Volume V, Issue 5 - May 2010

GM IS GROWING GREENER

SPORTS CARS & MORE ON THE MAXTON MILE

FREEDOM HIGH SCHOOL’S CREW CHIEF FOR PROJECT CARS STEVENSON MOTORSPORTS MIKE JOHNSON

t look a A able” d Reli “Ol it’s before sold Volume V, Issue 5 May 17, 2010

“I think these guys deserve some recognition…” (Part I)

It was around July of 1995. Over the many years of our friendship, it was always obvious what the conversation would be about when I called him, whether the call was about getting some otherwise-unavailable information or simply to visit. Both were always enjoyable. But when he called me, anything was fair game…and it often turned out that way. When he called this time, as usual, he came right to the point. “I been thinkin’, Jim. We’re right on top of celebrating the 40th anniversary of the small-block Chevy and there are still some of the original engineers out that ought to finally get some recognition for what they did. The PRI Show is comin’ up and I’ve told Steve Lewis (Show owner and producer) it’s time to put these guys on stage in front of the industry.” From this single conversation, Smokey Yunick made another indelible mark in his long string of historical contributions to the high performance and motorsports communities.

Mind you, nothing was said about “Is this a good idea?” or “Do you think anybody cares about these people?” It was already a done deal. The only question up for discussion centered on the best way to accomplish the task. “I got a list of all the living small-block Chevy engineers. I’m gonna cut it in half, send one half to you and keep the other. Then we need to start callin’ these guys to see who’s able to be on stage at the PRI Show” (in December of 1995). What followed was a most memorable experience that I decided to share with you. The events will obviously never occur again.

Up to that particular time in my career, I believed I knew a ADVERTISEMENT fair amount about the small-block Chevrolet V8. I could not have been more mistaken, as I soon started to realize when I began phone conversations with my “half of the list.” Plus, besides contacting these unheralded and aging engineers to gather their recollections about how the small-block actually came to life, I was charged with compiling a brief history and chronology of the steps taken to produce not only the engine but the ’55 Chevrolet that showcased the venerable 265-incher’s introduction. Both these tasks that I prefer to now call opportunities were loaded with surprises and stark revelations. I’d not had a clue about how the small-block Chevy came to being. An expert I was not.

Between us, Smokey and I managed to contact twenty-three of the original small-block engineers. Unfortunately, not all of them were of sufficient health to travel but, on the fortunate side, all of them were willing to talk about their respective contributions to the engine. Particularly critical to the project was Ed Cole who became Chevrolet’s Chief Engineer in 1952 (later President of General Motors), subsequently heading up the development of both the ’55 Chevrolet passenger car and truck designs. It was a consequence and combination of his engineering, managerial and people skills that he was able to assemble a team that took a “clean paper approach” to developing the 1955 Chevrolet (engine included) that moved from scratch to arrival of the new vehicle on dealership floors in just twenty-eight months! By 1955 standards of design, engineering and final production, this feat was a GM development landmark that still stands today. Perhaps even more remarkable was the fact that only fifteen-percent of the new ’55 Chevy’s parts were from prior models. Everything else was freshly designed.

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In viewing this accomplishment, it’s ADVERTISEMENT important to understand that today’s computer-aided engineering, rapid prototyping and production tooling capabilities were non-existent in Ed Cole’s day. Quoting Ed Francis, a member of the original design team, “There was a profound sense of teamwork and commitment between management and the employee mainstream, perhaps never equaled in the Division. The leadership strength provided by Cole and his management team was highly unusual for the time.”

Because Ed Cole passed away prior to the small-block’s 40th birthday, I contacted his son, Dr. David Cole (currently Chairman of the Center for Automotive Research in MI) who recalled, “I can remember how much fun my dad had driving around in a 1954 Chevy that had a prototype small-block V8 in it. He’d stop in service stations and ask the attendants to check the oil, just to see the expressions on their faces when they’d raise the hood. He was really a performance car guy.”

Among those on Cole’s hand-picked team were two other automotive notables: Zora Duntov and Smokey Yunick. Actually, Zora (who initially came to GM as a suspension guru) zeroed in on the then soon-to-be small-block FI system. Cole identified Smokey as a key “outside contractor” to begin exploring possibilities for the new engine in NASCAR circles, in addition to doing exploratory work on the development of other racing parts for the package. Looking back, it’s clear how formidable the team Cole brought together became.

As Smokey so aptly crafted his comments, as he usually did, “Over the years, this engine brought me to know some of the most brilliant automotive engineers, technicians and racers of all time. And, it also dragged up some that weren’t, but that’s part of living. I remember the first time I went into Ed Cole’s office there was a sign he’d hung there that said ‘The price of progress is trouble’ which made me think during my years of working on the small-block we must’ve made a lot of progress. I guess if you never said anything else about this engine, it’s a hell of a statement to what can be done when you assemble a group of hard-working guys, give ‘em a clear objective and support their efforts. There’ll probably never be another small-block Chevrolet engine like this one.”

From a personal perspective, I think PRI’s Steve Lewis should be given much credit for having supported Smokey’s idea to honor the engineers who brought us the venerable small-block Chevrolet V8. Thanks again, Steve. In Part II, we’ll share some of the events prior to production of the engine, how all the “wooden” parts played into the project and some additional insight from Duntov.

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Tom Macklin and Bruce Pascale '72 Cadillac Eldorado.

Words and photos by John Edwin Mason

If hot rodders and street racers are the granddaddies of drag racing, its fathers are the land speed racers of southern California’s dry lakes. Beginning in the 1920s, stripped down jalopies, homemade hot rods, sophisticated racecars, and autos straight off a dealer’s lot made their way over the mountains and onto the long, flat surfaces of ancient lakes. There, pioneering drivers pushed their cars as fast as they would go. Top speed was all that mattered. Set a record and you won the respect of your peers. Prize money? Out of the question.

