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715-493-7911 • www.7fifteenMotorworks.com Contents

58 COMING NEXT ISSUE On the Cover Gas Ronda Galaxie 500 Tribute The all-new Troy Indy Special from 7Fifteen Motorworks salutes an inspiring ’50s sports custom Shelby’s “Secret Weapon” Coupe with aluminum bodywork and a GM LS engine. This prototype boasts 495 hp, and is the first of Fabrication Tech Tips a series of 33 roadsters to be built by the Wisconsin-based startup. Photo by Dean Larson. Bruce Meyers on Designing the Manx

THROTTLE STEERING EVENT RECAP 6 Design Desires 32 Beetlemania By Steve Temple, Editor Getting crazy at Mid America’s VW Funfest. By Steve Temple RCN ONLINE 8 @RCNmag.com FEATURE CAR A preview of current online exclusive content. 40 To Mirror a Maserati Building an unobtainable Italian berlinetta from scratch. READER’S RIDE By Sudhir “Banzai” Matai 10 Totally Flipped Out FEATURE CAR The enduring reaction to an ambitious flip-top Factory Five Cobra build. 46 The Survivor As told by Kevin Beamon Refreshing a LaDawri Sebring provides an eerie view into the world of early kit cars. READER’S RIDE By Joe Greeves 18 Roundel Racer READER’S RIDE Handbuilt Bavarian beauty recreates a prewar competition roadster. As told by Charles Walden 52 Triple Threat A blistering tribute to the sensational and successful MkI GT40. FEATURE CAR As told by Chuck Schmidt 26 Dollars and Sense COVER STORY The case for crafting a proper ’67 Shelby GT500 clone. By Steve Temple 58 Elemental Appeal Reinventing a one-off ’50s sports special with contemporary LS power By Dean Larson

4 CONTENTS

10

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FEATURE CAR 68 Animal Rescue Reviving an exotic South American cat here in the states. By Joe Greeves

TECH 74 Induction Alternative How to install K&N’s electronic carburetor injection system. By Jim Youngs

READER’S RIDE 80 Motivational Exercise 46 52 Financial advisor busts stress with a custom Factory Five Coupe build. As told by Bob Hassett

FEATURE CAR 86 Seabee’s Solution Persistence pays off in a homebuilt, twin-turbo exotic. By Juan Lopez-Bonilla

RCN 94 Marketplace 68 86

reincarnationmag.com | Autumn 2019 5 DO IT YOURSELF

THROTTLE

REINCARNATIONDESIGN DESIRES

t some inner level, most car enthusiasts probably As for Meyers, I’ve crossed his path several times wish they had the skills and ability to design over the years and always enjoyed is mirthful spirit. Atheir own car. Probably the next best thing is That’s exemplified in the Manx, and its later variants, to live vicariously through the eyes of a professional which make people smile all over the world. But I didn’t designer. That’s what I was able to do recently, with the know until recently, during a visit with him at Mid privilege of interviewing two famous designers, Peter America Motorworks’ VW Funfest (featured in this Brock and Bruce Meyers. Brock was instrumental in issue), that there was a much darker side to the development crafting the lines of both the ’63 Sting Ray Corvette and of the car. the Cobra Daytona Coupe. Meyers invented the Manx During World War II, Meyers served as a sailor on dune buggy, one of the most copied cars in history. Each the USS Bunker Hill aircraft carrier. While this ship Steve Temple of these immensely talented individuals had some was covering for the invasion of Okinawa, Japan, it was Editor intriguing comments to share about their experiences struck by two kamikazes, setting the vessel on fire and and motivations in creating these legendary shapes. causing hundreds of casualties. Meyers was forced to In our previous issue, we already noted Brock’s jump ship and lent his life jacket to a fellow seaman who revisions on his personal Daytona Coupe, adding and didn’t know how to swim. Meyer’s years of surfing and modifying aerodynamic elements that he wanted to job as lifeguard enabled him to aid in the survival of include originally. The rush and pressures of competition other sailors in the water. When asked by officers on prevented him from doing so at the time, but his vision the rescue ship if he did anything heroic, Meyers denied was ultimately realized several decades later. any sort of actions in that regard. If they had known Brock’s work on the ’63 Corvette Sting Ray arose in what Meyers did, they likely would have awarded him part from European designs spotted by his boss Bill a medal for distinguished service. Mitchell at the ’57 Turin Auto Show. One feature in While looking back on this horrific experience, and particular that he emulated was the crisp belt line, a all the suffering and death he witnessed that still brings radical departure from the rounded shapes of the first- tears to his eyes, Meyers had an epiphany. He now generation Corvette. realizes that he designed the fun and friendly Manx as For better downforce, Brock added a subtle S-shape emotional “compensation,” a lighthearted counterbalance in early concept drawings for the Sting Ray, designated to the gravity of his war years. Something good had to as the XP-87. Overruled by Mitchell, he was later proved come out of those traumatizing times, and the sand- correct, as early C2 Corvettes had excess lift in the nose. slinging, dune-hopping Manx was the perfect antidote. The problem was eventually corrected by changing the Indeed, when Meyers caught some air over a dune stance of the car, with the front-end suspension set much in Newport Beach, California, and made the cover of lower. Hot Rod magazine back in 1966, it was the bestselling This aspect was just one of several corporate dictates newsstand issue ever during that era. he had to comply with, such as nonfunctional scoops Clearly he captured the youthful imagination of an on the sides of the body. Fellow Sting Ray designer Larry entire generation in one simple shape. (Stay tuned for Shinoda called them “surface entertainment,” and Brock a feature on how Meyers developed the body form.) It’s disparages them as something you’d see on a kit car. If a cultural waypoint of the ’60s that embodies the feel he had his way, he would have preferred to either open and look of a generation, a vehicular version of Beatles up these recessed areas or eliminate them entirely. music and Peter Max art. Looking back on his Sting Ray work, “Talk to any Myers remains modest about his accomplishments, of the guys still responsible for the Corvette’s lines today though. Commenting on the design of the original and they’ll tell you that the C2 is still a major reference Manx, he admits that, “I don’t know why I did what I point in their constant review of what they are currently did: It’s a mystery to me. I just followed my instincts.” working on,” he notes. “They ask themselves: ‘Is this as Which is ultimately what any great designer does powerful and strong a statement as the original?’” Ever — or car enthusiast, for that matter. conscious of real-world performance, he adds that today real aero-work and functionality has a much greater Steve Temple editor rcnmag.com importance in design. @

6 vintagewires.com

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reincarnationmag.com | Autumn 2019 7 NEWS & ALERTS Visit RCNmag.com and sign up for our newsletter. RCNmag.com Get exclusive content delivered @ right to your inbox. Visit the site daily for new, exclusive content. Read our daily content and get the most out of ReinCarNation Magazine.

Double-Bubble Barn Find This time capsule Kellison J-5 was raced in period, and retains its mag wheels, Stewart-Warner gauges and Oldsmobile V8 driveline. www.RCNmag.com/fresh-finds/ double-bubble-barn-find

VDO 356 Replica Gauges Cyclekart Racing is a Grassroots Grand Slam VDO Instruments’ 356 gauges Inspired by cyclecars of the early 1900s, cyclekart racing accurately reflect original equip- combines go karting and grassroots ingenuity for nostal- ment and include ample inputs gic thrills on a shoestring budget. for today’s 356 replicas. www.RCNmag.com/blog/ www.RCNmag.com/news/ cyclekart-racing-is-a-grassroots-grand-slam vdo-356-replica-gauges

Stalled Beck-Lister Build Reportedly 80 percent completed, this Beck-Lister Chevrolet offers a 383 ci small-block and finished paint- work to any ambitious takers. www.RCNmag.com/fresh-finds/stalled-beck-lister-build

2019 London Cobra Show Recap The 2019 London Cobra Show was a hit, raising almost $100K for the Cystic Fibrosis Foundation and netting one lucky winner a hot FormaCars Cobra. Join the Discussion www.RCNmag.com/news/by-the-numbers-2019-london-cobra-show FB.com/ReinCarNationMag

8 Advertiser Index

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reincarnationmag.com | Autumn 2019 9 Flip-Top Cobra Build Readers’ Rides

The enduring reaction to an ambitious flip-top Factory Five Cobra build As told by Kevin Beamon Photos courtesy of Kevin Beamon TOTALLY

10 FLIPPED OUT reincarnationmag.com | Autumn 2019 11 Flip-Top Cobra Build Readers’ Rides

LED headlights, running lights and even

brake/turn signals mounted in the roll bars complete the lighting package. Note the custom grille mesh in the nose. t’s amazing what you can do with family and parenting had waned. a little help from your friends — My build took about 16 months to complete, I and a forum, too. I’m not really a with four months on the custom-tilting front gearhead, truth be told, but a alone. I’d seen this style on GT40s and Daytona financial planner by trade, a carpenter by choice Coupes, and I like the way it shows off the engine, and a musician at heart. I did do some restoration the chassis and the overall elegance of the body work on a couple of ’67 Mercury Cougars some shape. I initially wanted to handle the tilting 35 years ago, but I never got very deep into the front by myself, but I was intimidated by the mechanical side. complexity of the project. It also didn’t help that Even so, I have always had a great desire to I did not know how to weld at that time. However, get in and learn every nut and bolt on my car. the rest of the build progressed smoothly and When I discovered the Factory Five Racing much quicker than I had anticipated. forums, I found all the people and expertise to To get the wheels turning on the front clip, help me to realize my goal, which was an updated I began talking to King Burgess (username interpretation of the classic Shelby 427. I wanted 2bking on the forums) about his tilt-front design. to incorporate modern technology and He was willing to help me with my project, and engineering to improve performance, safety, his only request was that I keep copious notes comfort and reliability, all without losing sight and photographs of each step of the process. He of what made the Cobra an icon. also asked me to write a comprehensive I’ve been fascinated with Carroll Shelby’s instruction manual for doing this modification, Cobra since I was a child, and I think it might which sounded like a very fair trade to me. be the most perfect automotive shape ever To my knowledge, there are only three tilting- sculpted; and its iconic status and lasting fronts like this one in the world. By eliminating popularity lends credence to that opinion. the traditional hood opening seams from the I had been dreaming of building a Cobra for front of the car, the sexy curves of the body over two decades and planning it for at least two design are accentuated. Those curves are further years. Many dreamers will understand that enhanced by the elimination of the traditional my desire had to be delayed until the joys of racing stripes.

12 TECH SPECS

LED lighting accents the various

Chassis Type: Factory Five Racing MkIV panels on the dash, doorjambs and Roadster with 4-inch round tube main rails the interior of the center console.

