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Hot Rod Network Updated Wed, 24 Jan 2018 03:04:08 +0000
Description Classic Muscle Cars, Custom Roadsters
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New shows on Motor Trend on Demand!
Category News
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Just when you thought there was tons of content on Motor Trend on Demand, they?ve… Read More

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Just when you thought there was tons of content on Motor Trend on Demand, they?ve added more! Say hello to Fast N? Loud, Street Outlaws, and Wheeler Dealers.

Fast N? Loud ? Seasons 1-12
Hosts Richard Rawlings and Aaron Kaufman of Gas Monkey Garage search for derelict classic cars that may look like rust buckets at the outset, but to this crew they?re gold? once they?re brought back to life, of course.

Overhaulin? ? Seasons 6-9
Can a group of custom car builders working with lightning speed on a limited budget turn a guy?s clunker into a hot car without him knowing it? With cooperation from friends and family, the ?Overhaulin?? crew swipes cars from unsuspecting owners and gives them a complete, high-speed makeover.

Street Outlaws ? Seasons 1-9
Street Outlaws explores the world of the illegal street racing scene in Oklahoma City, which boasts having ?America?s fastest street cars.? These unruly racers endanger their lives, spend a small fortune, and risk going to jail?all to move up the top-ten list.

Street Outlaws: New Orleans ? Seasons 1-2
With the success of Street Outlaws OKC, Kye Kelly has risen to fame as the fastest Outlaw in the country? though some would say otherwise. In fact, Scott Taylor, Shannon Poole, and Shane Lester?all with the help of seriously deep pockets?feel they should be at No. 1 on the list and set out to dethrone him.

Wheeler Dealers ? Seasons 10-16
Join host Mike Brewer on his quest to restore automobiles back to mint condition and later sell them for a profit, all while teaching viewers how to do everything from major overhauls to tricky detailing jobs along the way. In seasons 10-13, Brewer is joined by Edd China, while in seasons 14-16 he teams up with Ant Anstead.

The post New shows on Motor Trend on Demand! appeared first on Hot Rod Network.

Forget Powerball. Win This Pair Of Challengers & $45k Cash!
Category News
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You could win these two Challengers. What?s the catch? You might not win, but it?s… Read More

The post Forget Powerball. Win This Pair Of Challengers & $45k Cash! appeared first on Hot Rod Network.

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You could win these two Challengers. What?s the catch? You might not win, but it?s still a worthy cause.

For the past ten years, the folks at Dream Giveaway Garage have been granting gearhead wishes while providing much needed relief for a variety of charities. In that time, Dream Garage Giveaway has handed out no fewer than 42 gobsmacking prize packages to regular guys like us. If you?ve seen the ads, you may have wondered how all this works. It starts with a core group of car nuts who have been part of the aftermarket industry for years. Their Clearwater, FL-based headquarters is home to not only their charity operation and vehicle photo studio, but a well-stocked garage any gearhead would be proud to own.

If you had to boil it down to one idea, Dreamcar Giveaway Garage is essentially a building full of muscle car maniacs with a heart of gold. They get to buy, design, build, test, and then give away the cars they love to play with, then pay the rest forward to charities like New Beginning Children?s Homes, Mothers Against Drunk Driving, Honor Flight of West Central Florida, The Detroit Rescue Mission, and others. The DGG guys love their jobs, and they?re always looking to outdo themselves with every new giveaway they put on.

Last spring, we got a call from Christopher Phillip, DGG?s director of communications. As a prior editor for TEN, he knows exactly the kind of cars we like: Iconic muscle machines with gobs of power. His pitch that they were buying a new Hellcat Challenger and a 1970 Dodge Challenger R/T Hemi, adding $45,000 in cash to the package, bumping up the Hellcat?s power to over 1,000, having Don Garlits drag test it, then giving it all away was something he thought we?d be interested in. It was.

At the time, yours truly was the editor of Mopar Muscle magazine, so we jumped in feet first to get the scoop on the story. We boarded a flight to Florida, then met up with Phillip, Garlits, and DGG?s two giveaway specimens. The pristinely restored 1970 Hemi Challenger R/T needed no introduction, but the Hellcat?now renamed Hellscat?made us do a double take. Dodge had recently announced the Demon, and the DGG crew took that as a challenge: build this ordinary Hellcat into something that could run away and hide from the Demon.

DGG?s recipe for ratcheting up the power on the Hellcat was remarkably similar to Dodge?s approach with the Demon: go with a much bigger blower (a 4.5L Whipple supercharger), get a killer tune (from ?AJ? at Hemi Tuner Performance out of New York), beef up the half shafts, add SRT-tuned Bilstein suspension, and bolt up the stickiest Nitto drag radials that will fit. To set the Hellscat off visually from ordinary Hellcats, special badges, graphics, interior, wheels, and brake caliper callouts were added. On the dyno, Hellscat belted out 945 hp to the tires, but would it deliver the goods at the track?

To find out, we headed to Brandenton Motorsports Park, where Garlits laid down a string of impressive passes culminating in a best of 10.33 at 132 mph. ?The trick is to just give it enough throttle to be right on the edge of breaking the tires loose, and I feel that in the seat of my pants,? Garlits told us. ?And once you get going it never stops shifting. Think about it, I built Swamp Rat I in 1956 and I ran it until 1961. It went through major configuration changes, and ran in the low 9s and high 8s. And these new Challengers are close to that.? Garlits is no stranger to late-model Dodge machinery, having campaigned a string of various Drag Pak Challengers in NHRA Super Stock.

The Hellscat, of course, is not a one-trick drag pony, but a fully weaponized street machine. Along with the legit 1970 Hemi Challenger R/T (one of 150 R-code TorqueFlite Hemis), this giveaway package?signed and driven by Don Garlits and sponsored by Reliable Carriers?could rightfully be called the ultimate gearhead fantasy. Even better, it also includes $45,000 in cash to pay the taxes, making the cars free and clear.

If you?re asking what you have to do to join the ranks of 42-plus prior giveaway winners, the answer is simple. Go to www.dreamgiveaway.com or call 866-600-0646 before June 26, 2018 to enter to win. (HOT ROD magazine readers get 75 percent bonus tickets with a donation of $25 or more, promo code HR2018H) On the level, it?s free to enter the giveaway, and no donation is required, but we do ask that you support DGG?s charities (donations are tax-deductible), making it a win-win for all.

DGG?s Hellscat?originally a 2017 Hellcat?takes its cue from the Scat Packs of yore with special graphics and badges.
Making over 1,000 hp with the 6.2L Hellcat Hemi is relatively simple with a 4.5L Whipple supercharger in place of the stock unit.
DGG?s giveaway also includes this 1970 Dodge Challenger R/T R-code Hemi. It?s the real thing and may make you think twice about racing it!
The 1970-vintage Hemi is all stock, making a factory-advertised 425 hp. Power passes through a TorqueFlite 3-speed automatic.
Editor Hunkins poses with ?Big Daddy? Don Garlits at the Dream Giveaway Garage headquarters. It was an honor and a pleasure to spend two days with ?Big?!

The post Forget Powerball. Win This Pair Of Challengers & $45k Cash! appeared first on Hot Rod Network.

Professor Hammer?s Metalworking Tips
Category Paint & Body
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This C10 bed is in terrible shape. Most people would simply replace the most severely… Read More

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This C10 bed is in terrible shape. Most people would simply replace the most severely damaged panels, but a determined metalworker could repair this damage if it was absolutely necessary. This column gives some tips on how these repairs could be made.


Q
I have a few of your fabrication DVDs and I?m working on a project that I would like some advice on, a 1964 Chevrolet C10 Stepside shortbed. I have the bucks done for the fenders but how would I go about fabricating the rounded tube edge at the top of the bedside?

Craig
Via the Internet

A
Well, nothing is impossible, but your truck bed and fender are in pretty sad shape. Most people would just replace these panels since it will take a huge amount of time to straighten them, and there are such good parts available from the aftermarket suppliers. Nevertheless, you seem determined to fix these parts, and I?ll do my part by explaining the techniques I?d consider.

It is quite difficult to recreate the rounded edge on the top of your truck bed from one piece of metal. The companies that make reproduction truck beds use a press brake, with special tooling made to create that detail.

It appears that the front half of the left bed top rail is in fairly good shape, so one approach would be to cut off the damaged rear portion and splice in a piece of steel tubing to continue the rounded portion to the rear of the bed. The roll isn?t completely round, it?s more of a ?D? shape, but if you cap the ends on both sides, this difference would be masked.

The flat portions of the bed will be much more straightforward to repair or replace. I?d think more toward replacement because the thick metal (usually 16-gauge) used for truck beds is pretty tough to straighten with hand tools. Again, the front half of the bedside looks reasonably good, so you could conceivably splice in a new rear piece. You could use a bending brake to make a bend just inboard from the tubular edge, and another bend to meet the floor of the bed.

You would probably want to put the horizontal beads in the patch panel, to match the factory beads. This requires very careful measuring and layout, since even a little mismatch of the bead size or location would be quite noticeable. You will need to put the beads in the panel before the edges are formed on a brake, and it takes a really beefy bead-rolling machine to work with heavy-gauge sheetmetal.

Given the difficulty of matching the beads, flanges, and rolled edge in your patch panel, you could certainly make a case for making a whole new bedside. Of course, it would be much easier to simply buy a reproduction panel!

Q
I need to cut a 3/8-inch by 1-1/2-inch slot through sheetmetal for my bumper brackets. How would you approach this? Drill a hole at each end and then connect with an air saw?
Gary Thatcher
Via the Internet

A
There are many ways to do this. The technique you described can work, but you?ll find that ordinary twist drills don?t work very well on sheetmetal. They tend to grab and leave a hole that isn?t truly round. A better alternative is to use a ?step drill,? which will make a very clean hole in sheetmetal. One great feature is that one step drill will make a number of different hole sizes. One very common style makes 3/16-, 1/4-, 5/16-, 3/8-, 7/16-, and 1/2-inch holes.