ADVERTISEMENT In the 1930s, one of those speed-obsessed Californians was a young man named Wally Parks. By 1937, he was editing the newsletter of the Southern California Timing Association (SCTA), the newly formed sanctioning body that was organizing the dry lakes races. Just over a decade later, Parks saw the need for another racing association, one for drivers who wanted to go fast in a straight line, but didn’t want to go out into the desert to do it. They were the first drag racers, and you’ve heard of the organization that Parks created to rope them in -- the National Hot Rod Association (NHRA).

Drag racing quickly became more popular than land speed racing. Tracks could be located close to the cities and towns in which most hot rodders lived. Racing on them was safer than street racing, and -- good news to some, bad news to others -- it was legal.

But land speed racing -- on the dry lakes, the Bonneville salt flats, and temporary airport tracks -- never went away. Some say that it’s stronger than ever. That’s certainly the case on the southeast, where the East Coast Timing Association’s (ECTA) Maxton Mile land speed races have become highly anticipated events.

Pulling into the pits at the North Carolina’s Laurinburg/Maxton Airport, a former World War II training base that the ECTA uses for its races, is like stepping back in time. They’re all here -- hot rods, racecars, homemade specials, cars that look almost stock, and plenty of motorcycles, too. Also on hand are the men and women who race, own, and crew them. As with the land speed races of old, there is no prize money to be won or trophies to be earned. The racers and their crews make the pilgrimage because they’re obsessed with speed, passionate about racing, and in love with the challenge of building a machine that can legitimately chase a record. Besides, they know a good time when they see one.

On April 10-11, the ECTA’s 2010 season opened in spectacular fashion, with over 60 new top speed records being set on Maxton’s one-mile course. The highlights were undoubtedly the new absolute top speed records that were set for both cars and motorcycles. On the 10th, Mike Reichen ran his ‘94 Mitsubishi Evo II through the timing traps at 237.63474 miles per hour. No car had ever gone faster at Maxton, and that’s petty darned stout for a car with the aerodynamics of a brick and is fully licensed and insured for the street.

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Eric Yost

Mike Reichen

Not to be outdone, Eric Yost upped the record the next day, pushing his Pontiac Firebird to a blistering 241.40862 mile per hour. Both Reichen and Yost had great weekends, each setting records in two different classes. (Reichen’s class records still stand, since he and Yost competed in different classes). Among the two-wheel crowd, Bill Warner was the star, setting a new top speed record for all vehicles at a staggering 272.34073 miles per hour.

Gerald Davenport

Variety is the spice of life, and it’s one of the things that makes the Maxton Mile a gearhead’s paradise. The pits and staging lanes are full of cars and bikes that you just won’t see anywhere else. Take Gerald Davenport's '51 Crosley Super Sport. Crosleys are now nothing more than a footnote in American automotive history. But, back in the day, the Cincinnati-based company was one of the first to promote small, efficient cars. Davenport’s Super Sport makes a Bugeye Sprite, which it resembles, look like a hulking beast. Powered -- if that’s the word -- by its original 44 cubic inch straight four, it set a new class record of 100.94643 miles per hour.

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A number of other drivers proved that you don’t have to be fast to be entertaining. Tom Macklin and ADVERTISEMENT Bruce Pascale couldn’t get their land speed car prepped in time for the race, show they showed up in a stock-except-for-the-roll-cage '72 Cadillac Eldorado. It wasn’t a thing of beauty, going down the track, but it sure made you laugh. Macklin got it up to 112.50047 miles per hour, a mere 72.79799 miles per hour off the class record.

Martin McEntire’s '73 Citroen SM was just as much fun to watch, but it was also a much more serious effort. Having swapped the car’s original Maserati V6 for a Citroen 4 -- a nitrous-injected Citroen 4, if you can believe it -- McEntire would have made a strong run at the class record, if mechanical gremlins hadn’t appeared on the scene. The electric motorcycle that engineering students from Virginia’s James Madison University brought to the track also falls into the slow-but-cool category. With Paul Crisman on board, it set a new class record of 69.34094 miles per hour.

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There were plenty of very fast cars and bikes on hand, as well. George Gallimore set a new class record of 212.493 miles per hour in his navy blue Firebird. Steve Benyo and his Mustang missed setting any records, but still achieved a best speed of 220.78291 miles per hour. Driving a classic roadster, Steve van Blarcom also went over 200 miles per hour, on his way to setting records in two classes. His best speed was 206.04490 miles per hour. Gary Hebert and his Firebird also set records in two different classes. His fastest pass was at 199.75397 miles per hour, just a whisker away from the prestigious 200 miles per hour mark.

If you’re beginning to think that there’s a class for everything at Maxton, you’re right. Circle track cars, old and new were well represented.

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Johnny Johnson set a new class record of 143.64319 miles per hour, in his restored ‘37 Chevy Modified.

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Mark Radtke brought a vintage ‘30s style sprint car to the meet. Powered by a Model A Ford engine, it established a class record of 103.70206 miles per hour.

Allen Patterson’s ex-NASCAR Chevy was the quickest of the modern-era circle track cars. His best pass of 201.38041 was just a few miles per hour short of the class record.

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There was at least one road racer at the race. Mark Weiler, running an open wheel Ed Brace formula car, established the class record of 120.69739 miles per hour.

While there were many great cars and drivers at the meet, it’s appropriate to close with a man who connects the worlds of drag racing and land speed racing, a guy who’s been in both games for over 50 years. During his days as a drag racer, Ed Brace lined up against the likes of Chris “the Greek” Karamesines, among other legendary drivers. These days, he goes land speed racing, and he’s good at it. Brace established a new class record of 166.68627 miles per hour, in his blown, rear-engine modified vintage roadster. That’s an awfully strong performance from a couple of grizzled veterans.

The next race is May 22-23, 2010. Click here for a full listing of records at the Maxton Mile.

PHOTO EXTRA

Gary and Pam Beineke's Mopar didn't look like this when it left the factory in '71. Doesn't matter. It's still bad to the bone…and destined to run 200 mph, if everything goes according to plan.

