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DRAGGING!
OUTLAW
RADIAL
ACTION
JUNKYARD
BUILD! 505HP
PG.16p.10
351
WINDSOR
Cra
razy
zy Poow
wer
er!
hpp, 311ci Ford
LOUD.FAST.REAL.
2,000
MILES
IN THIS
1964
OLDS...
INC
LUDING
TRUCK-STOP
FOOD,
TOURIST TRAPS,
AND TOW-TRUCK
RESCUES!!
Done!
JANUARY 2015
CarCraft.com
FADING BRAKES
866-656-1704
-OR-
www.classicindustries.com
You
Tube
FOLLOW US
CONTENTS
JANUARY 2015
UP FRONT
07 SHOP TALK
What drives me.
10 ACTION!
Holleys LS Fest.
HANDS ON
12 HORSEPOWER!
John Calverts 996hp, 311ci Ford.
14 SPEED PARTS
Four must-have items!
16 THE BLUE BRAWLER
Build a 505hp 351 Windsor.
24 PROPER PUSHRODS
How to measure for correct-length pushrods.
30 ASK ANYTHING
Jeff Smith answers questions about E85 carburators.
16
24
PROJECT CAR
CONTENTS
JANUARY 2015
FEATURES
ON THE COVER
74
BACK OF BOOK
80 JUNKYARD BUILDER
A free app that will find that annoying
driveline vibration.
84 WHERES THE FUN?
Now with more red cars!
90 REAR VIEW
Butch Leals California flash.
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SHOP TALK
WHAT DRIVES ME
CARCRAFT.COM
EDITORIAL
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Muscle Car Group Douglas R. Glad
Editor John McGann
Managing Editor Phil McRae
Contributors Jeff Smith,
John Kiewicz, Brian Hafliger, George Trosley
ART DIRECTION & DESIGN
Creative Director Edwin Alpanian
Art Director Roberta Conroy
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HOLLEYS
LS FEST
By John McGann / Photos: John McGann
We just got back from LS Fest at Beech mainly there to cover the Car Craft
Bend Park in Bowling Green, Kentucky.
Engine Swap Challenge on Saturday
This was the fifth year of the event,
morning, we couldnt help but point our
and its grown bigger and better every
cameras at all the other cool stuff to
year. Competitor count was way up
see that weekend. Here is a sneak
this year, as was vendor and spectator
peek, and stay tuned for an article on
participation. Holley has a winning forthe Engine Swap Challenge set to run
mula in this show. Though we were
next month.
HORSEPOWER!
996HP, 311CI FORD
John Calvert / Lancaster, CA
This is just our mule engine, says Stock Eliminator racer John Calvert. That may be, but this
mule looked much more like a thoroughbred
when we watched John and noted engine
builder and tuner Kenny Duttweiler spin
Calverts supercharged, four-valve motor up
on Duttweilers dyno. Calvert decided to tune
the engine on the dyno after a few runs in his
updated 2014 Mustang that runs in NHRAs
AAA/Stock Eliminator class.
In previous testing, the Mustang has
already run 8.80s on a 9.70 index, which is
already impressiveremember, this is Stock
Eliminator were talking about. But its the
engine we really came to see. Calvert says
that he and engine builder Eric Jones collaborated on assembling the engine that consists
of a 0.070-over Coyote 5.0L short-block
with a stock crank, Manley rods, and Mahle
pistons. For cylinder heads, Calvert is running
the Ford Racing CNC-ported four-valve heads
along with four longer duration hydraulic
roller cams from Comp Cams. As you can
imagine, he was less than specific about the
cams. But the real hero deal is the Ford Racing 2.9L Whipple supercharger and Accufab
mono-blade throttle-body.
The main reason Calvert was on Duttweilers dyno was to get an accurate tune on the
engine using one of Holleys brand-new wiring
harness packages for the Coyote engine. As
of now, there are only about two or three of
these in existence to mate Holleys Dominator
ECU with the four-cam Ford engine. Holleys
Robin Lawrence was also on hand to lend
some tuning expertise. The big news was
how much power this package put out. We
were there long enough to witness multiple
pulls from 4,0009,000 rpm, where the Ford
made fantastic power. We saw 1,000 hp flash
up on the screen a couple of time during
the day, but the run we recorded produced
slightly less at 996 hp at 8,400 rpm.
Perhaps even more impressive was the
742 lb-ft of torque peak that occurred a
5,400 rpm, producing an incredibly wide
3,000-rpm powerband. Most normally aspirated engines generally produce a powerband
that spans 1,5001,800 rpm. A well-designed
supercharger package might expand that a
bit, but clearly the combination of four valves
per cylinder and that Whipple blower make
for a lethal combination of both peak horsepower and an incredibly wide powerband.
Good racers know that while peak horsepower is important to a quick e.t., excellent
torque in the midrange also contributes to
improving acceleration.
SPEED PARTS
V8 BEDAZZLED
What it is: Fuel-injection velocity
stacks for GM engines.
Why you care: Like a tunnel-ram,
velocity stacks look cool, scream performance, and are actually worth some
power. Inglese is developed this system
designed to run on FASTs EZ-EFI or XFI
electronic fuel-injection systems. The
kit includes fuel injectors, sensors, and
an idle air control valve that plumbs into
a common vacuum plenum.