There are a variety of tools that will make the straight cuts needed between your two round holes. I like using a 3-inch-diameter 0.035-inch-thick abrasive cutoff wheel for work like this. You could also do it with an electric saber saw with a fine-toothed blade, or an air powered reciprocating saw. An air or electric nibbler could do this job, too. The cutting could be done with hand shears, but they will cause a certain amount of distortion of the metal, which would need to be ?tuned-up? with hammer and dolly work and filing.

You can email your questions to Professor Hammer (covell@cruzio.com) or mail a letter to Covell Creative Metalworking, 106 Airport Blvd., Suite 105, Freedom CA 95019. You will receive a personal reply. Ron Covell has made many videos on metalworking, and they can now be STREAMED or DOWNLOADED from his website! Check these out at covell.biz, along with his ongoing series of workshops held across the nation, or call for a current schedule of workshops and a free catalog of DVDs. Phone (831) 768-0705. Also, check out Ron?s YouTube channel, www.youtube.com/user/covellron.

The post Professor Hammer?s Metalworking Tips appeared first on Hot Rod Network.

Stop Leaks: Sealing Seeping Studs
Category News
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We?ve said before that questions sometimes come in a bunch. This month we had two… Read More

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We?ve said before that questions sometimes come in a bunch. This month we had two similar questions about the same problem with two completely different engines.

Q
Seeping Chevy

Recently I installed a set of aluminum heads on a 350 small-block Chevy. From day one I?ve had a tiny but persistent coolant leak from several of the studs in the bottom row of each head.
I?ve torqued the heads after a heat and cool cycle but it hasn?t helped. The problem is because of the studs the heads can?t be raised high enough to come off so the engine has to come out.
Is there a simple trick to make these leaky studs seal without removing and replacing them?
Matt Wright
Via Email

Q
Leaky L-Head

I just had the Flathead in my 1936 Ford coupe rebuilt. The engine is a 1948 Mercury with aluminum heads. Since the engine has been rebuilt it runs great, doesn?t overhead but several of the head studs have drops of coolant coming off the nuts. The machine shop that built it said to dump some stop leak in the radiator and not worry about it. That just doesn?t seem right to me. What do you think?
A.B. March
Via the Internet

A

Leaking head studs are not particularly unusual and can usually be traced to installation issues of some sort. In many engines the head boltholes are ?wet,? meaning they go all the way through the deck into the water jackets so some sort of sealant must be used on the threads of the attaching fasteners, studs, or bolts.

When installing studs the threads in the block should be cleaned with a tap designed for chasing threads not cutting them. (Conventional taps may actually do more harm than good by removing metal from the threads, resulting in a loose fit when the studs are installed.) Once the threads have been ?chased? they should be cleaned with a fast-evaporating solvent (brake cleaner is often used) then blow out the holes with compressed air.

Before the studs are installed they should also be cleaned to remove any sort of oil or other contamination leftover from the manufacturing process. Once all the threads in the block and on the studs are clean they should be coated with sealant. Engine builders all seem to have their favorite concoction, we?ve always relied on ARP Thread Sealant.

With the studs installed, lubricate the threads and underside of the nuts with assembly lube like ARP?s Ultra Torque and then torque to the specs supplied by the head manufacturer. With any engine aluminum heads should be torqued again after the first heat and cool cycle. With that said, on Flatheads this may have to be done a number of times until the torque settings are stable.

As for sealing leaky studs with an additive there are many opinions on the subject. In the ?60s we watched an old-school mechanic remove the nut from a leaky Flathead stud and then wrap water pump packing around the stud. He put the nut back on, torqued it, and the leak was cured, although we can?t say for how long. We?ve heard of the same thing being done with cotton string soaked in gasket sealer, but we can?t recommend either repair.

Regardless of the make of an engine it?s always preferable to install head studs correctly, but the truth is there are occasions when removing and resealing them is impractical. While a number of cooling system additives are advertised to stop leaks, we have seen what are often called ?Cadillac aspirins? used with success.

Early on there were head gasket seepage issues on some GM engines with aluminum heads (such as Cadillac?s Northstar). GM used and suggested Cooling System Seal Tabs to address the problem (they have since resolved the issue and no longer suggest their use). Basically these tablets dissolve in the coolant, becoming strings of material that stop minor leaks (the emphasis here is on minor leaks). However, exercise caution, these tablets are for leaks like seepage around head studs and excessive amounts can cause the coolant to be discolored and in the worst-case scenario plug up small passages like those in the heater core if overused. These tabs carry AC Delco, PN 3634621 (they?re also available from Bar?s Leaks).

1-manual
Before installing head studs in any engine, the threads in the block and the studs have to be cleaned. Sealer like ARP?s should be used on the coarse threads in the block with a lubricant like ARP?s Ultra-Torque on the fine threads and washers/nuts.

The post Stop Leaks: Sealing Seeping Studs appeared first on Hot Rod Network.

Modernizing Old Halibrands & American Racing Wheels
Category Wheels & Tires
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There?s an almost universal truth in the world of obsolete parts: the sweetness of a… Read More

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There?s an almost universal truth in the world of obsolete parts: the sweetness of a deal is sometimes inversely proportional to the utility of the score. That manifold you found for $100 fits Desotos but you have a Chrysler. You?ll practically fall into a 60-inch-wide axle when you really need something about 58 inches. And don?t even get us started on wheels. Given width, diameter, bolt pattern, and wear it often feels like you?ll never find the one that?s just right to complete that set of three you stumbled into for real cheap.

But we have good news. Wheel-mounting holes, whether boogered or drilled in the wrong pattern, can be filled and re-drilled wherever you want. And our pal Buffalo at Buffalo Enterprises has a relatively novel way of doing it to alloy wheels: he plugs them.

In the process of showing what he does we?ll explain it in finer detail, but here it is in a nutshell: he drills and taps the existing holes and then machines a threaded slug from similar metal in such a way that they achieve an interference fit. Then he mows down the slugs to the height of the surface around them and drills the repaired area to take a new hole or holes. The beauty of the process is that it?s up to you where those holes go. In fact, his most common job is to convert Halibrands from six-pin racing use to five-lug street use.

Now, if I know you guys half as well as I think I do, I know what a bunch of you are thinking: Why not just weld up the holes? To paraphrase Buffalo, consider the application.

The wheels that this applies to are cast of either aluminum or magnesium. There are a few problems with aluminum and mag. For starters, casting and alloying technology wasn?t at its pinnacle when most of these wheels were made, and impurities trapped in the castings can wreak havoc once reheated. But that?s almost a non-issue compared to what happens to these non-ferrous alloys over the years.

To put it mildly, the metal gets contaminated. Coat a part in oil for long enough?say from a leaky hub?and a porous aluminum or mag casting will soak it up like a sponge. Yes, you can burn or bake it out and some people are really good at it, but it?s not fully reliable ? and you probably don?t want to gamble on a valuable wheel. And contamination is nothing compared to oxidation. Oxidized aluminum, for example, has a far hotter melting point than aluminum. So by the time an oxidized area starts to melt, the good material around it can drop out in a blob.

And magnesium is on another order yet: it?s below zinc on the galvanic scale, meaning it reacts with everything, including the other metals used to alloy it (like aluminum which is about the same galvanically, and copper, which is way higher in the chart). I?ve watched the lip of a very desirable, non-vented 18×5 Halibrand make a ?pffft? sound as it literally disintegrated in a puff of smoke. And this was after bead-blasting, torching, and grinding a trough to dig down into shiny, clean metal.

Then there?s the hole itself. Even if you were to exercise perfect pre- and post-heat processes, you?re still piling on a ton of material to fill a hole the size of a pin or lug nut. The amount of heat put into such a relatively small area makes shrinkage a real problem, and that invites cracking. And Buffalo says that magnesium filler piled in by such aggressive means tends to have poor structural integrity?he says drilling a hole filled with magnesium creates powder rather than chips when drilled. Not exactly a confidence-inspiring thing for something that separates your car from the ground. Or a guardrail. That?s not to say that it?s impossible to weld up giant holes in alloys or even old mag. But it?s not nearly as reliable as this non-welding solution, according to him. And the majority of wheels that he does this to end up on cars that go sideways on dirt ovals. If they can handle that, they?ll certainly live up to whatever you?ll put them through on the street.

Now for the bad news: Buffalo really doesn?t want to work on your wheels. However, there?s good news: he?s more than forthcoming with what it takes to do it. We?re here to tell you that it?s not a speedy process, but in light of the alternatives (unusable wheels or possibly destroying them in the process), it?s well worth the work.


