Strange Custom Cars at SEMA

Tank Treads, Fabricated Bodies, and Unique Paint Jobs

These custom cars at SEMA this year really push the limits on what it means to have a modified car. SEMA is a show which primarily focuses on aftermarket performance and cosmetic modifications on cars, and the companies who make them. But among the supercars, tuners, truck, and muscle you get some very creative, and strange creations from some innovative and possibly mentally unstable builders. These guys bring a unique perspective, and love them or hate them, they definitely set the bar for modifications.

These are our best and strangest custom cars we saw at SEMA this year in Las Vegas.

First up we saw a couple of snow track oddities that were not the Ford Bronco. The riveted one being a Custom Bug Out Jeep Gladiator built by Expedition Vehicle Outfitters with custom metalwork done to it. If one of the treads somehow falls off they have a spare Milestar Patagonia Tire attached to the back of the vehicle as well, just in case.

We also saw this Humvee with snow treads, but this one had a giant Battleship horn attached to it by ProdigyTV on youtube.

Artist Rocketbyz, showed off this Pikes Peak ready Audi Quattro with his signature neon paint splatter paint job. Reminiscent of all the previous art cars from the past.

Chevy Revealed a custom desert Off-Road concept truck called the Chevy Beast based off the Silverado platform. It has 5 link suspension, Four wheel drive and a body that looks like its built for the UNSC.

Next Up we have a couple of Custom Trucks, one low one hight. The blue one is a Hodson JRT10 Truck with a Jeep Wagoneer front end and a Viper V10 engine.

This one is a 6×6 C10 with 1000hp and a wing instead of a truck-bed built by Deberti.

Classic V8 Muscle Cars

Clean and Low Restomods at SEMA 2021

Muscle cars and Hot Rods have been the backbone of SEMA since the beginning. Year after year not only do they show up, they are some of the most immaculate and classiest builds the 2021 SEMA Show has to offer. As we were perusing the show floor, we happened to see some beautiful examples. Lets take a peek at what V8s are rumbling around SEMA. (none probably, we’d be surprised if anything actually ran at SEMA)

Right off the bat are a couple of Chevelles so clean and modded you can barely recognize them!

Next we have this gorgeous blue Fastback Mustang and this slick Camaro. Both retain that classic styling but have opted for much more modern trim pieces, bringing these old geezers into the 21st Century.

Next up we have a couple of Old Chevy Trucks done in two completely different finishes. One With a nice slick green paint job that highlights those 50s body lines.

The other finished in a patina paint so strong it looks like it was pulled out of a lake! But there probably isn’t a spec of rust on this Apache.

Update: The owner of the build reached out to us and confirmed that this Apache is indeed 100% real patina.

“My Apache literally burned to the ground in the 2018 NorCal Paradise Fire and was on live tv doing so […] No rattle can patina, pure fire, then rain.  […] It was important for me to build this ride so people wouldn’t forget the devastation of that fire and when they see the truck, they know something survived.”Jason Fonte

Layin’ Frame

Some Basics On Slamming Your Ride

So you want to go low, huh? Ok, well there’s “just a few inches” low and then there’s “pavement pounding” low. Both are cool and have their place on certain vehicles, and while a modest drop in suspension does go a long way in terms of appearance, nothing compares to laying your car or truck out on the ground. Granted, there is quite a lot more to take into consideration if you’re interested in the latter option, but if you’re serious about taking your daily or show vehicle to the next level, it can be done, no matter what you’re driving. 

Asses the Situation

All vehicles are different, which means that the modification process to get said vehicle on the ground varies as well, as does the list of parts needed. Clearance plays a big role, especially with modern cars. With only so much available space at the front and rear, you may just have to get creative and pay close attention to tire selection as well as important wheel specs (width, offset, etc.). Every half of an inch counts, so do be sure to examine just which parts and pieces will need to be trimmed, relocated or cut out altogether in order to clear a path for adequate suspension travel. Classic cars in general have lots more room to work with at both ends, so take that in mind when deciding how to move forward with your project. 

Trucks, on the other hand have much more clearance space to play with at the rear. With only a bed floor standing in the way of axle and chassis clearance, there are just so many more options. Chopping up the bed is a necessity when ‘bagging a truck, with the easiest solution being to either cut out a portion of the floor that’s in the way, essentially. From there, you’ll have to decide to leave the area exposed, build a covered “bridge” or raise the entire floor up to keep a “stock” appearance. There are lots of ways to get the rear down on the ground with a truck, which makes this particular scenario mighty interesting. 

Equipment

If you’ve never ‘bagged any of your vehicles before, there are a few key components you’ll have to familiarize yourself with while prepping your ride for lower lows. Assuming that you will be ‘bagging your car or truck since hydraulic setups aren’t all too common these days (but they are out there), the air system is only as complicated as you make it. Air management systems have come a long way since the days of having to individually piece every single component out when building an entire air setup. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive). You’re going to find out quick that quality air management systems are worth every buck, as many of them have all the system’s ECU, valve manifold, and pressure and height control (in some premium packages) all built right into a small and convenient, easy-to-mount unit. From there, you’ll need to select an air compressor (or two) to keep the system supplied with enough air at all times. Figuring out air line plumbing can be a tedious process, but one that can still allow for creativity. Once everything is wired up and checked for problems, accessing this orchestration of components is made simple though a programmable controller, or if equipped, an app installed on your phone. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive)…

While that does sound like quite a bit to worry about, it is—to an extent. There used to be much more involved, but there are lots of plug-n-play type units that helps simplify installation. 

Alterations

Cutting and altering the chassis and other factory components (depending on the vehicle) is essential when it comes to “laying frame”. While it’s a big step to take, it’s important to not take these steps lightly, and ensure that an experienced person take the lead, even when it comes to simple rear frame notches. Using a plasma cutter, cut wheel and drill all require some know-how to deliver the best results (which includes your safety). Always remember the golden rule when working with these tools—measure twice and cut only once!