Engine: 2017 5.0-liter Ford Coyote crate engine

Transmission: TREMEC TKO 600 with carbon fiber lining, brass synchros and bronze shift fork pads, fingers and shift rails

Suspension: Factory Five independent front suspension and 2016 Mustang GT independent rear suspension. KONI double adjustable coilover shocks

Brakes: Wilwood disc brakes; six-piston fronts and four-piston rear

Wheels: 18-inch Halibrand replica wheels, 9 inch up front and 11.5 inch in the rear. Nitto Invo tires, 255 up front and 295 in the rear

reincarnationmag.com | Autumn 2019 13 Flip-Top Cobra Build Readers’ Rides

While our design is unique, it does have historical precedent with Shelby’s original CSX 2196. To make access at both ends quicker and easier, he hinged both the front and the rear of the car to create the original “flip-top” Cobra. A friend loaned me his welding equipment and taught me to weld. My initial efforts were crude, but I soon got a lot better. King was invaluable in each step of the process, and he and I worked together to modify and simplify his initial design. I think we agree that the process was beneficial for both of us. I completed a custom car that few have ever done, and he gained an outside perspective on his designs and documentation. I really look forward to helping the next intrepid builder do this modification. In addition to the assembly time, the paint job required eight months, a job I outsourced to Kandy Shoppe Creations in Mesa, Arizona. The final product is truly one-of-a-kind, and it took an enormous number of man-hours to do all the bodywork to make the bisected body flow smoothly from end to end. After the prep work was complete, the body was sealed and smoothed with many coats of epoxy primer. Color coats began with six coats of black base, followed by multiple coats of silver paint with fine flake. The beautiful candy shell was then applied in many, many thin coats of custom-mixed House of Kolor paint that includes candy apple red, cabernet, brandywine, blue and some other Kandy Shoppe Creations magic. The entire car was then enveloped in many layers of clear coat, and we estimate there are over 50 coats of paint on the car. Lastly, the interior took another four months, completed by Unique Upholstery in Gilbert. They created a modern supercar look with a healthy respect for the styles of the past, and I’m really happy with the finished product. The centerpiece is the 1-inch-thick, solid zebrawood dash that’s bent at each end. I have done a lot of cabinetry and woodworking since childhood, and this zebrawood treatment pays tribute to my woodworking experience. All told, how much did I invest in this project? Far more than I should have. But education has its price, and the entire experience was priceless. I had a steep learning curve and chose to use nothing but brand-new parts — the most expensive way to build a Cobra replica. I think the results justify the means though. FlipTop is truly a one of a kind, award-winning show car, earning trophies for both Best of Show and ReinCarNation magazine’s Editor’s Choice at Factory Five Racing’s 2018 Huntington Beach Cruise-In. There are only two like her, and none exactly like her. But if someone else loved her as much as I do, I would part with her and build another one. That’s how much I loved the process!

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ROUNDEL RACER

18 Handbuilt Bavarian beauty recreates a prewar competition roadster

As told by Charles Walden Photos by Steve Temple and Charles Walden

t’s strange how some project cars come about. I started my 1938 BMW 328 replica about nine I years ago after reading the book The Spirit of Competition by the Simeone Foundation Automotive Museum and the film Easy Virtue only reinforced my passion for the build. Even though the movie starred Jessica Biel and Colin Firth, the BMW 328 was the real star in my eyes. This prewar roadster has been widely recognized as one of the most significant designs ever built and raced. I started the project by purchasing an AUTOart 1/18th-scale die-cast model and used its proportions to produce a full-scale body. I used a 6-inch digital caliper from Harbor Freight to take precise measurements of width, length and size of every aspect of the model and then multiplied them by 18 to arrive at full scale. I figured that the beautiful model would at least keep me in the ballpark of the design elements, as I have never seen the real thing. Having previously built a replica 1967 Eleanor Mustang (yet another “movie star”), I felt confident to begin this project. The donor car was a 1973 Triumph, which was a bit too short, so I stretched the wheelbase from 84 inches to 95 inches. Prior to removing the center section, I built a jig that attached to the rear and front portions of the Triumph frame at four points. The jig allowed us to keep the frame sections straight as we added length in the wheelbase. A local fabrication shop formed new frame rails that were the exact measurement needed to extend the body. Prior to welding, a thicker, slightly undersized, square tubing was slid inside the frame rails at all four corners for added strength. Holes were drilled in the original frame so that the strengthening ROUNDEL tube could be welded in place. Metal gussets were then added RACER to overlap the old frame and new frame rails on both sides.

reincarnationmag.com | Autumn 2019 19 1938 BMW 328 Replica Readers’ Rides

I placed 1-inch wheel spacers at all four corners, chassis and attaching the body, a few postproduction giving the approximate dimension of the original car modifications were done to fine-tune my replica. The tail and the ability to install 15-inch rims. The finished car of the car had to be shortened, and the front was shaved The hardest would measure approximately 154 inches long and 61 a little in order to better reflect the shape of the original. inches wide. For rolling stock, 15-inch MG wheels provided To that end, it was particularly challenging to fabricate the proper stance. the kidney-shaped front grilles, the two side grilles for part of the process I started constructing the body by making cardboard the hood and a split windshield, but I was up for the task. templates that reflected the 328’s lines and then transferred Fortunately, Industrial Metal had sheet metal with various was tossing the them onto plywood. Once I had the shape in plywood, designs punched into it, including one that resembled I wrapped the form in wire mesh and floated fiber Bondo the original article. I cut out the required shapes and sculptured body over it, sculpting the form as I went. Thinking ahead, I welded them in place behind all four grilles. Astro Plating made the fenders removable to ease the molding process. in Van Nuys handled the protective plating. For some professional assistance, Chino’z Auto Body in Wanting the car to have a BMW drivetrain, I purchased plug in the Canoga Park, California, finished blocking the body a used 1974 BMW 2002 M10 engine with a five-speed buck and applied several coats of primer. Getrag 245 transmission from a local BMW repair shop. dumpster after I took the finished body plug to Killer Instinct in The end of the output shaft on the transmission has a Santa Paula, where owner Nick Mrozinski was able to rubber flex-donut (instead of a universal joint), and make the fiberglass molds. The hardest part of the process obtaining proper alignment requires a two-part drive we were done was tossing the sculptured body plug in the dumpster shaft. So I purchased a stock 1974 BMW drive shaft locally after we were done, as I had spent so much time and and had it altered to fit. This unit allowed me to install energy to build it. the entire drivetrain in the stretched Triumph chassis Nick made two bodies, and one had to remain in the with little difficulty. I’m indebted to Ireland Engineering mold to preserve its structural integrity. With the body for its custom shifter and Canley Classic for a CV conversion completed, I was able to build a metal subframe, consisting kit, which simplified the whole process. of 2-inch tubing. Industrial Metal in Sun Valley made Ron Davis Radiators in Glendale, Arizona, built me the curved portions of the subframe where needed, and a custom aluminum radiator — which was not cheap, their expertise was extremely helpful. but well worth the investment. The pedal assembly and After mounting the reinforced subframe on the master cylinders for the clutch and brakes came from

20 The original Triumph frame was extended and reinforced.

The body dimensions were scaled up from a die-cast

model and then recreated in both cardboard and plywood.

For ease of construction,

the fenders were made as detachable units from the main body.

reincarnationmag.com | Autumn 2019 21 1938 BMW 328 Replica Readers’ Rides

Fabricating the grilles was a tedious and painstak-

ing process, which combined precut sheet metal and 1/8-inch and 1/4-inch steel bars. They were welded together by hand, following careful measurements.

22 Wilwood, and Limeworks Hot Rod Parts provided the steering column, banjo wheel and turn signals. Once the car was in this state, I handed off the wiring and initial engine startup to Tri-C Engineering in Valencia, California. Rick Cresse and his expert team of mechanics completed the installation using American Autowire universal wiring kit, along with reproduction Porsche 356 headlights and reproduction Mercedes 170 taillights for turn signals. Since standard issue sports car seats would not fit the somewhat cramped cockpit, I had to fabricate my own. Ricardo’s Auto Upholstery in Newhall covered them in luxurious Monticello red, and I’m thrilled with the final product. For modern convenience, I installed a Kenwood stereo under the dash with Bluetooth. I also fashioned grab bars for the passenger and center console. After fitting on a new Weber downdraft carburetor and building a custom side-pipe exhaust, we were able to get the car running. Driving the BMW replica around the neighborhood is a trip, and I love seeing people react to a car that was originally designed in the 1930s. Through the project, I never tired of looking at the car’s graceful lines. In my opinion, designers of that era created the most beautiful automotive shapes, brought to life by fine artisans and craftsmen. Obviously I took a number of liberties in recreating the BMW 328. This car was originally built in Germany from 1936 to 1940 on a tubular chassis with wood subframes covered in aluminum. Mine has a fiberglass body, and it rides on a metal subframe that hopefully will provide better protection. In a sea of modern vehicles that all look so similar, my car stands out from the crowd. Just like a movie star.

In keeping with BMW-style body, the Triumph’s engine was replaced

by a 1974 BMW 2002 M10. Even though it has only four cylinders, it supplies way more power than the straight-six found in the original car.

reincarnationmag.com | Autumn 2019 23

Photo courtesy of Choryan Photography ’67 Shelby GT500 Clone

DOLLARS SENSE 26 & The case for crafting a proper ’67 Shelby GT500 clone SENSE Story and Photos by Steve Temple reincarnationmag.com | Autumn 2019 27 ’67 Shelby GT500 Clone

28 A ’67 GT500 that was wrecked and

beyond restoring provided original Shelby seat belts for this clone.

arlier this year, the 1967 Shelby GT500 “Super Snake” sold for a staggering $2.2 million at Mecum’s Kissimmee auction, E setting a record for the most expensive Mustang to ever cross the block. The crown jewel of Carroll’s Mustang-based cars, it’s powered by the MkII GT40’s high-output 427 ci side-oiler. The car was initially developed as a one-off collaboration with Goodyear to promote a new line of Thunderbolt tires. Sensing a great business opportunity, wily old Shel‘ wanted to build 50 Super Snakes in all, but Ford quashed that plan upon learning that each one would cost double that of a standard GT500. Given this blunt mention of pricing begs a question: How much would it cost to duplicate a ’67 GT500 today — let alone a Super Snake? One potential answer is shown here, with some caveats, as we’ll see. But first, a bit of background to set the stage. Also original is the wood-rim Shelby steering Rock star Sammy Hagar of Van Halen fame wanted a custom-built copy wheel, which required a pricey restoration. of a ’67 Shelby GT500. (No surprise, there, since he recorded “I Can’t Drive 55.”) So he planned to create one using a Dynacorn unibody and assorted reproduction parts. Trouble is, there was a tight deadline, and the project stalled. Hagar ended up moving on to another car, and the halted Shelby project came up for sale. Shain Thomas collects all sorts of high-performance rides, ranging from exotic imports to domestic muscle cars. His brother Tom does bodywork and paint on the side, so when Shain found the halted Mustang build on the internet, they teamed up to complete Hagar’s stillborn Shelby reproduction. Easier said than done, Tom relates, as the two brothers had been looking for a ’67 fastback for several years. Most were too full of body filler or bent in the front frame rails, though, so the reproduction route seemed like a better option. Even so, Tom was used to restoring worn-out, rusty rides, and this approach would be a pony car of a different color.

reincarnationmag.com | Autumn 2019 29 ’67 Shelby GT500 Clone

1967 Shelby GT500s initially were powered by the Police

Interceptor, but later came with a Cobra Jet instead, so there’s historical support for installing a ’68 Cobra Jet in this reproduction.

The reality is that even when a reproduction body is patterned off original sheet metal, the prototype can go through some teething issues. And often a production car will go through midyear changes, resulting in some inconsistencies. That’s what Tom likely encountered on this project, as he had to cut and reweld various mounting brackets. Fitting and gapping the panels was a challenge as well, but on the other hand, the body panels in general were fairly smooth and straight, and didn’t require any special prep work. Given the big-block Mustang’s propensity for twisting frames, Tom also MIG- welded the roof seams at the quarter panels for extra rigidity. Adding hours of bodywork to the project were the Shelby fiberglass pieces, including the hood, nose, trunk lid and scoops. Truth be told, even the original ones didn’t fit all that well, but Tom came up with an ingenious solution — one that other car builders might emulate. To get the fiberglass scoops to align with the body, he put a layer of plastic wrap on the sheet metal to serve as a release agent. Then he applied resin and fiberglass mat to the scoop and bolted it on, so the wet laminate would fill in the gaps as it cured. Why didn’t he just glass on the part instead? “You can’t just mold it on,” Tom explains. “The real car had them bolted on, and the reproduction part would have cracked later on.” Once all the bodywork and original factory paint colors were applied using PPG base and clear coat, the rolling chassis went off to Gary Cook of Vintage Performance for installation of the wiring, plumbing and interior. He also pulled and reinstalled the ’68 428 Cobra Jet engine a few times, due to some mechanical upgrades that complicated matters. A power rack-and-pinion steering system had already been installed, which created some clearance issues between the headers and the intermediate steering shaft. Long story short, the heads had to be replaced with Edelbrock units, and Cobra Jet exhaust manifolds were used instead of headers. Even so, Gary still had to massage the H-tube a bit to get everything to fit.