This poor wheel has suffered enough: originally six-pin, it was drilled for a five-pin hub, and the pattern wasn?t what I have (5.5).
The first step is to drill the holes to the size of the smallest tap necessary to fill them. Buffalo uses conventional coarse-thread taps.
It?s possible to drill overlapping holes, as shown here, but not to tap them individually. In these cases two must become one, and that means a giant drill and tap.
He tapped the hole clean through to make a conventional thread. While probably not entirely necessary, a mill makes it a lot easier to make big threads like this one needs.
Buffalo cuts the threads in aluminum bar stock just slightly oversized so they won?t just fit in as-is but will take a threading die. This part is key.
He then ran a die over about an inch of the end of the bar. Taps and dies cut progressively, which means the last inch or so of thread tapers ever so slightly from the nominal size to just oversized.
Thread just a little bit at a time and then check your progress on the wheel. The bar stock should thread into the hole just enough to protrude through the other side of the flange.
Buffalo aims to have the bar stock protrude by about 1/8 inch.
He cut the bar stock to make a slug that stands about 1/4 inch proud of the surface. Then he sawed a slot in the heads of the slugs and checked the fit again.
Because of the tapered threads, the slugs achieve an interference fit much like a tapered pipe thread. That?s probably sufficient but Buffalo likes security. So he uses high-strength thread locker.
Once coated, the slug goes back into the hole where Buffalo drives it home with a draglink socket (basically a giant flathead screwdriver tip on a socket). Between the interference fit and the thread locker, this ain?t coming out. Ever.
Buffalo then mows down the protruding slug with an end mill. He goes to the mounting surface and maybe a thousandth or so deeper just to make sure they don?t interfere with the wheel fit.
And here it is, a wheel brought back to the point of the second-to-last machining process it underwent more than half a century ago. This is blank-slate stuff! The world is your oyster!
I like the part of the oyster with a 5×5.5 bolt pattern. So do a lot of other people. So Buffalo made a jig with that and the other popular patterns. It registers on the standard Halibrand hub opening. Absent this jig, it?ll take a rotary table and a mill. But that?s not the end of the world.
But before drilling any holes, it pays to align them with existing ones. That preserves as much of the wheel?s integrity as possible.
Buffalo finally installed the drill fixture and bored the holes to 11/16, the diameter of the shank-style lug nuts that I use.
Finally, here?s the wheel from the front side. The shadow is from the pressure plate from when the prior owner ran it pin-drive. After bead blasting and sealing, this wheel will be ready for a tire. And quite possibly another 60 years of rolling.

The post Modernizing Old Halibrands & American Racing Wheels appeared first on Hot Rod Network.

Happy New Year, Mecum! Kissimmee Collector Car Auction Sees $96.6 Million in Sales
Category News
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The hammer falls, the auctioneer yells, ?SOLD! SOLD! SOLD!? and everybody is happy. Read More

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The hammer falls, the auctioneer yells, ?SOLD! SOLD! SOLD!? and everybody is happy. This year Mecum?s Kissimmee auction featured more than 3,000 vehicles, with more than 2,200 of them sold over a 10-day window that started January 5, 2018. The event in Osceola Heritage Park on the outskirts of this Florida town has become an annual destination for both serious car collectors and general enthusiasts. This year?s sales totaled $96.6 million and counting, as some sales are still being finalized in the process that Mecum calls The Bid Goes On. Those are big numbers, although it appears there?s some ongoing market correction at the moment.

This is one of the largest collector car auctions on the planet. The Mecum format puts between 275 and 300 cars on the auction block on a full day, with the event running from a 9 a.m. opening time to sometime in the evening. The crew puts in a long stretch, with auctioneers rotating out often and all workers getting a break every hour. The idea is to display enthusiasm, and the Mecum people spend what it takes to offer an experience as trouble-free as possible for buyers, sellers, and attendees. So even if you don?t have a spare million to bid on big-ticket iron, you can come in on a general admission ticket to see a ?car show? with someplace above a potential $100 million in value, enjoy a thrill ride in a new Dodge, watch special activities, check out the midway and sponsor displays, and witness the flurry of action from the stadium-level seats as the cars cross the block.

How is muscle faring in 2018? Let?s take a look.

Money Talks

There were some big sales in 2018, led by a pair of ZL1 Camaros that found a new home on Friday with final selling price of $1,210,000. This was an interesting offering featuring two of the mere 69 aluminum-engined COPO machines as a single lot. Considering what a single example has done in the past, this was a pretty solid sale. Both retained their original engines, amazing when you consider that most of them were damaged in rpm-related incidents. Both now restored, one was from the small group of 13 that dealer Fred Gibb sold himself (most of Gibbs? 50-car order was reassigned by Chevrolet), and the other came from a Virginia dealer and showed only 361 miles. It would be the highlight of American muscle this year and the third highest value lot of 2018 behind two Ferraris.

Top-selling Ford was the 1965 Gas Ronda A/FX Ford Mustang from the Nick Smith collection. Again, a factory-associated car with a rare motor (the SOHC 427), this car was built by Holman-Moody as the car show display vehicle, but Ronda got it early in the year after wrecking his first example in pre-season testing. The car sold for $324,500. Fords were among the healthiest sellers this year. Mercury sales were led off by an unrestored Boss 302 Cougar Eliminator from the Wayne Schmeeckle collection, which hammered out at $121,000.

Aero cars would be the chart-toppers for the Mopars, with a Hemi Superbird selling for $275,000 and a 440ci Daytona finishing at $253,000 for Plymouth and Dodge, respectively. There was a solid selection of Chryslers at this year?s event, though a number of owners decided to wait another day when the cars did not reach reserve. Top car in The Bid Goes On category was the 1965 Dick Landy Dodge, also from the Nick Smith Collection. This car was heavily promoted (as was the whole collection), but a $500,000 final call was not enough to find new ownership.
Top of the GM charts after the Chevrolets was $242,000 for a beautiful 1962 Super Duty Pontiac Catalina, which was not a vintage race car. A 1971 Olds 4-4-2 W-30 convertible took home a winning total of $134,750, and top muscle Buick was the very rare (one of two) 1970 GS455 Stage II race car, whose $115,500 tally was behind two 1950s-era Buicks that brought a bit more. AMC?s top seller was a SC/Rambler at $66,000.

What Market?

Frankly, the stock market. There was some price market correction this year, but with the stock market at record highs and the overall economy soaring, the ?big money? was not flowing freely. History bears out that collectors who have a balanced portfolio are presently investing their money in the stock market, in real estate, and, in anticipation of the upcoming tax benefits, in business.

For example, let?s look at the Hemi Mopar market. The two Superbirds that sold were both Hemi models, both column-shift automatics, and both under $300,000. Several Hemi E-Bodies were on hand, none topping the $300,000 margin at auction, with a very original 1970 model in orange at $225,500 as top seller. The $143,000 purchase price on a one-of-one Plum Crazy four-speed Super Track Pack 1970 Coronet R/T hardtop was also stunning. Although the car was available for the first time ever and promoted at both MCACN and in event advertising, no high-rollers pushed the car into the stratosphere. With the Hemi market at its hottest in recent years, this adjustment is likely temporary, but it seems to be a real-world change for now. Nonetheless, solid restored B-Body midsize Hemi models sold all week long in the $70,000-$100,000 range or better, so for people looking to sell, there were buyers.

Prices realized on other brands followed suit, with the traditional postwar classics (such as Mustang and Corvette) faring solidly. Fords in general were strong this year, including an R-code Galaxie 500XL convertible, the one-off New York World?s Fair display car, which topped $200,000. Low-mileage unrestored or lightly touched models of any brand continue to be in demand.

A fair number of higher-valued cars ended up in Mecum?s The Bid Goes On program this year when prices did not materialize to the seller?s desired level. That said, from the auctioneer?s platform would come an announcement like, ?We just sold the Corvette? (or Mustang or GTO or whatever), showing that buyers were quickly making successful offers at the Bid Goes On office to buy cars they wanted even if a second bidder had not been interested in pushing the price forward on the block. In the end, prices overall seemed to be reflecting that people were buying but were not ?investing? in the way they have in recent years. In our opinion, that money is likely on Wall Street right now.

Collections Sell Well (But Some Get Dragged Home)

This event is noted for groups of cars from single collections being offered on specific days, and three muscle collections in particular were highlights. Wayne Schmeeckle of Colorado had a wonderful group of low-mileage Fords and Mopars, and Kayo Erwin from Chattanooga likewise had several low-mileage muscle Chevrolets in his mix. Nick Smith?s Factory Lightweight Collection showcased some of drag racing?s most historic cars. All three owners sold cars for excellent prices, though all took a few home as well. Schmeeckle?s amazing 823-mile 1971 Boss 351 topped his sales at $192,500, but his two Bill Stroppe?prepped Broncos also impressed when they both topped $100,000 each. For Erwin, a Z-16 Chevelle was top-seller at $280,000, but his incredible 1966 L79 Nova SS with less than 7,000 documented miles powered up to $187,000, and then $172,500 allowed a new owner to take home his 7,900-mile 1963 409 Impala SS.

However, Erwin took home a good portion of his vintage drag cars, and Smith sold just a handful of his, with the aforementioned Gas Ronda 1965 A/FX and a 1964 Thunderbolt for $302,500 being the top sellers. The upper-end vintage drag car market seems to have cooled, perhaps partly because of the older age of their true enthusiasts. Also, they?re not practical drivers and require some maintenance to keep in top tune; it?s not a place for everybody. Smith?s cars were among the most famous in drag racing history; several, had they sold at the final bids tendered, would have easily made the Top 25 of all sales for the event. As it is, he decided to wait for another day.

To Mecum?s credit, the racing collections were well advertised and beautifully presented to the public, but they simply were not what buyers wanted this time around. Whether there?s a more permanent correction to this sector of the market remains to be seen; it wasn?t for a lack of trying.

An interesting approach Mecum had this year was to offer an assorted group of cars each morning in a Special No Reserve collection. Far from discount window goods, these were Shelby Mustangs, big-block convertibles, some nice modifieds, even a 1966 Hemi Charger. The top seller was a yellow G.T. 500KR at a reasonable $137,500, with most selling in the $30,000-$70,000 range. These groups brought buyers to the show and were a popular display on the midway.

One additional note is in order. Modified muscle cars, vehicles with show-level prep and remotoring to modern engine designs or larger-displacement legendary engines, showed big spark in 2018. Several topped the $100,000 mark, perhaps a harbinger that some new owners are looking for fun rather than chasing after OE authenticity.