How much: $4,087.29
Learn more: Inglese; 866/450-8089;
Inglese.com
PONTIAC
PERFORMANCE
What it is: CNC-ported Pontiac heads
from Edelbrock.
Why you care: Edelbrock has upped
the game for Pontiac enthusiasts with
these CNC-ported versions of its Performer RPM 455 cylinder heads. They
are available with either 72- or 87cc
combustion chambers and with
valvesprings suited for either hydraulic
roller or hydraulic flat-tappet cams.
How much: $1,299.50 each
Learn more: Edelbrock;
310/781-2222; Edelbrock.com
KNOWLEDGE = GOOD
What it is: A Mustang build book from
CarTech Books.
Why you care: Though we like to think
you can get all the information you need
from Car Craft, it is prudent to consult
with several resources when gathering
information on a build. CarTech Books
recently published this tome on how to
build and modify an early Mustang. We
know the author, Frank Bohanan, personally and can attest to his depth of
knowledge and experience, so this is a
worthy investment.
How much: $24.95, plus shipping.
Learn more: CarTech Books;
651/277-1200; CarTechBooks.com
WORLD CLASS
PRODUCTS
FOR OVER 50 YEARS
SBC Superlight
STROKER CRANKSHAFTS
In stock & ready to ship. Our Stroker crankshafts are offered
in 9000 cast, non-twist single plane 4340 forged & billet
materials. Precision machined to exacting tolerances, you
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to the automotive aftermarket. Crankshafts available for Chevy,
Chevy LS Ford, Ford Modular, Chrysler, Pontiac, Ford Vintage,
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Booth 22637
Elite Lumbar
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CONNECTING RODS
Booth 22637
SCAT also offers a complete line of balanced, readyto-go rotating assemblies. Paired with premium quality
components, we take the guesswork out of building a
high power, reliable engine.
PROCAR BY SCAT
Booth 22732
HANDS ON
BUILD A 505HP
351 WINDSOR
By John McGann / Photos: Brian Hafliger
The foundation of
the build is simple: a
truck engine from the
1990s. It came with a
roller cam and a onepiece rear main seal
from the factory. We
got the long-block for
free from a guy who
was running it in a
turbocharged Fox-body
Mustang. It was past
worn out; he decided
to upgrade to an
aftermarket block and
just wanted to get rid
of this engine.
This engine had detonated quite a bit under boost and needed to
have the main cap registers repaired and the main caps align-honed.
The crankshaft and connecting rods all checked out OK, though. The
cylinders cleaned up with a minimal 0.020-inch bore and hone that
Brian performed using BHJ torque plates.
The crank and rods were reused, and Brian installed a new Melling
high-volume oil pump. We specd ARP bolts throughout the build.
For this iteration, we decided to use
a set of KB flat-top hypereutectic
pistons. They come with 6.5cc valve
reliefs and 1 16-, 1 16-, and 316-inch rings.
Brian mocked up pistons in all four
corners to measure, then surfaced the
block to set the pistons at zero-deck.
In nearly all circumstances, you can
reuse stock roller lifters, but ours
were pretty rough from sitting for a
while, so Brian replaced them with a
set of Cranes OE replacement roller
lifters. The cam measures 228/236
degrees duration at 0.050-inch lift and
0.552/0.574-inch lift. Its an off-theshelf Crane cam, but Brian asked for it
to be custom-ground on a 108-degree
lobe-separation angle instead of the
standard 112-degree LSA.
HANDS ON
The GT40 heads needed some machining prior to installation. Brian first cut the guide
bosses and spring pads for valvespring locators. Next, he used a reamer to increase the
diameter of the GT40s bolt holes to match the 351s thicker-diameter head bolts.
He also machined the
rocker-arm stands
for Cranes stud
conversion kit. We
used Cranes 1.6:1
roller rocker arms, and
using a set of checker
valvesprings, pistonto-valve clearance
with the GT40 heads
was an ample 0.180
inch. For the test, we
used Cranes 448-lb/
in dual valvesprings to
match the cam. Valve
float was nonexistent,
even at engine speeds
approaching 7,000 rpm.
Here is the GT40 combination ready to run. With 0.040-inch head gaskets, the compression
ratio was 10.0:1. We used Dougs headers for all the tests. Brian chose them because the
combination of 30-inch-long, 1 34-diameter primary tubes and short 3-inch collectors
complemented the cam and heads better than most other headers available with longer
primaries. Per his normal dyno setup, Brian used MSDs Ready-To-Run distributor and their
electric water-pump drive. We used Torco 10W-30 oil and 91-octane gasoline from the local
Chevron. This combination made best power with 29 degrees total timing.
NETWORK
IF IT ISNT HERE, IT ISNT HAPPENING
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HANDS ON
ON THE DYNO
All testing was performed on IMMs DTS engine dynamometer, and the results listed are adjusted according to the SAE
correction factor. Dougs 1 34-inch primary tube headers were used throughout.