Half and Full Frame Packages

A lot of classic muscle car and truck projects have the luxury of a wide selection of well-crafted front, back and full chassis systems on the aftermarket. These take a lot of guesswork out of building the best air ride setup possible. Since the existing frame on vehicles of a certain age can be “iffy” at best, selecting these options could really come in clutch. These types of setups do offer far more than the ability to go up and down, as optimum ride quality is the ultimate objective with these, which will only make your project better in the long run. These kits do run on the high side when it comes to suspension components, but they are definitely worth the dough. 

‘Bagging your ride is a big step, that’s for sure, but once it’s done and all the kinks are worked out, it really is worth the effort. Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button. Even at rest, there’s nothing quite as cool as a vehicle resting on the ground with the wheels and tires tucked far into the fenders. Your ride will definitely catch all the attention in the parking lots at work, at the grocery store, as well as at any car show you take it to. 

Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button…

Don’t fall into the trap of investing only the minimal amounts of money and time when slamming your vehicle. You definitely get what you pay for as far as parts and components go, and there is no such thing as “cheap” quality labor (unless you’re doing the work or have a friend or relative willing to help out).

What Is a Supercharger?

Which Is the Right One for Your Car or Truck?

Most custom car and truck enthusiasts pay lots of attention to their engines. While keeping them in tip-top running condition is a given, increasing performance is always a more interesting topic of conversation. Now, there are plenty of methods to bumping up horsepower and torque output, from simple bolt-ons to digital reconfigurations (depending on the vehicle), but one of the most popular pieces of equipment to add more power in a hurry is a supercharger. 

While the blanket “supercharged” term does get the point across—that there is major performance enhancement made to an engine, there is more to understanding exactly how that enhancement is made. Some might not care all too much to know the details, but to inquisitive minds, knowing what type of supercharger that is attached to an engine tells a lot about where the extra power is coming from and how. 

What Is a Supercharger? 

Those who are even somewhat familiar with how engines work know that the more oxygen that is introduced to an engine, the better. Building on that basic theory, a supercharger basically creates and injects more (much more) oxygen into an engine, which in turn, increases fuel burning efficiency. This directly increases the amount of power that engine can put out. Now, there are different types of superchargers that vary in the way of accomplishing that exact mission, which we will expand upon soon enough, but for the purposes of building a good foundation of information, let’s first understand this first piece of the equation. 

What A Supercharger Is NOT!

The terms “supercharged” and “turbocharged” may sound like they could be interchangeable. Granted, both are in essence very similar, as they are both air compressors that “charge” an engine with a much-higher-than-normal flow of oxygen into the combustion chamber, but it’s the way they get that job done that presents the difference between them. 

Any type of supercharger is a “parasite” in the sense that is it powered by the very source (the engine) that it is designed to enhance. It’s belt-driven by the crankshaft (or an electric motor in some cases), and while a supercharger does require energy to function, the amount of energy it allows an engine to make far exceeds its cost of operation. A turbocharger, on the other hand, utilizes the velocity of expelled exhaust gasses to create energy that, in turn, directs more air into the engine. Props to the turbo for turning wasted energy into a renewable source of power though, right? 

Three Major Types of Superchargers

While there are other types of superchargers out there, there are three notable variations that you may already be familiar with. While you may not have known the exact difference(s) between these styles, they do provide their each set of pros and cons depending on their application. As previously mentioned, each of these superchargers is dependent on power from the engine to operate, but the fashion in which each operates is a bit different. But of course, each is designed to provide the same end result. 

Roots “Blower” Supercharger

You’ve heard of a blower, right? Well, in case you didn’t know exactly what somebody was referring to when talking about their latest engine tweak, a roots type supercharger is what they mentioned. The path of air in which the blower starts with comes directly from the air intake, through the throttle body, into the supercharger, where two oppositely spinning, lobed rotors are doing their thing. These rotors direct the high capacity oxygen through an intercooler (because this process does produce high levels of heat) and into the engine where the rate of combustion is increased, which in turn makes all the extra power. The roots supercharger is ultra reliable, probably the most inexpensive across the board, and offers good low RPM boost, making it highly appealing. 

Twin Screw Supercharger

The twin screw design is similar to the roots supercharger as far as set up, placement on the engine and overall appearance is concerned. It is inside the supercharger itself where the mechanics make all the difference. Instead of spinning away from each other, as in the roots style, the two rotors (screws) spin towards each other, and because of the design of these rotors, the air is compressed inside this supercharger, and not in the engine itself as with the roots style units. This directly leads to higher thermal efficiency. 

BOTH the roots and twin screw superchargers are positive displacement types, which simply means that torque levels are increased across the RPM board. So, whether you’re cruising around town or have the pedal mashed to the metal, you’ll experience increased performance gains throughout. 

Centrifugal Supercharger 

The design of the centrifugal supercharger is a lot like a turbocharger, as both rely on an impeller to suck in air at an increased rate, then distribute that air through the rest of the engine system. Instead of being powered off exhaust gases like the turbocharger, however, the centrifugal supercharger is still belt-driven by the engine, unless it is an electric style that would be equipped with its own alternator, battery and motor.  

The centrifugal design also differs from the roots and twin screw superchargers being that it is not a positive displacement unit. Since the impeller on a mechanical (non-electric) centrifugal charger only spins as fast as the engine’s RPM output at any given time, there really is only a major increase of torque at the top end RPM range. The electric version offers much better performance at all RPM ranges but there is a considerable amount of extra equipment that also goes along with the installation. 

Also consider the fact that the actual size of centrifugal type superchargers are much more compact than the two others, and don’t have to be mounted vertically on top of the engine like they do either. It can be placed “before” the throttle body, and therefore is much more flexible as far as placement on the engine. 

Superchargers make a big difference under the hood, and luckily there are multiple types to ensure that there is an absolute right one to best meet your vehicle’s individual needs. And if the right supercharger for the job turns out to be a turbocharger, well then, hey go ahead and run with it. 

