RCNMag.com WINTER 2019 BMW V10-Powered SL-C Wide-Body Beck 904 709 hp Craft Small-Block

THE FRENCH CONNECTION How a Gallic designer of exotic cars in Dubai hooked up with a Kentucky Cobra builder Page 44

Boss-powered 1969 Alan Mann Open Sports Ford

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Contents

44 OMING NEXT MONTH C

On the Cover A.J. Foyt Indy Car The Jannarelly Design-1 mirrors the in concept, as a stripped down, Future GT Forty bare-bones driver. This example was finished at the Dream Car Co. in Kentucky, and The Case For Coilovers is the first Jannarelly on the road in the United States. Photo by Juan Lopez-Bonilla. Smyth Charger Conversion

THROTTLE STEERING READER’S RIDE 6 Featuring Your Project Car 34 Racy Story By Steve Temple, Editor Revealing the birth of the wide-body Beck 904 GTS. As told by John Mathys RCN ONLINE 8 @RCNmag.com TECH A preview of current online exclusive content. 40 Numbers Game Pulling big-block power out of a 465 ci small-block. FEATURE CAR By Steve Temple 10 The Boss Is Back The Boss-powered 1969 Alan Mann Open Sports Ford. COVER STORY By Karen Salvaggio 44 The French Connection International collusion to build the first Jannarelly Design-1 in the U.S. FEATURE CAR By Juan Lopez-Bonilla with Phil Whitaker 16 The Spitfirrari Marriage Italian-style, between a Brit and a barchetta. FEATURE CAR By Iain Ayre 50 Profiling the Crafting a copy of Carroll Shelby’s CSX2300 Daytona Coupe. READER’S RIDE By Steve Temple 22 Moonshot The challenge of installing a BMW V10 engine in a Superlite SL-C. READER’S RIDE As told by Daniel Gherhsin 56 The Hard Way The rocky start to a happy ending in a cherished 289 street Cobra. FEATURE CAR As told by Gary Cook 28 Rare Bird The new Swift from Simpson Design emulates a rare Lotus 11. By Steve Temple

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TECH 62 New Dimensions 3D printing provides a new source for rare parts. By Dan Burrill

READER’S RIDE 66 Presidential Prerogative Culminating 45 years in the Corvette hobby with a Grand Sport. As told by Doug and Delora Hanner

EVENT RECAP 72 Low-Volume Industry Excels at SEMA 2018 34 50 Drift Cobras, live builds and a V12 Cheetah in Las Vegas. By Dean Larson

FEATURE CAR 80 Moment of Decision Classical or new age, JPS Motorsports builds a 356 for you. By Steve Temple

FEATURE CAR 86 Triumphant Return Recreating Le Mans-winning Spitfire fastbacks. By Rob Hawkins RCN 66 86 94 Marketplace

reincarnationmag.com | Winter 2019 5 THROTTLE STEERING

Featuring Your Project Car

n our previous issue, I noted in my column that That’s the pot of gold at the end of the rainbow. I this is the time of year that many of you tackle I’m always impressed by your ingenuity and persistence Steve Temple new project cars, so I shared a few suggestions in overcoming various challenges, and also expressing Editor for making the most of your workspace. (And I also creativity with custom touches. That’s why our Reader’s realized that I need to follow my own advice.) Ride features are some of my favorites, and we’ve Anyway, as you make headway on your buildup expanded the size and number in each issue. during those long winter months, scraping knuckles So we invite you send us high-res photos (1 MB and toiling in a cold garage late at night, I wanted to or larger, please) of your completed project car, along give you something to look forward to when you’re with some info on your project. We’re especially done. A light at the end of the tunnel, as it were — looking for details on how you’ve customized it. While and it’s not an oncoming Cobra. the parts and pieces are important, we also like to One of the main duties of ReinCarNation is to hear about your personal background and any fun provide you, dear reader, with what your peers are and informative stories you’d like to share. Please handcrafting. We’re not able to follow along on most stay in touch! of the interesting buildups out there to see how they turned out, so we rely on our enthusiastic readers to send us photos and info on their project cars. (Of Steve Temple course, many of the cars we feature are professionally [email protected] built, at least to some degree, and those are certainly of interest as well.) Here’s the fun part: What we receive are often remarkable sagas of your involvement with your automotive passions. These include all the heartaches and happiness that you’ve encountered along the way, plus some invaluable tech tips to make things go easier for your fellow car builders.

6

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Five Best Wheels For Your Shelby Cobra From Halibrand to FIA and every- thing in between, these five wheels are sure to hit the mark on your Shelby Cobra replica. www.RCNmag.com/blog/ five-best-wheels-for-your- shelby-cobra

Brand New Licensed Broncos Gateway Bronco finalizes Ode To Big Ed a licensing agreement with Big Ed, an extremely rare but unloved GT40 Roadster, is Ford to build brand-new honored with a meticulous ERA GT40 recreation. first-generation Broncos. www.RCNmag.com/blog/ode-to-big-ed www.RCNmag.com/news/ brand-new-licensed- broncos-available

Building a Kellison Gt40k Constructing a Kellison GT40 replica from a Corvair Corsa donor was quite the challenge in the 1970s. Here’s how one homebuilder made it happen. www.RCNmag.com/blog/ building-a-kellison-gt40k-in-the-70s-part-one

Back In Black: Beck 904 Gts ’s national racing color is silver, but Beck’s 904 brings the Carrera GTS back in black. Join the Discussion www.RCNmag.com/fresh-finds/back-in-black-beck-904-gts FB.com/ReinCarNationMag 8 Advertiser Index

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reincarnationmag.com | Winter 2019 9 1969 Can-Am Ford THE BOSS IS BACK

Recreating Can-Am history of the Boss-powered 1969 Alan Mann Open Sports Ford Story by Karen Salvaggio | Photos by Marshall Autry

10 reincarnationmag.com | Winter 2019 11 1969 Can-Am Ford

om Cantrell’s world revolves around The horsepower wars were on, reaching a crescendo excellence, and it seems he will go to on track from 1966 to 1987 in the Canadian- T any length to achieve perfection on, American Challenge Cup, better known as Can-Am. and off, the race track. The owner of Unlike the previous set of racing class rules, Alan Mann a successful construction business in the Pacific though, the Can-Am series adopted a formula libre Northwest and a collector of vintage cars, Tom has rulebook. Translated as “free formula,” the only led Ford’s racing also developed a powerhouse race team. With a regulations governing a Can-Am car’s specification true passion for racing history and a penchant for were some basics for safety equipment. This fire-breathing machines, Tom’s stable of race cars effectively created an open season for car builders operations in Europe, is like a who’s who of cubic-inch excellence from on the hunt for speed with awe-inspiring results. the Big Bore era — including the remarkably precise This new, lawless racing arena attracted a and his enterprise reproduction seen here. different breed of racer and car builder. A host of As a frame of reference for Tom’s project, we smaller enterprises and privateers flocked to the first need to set the stage by revisiting this illustrious series, fielding cars that broke the rules in every helped develop time period. While small displacement engines way imaginable. Horsepower was king, with massive dominated racing through the 1950s and early ’60s, wings and slicks holding court against the storied iconic race cars like the rapidly developing quickly became surface of the race track. Creativity flourished, and the power plant of choice by the late 1960s. Across Can-Am cars thrilled crowds everywhere they the GT40, Daytona Europe and throughout North America, throngs raced. Today, true Can-Am-era race cars are among of eager spectators filled the grandstands, infields the most sought-after vintage race cars on the and surrounding hillsides at every race track to planet, and only the courageous few would ever Cobra Coupe, Escort witness the spectacle of Big Bore racing. attempt to field one. Grand Touring and Gran Turismo Omologato Auto racing is a major sport around the world, and . class sizes swelled, filling with iconic race cars, and in many cases, a real source of national pride including Ford’s GT40s, Ferrari 250 GTs and Shelby for many countries. Yet, the actual world of auto Cobras. Seizing the opportunity to capture the car- racing is a small and very tight-knit community. buying crowd, auto manufacturers Ford, General A Can-Am car was a perfect match for Tom’s racing Motors, Ferrari and others jumped into the fray. interests, and through his professional and race

12 Even though the design of the

Alan Mann Open Sports Ford is now five decades old, its swept While the original magnesium big-block was based

shape still has modern allure. on a Boss 429, the displacement was punched out to 494 cubes and delivers 740 horses.

reincarnationmag.com | Winter 2019 13 1969 Can-Am Ford

connections, he was able to locate an authentic Can-Am racer. The Georgia barn-find turned out to be the one-of- a-kind 1969 Alan Mann Ford Open Sports. Alan Mann led Ford’s racing operations in Europe, and his enterprise helped develop iconic race cars like the GT40, Daytona Cobra Coupe, Escort and Lotus Cortina. Designed by , the 1969 Open Sports Ford was powered by various engines, including a bored-out small-block Ford and an aluminum 8.0-liter V8, both using Lucas fuel injection. The Open Sports chassis utilized an aluminum monocoque along with many suspension parts from a previous Alan Mann project, known as the F3L (aka the P68). The Holman and Moody-prepared car featured a 494 cid, magnesium, fuel-injected Boss engine producing 740 hp, coupled to a Hewland LG600 five-speed transaxle. Massive 24-inch wide rear wheels rocketed the metallic blue-and-gold beast down the track, achieving 0-100 mph in just five seconds. The Ford Open Sport’s best performance was a third- place finish in the Texas International Grand Prix in November 1969, with the legendary manning the wheel. Much has been written about Can-Am in the 30 years since its last race, and many believe the 1969 season may have produced the greatest Can-Am cars ever. As with his other vintage race cars, Tom planned to race the original car in a national vintage race series. The problem, however, was that this would have required a major updating of the car’s systems, including stripping original parts off the car. This presented a real dilemma for Tom and his team. The car, while certainly sporting a bit of patina from age, was in beautifully well-preserved condition. The car retained its original paint, Goodyear Blue Streak tires and the aluminum rims it ran on in its final race in 1969. Virtually every detail of the car was exactly as it had been presented on the Can-Am grid that day. How can you possibly justify tearing apart a real piece of history to comply with a sanctioning body’s requirements? For Tom, the answer was easy — you don’t. The new Open Sports Ford,

Thus started a three-year journey and a true labor of with its race-ready fiberglass body and love to restore the car and also build an exact reproduction spare parts, resides in Auburn, Washington, of the Open Sports Ford. When excellence is the driving under the care of mechanic John Anderson. force, the word exact means using the same molds, the same tooling and the same style bolts, rivets, and metal alloys found in the original. Every step would follow old- school methods, and the result would be a stunning VENDORS reincarnation of the original racer. Tapping into his racing network again, Tom connected with Bill Rhine and the race car restoration masters at OCD Motorsports www.ocdmotorsports.com Rhine Enterprise/Rhine Built in Denver, North Carolina. As the leading restorer of historic NASCAR racers, Rhine Enterprise sets the bar for race-car restoration. Rhine Enterprise 704-489-8359 It was clear from the beginning that this would be a www.rhinebuilt.com highly unique project, and once the car was in-house, it rapidly became a collaborative effort. Tom’s team and Alan

