it what you want, but sometimes Edelbrock flat-tappet cam and a Performer intake manifold T you have to learn by doing. I know this firsthand that’s topped with a four-barrel, 750 cfm Holley carb. Plus, from a hairy experience at triple-digit speeds. I added some “happy juice” in the form of a nitrous oxide First, though, a bit about the build on my Shell Valley plate from ZEX. Cobra. I’m a fence contractor by trade, so I don’t shy away The transmission is a five-speed TREMEC, the brakes from getting my hands dirty. (Regular readers might recall are from SSBC and the suspension has QA1 coilovers. But the cover feature on my Meyers Manxster Dual Sport.) I I decided to tinker with the chassis height — and nearly at have a good eye for quality construction and chose this my own peril. When I was setting up the engine and particular Cobra replica from Shell Valley for its sturdy transmission in the frame, I wanted to be as low as possible. 2-by-4-inch tubular frame with dropped floors, and also What I found out, though, is that when you’re going 140 for the absence of air gaps in the firewall. mph in the desert and drop in a dip, the oil pan plug hits The build took me about nine months in all, doing the pavement. Ouch! almost all of the work myself, except for the candy apple Obviously, I had to raise up the chassis to keep this from red paint job. I handled everything from installing the ididit happening, so watch out for what happens on total compression steering column to the wiring harness, and then some. of your suspension. But that’s not the only thing to keep in Note how the front license As for the engine, it’s a 397 ci ’71 Ford FE. This slightly mind. plate folds back into the nose bored-out block is based on the 390, the most common FE Next is the running of the camber spec that is best for cowl. engine in later applications, used in many Ford cars and handling in relation to tire wear. You can sure burn some standard in many trucks as well. While not as powerful as tires off going fast with some interesting camber, so I the 427 and 428 models, it costs way less and still provides eventually chose a 0-degree setting. good performance, particularly in lighter-weight vehicles Shell Valley likes me to show off my Cobra as a demo such as this Shell Valley roadster. of sorts for prospective customers because it sure gets a lot The 390’s factory rating ranged from 265 to 320 hp, and of attention. But I’m telling you the best part is the nitrous, as high as 375 hp in certain applications with an aluminum because when running flat out and you need a little more, four-barrel intake manifold, cast iron headers, 10.5:1 just hit the button, and life is good. Just be sure to watch for compression ratio and a solid lifter valve train. Many high- those dips in the road! performance Ford cars came with an aluminum 3x2-bbl intake manifold in the trunk for the dealer to install that would raise the engine’s output to 401 hp.

74 The 427 on the plate refers to the body style, not the engine displacement. But with nitrous fed through a ZEX carburetor plate, there’s plenty of power on tap.

Mark Miller gets a big grin

when he pushes the laughing gas button on his Cobra.

reincarnationmag.com | Summer 2019 75 Shell Valley Cobra Readers’ Rides

With proper dress-up details, this 390 looks just as nice as a

larger 427 FE in the bay, but at a much lower cost. And the owner made sure it’s an overachiever in the horsepower department.

VENDORS Ad on Shell Valley Classic Wheels, Inc. Pg. 7 888-246-0900 www.shellvalley.com

76 reincarnationmag.com | Summer 19 77 Atlantis Neoclassic

VIVE LA DIFFERENCE

78 Top Gun translates classic French designs into American neoclassics Story and Photos by Steve Temple

reincarnationmag.com | Summer 2019 79 Atlantis Neoclassic

Displaying voluptuous shapes and loads of brightwork, the Atlantis makes a striking statement. obert Frost is widely known for his Frustrated, Ron came to the realization that if poem “The Road Not Taken,” as it he couldn’t afford to buy one, he would build it R wistfully recounts having to choose instead. Since he had a background in the arts, he between two routes. Ultimately he decided to create his own version of those famous realizes that taking the one less traveled “made all French curves, at a price he could afford. the difference.” To keep his approach practical, he started with The elephant That could be said of Top Gun’s Ron Santarsiero, a custom ladder frame taken from a Heritage Motors

hood ornament who has consistently demonstrated a preference Mercedes 500K replica and fitted it with a Camaro was molded off for unusual, idiosyncratic car designs. A successful front clip and rear end. The Heritage cockpit and an original from real estate investor by trade, but a passionate car main body served as a foundation for the design a Bugatti Royale. builder by nature, he’s always had a fascination for as well, but he elaborated on the shape in several both exotics and neoclassics and has built several distinctive ways. of them over the years. Why such a radical departure Derived from a 1936 concept drawing that Ron from generally more popular replicas? came across in a book about French car designs, “I don’t want to leave this world driving someone those teardrop front fenders were first sculpted out else’s dream,” Ron notes. Indeed, that’s not likely, of foam. He then made molds and laid pieces up in view of the Atlantis neoclassic shown here, along in fiberglass. with its similarly styled trike, the Atlantis Stargazer The trim, emblems and brightwork required a — named so for its open-air driving position. few different approaches. The rear fin, bumperettes What was the inspiration for these particular and grille were first fabricated out of fiberglass and projects? “Life can be boring; life can be dull. then taken to an aluminum foundry to be reproduced Everybody is always looking for something new in metal. under the sun. I was no exception,” he explains. Ron purchased the elephant hood ornament, But everything that he liked or loved was always used on the Bugatti Royale, from a collector and financially out of reach. The French cars, such as made reproductions of the design, which he also those extravagant, swooping shapes designed by used on his Duesenberg replica. An independent Bugatti (especially the Type 57SC) and Figoni et fabricator in Mexico made up the Atlantis logo for Falaschi, each cost many millions of dollars. the dash and rear deck, and the machine-turned

80 The skirting for the fender wells

gives the Atlantis an elegant style.

Ron came to the realization that if he couldn’t afford to buy one, he would build it instead.

The cockpit cossets occupants with machine- turned panels and leather upholstery with quilted door panels.

reincarnationmag.com | Summer 2019 81 Atlantis Neoclassic

While a

Chevy V8 can fit under the hood, this particular car cruises with a milder Dodge V6 with a custom engine cover.

Even the trunk is lavishly finished, with

designer luggage and a suitcase with a silver serving tray and beverage cups.

82 metal panels for the dash and door panels are aftermarket items. Power is on the modest side, using a Dodge Dakota V6 and automatic, since this car is meant as a boulevard cruiser. Ron notes that a Chevy 350 drivetrain was an option for the original Heritage replica and could be fitted here as well. In contrast, the design and build process for the Atlantis Stargazer trike was somewhat different. It all started on a trip to the store, where Ron spotted a small-scale model of a Can-Am Spyder three-wheeler. On impulse, he took it home and began reshaping it with clay. Once done, he showed the 15-inch design to a friend, who works for the movie studios as a fabricator of various fantasy props and monsters out of fiberglass. Together they scaled up the model on a full-size Spyder, using only modeling clay. Parts were then taken off the clay, but no molds were made, as this design is unique, a one-off. That’s unfortunate, The Stargazer design was as it has enticing lines. developed off a scale model Indeed, Ron gets lots of accolades whenever he takes these of a Can-Am Spyder. vehicles out to shows and events. All told, “The devil’s in the details,” Ron admits. But the car has a divine aspect as well, as he feels there’s nothing more rewarding that being a creator of something new and different.

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86

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