Hot Rodding’s Alive and Kicking at Detroit Autorama 2020

In the years immediately following World War II the hot rod and custom car scene boomed across America as returning service men and women enjoyed newfound prosperity with money to spend on cars. Magazines, car clubs and car shows exploded across the nation especially in the rust belt where the winters were long and the snow was deep. Nowhere was this auto-enthusiasm more evidenced than in the Motor City—Detroit.

In 1952, the Michigan Hot Rod Association (MHRA), that had formed the previous year with 22 clubs and 400 members, held the first Detroit Autorama car show at the University of Detroit Field House. Ostensibly, the profits were to build a dragstrip. In 1956, the MHRA hired a local, professional promoter, Don Ridler whose expertise grew the show quickly until there were funds for the Motor City Dragway that opened in 1957.

Sadly, both the Motor City Dragway and Ridler are gone but his name lives on in the annual Don Ridler Memorial Award established in 1946. Presented by Meguiar’s, the Ridler, with a cash prize of $10,000, is the highest accolade at the annual Detroit Autorama, now in its 68^th year.

Over the years, everything from a Corvette to a ’57 Chevy to a ’65 Impala to ’59 Cadillac wagon have won—it’s an eclectic mix. From the dozens of contenders, selectors choose the ‘Great 8 Finalists’ from which the eventual winner is chosen.

This year, the Great 8 comprised the following:

George Conrad’s 1966 Ford F100 Custom Pickup

Jeffrey Hess’1956 Oldsmobile 98 Custom Convertible

Frank and Debbi Hinmon’s 1955 Cadillac Coupe DeVille

Jerry Logan’s 1934 Ford Altered Pickup,

Bob Matranga’s ’55 Chevy ‘Brute Force,’

Brad, Brady and Cory Ranweiler’s 1963 Chevy Custom Wagon ‘Impressive’

Tim Wheeler’s 1969 Camaro Pro Touring

Greg and Gail Wilson’s 1929 Ford Model A Woodie pickup ‘Driftwood,’

Of course, seeing the Great 8 surrounded by the not so great is a little disconcerting as you contemplate all the blood, sweat and dollars that went into those unsuccessful builds that didn’t quite make it. Also, one is nagged by the question, “What do you do with it now?” High build show cars are by definition extreme, over the top, caricatures almost and as such hard to get the groceries in. They’re more art than car but rather than wall hangings they are more wall flowers. All the more reason, therefore, to venture down the escalator to ‘The Basement’ where there is a vibrant, alternative show full of old original and recreated racecars, some ratty and some not so ratty rods, customs with a k and a spattering of weirdness and the just for the heck of it. The basement has a totally different, lively vibe that’s missing from the floor above where it’s tangibly more serious.

“The Basement is not the showcase for your home, but it is where you keep things you value and the place only your best friends ever get see.”Larry Erickson, Designer

One of the fun parts of The Basement show is the celebrity picks where automotive stars such as designers Chip Foose, Camilo Pardo, Larry Erickson, and builders Roy Brizio, Josh Shaw and Gene Winfield among others pick the basement cars that appeal to them. It’s a diverse selection that give this particular group of participants a chance at the trophy that they wouldn’t normally get. It’s great fun, not taken too seriously and rewarding. Designer Larry Erickson, said, “This is the Midwest, so The Basement is not the showcase for your home, but it is where you keep things you value and the place only your best friends ever get see.  Participating in the pick is good fun.”

All too soon we escalated back upstairs to the main floor of what was Detroit’s Cobo Hall to what is now TCF for the awards ceremony. Bob Matranga’s ’55 Chevy ‘Brute Force’ was the odds-on favorite but as Barry Meguiar of Meguiar’s made the announcement the trophy went to Brad, Bray and Cory Ranweiler of New Ulm, Minnesota, for their family-built ’63 Chevy wagon ‘Impressive’.

Built upon an Art Morrison frame, Impressive is undoubtedly impressive in its build featuring a home-built 409 bored and stroked to 509 cubic inches producing 615 hp with Hilborn 8-stack electronic fuel injection. However, what makes Impressive so different is that it’s actually a two-door wagon created from a four-door wagon there being no two-door factory ‘Nomad’ wagons that year. Whether the distinctive body mods were the clincher is only for the judges to know but it was, nevertheless, Impressive and a well-deserved if un-expected win.

Metallica’s James Hetfield Brings Heavy Metal to the Petersen Automotive Museum

Google World’s Largest Concerts and likely as not, Metallica will come up in the top five with 1.6 million people attending Monsters of Rock at Tushino Airfield, Moscow in 1991. The images from that concert are staggering and they form a juxtapositional backdrop to ‘Reclaimed Rust: The James Hetfield Collection’ a new exhibit at the Petersen Automotive Museum, Los Angeles, CA, featuring the cars of Metallica front man James Hetfield.

“I believe everyone needs or deserves a second chance or a third chance or a fourth chance. So knock the rust off and continue the story.”James Hetfield, Metallica

Prior to the opening, there was a fireside chat with Hetfield who talked candidly about his love of automobiles, and custom cars in particular. Hetfield was born in Downey, California in 1963, which at the time was the epicenter of the custom car culture saying about the exhibit, “It’s historic for me; as do our albums, these cars mark my life for the past 14 years and it’s great. I love that they are staying together and that youngsters will be inspired by them.” When asked what was behind the name of the exhibit, ‘Reclaimed Rust’ Hetfield said, “I believe everyone needs or deserves a second chance or a third chance or a fourth chance. So knock the rust off and continue the story.”

StateofSpeed was invited to the Media/VIP preview but we first encountered James’ amazing cars at the 2012 Goodwood Festival of Speed. The Duke of Richmond had invited a number of rock stars to display their cars including Hetfield’s 1936 Auburn Speedster ‘Slow Burn’.

Unfortunately, some typical shipping damage put a slight damper on the proceedings but the Auburn, built by long time Hetfield collaborator Rick Dore Kustoms, showed well alongside Billy F Gibbons’ CadZZilla and Jimmie Vaughan’s ’61 Cadillac.