Finish Line

We normally showcase the higher-valued sales, but many deals at midweek sold for less than $30,000. Should you buy now? Well, if a seller is planning to cash out, there are some real possibilities to be found. While not at giveaway prices, there may currently be the opportunity to get the car you want. The stock market never rallies forever, and collectability will remain for these icons of performance going forward. Honestly, the collector?s marketplace seems to do better when confidence is lacking in more traditional investments. That said, there are established bottom lines on many noted muscle models. Most will not fall below those margins, as the sale of the Special No Reserve collection showed.

Conversely, should you sell now? That?s a relative question. Those same buyers who are looking for cars will be in attendance at events like this, and the auction format remains one of the best ways to get true market value for your car. The corrections are usually more exponential at the top of the marketplace, and cars in the $20,000-$60,000 range did not seem to see any huge shift. Mecum?s reserve format protects you, allowing you to decide if it is time to sell. Good cars can usually find good homes regardless, and at prices that satisfy both buyer and seller.

For full Kissimmee results and info on upcoming Mecum auctions, visit mecum.com.


Photo courtesy of Mecum Auctions
The $68,200 price for this stunning, one-of-168 1971 Dodge Challenger R/T convertible with 383 Magnum power is a sign of market adjustments in the collector car market.
This beautiful restoration on Dick Brannan?s long-sought 1963 Galaxie drag car was bid up to more than $200,000, but owner Kayo Erwin decided to keep it. The car was one of many quality vintage race cars at the 2018 event.
Meanwhile, Erwin?s low-mileage Chevrolets, some off the market for longer than two decades, soared to solid prices. This 6,600-mile 1966 L79 Nova SS barnstormed to a $187,000 purchase price. As the sign shows, the reserve is off!
For collector Wayne Schmeeckle, who sold a significant group of cars here a couple of years ago, the chart-topper was this unreal MCA Thoroughbred Gold?winning Boss 351 Mustang. A solid representative of the last true Boss package of the muscle era, the car had been used as a dealer demo before being parked for preservation by the dealership. It has accumulated just 823 miles since new and sold for $192,500.
Seen in staging on Thursday were two big muscle machines from 1970, the Pontiac Gran Prix SJ with 455 power and a Chrysler 300H special edition. The restored blue bomber went to a new home for $44,000, and the preserved Hurst Mopar changed hands for $66,000.
Most of us know about the 1972 Hurst/Olds pace cars but have not seen the 1970 model. With just 268 built under code Y74, this is a 455-powered cruiser with a Y25 Ram Air hood, bench seat with center fold-down, power convertible top, and factory air. The winning bid was $66,000, for a car whose restoration was just finished last year.
The fact that less than $70,000 put a new owner into the real 455-inch thunder of the pace car is a sign of good opportunities right now.
This fine-looking Shelby convertible was on its way to the block on Saturday morning, when spirited bidding brought a final sale price of $189,750. The 428 machine with air conditioning garnered the fourth-highest selling price for the Shelby Mustang contingent.
Mustangs and Corvettes continue to be popular cars. This was the highest-selling of the street Mustangs here, hammering home a final total of $275,000 to equal one of the Shelby versions. Nick Smith?s two Gas Ronda drag cars were higher, the 1965 SOHC a sale at $324,500 and the 1966 long-nose funny car closing at $425,000 without meeting the reserve.
Seen rolling off the block in front of The Bid Goes On booth, this documented Phase III Motion Camaro, the only one ever built with an automatic transmission, was rolled away without meeting reserve on Saturday. A final bid of $230,000 was also one of the highest for Camaros that weekend.
Seen being removed from the block after selling for $275,000, this Hemi Superbird was likely a solid purchase. If there?s a present market change, cars like this will remain among the top echelon of performance collector cars.
This barn find was also likely a good buy even at $35,200. Real LS6 Chevelles can be hard to document, and this four-speed with paperwork was the real deal, complete with enough cool patina that it might be worth keeping as found. However, the price also gives the new owner room to restore it.
Featuring a 351, a Deluxe Marti Report, and a frame-off restoration, this 1971 Torino convertible was sold for charity on Friday morning and took a final sale price of $42,900. Again, well bought at this price in our opinion.
At $225,500, this was the highest-selling ?Cuda of the week. A beautiful car, this one featured great originality and its born-with driveline. We?d have bought it.
Top of the charts for bidding on the race cars was Dick Landy?s legendary 1965 Dodge Coronet, whose half-million-dollar final bid was not enough to send it to a new home. Mecum?s efforts to promote the racing collections were extensive, but the market for even the best-known cars seems to have softened, and many did not change hands during the event.
Put up as the 1969 ZL1 Offering, these two 1969 aluminum-engined Camaros were on offer as a single lot. Their $1,210,000 sales price was the third-highest of the entire event. This pair featured good history, originality, and provenance. They were a highlight for many attendees. A pair of early-construction 1970 Six Pack Mopar convertibles was also offered and bid to more than $800,000 without a sale.
This 1971 ?Cuda with factory Shaker and 340ci LA-series power was part of the Special No Reserve collection offered first thing each morning during the auction?s final days. The early birds were out, and the billboard E-Body, documented on a broadcast sheet, hammered to an impressive $86,900 closing price.
This very nice 1971 Buick convertible was more than meets the eye, having been built as a zone demonstrator, one of 11 known to exist. Completely optioned, the Cortez Gold Stage I car went over the block Friday and sold for $84,700 before the event concluded.
In front of a large crowd of bidders and onlookers, Kayo Erwin?s low-mileage restored 1965 Chevelle featuring the RPO Z-16 package moves off the main block and towards a purchase price of $280,000. The market for better low-mileage cars remains strong . . .
. . . and cars like this 1968 Hemi Road Runner continue to be popular as well. A premium example getting a big $165,000 purchase price, the beeper was awarded Top Eliminator honors by Mopar itself in 2014 and is the only 1968 Hemi hardtop known in PP1 Matador Red. That big sold sign is part of the action. Oh, yeah, you already saw this car in MUSCLE CAR REVIEW Feb. 2015.

The post Happy New Year, Mecum! Kissimmee Collector Car Auction Sees $96.6 Million in Sales appeared first on Hot Rod Network.

Historic Englishtown Raceway Park Shuts Down Drag Racing
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The drag racing world was dealt a devastating blow with the announcement that Old Bridge Township Raceway Park in New Jersey will no longer host drag racing on its iconic quarter- or eighth-mile drag strips. The news sent a shockwave through the racing community, leaving a gaping hole in a market spanning from New York to Philadelphia.

Old Bridge Township Raceway Park opened on July 4th 1965 and has since been a family owned and operated business. Late brothers Richard and Vincent ?Vinny? Napoiello, their father Vincent Sr., and his brother Louis built the facility in once rural New Jersey, and for 52 years the Napp family has presented NHRA-sanctioned drag racing events, AMA-sanctioned motocross racing, motocross practice, auto swap meets, auto shows, top rated drifting events, competition karting events, alternative motorsport and lifestyle events, athletic endurance events, history-making concerts, music festivals and much more. Additionally, Vinnie Napp is credited for created the very first Jr. Dragster and for kick-starting the NHRA Jr. Dragster League.
Known simply as ?Englishtown,? the track has hosted weekly racing, specialty events, but it?s most well known for its crown jewel, the NHRA Summernationals, a major stop on the NHRA Mello Yello professional racing tour.

?NHRA drag racing events have been held at the track in Englishtown for almost 50 years,? said NHRA president Glen Cromwell. ?The Summernationals have played an important part in our heritage, and we hope that fans in the area will try to make it to another one of our events. Our focus remains on making the NHRA Mello Yello Drag Racing series a memorable experience for our fans, racers, sponsors, partners and tracks.?

Memorable moments include a wild Grateful Dead concert in the ?70s, dozens of 32-car Funny Car spectaculars, ?Big Daddy? Don Garlits famous Top Fuel blow over in 1986, Kurt Johnson?s record-breaking six-second Pro Stock pass, Carolyn Melendy becoming the first woman in a doorslammer to eclipse 200 mph, and who can forget night-time nitro qualifying with header flames glowing, plus jet cars and wheelstanders shooting sparks ?13-feet in the air??

Drag racing legends Steve Evans, Dave McClelland, Bob Frey, Bret Kepner and many others have held the microphone, calling the races and telling tales of the 1,320. The pits and staging lanes were always filled with innovation, horsepower, hopes and dreams?the starting-line wall lined with photographers waiting to capture a moment in time.

More than just your typical quarter-mile, Raceway Park was a place to connect with fellow gearheads. Relationships were made, lifetime friendships forged. Englishtown pioneered and promoted endless specialty events and match races such as The Shakedown at E-town, Sport Compact series races, and in the late ?80s and ?90s RP was a hotbed for late-model performance. RP held the first Mustang vs. Buick Grand National Showdowns races with the team concept pitting the quickest 5.0 Mustangs against the best Buick GNs in a match-race format. Magazines flocked to cover the action and heroes were made at these events. Virtually every east-coast car magazine used E-Town as its test track, including our sister-titles Muscle Mustangs and Fasts Fords and Super Chevy.

The closing of Raceway Park is especially hard on your humble scribe. I have a special connection to the track and to so many people there. I worked at RP from 1988-1993, first for free as the Friday night announcer, then on Sunday?s in the time slip booth where I got paid. As I earned my stripes, I moved to the staging lanes and eventually to the burnout box. At times I also served as back-up starter to Tom Resko. During my breaks I?d either make run down the track or I?d don my camera and snap photos.

The Napps, RP staff, and regular photographers treated me like family. In fact, I even got my start in automotive journalism when the late Steve Collison, who was editor of Muscle Mustangs and Fast Fords, flipped me a roll of film and asked me to shoot a final round Friday one night. Collison offered this kid a chance and guys like Neil van Oppre and Jim Campisano took me under their wings and taught me the magazine business.