14 Mann Racing in England assisted the skilled craftsman at Rhine Enterprise to fill in any blanks. Another asset for the build was the indomitable Kenny Thompson, a talented old-school builder who actually worked on the Holman and Moody cars back in the day, including the Alan Mann Ford Open Sports. This impressive cadre of talent converged on both the restoration and recreation project, and the team followed a very prescriptive and methodical process. Every inch of the car was mapped out and recorded. A massive amount of photos was taken, and every part and panel were numbered, measured, and recorded. When all of that was done, paper templates of every part and panel were made and archived for use in the reproduction process, as well as for any needed repairs in the future. Tom’s plan was to race the recreation, so in addition to making one new exact part for the new car, a spare part was created in the event of calamity on the track. To say this was a painstaking process would be an understatement, but the results are nothing less than magnificent. The original Alan Mann Ford Open Sports Can-Am car resides safely in the caring hands of professionals in North Carolina. The new car, with its race-ready fiberglass body, resides in Auburn, Washington, under the care of master mechanic John Anderson. Tom campaigns the car in vintage racing events, including the 2016 Spokane Festival of Speed. Your author competed at that same event, and it was truly a thrill to witness this magnificent machine take to the open race track. As racing luck would have it that weekend, a massive on-track racing incident occurred during Tom’s race session. Safety crews responded quickly, and everyone at the event stared with dismay at the massive cloud of dust rising into the air at the far end of the track. Minutes seemed like hours, and while everyone held their breath for an on-scene report, out of the cloud and into the pits came a completely dust-covered, blue and gold Can-Am car. Two race cars had experienced serious contact on track, and one of the cars went airborne, flying over Tom and his Ford Open , narrowly missing his head. Tom was relieved to be in the pits, and a reflective Bill told him, “This is why we race the recreation.” Vintage sanctioning bodies vary in their view of reproductions like Tom’s Ford Open Sports car. But given the racing landscape and current values of vintage race cars, the most progressive and forward-thinking vintage racing organizations welcome accurate and honest recreated racers. They not only serve as a testament to bygone racing eras, but also take a respected place on the grid and a pivotal role in the progression of vintage motorsport.

The cockpit’s center driving position not only makes for more balanced handling, but also reveals elements of the aluminum monocoque chassis.

reincarnationmag.com | Winter 2019 15 A British–Italian Marriage THE

16 THE SPITFIRRARI

Marriage Italian-style, between a Brit and a barchetta Story and Photos by Iain Ayre

Shades of an early, lithe AC Ace and Cobra? You’d be correct, as it resembles Ferrari’s 1949 barchetta, bodied by Touring.

reincarnationmag.com | Winter 2019 17 A British–Italian Marriage

The hips and the rise of the tonneau panel are perfect and reflect famed designer Giovanni Michelotti, as well as Touring and Vignale.

he look is Italian, but it might surprise So don’t be surprised upon opening the hood you to learn the shape was formed in that the first badge you’ll find is British Leyland, T the U.K. This coachbuilt, aluminum- not Motore Ermini. The engine’s origin is obscured Inside the cockpit, bodied spyder bears an evocative for most people by the alloy rocker cover, but with badge, akin to the howling little featherweight the hood up, anyone familiar with Triumphs would you’ll find a Smiths sports racers from Milan in the early days. Tiny instantly recognize the Spitfire engine and the stock engines, multiple camshafts, numerous barking Triumph firewall. The spiritual origins of John downdraft Webers, and popgun tailpipes leaving Selway’s “Spitfirrari” (or Triumphini, if you will) tachometer out of an trails of dust along the sepia-toned route of the may indeed be in Milano, but it was actually crafted Mille Miglia race — these are characteristics of a in the English Midlands. old Jaguar and group of cars known as Etceterinis. While the John’s attraction to engineering and lightweight nomenclature is specific to small Italian racers of metal creativity was probably sparked by his father, the ’50s, this custom aluminum-bodied spyder a pilot who used to fly him from Ireland to school a speedometer masterfully executes the Etceterini formula, on a on the south coast of England in the family’s Percival proven English donor. Proctor. What a magnificent way to be taken to from a Triumph. The badge on the hood says “Giata Bandini,” school, indelibly imprinted on John’s young mind. and claims an origin in Milan and echoes of In 1961 John became an apprentice at Vauxhall independent Italian postwar craftsmanship are Motors, owned by since 1925, but evident in its finished shape. But a closer look starts left after a decade or so, having learned all that he to reveal some international elements. was going to. In 1974, he became an independent Inside the cockpit, you’ll find a Smiths tachometer car engineer and constructor and has been honing out of an old Jaguar and a speedometer from a a variety of skills ever since, specializing in aluminum Triumph. While the temperature gauge is from an bodywork. Today, he could make you a Spitfirrari, , the OLIO gauge is a dual oil/water but there are thousands of costly hours in the gauge out of an MGB. Moreover, the Superleggera project. tubing in the cockpit can be traced forward to a The flip-front design of the smaller Triumphs Triumph Spitfire firewall and dash structure, covered is very useful for rebody projects, as removing it up by a hand-turned aluminum dashboard. leaves the rest of the car complete and drivable.

18 A steel Spitfire weighs about 1,700 pounds, but this aluminum adaption is noticeably lighter and stiffer.

This is the English wheel upon which the exquisite curves were wrought from flat sheets of aluminum. After a thousand hours or so, you have a car body.

reincarnationmag.com | Winter 2019 19 A British–Italian Marriage

The engine is standard 1974 Spitfire. The

aftermarket alloy valvetrain cover obscures this fact slightly, but John Selway has left BL stickers on the original air filter.

There’s no need for any structural changes at the front, as the new bodywork essentially drops right on the Triumph rolling chassis. The new inner wheel arches form part of the new fixed fenders, and the body tubing was simply connected to the chassis and bulkhead. The Spit body is about the right height, and this donor car provides pedals, , rails a fuel system, heater and a suitable basic structure, so there was no point in duplicating all those efforts. The frame, running gear and some basic body substructures remain from the Spitfire, but all the external bodywork has been recreated in the Superleggera style. It starts with a framework of light steel tubing, which is then sheeted with hand-formed aluminum panels. The sheeting is constructed by hand with old-school hammers, dollies and an English wheel. John also crafted the inner wheel arches and the floors from aluminum. The doors are completely new, with fabricated simple steel hinges hung from new steel tubing around the door edges. The hinges are lightweight affairs, because they don’t have to support the relatively massive pressed-steel Triumph doors, with their heavy glass, winding mechanism, exterior and interior handles, locks, and other arrangements. Only the weight of plastic side curtains needs to be accounted for, and these are rarely fitted. There are no external handles on the new doors, just MG TC interior chrome catches and levers. Since their external skins are a single sheet of aluminum, the doors likely only weigh 10 pounds per side. Fabricating these lightweight doors is a little easier than

20 it sounds, as they’re very nearly a single curve. The tube frame is bent to make the shape of the door, then the hinges and catches are welded on. Finally, the oversize door skin is attached by having its edge delicately hammered around the tubing. The trunk lid and hood are made in the same way and are also relatively weightless. Every single panel on the car is a collection of aluminum pieces wheeled and welded together with old-school style, talent, oxygen and acetylene. The cheekiest part of the whole car is the windshield, which believe it or not is also Spitfire, although it looks completely correct and convincing. The screen is stock Spitfire safety glass, but the original windshield frame has been replaced with a delicate, one-off surround in chrome- From this angle, the interior is pure postwar Italian, with plated brass. its wood-rim wheel, big tachometer, ivory gear knob, etc. John’s dashboard is a simple flat slab in an Etceterini style, with an engine-turned aluminum surface. The instrument placements are slightly random, with pride of place given to the tachometer, which is period- and location- correct for a small Italian racer. The seats, handbrake, gear lever, and its shroud remain pure Triumph, and the interior really could be further Italianated. It’s actually quite easy to make authentic-style bucket seats and leather shrouds for the gear lever and handbrake, but on the other hand, leaving some telltale Triumph clues just adds to the fun. You could spend years on such a project, and that’s exactly what John did, pottering on with it during the quiet times. The car isn’t exact copy, but instead is an elaborate pastiche, designed to puzzle and then amuse and titillate even the experts. But it’s also a beautiful, entertaining, and practical sports car, much lighter and faster than the Spitfire donor. For more information on John Selway, contact us at [email protected].

reincarnationmag.com | Winter 2019 21 V10 Superlite SL-C Readers’ Rides MOONSHOT

22 The daunting challenge of installing a BMW V10 engine in a Superlite SL-C As told by Daniel Gherhsin Photos by Steve Temple

ohn F. Kennedy delivered a pretty famous speech back in the 1960s about choosing to go to the moon. J He said that we would do such things, “... not because they are easy, but because they are hard.” Maybe that should be the motto of my Superlite SL-C build because it sure wasn’t easy. The most difficult part was integrating the highly sophisticated F1-inspired, BMW V10 engine in a chassis that was primarily designed for a compact V8. I’ve always been intrigued by high-horsepower, inline-six engines. So before building the V10 Superlite, I built a high horsepower 1995 Toyota Supra Turbo. It was my dream car as a kid, and I remember wanting to know how it would feel to drive a really high horsepower car. I knew if I put my brain to work, anything was possible. So I built myself a 1,400 hp Supra with all the bells and whistles, including the famous 2JZ-GTE engine, mine being a 3.4-liter stoker with forged internals, a 91 mm turbo and a MoTeC ECU. With that output in mind, I also included a Tilton triple disc clutch and upgraded everything in the rear end to hold the power. It was a beast of a car. It would get traction at about 100 mph and go from 100 to 200 mph, literally, in seconds. It was so scary to drive at full potential. Let just say I had a lot of respect for that car because of its ability, but it was also the main reason I didn’t want to keep it. It was great while it lasted, but horsepower is expensive and so was the rebuild every season. I decided it was too much for me, so I decided to part with it. When I sold my Toyota Supra, I knew I was going to start a new project. Except this time it had to be better, more unique, not quite as fast and something with an exotic look. Once I saw the SL-C online, it’s safe to say I was hooked. I later found out that the Superlites were built literally one hour away. That following Monday, I called Fran Hall and he was eager to show me around this shop. We discussed many things including the most important one — engine plans. I initially wanted to put the same 2JZ 3.4-liter stroker engine that I was familiar with, but I knew I wanted a more exotic exhaust note. That’s where I came up with the odd-fire V10 option from BMW, the S85B50. Fran always supported my idea and thought it would be a great match.