Indeed, five of the 10 vehicles on display at the Petersen Automotive Museum were collaborations between Dore and Hetfield and they included a 1934 Packard-based custom ‘Aquarius’ and an unrecognizable 1948 Jaguar named ‘Black Pearl’.

Both these cars and particularly the Packard lean heavily on European styling of the thirties, specifically the French designs of Delahaye and coachbuilder Figoni et Falaschi. Both cars feature swooping, sensual hand-formed one-off aluminum bodies by Marcel’s Custom Metal, Corona, CA.

The other collaborations with Dore include the centerpiece of the exhibit, a 1953 Buick Skylark ‘Skyscraper’ that features, as do some of the other customs, what appears to be a solid but lift-off convertible top. These tops, created in the 1940s are known as Carson Tops, after the Carson Top Shop in Los Angeles that first developed them.

While not as outwardly radical as some of the other collaborations, the 1937 Lincoln ‘Voodoo Priest’ features more subtle modifications below the stunning Candy Apple Red paint by Darryl Hollenbeck, Concord, CA., including a fully hot rodded Lincoln V-12 by HandHFlatheads. The engine breaths through three classic Stromberg 97 carbs and note the one-piece curved windshield by Timo Tanskannen of Finland.

Not all the cars in the exhibit at the Petersen Automotive Museum are radical customs, some are more hot rod than custom. For example, ‘Iron Fist’ is a tough-looking bare metal, chopped ’36 Ford 5-window coupe that has no paint but attitude a-plenty.  Built by Scott Mugford’s Blue Collar Customs of Sacramento, CA., the ‘Fist’ is powered by a small-block Chevy V-8 and protected by a coat of clear by Darryl Hollenbeck.

Also completed by Blue Collar Customs is Hetfield’s ’56 Ford F-100 pickup known as ‘Str8 Edge’. Powered by a 455 cubic inch Oldsmobile engine, the ‘Edge’ features a 5-window, extended cab with a 2-1/4-inch top chop, a side-opening hood and a ’60-’61 Chrysler grille with Thunderbird trim. The wild paint was handled by Jason Haskin.

The other late-thirties custom in the collection is the 1937 Ford ‘Crimson Ghost’. More of a custom than a rod, the pan-draggin’ ‘Ghost’ is different because of its pillar less door opening and sweeping roofline that flows seamlessly down into the decklid.

The only real hot rod in the show is a quintessential ’32 Ford Roadster tagged ‘Black Jack’. Built in the traditional style by Josh Mills of Marietta, GA., it’s an original, all-steel 1932 Ford with no parts newer than 1949 on the entire car.

The rod, which is actually brown rather than black, appeared in the 2017 Grand National Roadster Show but did not win the America’s Most Beautiful Roadster Award. Instead, that went to Bruce Wanta’s Packard built by Troy Ladd’s Hollywood Hot Rods. As do some of the customs ‘Black Jack’ features a padded, lift-off Carson-style top and a flathead Ford V-8 under the hood.

‘Reclaimed Rust’ is a worthwhile exhibit especially if you are a fan of Hetfield and customs spelt with a ‘K.’

No doubt a little tongue in cheek, the final car on the roster was the 1963 Lincoln ‘Dead Kennedy’. Painted satin black and looking a little road worn, the side-piped Lincoln with shaved door handles was perhaps the black sheep of the show and did not express the workmanship of the other cars on display.

‘Reclaimed Rust’ is a worthwhile exhibit especially if you are a fan of Hetfield and customs spelt with a ‘K.’ Incidentally, all of the vehicles on display were donated by Hetfield to the Petersen Automotive Museum and the ‘Reclaimed Rust’ exhibit, sponsored by ESP Guitar Company, will run through October 2020. For more information visit Petersen.org.

The Best Cars of the Grand National Roadster Show 2020

Now in its 71st year, the Grand National Roadster Show in Pomona, California, is still alive, and very much kickin’. 

Roadsters from around the Nation show up at GNRS, the longest running indoor car show in the world.  

There is no shortage of Awards at the show, but the most sought after is America’s Most Beautiful Roadster, last year won by a ’36 Ford named ‘3 Penny Roadster’.

As you can see, some of these builds are crazy enough that they just work.

The show will continue to run through Sunday, 1/26, so grab a friend and check out some of the coolest Roadster builds around, you won’t want to miss it!

“Big Daddy” Don Garlits Museum of Drag Racing

I first saw “Big Daddy” Don Garlits race in England at Blackbushe Airport, west of London, in 1964.  By then, Gar’, as he is often called, was already famous having begun racing in 1950. In 1959, he traveled west from his home in Tampa, Florida, to race at the 1959 Bakersfield Fuel and Gas Championships. He was not popular and whenever they moved his infamous “Swamp Rat” dragster it had to be pushed through a field of empty beer cans.

“It got so bad,” said Garlits, “that one of us had to walk in front of the car as we pushed it through the pits, to kick a path through the empties.” Unfortunately, for him, Garlits did not win but he learned a lot and came back in ’65 with three cars, two of which raced in the final that Don won against teammate Marvin Swartz.

Garlits continued to win race after race, but it was in 1970 while running at Lions Drag Strip that he would unwittingly cause a racing revolution.

One of us had to walk in front of the car as we pushed it through the pits, to kick a path through the empties.

While driving Swamp Rat 13, his home-built, two-speed transmission exploded and severed his foot in half. Shaken, Garlits came back the following year with a new rear-engine dragster that changed the look of drag racing forever.

In 1976, Garlits made another trip to the U.K. and while there came to the realization that the U.S. needed it’s own drag racing museum. Consequently, Don and his late wife Pat founded the “Big Daddy” Don Garlits Museum of Drag Racing and in 1984 opened the original 25,000 square foot facility in Ocala, Florida, just off Interstate 75.

Over the years, Don has added to the facility that now tops 50,000 square feet and even that is nowhere near enough as the place is jammed to the walls with not only Don’s cars and memorabilia but around 200 other cars and related artifacts. Note some are housed in an adjacent building called the Museum of Classic Cars.