J. Harold Seagle rode his vintage Indian to a new class record of 91.99435 miles per Dorr Johnson set a class record of 109.22484 miles per hour, in his Bugeye Sprite. hour.

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Words by Kay Burk

It has taken longer than environmentalists may have hoped, but finally the automobile manufacturers realize that they have to change the way cars are made to satisfy the consumers of the future. Going “green” is the byword these days, and General Motors is moving with the times in design of their cars and the plants that manufacture them.

Ed Whitacre, General Motors CEO, noted that he doesn't know when electric vehicles will become profitable for GM, but that electric vehicles are clearly "the way of the future" and that they will become "a very big part of General Motors."

Continuing its push to market itself as a more environmentally friendly company, General Motors has announced that more than half of the 1,300 patents the automaker filed last year are green.

Recently, GM announced that several of its plants were "zero landfill" certified, meaning that all waste is recycled or reused. And there's the much-hyped Chevrolet Volt, GM's first electric vehicle.

“The move toward electrification is requiring us to reinvent the DNA of the automobile, requiring massive amounts of innovation,” said Alan Taub, vice president of GM Global Research and Development. With the upcoming launch of Chevy's 2011 Volt at the end of this year, electric “There’s almost no component on the vehicle that is not being cars are quickly becoming a reality. And although they may look and feel like reinvented. As a result, our green patent portfolio is helping us “regular” gas-powered cars and give drivers the comfort they are used to, achieve world-class technological breakthroughs in the energy and under the hood lays the car of the 21st century. Using millions of computer environmental space,” he added. simulations that allow more testing in less time, General Motors was able to build this electric car in less than five years. (General Motors photo)

The Volt's 16 kWh T-shaped lithium-ion battery is roughly 6 feet long (1.8 meters) and weighs nearly 400 pounds (181 kg). (courtesy General Motors)

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Of the more than 650 green products, GM says two have considerable impact in future vehicles. One development is a new catalyst material for the purification of exhaust from diesel or other lean-burning engines, and the other is an alloy that changes shape when it is heated. The alloy could be used to build a recovery device that would convert waste heat from a vehicle’s engine into electricity to power auxiliary equipment such as interior lighting or How to Rebuild the car radio. Your Small-Block Chev... David Vizard "We will continue our rapid pace of technology development in areas that will be most beneficial to our customers," New $14.93 Taub said. Catalog of Chevy V8 Engine Casting What’s next on the ecological horizon? We take a look at a few of the possibilities. N... Cars & Parts Magaz... WILL SMALLER SELL? New $16.47 GM introduced its vision for urban transportation for the future in Small-Block Chevy 2030 at the Shanghai car show. EN-V (Electric Networked- Engine Buildups Editors of Chevy Vehicle) represents the reinvention of the automobile and is part H... of the technology solution to make such a vision a reality. New $14.93 Adopting a new automobile that combines electrification and How to Build High- connectivity, EN-V address the challenges associated with global Performance Chevy ... urbanization and offers a future that is free from petroleum and Will Handzel emissions while making driving more fun and fashionable than New $16.47 ever before. (General Motors Global) How to Build Max Perf Chevy Small- NEW LITHIUM-AIR BATTERY TECHNOLOGY Bl... David Vizard General Motors is quietly conducting research into Lithium-Air batteries, the next Holy Grail of electric vehicle New $16.47 technology, according to an article in The New York Times. How to Build Big- Inch Chevy Small GM acknowledges that while the battery technology has some way to go before it is used in commercial electric Bl... cars, the leap in capacity these batteries could offer could yield ranges per charge rivaling that of a conventional Graham Hansen New $13.57 gasoline fueled car.

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Air has been used in batteries before as a cathode, most noticeably in Zinc-Air batteries, often used as long-life batteries in low power applications such as hearing aids. Traditionally, such batteries could not be recharged and had to be chemically reprocessed to reuse elements of the spent batteries.

In recent years, Zinc Air batteries have been used in electric car tests, including a version of refillable Zinc-Air battery that could be ‘recharged' with fresh Zinc when the battery became depleted. However, they cannot be recharged in a conventional manner--which Lithium Air batteries can be, just by plugging them in.

Lithium Air batteries could have 10 times ADVERTISEMENT the capacity that now is achieved by existing lithium-ion cells. This could lead to EVs with ranges in excess of 400 miles per charge -- more than many subcompact cars can achieve on a tank of gasoline.

While Lithium Air batteries are at best 10 years away from commercial use and are still very much in the laboratory stages of testing, they represent a huge shift in potential range for all electric vehicles.

HYDROGEN FUEL IS ALREADY IN THE WORKS

A new all-time record - 11,516 MPG - was set at the Shell Eco-marathon recently by a hydrogen fuel-cell car. Hydrogen has taken the back burner, so to speak, to electric, but that appears to be changing.

General Motors Co. and The Gas Company, a unit of Macquarie Infrastructure Co., have just announced they will work together to develop a hydrogen fuel infrastructure to serve fuel cell vehicles in Hawaii.

The Gas Company plans to separate hydrogen from its utility synthetic natural gas stream that runs through a 1,000-mile network of pipelines in Hawaii. Using this pipeline, the company could establish delivery points for hydrogen that could help start a fuel station network, the two companies said.

Among the hurdles to using hydrogen as a transportation fuel are the lack of a fueling station network and the higher cost of hydrogen compared with gasoline.

"Hawaii is uniquely positioned and motivated to make hydrogen-powered fuel cell transportation a reality because it depends on imported petroleum for 90 percent of its energy," said Charles Freese, executive director of GM Global Fuel Cell Activities. "The Hawaii infrastructure could eventually support tens of thousands of fuel cell vehicles."

GM says it has invested $1.5 billion in fuel cell development in the past 15 years and is developing a fuel cell system it hopes to be commercial in five years.