Test 1: GT40 heads, Edelbrock 650 AVS, Summit Racing intake manifold
Test 2: GT40 heads, Holley 750 Ultra Double Pumper, Summit Racing intake manifold, 1-inch open spacer
Test 3: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock RPM Air Gap intake manifold
Test 4: 11R heads, Holley 750 Ultra Double Pumper, Edelbrock Victor Jr. intake manifold
Test 5: 11R heads, Holley 1,000 HP, Edelbrock RPM Air Gap intake manifold
Test 6: 11 R heads, Holley 1,000 HP, Edelbrock Victor Jr. intake manifold
RPM
3,000
3,200
3,400
3,600
3,800
4,000
4,200
4,400
4,600
4,800
5,000
5,200
5,400
5,600
5,800
6,000
6,200
6,400
6,600
6,800
TEST 1
HP
211
233
250
265
280
299
314
327
336
346
355
363
371
375
379
378
TQ
369
383
386
387
388
393
393
390
384
378
373
366
361
352
343
331
TEST 2
HP
215
238
257
272
289
306
323
337
349
358
368
376
384
387
390
388
384
TQ
378
390
397
398
400
402
404
403
398
392
387
380
373
363
353
340
325
TEST 3
HP
TQ
224
393
247
406
264
408
282
411
304
420
326
429
350
438
371
443
391
446
410
448
425
447
442
447
452
440
465
436
476
431
478
418
478
405
480
394
482
383
482
378
TEST 4
HP
TQ
216
379
238
392
257
397
271
396
290
401
313
411
334
418
358
427
381
435
400 438
420
441
440
444
456
444
470
441
484
438
489
428
490
415
489
401
497 395
494
387
TEST 5
HP
TQ
284
415
308
425
330
434
352
440
373
446
395
451
414
453
431
453
448
452
459
447
469
439
472
427
482
422
484
410
485
398
491
390
490
384
TEST 6
HP
TQ
222
389
241
395
256
395
272
397
291
402
313
411
338
423
362
433
386
441
407
445
428
449
447
451
461
449
475
446
487
441
494
433
495
419
503
412
504
401
505
395
Before
After
HANDS ON
Our KB pistons werent designed with Twisted Wedge valve reliefs, so Brian paid close
attention to valve clearances. He needed to grind the intake valve relief angle slightly, but
was able to create a safe 0.120-inch clearance on the intake side with the cam installed
straight up.
PARTS LIST
Dougs 1 34-inch headers were used again to
test the 11R heads. Brian installed a set of
NGK FR5 spark plugs, and this combination
ran best on 30 degrees of total timing.
SOURCES
DESCRIPTION
Pistons and rings
Lifters
Rocker arms
Timing set
Camshaft
Pushrods (w/ GT40 heads)
Pushrods (w/ 11R heads)
Valvesprings (GT40 heads)
Valve retainers
Valve locks
Guideplate conversion
Oil pump
Headers
PN
KB124KTD-020
36530-16
36774-16
44975-1
449691-108
36625-16
25701-16
96870-16
99943-16
99097-1
36655-16
10833
TFS5621T561C02
D6672
SUM-226036
7581
2981
1806
0-76751BL
0-80513-1
SOURCE
Keith Black
Crane
Crane
Crane
Crane
Crane
Manley
Crane
Crane
Crane
Crane
Melling
Trick Flow
Dougs
Summit
Racing
Edelbrock
Edelbrock
Edelbrock
Holley
Holley
PRICE
$418.97
243.20
312.00
116.80
440.00
140.80
131.97
155.20
72.006140
32.40
137.60
78.97
1,050.00
each
746.97
184.97
289.97
339.97
384.97
559.95
799.95
19 70 -7 8 C am ar
D ir ec t Fi t Ex am ploe
Page 18
T
CIRCUI
In cl ud es C ir cu it s Fo r:
Accessor y
Accessor y / Cigaret
te Lighter
Backup Lights
Blower Motor
Brake Lights
Charging
Cour tesy & Dome
Light
Electric Choke
Electric Fuel Pump
Emergency Flashers
Fused Power Sourc
e
Glove Box Light
Headlights
Horn (Relay)
Ignition Coil
Instrument Panel Lig
hting & Gauges*
Park Lights
Power Door Locks
Power Windows
Radio/Clock (Consta
nt & Switched)
Seat Belt Lights
Star ting
Tail Lights & Licen
se Plate Light
Turn Signals
Under Hood Light
Wipers and Washe
r Pump
MATCH
GM Column Ignition
Switch Connection
painlessperformance .com
American Made
PERFORMANCE PRODUCTS
Find Your Dealer 800.54.WIRES
American Proud
FOR 24 YEARS
STEP BY STEP
PROPER PUSHRODS
How to Measure for Correct-Length Pushrods
By John Kiewicz / Photos: John Kiewicz
2
Each of the pushrod-length checking
tools incorporates a threaded adjustment
feature that allows you to lengthen the tool
to adapt for different factors that affect
pushrod length. To adjust the checking tool,
simply unscrew the end.
Start by identifying
which of the
pushrod-length
checking tools
from the kit is most
similar in length to
your stock pushrod.
Then, adjust the
checking tool so
that its length is
approximately the
same as the stock
pushrod. Install the
checking tool so that
one end fits into the
cup portion on the
top of the lifter.
3
Use a dry-erase marking
pen to cover the valve tip
with a black coloring.
STEP BY STEP
5
Install the rocker arm onto the mounting stud. In our case, were using a set of Comp Cams
Magnum roller-tipped rocker arms. However, determining proper pushrod length involves
the same procedure if youre using stock-type, stamped-steel rocker arms.
Rotate the
engine
through at
least two
complete
cycles,
making
the rocker
arm open
and close
the valve
multiple
times.
Keep rotating the engine until the lifter is on the base circle of the camshaft to remove
tension from the valvespring, and remove the rocker arm.