To be honest, it’s a bit much to take in on one visit; you really need several visits to see everything. Obviously, it’s great to see so many of Garlits’ Swamp Rat dragsters but some of my personal favorites include Ed “Big Daddy” Roth’s “Yellow Fang” dragster that was driven by George Schreiber; Red Greth’s “Speed Sport Special”, Jocko Johnson’s “Jocko’s Porting Service” streamliner, Dean Moon’s Moonbeam Devin sports car and the Mooneyes dragster, and the Mooneyham & Sharp 554 Fuel Coupe.

Finally, and sadly pushed into a corner was Jim Lytle’s “Big Al” an Allison V-12-powered ’34 Tudor sedan chopped to the point that it had slits for windows and the driver’s head poked out through a hole in the roof.  Those were the days when drag racing was wild and unpredictable and racers experimented with the unconventional.

“Big Daddy” Don Garlits Museum of Drag Racing is open every day except Thanksgiving and Christmas Day from 9 am until 5 pm. Parking is free and admission is $20 for adults, $15 for seniors (60+) military, veterans, college students and teenagers (15-18) and, $10 for children (5-12).

As for Don, whose personal best was 318.54 mph in 4.76 seconds in 2002, you might bump into him working on one of his projects that includes an electric dragster that might just change the sport again—he’s done it before.

Classic Tri-Five

1955 to 1957 Chevrolet Car History

It’s not actually a single car, but when you say “Tri-Five,” people know you’re talking about that classic “shoebox” style Chevrolet automobiles from 1955 to 1957. Their revolutionary designs spawned a legendary history and full-on industries that cater solely to them. What made these cars special?

It’s not hard to see the Tri-Five as part of Americana, the idealized vision of the 50s and 60s in the United States and its car culture. The name comes from the three years these cars came about 1955, 1956 and 1957. Each year, the cars changed radically to match the looks of Cadillacs of the time. It was a huge effort, costing Chevrolet millions of dollars in 1950s money to make it happen. But, make it happen they did and spurned off one of the most recognized and desired set of automobiles the world has ever seen.

Prior to 1955

While we recognize the Tri-Five as a specific idea in our heads, the reality is that prior to 1955 Chevrolet had the One-Fifty, Two-Ten, and Bel Air models built and in production. All three started earlier with 1950 for the Bel Air and 1953 for the One-Fifty and Two-Ten. It was the Bel Air that set the tone for all three models and any Chevrolet until 1975.

It started as a two-door convertible with a hardtop, but that hardtop couldn’t be removed. It was a very sleek looking roof design and the Bel Air wouldn’t get a real convertible until 1953. That same year, it became a high-end model with the One-Fifty and Two-Ten being the lower trims.

…parts that made that 1940s era of cars unique to themselves was now gone…

It was also where Chevrolet evolved from pre-WWII automotive design. Torque tube drives, splash-feed six-cylinder engines, knee-action suspension, split windshields and parts that made that 1940s era of cars unique to themselves was now gone and replaced with modern designs. There was also the addition of more chrome to bigger exterior trim parts, too.

1955, The 265 V8, and The Nomad

Then came 1955 and a quick series of evolutions began for the full-size Chevrolet cars. The biggest thing that brought this about was the introduction of the 265-cubic-inch Small Block Chevrolet V8 known as the “Turbo-Fire” and the original SBC. That displacement was made by the 3.750-inch bore and 3.00-inch stroke.

It was the combination of high-compression with that short stroke that produced 162-horsepower with a two-barrel carburetor. However, it was the “Power Pack” and “Super Power Pack” options that lit the fire with 180-horsepower in the Power Pack and 195-horsepower with the Super Power Pack. What made these different were the use of four-barrel Rochester carburetors and dual exhausts.

While impressive, there was an issue with the 265 in 1955: there was no oil filtration built into the block. It was an add-on option mounted to the thermostat housing. For that reason, the ’55 265 is only desirable to period correct, numbers matching builders.

However, this engine was backed by the equally legendary Powerglide two-speed automatic. It wasn’t the only option for 1955, though, as the base One-Fifty model cars were available with the 235-cubic-inch I6.

…Harley Earl, said the Corvette-based Nomad was one of his dream cars…

’55 was also the introduction of the Nomad. It was introduced in its mid-year run with the Bel Air trim and V8 standard as a two-door station wagon. It was also the higher-end option as it came with upscale carpeting, two-tone paint, headliner trim, and other features to separate it from the One-Fifty Series. What helped set its distinction, though, was its roots from the General Motors Motorama show car with the same name.

The Motorama shows were where the public could see prototype vehicles of the time like the Corvette, Pontiac Bonneville Special, and the Oldsmobile F-88. Head Stylist at GM, Harley Earl, said the Corvette-based Nomad was one of his dream cars and followed the introduction of the 1950 Ford Country Squire, also a two-door station wagon.

1956

These are considered “carryover” models, with a few changes made. The one everyone paid attention to, however, was the bump in power and include an oil filter in the 265.

Aftermarket and tinkers, hot rodders, had already started making huge power gains in the 265 and Chevrolet was right there with them. The standard 265 went from just 162-horsepower to 225 while the Super Power Pack version upped that to 240-horsepower with that Rochester four-barrel carburetor.

The Bel Air model, though, received some interesting changes to its grille. It went from its “Ferrari-inspired” front end to a full-width grille, which more people liked. The tail lights became incorporated into their housings and were single piece save for the left-hand side. That used a Cadillac-inspired feature of housing the gas filler behind it.

Oh, and only 7.4-percent of Bel Air owners ordered seat belts.

The Bel Air also got a new model known as the Sport Sedan and was a pillarless four-door hardtop. There was even the option for a rain-sensing automatic top that was seen on the 1951 LeSabre concept car but was never believed to have ever been installed. Oh, and only 7.4-percent of Bel Air owners ordered seat belts.

1957 and the Turboglide

1957 would be the last year for the Tri-Five. All cars now got those large tailfins that made them spectacular and the “twin rocket” hoods. Cars would get a tricolor paint with even more chrome outside and in.