Hydrogen fuel may have a better chance in Hawaii because of the alignment of GM with The Gas Company, which is the state's main natural gas provider, and because gasoline is more expensive in Hawaii than in the continental United States.

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ENVIRONMENTALLY RESPONSIBLE OIL FILTER DISPOSAL Automotive oil filters are typically a steel canister with the filter housed inside, making proper disposal a rather difficult task. In order to simplify the process and make the filters more environmentally friendly, General Motors is introducing a new cartridge-style oil filter on the Ecotec four-cylinders used in the 2011 Chevrolet Cruze.

As the name suggests, the cartridge-style filter is simply a replaceable filter cartridge. In lieu of the separate steel housing used on canister filters, the housing is fabricated into the engine block itself. While this reduces the cost and materials needed to manufacture a filter, it also improves (courtesy General Motors) serviceability. Instead of crawling underneath the car with specialized tools, owners or mechanics simply remove a cap on the top of the engine, pull the old filter out, and install a new part.

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Recycling a conventional steel-canister oil filter requires several elements -- including the rubber seal and metal housing -- to be cut off and disposed of separately. Only then can the actual filter be processed. A disposed cartridge-style filter, however, does without those extra elements, simplifying the recycling process.

Look for the new filter design to be incorporated on GM’s new 1.4-liter turbocharged I-4, along with its new 1.8-liter Ecotec I-4. Although both engiens will likely be utilized in a number of different GM products, they will first appear under the hood of the 2011 Cruze.

As gas prices continue to climb -- and especially since the disaster of the BP oil spill in the Gulf of Mexico -- being sensitive to environmental concerns are sure to be more important as the technology continues to advance.

Chevrolet emphasizes environmental responsibility - Page 4 of 4 - MaxChevy.com Volume V, Issue 5 May 17, 2010 This Camaro is Still Reliable by Joseph Carroll

[Ed. Note: This car is for sale by www.bestofshowautomotive.com , but we thought the car was famous enough to warrant a feature.]

The car is Dave Strickler’s 1968 Camaro Z/28 that won the 1968 Super Stock World Championship, and the man is Camaro historian and authenticity expert, Jerry MacNeish. The car has been comprehensively restored to as-raced condition, including some incredibly rare NOS items that came from Jerry’s personal collection. If there is a more thoroughly documented, well-known, and accurate early Camaro out there, I’d like to see it.

Racing legend Dave Strickler dominated NHRA Super Stock racing during the 1968 season with this Bill “Grumpy” Jenkins-prepared Z/28 Camaro. Equipped with a stock intake manifold and carburetor, stock hood, Stahl Headers, 5.38 gears, and nine-inch slicks, the “Old Reliable" ran elapsed times in the 11.70s at 116 mph, making it competitive with many big-block Super Stock Camaros. Its dominance culminated in two of Strickler’s biggest wins: on Sunday, October 6, 1968, Strickler drove to a decisive victory over a stellar field at the NHRA Super Stock All-Star Meet at Englishtown Raceway Park. Two weeks later, he went on to capture the 1968 Super Stock World Championship in Tulsa, Oklahoma, then the most prestigious S/S event on the NHRA calendar.

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The "Old Reliable" Z/28 was featured in over 30 automotive publications during 1968 and 1969, making it the most famous Z/28 Camaro in race car history! Champion Spark Plugs, and Hooker Headers, two original sponsors, featured this car in their 1968 national advertising, placing ads in virtually all major automotive publications. Thousands of Camaro enthusiasts throughout the country were influenced by this "World Class" Camaro.

The Dave Strickler legacy speaks for itself: sixteen national class championships, forty-one national and world records, and a world championship title.

Following the 1968 season, this car was retired from active competition and sold, presumably lost to history. This was common at the time, as top racers knew that the factory would supply them with a new car each year, and old racing cars were not historically noteworthy at the time. Of course, we know differently today, but for more than 20 years, the “Old Reliable” Camaro languished in obscurity, trading hands twice, and being raced in relative anonymity at tracks all over the country. It was always a well-prepped car, but there was nothing beyond its incredible history that would make it immediately recognizable once the factory Corvette Bronze paint was covered up.

In March of 1993, Jerry MacNeish located and purchased Dave Strickler's “Old Reliable” Z/28 race car. It was actually through the help of Michael Strickler (Dave's son) that MacNeish was able to track the car down. The Strickler family had kept documentation with the vehicle's VIN number. Based on that, Jerry located the exact car used to win the 1968 World Championship and bought it on the spot, knowing what he had found. According to an article in “Musclecar Review” magazine, the car was just days away from being cut up for scrap when Jerry rescued it. Later, he discovered that the car still carried its original ball joint spacers, proving that this was EXACTLY the car Dave Strickler drove to the World Championship.

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In the summer of 1993, the detailed restoration began. Jerry’s intention was to restore the car to the exact condition in which it was campaigned in 1968. Drawing on extensive research, historical documents, photographs, articles, and other sources, Jerry and his team were able to precisely duplicate the car’s decals and lettering (all of which was done by hand, as original, by the way). Mechanically, the car was better than new in every way, with upgrades that would make it competitive with modern machinery in NHRA's Stock Eliminator Class.

In the summer of 1994, “Old Reliable” made its debut at Super Chevy Weekend held at Maple Grove Raceway in Reading, PA. It was still equipped with an original balanced and blue printed 302 engine. In 1994, the "Old Reliable" Z/28 Camaro won the prestigious "Best of Show Award" at the US Camaro Nationals held in Dearborn, Michigan. In 1995, MacNeish finished the racing season placing 11th in Division One out of 185 drivers in NHRA's Stock Eliminator Class. In 1998, "Old Reliable" ran consistent elapsed times in the 11.20s at over 119 mph, (and that's without a crossram!). Not too bad for a stock 302 engine.