reincarnationmag.com | Winter 2019 23 V10 Superlite SL-C Readers’ Rides

Prior to lowering this impromptu power plant into the chassis, hundreds of hours were spent carefully planning and designing every component that was to be installed or modified. Many gearheads I know combined their experience and knowledge with mine (as a BMW master tech by trade) to help this vision become a reality. Before the chassis was fabricated, I purchased the BMW engine from another car enthusiast who was parting a car out after being T-boned. He was very meticulous about how everything was disassembled, which is why I went that route. His M5 was a super low mileage, pristine car that was driven around town on the weekends. A crate motor from BMW is roughly $25,000 without any accessories, so it would have run me north of $35,000 for a brand-new S85 with all components and accessories. I dropped the engine off at Superlite Cars & Race Car Replicas (RCR) to have them take measurements and determine fitment. The chassis had to be redesigned around the bulkhead, thanks to the additional two cylinders. Based off the measurements I took, it was possible, but a lot of work needed to be done. In addition to bulkhead modifications, the fuel tank, custom engine mounts and roll bar all had to be redesigned to accept the larger heads. Matching the engine to the transaxle was all completed by RCR. This included making a custom adapter plate from the S85 to the Graziano transaxle. That required a custom flywheel and sensor pickup. BMW designed the crank sensor to be installed on the bell housing with the reluctor pickup wheel attached to the flywheel. Using that system wasn’t an option for me with my unique transaxle setup, so Fran and his team designed a new flywheel with a custom reluctor wheel. The crank sensor is no longer mounted on the transmission, but in the valley of the engine where the original starter used to be. That required taking precise measurements to eliminate synchronization issues with the sensors when we first fired the engine. I had a number of sleepless nights trying to figure out how I was going to make this or that work. Many times I told myself it can’t be done, trying to discourage myself from installing the 575 hp V10 engine in my SL-C. But something inside me kept pushing. Maybe Brembo brakes haul down Forgestar CF5V 19-inch rims, wrapped with Michelin it’s because I built my very first car at the age of 16 and haven’t stopped since! Pilot Super Sport rubber (325/30ZR19). This leads me to the complexity of this engine and how advanced the ECU is. It uses a multilayer circuit board with over 1,000 individual parts. There are three 32-bit processors, which allow a combined capability of over 200 million engine calculations per second. The ECM is also responsible for monitoring over 50 input signals. The S85 has 10 individual throttle bodies with two CANbus controlled throttle actuators. I remember dreaming once about how I was going to get the GM accelerator pedal to work with the BMW throttle actuators. The next morning, I woke up, turned on my laptop, and started calibrating different values for the accelerator pedal. Programming new values into the ECU to correct for the different millivolt values was challenging, but it was possible after hours and hours of testing, failing and trying again, until it would no longer set into fail-safe mode. By the end of the day, I had accomplished something unreal. I had a GM accelerator pedal controlling a BMW V10 engine!

24 Many times I told myself it can’t be done, trying to discourage myself from installing the 575 hp V10 engine in my SL-C. But something inside me kept pushing.

The cockpit is outfitted with a Summit Technologies Raptor Pro Bluetooth steering wheel with push-button controls, plus an AiM Motorsports MXL2 dash data logger.

reincarnationmag.com | Winter 2019 25 V10 Superlite SL-C Readers’ Rides

The 575 hp BMW V10 displaces 5.0 liters

and is fitted with custom velocity stacks. A Delta 800 stand-alone ECU monitors the BMW mill’s various functions.

VENDORS Superlite Cars & Race Car Replicas (RCR) QA1 fully adjustable coilover shocks are 586-329-1573 longitudinally mounted to the custom frame with www.superlitecars.com Superlite custom billet aluminum suspension components.

26 Another challenging aspect was the S85 engine oiling system. It’s a quasi-dry sump; therefore, multiple oil pumps are used. This engine has a total fo five oil pumps, including one main 5-bar pump, a suction pump that transfers oil from the front section of the sump to the rear, two lateral oil pumps that are activated in excess of 0.8 Gs and one VANOS (BMW’s variable timing system) high- pressure oil pump that runs the VANOS actuators. The oil sump system was modified to allow for a dipstick, since the BMW system utilizes an electronic measuring provision through the iDrive system. I improvised and modified one from a BMW M62 engine. After removing the sump, I drilled and added my own custom bung to the top of the sump. Once welded to the sump, I then used water to measure the full mark on the dipstick. It was a lengthy process but definitely had to be done. Now to my favorite part of the build: designing an exhaust system that delivered the best possible sound from this S85. Being that I live in a quiet neighborhood, I wanted to achieve the quietest possible exhaust with the option of having an electronic switch to let the beast roar when I needed it to. I decided to keep the original equal-length headers but modify them to clear the transaxle mounts. Also I wanted to incorporate quality stainless mufflers that could be serviced. I contacted Burns Stainless, and the firm took interest in my little project. The company made custom mufflers with 2.5-inch cores and 3-inch outlet mufflers that would be repackable just by removing the body. I also installed an electronic control valve to actuate the exhaust note to my liking from the flick of a switch. The exhaust note in the higher rpms is unbelievable! In the cockpit, the AiM MXL2 dash system can be programmed to display anything the ECU sees. It acts as a data logger as well, and it can be used on race tracks with a preset track layout (GPS-based) to record data going around the track. It also has a rearview camera that’s on at all times, and the display is on the top where the rearview mirror would normally be installed. To me the whole project was mind-blowing because I knew firsthand from my job just how difficult it is to integrate non-OEM parts with BMW components. This two-year build consisted of many different challenges to overcome. Thankfully, I have a very supportive wife and a great group of guys in my life who made all of this possible. I would like to thank them and everyone involved because I know it would have been an impossible task to take on alone. Like JFK’s inspiring moon-landing speech, this project of mine had a mission in mind: “… that goal will serve to organize and measure the best of our energies and skills, because that challenge is one that we are willing to accept, one we are unwilling to postpone, and one we intend to win …” Now that I’ve completed this mission, I just have to figure out what my next “moonshot” will be.

reincarnationmag.com | Winter 2019 27 Simpson Design Swift RARE BIRD

28 The new Swift from Simpson Design emulates a rare and alluring version of the Lotus 11 Story by Steve Temple | Photos by Chuck Simpson

reincarnationmag.com | Winter 2019 29 Simpson Design Swift

Any unnecessary device was stripped out to keep the weight down and the driving experience as pure as possible.

The rear shape of the Swift, while echoing the Ghia’s, has more pronounced wheel arches. Trunk space is slightly diminished with

the addition of a full-sized spare tire and a rear-mounted battery, but this helps the car achieve a near-perfect weight balance.

30 ver the years, Lotus has earned an illustrious reputation in the world of sports and racing cars, but there is one car in particular O that is much less well-known: the Giovanni Michelotti-designed Lotus 11 that was ultimately built by Ghia-Aigle of Switzerland. During the 1950s, this company created a number of classic European sports cars, and in 1956, it purchased a Lotus 11 Le Mans chassis and transformed it into a civilized road car as a styling exercise. This svelte,elegant design commanded attention at both the 1957 and 1958 Geneva Motor Shows as a roadster and was later converted into a coupe. Jim Simpson of Simpson Design has been an enthusiastic fan of this rare bird, so much so that about four years ago, he decided to scratch-build a 1/24-scale model of the car for his model collection (numbering in the thousands). One thing led to another, and Jim was soon designing a running car inspired by the Ghia Lotus, called the Swift. “In making the model, I rediscovered my fascination for that original design,” Jim relates. After posting some photos of it on Facebook, “A friend of mine who does 3D programing, Dan Palatnik, saw those images and The silhouette of offered to do a virtual rendering of the car, should I get serious about building one.” the Swift is startling On a lark, Jim sent some pictures to one of his overseas clients, who then in its grace and asked without hesitation if Simpson Design could build him one. A few simplicity. emails back and forth later, and the project got underway. Jim first sent the scale model down to Dan in Brazil, who immediately set about creating preliminary renderings. Modifying a bit along the edges gave the concept a unique flavor and brought the project beyond an exact replica. With the alterations approved, the next step was for Dan to make a 3D station buck model. Then Jim’s friend Raffi Minassian (an accomplished automotive designer and industrial arts professor in San Francisco) took Dan’s 3D renderings and had a 1/5 version of the station buck laser-cut in wood. Raffi and Jim spent a day assembling the 1/5-scale model and determined that it would indeed work scaled all the way up. They got together again

reincarnationmag.com | Winter 2019 31 Simpson Design Swift

afterward and assembled a full-size, water-jet cut plywood buck, also created from Dan’s 3D mock-ups. After some trial and error, they decided to skin the computer-generated buck in steel. While Jim has typically relied on all-analog, traditional methods, building a classically styled body using a more high-tech process had an interesting but rewarding learning curve. “The hybrid of traditional and modern techniques meant the body came together much more quickly and cohesively than many past projects, without compromising on the finish,” Jim notes. He then shipped the steel-skinned, full-sized buck to a seasoned colleague, Sunbacker Fiberglass in Monroe, Washington. The company soon produced working tooling for Jim to lay up the composite body and interior tub for the final car. No finicky mechanicals While the body got squared away, Jim scratch-built a chassis in mild steel, designed to use the subframes and here, just a dependable driveline from a second-generation Miata. The 140 hp Miata MX-5 motor. wheelbase was shortened by 2 inches to create a compact 88-inch-wheelbase platform. He then took the completed chassis over to Sunbacker and fitted it under the body. The excitement finally starting to sink in when he brought the lot back to the shop. What was once a collection of wood and steel prototyping tools was evolving into something that actually looked and felt like a real car. Around this time, Jim set out to choose a name and settled on Swift, after the small, nimble bird of prey. The obvious double meaning of quick-footed speed would surely be appropriate for a light-footed little car. The windshield selected for the project is from a ’58 to ’62 Corvette. Just a quarter-inch too large, it was fitted into a trough below the cowl with some help from Sunbacker. Moving on with more parts development, Jim created a dashboard and engine compartment side panels in steel, following his traditional process without digital tools or 3D renderings. Again, the Sunbacker crew capably reproduced these steel forms in fiberglass. Ditto for the doors, hood and trunk lid inner, along with molds for inner parts. Mazda Miata hood hinges and door hinges, among some other items, were modified to work with the all-composite custom parts. Since the Swift is a roofless, ruthless driving machine, all modern comforts, such as the radio and air conditioning and their extraneous wires, were considered dead weight and hence removed. Any unnecessary device was stripped out to keep the weight down and the driving experience as pure as possible. As for the rims, “I wanted the wire wheels as a period nod to the Lotus street cars of the day,” Jim notes. “After purchasing numerous Dunlop wire wheel hubs, I finally arrived at one we could lightly machine to give the car that distinctive vintage British look.” One more item that was needed for a car with such classic lines was a distinctive badge. Jim’s son Chuck Simpson designed and illustrated emblems made from chromed steel

32 While not an exact

replica of the Ghia, the Swift certainly has all the touches of a ’50s sports car.

with cloisonné. This traditional process goes back hundreds of years, where colored enamel glass is melted into carved-out metal reliefs to create a highly durable, vibrant image with many small details. And on the trunk, Chuck hand-lettered a chromed Swift script, inspired by the stylish lettering found on a vintage Morgan. Using the front and rear second-gen Miata subframes ensured proven suspension geometry, while the car has tremendously reliable mechanicals under the hood. That includes the 140 hp MX-5 engine (nearly 100 more horses than produced by the original Ghia’s 1,098 cc lump), plus the Miata’s gearbox, instrumentation and a modified ladder bar linking the transmission to the limited slip differential. A larger-than-stock, custom-made aluminum radiator provides engine cooling using a single, thermostatically operated, electric cooling fan. Originally designed as a true roadster to deliver the purest experience of classic unencumbered driving, the Swift has no roof and no top of any kind. Although Jim did design a full tonneau cover that can be fully covered for storage or unzipped down the middle for solo driving. The Swift weighs in right at around 1,400 pounds, which is not much more than the 1,258 pounds Scaled up from a 1/24- and then a 1/5-size model, the of the original. Jim affectionately refers to it as a sports racer for the street — with no heater, no power steering, no air conditioning, no top — basically no wooden station buck was skinned with sheet steel to serve frills whatsoever. as a solid plug for laying up a fiberglass body mold. All this weight saving means the car truly lives up to its name; the Swift is swift. Its power-to-weight ratio clocks in at 1:10, and its 0-60 mph time is incredibly snappy in the mid-three-second range, Jim says. A joy to drive, it turns heads and gets wonderful reactions from people everywhere it’s VENDORS been seen. While this first one will head to the country of Qatar in the Middle East, Ad on Simpson Design Pg. 7 Jim is completing a second one for his personal use. “We may not build many,” 425-238-5317 Jim admits, “but each of these rare birds will be every bit as unique and special www.simpsondesign.net as the individual who drives it.”