The horsepower wars were heating up between the Big Three and Chevrolet gave owners a choice of seven different V8s. These ranged from the original 265 to the then new 283-cubic-inch SBC—some of those even coming with early Rochester Ramjet mechanical fuel injection and produced 283-horsepower.

This was also the introduction to the Turboglide automatic transmission. Instead of being a two-speed transmission, the Turboglide was a form of continuously variable gear-ratio transmissions. The way it works is like how a sequential-dual-clutch box works. Sort of.

Usually, an automatic has a torque converter with three elements inside it: the impeller, the turbine, and the stator. The impeller pumps fluid through the turbine with the stator directing oil so it hits the back of the impeller blades. This action also gives the torque converter that multiplication ability.

How A Turboglide Works

The Turboglide is different and, if you think a regular automatic is witchcraft, you’re not ready for this. The Turboglide has three individual drive turbines with each connected to a different ratio inside of the gearbox. Transmission fluid goes from the impeller pump to the first turbine blade, striking it and engaging the “first gear” ratio.

That first turbine then acts as a stator and causes the fluid to strike the blades of the second turbine and “second gear” ratio. Finally, the second turbine acts as the final stator and the fluid strikes the blades of the third turbine and it goes into “direct drive” ratio.

This is directly connected to the output shaft of the transmission. Once the low turbine matches the pump speed, it freewheels on a one-way sprag clutch while the second turbine begins to match the speed of the impeller pump. Eventually, it does and that’s how fluid will pass through it and fully drive the direct drive.

…if you think a regular automatic is witchcraft, you’re not ready for this.

It also still has a stator which can switch between two positions and that’s controlled by the driver through the accelerator pedal. It works like a transmission kick-down in a conventional transmission to engage a “passing gear” or drop down to the next lowest gear to increase power going to the rear wheels.

The most interesting part about this, the engine stayed nearly at the same RPM through operation, changing only to accelerate. At normal operation, the Turboglide operated the engine between 3500 and 4000-RPM in roughly a 400-RPM window.

If you’re thinking this sounds like the operation of the modern Continuously Variable Transmission (CVT), you’re not far off but the Turboglide was fully hydraulic and could be geared to multiply engine torque at any speed whereas CVTs are nearly all mechanical.

The other advantage was the use of the Grade Retarder range, which allowed the engine to “engine brake.” You could use the engine to slow you down just like you would in a manual. That’s why a Turboglide selector goes P-R-N-D-Gr.

The End of the Tri-Five Era, but Not the Bel Air

After 1957, Chevrolet did away with the One-Fifty and Two-Ten models and began the longer, lower, and the heavier era of car design. These cars were replaced by the Delray (One-Fifty) and Biscayne (Two-Ten). 1958 not only marked the beginning of the Chevrolet Big Block engine with the 348-cubic-inch V8 but also making the Bel Air into the “halo car” for Chevrolet with the Impala.

This meant that the Impala Bel Air was only available in a hardtop coupe and convertible for its first year. While it had similar design cues from other models, the Impala had a different roofline, a vent above its rear window, unique side trim, and triple tail lights housed in broader alcoves.

The last of the Bel Airs would be manufactured in 1975 for 1976, but a brand-new trim would be born and create an even more exciting, performance orientated trim line. The 1961 to 1969 Impala Super Sport, the SS.

The History of the GM C/K Truck

GM, through Chevrolet and GMC, have had a long and successful history with the truck design. Starting in 1941 with the Chevrolet AK-Series though to the 1947 A-platform Advanced-Design series with Chevy and GMC to the 1955 Task Force, GM trucks built a legacy of dependability and beautiful design made to work for blue-collar businesses and farms across the US. It was that last design that would lead into a new generation that offered four-wheel drive as a factory-built option—the C/K Series.

First Generation – 1960 to 1965

The C/K designation was possibly the longest-lived and it was thanks to that legend that came before it. The Task Force would introduce a few firsts that influenced the C/K: the wrap-around windshield and rear window in deluxe cabs, power steering, and brakes, a 12-volt electrical system. The C/K, however, improved that further by offering the first drop-center ladder frame—a frame that dipped down to allow the cab of the truck to sit lower. Typically, your frame was straight, and the cab had to sit higher. This new design would bend down just at the firewall of the cab, then bend back up just after the rear cab wall.

This was also the first truck to offer an independent front suspension. This was five years before Ford introduced the “Twin I-Beam” front suspension. Before either of these, trucks used a straight axle on leaf springs. What made the GM front end superior, in on-road use, was that a true independent design gave the C/K a more car-like ride and handling character.

GMC followed Chevrolet designations for their trucks up this point, with the introduction of the C/K, GMC would not use “C” in their two-wheel drive trucks but instead only use “K” differentiate between two- and four-wheel drive. GMC would also use numbers in thousands—1000/K1000 for half-ton, 1500/K1500 for three-quarter-ton, 2500 for one-ton—rather than the tens but were identical in design until 1963.

This was also the first time Chevrolet would offer a GM-designed four-wheel drive system in their trucks. Four-wheel drive was an option prior to this but was a conversion made by NAPCO (Northwestern Auto Parts Company) called the “Powr-Pak” and was offered up until 1959. While it was installed by the factory, it was a conversion rather than something built directly to work with the chassis on the factory line. The C/K, with K being the designation for four-wheel drive, was installed on the factory floor with a “divorced” Timken T-221 (Rockwell T-221). Unlike the C-trucks, the K’s remained straight axle with a closed-knuckle Dana 44 and an H-O33 rear end sitting on leaf springs front and rear.

The C/K designation was possibly the longest-lived and it was thanks to that legend that came before it.

The C’s front suspension would utilize torsion bars from 1960 to 1962, where it then switched over to coil springs from 1963 and onwards. The rear suspension used trailing arms that we call “truck arms” today with coil springs. The rear end was located by a “tracking arm,” also known as a Panhard bar, laterally. In 1963, the GMC trucks would switch over to a leaf spring rear end.