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In 2002, “Old Reliable” with Jerry at the wheel won the Delmar, Delaware US-13 NHRA divisional points race and finished out the season in the top 10 placing 8th for the year in Division One and 24th in NHRA world points. At that point, the "Old Reliable" ran 10.80s at almost 123 MPH. Since 1998, it has accomplished many NHRA class wins and several Stock Eliminator wins.

In January of 2008, Jerry MacNeish’s company, Camaro Hi-Performance, dismantled this car and did the necessary restoration work to put this Z/28 back to its original 1968 race configuration when it won the NHRA world championship title. Every detail is correct, down to the virtually unobtainable original Stahl front drag tires, Stahl tachometer, and rare cowl plenum air cleaner.

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According to the original Pennsylvania title that comes with the car, this Camaro was never registered—and as a race car, why would it be? As a result, it might be one of the lowest-mileage 1968 Camaros in existence and despite its history at the race track, much of it was in astoundingly original condition. During the 1993 restoration, the floors were replaced, and the hood and trunk lid were replaced with new pieces because a previous owner had installed fiberglass reproductions. All the original trim was still on the car and it was fully polished and restored as well. The car’s original Corvette Bronze paint was duplicated in 2-stage urethane for a killer shine that will last for another 40 years. You’ll note that the stripes have been embedded in the clear and are not decals as original, but this is definitely an improvement. Before you accuse them of taking the easy way out, however, note that they even went so far as to duplicate the decal’s cut-out around the trunk-mounted “Camaro” emblem—most painters paint the strip and just install the badge over it. The quarter panels required a great deal of restoration work, since they had been cut and mangled by a previous owner to fit larger slicks, but those are, indeed, the original quarters.

Once the paint was in place and polished to perfection, Jerry and his team of ADVERTISEMENT craftsmen painstakingly duplicated every decal, every stripe, every letter on the original car’s paint scheme. If the original decal was vinyl, the new ones were made in vinyl. If it was hand-painted, it was again hand-painted on the car. Nothing was overlooked, and comparing photos from 1968 and from today, you need to look at the clothes people are wearing to determine which is the original and which is the restored car. Although the car was actively raced for a decade since it was restored, there’s very little evidence of it. The chrome is beautiful, the paint is unblemished, and the car is completely show-ready. Of course, we know that the original was never, ever this nice, but it sure is amazing to see it in the flesh looking this spectacular.

Similarly, the interior of this car is 100% original from headliner to carpets. As I mentioned, the car really doesn’t have any notable mileage on it, and the driver’s seat is the only one to ever carry a human posterior. The only change from original race configuration is the addition of a 6-point roll cage and safety harnesses, which were required when Jerry started campaigning the car competitively, and surely an addition that no purist will object to. You’ll also note that this is an original radio delete car with the original block-off plate still in place within the dashboard. The original gauges are bright and clean and the odometer shows a little over 5 miles! An original Stahl tach is perched in its original location on the steering column, and the two original accessory gauges still hang proudly below the center of the dash ahead of the original Hurst shifter. The correct RS wheel is still in place (this is a real RS Z/28 according to the window sticker), the original seats are still soft and comfortable, and the door panels show no signs of elbows ever resting on the armrests. This car is truly a time capsule, not only for race enthusiasts, but for Camaro restorers anxious to see exactly how the factory assembled these cars when they were new. Surprise: they were awfully damned nice.

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The engine is a correct Z/28 302 that has been built largely to the specifications it used in 1968. There’s an original 30-30 (Z/28) camshaft in the center of the block acting on a set of solid lifters, a pair of cast iron #3917291 cylinder heads (completely stock, no porting allowed), along with stock rocker arms and valve springs. The intake is a correct 302 aluminum intake, casting #3917610, topped by a Holley #4053, 780 CFM 4-barrel carburetor. Compression is around 11:1, and it currently generates right around 400 horsepower according to Jerry. Shocking that a 400 horsepower car could be a national champion, but when you can launch as hard as this one does (there are photos showing this small block car with its front wheels a foot in the air), it’s not surprising. Up top there’s an incredibly rare factory cowl plenum air cleaner that draws air from the cowl area instead of from a hood scoop—if you can even find one of these today, expect to pay several thousand dollars for it. You’ll also notice the twin groove pulleys that were designed to eliminate belt jumping at high speeds (this engine’s shift points are at 8200 RPM!). Exhaust is handled by a set of Hooker long-tube headers and there is no exhaust system. This monster sounds AMAZING!

Living behind the engine is an as-original Muncie M22 4-speed manual topped by a Hurst shifter. There’s a photo in the vast stack of materials that comes with this car that shows Dave Strickler examining the car’s transmission during servicing, and thanks to the window sticker, there’s no doubt that this was a 4-speed car from the beginning. There’s also a 10- inch 3-finger clutch from Advance Clutch Technology, twisting a set of 5.57 gears in the GM 12-bolt out back. It’s interesting to note that the car was originally raced with a set of 5.38 gears, and was factory delivered with 4.88s, which were the tallest gears available on the Camaro in 1968. _The suspension is amazingly original, from the as-raced A-arms, springs, and shocks up front, to the leaf springs out back assisted by long traction bars. Factory disc brakes up front and drums out back provide adequate stopping power. You’ll notice a fresh stock-type gas tank out back assisted by an electric fuel pump for consistent fuel supply under load. The wheels are original Cragars, with the aforementioned and incredibly rare Stahl skinnies up front and a pair of Mickey Thompson slicks out back.