reincarnationmag.com | Winter 2019 33 Wide-Body Beck 904 GTS Readers’ Rides

34 RACY STORY A personal expose revealing the birth of the wide-body Beck 904 GTS by Special Edition As told by John Mathys | Photos by Mike Roemer Photography Inc.

reincarnationmag.com | Winter 2019 35 Wide-Body Beck 904 GTS Readers’ Rides

Polar Silver paint and racing decals

give this 904 a period-correct look.

ven though there are a lot of thoroughbred cars in my stable, I was looking for something extra special to run track days. E Great circuits near me like Road America in Elkhart Lake (Wisconsin), Autobahn in Joliet (Illinois) and Blackhawk Farms in South Beloit (Illinois) would be best experienced in a classic European sports car, but it had to be something unique. It was all because of my upbringing. I grew up in a family that was in the automotive business, which left me with a deep addiction to everything with engines and wheels. My earliest exposure to cars came from hanging out at my granddads’ and uncle’s machine shop and auto parts business. This experience led to a full-time summer job, mixing paint and delivering auto parts to body shops and auto centers around the Green Bay, Wisconsin, area. While growing up, I was exposed to so many cool shops with hot rods and muscle cars. I even met a secret Ferrari, Alfa and mechanic just outside of Green Bay. I soon became obsessed with everything automotive, especially European cars of the day. When I was 12 years old, for instance, my good friend’s father bought a Maserati Ghibli, and we were in charge of stripping the paint to get it ready for a fresh respray. If that doesn’t get a kid hooked on European cars, I don’t know what would. Over the years, I worked hard and always kept my dream of having a killer car collection. With a lot of hard work and a little luck, my business partners and I built a thriving dental supply business called Dental City. Fortunately, with our success came the ability to acquire some collectable cars. Over the years, I have hunted down great finds and have built a small collection of cars that includes a 1967 , 1969 Camaro Z/28, 1969 Porsche 911 Outlaw, 1974 De Tomaso Pantera, 1977 Ferrari 308 GTB, 1979 Dino Ferrari 308 GT4, 1980 Porsche 911 (backdated to an RS), 2004 Lamborghini 12-cylinder Murciélago, 2005 — and now a Beck 904 GTS. Why the latter?

36 A Wevo shifter, 356 carpeting, and a fire suppression system are fitting additions to this track-ready, yet streetable 904.

When deciding to build a track-day car, I wanted something different — something vintage, fast, reliable and easy to maintain. It also needed to draw attention, lots of attention. I think I’m stuck in the 1960s and early 1970s when it comes to most of my cars, so when it came to a track car, I knew it had to be something vintage-cool. To me, cars are kinetic art, and my While looking around one day, I stumbled on a video of Chuck and Randy Beck with a recreated Porsche 904. When I saw the car in photos and videos, I just couldn’t shake the car from my mind. I had to have one! Beck 904 GTS is one of the most So I contacted Chuck while on a business trip to Atlanta, and he picked me up at the airport and took me to his shop. We spent over four hours stunning representations of this together, talking about the car and taking it out for a spin. I was hooked. After Chuck dropped me off, I remember saying, “That’s it, I’m in!” It was funny because everyone I told about the car was really doubtful of concept that I have ever seen — what I was doing. I didn’t care; I was having them build me my dream car. My wife, Diane, and I then traveled to Bremen, Indiana, home of Special a true masterpiece. Edition, and met with Carey Hines and Randy to discuss the build. At that time, Randy’s one-off, wide-body car was in the shop. I remember seeing Randy’s car for the first time, and it was blow-your-mind cool, so I asked Carey and Randy if they’d be willing to build me a wide-body production car. With a little coaxing and a deposit, the deal was cemented and the schedule was set for the first production 904 GTS wide-body competition model. Working with Carey and Randy was great, with only one minor complaint. You have to be patient because there’s a waiting list, but it’s worth it. Special Edition has roughly a two-year build time for 904 GTS cars. The company produces cars for customers all over the world — Japan, Europe and the U.S. — and even one for famous McLaren-designer Gordon Murray. The Beck 904 GTS is really a spec-built, one-off street/race car. It has a combination monocoque and tube chassis and is an interpretation of a The custom-built Fuchs RSR wheels 1964 Porsche 904 race car. Chuck honed his chassis craft working with were made with BBS halves

reincarnationmag.com | Winter 2019 37 Wide-Body Beck 904 GTS Readers’ Rides

Carroll Shelby and the famous Shelby racing team. Much of the chassis design is based off a Chevron race car,fitted to the body shape of a Porsche 904. Chuck told me he designed the car for himself after a failed attempt to buy a real Porsche 904. It’s a great story; one of many Chuck will tell you if you manage to spend a bit of time with him. This car is spec’d to my personal request with wide-body flares, fully adjustable race suspension and custom-built Fuchs RSR wheels built by Randy at Special Edition with BBS halves. After spending hours looking at silvers and color combinations, I chose Polar Silver with a vintage race livery. I drove my wife crazy looking at silver paint swatches and interior leathers and designs before, believe it or not, I ended up painting it the same color as Randy’s car. I just loved Randy’s car, and I didn’t want to screw it up. Now, I love my car! Stefan Schleissing from GTS Classics built a set of one-off, lollipop- style seats in black with orange pinstripes with Italian leather bolsters. The cockpit is finished off with 356 carpeting, a Wevo shifter, vintage Porsche gauges and a Momo steering wheel. Adding in safety for the track is a custom roll cage with removable door bars, a fire suppression system and Crow Enterprizes racing harnesses. It was important to have the car as safe as possible for track days, but I still want to occasionally drive it on the street. For the drivetrain, I sourced a 915 Porsche transmission that was rebuilt by Rancho Performance and a recently built 3.2-liter engine that was punched to 3.4 liters. Well, maybe a slight bit more, as it produces an estimated 290 hp. That might not sound like a lot, but the car only weighs 1,745 pounds, wet. So needless to say, the car is quite fast with that kind of power-to-weight ratio. I’ve pulled away from my business partner’s Superformance Roush 427 Cobra, so I’m very happy with the pace of this car. Only having the car for a short period, I’m still sorting out some details, as is to be expected, prior to putting it on the track. To date, I’ve driven about 500 miles on the road and shown the car at a few events, including the Elkhart Lake Vintage Concours d’Elegance. While there, I couldn’t believe the positive feedback on the car. One of the people staging the vehicles said to me, “This is by far the coolest car yet!” I was pumped. As for my friends, well, they may have been skeptical previously, but they have all been blown away by my reincarnation. My buddy Dan Newel helped me pick up the car, and when we walked in and first saw the completed project, he was blown away by the quality, fit and finish. He was not expecting to see a car of this caliber. Looking wide-eyed at me, he blurted out, “I had no idea you were having a hand-built, spec’d race car built by true artisans. These guys are building cars at a high level.” To me, cars are kinetic art, and my Beck 904 GTS is one of the most stunning representations of this concept that I have ever seen — a true masterpiece.

VENDORS Special Edition, Inc. 866-396-2325 www.beckspeedster.com

38 The Porsche engine started life as a 3.2-liter, but now displaces about 3.4 liters, delivering 290 horses to the 915 transmission. That’s plenty of power for a car that weighs only 1,745 pounds.

reincarnationmag.com | Winter 2019 39 NUMBERSGAME 40 ome folks feel that you can’t pull more than 700 hp out of a small-block Ford, especially using a hydraulic roller S camshaft, pump gas and a 20-degree wedge cylinder head. Well, just ask Lance Smith of Craft Performance Engines about that. “We decided to take this head-on to see what we could do,” he says. And boy did they ever, as Craft hit that power level and then some with its new 465 Pro Street crate engine, which produces over To substantially increase the displacement of the Windsor block from 351 to 700 hp and 600-plus lb-ft of torque. Of course, not all road-going project cars might need this many beans. Everybody’s opinion varies 465 cubes, Craft Performance Engines bored out the block and fitted in a custom as to what’s “streetable” — and this engine definitely runs at the wild forged from SCAT Enterprises with a 4.250-inch . The rods, also end of that expression. from SCAT, measure 6.200 inches and are attached to Diamond flat-top pistons “When a guy is looking for 700 hp in this form, you have to with valve reliefs. understand what you are getting yourself into,” Lance admits. “It will definitely be a little more radical down low than most all our other crate engines.” Digging into the details of this $16,000 mill, it costs about $4,000 more than Craft’s standard crate engine, but you get 100 extra horses for that upcharge. This high-performance option starts with a Dart 9.500-inch SHP block, which is then bored to 4.175 inches, and notched for a 4.250-inch stroke. Increasing the displacement from 351 to 465 ci requires a custom-forged crankshaft from SCAT Enterprises (predictably with a 4.250-inch stroke), which was electronically balanced to 0 ounces (neutral). Included with that were all the other necessary blueprinting and machining processes. As for the connecting rods, they also came from SCAT, measuring 6.200 inches and notched for extra clearance. Craft went with Diamond flat-top pistons as the BRODIX heads are built with a very large The custom-ground COMP camshaft and pushrods actuate the Ford

chamber. These pistons were relief-cut to clear the larger and Racing hydraulic roller lifters, which were tweaked for short travel, hi-rev for the Total Seal 1.2-, 1.5-, and 3.0-mm rings. The metric ring pack operation. is thinner than the conventional 1/16-, 1/16-, 3/16-inch set to enhance power output. Craft Performance Engines routinely checks endplay on the thrust bearing to

Regarding the valvetrain, Craft employed a custom-ground COMP ensure that the crank doesn’t get bound up. Cams camshaft on a billet steel core. Not every item was special order, though. “We stuck with the standard Ford Racing hydraulic roller lifters,” Lance points out. “But we modified them for short travel, high-rpm operation. We used COMP Cams pushrods and the required T&D shaft-mount 1.7-ratio rockers needed for the BRODIX Track 1 RR heads.”