From 1960 to 1963, engines ranged from the 230-cubic-inch, the 236-cubic-inch and 261-cubic-inch I6s; the GMC 305-cubic-inch V6 in the GMCs, and the 283-cubic-inch Small Block Chevy. Behind these were either a three-speed or four-speed manual or a Powerglide two-speed automatic. After ’63, new engines were offered with a new base 230-cubic-inch I6 and an optional 292-cubic-inch I6.

In 1964, the wrap around the windshield was designed out of the cab, along with other interior changes, but the rest of the body was still mostly the same. In 1965, air conditioning and the 327-cubic-inch Small Block Chevy V8 were offered as options. It’s final year, 1966, a new 250-cubic-inch I6 was offered as a base engine, but no other changes were made.

Second Generation – 1967 to 1972

In 1966, designated as a 1967MY, the C/K’s body design was modernized and took on the squarer look enthusiasts are more familiar with. This would also be the only year RPO A10, a factory installed large rear window, would be offered. The suspension designs learned from the first generation stayed, including GMC trucks still retaining a leaf spring rear over the truck arm. Leaf springs were optional on Chevys.

Coming in as standard was the 250-cubic-inch I6 or 283-cubic-inch Small Block Chevy V8 with a three-speed manual transmission. The C10 could get an overdrive unit as an option, but there were four-speed manuals offered along with the Powerglide two-speed and the Turbo-Hydramatic automatics with the TH350 and the TH400. Optional engines included the 292-cubic-inch I6 and 327-cubic-inch Small Block Chevy V8. The trucks on the 10-series were 6×5.5-inch bolt pattern while three-quarter-ton and up trucks used the 8×6.5-inch bolt pattern.

In 1968, side-marker reflectors were added and the optional large rear window as now standard. This was also the 50th anniversary of building trucks for GM, so a special “50th Anniversary” package was built with an exclusive white-gold-white tricolor paint scheme. This would be the first year the 307-cubic-inch Small Block Chevy and 396-cubic-inch Mark 4 Big Block Chevy V8s were offered. There would also be the Longhorn three-quarter-ton C40 which was a 133-inch wheelbase with a bed six-inches longer than the standard. It was also available only as a two-wheel drive, so if you find a “Longhorn 4WD,” it’s an aftermarket conversion.

…the C/K’s body design was modernized and took on the squarer look enthusiasts are more familiar with.

The 327 V8 would be dropped and we would see the first use of the legendary 350-cubic-inch Small Block Chevy V8 in 1969 and stay in it until the end of C/K production. This was also the introduction of the Chevrolet K5 Blazer and GMC Jimmy utility variants with shorter wheelbases. The cabs were also modified to allow the use of a foot-operated parking brake rather than a hand operated one.

This would also not only introduce the Sierra and Sierra Grande option packages for GMCs but also add upper and lower trim moldings to the body. In 1970, the 396 was bored out to 402-cubic-inches but was still branded as a “396.” Other than an update to the grille, with plastic inserts with highlights that make it have six separate sections, the body was the same as the ’69.

The biggest changes came in 1971. A new “egg crate” grille was used in the Chevrolet trucks along with introducing the Cheyenne trim package. It was a comfort feature package, like GMC’s Sierra package, with better interiors, carpet and chrome on the trim, upper and lower side molding and tailgate trim. This was also the first year AM/FM radios were factory installed and the front brakes converted to discs.

This was also the year two-wheel trucks switched to a 5×5-inch bolt pattern and the four-wheel drives used the 6×5.5-inch bolt pattern, another feature that would stay until the end of the C/K series. Other than moving the interior rear-view mirror from being bolted to the top of the cab to glued to the windshield, the C/Ks didn’t change much until the introduction of the new generation in 1973.

Third Generation – 1973 to 1987

While billed as 1973, this new, clean sheet redesign of the C/K was introduced in mid-year 1972 with development going back into 1968. This would be some of the first use of computer simulation on truck components before being used on prototype trucks for real-world testing. This testing and design would lead into the “Square-body” generation of the C/K that’s still beloved and in high demand by enthusiasts today. The Chevrolet and GMC C/K were unlike anything on the road at the time. Gone were the overly round looks and boxed and sharp lines were used.

The headlights were also no longer a round design but instead, pairs of square headlights flanked a brand-new grille. The tail-lamps wrapped around into the bedsides rather than being seen from just the rear. However, there were rounded portions done to the body and the entire exterior was wind tunnel tested for improved aerodynamics and fuel efficiency, including the development of a hidden radio antenna embedded into the windshield glass.

The wheelbase of this new C/K was also longer with it growing to 117.5-inches for short wheelbase trucks and 131.5-inches for the longer ones. The one-ton truck could get the “Big Dooley” package for the first time with dual-rear wheels and introduced the new Crew Cab on the 164.5-inch wheelbase trucks. The fuel tank was moved out of the cab and down to the side of the frame, which allowed for a dual fuel tank option for the first time to increase fuel load to 40-gallons.

For 15 years, the Square-body roamed the streets, but Crew Cabs would last until 1991. Within those years, there would be several trim models, but the most important part was the introduction of safety materials used in the passenger cabin. The dashboard, door arm rests, steering wheel, and shift levers were all made of soft-touch materials. Upper trim levels used sound-deadening materials and 1980 would introduce both a tape player option as well as a CB radio.

The Chevrolet and GMC C/K were unlike anything on the road at the time.

The third-gen C/K would also introduce self-adjusting disc brakes with finned drums in the rear. Optionally, you could have four-wheel Vacuum-Boost or Hydra-Boost, a hydraulic brake boost system that’s still used by GM, but in an electro-mechanical form. The rear could be optioned with the “Load Control” suspension, a variable rate multi-leaf spring system with offset shock absorbers. This reduced wheel hop under heavy loads and hard acceleration.

For four-wheel drive, the K-Series could have “Conventional” New Process NP-205, “Permanent” NP-203, or “Shift-On-The-Move” NP-208 (only from 1981 and onwards, replaced the NP-203) transfer case systems. The transfer case was also bolted directly to the transmission output rather being divorced like in previous gen trucks.