Essentially, my career happened because my father introduced me to this amazing place as a teenager. In fact, there?s a long list of professionals currently working in the industry and in the aftermarket who got their start at Raceway Park. You may recognize NHRA TV analyst and announcer Lewis Bloom, four-time NHRA Pro Stock Motorcycle champion Eddie Krawiec, and TV announcer Ken Stout, who all came from humble beginnings working at RP. There have been dozens of racers who?ve made their first pass at RP and went on to greatness, too. Guys like Peter and Sal Biondo, Frank Manzo, and Wayne Jesel. Of course there are many more, and that doesn?t even touch on the behind-the-scenes employees, the movers and shakers who kept the place going. Guys like Tom Resko who has served as the official starter since 1970, drag racing historian Paul ?WP? Bailey, Andrew Hinckley, track manager John Hedenberg, Ron Dicks, and the countless others who?ve worked there, not for the money, but to be immersed in the roar of the engines, the smell of rubber, and the sheer thrill of being near the action.

Unfortunately, despite many amazing years, the track is no longer able to sustain its hold on the market. ?Raceway Park will no longer conduct quarter mile or eighth-mile drag racing events effective immediately,? said a press release from Raceway Park. ?We will retain and use the ?stadium? portion of the facility including the VIP hospitality tower and grandstands and continue most of its operations, including the spring and fall auto swap meets, numerous car shows, both motocross racing and practice, kart racing, as well as drifting, a full schedule of road course activities, mud runs, monster truck shows, musical concerts, and festival events and more. The long standing Old Bridge Township Airport, owned and operated by Raceway Park will also continue to operate as normal. The new reorganization reflects the company?s plan moving forward beginning in 2018 while allowing Raceway Park to still continue to operate as it has in the past, with the exception of drag racing.?

For thousands the pain of losing this iconic facility is real. ?Feeling like I lost an old friend today,? said New York racer Jim Briante. ?That place has been part of the very soul of drag racing for over 55 years and if someone put to pen to paper, E-town?s memoir would put a smile on the face of gearheads everywhere, filling them with pride that they?re part of the sport. I?ve won more than a few of races there, went deep into the program of many others, got my Advance ET license there, got my first teary eyed nitro fuel baptism there, fell in love with early Pro Stock there, fell in love with Pro Mod there, and in 1995 I signed the right lane wall just past the finish line with blue paint. E-town was also the spiritual home base for the Pro 5.0 Mustang movement with every heavy-hitting racer who participated in it passing through the gates at least a few times. Honestly though, what I?ll miss most is just being there, being in the moment, with family and friends?won?t miss the hot dogs,? Briante added.

The Napp family wishes to express their most sincere gratitude to the NHRA, and the many thousands of racers and fans, without whom would have never allowed Raceway Park to become the iconic and nationally recognized drag racing facility it has over the past five decades. The Napp family would also like to extend a heartfelt thank you to the employees that have served our drag racing customers so well over the previous years. It is with a great sadness that the Napp family is discontinuing drag racing, however the family looks forward to continuing to provide the best outdoor events in this new era of Raceway Park.


Raceway Park was a hot bed for the new breed of Mustangs, Camaros and Grand Nationals in the late 1980s and early 1990s.
Raceway Park saw generations of racers compete on its quarter-mile. Here, Ed Alessi Jr. prepares to make a run in his father?s Pontiac.
In 2016 Larry Morgan drove in Stock Eliminator in Wendy Caliendo?s Firebird.
Winning for locals was extra-sweet at Englishtown.
Funny Car champion Robert Hight makes a pass down the famed 1,320.
Here?s the Top Fueler of New Jersey?s Antron Brown.

View from the suites in the VIP Tower.
NHRA Pro Stock Motorcycle champion Eddie Krawiec was a former track manager and regular racer at Raceway Park.

Tom Resko was a regular sight on the starting line at Raceway Park. Resko began his career at RP in 1970.

Raceway Park had a huge Jr. Dragster program, two of its drivers, Michelle (driving) and Genna Bongiovanni have moved on to compete in NHRA Super Stock.
During any trip to RP you were guaranteed to see amazing American muscle.
The ultimate prize for many was a NHRA ?Wally? from the Summernationals.

Top Fuel racer Antron Brown got his start attending races at Englishtown.

Local bracket racer has served as RP track manager for the past five years.

Super Gas racer Dan Northrop is embraced by his mother after scoring his third win at the Summernationals.

Before entering the wonderful world of automotive journalism, I worked at Raceway Park performing a variety of duties. Here, I?m announcing the Super Chevy Showdown around 1992.

Lewis Bloom (left) shares the mic with Bret Kepner during a USSC race in 1990. Right behind them is famed photgrapher Norman Blake.
Vincent ?Vinny? Napoiello was a racer, car builder and innovator in the sport of drag racing.
On this pass in 1989, Carolyn Melendy became the first women to pilot a doorslammer over 200 when she ran 7.0 at 200.89 mph.

The post Historic Englishtown Raceway Park Shuts Down Drag Racing appeared first on Hot Rod Network.

Upgrade Your GM Charging System with A One-Wire Alternator
Category How To, Interior & Electrical
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We update the charging system by installing a new Powermaster one-wire alternator on our 1964… Read More

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The charging system of your Chevy is a vital piece of the reliability puzzle, and if you?re relying on a crusty original alternator you might be on borrowed time. The fact of the matter is an original alternator from a 1960?s Chevy isn?t capable of supporting a car with modern features such as an electric fuel pump, EFI, air conditioning, electric fans, and a stereo system. Not every high-performance project car has all of these modern features, but it?s important to know that an original charging system cannot keep up when all of those accessories are running. That?s where Powermaster Performance comes into play with their lineup of high-output alternators, many of which are available with one-wire hookups.

We?re wrenching on an early Chevelle, which is still sporting a mostly original 283ci small-block Chevy engine. It?s a simple car, but we do plan to add a few accessories to the tried-and-true 1960?s GM formula. Air conditioning is one of the biggest items on our to-do list, and the folks at Vintage Air suggested we upgrade to a high-output alternator. We went with a Powermaster 12si-style unit, offering 150 amps and a simple one-wire connection. We ordered it with a V-belt pulley and included a new charge wire in our order.

The installation was extremely simple and we had the new alternator in place after about an hour in the shop. Regular hand tools are all that?s necessary for the install, unless you also plan to install a voltage sensor for use with the original battery (generator) warning light or a volt gauge. At that point you might need to crimp a few wires to complete the install, but it?s still a very simple process. For now, we?re taking the easy route and we?ll test functionality with a voltmeter before we take off down the road. The folks at Powermaster say to never test alternator functionality by removing a battery cable while the car is running. Ours checked out fine with the voltmeter so we?re back on the road with confidence that our charging system is up to the task. CHP

1. As always, any time you?re dealing with the electrical system on your classic Chevy, disconnect the battery. This is also a great time to buy new cables and terminals, as this is cheap insurance against wiring gremlins down the road.
2. We start by removing the original alternator from our 1964 Chevelle project car. This car survived more than 50 years with the original charging system, but it?s time for an upgrade. We use a 1/2-inch wrench to loosen the top retaining bolt.
3. With the top bolt loosened, we can rotate the alternator toward the engine and remove the belt. Once again, we?re using this opportunity to eliminate a potential problem down the road by sticking the belt in our spare parts bin and replacing it with a new one.
4. Some applications vary, but our Chevelle features a 3/8-inch bolt that passes through the bracket and the alternator. We use a 9/16-inch socket and a wrench on the backside to loosen and remove the bolt.
5.Once the alternator is removed we can disconnect the original wiring, including this brittle plastic plug.
6. On our 1964 Chevelle, the alternator charge wire is attached to clips that tuck beneath the upper radiator support channel. We snake the new wire into place and feed it into the engine bay.
7. We removed some of the tape from the factory wiring harness in order to remove the old wires that run to the voltage regulator.
8. The original voltage regulator is removed. We carefully traced the wires, as this regulator was originally wired into the horn relay, which acted as a power distribution point. Without adding an aftermarket voltage sensor, the battery warning light will no longer be functional after removing the voltage regulator. A volt sensor can be added to the new alternator for volt gauge or warning light functionality.
9. There are tons of choices for aftermarket alternators, and we went with a Powermaster 12si-style unit, offering 150 amps and a simple one-wire hookup. We ordered it with a V-belt pulley and Powermaster charge wire.
10. The new Powermaster alternator bolts to the stock mounts with ease. We reused our original long bolt that passes through the bottom bolt hole and bracket and then tightened it using a 9/16-inch socket and 9/16-inch wrench on the backside.
11. A new top bolt is provided with the Powermaster unit. After we got a new belt installed we pulled the alternator tight and then secured the bolt with a 1/2-inch wrench.
12. Now would be a good time to replace the battery terminals. Our Chevelle has a few accessories, including a Vintage Air A/C system, so our terminals are pretty full after we ran the Powermaster charge wire from the alternator to the positive post on the battery. Another option is to run the alternator charge wire to the starter.
13. We also replaced the ground cable and terminal on the Chevelle. It?s important to remember that any vehicle that is running an aftermarket fuel-injection system or LS engine swap needs an excellent system of grounds to tie the engine to the chassis and the chassis to the body.
14. With the belt installed and everything tight, we can install the charge wire on the back of the Powermaster alternator. The one-wire hookup is very simple, and you?ll be ready to hit the road with additional charging power for accessories like air conditioning, fuel injection, electric fans, and more.