30 The pinnacle of Shelby’s Mustang performance sits

proudly on display at Shelby American headquarters in Other modern mechanicals created similar issues during the build. The Las Vegas. TREMEC TKO 600 five-speed transmission is larger, so a crossmember for the floorpan had to be cut and notched to get the correct drive shaft angle. The brakes on the car were too big for 15-inch rims, so original-spec 11-inch Kelsey Hayes discs were used up front, and 10-inch Ford Explorer discs in the rear. Other modern touches included Global West tubular control arms and coilover shocks up front and a Currie Enterprises 9-inch rear with a stronger housing. Finding all the trim pieces for the interior was a project in itself, but Shelby parts supplier Tony D. Branda was a huge help. He even pulled some original parts from his personal stash to help complete the car. “My brother Shain didn’t want aftermarket stuff,” Tom notes. “He wanted the real-deal look.” All told, cloning a Shelby can be a trade-off. Finding and fitting all the little parts is a hassle, but improving on an original makes the car much more enjoyable, as Shain points out: “It drives better than any car I’ve ever owned.” (Even compared to all those exotic imports he owns.) Getting back to our original question about the cost of original versus replica: As everyone knows, Shelbys don’t come cheap. While an original ’67 GT500 might run as high as $250,000 or even much more, a good reproduction like this Super Snake ’67 GT500 one will cost about six figures or so, although Shain admits to getting a great family discount from his brother Tom. Initially, the ’67 GT500 was powered by a Shelby-tuned Even if you can afford an original GT500, “You can’t drive it anywhere,” Tom observes, noting the risk of damaging a rare collectible. Obviously Shain can 428 ci Police Interceptor, making it a top-tier muscle cars and does drive his Shelby clone every chance he gets, and that’s priceless. back then. Later on, that engine was replaced with the new Cobra Jet mill. Never one to rein in his horses, Shel- by readily agreed to drop in a race version of the 427 from the MkII GT40 as part of a promo with Goodyear.

The car’s performance potential was revealed in a promo stunt, running 500 miles at an average speed of 142 mph. Rolling proof that Goodyear’s Thunderbolt tire was the ideal tire for the late-’60s tire buyers.

Early Shelby GT500s had two centrally mounted headlights, but later models eliminated them in order to comply with DMV vehicle codes.

VENDORS What makes the Super Snake so valuable is its potent

Vintage venom: a 650 hp 427 ci side-oiler used in the Le Performance Mans-winning MkII GT40. 916-481-1763

reincarnationmag.com | Autumn 2019 31 EVENT REVIEW Mid America’s VW Funfest BEETLEMANIA

32 BEETLEMANIA Getting crazy at Mid America’s VW Funfest Story and Photos by Steve Temple

reincarnationmag.com | Autumn 2019 33 EVENT REVIEW Mid America’s VW Funfest

Herbie fans are still enthusiastic

about this Disney character.

ll too often we come across car shows that are basically static events, with vehicles just sitting still all day long like oversized A lawn ornaments. Not so with Mid America Motorworks’ VW Funfest event. It’s a moveable feast, with all sorts of driving action to liven up the diverse display of Beetles, buses and dune buggies. This year’s theme celebrated the 50th anniversary of the first Herbie movie. The 1968 Disney feature, and its ensuing sequels, is a classic among car movies, and fans showed off their replicas of the “star car.” But another type of celebrity was on hand as well, Bruce Meyers. He’s known the world over as the creator of a whole new type of transportation — the sand-slinging, dune-hopping Manx. Thanks to the enduring popularity of his design (one of the most copied cars in history), and its ability to make people smile, the Manx has been increasing in value in recent years. We spotted some new variations of the Manx as well, with big increases in horsepower; so stay tuned for features in upcoming issues. There were also numerous tech seminars to help VW owners with their restorations and project cars. And for parts hunters, both new and used items were on display throughout the Mid America Motorworks show grounds. The grand finale on Saturday evening included People’s Choice Awards and an engine giveaway from Darryl’s VW. As a big bonfire lit up The surrounding rural roads of Effingham, Illinois, make for a the night; it was visible proof that the flame still burns bright for VW-based pleasant cruise in all sorts of Volkswagen-powered cars and buggies. vehicles of all types.

34 Just about every variation of Volkswagen-based vehicle was on display at Mid America Motorworks’ huge show grounds.

Now here’s an innovative new use for an old Beetle. Larry Cowin replaced the engine with an air- conditioning unit and converted the interior into a lightweight minicamper with all the comforts of home. Fittingly, he calls it his Bed Bug.

reincarnationmag.com | Autumn 2019 35 EVENT REVIEW Mid America’s VW Funfest

Not all Beetles have air-cooled engines. This Pepsi-powered gasser runs a fizzy V8 mounted up front with a high-rise ram.

Now here’s a radical VW Thing. Lowered and customized by Chris Schneider of Florissant, Missouri, it immediately sold sight-unseen to a collector from Florida, who spotted photos of it on the internet.

36 Showing just how practical a Bug can be, Bobbi Riggs’ pickup conversion has a stronger VW Type 3 engine and a shortened cab for hauling stuff in the custom Chevy-style cargo bed.

It ain’t easy being green — unless you’re riding in the back of a dune buggy.

Celebrating 50 years of love bugs, all of these Herbies are actually tributes to the movie star, built by adoring fans. Today, only a handful of the original Herbie cars are known to exist.

reincarnationmag.com | Autumn 2019 37 EVENT REVIEW Mid America’s VW Funfest

It was a Bug invasion in downtown Effingham, Illinois.

Your editor joined the Friday night Fun Run for a sun-filled spin in a sand rail, owned by Steve Laws, who has a few other buggies under construction as well.

While the Meyers Manx was the most common dune buggy on display, a rarer Meyers SR made the scene as well.

38 Making its debut at VW Funfest is a new, all-steel reproduction unibody for restoring a microbus or creating a custom project vehicle. While final pricing is still to be determined for the bus body, the base price is in the midteens. Check out www.classicsteelbody.com for more info. This company has other reproduction steel bodies in the works for domestic trucks and muscle cars.

Darryl’s VW has more than 40 years’ experience building Type 1 air-cooled engines. At

VW Funfest, the company gave away an 85 hp, 1,776 cc performance mill fitted with dual Kadron carbs, big-valve heads and racing cam. The show car in the booth is chopped and sectioned 4 inches and is also tubbed to roll on fat slicks. It runs a 2,276 cc Type 1 that delivers 185 horses.

reincarnationmag.com | Autumn 2019 39 Maserati A6 Berlinetta TO MIRROR

40 A MASERATI

Building an unobtainable Italian berlinetta from scratch Story and Photos by Sudhir “Banzai” Matai

reincarnationmag.com | Autumn 2019 41 Maserati A6 Berlinetta

earheads often have one car in is for ghisa (iron block). The CS stands for corsa particular that they lust over from sport, a loose translation of racing car, and 53 is G the moment they clap their eyes on the model year. it. Before even seeing one in the flesh, Built to compete in sports car racing during watching it drive down the road or sliding behind the mid-1950s, 52 open-top, Spyder versions were the wheel, they instantly know that they must created. The tube-frame chassis featured unequal have it. length wishbones up front and a live-axle rear. The For Dom B., a South African resident from A6s were lightweight, roughly 750 kg (less than Germany, it was the achingly beautiful Maserati 1,700 pounds), and powered by a 2.0-liter in-line A6 GCS/53 Berlinetta. One of the rarest Italian six that produced 160 bhp at 7,500 rpm. Conditions exotics ever produced: Just four of these exclusive at the celebrated Mille Miglia required a closed- coupes were commissioned in 1954. top version to be competitive, and renowned Maserati produced an additional two chassis coachbuilder (now styling house) Pininfarina was setups that would be available for coupe bodies, tasked with that job. but these were actually built as barchettas using Dom explains his obsession with this rare two abandoned berlinetta bodies. So for a short creation: “I saw this car in a magazine a few years while, there were only two berlinettas in existence. ago, and I just knew at that moment that I had to These two spares would eventually be drawn into have one.” duty, and the total run of genuine A6 GCS Berlinettas He spent countless hours on the internet looking in the world now stands at just six. That’s the same at pictures of the four original cars (chassis numbers as the number of Cobra Daytona Coupes built and 2056, 2057, 2059 and 2060). Because these were all 30 less than the famed Ferrari 250 GTO. coachbuilt cars, they all differed slightly. The A6 GCS/53 Berlinetta’s nomenclature is “In the end it was No. 2057 that I adored the admittedly complex, but is full of meaning. The A6 most,” Dom notes. What is special about the design? refers to the family of Maserati sports cars and Of the four, No. 2057 has a lower (by 40 mm) roofline single-seat racers produced in the era, and the G and a distinctive split windshield.

Unlike the light blue of the original Maserati that it’s

fashioned after, Dom B.’s car is finished in a satin silver-gray.

42 An unseen pole left its mark on the soft aluminum body in the rear quarter. Dom B. is still debating whether to

have it repaired or leave it as part of the car’s history. After all, it’s proof of the body material’s authenticity.

reincarnationmag.com | Autumn 2019 43 Maserati A6 Berlinetta

It also has a more aesthetically pleasing, rounded tail, he feels, as opposed to the fins of the other cars. Interestingly enough, the car’s original owner signor Pietro Palmieri did not care for the noise and heat in the tight cabin, and he had his car rebodied as an open-top version. Fortunately, the coupe shell survived and was married with one of the spare chassis. Current values of these unicorns are astronomical, effectively ruling out buying one, so Dom did what many have done over the years — he set about building his own. During his late-night trawls on the internet, he stumbled upon a set of plans for the car. He took a closer look and realized these weren’t just outer dimensions, but rather a For driving in South Africa, the steering is on detailed set of data points that would allow Dom to create a wooden buck on which to create a metal body. the “other” side in this replica, unlike the original “I was constantly searching for information on the A6 cars. The finish is elemental, with the raw, and then found these ‘blueprints’, let’s call them,” he relates. functional look of the era. “The full file cost just a few dollars, so I bought it just to have it. It turns out the company that created the file was just a few hundred miles up the coast from Cape Town.” For his replica project, he had another big factor in his favor as well. Dom isn’t a complete novice to the car-building game, having created several Cobras for resale in South Africa and in his native Germany. He knows what it takes to create a car from scratch, and more important, he knows where to find the necessary skills in Cape Town. Armed with his data file for the A6 GCS Berlinetta body, he enlisted the services of Car Body Bucks. The company fed all the dimensions into its 3D modeling software and cut a set of plywood sections that would form the buck around which the new body could be formed. The buck was a great first step and half the equation for the completed Maserati body of his dreams. The trident and hand-machined, knife-edged vanes are definitely not pedestrian For the second half, Dom turned to Jose Coetzer of a local coachbuilding outfit, Old Speed International (OSI). friendly, but they are right in keeping with the overall treatment of the car. Jose formed the curvy Maserati’s shape in aluminum using little more than an English wheel and a few shaping tools. The end result is so smooth and convincing that Dom says it leaves people tapping the body to check if it’s metal or At 6’ 3” tall, Dom B.

fiberglass. towers over the diminutive While the body was being formed, Dom drew on his Maserati. His experience experience building Cobras to create the chassis. “The and contacts in building Cobras rolling chassis and the A6’s original are quite close Cobra replicas came in in terms of the wheelbase,” he notes. “So I already had a handy on this project. good starting point.” He welded up a new frame using 4-inch diameter tubes to create the foundation for the rolling chassis, and the suspension and steering components came from a variety of donor cars. The front end uses hubs and calipers from an Isuzu pickup, while the steering rack is from an MGB. The rear end is almost all custom, featuring unique control arms with bespoke driveshafts linked to a Jaguar XJ6 differential. Then Dom had to pick a suitable engine with the right character.