Pulling big-block power out of a 465 ci small-block

Story by Steve Temple GAME Photos Courtesy of Craft Performance Engines

reincarnationmag.com | Winter 2019 41 Lift on the hydraulic roller camshafts was limited, so that’s why Craft went with a 1.7-ratio rocker rather than the 1.6, in order to take advantage of the higher lift flow created by cylinder heads. Craft’s technicians received the BRODIX Track 1 raised-runner cylinder heads as bare castings and then wrote a new CNC program that has the heads flowing 380 cfm on the intake side. These heads require an offset T&D rocker since the intake runner location has been moved. In addition, the chambers on these heads are pretty large, with 255 cc intake runners and 80 cc chambers, so Craft was able to stay with a flat-top piston — even on a larger cubic-inch engine. These units are raised a little, of course, as most performance aluminum heads are. Because the engine boasts 465 cubes and runs Not surprisingly, the heads have extra-large chambers, but the headers aren’t hydraulic rollers, there is nothing crazy required for valvetrain components in the heads. excessive, with a 3-inch bolt spacing on the flange. But they do require a 2-inch “We stayed with a one-piece stainless valves (2.14 inches on the primary to avoid covering the exhaust ports. intake side and 1.57 inches on the exhaust side), steel retainers, COMP Cams springs with a little more than usual spring pressure,” Lance notes. “Just for the possibility of higher revs with the hi-rev lifters.” How about the exhaust system? “A guy doesn’t have to get too extravagant on the headers,” Lance notes. “You can use a 3-inch bolt spacing on the flange, but it will need to have a 2-inch primary to avoid covering the exhaust ports.” For this build, Craft bolted on an Edelbrock Victor intake manifold (kind of big for most Windsor engines, but it worked great for this project). Because of the size of the intake runners on the heads, the intake manifold had to be completely ported to keep from becoming The 255 cc intake runner gets a restriction. Since the intake has a raised runner end, rail spacers are CNC ported in-house by Craft used under the intake (similar to the Victor Race heads) in order to Performance Engines. fill the void between the block and intake. To top it all off, “We are big fans of the Quick Fuel carburetors, so we used their Q-Series 950 cfm carb,” Lance adds. That proved to be ideal, as indicated on the dyno sheets. The engine pulled 955 cfm at max output of 709 hp. This customer’s application is a 1989 Mustang, and he wanted to use an electric water pump and a rear-sump pan, even though the The exhaust ports are fairly large for engine will typically use an Edelbrock mechanical water pump and a front-sump pan for Cobras and early Mustangs. small-block heads, promoting better airflow We’re eager to see how well this overachieving stroker motor works in and out of the cylinder. in other applications as well, so let us know if you slip one between the frame rails of your next performance project. Craft Performance Engines refines all its heads on a CNC

machine and finishes them with a logoed stamp of approval.

The pushrod slots, located next to the Note the valve reliefs on the

threaded holes for the rocker assembly, Diamond flat-top pistons. The are slightly offset to clear the ports. compression ratio is 10.5:1.

42 The Fel-Pro MLS gasket is almost overkill,

as it’s used on forced induction engines as well. Standard Ford hydraulic roller hold-downs (aka “dogbones”) are used instead of a high-dollar link-bar setup.

The Edelbrock Victor intake has The PAC valve springs require a little

bungs to allow for conversion later more pressure because of the high-rev on from a 950 cfm carburetor to EFI. lifters in order to prevent valve float. The Moroso rear-sump pan has baffling to minimize oil sloshing.

reincarnationmag.com | Winter 2019 43 Jannarelly Design-1

44 THE FRENCH CONNECTION How a Gallic designer of exotic cars in Dubai hooked up with a Kentucky Cobra builder Story and Photos by Juan Lopez-Bonilla with Phil Whitaker

reincarnationmag.com | Winter 2019 45 Jannarelly Design-1

o often we’ve found that tracking More important to him than the final selling down a new and unusual car is like price was that the car would be going to a good S following a piece of string. One thing home where it would be appreciated. So he felt a leads to another, and suddenly you need to speak with Anthony about his automotive come across a totally unexpected ride. That’s the background and his desire to purchase a Caterham. case with the Jannarelly, a stunning new creation During these conversations, Phil found out that that integrates both classic lines and forward Anthony was the head designer for a local car thinking. So how did we come across this wonderfully company, W Motors, that was in the process of The Design-1 vintage, yet fresh creation? launching the Lykan, the first supercar to be made When Phil Whitaker joined the Kentucky Cobra in the Middle East. This car sold for $3 million Club in 2015, he called asking for help to maintain each and was featured in the Furious 7 movie. represents the the mechanicals on his MidStates Cobra replica. Since he had designed it, clearly he was a real car The club hooked him up with a great local firm, The guy and Phil had no problem passing his prized perfect balance Dreamcar Co., owned and run by a fellow member ride on to him. Terry Riebel. A total rebuild of his MidStates Cobra As time passed, Phil swapped emails with between unfiltered followed, and Phil still owns the car to this day. Anthony, mostly to keep up on the new life of the Before this happened, Phil had been living with Caterham. After the Lykan, he designed a specialist his family in Dubai, United Arab Emirates, from desert-racing machine, the Zarooq SandRacer. driving sensations March 2011 to March 2014. Given the dry, sunny Then in late 2015, Phil heard that he was planning climate, he thought it was the right time to cross to go back to the basics and build the Design-1 — and sufficient an item off his bucket list: owning a Lotus/Caterham a simple, purely mechanical car stripped of all the Seven. He bought a secondhand one that required driving assists and technology of modern supercars. practicality for the a lot of mechanical and cosmetic work to make it It would be a vehicle harking back to the driving exactly what he wanted. But when it came time to experience of the 1960s, inspired by his (and formerly go back to the States in early 2014, he couldn’t bring Phil’s) Caterham. most sensational the car with him, so he listed it for sale and was Phil saw some sketches and was very excited contacted by a Frenchman living in Dubai named by the idea of a simple, Caterham-style driving road trip. Anthony Jannarelly. machine, boasting a powerful engine — the all-

46 The fluid body panels conceal a chassis consisting of MIG-welded tubular steel, structural aluminum panels, side-impact protection and a dual A-arm suspension with lightweight alloy uprights at each wheel.

The removable carbon fiber hardtop integrates nicely with the roadster’s body lines.

reincarnationmag.com | Winter 2019 47 Jannarelly Design-1

The 300-plus hp,

3.5-liter VQ35DE, also found on the 350Z, is mated to a 2012 Nissan Altima six-speed transaxle.

aluminum, 300-plus hp, 3.5-liter Nissan VQ35DE in this case. This mill is known for its impressive performance in a number of Nissan vehicles, including the 350Z. In the Design-1, however, the engine is mounted in a rear mid-engine arrangement. Phil knew that U.S. regulations would allow him to import a rolling chassis, but not a complete car, and he also knew he didn’t have the time or the talent to finish the project here in the U.S. on his own. So he reached out to Terry of the Dreamcar Co. to see if he’d be interested in taking on this project with him. Terry had just finished the MidStates Cobra rebuild, and Phil was enamored with the results. Terry seemed just as excited about the project as Phil was, so in early 2016, he ordered a Jannarelly Design-1 before the first one had even been completed. After that began a waiting game, as Anthony and his partner Fredric Juillott wrestled with all the challenges of starting up a complicated business manufacturing cars from scratch in Dubai. Nearly a year later, in January 2017, Phil was able to return to Dubai and drive the first prototype. It was fantastic to see a Design-1 in real life and to drive it for the first time. Anthony’s passion and enthusiasm for the project and every design detail was both infectious and inspiring. The original order was for a car in launch livery, The cockpit is elemental in which at that time was a silver car with red stripes. After execution, using a lightweight driving and becoming attached to the blue and red carbon fiber dash panel and seats. prototype, Phil started to rethink the color scheme. He decided that he wanted something unusual, a roadster

48 that would be unique from the other launch-series cars and would really stand out. In the end, he requested a change to a striking color combo: venomous green with black and carbon fiber. Anthony was gracious enough to accommodate the change. In December 2017, Phil returned to Dubai to see the car on display in its launch livery. He was able to witness firsthand the growing interest in the wider automotive community for the exciting new Design-1. At the end of March 2018, two years after ordering the car, the rolling chassis was airfreighted to Louisville, Kentucky, and delivered to The Dreamcar Co. for the installation of the engine and drivetrain. Given Terry’s meticulous approach to a buildup, this part of the project has been an admittedly tedious process. But it has been on the cutting edge of everything Jannarelly Automotive seeks to accomplish. With Terry’s tenacity, and great support from Dubai and from Collins Nissan in Louisville, the project The roll bar has a modern has come together and the car should be on the road very soon. Eager with anticipation, we decided not to wait for the 100 percent taper in the shape, rather completed car to meet our publishing deadline. than a rounded radius. Once complete, it will have been roughly a three-year journey from ordering to driving on the road. In the meantime, the Design-1 looks sensational and the wait will likely have been well worth it. Phil will ultimately have the first privately owned Jannarelly Design-1 on the road in the U.S., and its debut will make a startling statement. What started with the Caterham 7 and ended with this beautifully crafted Jannarelly Design-1 is an unexpected, yet utterly remarkable accomplishment. The line for customers will no doubt start at the rear.

VENDORS Jannarelly Automotive www.jannarelly.com The Dreamcar Co. 502-802-1159 www.thedreamcarcompany.com

reincarnationmag.com | Winter 2019 49 CSX2300 Daytona Recreation PROFILING THE COUPE

50 Crafting a tool-room copy of Carroll Shelby’s CSX2300 Daytona Cobra Coupe By Steve Temple | Photos by Spencer Trenery, Fantasy Junction

reincarnationmag.com | Winter 2019 51 CSX2300 Daytona Recreation

52 obra history buffs are very familiar with the Daytona Coupe, and chassis No. CSX2300 in particular. Leased from Alan Mann C Racing by Ford of France, the car raced with distinctive livery, white body with narrow blue and red stripes, the national “Tri- Colore” entry in the 1965 Nürburgring 1,000 km. Well-known French drivers Andre Simon and Jo Schlesser drove this Coupe to third place in the GT 3 category, finishing behind the GT-winning Alan Mann entry driven by Bob Bondurant and Jochen Neerpasch, and finishing 12th overall.That was one of only two occasions that a Daytona Coupe raced in something other than Blue or Guardsman Blue; the other exception was the Filipinetti Coupe, CSX2602, which raced Le Mans in Swiss colors – red and white. After the race, the white Coupe returned to and was repainted in the traditional Guardsman Blue and Wimbledon White stripe of the 1965 team. A number of legendary Cobra racers manned the wheel of CSX2300, such as Bob Bondurant, Allen Grant, Ed Leslie, and John Whitmore. And Carroll Shelby owned this Daytona before it was sold by RM Auctions for $4.4 million on Aug. 19, 2000. It’s now reported to be in Europe, owned by a Swiss collector of rare classics. All of this helps to explain why Paul Martin chose to recreate this particular Coupe to the nth degree — and some might even say duplicate it. The project involved a significant amount of research and labor, taking four long years to complete. “I think it was from reading The Cobra-Ferrari Wars and discovering such an incredible car that had so little written about it,” he explains. “There is a rich history behind the car, and it was such an incredible achievement by a small American race-car builder to win the FIA Championship.” This stunning reproduction embodies the finest in automotive craftsmanship and attention to detail — an authentic reincarnation, as it were. After all, Paul began this project with the goal of building the finest reproduction Daytona in existence.