 

 

Sources

Powermaster

630.957.4019

powermastermotorsports.com

Vintage Air

800.862.6658

vintageair.com

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Car Craft?s List of the 27 Coolest Things at the 2018 Mecum Auction in Kissimmee
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Cars of every shape and size show up at collector auctions, and there were more… Read More

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In the background, the hammer falls Wayne Schemekle?s unrestored 1970 Boss 302 Cougar Eliminator sold for $121,000


Cars of every shape and size show up at collector auctions, and there were more than 3,000 of them at Mecum Kissimmee, which has become the season opener for the winter auction circuit. Starting in Florida makes this a somewhat different audience than some of the more westerly auction venues, as the Orlando area as a popular destination for snow-weary northerners, as well as international travellers, have an opportunity to bid on some stellar cars. Indeed, with the event book-ended through a couple of weekends, you could find ample things to do with the family and still get your fill of car action.

Even if you are not looking to find that car of your dreams, there is a lot to see. After all, the cars themselves are on display where you can see them up close, and the field isn?t limited to pristine restorations. There are street rods and hot rods, drag cars and street machines, oddball station wagons, and low-mileage highway cruisers. There are deals to be had if you are patient. The auction venue itself is an indoor stadium called the Silver Spur Arena, but the overall Osceola Heritage Park has space for the thousands of cars, Dodge?s Hellcat-based thrill ride, a special event-oriented midway, and the so-called ?glass house? where the most valuable vehicles were usually on display. This year, that building included a number of great vintage drag machines, ultra-low-mileage original muscle cars, and a mixture of exotics led by Bugatti and Ferrari. For many, Mecum?s season-opening event is a wide-open chance to enjoy great cars, whether you are a big roller, a budget chaser, or just someone who appreciates the faster things in life. Even the sold cars often end up back on display, and huge tents are erected to allow a leisurely walk through to see the cars. There are also media presentations on big-screen TVs throughout to keep up with what is on the block, and Mecum publishes catalogs for some of the collections. This year, we also saw a great wooden racing boat collection, road art that included the never-used stock of an old sign company, a bi-plane, motorcycles, and some other surprises. Go to mecum.com and sign in (it?s free) for the full results.



Sudden Death 1975 Mustang II
If there was one car this year that typified the Car Craft mystique, it was this legendary Motor City street machine built by Pro Stock racers Wayne Gapp and Jack Roush (yes, youngsters, Roush was all about drag racing in the ?70s). The Mustang II design was lamented by many, but once a Pro Stock suspension design, cage, and set-back Cleveland-based engine were installed, this silver beast was notorious on the streets of Detroit, with the name Sudden Death coming from a HOT ROD article by the legendary Gray Baskerville. Twin-turbos were too much for it, so it got parked in the ?80s, but current owner Tom Tate found it and redid it like it was back in its heyday. On the block Thursday, the bidding reached $47,000, which did not meet the reserve, so Tom kept it. The internet was buzzing on this one, though, and since Mecum offers sellers a second chance to run the car through later in the year, we may see it again.


1965 Z16 Chevelle
Kayo Erwin of Tennessee is a long-time collector who brought a number of cars that had been in his collection for decades. One was this low-mileage, restored RPO Z16 1965 Chevelle. As some people may know, these were image cars for Chevrolet, released to prime the pump, so to speak, for the upcoming 1966 SS396 package. This is why only 201 were built that first year. The beautiful car took home a winning bid of $280,500.


1972 Mr. Norm GSS Dodge Demon
The Demon name has been brought back by Chrysler/FCA recently, but the original small-block version had its own version of ?serious.? Mr. Norm?s Grand-Spaulding Dodge in Chicago released an exclusive edition that featured the 340 Six Pack that had been used only on the 1970 Challenger E-bodies Trans-Am packages. These A-bombs rarely show up for sale, and this one was in pristine shape with A4 Gunmetal Gray paint. From the Wayne Scheeckle collection, and $62,700 later on Friday afternoon, it belonged to someone else.


The ZL1 Camaro Offering
Topping the million dollar mark for muscle this year was a pair of ZL1 Camaros, both with original ZL1 engines. One was sold new through the Fred Gibb franchise itself, and the other was a reassignment from Chevrolet after Gibb frantically called Detroit when he got the first invoice. He had been told the sticker price would be about 4500.00; instead, when the first truckload arrived in LaHarpe, Illinois that February, each car had a retail of over $7,000! It was the only time Chevrolet is known to have taken pre-ordered cars back, and they were reassigned cars to other dealers directly from Norwood. Only 69 ZL1 Camaros were built, and they rarely show up with real 1969 blocks in them.


Landy?s Dodge
The Mecum auction publicity department worked hard to promote the exclusive drag cars owned by Nick Smith. These were the cream of the crop for the years they raced, and none was more known to the Mopar faithful as the 1965 Dodge Coronet raced by Dandy Dick Landy. Featured in a monster wheelstand in a full-color CC center spread that year (and on Kissimmee-area billboards in 2018), the Landy machine is considered one of the best preserved of the batch of cars built by Chrysler as ?AFX Dragsters? that year. It climbed to a cool $500,000, but Nick (seen at left with his crew) decided he would keep it. Vintage drag cars have cooled recently.


That Boss 351
Another car from Wayne Schmeeckle?s collection was this 1971 Boss 351 Mustang. The final Boss package released in that era, this was a dealer demo that had been sold with less than 1,000 miles on its odometer. In fact, it has been driven only 823 miles since new and had an MCA Thoroughbred Gold award to prove it. When the hammer fell, this incredible survivor was sold for $192,500.


Thrill Rides by Dodge
Sometimes you want to take a break from the action, and lots of people were walking over to the Dodge display to get a fast and sideways blast in a new Challenger or Charger. The track layout changes based on space, and this year was a water-assisted tire-churning kick through a chicane, immediate heavy braking, a hairpin turn-around, and 100 feet of hard acceleration. Dodge gets your info, gives you some free swag, and thrills you with a seasoned driver at the wheel. This is free with your admission into the venue; just do it before the line gets too long.


The Absolute No Reserve Offering
On several days throughout the auction, groups of cars were offered with no reserve price to begin that day?s bidding. The early birds who were on hand for the day?s start found out quickly that these were all solid cars, and most of them sold at close to market value. They included Hemi Mopars, Shelby Mustangs, and more. This 1970 W30 Olds 4-4-2 hammered a big $99,000 final bid on Saturday morning.


Gas Ronda?s 1965 Mustang
Among the cars in the Nick Smith Collection was this original 1965 A/FX Mustang. Painted Poppy Red with correct lettering, this was one of the cars created under contract with Ford for NHRA-legal racing. Ronda actually had two of these SOHC-powered cars, as the first one assigned to him was wrecked in pre-season testing. He then ran the season in this car, which had originally been built for show use. It?s new owner won the auction with a final bid of $324,500 on Friday.


Celebrity Drivers
Don Garlits, Bruce Larson, and Al Joniec (shown with the Cobra Jet Mustang he won the 1968 NHRA Nationals in), were among those seen as part of Mecum?s action this year. Larson was there with his 1962 Ford (yep, the guy known as Mr. USA-1 once worked at a Blue Oval franchise), Garlits did some color commentary, and Joniec drove the legendary Rice & Holman-backed machine across the block.


1962 FX Fords
So few of these cars were built, and fewer exist now. We are talking about the very first embers of Total Performance for drag racing, the 1962 Ford Galaxie lightweight. Nick Smith had one of the four that were not rebodied as 1963 models, while a very young Bruce Larson personally went to Detroit and got lightweight parts through Ford to uphold the brand?s honor in the mid-Atlantic and northeast regions. This included the first 2×4 intake released to the public beyond Dick Brannan?s experimental stuff. Selling the car for the widow of a close friend, Bruce was happy to have it hammer home at $66,000, complete with a near-priceless book of paperwork.


Daytona 500 Camaro Pace Car
We all know about the Indy Pace Car program with the orange and white packages, but how about this 1969 Camaro dressed out for the 1969 effort at Daytona. Produced during the third week of October 1968, the NASCAR pace cars first saw official duty at the 1969 Daytona 500, and they were used through the season at various other tracks, receiving new lettering for each race. All of them were returned to Chevrolet Motor Division at the end of the 1969 season, intended to be sold to the public. Based on its unique optioning, it is believed this was one of the ten cars from that program, and owner Joe Cheek had a buyer for it through the Bid Goes On program about an hour after the car did not meet reserve on Friday. The Bid Goes On option lets buyers make a higher counter offer to Mecum, who checks to see if the owner is interested. If so, the money changes hands and another car is sold!


1970 Hemi Coronet R/T Hardtop
This big, bad Dodge was a personal favorite, and I had chatted with long-time owner Chris Coulson many times during the last two years. The first 1970 Hemi exported to Canada, and the only one in this body design to feature the four-speed, 4.10 Dana Super Trak Pack option, this Plum Crazy purple Mopar climbed to a final hammer of $143,000. Mecum had promoted the car at both MCACN and in the event advertising, and my (possibly biased) opinion, it was a great buy on a unique performance car. I wish I had the $144,000 to try for this one!


The Happy Days hot Rod
Ok, so maybe its not as cool as some of the musclecars up for sale, but this little machine would be cool just to take to cruise night. With some possibility of even George Barris having been involved with it, it was still a movie-level build and not really detailed. It was graced with signatures of many of the Happy Days TV stars including ?the Fonz? Henry Winkler, however. Frankly, when the bidding topped $80,000, we are of the belief the owner would have been wise to send it a new home.


Big Bad Jav
This 1970 Javelin was part of the No Reserve collection and took home a healthy $55,000 Saturday morning. Hard to restore, this SST was a real Go Package equipped version, complete with the optional spoilers, sidepipes, blue paint, 390-CI engine, and four-speed crash box.