44 “I really wanted a twin-cam six cylinder that looked similar to the original Maserati. Of course, an actual Maserati engine was out of the question,” he realized. “So I settled on a Jaguar XK as it is quite a reliable unit and can be rebuilt for a reasonable price.” The 4.2-liter in-line six was mounted low and quite far back to aid handling and avoid having to ruin the shape of the hood with a bulge or scoop. Relocating the motor this way means the A6 GCS replica has a short, 500 mm (20-inch) drive shaft linking the four- speed Jaguar transmission to the rear end. At close quarters, the refined rumble of the Jag six (only occasionally spluttering due to the carburetors) provides rolling proof that Dom chose well in this regard. When the rolling chassis was complete, it was mated with the body created by OSI, and the end result is breathtaking. While at OSI, Jose finished off some of the trim pieces, such as the windows The original Maserati 2.0-liter in-line six would be cost prohibitive, so the and headlamp housings. The interior features Jag-sourced builder chose an early Jaguar 4.2-liter engine. He preferred the look of its instrumentation and a laser-cut steering wheel that’s faithful to the period-correct carbs, rather than the later fuel-injected model. original design. The finished product maintains the spartan appearance of the authentic Maserati. Take a closer look and you will see several neat touches that harken back to the era and make this reproduction especially interesting. Among these are the race car hood clips, the tiny push- button door handles (sourced from a VW Beetle engine cover), the knockoff wheel hubs and the quick-release fuel filler cap. Oh, and there is the small matter of the Maserati trident, made of laser-cut aluminum to original size, sitting proudly on hand-finished vanes. The entire build took Dom and his suppliers 18 months to complete, which is pretty quick, considering the quality of the finished product. The Maserati A6 GCS/53 Berlinetta Pininfarina, to use its full name, has been displayed at several car shows in and around the Cape and is almost always met with dropped jaws — ours included. Most don’t know what it is, and those few who do can hardly believe it’s a replica. Let’s just tell them it’s a unicorn.

reincarnationmag.com | Autumn 2019 45 LaDawri Sebring THE SURVIVOR

46 Refreshing a LaDawri Sebring provides an eerie view into the world of early kit cars Story and Photos by Joe Greeves

reincarnationmag.com | Autumn 2019 47 LaDawri Sebring

oday’s offerings in the kit and replica market are amazingly sophisticated. T But it wasn’t always that way, as handcrafted cars have reached a level that far surpasses their humble beginnings. It’s a major understatement to say that early kit cars were basic, as many of the old-timers in the hobby can attest to. Often all you got was a simple outer shell with a few rudimentary instructions, and you were essentially on your own from there. Most kits consisted of two simple pieces, with a rear end and an extra-long front end cut to match the wheelbase of your donor car. All the other elements, like doors and a trunk, were left to your imagination. The LaDawri Co. of Long Beach, California, got its start in the early ’50s and helped advance the hobby by offering more sophisticated products. Founded by Les Dawes, a pioneer in the production of fiberglass bodies, the company progressed from utilitarian golf-cart bodies to elegant designs for Typical of early kit cars, trim and hardware sports and racing automobiles. Starting with a single were sourced from a variety of standard model in 1956, the Cavalier, Dawes would soon go vehicles. The windshield is from a 1960 on to become one of the largest fiberglass sports GMC, turned upside down, and other car body manufacturers in the market. His bodies assorted items include Pontiac taillights, were rigid, aerodynamic and lightweight. At the Lucas headlights and TR4 hood hinges. height of production, he offered a wide array of models, accommodating wheelbases ranging from 76 to 120 inches. Before the company’s demise, Dawes had a catalog of more than 10 fiberglass bodies, with his LaDawri Conquest debuting on the cover of Road thanks to his father. In fact, Steve’s father which helped lead to his first car as an adult — & Track in July of 1957. Considered to be one of the purchased the first Mustang delivered to the a 1953 Studebaker Commander. Over the years, greats of the early days of fiberglass automobiles, state of New Jersey in 1964, a car he kept for he estimates that he’s had more than 60 cars, the company went out of business in the mid-’60s, more than 30 years. Steve also fondly remembers with the latest being a DeLorean. due in part to a major plant fire (tax liabilities may learning all the cars by heart on family road As part of his continuing search for cool have been a factor was well). trips when he was a kid. projects, Steve subscribes to a website called Many of the early vehicles still remain, however, One of his earliest childhood influences was Bring a Trailer (www.bringatrailer.com). One like this LaDawri Sebring owned by Steve Miller the Studebaker Golden Hawk parked across the day he followed a link that led to this LaDawri, of Ormond Beach, Florida. A retired beer and wine street in a neighborhood garage. Peeking through which had been sitting in a storage site for 38 salesman, he got started in the car hobby early on, the windows made an indelible impression, years. The previous owner had begun to restore it mechanically, addressing the brakes, lights and electrical, but the car still needed major bodywork. Steve has always had a passion for the genre, so after reading the description, he decided the LaDawri Sebring would be his next project. When it was delivered on Thanksgiving weekend 2018, he set a goal to have the car ready for the 2019 Cars & Coffee at Amelia Island, Florida, held in March. It was a tight deadline, but Steve met his goal, and that’s where we first spotted the car. The LaDawri needed a lot of work when Steve received it in 2018, and he dove right in, solving each problem as it arose. Peeling back

48 In keeping with the era,

the cockpit treatment is elegantly simple.

Steve Miller, who has bought and sold about 60 cars over the years, was enticed by the LaDawri’s lines and up to the challenge of a restoration.

reincarnationmag.com | Autumn 2019 49 LaDawri Sebring

The tried-and-true VW Type

1 was a common choice back in the day, and it gets the job done today as well.

LaDawri was ahead of its time in body design.

Note how the belt line flows over the front wheel arch and into the curve of the nose above the open grille.

50 the layers was a revealing look back in time, which shows how sophisticated With a nod to modern electrics, the car has been switched from 6 to 12 modern kits have become by comparison. volts using a Porsche 356 generator. Steve adds a word of thanks to his As one example of many, both doors on the LaDawri had been screwed friend, John Rachow for his work on the car’s electrical issues. In the process, shut. Back in the 1960s, folks simply hopped over them into the cockpit. Steve estimates that they had to snip about 100 feet of excess wire. Even so, Freeing the doors, filling the holes and adding small sliding bolt latches a lot of exposed wire is still visible in the forward trunk and engine got them functioning again. But Steve would later find out why the doors compartment, so redoing the entire harness is on the short list for the were fastened shut in the first place. future. For mechanicals, the car runs a 36 hp air-cooled engine and a standard Additional changes included installing turn signals along with putting 100-inch ’56 VW pan, with a stock front end and transaxle. While it would a spare tire in the nose, which has the bonus of adding weight on the front be easy to discard the current motor in favor of an aftermarket upgrade, end for better tracking. Even so, he likes the way the car looks, so the ride Steve decided to resist the urge to modify the aging four banger, citing it height will remain with the addition of new shocks. as part of the original car’s charm. Digging into old archives, Steve discovered that the windshield in the LaDawri is from a 1960 GMC, turned upside down. Typical of the era, other trim and hardware items are a mixed bag including Pontiac taillights, Lucas headlights and TR4 hood hinges. The 15-inch JBugs rims use aftermarket VW-style hubcaps and Atlas PortaWalls white-wall inserts on Toyo tires. As part of the restoration process, Steve taught himself how to work with fiberglass, beginning with filling in the holes for the parking lights, and closing a wide gap in the dashboard. For the latter, Steve was surprised to find there was no connection between the outboard ends of the dashboard and the forward door supports. In retrospect, he realized that’s probably why the doors were screwed shut — to prevent flexing of the convertible body. With the doors now functional, that gap had to be closed. To correct matters, he laid several layers of fiberglass mat. After curing and sanding, body filler provided a smooth finish and the results were dramatic. Even with functioning doors, the cowl shake was thus eliminated. Interestingly, he also discovered that marine-grade plywood provides additional structure underneath, used both in the rear engine compartment and the front trunk. This construction approach was common for the time and also used in early fiberglass boats. At one time, the plywood was probably varnished for protection, but the coating is long gone and is one of the next items on Steve’s list. The car also came with a small cosmetic, fiberglass tonneau cover behind the seats for the nonexistent soft top, but Steve felt that it disrupted the lines of the car and eliminated it. LaDawri didn’t make a hardtop for this model, but he is hoping to find one that can be adapted to fit. After the body was smoothed out, the next upgrade was paint, and Steve sprayed his own. The seaside blue shade was popular back in the ’60s, and Steve’s is accented with metallic matte silver racing stripe decals. Chrome Sebring emblems from a Chrysler made for a modern finishing touch. As noted at the outset, Steve’s original goal was to have the car ready for the 2019 Cars & Coffee event at Amelia Island, and he gives special thanks to his wife, Toni, for her help and support. In so doing, they also achieved something else: the PIXAR Award for the Car Most Likely to Star in a Movie. Perhaps we’ll see his car on the big screen at some point, but in the meantime, he’s concentrating on more refinements, such as finding a better latch system for those doors. Like an automotive archaeologist, Steve is always trying to learn more about the car’s past. It sat in a warehouse in Rockford, Illinois, from 1975 to 2013, and the only other clue to its past is a Southern Illinois University parking sticker. But for now, Steve will continue to iron out the details on his Sebring, preserving this piece of automotive history for future kit car enthusiasts to look back on.

reincarnationmag.com | Autumn 2019 51 RCR MkI GT40 Readers’ Rides TRIPLE THREAT

A blistering tribute to the sensational and successful MkI GT40 As told by Chuck Schmidt | Photos by Steve Temple

52 A blistering tribute to the sensational and successful MkI GT40

reincarnationmag.com | Autumn 2019 53 RCR MkI GT40 Readers’ Rides

The metal plate on the rear spoiler matches those often

used on the original GT40. Note the ironic license plate — this RCR40 is anything but subtle!

hey say good things come in threes. Well, my son Ryan and I had a trio of reasons to undertake the costly and time- T consuming project of building Race Car Replicas’ RCR40, inspired by a half-century-old Ford GT40. First is the historical significance. Henry Ford and Enzo Ferrari had a spat in the early 1960s when Mr. Ferrari decided to renege on the deal to sell his company to Ford. So Henry Ford decided to break the winning streak Ferrari had enjoyed at Le Mans by building a race car to put Ferrari in its place. And he did. In 1966, three (there’s that number again) 7.0- liter MkII GT40s crossed the finish line together in one of the most iconic and dramatic Le Mans finishes ever. Next, a MkIV, also with a 7.0-liter engine, prevailed in 1967, but there is so much more to the story. The French changed the rules for the 1968 race, limiting the engine displacement to 5.0 liters. The GT40 MkI was powered by a Ford 302, which met this requirement, and in 1968 a MkI (chassis No. P/1075) painted in Gulf livery of baby blue and orange swept across the finish line first. The exact same car repeated the feat in 1969 while competing against the Porsche 917, which was the most advanced race car of its time. This historical feat, combined with our preference for the small-block Ford, steered us toward the MkI. Along with the historical motivation, we had some practical experience in car building inspiring us to tackle another build. Ryan and I had just completed an Everett-Morrison Motorcars Cobra replica, powered with a 427 side-oiler V8. We had such a great time building it that we just had to do another replica, so chalk the Cobra up as our second reason for building the RCR40. A bit of research led us to Race Car Replicas and its proprietor, Fran Hall. In 2006 we met Fran at his shop to check out his RCR40 kit. His enthusiasm was palpable, as he continually moved about, responding to questions instantly. We got a good look at all the major parts of the RCR40 kit while there, including the aluminum monocoque chassis, billet