THERMAL
PROTECTION
FOR IMPROVED PERFORMANCE
FLOOR & TUNNEL SHIELD-II
VERSA-SHIELD
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([WUHPHKHDWEDUULHU
5HIOHFWVKHDWXSWRF
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ILUHZDOOV
AVAILABLE AT:
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STEP BY STEP
10
The location
of the
witness mark
indicates
the pushrod
length was
too long, so
we shortened
the length of
the checking
tool and
performed
the test
again.
12
11
By making the pushrod shorter, the tip
of the rocker arm is now centered in the
middle portion of the valve tip, as indicated
by the wear mark. The wear pattern in this
picture indicates proper pushrod length.
Remove the pushrod-checking tool and count how many turns out the tip is. For each full
turn out, 0.050-inch length should be added to baseline measurement of the checking tool.
In our case, two turns out generated the proper clearance, meaning the pushrod length
needed for our engine is about 6.800 inches. With this measurement, a set of customlength pushrods can be orderedor you may be able to purchase a premade set of pushrods
that are +/- 0.050 inch to your measured length. We ordered a set of Comps 6.850-inch
pushrods (PN 8312), which should be close enough to generate proper valvetrain geometry.
This illustration
shows how
the rocker arm
should properly
move across the
valve tip when
the correctlength pushrod
is used. END
SOURCE
ASK ANYTHING
This is a Holley 750 mechanical
secondary carburetor that
we converted to Quick Fuel
E85 metering blocks. They
recommend 35 nozzles when
converting to E85.
SQUIRTING E85
Tom McJunkin; via CarCraft.com:
I read the article Jeff Smith wrote on
changing a Holley carb over to E85.
The question I have is what size should
the squirter be on the front and rear of
a double pumper?
Jeff Smith: Every engine is different
in terms of how much fuel it requires,
especially with transient engine operation. For example, a heavy car with a
single-plane intake and a somewhat
tall gear will generally demand much
more accelerator pump shot than a
lighter car with a deeper gear and a
dual-plane intake manifold. Add in the
variable of E85, which will, in theory,
require roughly 30 percent more fuel,
and I would start by increasing not
just the squirter size but also a
GEAR VENDORS
UNDER/OVERDRIVE
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6 seconds, 8 Champions
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Gear Vendors Overdrives
5 days 5 tracks
1200 miles
Tom Bailey
Unlimited Champion 6.8336 et @ 213.944 avg
Mike Roy
Eddie Miller
Chisolm/Stasiak
Mike Burroughs
Rick Prospero
Curt Johnson
Wipers
Done Right!
ASK ANYTHING
25
YEARS!
TM
www.newportwipers.com
Model Specific Bolt-In
Motor Upgrade Kits
CleanWipe TM
Complete System Kits
Over 180
Applications
developed Internal Frame coating just for that. Becaust its difficult to access the inside of a
frame to mechanically remove
rustlike with a wire brush, for
examplewe recommend rinsing it thoroughly with a hose
and blasting it dry with compressed air, then applying Internal Frame Coating. It is similar
to our Rust Encapsulator and
seals the frame with a zincphosphate coating to prevent it
from rusting from the inside out.
The aerosol can is sold with a
hose and nozzle you can feed
into the frame to spray places
where a paint gun cant reach.
Customer Question: Can I use
a MIG welder with flux-core
wire to weld on automotive
sheetmetal?
Nick Capinski: This question
comes up a lot too. Using fluxcore wire is a more inexpensive
way to weld. Solid-core wire
produces better-looking welds,
but requires using a shielding
gasgenerally a 75/25 percent
mix of carbon dioxide and
argon. Gas cylinders can be
expensive to buy and fill, so
people wonder if flux-core wire
can work instead. The answer is
yes, you can, but it makes the
job more difficult. Flux-core wire
contains chemicals that evaporate at the weld puddle to form
a cloud of shielding gas around
the weld as it cools and solidifies. It leaves a residue that
ASK ANYTHING
MORE INFO
The Eastwood Company;
800/343-9353; Eastwood.com
ASK ANYTHING
WEVE GOT
SOLUTIONS!
CarCraft@CarCraft.com
CarCraft.com
Car Craft Mag
831 S. Douglas St.
El Segundo, CA 90245
Buying Smart
Starts Here
Reviews
+
Research
+
Pricing Tools
+
1972
PLYMOUTH
SCAMP
The Scamp has a 383
swap and an automatic,
MCR is going to blow it
apart and restore it.
1969 CHEVY
CAMARO
MCR calls this one a core car.
It is similar to the Dart that
was purchased to sell as a
project. What kind of Camaro
do you want? MCR will build it.
1977 PONTIAC
TRANS AM
This is a Pontiac-powered
Pontiac, so the owner rightly
wants to restore it. Its a 400,
four-speed car that is complete
down to the window sticker.
1973 DODGE
CHARGER SE
Fresh off the truck, this
Charger is waiting for a
plan from its owner. Hes
talking about a 440 and
a five-speed.
1968 GT500 KR
Did you miss this? It is an authentic
428-powered GT500 KR and is one of
three that are stored in this warehouse.
It came in as a running, driving car that
is waiting for a new owner. How much
cash do you have?
1968 PONTIAC
FIREBIRD
The Bird is getting the full
street-machine treatment.