reincarnationmag.com | Winter 2019 53 CSX2300 Daytona Recreation

The chassis and body were built by Caro Cars, aircraft fabrication specialists, who worked with measurements and hundreds of photos from an original Daytona to hand- form the all-aluminum body. The team referenced several original drawings and blueprints, spending more than 3,000 hours fabricating the aluminum body over an accurately built frame. It took two years to construct the body, during which the owner embarked on a social media campaign to obtain as many NOS interior, mechanical and trim parts to make the car as original as possible. Parts came from all over the world, as enthusiasts sacrificed their hidden NOS treasures in order to participate in the construction of this unprecedented car. At the outset of the project, the owner contacted the original designer, Peter Brock, who became interested and The interior is finished as involved in the process. Known for enthusiastically embracing special Daytona Coupe projects, Peter offered his suggestions originally done, with leather and insights on details while the project developed. With seats, correct belts and the frame and body completed, Nick Acton of Acton Custom an accurate array of switches Enterprises was called upon, spending two years completing and instruments. the final build and assembly. The precisely accurate frame uses original diameter tubing with correct front and rear uprights, per the original 289-racing chassis. Renowned Cobra expert Mike McCluskey preassembled the front and rear transverse race-specification, leaf spring suspension. As originally built, it has tapered bearings and adjustable lower control arms, along with KONI adjustable shocks. As for the engine, Paul kept within period constraints, starting with a 289/302 Dart block stroked to 347 cubes and fitted with correct 48 IDA Webers and center linkage. The resulting dyno tests revealed an impressive 526 horses. An original Borg Warner FIA T10 close-ratio gearbox was rebuilt with crosscut, polished gears by Mike Miles, who also utilized a 289 Galaxie tail shaft. Completing the driveline is a McLeod racing clutch and an original aluminum Shelby independent differential with 3.31 gears. Another exacting detail in the driveline is a differential cooler with a Mocal electric pump. In compliance with original build specifications, Girling calipers with solid rotors were sourced and restored or rebuilt as needed. Hand-formed brake cooling vents (front and rear) with additional ducting were constructed for cooling the calipers and discs. A correct pair of Stewart Warner 240-A fuel pumps was sourced and installed, supplying fuel from a hand- formed 30-gallon fuel tank. The exceptional level of detail and fabrication included sourcing original Cutler-Hammer radium-tipped aircraft switches and period hardware, including hand-painted switch lettering in the correct ivory color. Original-style Stewart Warner instruments were installed, and a NOS speedometer and tachometer were located and installed in the dashboard. Further details included sourcing original Lucas lighting and an aluminum radiator with concealed high-speed

54 The 289, stroked to 347

cubes and fitted with 48 IDA Webers, cranks out 526 horses, a significant increase over the original’s Coupe’s power output.

automatic fans inside the hand-formed aluminum shroud. Rounding out the presentation, the car was finished in original Guardsman Blue with Wimbledon White stripes, period-correct racing livery, and Halibrand aluminum racing wheels with period-correct knockoffs. The Daytona Club of Los Angeles planned an enthusiastic debuted upon completion of the car in 2015. Designer Peter and Allen Grant (World Championship driver, 1964) both were present to sign the car and share their excitement for this unprecedented homage to one of the greatest race cars ever built. As a culmination of great minds in the Coupe community and the most stringent guidelines from original examples, this Daytona properly represents one of the most exciting times in modern racing. With the original cars valued in the multimillions of dollars, this stunning Daytona changed hands for around a half-million dollars. It was acquired by a collector in the Philippines, who owns about 450 other classics, with the transaction handled by Fantasy Junction, a broker specializing in the sale of classic and special-interest cars. So where does Paul go from here, after achieving such an impressive feat? He’s now working on a reproduction of a 450S Maserati. Using scans of an original car, the body and chassis have already been built in Argentina. Stay tuned.

VENDORS Acton Custom Enterprises, LLC Stewart Warner 603-279-0241 800-676-1837 www.actoncobra.com www.stewartwarner.com Fantasy Junction 510-653-7555 www.fantasyjunction.com

reincarnationmag.com | Winter 2019 55 289 Street Cobra Readers’ Rides THE

56 THE HARD WAY The rocky start to a happy ending in a cherished 289 street Cobra

As told by Gary Cook Photos by Steve Temple

reincarnationmag.com | Winter 2019 57 289 Street Cobra Readers’ Rides

ack in the summer of 1974, I was working at Cobra Performance, So I had to start all over again. The silver lining in this bad situation fixing a 427 Cobra for my boss, Gordon Gimbel. After I was that the insurance company paid me to build my Cobra again. The B completed the job, he took me on a test drive at full speed, and engine is a ’68 Ford 302, rated at 300 hp. It runs an Edelbrock Performer I was hooked for life. cam and is topped with dual 600 cfm Holley carbs. Mated to the small- It wasn’t until the mid-1990s, however, that I was able to take the plunge. block V8 is a TREMEC T-5 five-speed . The wheels Through my shop, GT Auto, I had built a couple Cobra replicas, and I are American Racing Torq Thrust D, shod with BFGoodrich T/A radials decided I had to have my own. As much as I love the 427s, though, there sized 235/60R15. The body is finished in 1967 Mercedes Silver. was something about the 289 slab-side street Cobras that inspired me to The rebuild took four months of very late nights in time to drive it to build one for myself. the Monterey Historics from Sacramento, California. Of course, I was way After much searching, I settled on John’s Custom Fabrication in Coos more careful on this trip, and this cautious approach has paid off. Some Bay, Oregon. His body mold was taken from an original 289 Cobra, and two decades later, I am still driving it there every year. he used a rectangular-tube ladder frame. The suspension has Mustang II The Cobra has been a lot of fun through the years, but getting married fronts and a 9-inch rear axle with a four-link setup. in it is a significant highlight. I did a major burnout in the church parking I started building my Cobra in the winter of 1997 and finished it by the lot and then took my bride on our honeymoon in the car. Since then, I have spring of 1999. But things turned sour real quick. put 35,000 miles on it. I was working on my car every day until 1 a.m., rushing to finish in Today, I still build and repair Cobras and vintage race cars in my new time for the Vintage Races at Sears Point Raceway (now renamed Sonoma shop, Vintage Performance. After all these years, I keep in mind a couple Raceway). As soon as I was done, I drove it to my shop to meet up with the of important points: Try not to rush a buildup, and don’t rush to race with other Cobra guys who were going to the same race. But on the way to the your Cobra buddies either. track, disaster struck, as I rear-ended a four-wheel-drive vehicle at 40 mph, destroying the front end of my Cobra!

58 But on the way to the track, disaster struck, as I rear-ended a four- wheel-drive vehicle at

The American Racing Torq Thrust 15-inch rims are wrapped with BFGoodrich T/A radials — bigger 40 mph, destroying the than the tires used on the original Shelby. front end of my Cobra!

The slab side’s lack of side exhausts makes for easier ingress and egress.

reincarnationmag.com | Winter 2019 59 289 Street Cobra Readers’ Rides

The 300 hp Ford

302 ci engine is slightly larger than the original 289 slab side’s, with dual 600 cfm Holley carbs.

While the steering wheel is a traditional AC unit, the gauges are modern Autometer.

60 Create the COBRA of your dreams....

....from the inside out!

Auto Wiring Harnesses Universal After Market www.haywireinc.com [email protected] Hilliard, Ohio 614-851-1932

reincarnationmag.com | Winter 2019 61 The original pulley is on the left, and the new 3D-printed one

is on the right. It’s as good as new — because it actually is new! The process starts with the original part

being photographed from all sides. In this case, three cameras are being used. NEW DIMENSIONS 3D printing provides a new source for rare metallic and composite parts Story and Photos by Dan Burrill

62 inding obsolete parts to keep an old car running or to restore a classic car has become a real challenge over F the years. Now with 3D printing becoming more popular and widely available, this process has become a real boon to restorers and builders of classic replicas. 3D printing has been expensive in the past, but now more companies are offering the service, so it’s becoming more affordable. The basic process consists of material such as liquid molecules or powder grains being fused or solidified under computer control to create a 3D object. Objects can be of almost any shape or geometry and typically are produced using digital model data from a CAD file. Material is added up, layer by layer, until the part is complete. For illustration purposes, the part being produced here is a pulley from the air conditioning pump on an older Ford Thunderbird. Since this particular pulley is no longer available, we’d normally resort to scrounging the salvage yards or swap meets. Sometimes these parts can be found on sites like eBay, but that can be a hit-or-miss scenario. And even if you find one, you’d end up with an overpriced, old pulley that might crack and break as the metal fatigued. So, we’ve decided to take an original part that we have in hand and create new ones using 3D printing. This approach can be used with just about any part that needs to be freshly fabricated. The process is digital magic. Simply photograph the old part in hand or, if it’s not readily available, draw a new one on the screen. Then follow the steps outlined below, and in the end, you’ll be holding the item The images are then transferred to a CAD program. in your hand.

The actual item is printed using powder and an

adhesive that is sprayed out as the powder is released. The CAD images are then transferred to a 3D printer.

reincarnationmag.com | Winter 2019 63 The printed part is then used to make a mold of wax or a similar material. The outside of the mold is a ceramic material that encases the wax.

The metal ingots that will be used to The molten steel is poured into the ceramic molds. A mold is made for producing three pulleys at a make the actual pulleys are melted down. time, which is then fired in a kiln.

Once the steel has cooled and is solid, the ceramic material is chipped off, leaving At this point, the raw pulleys are cut off from the supports, and the steel exposed. the finishing work starts.

The raw pulleys are deburred, sanded and Now the center hole can be drilled and the Here’s the new 3D-printed pulley installed on smoothed. keyway can be cut as well. the pump and ready to be put into service.