54 Speedhut electronic gauges are more advanced and have

faces that capture the feel of the original Smiths gauges. The Lucas switches on the dash are just like the original, and all function as intended. aluminum suspension components and fiberglass body molded from an The RCR40 has a roll cage not found on the original race car, original car. The quality of the build components had us sold on the but it adds to the safety of the cockpit and rigidity of the chassis. project, our third and final reason needed to get underway, and we put down a deposit shortly after our visit. Even so, building a car as complex as the RCR40 is not for the faint of heart. With no formal mechanical training and limited mechanical experience, I spent countless hours on the internet researching all aspects of the project and countless more hours documenting the progress. (Much of the documentation can be seen at our build blog, Chuck and Ryan’s RCR Build.) Building the RCR40 leaves significant discretion to the builder. First and foremost is the drivetrain. Our objective was a period-correct small- block Ford, in keeping with an original MkI, which ruled out fuel injection and other out-of-place items. Actually, the drivetrain in our GT has been through three separate phases. The current, and final, setup is based on a new Ford Boss block stroked to 347 ci with Air Flow Research 185 cc heads. A GT40-type Aviaid oil pan, which is a bit shallower than a stock pan, is another detail. Of course the centerpiece of the engine is the induction, original-style Weber IDA carburetors, tuned by Jim Inglese. Completing the period- correct appearance of the engine are Gurney-Weslake cast-aluminum valve covers. Another period-correct feature is the ZF five-speed transaxle. This unit is from the same family used on the originals in the 1960s. It may not be as smooth as the Porsche and other modern transaxles used by some companies on their reproductions, but the ratios are spot on for highway use and it has the correct look. As Fran is fond of saying, “The ZF has a more manly feel.” Completing the initial construction of a reproduction is only half the battle, though. The other half is sorting it out, which requires a lot of time, attention to detail, research and thought. There’s also humility and the

reincarnationmag.com | Autumn 2019 55 RCR MkI GT40 Readers’ Rides

willingness to say “I goofed” and replace a bad part with the proper stomping on the loud pedal slams you back in your seat. The engine really component. All told, a car that does not require sorting out is a car that comes alive above 3,000 rpm, as is typical with Weber IDAs, and the has not been driven much. super-sticky Avon rubber really hooks up. It is a splendid driver, judged This project has been underway for a dozen years and is now a solid by the measure of a 1960s car. performer, ready to drive at a turn of the key, a few squirts of fuel into As should now be apparent, there is actually a fourth reason for this the Webers and a push of the start button. 12-year endeavor — the thrill of driving it! It hasn’t always been that easy though, and we had an interesting issue with the fuel system along the way. This RCR40 began its life with a pair Editor’s Note: Chuck Schmidt has yet another Race Car Replicas project in of Holley fuel pumps, one on each side, for the two separate fuel tanks. the works, a D-Type Jaguar. Follow his projects on Instagram @Constant_ Each was independently switched with proper filters and check valves. speed37 and on Facebook at Constant Speed. They worked well with a Holley four-barrel carburetor and the more modest engine that preceded our current power plant. They didn’t work so well with the Webers, though, which require a reduced fuel pressure of around 3 pounds. It took a lot of head scratching and research to reach the conclusion that the Holley pumps, when pushing into such a low-pressure regulator, did not like lifting the fuel about 12 inches from the bottom of the tank, giving rise to a recurrent vapor lock issue. These pumps were supposed to be located below the level of the fuel pickup, so new pumps were in order. The solution was a pair of Facet pumps, designed to lift fuel far higher than the GT’s 40-inch-tall roof. They had the added bonus of including an internal check valve and filter, eliminating extra plumbing connections, which is a bonus when running fuel lines. When a GT40 is racing around the track at well over 100 mph, a lot Covering the carburetors is a reversion plate, as used on the original of air is flowing through the engine compartment, thanks to the side ducts. When driving through town on a hot summer day in stop-and-go GT40. This piece serves a couple of purposes, including maintaining the traffic, the engine compartment can become very hot, and that is not fuel-rich gases close to the intake horns and protecting the Plexiglas healthy for the fiberglass body. So I looked for a way to enhance airflow. window from deterioration. After a lot of thought and research, I eventually settled on a pair of Derale fans that move 325 cfm each and fit perfectly over access holes on the sponsons on either side of the engine. The fans pull cool air from the back of the sponsons and blow it upward in the forward portion of the engine compartment. And then the cooler air is carried naturally toward the vents on the back of the clip. This setup does an excellent job of keeping the engine compartment cool. When the ignition is turned off, power to the fans also goes off, creating the issue of a hot engine baking the rear of the car for several minutes. Now, an electronic relay maintains power to the fans for up to 10 minutes after shutdown, which further protects from heat sink. Speedhut electronic gauges are a deviation from the original Smiths gauges, but the folks there worked with us to make gauge faces that capture the feel of the original gauges. And they are most certainly more reliable. The GPS speedometer is a real treat, eliminating a cumbersome mechanical hookup and it is dead-on precise. It picks up a satellite signal most everywhere, even in the garage. Lucas switches are used on the dash like the original, and surprisingly, they all work dependably. Inspiration for the paint scheme came from the Shell promotional GT40, which was Guardsman Blue and Wimbledon White. These are the VENDORS same colors that adorned many of the iconic Shelby 427 Cobras during Ad on that same time period. Pg. 25 Superlite Cars & Race Speedhut Inc. With sticky Avon tires and QA1 adjustable shocks that are a bit stiffer Car Replicas (RCR) 801-221-1460 than stock, the GT holds the road well. The sound emanating from the 586-329-1573 www.speedhut.com “bundle o’ snakes” exhaust as the Webers suck in gobs of air and fuel www.race-car-replicas.com really gets your attention. With 500-plus horses in a 2,450-pound car,

56 After trying two previous engines, the final power plant is

Ford Boss block stroked to 347 ci, topped by Air Flow Research 185 cc heads and Gurney-Weslake cast-aluminum valve covers.

reincarnationmag.com | Autumn 2019 57 Troy Roadster Recreation

58 ELEMENTAL APPEAL

Reinventing a one-off ’50s sports special with contemporary LS power

Story by Dean Larson | Photos by Luke Laggis and Dean Larson

reincarnationmag.com | Autumn 2019 59 Troy Roadster Recreation

The Brickyard-inspired tail section was a custom

addition, differentiating the Troy Indy Special from the Troy Roadster.

he simple, fenderless body of the Troy Its builder, Wally Troy, is a latent legend in Midwest car Roadster said so much using so few lines. culture despite his diverse career in specialty vehicles. T Its shape was equal parts racer and European Wally owned and operated the first Jaguar dealership The Troy is exotic, with all the flair of a period custom in Illinois, but he really made a name for himself by “ and a bit of hot rod attitude for good measure. The building show-winning customs that bested noted beautiful from roadster has a compelling pedigree too, as the only customizers of the day, such as George Barris. example ever built, and Robert “Bob” Kendall was To go along with his customized sedans, the Troy hooked. Years later, Bob was finally able to purchase Special and Troy Custom, Wally set out to build his every angle, but the Troy, but this unique roadster isn’t just another car idea of the ultimate European-inspired, street-legal in his collection. The potential in the Troy’s design lead racer. The new Troy Roadster was based on a custom it’s so simple, him to create his own line of replica vehicles patterned tubular chassis, with Ford running gear, a Corvette after the Troy’s elemental appeal. three-speed transmission and a 283 ci Chevrolet V8 with dual carburetors. and I knew The open-wheel, aluminum body was crafted by a Getting up to speed talented, Springfield-based body man named Cecil we could Car culture was moving at an unprecedented rate Funk, and it featured a minimalist silhouette that by the 1950s, as men with vision and skill built everything echoed exotic sports cars of the period. Aircraft-style from exceptional customs to low-buck hot rods and Plexiglas windscreens and Dayton wire wheels added build this.” race cars with street tags. European exotics began custom-car flavor, and the car was highlighted in a permeating the U.S. car scene, but America’s sports four-page feature in Hot Rod magazine in October - Bob Kendall cars were still in their infancy, leading enterprising 1960. individuals to create their own. Influenced by speed Wally sold the car soon after, but a determined and style, numerous American sports specials took enthusiast named Bill Hebal tracked it down in the shape in small shops and garages, employing unique mid-’70s and purchased it. The car was in rough condition, formulas of custom fabrication and whatever parts were and Bill stored it until the early ’90s when a complete readily available. restoration was performed. The Troy only traded hands The 1959 Troy Roadster is one of these sports specials, a couple of times in recent years, generating more and crafted in Springfield, Illinois, between 1958 and ’59. more interest each time for its lack of fenders and frills.

60 The original 1959 Troy Roadster was displayed alongside the

Troy Indy Special at the 2019 Elkhart Lake (Wisconsin) Concours d’Elegance.

The Troy Indy Special prototype was developed at Scarab Motorsports in Overland Park, Kansas.

reincarnationmag.com | Autumn 2019 61 Troy Roadster Recreation

The aluminum General Motors LS3 engine supplied by Pace Performance makes a staggering 495 hp.

Bob was inspired by the car’s story and elemental character, but moreover, he knew this car was the perfect basis for a new project. “The Troy is beautiful from every angle,” Bob says, “but it’s so simple, and I knew we could build this.” After chasing the car for a few years, Bob purchased it at auction in Monterey, California, in 2016 and brought it home to Wisconsin. The roadster was in excellent cosmetic and mechanical order, but its hot rod nature came with a few quirks on the open road. Its driving position was cramped, and the handling left something to be desired, given its beam axles, drum brakes and short wheelbase. There’s no changing the original Troy, but these kinks gave Bob even more encouragement to reinvent the car with modern suspension and a contemporary V8 driveline. After sketching out a faithful successor with wire wheels and identical bodywork, Bob then drew up a Brickyard-inspired version with Halibrand-style Nickel-plated suspension components connect wheels and an Indy car tail section. A fresh look with loads of the Corvette hubs to the inboard coilover shocks. potential, the new Troy Indy Special looked good on paper, and he was off to the races.

Developing the Troy Indy Special To lay the groundwork for the project, Bob enlisted Dick Kitzmiller and his shop Scarab Motorsports in Overland Park, Kansas. As the owner of one of Dick’s Scarab sports car continuations, Bob knew the firm was up to the task, and work started on the project in fall 2017. The team set the goal of modern Chevrolet LS power early on, which meant suspension and chassis engineering would be a tall order. They selected Scarbo Performance in Lake Forest, California,

62 A quick-release Moto-Lita steering wheel improves ingress

into the cockpit, which is actually roomier than expected.

for the job, given the company’s high-performance portfolio. Owner Joe Scarbo flew to Wisconsin that winter and performed a comprehensive 3D scan of the original Troy, digitizing its shape and dimensions. From there, Joe’s firm designed a tubular space frame to be manufactured in Docol R8 tubing, with pushrod-style suspension front and rear, and inboard coilover shocks. With a manual of technical documents from Scarbo Performance, Dick’s team at Scarab Motorsports began construction on the prototype chassis. Meanwhile Luc DeLey of Marcel’s Custom Metal in Norco, California, constructed the prototype aluminum bodywork. A custom buck was made from Scarbo Performance’s technical documents, and Luc soon had the Indy-inspired body completed. The aluminum bodywork was first mounted on the chassis in the summer of 2018 at Scarab Motorsports, and the team spent the following months tackling the myriad jobs required to get the car up and running. Bodywork, paint, interior and a few revisions along the way added months to the build, but the car made its debut at Amelia Island, Florida, in March 2019.

reincarnationmag.com | Autumn 2019 63 Troy Roadster Recreation

Scarbo Performance spec’d out double-adjustable

shocks from QA1 for the inboard coilover suspension.