It will have a supercharged
LS swap with Detroit Speed
suspension for the track and
felony street action.
PROJECT CAR
PROJECT CAR
UPDATE
Junk, More Junk, and Replacement Hood Bumpers
By John McGann / Photos: John McGann
PROJECT CUTLASS
As seen in the article about this years
Anti Tour (page 48), our 1980 Oldsmobile made an appearance at Barona
eighth-mile dragstrip. We cant say for
sure whether or not the tracks safety
officials fell victim to the Jedi mind
trick, but somehow they managed to
overlook the cars dry-rotted slicks,
sketchy battery hold-downs, and safety
harnesses that were at least a decade
past their expiration date. Instead of
politely telling us to leave, they chalked
a number on our Geriatric G-bodys
window and sent us to the starting line.
From the staging lanes, you could hear
the ancient slicks make crunching
sounds during the burnout, while a sad,
little haze of tire smoke dusted the
ground. At the green light, the car
squatted hard, then popped and
banged down the track, limping its way
to a 20-second pass. Actually, we
PROJECT CAR
PROJECT VENTURA
We received a surprising number of
readers letters saying we should take
the Ventura on as an official CC project
car. Well, we heard your voices, and
here it is parked outside our Gardena,
California, warehome. The Ventura was
Pontiacs version of GMs X-body,
which includes the Chevrolet Nova,
Buick Skylark, and Oldsmobile Omega.
According to the cowl tag, this is a
1972, not a 1971 as we had previously
been told
The Ventura was delivered to us
from its former desert refuge of Palmdale, California, and brought with it
sand, dust, more sand, and a collection
of spiders so vast it would make an
arachnologists day. Black widows were
dripping off the undercarriage as we
unloaded it from the trailer.
For some reason, I remember it running better than this, our friend Fabian
admitted, trying to back the car off his
trailer. You gotta keep pumping the
brake pedaltheres no pressure in the
lines, he hollered as the Ventura
lurched off the trailer and nearly
launched itself into every other car in
the parking lot and through my bedroom wall. A sea of water trailed
behind the car. I think one of the
freeze plugs fell out, Fabian admitted.
The engine refused to run long enough
to for us to see if it would overheat and
seize up. With friends like this
The list of things needing to be
repaired or replaced is longer than the
list of components that are OK. A
wasted master cylinder is likely the
cause of the faulty brakes. The lines
and wheel cylinders arent leaking, so
thats a relatively easy fix. More challenging, however, are the Texas-sized
holes in the floorpans on both the
driver and passenger side of the car. A
cool piece of plywood is screwed into
the passenger rear footwellapparently, as a temporary fix attempted
long ago. Sarcasm aside, theres barely
enough sheetmetal on the floor to hold
the seats up. This damage was caused
by an unaddressed water leak at both
the windshield and back window. We
Ford, GM (P3102)
Alloy axles, bearings, & 1/2 studs ........................................... $379.20
Ford, GM (P3502)
35 spline Alloy axles, bearings, & 1/2 studs ............................ $379.20
847-663-1701
#BOOTLEGGER 662.892.1500
PROJECT CAR
We got big-block motor mounts from CPP, but we will have to contend with a fight between the small-blocks front transmission mount
(which is cast into the bellhousing) and every big-block header weve tried so far. Chevelle headers dont fit, and neither do the Dougs
headers that were on the cover of our Aug. 2014 issueand they were made for C10s (though C10s with an automatic, so its not their fault).
We will either remove this crossmember or make custom headersor both, depending on the clutch linkage we use.
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Our trip began in Placentia, California, home to Classic Performance Products. Owner
Jim Reis and his crew were excellent hosts, giving our group a comprehensive tour of the
companys manufacturing and distribution facility. CPP designs all of its products in-house.
The company also manufactures and machines most of them right there in Placentia. Reis
discussed the steps involved with developing new products, and we got to see spindles and
hubs being carved out of billet in CPPs CNC machines.
Dudes who attend Anti Tour like to eat, so we made sure to include a stop for food, even on our relatively short drive to Escondido. Here we
are at Nessy Burgers, outside of Fallbrook, California. It was the recommendation of Doug Eisberg, Escondido native and owner of this bigblock 1969 Nova. Steve Gray in his 1967 Camaro approved of the choice.
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NASCAR
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Unparalleled cornering ability, a
plush ride you wont believe, and
at the drags this set up hooks hard
and goes straight.
Below: We staffers took the easy way out and drove Fords new F150
Tremor with a twin-turbocharged EcoBoost engine making 365 hp. We
even made a pass: it went 9.34 at almost 74 mph.
Randal Burns is another Anti Tour regular, driving his
1977 Buick Skylark from his home in Ely, Nevada, to join
us. Its got a homebuilt 455 under the hood, connected
to a TKO-600 five-speed.
Newcomer Tom
Friesen brought his
2003 Crown Victoria
2
all the way from
T
Tucson, Arizona. Hes
the guy who changed
th
engines with the help
e
of some buddies on
CrownVic.net after
the Fabulous Fords
show this April.
We took a
meandering
route through the
Cleveland National
Forest on the way
to the dragstrip,
which included a
stop in the quaint
town of Julian,
California. Hardcore
road tripper Marco
Metzger brought
his 10-year-old son,
Lucas, with him in is
1967 Mustang.
Larry and Gail Krussow brought their 1959 Impala with its
killer stance and cool Torq-Thrust wheels.