Documentation? What do you expect when the car is one of the most famous race cars of all time and the restorer is the foremost expert on early Camaros? There are pages and pages and pages of period articles, print features, photographs and other literature that I can’t possibly catalog it all. Jerry MacNeish has also compiled several concise histories on the car that are included along with a certificate of authenticity signed by Bill “Grumpy” Jenkins and Susan Strickler, Dave Strickler’s widow. As I mentioned earlier, there’s also a copy of the original Pennsylvania title and a letter from the National Insurance Crime Bureau that officially identifies this car’s VIN as the same one Dave Strickler campaigned in 1968. Then there’s the registration from the previous owner dated 7/14/1984, where he paid $1900 for the car. We also have duplicates of the original window sticker, which shows that this is a real 4-speed, Rally Sport Z/28 car, and that it was delivered to Ammon R. Smith Auto Company in York, Pennsylvania when new. Jerry has also collected extensive period photographs of the car, advertisements from Hooker, Pennzoil, Champion and others that feature this car prominently in their advertising. This car was also duplicated as a 1:18 scale model by ExactDetail Replicas, and was featured in much of their advertising as well. There’s even a biography on Dave Strickler himself that prominently features The “Old Reliable.” This is an absolutely astounding documentation package that removes any doubt about this car’s incredible history and provenance.

"Old Reliable" is restored and for sale - Page 5 of 5 - MaxChevy.com Volume V, Issue 5 May 17, 2010 Open Mic: Mike Johnson Crew chief for Stevenson Motorsports

Words by Mike Johnson Photos by Rod Short

I started working for my father’s race team when I was about 14 years old. When I turned 16, I Stevenson Motorsports was founded by went to Skip Barber and raced in the USF National Championship for a few years with guys like John and Susan Stevenson to promote Buddy Rice and a few other Indy 500 winners. In 2000, I started my own team called Arch their Extensive Dealership Network based Angel Motorsports and we ran in the new Grand Am Rolex series. In 2001, we won the 24 in Jacksonville, Wilmington, Goldsboro and Hours of Daytona and a second championship. In 2002-03 we continued and once the Daytona Swansboro, N.C. John Stevenson began Prototypes were introduced, we moved our cars over to the AMS and won another drag racing but his love for sports cars led championship with TPC Racing in 2004 and won a class victory at Daytona. Worked for Speed him to GRAND-AM first as a driver and Channel. Did a partial season with John Stevenson’s Corvette in 2007. In 2008, we purchased then as a team owner. In John's first race a Pontiac GXP-R, and won three races and had nine podiums. Last year, we won three races at Watkins Glen he finished second and and had 5-6 podiums. has been a staple in the paddock ever since. He retired from the cockpit in 2005 to Ford had hired Multi Matic, who builds a lot of the OE stuff on their cars, to build, test and race concentrate on running the team and his a Mustang for the Grand Am Cup. After they had done all of the development on the car, the expanding business. parts found their way into the Ford Performance Parts catalog. Anybody could buy the parts and it was a huge success. They sold some cars. They started the Mustang Challenge. The For years, the team ran Corvettes with whole thing took off. When General Motors introduced the Camaro, they thought it was a great limited success, but when finally they idea and decided to do the same thing. purchased a Pratt & Miller-built Pontiac GXP.R, the podiums quickly followed. In 2008 and 2009, Stevenson Motorsports scored a class leading six wins and 14 podiums but fell just short of the championship both years. The 2010 season will bring on a new challenge for the team as they will enter two Chevrolet Camaro GT.R's in the Rolex Series and two Chevrolet Camaro GS.R's in the Continental Tire Sports Car Challenge.

Here, crew chief Mike Johnson tells how he got involved in sports car racing and the Stevenson team.

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MaxChevy.com Volume V, Issue 5 May 17, 2010

GM did an in-house program with the GM Powertrain division to build a Koni Car Challenge Camaro. With the delays and eventual bankruptcy, it just never happened. They had put bids out to four different people to build the car. When one of our partners, Pratt Miller, heard about this, he said, “Let’s do this!” We had known Jeff Bucknum from racing against him and knew that his father was one of the original drivers of the Sunoco Camaro, so thought about replicating the 1969 Sunoco Camaro and try to get Bucknum and Donahue involved.

So, we started working on it. Bill Reilly got the contract. We were the first ones to purchase the car and it took a long time, but it was finally took delivery just a week before we were scheduled to introduce it at VIR (Va. International Raceway). We qualified thirteenth, ran as high as third for a good while before we had a failure in the clutch. That worked out well for us, because the whole purpose of making this event was to drive it as hard as we could to find out what we broke. Now we’ll be testing extensively getting ready for the 2010 season.

It started as a body in white. Of the 7 cars that have been built by Reilly Technologies in Concord, NC, this is the only body in white.

Open Mic: Mike Johnson - Page 2 of 3 - MaxChevy.com Volume V, Issue 5 May 17, 2010

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Right now, our relationship with both GM and Sunoco is more on a merchandising standpoint, but I don’t anticipate our car changing from its current configuration. We do hope to add a #9 car, however, in the traditional livery as well.

Jeff Bucknum really spearheaded the project. He had called David before he had called me. They already had a lot of the Sunoco contacts in place before we got involved. Grand Sport is the only place where this car is legal. We are ADVERTISEMENT currently re-bodying the GXP-R car to a Camaro body. Our plan is to have 1-2 GTP Camaro’s and 1-2 Grand Sport Camaro’s.

Everybody in Virginia was really excited to see it. Jeff and David will be driving next year.

The cars have to be as close to stock as possible, meaning that they come straight from the showroom floor for the most part. These cars aren’t designed for what we put them through, so if a car comes with some inherent problems, the teams might be allowed to do some bracing or stiffening where needed. They want everybody to race and do well. We have aftermarket brakes, performance exhaust systems & safety equipment, but the biggest changes involves the suspension with shocks, springs & sway bars. We also replace a lot of the rubber bushings to stiffen everything up, but everything has to be in the stock location. Other than that, everything else is basically bone stock.

We do run a Bosch engine management, which allows us to track and manipulate more data and a Motec data acquisition. Everything inside the engine remains bone stock, but they are allowed to go inside and “clean things up”. With the Camaro’s 6.2-litre engine being the biggest in the field, they have to run a 64mm restrictor that fits in the throttle body which takes about 30 hp off the top end.