64 Driving the Indy Special forward No one said it would be easy creating a car from scratch, imagine zero-to-60 times should rival any LS3-powered OEM. Getting a bit too comfortable but the whole process surely has you wondering if the drive with the throttle pedal, I headed back the shop and turned over the keys. is worth all that effort. There’s still some fine-tuning to do To build and market the Troy Roadster and Troy Indy Special, Bob founded 7fifteen on the car, but Bob tossed me the keys to the prototype for Motorworks in the small town of Three Lakes, Wisconsin. A run of 33 Troy Indys is a quick test drive. already in the works, all fully customizable, and the more traditional Troy Roadster will At a glance, the car is visually striking, and I all but be available as well. Bob also has a rare GM sports car replica in mind in the coming guarantee there’s no driver on the road, or pedestrian on the year, which we can’t wait to see. sidewalk, who could remain oblivious to its presence. The All told, the Troy Indy Special is a car that puts a smile on your face a mile wide. It’s car is low and wide, really wide, but it has to be in order to remarkable that such a vehicle can exist today, because it’s worlds away from what we’re handle the horsepower on tap from the General Motors LS3 used to. It’s the kind of car you would imagine into life as a child, like a living version engine. Especially true when you consider that this running of a winning pinewood derby car. It’s a fresh mix of something new and something old, and driving prototype weighs just 2,203 pounds — including and really, really fast too. a three-quarter tank of fuel. The bodywork and paint are impeccable up close, and Bob selected a unique silver-blue shade that was mixed and VENDORS applied by Kultured Customs Restorations in Gardner, Kansas. But since this car is a working prototype, expect to Ad on The wide track width on Pg. 3 7fifteen Motorworks see some subtle differences in the finished product. Bob says 715-493-7911 the Troy Indy Special makes that the production bodies will have fewer quarter-turn www.7fifteenmotorworks.com a dramatic impression on fasteners and fewer individual panels. Additionally, simpler the open road. push-button-style fasteners will be used to secure the hood and any other frequently detached panels. Furthermore, the bodies will be manufactured in a modern, stretch forming process, as opposed to this prototype body done by hand. In the process, the aluminum sheet metal is clamped in a device and stretched to yield, and then a die is pressed up into the sheet from below. The process leads to a more repeatable part in a shorter amount of time, reducing costs and improving the final product in the long run. Connecting those massive Toyo Proxes tires to the body is the pushrod-style suspension spec’d out by Scarbo Performance. With a nickel-plated finish, the suspension components look pretty trick but don’t immediately interrupt the vintage feel. Corvette C5 uprights were used on all four corners, along with Wilwood six-piston brakes up front and four-piston units in the rear. Inboard, QA1’s double-adjustable coilovers were selected front and rear, and a Cadillac CTS-V differential sends power to the 295/45R18 rubber out back. Ingress into the cockpit requires a little more effort given the lack of doors, but the process is made easier by the detachable Moto-Lita steering wheel, and the interior is roomier than expected. Hit the master switch, turn the key and the 495 hp LS3 from Pace Performance roars to life. Simply put, you’ll know this isn’t your average commuter right off the bat. The controls take a minute to get used to, as does keeping the wide track width within the paint lines, but with a quick stab of the throttle and shift of the TREMEC six-speed, you’re hooked. The car goes like stink but requires diligent use of all controls, given its lack of driver nannies (like traction control). But keeping everything in line is easier than expected thanks to the wide rubber and suspension geometry. The Wilwood brakes haul the car in quickly, just in time to get back on the throttle for a rewarding soundtrack from 3-inch side pipes. I was too busy laughing to watch the speedometer, but I’d

reincarnationmag.com | Autumn 2019 65 When it comes to Ford vs. Ferrari, you hang the blue-oval flag high and pledge your allegiance to Dearborn’s best and big, hairy-chested cubes.

Hairy or not, cover your pecs with our latest tee featuring the ’66 Le Mans-winning GT driven by McLaren and Amon. It’s available in five sizes, and any color you want — as long as it’s black.

This limited-edition T-shirt is only available until Dec. 2, 2019.

When it’s gone, it’s gone.

Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Tee Style: q Men q Women Tee Size: q Small q Medium q Large q X-Large q XX-Large COLE Publishing PO Box 220 q q Tee Sleeves: Short Long Qty:____ | Qty:_____ | Qty:____ | Qty:____ | Qty:_____ Three Lakes, WI 54562 Notes: ______Sorry, no foreign orders, shipping to United States only. Fax to: 715-546-3786 Name: ______Please make checks payable to: Address: ______COLE Publishing City: ______State: ______Zip: ______Phone: ______Order online: Credit Card #: ______CC Exp: ______V-Code: ______NOTE: Orders ship 2-3 weeks after Dec. 2 closing date. No foreign orders, shipping to United States only. RCNMag.com/tees When it comes to Ford vs. Ferrari, you hang the blue-oval flag high and pledge your allegiance to Dearborn’s best and big, hairy-chested cubes.

Hairy or not, cover your pecs with our latest tee featuring the ’66 Le Mans-winning GT Plus Quality Parts For Your Build driven by McLaren and Amon. It’s available in five sizes, and any color you want — as long as it’s black.

This limited-edition T-shirt is only available until Dec. 2, 2019.

When it’s gone, it’s gone.

Only $19.95 Short-sleeved • $24.95 long-sleeved • FREE Shipping! Mail to: Tee Style: q Men q Women Tee Size: q Small q Medium q Large q X-Large q XX-Large COLE Publishing PO Box 220 q q Tee Sleeves: Short Long Qty:____ | Qty:_____ | Qty:____ | Qty:____ | Qty:_____ Three Lakes, WI 54562 Notes: ______Sorry, no foreign orders, shipping to United States only. Fax to: 715-546-3786 Name: ______Please make checks payable to: Address: ______COLE Publishing City: ______State: ______Zip: ______Phone: ______Order online: Credit Card #: ______CC Exp: ______V-Code: ______NOTE: Orders ship 2-3 weeks after Dec. 2 closing date. No foreign orders, shipping to United States only. RCNMag.com/tees reincarnationmag.com | Autumn 2019 67 VW-Based Puma GTE ANIMAL RESCUE

68 RESCUEReviving an exotic South American cat here in the states Story and Photos by Joe Greeves

reincarnationmag.com | Autumn 2019 69 VW-Based Puma GTE

Inspired by the

Lamborghini Miura, the smooth lines on this 1978 Puma GTE still attract attention, even four decades later.

The black cosmetic bumpers on the car are powder-coated sheet- metal covers over fiberglass forms, front and rear. This Puma runs horizontal Volkswagen Bus taillights, although many variations were done over the years.

70 n the 1950s and ’60s, the Volkswagen was the preferred base for myriad automotive projects. Cute, peppy and sporty. With I a little work, the homely VW body could be removed and a new one easily installed on the versatile floorpan. Even though Beetle-based dune buggies were flourishing, many builders wanted something more suitable for the street use. Rob Raulerson from Orange Park, Florida, was one of those. He’s been a VW enthusiast for about 35 years. His father was a VW mechanic and Rob had a custom VW Bug when he was in high school. So it was a natural for him to lean toward a cool VW-based project, but he wanted something other than a dune machine. When he came across a VW website listing a VW-based Puma originally from Brazil, the connection was immediate. The Puma started production in 1964, due in part to Brazil’s highly restrictive automotive import regulations. Local manufacturers took advantage of the opportunity to fill the country’s transportation needs, and the Puma was part of the new breed of locally produced cars. While originally marketed as race car using front-drive DKW components, the Puma made the switch to VW underpinnings in 1967, which made the car streetable and more attractive to the general public. Although the Puma was sold only as a complete car in Brazil, a small number of cars were imported to the states as kits during the 1970s and ’80s. Due to restrictive U.S. import regulations, they were designated as “parts kits” and arrived as assembled bodies, minus the front suspension, transaxle, engine, wheels and tires. The missing items could be sourced from donor vehicles, but also were available from the distributor, formerly Kevin Hines of Special Edition, which now handles the Beck Speedster, Spyder and GTS. According to Hines, Puma produced some 22,000 cars and trucks in its heyday but still had to declare bankruptcy by the mid-1980s. The demise of the company was due largely to a change in the political climate that dissolved a favorable tax arrangement with the outgoing military dictatorship. Hines says that Puma was briefly reopened by the Alfa Metais company in Curitiba, Brazil, and they produced four Puma models under the AM prefix. The firm also had ill-fated plans for another car promoted by boxer Muhammad Ali, called the Ali Stinger. “These efforts were too little, too late,” Hines recalls. “We did make two prototypes for this last effort and signed a contract for 500 units, but the funds never appeared.” One of the Ali Stinger prototypes was a coupe, which he still owns, and the other a convertible, but it caught fire and was destroyed Under the forward-opening hood is the traditional Volkswagen 10-gallon many years ago. gas tank and spare tire, adding weight to the front end for better handling. When Rob first discovered his Puma project online, he was taken by its sleek design. Its looks were inspired by the Lamborghini Miura, the first supercar with a midengine, two-seat setup. While the Puma emulated the Miura’s crisp Italian styling, its VW four-banger fell a bit short of the V12’s supercar performance. And this particular example had other issues in need of attention. While the car in the ad had good bones, it was in rough condition. In addition to stress cracks throughout, the car had been hit in the left front and poorly repaired. Since the Puma has a one-piece body, the fender had to be recreated rather than simply bolting on a new one. Even so, Rob took a chance on the car and had it shipped to his home in Orange Park. After a false start with one body shop, he was fortunate to find Aaron Beverly and Willie Williams from Born Again Painters in Jacksonville. They were able to rejuvenate the dilapidated body and recreate the damaged fender, all before spraying it with a beautiful, bright Ferrari rosso corsa red. Rob’s second fortunate find was meeting Brazil resident, José Mitchell

reincarnationmag.com | Autumn 2019 71 VW-Based Puma GTE

No supercar V12,

just a dependable flat-four. The Volkswagen 1,600 cc Type 1 gets the job done and is fun to drive. Custom headers and a modified muffler add a sporting tone.

VDO gauges on

the dash monitor the engine mechanicals.