Our project 1980 Oldsmobile
made an appearance as well,
barely passing the tracks
tech inspection with belts
that expired nearly a decade
ago, some dodgy battery
hold-downs, and cracked,
dried-out tires. Other
problems included a totally
worn-out ignition system
and faulty torque converter,
the combination of which
wouldnt let the car rev much
past 3,500 rpm. No worries,
though, things will only
improve from here. END
GOOD TIMES
We met early on a Thursday morning;
I had taken the Flyaway shuttle bus
from LAX to the Van Nuys airport,
arriving just a minute or two before Jeff
pulled up to the curb. Not much
needed to be said; we snapped a couple pictures and hit the road. Jeff and I
were of one mind when it came to
choosing the general route: we decided
to avoid the interstate highways and
stick with the smaller, two-lane roads
as often as time permitted. Choosing
local flavor over homogenized, big-box,
urban blight. The route out of Southern
California took us through Yucca Valley,
Joshua Tree, Twentynine Palms, and a
desolate stretch through the Mojave
Desert. Temperatures were 100-plus
degrees, but the Olds, with its giant
radiator, shrugged it off, holding steady
between 190 and 200 degrees. The
landscape didnt disappoint either, with
Yucca, Creosote, and sage plants dotting the landscape, creating a sporadic
patchwork of sand and bush. For long
stretches of Amboy Road outside of
Twentynine Palms, it felt like we were
the only living creatures within 100
miles. The heat was stifling and the
desolation was oppressive, but somehow invigorating at the same time.
Amboy Road connects with Route
66 in Amboy, California, and we turned
who meander into town to solicit willing tourists for Burro Chow, cubes of
hay sold at most stores in town. We
stopped at the bar in the Oatman
Hotel, established 1902. Now a popular
stop on Historic Route 66, tourists sign
dollar bills and pin them to the walls
and ceiling of the bar and adjacent restaurant. Given the hotels turn-of-thecentury exterior, I was hoping for
something more true to the era than
Corona and Amber Bock, but any port
in a storm, right? The cold drinks satisfied more than one craving after our
drive through the desert, and afterward, we moseyed through town,
shooting cameras slung from our
shoulders. Dorky metaphors aside, Oatman was well worth the detour.
Refreshed, we piled back in the Olds
and pressed on to Winslow, Arizona.
We made it to Tucumcari, New
Mexico, the next day, passing through
Gallup, Albuquerque, and some tourist
traps along the way. From Tucumcari,
we left the familiarity of Route 66/
Interstate 40 behind, striking a path
northeast on Highway 54 through the
top of Texas, Oklahomas panhandle,
and into Kansas. The change in scenery was stark, with crops and cows
replacing sand and sagebrush. The flat
horizon was dotted with massive grain
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BAD TIMES
All along, the Oldsmobile had been a
very capable cruiser, running smoothly
and knocking down a roughly calculated 13-mpg average up to that point.
The engine always fired within a few
revolutions of the starter motor, it
didnt smoke, and there was only a
slight oil leak at the front right corner
of the intake manifold. It was a good
car, all things considered
Things went south about an hour
into this mornings trip. It was subtle at
first, but the engine began to sound
slightly off as we were leaving McPherson, Kansas. Then it began to detonate.
Jeff and I immediately looked at the
gauges to see the oil pressure dropping
and coolant temperature rising past
200 degrees. Uh-oh. How far until the
next town, Jeff asked. The answer was
irrelevant because the detonation was
getting worse. I smelled steam as we
coasted to a stop. The upper radiator
hose had split above the thermostat
housing and was spewing rusty water
throughout the engine compartment.
We werent too alarmed at this point;
the tear was located so close to the
It takes one
to know one.
800-483-4263 BluePrintEngines.com
TIME CRUNCH
Because of the delay, I was behind
schedule and needed to get to Indianapolis quickly; I had to be in Bowling
Green, Kentucky, for another shoot, so I
wouldnt have time to sightsee on the
way to Indy. It was 12:30 pm when I
left Osceola, and I made it to Indianapolis by midnight, stopping only for gasoline and coffee and to take a couple
quick pictures along the way. I drove as
fast as I could, which was 3,000 rpm.
Go 100 rpm faster than that and the
fan belts started slipping. Exiting the
freeway just a few minutes from Palmers house, I stopped to refuel, and the
car suddenly began to run poorly
stumbling at speed and stalling at idle.
By the time I got to Palmers house, I
had a well-rehearsed apology for why
the car may not be exactly what he
expected, but how much awesome
potential it had, and what a great learning experience it would be for him.
None of that was necessary, however.
We Put
10 Serious
Machines
to the
Ultimate
Muscle-Car
Test
THE RULES
The rules were set prior to us taking
over the event, and we thought it
would be unfair to make last-minute
changes. We require one driver for
each car for the whole race and all
cars had to compete on the same set
of tires that must be both DOT-legal
and sport a treadwear rating of 200
or higher. This would keep out the
gumball slicks that will make any car
look good. You already know that
CCs RSE uses peak horsepower as
THE DRAGSTRIP
The track guys at National Trail Raceway prepped a wonderful track for the
cars, and it didnt take long for the
quick cars to surface. We staged this
event first thing in the morning to take
advantage of cool morning air, and Jeff
Schwartz laid down a great 12.35/126mph pass on the very first run in his
1971 Camaro. The Camaro enjoys the
fruits of that big blower and 427 LS
motor, and the car hooked nicely. He
eventually ran an 11.80/127 pass that
was good for Second Place after Danny
Popp uncorked an 11.35/126-mph run to
capture quick time of the day. Al Noes
surprising, normally aspirated 1967
This was Wes Adkins first attempt at autocross racing. After a few
laps, he got aggressive, spun the Cougar, and recovered with an
excellent burnout, which would have been worth style points had
we been assigning such things.