Getting The Old Car Back
The first car that noted collector Tim Wellborn had ever bought from Mecum auctions was a 1970 LS6 Chevelle. He sold it a couple of years ago, having found another one with lower mileage. A persistent friend talked into Tim selling that one, and, to his surprise, the original black car was among the 2018 catalog offerings. Between doing NBC-SN color commentary on Friday, got the car back for his Alabama museum, noting with a slight grin that he actually purchased it back for a little less than he sold it for.


The 1964 NYWF 427 Galaxie
Probably the biggest surprise for some attendee was that this big Galaxie 500 convertible brought $225,500. Powered by the R-code 427 8-bbl package, what made this car special was that it was used at the beginning of the 1964 New York World?s Fair as a display car along with the first Mustang. A convertible with extra chrome and trim. This car was spectacularly restored and is a special piece of Ford history.


Joel?s Crazy Corvette
There were some very nice Corvettes here, from high-buck 1963 Z06 tankers to reasonably priced late models. If we had to pick one to take to the Car Craft Summer Nationals, we would have done what collector Todd Werner did and grabbed this documented 1970 Phase III Motion machine. Well-known in the hobby and once a cover car on one of the long-gone east coast magazines, this car featured a radical appearance and equipment thanks to Joel Rosen and his crew at Motion Performance. The car was expertly restored by George Rubistello about 2003. Werner, whose collection of vintage drag cars was featured on our cover a few years ago, added this unique machine to his stables for $104,500.


By the time I get a Phoenix
The 1960 Dodge Dart Phoenix is a monster Mopar from a time when Detroit was adjusting to the new decade with varying degree of success. The company built fewer than 600 of these cars, and most of those are long, long gone by now. Stylish in a way Chrysler could only have done, this rare example was pretty cool, and it was the only car we saw this year featuring the long-ram intake design, which was coded as D500 on the 383 Wedge. With spectacular paint, a large number of factory options, mostly original equipment, and a selling price of $68,200, this would have been another wild piece to own, if only for its crazy engine technology and unreal body size.


The NOS Old Sign Factory
The Flexlume sign company went bankrupt during World War II because the government did not want their neon- and incandescent-lighted advertising signaling to enemy flyers where our cities were. When the company?s assets were sold in 1944, what was left of their old stock that had not been turned to the wartime scrap went into storage for 80 years. On Sunday?s final day, this collection of cool advertising was sold at no reserve. Many were smaller pieces while others, like these never-used Gulf signs, were so large they would need a real gas station to hang up for display. How neat would it be to become the first-ever owner of one of these still-crated old-school signs?


1961 Pontiac Safari Wagon
Mecum sold tens of millions of dollars worth of cars here, so relatively speaking, only a few did not meet the reserve. One of them was this very cool 1961 Safari station wagon that was just begging for a Nostalgia Top Fuel car to push around. A single repaint in rare ?Firedawn Mist? (a bronze metallic paint), original sheet-metal, great two-tone interior, dealer-installed Tri-power layout on the 389 engine, a power rear window, upscale trim, and complete paperwork rounded it out. It stopped getting action on Wednesday at only $25,000, so the owner understandably chose to take it home.


The Bugatti
When money is no object, you have the choice of modern hypercars like this one, a 2018 Bugatti Chiron. Think of this car as having Formula 1 technology in a street car. It makes more than 1,400 horsepower bone stock, goes 0-60 in 2.3 seconds, top ends at 261 MPH (honest, officer, I missed the sign), and really can?t be Car Crafted. After all, the tires are $22,000?apiece! This car, which showed just 249 delivery miles, had a literal million dollars in optional equipment alone on it. Even when the bidding pushed above the $3M range, it did not meet the reserve. How many already-full garages could you buy for $4,000,000? A bunch, but the Chiron was a true spectacle here, and lots of people enjoyed the chance simply see one of these very exclusive cars up close. They took lots of selfies here, too.


1970 Buick GS Stage II
This 1970 Stage II Buick GS 455 was one of the No Reserve cars, and it certainly lit our fire. Created by the company?s engineering arm, just two cars received Stage II parts, as GM had gotten very serious about emissions controls before the development onf ths package had concluded. This one held NHRA and AHRA records, as well as cool authentic racing paint and a prototype hood scoop. It hammered home at healthy $115,500 on Friday morning.


His and Hers GTOs
This ?couple? of red convertibles was offered separately, both beautiful presented and optioned differently. ?Hers? was a 1967 with white interior, power seats and top, automatic transmission, and a 2.93 rear gear. ?His? was a 1966 four-speed with a Royal Bobcat tune up, 3.55 gearing, Hurst wheels, and day-two Tri-Power. Sold back-to-back, the same buyer took the pair, offering more than $140,000 for the classy lady after laying down an additional $92,400 for the he-man model. We?d drive either. Right, dear?


The Last Auburn
Last year when we picked our favorite classic car, the Duesenberg was an easy choice. It was a cool car but, hey, it?s a little pricy like the Bugatti. This year, we picked a classic that sold for a lot less: only $121,000. Auburns were among the best-known models of the ?deco era,? but the ravages of the Great Depression spelled their end. This 1936 Model 852 was the final new release by the ebbing Indiana firm- a cabriolet featuring a rumble seat, a Lycoming straight eight, and scads of class. It?s so cool as it sits that it might even be a car we would leave stock?maybe.

The post Car Craft?s List of the 27 Coolest Things at the 2018 Mecum Auction in Kissimmee appeared first on Hot Rod Network.

392 Chrysler Hemi Build and Dyno Test: How Does the Whale Motor Respond to Bolt-On Speed Parts?
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Fire Power Flirtations In a 1952 presentation to the Society of Automotive Engineers titled ?New… Read More

The post 392 Chrysler Hemi Build and Dyno Test: How Does the Whale Motor Respond to Bolt-On Speed Parts? appeared first on Hot Rod Network.

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Fire Power Flirtations

In a 1952 presentation to the Society of Automotive Engineers titled ?New Horizons in Engine Design,? Chrysler Engine Design Chief James Zeder wrote, ?The power of an engine should be based on physique, not on stimulants.? Had Zeder been a sports coach addressing a locker room full of athletes, his message would have been akin to urging the guys to hit the gym instead of pumping steroids.

As we?ll see in this buildup of a Chrysler 392 Fire Power V8, there?s a lot of ?physique? in the legendary whale motor. But who exactly was Zeder accusing of juicing with ?stimulants? in his presentation? That would have been General Motors? groundbreaking ?49 Caddy and Oldsmobile ?Kettering? V8s (named after GM engine design boss Charles Kettering). No, GM wasn?t stashing hidden nitrous oxide systems in early Olds Rocket 88s and Coupe DeVilles; rather (in Zeder?s opinion), GM?s ?Boss Kett? was too reliant on high compression?and high-octane gasoline?to complete the picture.

In 1921, GM?s fuel research lab, led by Charles Kettering, discovered tetraethyl lead (TEL). The petroleum industry adopted it, and the problem of spark knock in car engines was greatly reduced. The addition of TEL to the nation?s fuel stocks allowed engine makers to nudge compression ratios upward from the Model T?s 3.98:1 into the 5s, 6s, and low 7s by 1940. The added compression was good for overall efficiency, not just peak power, as each drop of gas was better utilized.

So when GM conjured its new, post-WWII OHV V8s, it banked on ever-escalating compression ratios and publicly predicted the average passenger car engine would be as high as 12.5:1 by 1960. This was to be made possible by wartime advances in fuel quality, as the average octane jumped from 65 to 80 points after the war.

But Chrysler?s Zeder didn?t agree. He reasoned that relying on external factors like high-octane gas (the ?stimulants?) would spell disaster if fuel shortages ever materialized and only low octane was available?which is what happened in the early 1970s with OPEC.

Elsewhere in Zeder?s 1952 SAE paper he wrote, ?In recent years, so much attention has been paid to fuels that it is necessary to remind ourselves periodically that we work with a hot-air engine; and in order to get power out we must get air in?it is amazing how often the hot air finds its way into the advertising, and not into the engine.? Thus, instead of GM?s compression/octane-based strategy, Chrysler embraced the hemispherical combustion chamber for its ?octane indifference,? i.e. ability to run on lousy gasoline.

Between July 1945 and December 1947, Chrysler built a group of experimental engines with many combustion chamber configurations, compression ratios, cylinder counts, and crankcase layouts. One of these engines would be chosen for mass production and play the key role of motivating Chrysler cars for the next decade. No pressure, right? Wedges, pent-roofs, Heron-style, and hemispherical combustion chambers were all evaluated, and through it all, the hemi-type proved its ability to make solid power without the need for high-quality fuel. ?Physique? won out over ?stimulants.?

In January 1948, the decision was made to bring the 331ci Hemi to reality for the ?51 model year. It was a humble start. With its single two-barrel carburetor, single exhaust system, and 7.5:1 compression, the inaugural ?51 Chrysler Fire Power delivered 180 hp at 4,000 rpm and 312 lb-ft at 2,000 rpm. But it was a full 20 hp ahead of Caddy?s top ?51 V8, which also utilized a 7.5:1 compression ratio, displaced the same 331 cubes, and inhaled through a single two barrel, but had wedge-type combustion chambers.

From there, the Hemi grew from strength to strength and spawned smaller DeSoto (1952) and Dodge (1953) siblings. By 1958, the Fire Power maxed out at 392 ci; and with a solid cam, dual Carter WCFBs, and 10:1 compression aboard the mighty 300D, it delivered 380 hp at 5,200 rpm and 435 lb-ft at 3,600 rpm.