Open Mic: Mike Johnson - Page 3 of 3 - MaxChevy.com Volume V, Issue 5 May 17, 2010

Words by Clifford Tunnell Photos by Jay Abitz

Generally, when our readers send in pictures or stories of their cars, it’s one of three things. First, there’s the guys with money to burn who paid for pros to restore their beauty with all the bells, whistles, and original chrome. The chrome strips may have been handcrafted by blind Algerian monks over the course of decades. Second, there’s the guys who do everything themselves. Working on a budget, they’ve lovingly reworked every piece of the car in their garage. It took them years and years, but it’s done and it’s done by them. And finally, we have the guys who just bought a rustbucket off Craigslist, but are inordinately proud anyway. With few exceptions, every car we get photos of falls into one of those categories.

Then we heard from Jay Abitz. Jay is a teacher at Freedom High School in Freedom, Wisconsin, and leads the Freedom Auto Club, a group of students learning practical experience in automotive maintenance through hands-on work. The kids do everything from sanding and painting, to cutting and welding. That kind of story is just too cool to pass up, especially when we got a look at some of the cars his kids have made right. Now a word of warning: These aren’t every one of them Chevys, but we figured we’d cut them a little slack. They’re young. They still have time to embrace the Bowtie wholeheartedly.

Jay not only leads the Auto Club, he founded it, way back in the hoary mists of 2008, a time when dinosaurs and Studebakers roamed the earth, devouring any cars smaller than themselves. The tools and facility weren’t getting a whole lot of use, and Jay saw a need for a quality after school activity. The club was born. Many of the club members are students at Freedom High, often taking regular classes in auto mechanics and auto body. Some don’t take any car classes at all, but join the club to have a place to work on their own cars, as well as helping with club projects.

Freedom High School's Project Cars - Page 1 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

It was a long way from the bright lights of the Indy 500 when this '82 Camaro pace car made its way to the Freedom Auto Club, but with loving attention of Jay Abitz and his students, it was restored to its glory before too long. Here's Derek Hauser doing some work. Don't you just love a happy ending?

Freedom High School's Project Cars - Page 2 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

Dan Nelson worked on this '86 Camaro. Before....

During....

And after.

Freedom High School's Project Cars - Page 3 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

About those projects. There’s a new batch of cars in the shop every semester. Most of the cars belong to the students themselves, from the local community, or from Jay’s own collection, though there are exceptions.

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Freedom High School's Project Cars - Page 4 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

How to Build High- Performance Chevy ... Will Handzel New $16.47

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How to Rebuild Small-Block Chevy Lt1... Mike Mavrigian New $14.93

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The Classic Chevy In 2008, the club restored a one- Truck Handbook HP ... of-a-kind Mohs Ostentatienne JIM Opera Sedan that belonged to the RICHARDSON New car’s designer, Bruce Mohs How to Rebuild himself. Your Small-Block Chev... David Vizard Now, before you start lighting the New $14.93 torches and sharpening the pitchforks for the mob attack on Privacy Information our palatial Phlegm Towers offices for showcasing a non- Chevy in the hallowed pages of MaxChevy, do yourself a favor and learn a little bit about this car Chevy and we’re sure you’ll find it worthy Bowtie/wFlag Sunscreen of a place. Sporting solid steel Chroma Graphics frame rails slong the sides, a truck New $9.98 engine, a single rear hatch style CHEVY 2003- door, nitrogen filled tires, and available (optional) refrigerator and Ming rug, this is truly one-of-a-kind. 2005 SILVERADO PU EMBLEM ... aftermarket This year they’ve already New $188.50 restored a 1948 Buick Roadmaster hearse for the Green 99-02 Chevy Silverado Full Size Bay Shriners to use as a parade Truc... High Performance car. You could fit a lot of funny P... little hats in one of those. OBX Votex Wait a second! Aren’t they PowerFlow Throttle Body Sp... supposed to drive those little tiny OBX cars? Either way, the Shriners are a good cause, and we OBX Red Spark applaud their tireless efforts to Plug Wire Set 95- 97 Ch... support the various Shriners’ OBX Children’s Hospitals.

MSD Ignition 8467 Racing Rotor MSD Co. New $11.35

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Freedom High School's Project Cars - Page 5 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

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Freedom High School's Project Cars - Page 6 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

No matter where the cars come from, the club enjoys plentiful donations, not just of materials, but time as well, and the club’s annual car show is a big hit with the other students, as well as the community at large.

Freedom High School's Project Cars - Page 7 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

Finally, we have to plug the club’s own website. If you’d like to see more of these extremely talented kids’ work, head over to www.freedomautoclub.com to check out all manner of projects, as well as their latest show.

Freedom High School's Project Cars - Page 8 of 8 - MaxChevy.com Volume V, Issue 5 May 17, 2010

NEW 16" FAN GASKET AVAILABLE FROM SPAL USA

SPAL USA, a leading manufacturer of OEM and aftermarket electric cooling fans since 1959, introduces a 16" Fan Gasket for hot rodders and enthusiasts who want to mount their fans directly to the radiator core without a shroud.

The specially designed rubber Fan Gasket provides an additional 1/4-inch clearance from the cooler core and is ideal for mounting pusher style fans. It features universal brackets and works exclusively with SPAL's 16" fan line, which includes their popular High Performance Push Straight Blade fan ) and High Performance Push Curved Blade fan.

SPAL also offers medium and low profile 16" fans where improved airflow is needed on vehicles with tighter space requirements.

All SPAL fans and blowers can be purchased direct from SPAL USA at www.spalusa.com or through an authorized SPAL USA dealer.

7.25" STEEL V-DRIVE BELLHOUSING KITS FROM QUARTER MASTER

Offering the lowest moment of inertia and the best quality of components in the industry, the Quarter Master 7.25" Steel V-Drive Bellhousing Kits ensure that both acceleration and deceleration are improved, while still giving you maximum driveline durability and rules legality. These lightweight kits combine state-of-the-art engineering and years of racing expertise to give you the perfect combination of quality and value.