THE SPEED-STOP
Here was where much of the drama
occurred. Last year, the stop box was
50 feet deep. Because were sadistic,
we shortened the box to 40 feet deep.
The idea is to launch the car as hard as
possible and then plant it in the box as
quickly as possible, tripping the eighthmile timing light beam while leaving
the cones untouched. If you think thats
easy, dont try this on some highway
unless you live in Wyoming or Utah.
The key is to enter the box with as
much speed as possible, use all of the
box, yet still whoa the car in 40 feet.
Jeff Schwartz nearly tagged the wall
when the Raybestos Camaro got loose
and spun through the closed end of the
box, wiping out all the baby cones. The
car was unhurtbut, man, was it close!
If you consider weight to be a detriment to both acceleration and braking,
then you must give credit to Bob Bertelsens effort driving his 4,300-pound
C10 deep into the stop box to generate
a Fourth Place finish. He was less than
0.15-second average away from Third
Place! It would have been fun to ride in
that beast.
We describe Danny Popps amazing
Speed-Stop spin in a nearby caption,
and it was exhilarating to watch from a
mere 3 feet away. Other notable SpeedStop performances included Travis
Hartwells brake test. His three-run
average was only 0.164-second behind
Popps winning times, but without any
of the drama. When you consider being
able to stop consistently in a very short
distance without the aid of ABS or any
other electronics, thats impressive.
Damion Campbell gets the Hard Luck award. With barely 150 miles
on his wifes new Nova convertible, the 5.3L turbo motor was a
bit too much for the trans, exploding what he later told us was
transmission number three! Amazingly, he was at Car Crafts St. Paul
event the following weekend. Maximum style points for that effort.
This is the engine compartment of Bob Bertelsens C10 with its 427
LS engine. The detail work is amazing, including a compete tubechassis and linear actuators that raise the bed cover. Its very cool.
THE AUTOCROSS
Our friends at the Ohio Valley Region of
the SCCA brought out all their cones
and timing equipment and laid out a
super course on National Trails parking
lot that was both challenging and fast. It
was almost a foregone conclusion considering Popps vast, multi-time SCCA
autocross championships and the fact
that he also won the Optima Challenge
in 2011. His car is the same machine his
father raced more than 40 years ago, so
he knows it well. Flashing around the
course, Danny made it clear from the
first pass his times would be difficult to
beat. Frankly, it wasnt close, with Second Place Larry Woo more than a full
second behind, while Hartwell earned
an honorable Third. From there, the
competition tightened up considerably
with Bertelsen driving to a strong
Fourth Place finish in his massive C-10
and Noes Camaro right behind him.
Jeff Schwartz had barely completed building this Raybestos-sponsored Camaro five days
prior, yet the car performed as if it had endured months of development time. The
Camaros 127-mph trap speed was actually faster than Popps Corvette, indicating he had
more power; its just tough to get it to the ground efficiently. Popp had the best 60-foot
time of the day with a 1.93. The Camaro will be given away at the 2014 SEMA Show.
ALL WINNERS
Individual nish positions for each event are listed in parenthesis.
DNS: Did Not Start; DNF: Did Not Finish
POSITION / COMPETITOR
DRAGSTRIP
AUTOCROSS
1.
Danny Popp 1972 Corvette
34.429 (1)
36.884 (1)
2.
Jeff Schwartz 1971 Camaro
35.451 (2)
39.416 (5)
3.
Larry Woo 1968 Camaro
36.717 (5)
38.246 (2)
4.
Al Noe 1967 Camaro
35.813 (3)
39.655 (6)
5.
Travis Hartwell 1977 Trans Am 37.570 (7)
38.758 (3)
6.
Bob Bertelsen 1969 C10
37.943 (8)
39.377 (4)
7.
Ryan Buck 1963 Nova
39.286 (9)
40.093 (7)
8.
Wes Atkins 1967 Cougar
36.670 (4)
43.817 (10)
9.
Herb Stuart 1968 Cougar
41.036 (10)
40.972 (8)
10. Damion Campbell 1963 Nova 37.447 (6)
43.184 (9)
SPEED STOP
8.893 (1)
9.220 (3)
9.822 (8)
9.398 (5)
9.057 (2)
9.368 (4)
9.643 (7)
9.617 (6)
10.123 (9)
DNS
TOTAL POINTS
80.206
84.080
84.786
84.866
85.385
86.688
89.022
90.105
92.132
DNF
Herb Stuarts red Cougar is powered by a Cobra motor boredand-stroked to 5.0L and backed by manual five-speed. The detail
work is impressive.
THE WINNER
Its a tough day for your competitors
when the same guy wins all three
events, but thats what happens when
you stuff a very competent driver
behind the wheel of a well prepared
and powerful car. But beyond the
SCCA club. We are already looking forward to next year with a whole new
crew of participants and a dozen new
stories to tell. One of those stories could
easily be yours. Start preparing now.
made, Terry planned to build a radical Pro Street car to impress the
locals and promote his business,
Terry Murphy Race Cars.