But as history has shown, the octane race never materialized, and octane stabilized at 90 to 104 points for the next two decades. To suit these conditions, Detroit compression ratios languished in the 8.5 to 10.5:1 range, with sky-high numbers reserved for factory Super Stock applications. (Chrysler?s 413 Max Wedge tickled the 13.5:1 mark in 1962.) None of this validated?or discredited?either Kettering or Zeder?s strategy.

Seventy years later, we now know that the massive Hemi?s octane indifference was a largely unappreciated/unnecessary marketing feature. Instead, its breathing potential became the key selling point. Unfortunately, performance potential didn?t sell new cars, and the substantial added cost associated with its dual rocker shafts and jewel-like rocker arms triggered termination after the ?58 model year (though some ?59 Dodge trucks were Hemi equipped).

As the cheaper-to-produce wedge-head 413 big-block took over as Chrysler?s prime mover in 1959, the early Hemi became the go-to engine for nitro drag racers like Don ?Big Daddy? Garlits and growing legions of rodders who simply appreciated its ?physique.? With its broad shouldered look, there are few engines that gather a crowd when the hood goes up like a Hemi.

Let?s watch as Donnie Wood and the crew at R.A.D. Auto Machine exploit the whale?s physique with some interesting intake and exhaust goodies.

1. A 0.040-inch overbore brings the cylinders to 4.040 inches. The first-generation Hemi block lacks the crankcase skirt extensions of the second- (?64-?71) and third-generation (2003-present) blocks. This rules out cross-bolted main caps, but with quality machine work and assembly, it?ll handle 600 hp.
2. Like the post-WWII Cadillac 331, Oldsmobile 303, Studebaker 232, Ford Y-block, Buick nailhead, Pontiac 287, and Packard 320, the Fire Power?s tappet chamber is sealed by a baffled, stamped-steel cover. The CE57 stamping on the right-hand end of the block identifies this block as being from the ?57 model year.
3. The 68-pound, forged-steel 392 crank?s output flange is drilled for eight flywheel fasteners, just like the later 426 Hemi. But obviously, they?re not interchangeable. Key swap meet giveaways are the Fire Power?s non-threaded flange holes and absence of the raised flywheel/flexplate register ring seen on 426 Hemi cranks.
4. To set the thrust bearing, constant forward pressure is applied to the crank while the 2.6875-inch-diameter main caps are torqued to 90 lb-ft. Earlier 331 (?51-?54) and 354 (1955-1956) Hemi main- and rod-bearing diameters are smaller at 2.500 inches.
5. The pen points to the polishing work performed on the forged rod beams. For contrast, the factory-issue grainy surface texture (right) can trigger stress cracks. Earlier 331 and 354 rods are shorter than 392 units, 6.625 inches versus 6.951, and have smaller big ends, 2.250 inches versus 2.6875. The 392 block?s 10.865-inch deck height is also taller than the 331/354 block?s 10.38/10.32-inch respective spans. As such, 331/354 and 392 intake manifolds do not interchange without effort.
6. Spiral locks secure the floating pins within the KB Silv-O-Lite hypereutectic pistons. The 392?s ?smallish? 103cc combustion chambers don?t require massive (and heavy) piston domes to achieve compression. By contrast, second-generation 426 Hemis have 172cc combustion chambers and require larger domes to achieve the same compression ratio.
7. The nearly flat pistons with valve relief notches yield a pump-gas-compatible 9.5:1 compression ratio, just half a point lower than the ?58 300D. With its 0.040 overbore, this 392 now displaces 398 ci. Rings are plasma-moly faced Speed Pro (PN 24122) gapped at 0.018/0.020 (top/second).
8. Lack of the rare and expensive adjustable rocker arms used in Chrysler 300D and certain marine/industrial applications forced us into a hydraulic cam. For this street-and-strip build, we opted for an Isky Mega 280 with 0.485-inch lift, 280/280 degrees advertised duration (232/232 @ 0.050-inch lift) on a 108-degree LSA. It?s hotter than the 300D cam?s 0.435/0.442-inch lift and 276/276 degrees of duration. The hydraulic lifters impose no penalties whatsoever at this level of performance.
9. A nifty vintage finned aluminum FGT multi-piece timing cover contains the Cloyes True Roller timing set (PN 9-1103). R.A.D. painted the engine black rather than the stain-prone silver paint originally used by Chrysler.
10. With the fresh ARP rod-cap fasteners torqued to 52 lb-ft, a stock 5-quart Chrysler center-sump oil pan and matched pickup tube work with the Hot Heads oil pump (PN 21920). Hot Heads offers a rear sump pan that?s ideal for most hot rod applications (PN 21811). Higher capacity oiling systems are also available from Hot Heads and Milodon, but the stock arrangement is adequate for this 6,000-rpm street machine.
11. Though 392 heads won?t spoil the recipe, earlier 331 heads are said to have better port floors. Bearing casting number 1556157-1, the stock 331?s 1.81/1.5-inch valves and seats are upsized to 2.00/1.75 inches, matching stock 392 dimensions. Metal was also removed from the throat area directly behind the valve heads.
12. Pop quiz: Which cylinder head is heavier, a 331 Hemi or a Chevy 454? Surprise! At 64.4 pounds bare, the Hemi is 3.8 pounds lighter than the fabled Rat! The free-flowing square intake (top) and ovoid exhaust ports (bottom) complemented the hemi chambers and have won countless races. Later 354 and 392 iron heads are also much lighter than Bow Tie goodies.
13. A set of Hot Heads dual valvesprings (PN 40062) works with the stock retainers and locks to deliver 135 pounds of pressure (closed) and 325 pounds at full lift. Installed height is 1.700 inches. P.C.-style seals control valve stem lubrication.
14. R.A.D.?s Donnie Wood carefully guides the heads into position atop the Best composite head gaskets (PN 585). Compressed, the gaskets are 0.040 inch thick and help deliver the 9.5:1 compression ratio. First-gen Hemi heads are interchangeable side to side as long as bolt-on caps seal the unused water passages at the firewall end of things.
15. Any Mopar 273, 318, 340, or 360 distributor will fit the 392 block as long as a Hot Heads intermediate shaft (PN 21930) and alignment collar are used, as shown here in the lifter galley.
16. Proven stable to more than 7,000 rpm (with sufficient valvesprings), the cast iron rocker-shaft stand hold-down bolts do double duty as head bolts. Though only four bolts pinch the head gasket atop each cylinder, the arrangement is bulletproof when naturally aspirated. Supercharged applications must employ studs and other tricks to increase clamping force.
17. For an extra measure of control, Hot Heads 3/8-inch diameter chrome-moly pushrods (PN 21086) with adjustable ends connect the lifters to the rocker arms. R.A.D. set them at half a turn beyond zero plunger lash.
18. R.A.D.?s Steve Chmura installs the vintage Mickey Thompson finned, cast-aluminum rocker covers. At 6.100 inches, second-generation (426-style) Hemi spark plug tubes are 0.250 inch too long for use on the 331-392. Hot Heads offers replacements for lost items.
19. Working with the Hot Heads driveshaft and alignment collar described earlier, a box-stock PerTronix Flame-Thrower billet aluminum distributor (PN D141700) fires the Autolite No. 65 plugs at 32 degrees BTDC. Though first- and second-generation Hemi spark plug tubes are not interchangeable, the wires and rigid insulators are. A set of 8mm Taylor wires (PN 75089) need only final trimming and terminal crimping for use.
20. The stock cast-iron 392 thermostat housing (in hands) is too short when 331 heads are used on a 392 block. Hot Heads remedies the hassle with a hose kit and adapter fittings (PN 21404). Though this dyno setup uses an electric water pump, Hot Heads offers numerous street- and strip-friendly alternates.
21. Hot Heads offers these adapter spacers (PN 20209) when using shorter 331 heads on the tall-deck 392 block. Two sets of gaskets are needed.
22. To evaluate the classic and the new, let?s compare a vintage 7263 Weiand dual-quad manifold (left) with a modern Hot Heads 50000 high-rise, single-four-barrel unit. With so much distance between the M/T rocker covers, will the single carburetor look naked compared to the dual-quad setup?
23. For the single-carb test, R.A.D. used a 750-cfm Quick Fuel double-pumper (PN HR-750) to meter fuel and air.
24. Exhaling through stock center-dump Chrysler New Yorker exhaust manifolds, the Quick Fuel carb delivered 408 hp at 5,500 rpm and 463.6 lb-ft at 3,300 rpm. Box stock metering is ideal.
25. Switching from stock manifolds (in hand) to Hot Heads 1-7/8-inch block-hugger headers (PN 60010) unleashed an extra 23 hp and 25.6 lb-ft. Hot Heads also offers a full line of under-chassis and equal-length headers as well as reproductions of the ?big mouth? iron manifolds used on Chrysler 300 letter cars.
26. With the headers still in place, the old-school Weiand dual-quad intake manifold and tandem 500-cfm Edelbrock Performer carburetors (PN 1405) were installed. The twin Edelbrocks work just fine right out of the box, though the bottoms of the linkage arms interfere with the intake bolts. A simple trim solves the matter.
27. The dual carbs delivered 436.5 hp at 5,700 rpm and 440.4 lb-ft at 4,400 rpm. Sure, the extra 6.5 hp is nice, but losing 44.8 lb-ft of torque is a hard pill to swallow.

Sources

ARP; 800/826-3045; arp-bolts.com

Best Gasket; 888/333-2378; bestgasket.com

Edelbrock; 310/781-2222; edelbrock.com

Hot Heads; 336/352-4866; hothemiheads.com

Isky Racing Cams; 310/217-9232; iskycams.com

PerTronix; 909/599-5955; pertronix.com

Quick Fuel Technology/Holley; 866/464-6553; holley.com

R.A.D. Auto Machine; 413/583-4414; radautomachine.com

Weiand; 866/464-6553; holley.com

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