72 while at a car show here in the states. When José returned home, the two corresponded and José began sending Rob parts on a regular basis, eventually becoming a distributor for the small Puma community in the U.S. His assistance was invaluable in obtaining all the hard-to-find items needed for Rob’s restoration, such as the new rubber for the glass, carpet, steering wheel, gas cap and even a vanity license plate from Brazil. The third piece of the puzzle was Ron Wells of Chief’s Pistons & Rotors Motors in Orange Park. He handled the mechanical work on the engine and the overall assembly of the car. The Puma rides on a VW pan, shortened about a foot. Suspension starts with a lowered H-beam front end that tightens the gap between wheel and wheel well. Front and rear sway bars were added for flat cornering, and modern clamping pressure comes from disc brakes up front and Type 3 drums (bigger than a Beetle’s) in the rear. The car rolls on 14-by-5-inch and 14-by-6-inch wheels with General AltiMAX RT rubber on all four corners. A 10-gallon fuel tank resides up front in the traditional VW location, along with the spare, helping to equalize the front-to-rear weight distribution. To provide a little extra clearance, since Rob is a big guy, the driver’s side floorpan was dropped an additional With room for two and space for groceries behind the seats, 2 inches. the cozy interior is comfortable, if not spacious. The VW engine in the Puma was running at the outset, but not at its Procar seats cradle the driver and passenger. best. Careful tuning, several new parts and a lot of time and patience transformed it into a potent little performer. The 1975 Type 1, 1,600 cc flat- four is fueled by a pair of Solex single-barrel carburetors. It’s also fitted with an Empi 72-plate competition oil cooler with a 12-volt electric fan, plus custom aluminum engine pulleys, CB Performance valve covers and Bosch electronics. Custom Puma headers dump into a transverse-mounted muffler. The engine is connected to a four-speed, freeway flyer transaxle fitted with a Gene Berg short-throw shifter with a Puma knob. Rob reports that the shifter moves just 3 inches between gears. Moving inside the all-black interior, the driver and passenger sit on comfortable SCAT Enterprises Procar bucket seats wrapped in black vinyl. The gauges are VDO, made especially for Puma, as is the leather-wrapped wheel. An Alpine stereo plays through a pair of Infinity speakers in the quarter panels, and sound deadening throughout ensures that the driver and passenger can genuinely enjoy the music. An OPTIMA battery supplies all the car’s power needs. The final step was the exterior, and Pumas were fitted with multiple trim combinations over the years. Rob’s car uses horizontal VW Bus taillights and Hella H4 headlights. The decorative fiberglass bumpers front and rear are reinforced with black, powder-coated metal covers, and the sideview mirrors are authentic Puma parts. Now that the car is complete, Rob has become a regular on the show circuit with a collection of trophies, proving the car has become a true crowd favorite. He plans to improve his Puma with a larger, more powerful engine and truly appreciates the support of his wonderful friends and family. All of which is living proof that rescuing a rare animal brings people together.

reincarnationmag.com | Autumn 2019 73 This is our starting point, a Chevy

350 ci small-block V8 with a Edelbrock manifold, 1-inch carb spacer, Holley 4160C four-barrel carburetor, HEI ignition and temperature sensors.

Story and Photos by Jim Youngs INDUCTION

74 1 Here are the components of the K&N

electronic carburetor injection system (clockwise from left): electronic control unit with USB drive containing necessary software, gaskets and carburetor studs, O2 sensor bung 2 The first step was to remove the carburetor and spacer. Be sure the surface is clean and dry. and NPT fitting, O2 sensor and wiring harness, ECI plate and USB cable, injector and fuel rail. Then install the new carburetor studs and gaskets. INDUCTION ALTERNATIVE hile carburetors do a pretty good job of sucking in air Installing K&N’s new electronic and fuel to feed an engine, they can also be prone to a W few typical issues. Poor cold starting, midrange hesitation, carburetor injection System and losses during elevation and temperature changes are all characteristics you’ll see with the ultimate organized leak. on a small-block Chevrolet On the other hand, electronic fuel injection (or EFI) pretty much does away with those conditions, but it’s not without its drawbacks. From an aftermarket standpoint, building an engine with EFI or Before we replacing a carburetor with EFI can be an expensive proposition. As

assembled the an example, I opted for a throttle-body setup from FiTech Fuel ECI injector Injection on two recent projects, and the systems cost me about $800 plate, we did a each, after rebates. little orienting to How about an effective and less-expensive alternative to EFI that determine the best position so would work with an existing carburetor? Well, look no further than the injector would K&N, a company most of us are familiar with for its performance clear hardware air filters. and components. K&N has developed an innovative electronic carburetor injection We decided a system (or ECI), a self-tuning, bolt-on companion for a carburetor forward orienta- that addresses the carburetor’s common weaknesses. We had the tion would work opportunity to take a close-up look at the system and even install it the best. on one of our project vehicles. As you’ll see here, the installation is straightforward and simple. This setup is not exactly a new concept. Back in the 1990s, Mercury Marine touted an innovation for its biggest outboards that promised 3 better cold starts. Long before the advent of EFI on those motors, it

reincarnationmag.com | Autumn 2019 75 6 Lubricate the O-rings on the injector.

4 5 When assembling the ECI injector plate, the We initially installed a barbed NPT adapter

components include the 1-inch plate, injector and for the fuel line in the fuel rail, but later changed fuel rail. it to an AN fitting to match the rest of the carburetor’s fittings. 7 Push the injector into the plate as shown.

8 Next, push the fuel rail onto the opposite

end of the injector.

10 11 Install the whole assembly in position Note that there are two threaded outlets on

atop the manifold. the rail opposite each other. Once you determine the proper routing of the fuel line to the fuel rail, insert the supplied plug for the unused outlet. 9 Secure the fuel rail and injector with the

supplied screw.

13 To accommodate the O2 sensor, drill a

3/4-inch hole in the exhaust pipe and ream it out. 15 For ease of welding and illustration, we did

the drilling and welding on the bench instead of in tight quarters under the vehicle, and to 12 simplify installing the sensor. After adding a new gasket to the top of the

plate, reinstall the carburetor.

14 Pay attention to the orientation of the bung and

position it at a 10 or 2 o’clock position on the pipe.

76 was a fuel enrichment system. Basically when starting a cold engine, the carburetors would get an extra blast of fuel for easier starting. Each plug in the harness is distinct and can’t

K&N’s ECI is a bit more sophisticated than be confused. those old Mercury systems, though. It includes an electronic control unit, or ECU, which 18 constantly monitors input from the oxygen sensor, engine temp sensor and ignition to ensure an optimal air-to-fuel ratio. If it senses a lean condition, it injects more fuel to bring the air- fuel ratio back into spec. So, better cold starts, control of any stumbling or midrange hesitation, 16 Find a suitable location to mount the ECU and compensation for elevation and temperature changes are all possible with this unit. box that’s away from direct heat, wet conditions The K&N system consists of a carburetor and any mechanical interference. We decided to mount it on an inner fender surface on spacer plate with integral fuel block, an injector the driver’s side to facilitate wiring for our (or in the case of a Dominator carb, two injectors), installation. Two bolts through drilled holes an ECU and a wide-band O2 sensor. Also included securely mounts the unit. is a USB flash drive containing the necessary software for programming the ECU. The spacer plate is designed to hold the injector with an included fuel rail/clamp, and the ECU has proprietary wiring and plugs to tie everything together. Users can opt to set the basic parameters initially, but they can also set more specific parameters such as injector pulse width, shot volume, progressive injector firing and minimum/ maximum revolutions-per-minute range as needed. K&N’s ECI kit comes fairly complete, but there are also a few optional items that are not included. Chances are you already have a temperature sensor, but if not, you’ll need one. You’ll also need some fuel line and a barbed T-fitting, along with perhaps a couple of barbed NPT adapters for the fuel line or AN fittings. It’s also likely that you might need an adapter to accommodate the tachometer wire lead. K&N recommends an MSD #8910. The ECI installation we’re showing here is on a 1951 Ford F-1 pickup powered by a stock Chevy 350 ci small block. Hardly the type of vehicle we typically cover, but the project was in the wiring phase so there wasn’t a lot of 17 hardware getting in the way of photos. And wire Then the wiring harness is plug and play. routing was much easier before everything was Route the wiring pigtails for the injector and secured and hidden in a loom. other optional connections so they will not The Chevy V8 is fitted with a Holley 4160C interfere with mechanical assemblies or exhaust carburetor sitting atop a 1-inch manifold spacer. components. Each pigtail is color coded for easy We ordered K&N P/N 20-0001 ($499.99 for the identification. There seems to be ample wire for most any application, and it’s OK to shorten complete kit) to get started. The kit offered a them for neat routing. The following electrical nice cost saving over EFI and should lead to an connections will need to be made: rpm signal, easy-starting and great-driving pickup. O2 sensor, 12-volt ignition on, ground and injector. Optional connections are air-fuel ratio out, coolant temperature and MSD tachometer adapter.

reincarnationmag.com | Autumn 2019 77 19 The fuel line connection calls for the installation of a T-fitting and fuel line section between the fuel pump and the fuel regulator to feed the new ECI

injector. This particular installation already had a fuel regulator, return line and AN fittings connecting everything. We used an AN-style T and more braided line to feed the ECI injector for a clean appearance.

20 Once the installation is complete, it’s time to load the software into a laptop from the supplied USB drive. Plug the USB cable into the top of the ECU and

into the laptop. Then follow the instructions to precisely program the unit as desired.

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reincarnationmag.com | Autumn 2019 79 Factory Five Daytona Coupe Readers’ Rides

MOTIVATIONAL

80 Financial advisor busts stress with a custom Factory Five Coupe build

As told by Bob Hassett MOTIVATIONAL EXERCISE Photos by Steve Temple

reincarnationmag.com | Autumn 2019 81 Factory Five Daytona Coupe Readers’ Rides

everal years ago my wife gave me an ultimatum because my stress levels were too high. She told me, S “Find a new job or get a hobby.” Since I loved my job as a financial advisor at a major firm, I took the hobby route. The first three hobbies I thought of were vetoed, but the fourth idea of building a Cobra was approved. And that one has made all the difference in my life. Before sharing that experience, though, why a Daytona Coupe Cobra in particular? I’ve always loved the style and lines from the ’60s and the history of it winning the FIA World Sportscar Championship in 1965 gave it extra appeal. To top it off, Factory Five Racing had just introduced a new Type 65 Coupe, so it was a no-brainer. Prior to starting this project, I knew that my limited skills and experience were going to be an issue. So as a self-test, I refurbished an old 1985 Dodge Ram truck that was in the family. I had a blast, and so did my kids. Even so, it was evident I was going to need some help. I next joined the St. Louis Kit Car Club, headed by Dan Doerer, who kindly introduced me to the process and provided some early direction. I also got involved with the local Gateway Cobra Club in St. Louis and contacted Mark Dougherty, aka “the traveling builder.” Since my motto was “do it right and get it done,” this project could not drag on for years and years, but it had to be done correctly. Once the kit arrived and everything was inventoried, it was clear that I was going to need Mark to help me on the build. He came for a couple days, and we worked like crazy with help from my sons and wife. Mark then gave me a to-do list a mile

82 long and left, which I worked on in whatever manner I could. The concept was for a GT-type car that was going to be driven, not a trailer queen. So I sourced a 331 ci Ford Performance engine from Mike Forte, linked to a TREMEC T5 transmission, providing 300 usable horses at the wheels. I also included independent rear suspension, power steering, power brakes and a hydroboost clutch for more civilized driving on the street. In order to ensure my wife rides along, there is air conditioning and a heater, as well as an AM/ FM radio. LED lighting illuminates the cockpit at night, and a backup camera covers the Coupe’s blind spots. The great thing about Cobras is that there is a vast community, and everyone sticks together. I met many people and made a lot of friends along the path to completing my Coupe, and my normally quiet residential street had a new influx of noisy and beautiful cars that came to visit. The build proceeded from the roller stage to the go-kart stage after 13 months and was fully licensed after 17 months. Mark would return every few months, and we would build like crazy for a few days. There was always a big to-do list for me when he left, and Cobra guys would come over often to lend a hand.

reincarnationmag.com | Autumn 2019 83 Factory Five Daytona Coupe Readers’ Rides

For dependable and long-distance driving, Bob Hassett went with a 331ci Ford

Performance engine from Mike Forte, backed by a TREMEC five-speed transmission.

For a custom touch, the builder incorporated hood

vents from Factory Five Racing’s midengine GTM model. They were fiberglassed in by Jeff Miller, the painter.