64 reincarnationmag.com | Winter 2019 65 Grand Sport Tribute Readers’ Rides

Culminating 45 years in the Corvette community with a finely-honed Grand Sport tribute PRESIDENTIAL

66 As told by Doug and Delora Hanner | Photos by Steve Temple PRESIDENTIAL PREROGATIVE

reincarnationmag.com | Winter 2019 67 Grand Sport Tribute Readers’ Rides

s president of the Corvette Club of Illinois, it shouldn’t come owning a Grand Sport tribute for 40 years!” as a surprise that my wife, Delora Hanner, and I have owned She finally gave me the OK to buy it — I am the club president, after A eight production Corvettes since February 1973. But one model all, since 1973. It took me a day to get the money and trailer ready, and off in particular is my favorite, and I have always wanted a Grand we went to Philly. We even missed a major club trip for the Corvette Club Sport tribute. I even built models of this legendary racer back when I was of Illinois to purchase my pinnacle Corvette. in high school. At one point, I considered building my own, and I test- As I researched the car further, I found that the foundation was a 1964 drove some completed kits with custom tubular frames and late-model Corvette coupe bought as a drag car in California with body suspension. modifications. The first thing that the previous owner, Anthony Cordia, I opted instead to purchase this Mid America tribute for a few different had done was change all the suspension to 1968 Corvette equipment. The reasons. To be frank, it was a lot cheaper and was also ready to go, so I did new setup included disc brakes, a Muncie M22 rock crusher four-speed not have to wait for it. Also, the car is based on a production chassis with transmission, a Hurst competition shifter and triple-disc clutch. Bringing a regular VIN, making registration a lot easier. Lastly, this particular replica up the rear is a 3.70 Positraction. There’s also a suspension stiffener between has a lengthy history. It’s been featured in a few magazines and displayed the A-frames to help with handling, which makes this Corvette drive like in a famous ad campaign for BFGoodrich in 1993, where the body and a go-cart — loads of fun! background were painted orange for a monochromatic layout. So it’s a After that, the body was modified to conform to all the original Grand celebrity of sorts. But even so, I added my own custom touches. Sport specifications with the appropriate doors, fender flares, rear section In May of 2010, I was surfing the internet and found this Grand Sport and fuel filler. Scoops were also added to direct air to the differential and tribute for sale by Jim Lewis outside of Philadelphia. It took weeks to talk rear brakes, a feature now used on the latest C7 Stingray. my wife into the Grand Sport because at the time, we had a white 1997 Other changes we made include a new hood to accommodate the four Corvette coupe and our 1965 Corvette drum-brake coupe. She said I did Weber side-draft carburetors, a nose with nonhideaway headlights, and not need it, but I responded, “Need wasn’t the issue. I’ve dreamed of plexiglass side windows that are raised and lowered with a strap. The body

68 The Compomotive wheels, reproduction Halibrands with knockoffs, measure 15 x 8 upfront, and 15 x 10 in the rear, and roll on BFGoodrich Radial T/A tires (P235/60R and P275/60R).

reincarnationmag.com | Winter 2019 69 Grand Sport Tribute Readers’ Rides

The 1970 LT-1 not only has Weber

side-draft carbs, but also cast iron Dart heads, Mallory EFI, an oil cooler, and an electric cooling fan.

was then painted in 1986 Admiral Blue with an Arctic White full-body stripe. Racing livery decals are like those seen on the original No. 003 Grand Sport. When I first drove the car, it was sporting a ’72 LT-1 with a Holley carburetor and intake. After some drag racing, the engine blew up on the way home. No matter, as I really wanted more power, so I dropped in a 1970 LT-1 that wasn’t strangled by emissions equipment. It’s good for 400 horses or so, thanks in part to Hooker headers and the four Weber 45 DCOE side-draft carburetors that I added to a polished Moon cross-ram intake. It took some sorting out to get rid of the flat spot in the midrange, but fortunately I have a background as a machinist, and I fixed things by shortening the throttle cable and lengthening the bracket. Other items I added include an oil cooler, a second fuel filter, and aircraft switches under the dash for controlling the radiator fan and fuel pump. I also converted the lap belts to four-point racing harnesses. After upgrading the engine, I was able to nail a 0-60 mph time of just 3.5 seconds, and run through the 1/8-mile in 9.5 seconds. The car’s looks are a huge attention grabber too. At a local Corvette show, a ’96 Grand Sport came to a screeching halt near my Grand Sport — the driver thought it was one of the ultrarare originals! That was no fluke, as famed Corvette C4 engineer Dave McLellan spotted my GS at the Corvette Funfest held by Mid America Motorworks (not related to the manufacturer of my Mid America replica). He told his seminar audience that “It’s as close to an original Grand Sport as you’ll ever see” — a fine compliment indeed. The car received similar praise at Elkhart Lake’s Road America in 2011. After being awarded a trophy, I was allowed to take five parade laps on the track. Well, I actually hit 120 mph in third gear and had no trouble keeping up with all the late-model Corvettes on the track. Now that’s a presidential prerogative — and just what you’d expect from a tribute to one of the greatest Corvettes ever.

70 A custom, heim-jointed stabilizer bar braces the chassis for more sure-footed cornering.

Doug Hanner installed aircraft

switches for controlling the radiator fan and fuel pump. The production Corvette dash was changed to a Grand Sport-style in fiberglass with no glove box or vinyl coverings, and Stewart Warner fuel and oil temp gauges were added to the center console.

reincarnationmag.com | Winter 2019 71 EVENT REVIEW 2018 SEMA Show

Constructed by Black Label Speed Shop, this Factory Five Racing ’35 Hot Rod Truck boasts twin-turbo LS power. LOW-VOLUME INDUSTRY EXCELS AT SEMA 2018 Superformance drift Cobras, a live Factory Five build and a V12-powered Cheetah rock this year’s SEMA Show By Dean Larson | Photos by Dean Larson and Jeff Bruss

72 Classic Recreations displayed this restomodded GT500 in the Ford booth. 18 SEMA EVENT REVIEW 2018 SEMA Show

This refined Bocar XP-5 was built using a brand-new fiberglass body.

t’s said that the SEMA Show is where you’ll see everything that’s coming One of the wildest cars we saw all week was a V12-powered Cheetah I in the automotive world. The next hot trends, swaps, parts and more built by our friends at Cheetah Evolution. The combination of medium- can all be seen in Vegas months, or even years, before you see them in green metal flake paint with a copper metallic chassis and detail work lured your local car scene. With an eye on the replica and low-volume market, onlookers in, only to throw them for a loop with a V12 LS engine. we can say that SEMA becomes a more significant place for our niche every Factory Five’s ’33 Hot Rod and ’35 Hot Rod Trucks really made a splash year. At the 2018 show, prominent replica brands doubled down, with more this year, and Factory Five did a great job promoting them with some great vehicles and displays than in years past. While there, we were also informed factory and customer builds. In addition to the new full-fendered truck, that SEMA’s legal team was continuing the push to implement the long- we checked out a pair of gnarly trucks built by SMG Motoring and Black stalled Low Volume Motor Vehicle Manufacturers Act. Label Speed Shop, each with their own breed of forced induction. We also We knew from press releases that the manufacturers were going to have had a chance to catch up with Chris Relyea of FormaCars, who talked us a huge presence this year, and they did not disappoint. But we were also through some of the company’s in-house 3D printed components they excited to see so many replica vehicles displayed throughout the convention incorporate in their Factory Five builds. center by builders and parts manufacturers alike. Keep an eye on our website In the Ford Out Front display outside, Factory Five took on a live build, and future issues for full features on these and other vehicles from the show. constructing a Type 65 Coupe with a Coyote 5.0-liter engine in just three In line with last year’s Factory Five Racing Type 65 Coupe build, days. At the end of the week, Dave Smith broke in the Gen 3 Coupe with Speedmaster unveiled a Factory Five ’33 Hot Rod build dressed in all black. an eight-minute drift session. The completed car is a rolling showcase for the company’s parts, as its As in years past, Lingenfelter Performance Engineering had a stunning 347-stoker engine is all Speedmaster parts, from the block to the internals Superformance Corvette Grand Sport in its booth, which always garners and downdraft intake. The assemblies and rear axle components serious attention. And seriously, can a Grand Sport get any better? The are also all off-the-shelf parts at Speedmaster. Starting with last year’s exterior is honest down to its 15-inch magnesium wheels with Avon tires, Coupe, the company has been offering build services for Factory Fives, but under the hood hides a GM Performance LS3 with a Borla Cross-Ram producing a half dozen completed cars per year. EFI.

74 Speedmaster built this Factory Five Racing ’33 Hot Rod to highlight the company’s components and build services.

A team of Superformance drift Cobras proved their mettle with 30-minute drift sessions in the Ford Out Front display.

These Porsche-inspired customs are handbuilt in aluminum by Rünge Cars in Minnesota.

reincarnationmag.com | Winter 2019 75 EVENT REVIEW 2018 SEMA Show

This Superformance Grand Sport is equipped with a Lingenfelter LS3 with a Borla Cross-Ram EFI.

FormaCars talked us through a few of the high-tech features on its Factory Five Racing builds, including the 2019 London Cobra Show raffle car.

76 One of our first stops was the MagnaFlow booth so we could see the freshly debuted Superformance Future GT Forty. Concocted by our friend Doug Campbell from Factory Hillbank Motor Corp., the car celebrates the 50th anniversary Five Racing’s of Ford’s 1968 Le Mans victory by incorporating a modern full-fendered EcoBoost engine and paint scheme into a MkI GT40 body. demo truck was on While checking out the Hillbank’s booth outside, we display, sporting smooth caught up with Vlado Jancev of V’s Automotive. After a bit lines and an Edelbrock- of coaxing, we cut the line and hopped in V’s 1,000-plus hp blown Coyote 5.0-liter. drift Cobra with driver Pablo Cabrera. Be sure to stop at our website to get a taste of the drift Cobra experience, as we loaded the Cobra up with onboard cameras. In addition to the exciting builds and unveilings on the show floor, we also got word that SEMA’s legal team would be taking action to push the Low Volume Motor Vehicle Manufacturers Act forward. In a message to the National Highway Traffic Safety Administration, SEMA stated that it was prepared to file a complaint to the federal district court if NHTSA did not take significant steps to implement the law by early December. NHTSA was given 12 months to construct the documents and recording procedures for low volume manufactures when the law was signed back in 2015. The Low Volume Motor Vehicle Manufacturers Act provides the legal framework for builders to sell 325 turnkey replica vehicles per year in the U.S. with emissions-compliant engine packages. See our website www.rcnmag.com for more information on the law.

The Super Charger concept car was used to unveil the new 1,000 hp, 426 ci Hellephant crate engine.

reincarnationmag.com | Winter 2019 77 EVENT REVIEW 2018 SEMA Show

Cheetah Evolution baffled onlookers with a fresh build sporting a V12 LS engine from www.v12ls.com.

78 Brand New unveiled its fully licensed Yenko Camaro continuation car sYc-001.

This Superformance Cobra has a bold stance, courtesy of Air Lift suspension.

reincarnationmag.com | Winter 2019 79 JPS Motorsports Replicas

DECISIONMOMENT OF DECISION

80 Whether you favor classical or new age, JPS Motorsports builds a 356 to suit your style Story and Photos by Steve Temple

ome folks want to turn back the clock, revisiting a simpler on site using a shortened VW pan. As the name implies, the latter S time when devices were analog instead of digital, rotary firm builds customized 356s and 550 Spyders. CISION dial instead of Wi-Fi. Others want to bring things forward, John oversees JPS Customs and has been in the Porsche replica integrating advances in technology into old-school setups. business in the SoCal area since 1990. He’s also built 289 FIA Cobra Sort of like integrating the latest music-streaming technology into an replicas and street rods, but currently focuses solely on Porsche antique Victrola. reproductions. He also provides some technical oversight to Patrick It’s not our place to pass judgment on either approach, as the whole Crane since John has built several hundred replicas over the years. point of owning a replica is to have it your way. Either approach has While JPS Classics might sound like an older firm, it’s actually a its virtues, as we realized on a recent visit with John Steele of JPS comparatively new venture. The firm is headed up by Patrick and Motorsports. We came across a couple of different approaches to the offers ready-to-drive, “off-the-rack” replicas with some standard classic 356 while there, as this umbrella firm now has two separate options. companies within the same facility. It was somewhat by accident that John and Patrick came together The contrasting replicas shown here serve to differentiate under the same roof. Many years ago, John became close friends with the two operations. The silver Speedster was built on a tubular chassis Bob Eells, Patrick’s father-in-law. They shared a love of classic custom in Brazil for JPS Classics, while the coupe was built for JPS Customs cars and frequently hung out together at car shows all around the Los

reincarnationmag.com | Winter 2019 81 JPS Motorsports

The Speedster’s shape and stance has an enduring appeal, and this replica follows a proven formula.