It took five yearsworking evenings and weekendsto get the car
up and running. Sounds like a long
time, but he was also racing a 1963
Corvette in the ADRL Pro Mod class,
TECH NOTES
Who: Terry Murphy
What: 1967 Chevelle SS396
Where: Pleasant Hill, MO
Engine: Terry owns Terry Murphy
Race Cars, in Blue Springs, MO, where
he does everything from putting rollbars in Camaros and Mustangs to
building Charles Carpenters 5-second
1955 Chevy nitrous Pro Mod. The local
engine guy is Todd Maschmeier, who
owns Maschmeier Performance and
takes care of the big Pro Mod mills if
they get hurt on the track. Todd built
the Chevelles 565-inch Chevy using a
4.600 bore Dart Big M block. Its
absurd overkill for a street car with a
4.250-inch Callies crank, Crower rods,
and cavernous, fuel-sucking Brodix
Track 1 M2 ported cylinder heads. The
beast makes 840 hp on pump gas.
The huge 284/292 cam and nitrous
plate are perfect for turning heads at
No. 63801
Aluminum Radiator and
Intercooler Cap Cover
No. 63803
Aluminum Radiator and
Intercooler Cap Cover
Knurled Grip
No. 74241
Fuse Box Cover
No. 74240
Brake Reservoir Cover
No. 63787
Aluminum Coolant Tank
No. 63788
Aluminum
Power Steering
Tank
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LETTERS
A VOTE FOR THE VENTURA
Please do an article on the 1971 Ventura. I drove a 1974 Ventura in high
school and could fix anything on it with a crescent wrench, screwdriver,
and hammer. If you do pick up the project, whoever drives it should have
the period-correct mullet.
Thayne Greer, Richardson, TX
Mullet-sporting drivers may have tipped the scales in this cars favor.
DONT CHARGE ME
I am submitting a picture of my German Shepherd, Lee, posing with the
alternator from my sons Grand National. Sometimes he shares garage
space with my 572-powered 1979 Malibu.
Jim Homick, via email
YES ON FOUR
Who: Keith Litteken
What: 1985 Ford Mustang SVO
Where: St. Louis, MO
Why: Keith answered yes to our
question about whether or not CC
readers would like to see a four-cylinder engine build. He personally
owns a 1988 Thunderbird Turbo
Coupe, a 1986 Mustang SVO, and
this 1985 Mustang SVO, so you can
say hes kind of a fan of Fords turbo
2.3L powerplant. Reliable street
horsepower for these cars would
make some nice articles. Ford is
doing all the EcoBoost stuff now,
lets see what the old stuff can do,
he says.
STATUS UPDATE
Ive been waiting (and waiting) for the follow-up stories on this build. What
happened? I really enjoy the magazine; keep up the good work.
Chuck Reynolds, via email
Yeah, we have kept you waiting for a while, huh, Chuck? There is a
long list of reasons (excuses?) explaining why that build got
delayed, but we will be getting back on it really soon.
WE LOVE IT
Who: Braulio Martinez
What: 1937 Ford pickup
Where: His dads garage
Why: Braulio asked for our opinion on
his truck. Hes got a Chevy 350 mated
to a BorgWarner T10 and says hes
going to leave the original patina, add
some flat black around the edges, and
call it The Bootlegger. Hey, sounds
great to us!
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V51
WTF?
BURNOUT!!
t years. My buddies
My 1971 Chevelle sat in pieces for eigh
it to my wedding
drive
d
pieced it back together so I coul
burnout pictures!
ding
wed
our
of
best
the
is
reception. This
bridge, Ontario
Cam
n,
dma
Goo
Patrick
BLOWN-UP PARTS
This is the clutch from my buddys 1965 GTO. It let go with no warning as he
drove it to work in the morning.
Brian Ellefson, via email
SEND SMOKE!
If we can do this, you can too.
Send BURNOUT!! Photos to:
831 S. Douglas St., El Segundo, CA 90245 or email it to CarCraft@carcraft.com
with a single photo size of at least 1 MB. Then you will live forever.
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2015 YEARONE
CC015
Is this a shot from the famous World Finals in Ontario, California, in 1971? Butch Leal had dominated the NHRA Western Conference and Ronnie Sox was
leading the Eastern Conference when the two met at the World Finals. Both Sox and Leal ran identical e.t. and mph, but Leal had Sox on a holeshot. At the
scales, the Duster was 2 percent overweight in the rear of the car and Sox won the event. Sadly, this event overshadowed the fact that this car held the Pro
Stock e.t. record of 9.57 at 144 mph and was the first Pro Stock car to reach 150 mph in a match race. It was quick, it was, fast, and if you ask us, it was the
coolest Duster of all time.
WEIV RAER
CAR CRAFT (ISSN 0008-6010); January 2015, Vol. 63, No. 1. Copyright 2014 by Source Interlink Magazines, LLC. All Rights Reserved. Published
monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional
mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to
Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada
$32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@
emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235.
CHANGE OF ADDRESS: Six weeks notice is required to change a subscribers address. Please give both old and new addresses and label.
$530
SALE
1349
99
WELD UP TO
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220v AC input
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Air ow rate: 5-7 CFM at 20-60 PSI
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