84 Truth be told, this project was sort of a ship in the bottle, because once the car was a roller, there was no way to get it from the shop at the back of the house to the street. So, we built “Cobra Lane,” which was a paver stone driveway along the side of the house. After that, we were ready to enjoy the go-kart stage. The funny thing is that anytime a Cobra guy came over, he always had to drive down Cobra Lane — which really echoed against the next-door houses. Even so, most neighbors were very accommodating when my Coupe went go-karting down the street. They would even clap. I drove the car in gel coat for a year to work out any bugs and settle on the color. That was a good choice, as one of the wise sages in the Cobra Club says, “Your most difficult decision is going to be picking a color.” Wow, was he correct. I had things narrowed down to blue with Bob Hassett can’t stop smiling after all the fun he had building his Coupe — white stripes, but it was tough to decide on a final shade. Since Jeff with some help from fellow Cobra guys along the way. “Da Bat” Miller was doing the painting, I told him I was 90% sure I wanted the Dodge Viper blue shade PBE, with arctic white stripes, and I wanted him to make the paint pop. Mark drove it to Jeff’s shop in California for the body prep and paint but had a mishap along the way. He was following a semitruck at night when it ran into a deer in the road. Mark didn’t have time to avoid the carcass and drove right over it, making the Coupe bounce into the air. Later, Jeff wanted to know where the fur came from on the bottom of the radiator shroud, but otherwise, no damage done. After eight weeks, I called Jeff to confirm the PBE color. He casually responded, “Well, you’re a little late for that!” Turns out, he had already used the Viper blue paint, which turned out spectacular. Mark and I took the Coupe to the 2017 Huntington Beach Factory Five Cruise-In, and then drove it back to St. Louis. It was a joy to drive, and we averaged 20 mpg on the trip. We did have one issue with a loose wheel bearing in western Arizona, but a mechanic gave us a hand (and a scissor jack) and got us on back our way. My wife and I later drove the Coupe from St. Louis to Columbus, Ohio, for the London Cobra Show in 2017. Four blocks from the hotel, the car died on an exit ramp. After trying three or four different things to restart it, I made a couple calls, and lo and behold, four Cobra guys showed up with a trailer and towed me in. The culprit was a bad fuel pump hose, which we fixed in the hotel parking lot. If someone needs some help somewhere, it’s just a phone call, text or email and we are on our way to assist. That’s just what this Cobra community is all about.

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reincarnationmag.com | Autumn 2019 85 Ferrari F40 Replica

SEABEE’S

86 SOLUTION Ferrari F40 Replica

he U.S. Navy Seabees have a hard- earned reputation for their “can do” T attitude in tackling all sorts of daunting structural projects. After all, the name comes from the initials “C.B.,” which stand for construction battalion, and they have a storied legacy of creative field ingenuity, stretching from France’s Normandy to Japan’s Okinawa, and Iraq to Afghanistan. Their ingenuity and fortitude are legendary in the naval service. As shown in a WWII-era black-and-white photo, the Seabee motto was “The difficult we do now. The impossible takes a little longer.” Former Seabee Jim Landwehr knows firsthand how to “get ‘er done,” having worked as a mechanic in Vietnam during the military conflict there. He applied this same spirit to transforming a Pontiac Fiero into a 500 hp twin-turbo exotic. Back in 1998, Jim went to a car show and saw a F40 replica with a small-block Chevrolet power plant. Right then and there, at the age of 55, he was inspired to take on a similar project — only better. He had never built a car completely, but he had swapped several motors and transmissions in cars and had a lot of fun doing so. The donor car for this project was a 1987 Fiero GT that he purchased in 1988 with 3,000 miles on the odometer. The car was a daily driver until he started on the conversion by having a Euro-style body installed by Norm’s Fiberglass Design Studio. The body is not an exact copy, as it slightly differs dimensionally and has no rear side windows. Apparently these replica panels are no longer commercially available here in the states, but they possibly are overseas or through internet outlets. Jim says that the body was roughly installed on his frame and needed a lot of finessing for final fitment, but his can-do mentality kicked in. In order to straighten and reinforce the rear hatch, he attached stainless steel tubes with structural adhesive and then overlaid them with fiberglass. He also cut and SEABEE’S recurved the front wheel arches so the wheels could turn without hitting the front end. Persistence pays off in a homebuilt, Other custom fiberglass work required included cutting holes in the upper rear quarters to add a twin-turbo exotic fuel neck and pocket, as well as a door to the water tank for the turbo injection system. Another door Story and Photos by Juan Lopez-Bonilla opens to reveal a water neck for pouring water into an aluminum coolant recovery tank. Next, Jim set

SOLUTION reincarnationmag.com | Autumn 2019 87 Ferrari F40 Replica

about making a filler panel for the T-top and suspension crossmember for a lower center of fixing the panel gaps and alignment. Waves in gravity and better weight balance. Brakes were the panels were smoothed out using multiple upgraded with DBA 13-inch rotors and Wilwood layers of polyester primer, with block sandings four-piston calipers. in between each application. He also sprayed For the rear, Jim bolted in a 1988 Fiero on the Mazda true red paint, coated with four Formula four-link suspension. In order to fit coats of poly clear. in the Cadillac Northstar V8, he had to cut and The chassis went through a similar degree splice the cradle, replacing the stock Fiero of transformation, starting with three separate T-links with mild-steel tubing links. To finish reinforcements. For additional rigidity, Jim everything off, both the front and rear suspension used steel tubing to link the front and rear were then chromed. sections and unibody as well. And he also “I had to have a machine shop shorten both welded in a box-tube subframe in the rear, along sides of the Cadillac axles,” Jim relates. “I also with an X-brace to tie everything together. used Cadillac bearings and had the machine Next he installed a front suspension design shop modify the Pontiac hubs.” He could not by Formula One (now offered by Arraut get any information from Cadillac technicians Motorsports) with new control arms and Carrera as to how much torque the transaxle could shocks. Jim modified the setup by adding a handle, and it took several years to determine powered Mustang rack and pinion setup. Custom how strong the stock unit is. Through several handwork was required to mate the steering online searches, he eventually found out that system to the General Motors steering shaft. the transaxle was used on military tanks, but Later Jim installed Belltech 2-inch drop modified with a different stall converter to spindles and fabricated a bump-steer-correction handle more than a 1,000 lb-ft of torque. The setup using custom bolts attached to the tie rod standard one can absorb more than 729 lb-ft ends and steering knuckles. He also moved the of torque, which would be much needed, as battery up front in between the new wide-track we’ll see.

88 Ferrari F40 Replica

While obviously Italian-inspired,

the body displays a number of differences in size and panel configuration. Note the lack of rear side windows, and the front has an electric hydraulic tilt mechanism, among several other custom features.

about making a filler panel for the T-top and suspension crossmember for a lower center of Enhancing the Fiero chassis to accommodate fixing the panel gaps and alignment. Waves in gravity and better weight balance. Brakes were the Cadillac drivetrain is an ambitious undertaking the panels were smoothed out using multiple upgraded with DBA 13-inch rotors and Wilwood in itself, but Jim wasn’t done yet. Despite having layers of polyester primer, with block sandings four-piston calipers. very little experience with forced induction, he in between each application. He also sprayed For the rear, Jim bolted in a 1988 Fiero dove in headfirst, crafting his own turbo system on the Mazda true red paint, coated with four Formula four-link suspension. In order to fit for the Cadillac mill. coats of poly clear. in the Cadillac Northstar V8, he had to cut and “The only turbo I had ever seen was on an The chassis went through a similar degree splice the cradle, replacing the stock Fiero early model F-85 Oldsmobile,” he admits. “So of transformation, starting with three separate T-links with mild-steel tubing links. To finish building my own twin-turbo system and turbo reinforcements. For additional rigidity, Jim everything off, both the front and rear suspension exhaust with dual air-to-air intercoolers was a used steel tubing to link the front and rear were then chromed. challenge.” (That’s the polite expression Seabees sections and unibody as well. And he also “I had to have a machine shop shorten both use for taking on a massive job.) As expected, welded in a box-tube subframe in the rear, along sides of the Cadillac axles,” Jim relates. “I also he was fairly nonchalant about the whole deal. with an X-brace to tie everything together. used Cadillac bearings and had the machine “It seemed easy after going to several pull- Next he installed a front suspension design shop modify the Pontiac hubs.” He could not and-save lots, removing turbos, intercoolers, by Formula One (now offered by Arraut get any information from Cadillac technicians wastegates, blowoff valves and oil-return lines,” Motorsports) with new control arms and Carrera as to how much torque the transaxle could he relates. “It helped me to understand how and shocks. Jim modified the setup by adding a handle, and it took several years to determine why the engineers design these things before I powered Mustang rack and pinion setup. Custom how strong the stock unit is. Through several rebuilt the turbos.” handwork was required to mate the steering online searches, he eventually found out that Raising the output on the 1998 Cadillac system to the General Motors steering shaft. the transaxle was used on military tanks, but Northstar V8 from less than 300 hp to 500 horses Later Jim installed Belltech 2-inch drop modified with a different stall converter to required an aluminum intake from Cadillac Hot spindles and fabricated a bump-steer-correction handle more than a 1,000 lb-ft of torque. The Rod Fabricators, plus a pair of T3 turbochargers. setup using custom bolts attached to the tie rod standard one can absorb more than 729 lb-ft A Cadillac electric-shift transaxle was also ends and steering knuckles. He also moved the of torque, which would be much needed, as required, as the unit is capable of handling in battery up front in between the new wide-track we’ll see. excess of 700 lb-ft of torque.

reincarnationmag.com | Autumn 2019 89 Ferrari F40 Replica

The engine bay is a

maze of chromed and polished plumbing for the twin turbos. With forced induction, the Cadillac cranks out 500 horses.

Rather

than a race- style cockpit, the car’s builder opted for a few creature comforts.

90 Ferrari F40 Replica

Besides installing and pulling the engine multiple times, “The computer was my most difficult challenge,” Jim admits. The stock ECU was hard to reprogram, and no engine shops would touch it. Some even suggested replacing it with a Corvette computer and harness. Jim finally added a “piggyback” unit from Perfect Power that works in conjunction with the stock ECU and allows him to use a preloaded tune. For engine longevity, the boost level is set at a modest 5.7 psi of boost, and a Hobbs switch activates water spray on the intercoolers at 2.7 psi. The one flaw that he found in the AiResearch T3 turbos is that the oil-return port is too small, causing oil backup and resulting in oil blowby. “So I fabricated the stainless steel turbo exhaust,” Jim notes, “and then ceramic-coated it in-house.” Another aspect that he did not agree with was the original location of intercoolers on top of the engine, where the most heat collects. This configuration turned the intercoolers from heat exchangers into heat absorbers, which made no sense. So he low-mounted the intercoolers instead and installed louvers from a GM transit bus to the rear valance The engine bay is a for more airflow. His attention to detail continued, as he also designed maze of chromed and and built rear inner fender wells from fiberglass with intake vents polished plumbing for covered by steel mesh, allowing air in while keeping debris out. But the twin turbos. With his airflow improvements didn’t stop there. forced induction, the “I designed a rear hatch panel with taillights and turn signal lights, Cadillac cranks out modifying the amber lights with backup lights, all for function and 500 horses. style,” he notes, “and to improve airflow to release drivetrain heat.” After scrutinizing the interior of the original car that he wanted to emulate, Jim didn’t care much for the spartan race-car look. So he started out using cockpit components from a 1990 Nissan 240SX, with oyster white bucket seats purchased online from China. He spent years designing and redesigning many cockpit parts little by little. For instance, the gear shifter was made by modifying four different shifters to get the fit and function he was after. He also converted the overdrive switch to activate the water pump sprayer to intercoolers and added a Grant oak rim steering wheel with a custom adaptor. Jim redesigned the dash by fabricating three center dash pods Note the routing of the long intake tubes, which with Dolphin gauges. The reworked door panels have power locks, and the center console now has power window and mirror switches. have custom meshed vents in the wheel wells. The sport bar behind the seats is attached to a 2-inch box tube frame welded to the side bulkhead, rear firewall and floor area, all hidden behind the interior. Building a car while working 60 hours a week was a challenge for Jim, only accomplished through persistence and passion — and all the more impressive considering the magnitude of the build, which took over 10 years to complete. The car is impeccable, and the fit and finish is superb. Hopefully Jim’s experience serves as inspiration to get out in the garage and build the car of your dreams. Can do!

Rather than a race- style cockpit, the car’s builder opted for a few creature comforts.

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