These premium kits feature a lightweight CNC-machined steel bellhousing (18 lbs.) that ensures proper concentricity for reduced driveline wear, an ultra light flexplate that reduces the moment of inertia and a 2 or 3-disc V-drive clutch with a balanced button flywheel. The 7.25" V-drive multi-disc clutch offers better cooling, allows clutch dust to easily escape the unit and lowers the moment of inertia. The balanced button flywheel is the best complement to the ultra-light flexplate, as it provides the lightest clutch for your performance dollar.

The CNC-machined lightweight steel bellhousing accepts Quarter Master Tri-Lite or Floating Hydraulic Throw-Out Bearings to increase concentricity and parallelism. With features that significantly improve throttle response and deceleration, along with advanced Quarter Master engineering and manufacturing techniques, this kit a “must have” investment for the Chevy crate racer.

THE NEW "REMOVABLE REAR CROSS BAR" ACCESSORY FOR "HAULER II" & "UTILITY BODY" RACKS

Hauler Racks now has a kit that converts their rear cross bar into a removable cross bar that is quickly and easily removed. Works on all "Hauler II" universal truck racks and "Utility Body" racks. Just ask for the RCBH2- 1 when you place your order for the hottest selling universal aluminum rack series.

Quick Turnaround Time: Hauler Racks prides itself with a fast turnaround time to get the product shipped to you. Most items are in stock at all times. Small orders ship same day or next day depending on when you place your order. Larger orders may take 3-4 days.

For more information, contact Hauler Racks at 800-843-5445, or online at haulerracks.com .

Check It Out! - Page 1 of 2 - MaxChevy.com Volume V, Issue 5 May 17, 2010

AEROMOTIVE NEW STACKABLE FUEL PRESSURE REGULATORS

Aeromotive is proud to announce the release of their new Stackable Carbureted Fuel Pressure Regulators. Ideal for carbureted nitrous engines, these regulators allow you to “stack” them together to control multiple pressures with a single fuel pump. The new “Stackable Regulator” is a clean, lightweight solution, ideal for nitrous engine combinations where unique pressures are desired.

No longer will sportsman and professional racers have to screw together unsightly brass T’s and pipe fittings to create a so-called “fuel log”. The Aeromotive Stackable Regulator solution creates its own integrated fuel log, by utilizing a patent pending flow-through designed modular regulator body. Using a positive O-ring seal, simply bolt as many of these regulators together as needed using the provided cap screws and O-rings. Each billet aluminum, CNC-machined regulator is adjustable from 5-12 psi and is equipped with O-ring and ORB-Ports including; ORB-10 (flow-through) ports and (2) ORB-06 outlet ports.

Capable of feeding single or dual carburetors and 1, 2, 3 and 4 or more stages of nitrous, all with total control of unique fuel pressures at every distribution point. For the ultimate nitrous fuel system, it’s easy to combine Aeromotive’s Pro-Stock 2 or 4-port regulators with the new Stackable Regulators, where all flow and pressure control is consolidated for a much cleaner, lighter package. Screw the combined Stackable Regulators to the inlet of an Aeromotive Carbureted Fuel Pressure Regulator, either dead-head or bypass style and control your carburetor system pressure separate from each stage of nitrous.

With the new, Aeromotive Stackable Regulators you have more flexibility than ever before. These regulators are completely serviceable in the field without removing them from the car and can be combined with the Aeromotive A2000 fuel pump or the A1000, Eliminator and Pro-Series Pump. For more information about a system for your application, visit our website or call our tech lines.

For more information on Aeromotive Fuel Systems or their extensive line of components and the advantages they can provide, go to www.aeromotiveinc.com . Or to speak with one of the highly qualified technicians, call (913) 647-7300.

RHS LS ALUMINUM RACE BLOCKS

GM LS engines have truly set a new standard for V8 performance and durability. However, there are limitations for the aftermarket shopper when it comes to finding a high performance replacement for the factory block. Aware of this dilemma, the research and development team at RHS went to work designing and testing several different versions of GM LS engine blocks until they found the optimal solution for performance engine builders and racing enthusiasts.

The LS Race Block is designed for added clearance and mass customization. Available in both standard (9.240”) and tall (9.750”) deck heights with an extra-thick deck surface (.750”), this RHS block features a raised cam centerline and priority main oiling via an oil galley that is shifted outboard to allow rod clearance for a much larger stroke (4.600”) while also minimizing windage in the crankcase. Using CAD, the cylinder walls are Siamese cast with press-in spun cast iron liners. Cylinder liners are available in both standard deck (5.67”/5.87” – same as the LS7) and tall deck (5.94”/6.38”) lengths. Also featured is a 6-bolt head design with a full water jacket around each cylinder (based on the LS7 design).

For quality control assurance, RHS performs a CT scan on each block (similar to a medical CAT scan) to maintain maximum casting precision and consistency. Combine all of these features with a superior finish quality, thanks to the RHS patented Clean Cast Technology, ultra- precise computer aided design and extra surface material to allow custom machining, and you’ve got a GM block that sets a new benchmark for LS horsepower, torque and durability.

DO-IT-YOURSELF PROFESSIONAL GRADE TUBE BENDING WITH HANDY TOOLS FROM CLASSIC TUBE

The swivel handle model shown here easily bends ¼-inch OD steel or stainless steel tubing, with a radius to center of the tube of 9/16-inch. The complex bend on this stainless tube was accomplished effortlessly and quickly, saving time and eliminating frustration.

This CLASSIC TUBE bender is calibrated to show 0-degrees through 180-degrees right or left hand bends, and features a wide hook that grips the tube securely. This bender has an open side design, which can slip over the tube during any point in the bending process. This creates smooth, tight radius bends up to 180- degrees with minimal effort. Swivel handle tube benders can be repositioned midway through the bend for compound angles with no scoring or flattening of the tubing. It retails for $74.95.

Visit www.classictube.com to preview their complete line of stainless braided brake hoses, replacement tubing, tools and supplies.

Check It Out! - Page 2 of 2 - MaxChevy.com