82 Angeles area. While John was usually exhibiting his JPS 356 replicas, Bob showed off his award-winning Cobra replica. In 2008, Bob took Patrick to visit the JPS Motorsports shop. As a lover of , Bob knew Patrick would enjoy meeting John and seeing the cars. Smitten by what he saw, Patrick soon sold his 2005 Porsche 911 Carrera to purchase a black JPS Speedster replica. He relished the vintage feel of that car, driving it in and around the San Francisco Bay Area for almost 30,000 miles before selling it to move overseas. Upon his eventual return to the U.S., Patrick and John met up at Bob’s 90th birthday party and got into a discussion about doing some work together. John saw that Patrick was done with his former Silicon Valley executive life and sensed an opportunity. John suggested a new line of JPS cars, pre-produced in popular paints and leathers, along with more modern water-cooled Subaru engines. Those would be produced under a separate company, JPS Classics. The new JPS Classics was up and running much sooner than the JPS Customs operation, as it offered fewer customization options and bolt-on accessories and had a lower starting price as well. Both companies are now up and running at a new facility in San Marcos. The coexisting firms, and their founders, enjoy a close, occasionally competitive, and very productive relationship. Sadly, Bob passed away in May 2017, but John and Patrick commemorate his love and friendship every day with a plaque dedicated to Bob’s memory hanging on the shop wall. The synergy between Bob, John and Patrick all started with a shared appreciation for timeless automotive designs. With that being said, John and Patrick work within their own interpretations, and the final products are unique from one another. The Arctic Silver Speedster was built at JPS Classics, and it’s basically patterned after a ’57 356. The Speedster body is executed in steel-reinforced fiberglass mounted on a DOM tubular steel chassis. JPS Classics also did some work under the hood to maximize the potential of the VW flat-four. The 95 hp engine starts with a ’72 VW 1,600 cc case (the same size the original Speedster ran), which is punched out to 1,776 cc and fitted with a custom crank and Engle 110 cam with billet lifters. This setup is topped by Empi’s dual 34 EPC carburetors and linked to a VW four-speed transaxle. Five different engine options are available from JPS Classics, including Subaru power plants.

reincarnationmag.com | Winter 2019 83 JPS Motorsports

The 2.2-liter turbo Subaru in

the JPS Customs’ coupe provides a level of power unheard of back in the days of 1950s Porsches — 330 horses 295 lb-ft of torque.

Braking is handled by VW discs all around, and KYB shocks dampen the ride. The four-lug wheels are wrapped A 95 hp VW Type 1 displacing 1,776 cc offers more scoot than that original’s with 185/65R15 rubber. In the cockpit, VDO-style gauges 1,600 cc engine. JPS Classics has five engine options in all, including Subaru units. are nested into the dash, and the Speedster buckets have leather upholstery. Differing quite a bit from the JPS Classics Speedster is this Blue Pearl ’55 356 coupe replica built by JPS Customs. The coupe is owned by Chris Phillips of Denver, who drives the car on a daily basis. Given the mountain roads in his area, it makes good sense to go with a modern turbocharged EFI engine. Pulled from a 2007 Subaru, the engine boasts 330 horses and 295 lb-ft of torque. With some subtle modifications and a five-speed Subaru transmission, the 356 coupe has plenty of power on tap to conquer the grades west of the Mile High City. The 2.2-liter engine’s electronics also automatically compensate for rapid changes in altitude and climate. Based on a ’72 VW Beetle chassis, the IRS pan has been shortened several inches and stiffened. Four-piston Wilwood discs scrub off speed from rapid descents, and KYB shocks and heavy-duty sway bars keep handling in check. Since this coupe runs way more power than the original, the tires are much fatter at 205/50R16. For creature comforts, the buckets are custom covered in cloth and leather. Dynamat insulation under the automotive cut pile carpeting maximizes the effectiveness of the Blaupunkt audio system. All told, these two vehicular approaches are like the old saying, “You pays your money and you takes your choice.” And in this case, either one results in a satisfying ride.

84 Red leather upholstery livens up the subtle Arctic Silver paint scheme.

VENDORS JPS Motorsports 818-985-8891 www.jps-motorsports.com

reincarnationmag.com | Winter 2019 85 Spitfire Fastback Recreation TRIUMPHANT RETURN

86 Recreating Le Mans-winning Spitfire fastbacks Story and Photos by Rob Hawkins

reincarnationmag.com | Winter 2019 87 Spitfire Fastback Recreation

he fastback Spitfires of the ’60s that took home trophies from Le Mans are hard to find unless T you’re a collector with loads of cash. Fortunately for the rest of us, there’s a fiberglass rebody in the U.K. called the T6 that fits on stock Spitfires and GT6s to help you live out your Le Mans fantasies. It’s important to note first off that the Le Mans Spitfire and the GT6 were actually two separate designs, even though some buyers erroneously believed that they were one in the same. But classic looks and nomenclature aside, what’s it like to drive one? Let’s cut to the chase. “Just open the throttle to let the carbs clear,” advises Graham Pearce, creator of the T6. So I blipped the accelerator pedal to allow the Webers to pour more fuel in and raise the revs. The 2.5-liter Triumph straight-six motor rumbles up front. After a quick rehearsal of the four-speed gear pattern, I’m into first gear and letting go. With offset pedals due to the bulky gearbox and a classic, slightly stiff gear change, you’ve got to appreciate the period- feel of this car. Plant your right foot hard on the throttle and the straight-six pulls like a train. OK, it’s not Cobra territory, but keep the power-to-weight ratio in mind. The acceleration is smooth, but impressive for an estimated 160 hp propelling 1,400 pounds of metal and fiberglass (excluding passengers). This replica is based on Triumph’s fame and success in 1964 and 1965 at the Le Mans 24-hour race in France. The Spitfire was launched in 1962, but the more powerful GT6 fastback was yet to be seen until 1966. However, Triumph already had the competition fastback shape under development using a combination of fiberglass and aluminum. A series of cars were built for and racing, sporting a highly tuned 1.1-liter motor capable of producing an impressive 100 hp at

88 Willie Platt’s T6 is more plush, with rebuilt Triumph

Spitfire seats, a period dashboard, carpets and door trim.

The fastback treatment helped make the

Triumph “the mouse that roared” at Le Mans.

reincarnationmag.com | Winter 2019 89 Spitfire Fastback Recreation

the flywheel. In the interests of aerodynamics, the rear seams were removed and Jaguar E-type-style headlamp covers were introduced in 1965. Following testing at in 1964, three cars were entered for Le Mans that year, each weighing between 1,625 and 1,640 pounds. Two hours into the race, one of the cars crashed, and a second car crashed after 12 hours. But the third car completed the entire 24 hours and finished third in class behind a couple of Renault Alpines. The performance data was also impressive. The finishing car achieved a recorded top speed of 134 mph (at 7,000 rpm with a 3.89:1 diff) and averaged 94.7 mph while achieving 22.4 mpg. All that from a 1.1-liter four-cylinder engine! In 1965, the Le Mans Spitfires returned and four cars were entered. That year, they used prototype GT6 gearboxes, a lighter chassis and aluminum cylinder heads. The engines produced 109 hp and the top speed was recorded at 140 mph. One car crashed, and another retired, but two cars The white-striped T6 features triple Webers feeding finished first and second in class. The first-in-class car averaged 95.1 mph and finished 13th overall. a 2.5-liter Triumph straight-six engine. The 160 hp output Sadly, these Le Mans racers never returned to France is way more power than the original racer ever had. for the famous 24 Heures, but their short-lived success has been the inspiration for Triumph expert and craftsman Graham, who spent four years developing a replica and constructing molds. “I started with an original rot box, creating the first pattern from which replicas could be taken,” Graham says. “I then developed the molds using 1960s photos while making alterations like de-seaming, flaring the wheel arches and adding a bulge in the hood.” The Spitfire or GT6 chassis remains unmodified for a T6 conversion, after the original steel bodywork is discarded. The new body shell is constructed from fiberglass and secured with eight bolts into the standard mounting points. The supporting tub includes a steel subframe running from the front to the rear, which is used to mount the roll cage and rear tie bars, along with the handbrake linkage. The doors are made from fiberglass with Coremat reinforcements for the hinges and catches. A removable, one-piece hood remains as original, incorporating a bulge to allow the Triumph straight-six engine to be fitted with room to spare. In the U.K., popular engine options include the traditional Triumph straight-six 2.0 and 2.5 liters, plus the Rover K-series — a lightweight four-cylinder, twin-cam displacing Willie Platt’s T6 conversion is powered 1.4, 1.6, and 1.8 liters. Power outputs for the K-series range between 105 and 160 hp in stock tune. Donor engines can by a 143 hp Rover K-series engine, be found in many Rover and MG sedans, along with the delivering way more power than the MGF and MG TF produced between 1996 and 2005. original racing Spitfires. The Spitfire’s notoriously scary rear suspension setup can be put right. It uses a transverse rear leaf spring bolted solidly to the top of the diff casing. This solid mounting VENDORS caused the rear wheels to tuck underneath while cornering. At Le Mans in ’64 and ’65, this problem hadn’t been resolved, S&M Triumph Restoration so the rear suspension was stiffened and the drivers became www.sandmtriumphrestoration.com experts in drifting around corners. The later MkIV Spitfire

90 Parts from the fiberglass body mold include

a main floor and a separate front end.

rectified this problem by solid mounting the bottom leaf spring to the differential little spongy from track duty but competently scrubbed off any speed when casing, allowing the remaining springs to move. necessary. The torquey straight-six motor is deceptively quick. The MkI GT6 suffered from the same rear handling problems, but the For comparison, I also met up with Scotsman Willie Platt, who had bought MkII resolved these issues with a revised rear suspension setup. The T6 uses a 95 percent complete T6 back in 2012. Finished with a light-green stripe, it the standard GT6 or Spitfire suspension setup, so using a later MkIV Spitfire was powered by a 143 hp Rover K-series VVC (variable valve control) engine or a post-MkI GT6 will avoid any rear handling problems. mated to a Ford Type 9 five-speed transmission. Spitfire specialist Crofton The T6 is now manufactured and marketed by S&M T6 Triumph Spitfire Motors on the border of Scotland and England helped Willie finish the project. Le Mans, based in Lincolnshire in the U.K., and export to the U.S. is available. Sitting inside this T6, I realized it was a tight fit for a car that has a spacious Estimated build times range between 80 and 120 hours, once the donor vehicle fastback interior. What the T6 lacks in interior space and practicality, it makes has been stripped. up for with performance. Acceleration is exhilarating, and this trait is The straight-six-powered T6 that I initially drove had endured a hard life, thankfully matched by a competent brake and suspension setup. having been thrashed around race circuits including Zolder in Belgium where The T6 may well be the answer for Triumph fans who remember the Le the brakes were cooked. On the road, this car has clearly got a stiff suspension Mans-winning Spitfires of the 1960s. Whether you want to create an exact setup, but when you’re behind the wheel, there’s some clear feedback from replica or produce an updated version, there’s the potential to be creative the road conditions and no battle with the steering wheel. The brakes were a when returning in a Triumph.

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