All K’s would come with the “Load Control” rear suspension while the front would take that design with inline shock geometry rather than offset. Finally, the exposed brake lines were wrapped in steel and chassis had optional skid plate armor for off-road protection. In 1973, the Eaton Automatic Differential Lock replaced the Eaton NoSpin and the Positraction Limited-Slip differential in 1974. It used an internal governor to detect vehicle speed and wheel slip, disengaging at 20-MPH.

In 1975, the 400-cubic-inch Small Block Chevy was added with a realignment of trim levels. 1976 saw the removal of engine sizes from the grille while ’77 introduced power windows and door locks as options. One-ton trucks would finally get four-wheel drive with a Dana 60 used as a front axle. All models got flatter dash trim panels, black on the lower trim and aluminum-look on upper trim packages. Upper trims had fuel doors added to hide exposed fuel caps, too.

Gone were the overly round looks and boxed and sharp lines were used.

1979 would see a change to the grille surround to incorporate turn signals and all trims would get fuel doors rather than exposed caps to match the upper trims in 1977/78. 1980 would remove the permanent NP-203 and 1981 added the NP-208 along with a facelift. This was done to reduce the high-drag areas of the truck and it gained a “ship bow” like look to the front end and eventually influence the fourth and final generation C/K along with weight reductions and halogen headlights. Perhaps some of the biggest changes came in the engine, with the 305-cubic-inch V8 offered with electronic spark control. Well, except in California where the 350 replaced the 305 with ESC as it didn’t meet SMOG requirements.

For 1982MY, the 700R4 overdrive automatic was added along with a 379-cubic-inch Detroit Diesel V8 and chrome bumpers were standard on base models. 1985 saw the 262-cubic-inch LB1 with a Rochester Quadrajet carburetor replace the 250 I6. Hydraulic clutches were introduced, and the grille was changed.

In 1987, the C/K were renamed R/V, with R designating two-wheel drive and V designating four-wheel drive. The reason being is that the new generation of C/Ks was beginning production. These final generation “Square-bodies” were updated to single-point TBI (throttle-body injection) with electric fuel pumps and high-pressure fuel lines. This also introduced the powertrain control module (PCM) to the mix. It controlled the TBI, ignition timing, and the 700R4’s turbine torque converter clutch. In 1988, the fourth-gen C/K would come about and be the final C/K line of GM trucks.

Fourth Generation – 1988 to 1999 GMT400-Chassis

While planning started in the early 1980s, production development of the GMT400—the fourth generation of the C/K truck—didn’t begin until 1984 and introduced in April of 1987 as an ’88. While still square in appearance, these trucks were different in many ways. The biggest being that all trucks would get a front independent suspension, including four-wheel drive. There were also four different body styles: Fleetside Single Cab, Fleetside Extended Cab, Fleetside Crew Cab, and Stepside Single Cab. Trims were available as Cheyenne, Scottsdale, and Silverado.

The engine options on half-tons were the 4.3-liter V6, 5.0-liter V8, 5.7-liter V8, and a 6.2-liter diesel V8. Three-quarter and one-ton trucks could get the 7.4-liter V8. The drivetrains were all carryovers from the last year of the third-gen C/K and R/V. The GMT400 was also the first GM vehicle to use an electronic speedometer and serpentine accessory drive on its engines. 1988 introduced the world to the Work Truck (W/T) trim, a long-bed, single cab Cheyenne trim with a different grille and black bumpers. This was also the introduction of the GMC 3500 EFI with a 454-cubic-inch Big Block Chevy V8.

In 1989, the Z71 Off-Road package was offered for the first time with skid plates and Bilstein shocks available to the model. 1990 would give us a high-performance variant of the GMT400, the C1500 Super Sport, also known as the 454SS or by its RPO code B4U. This was powered by a 454-cubic-inch Big Block Chevrolet V8 with a TH400 sending power to the rear end. That rear end was a 3.73:1 14-bolt corporate with the only 5×5-inch bolt pattern, the only one to use this combination.

32mm Bilstein gas-filled shocks and a 32mm anti-roll bar improved cornering while a 12.7:1 fast-ratio steering box allowed the driver to make quick moves behind the wheel. In 1991, it would finally get the 4L80E with a new 4.10:1 rear gear ratio. It also received a tachometer in 1991 and dual-exhaust until 1993. While it’s seen mostly in black, there were Summit White and Victory Red in 1992 until 1993, when production of the 454SS was discontinued.

While still square in appearance, these trucks were different in many ways.

1991 introduced the new 4L80-E to the three-quarter- and one-ton trucks. 1992 dropped the four-speed manual transmission option and stepside trucks were offered with extended cabs. This year also introduced the 6.5-liter diesel V8 with a turbocharged option. 1994, the GMT400s got the federally mandated center-mount stop light as well as a new front-end design.

1993 introduced the new 4L60E automatic transmission, replacing both the 700R4 and its evolution, the 4L60. 1995 would require changes to the interior to fit the new mandated driver’s side airbag, but also a central-mounted radio, dial-operated HVAC (rather than levers) and improved cluster gauge. 1995 C/Ks and Sierras would get new exterior mirrors.

1996 saw the introduction of an optional passenger’s side third-door on extended cab trucks. The engines were also replaced by “Vortec” versions, which increased horsepower in V6 and V8 engines. However, the 6.2-liter diesel V8 was dropped. 1996 brought in the new federally mandated passenger’s side airbag on 1500, but the 2500/3500 were exempt and were given a new storage compartment.

1997 would be the last year “CHEVROLET” would emblaze the tailgate except on Cheyenne models until 1998. ’98 would bring us the PassLock anti-theft system, a new advanced driver’s airbag, and new “Silverado” badge on the tailgate. The deluxe two-tone paint would be discontinued but a more conventional two-tone would remain as an option.

1999 would be the final full production year of the GMT400 as the new GMT800 would be unveiled for 1999 as a 2000MY. Upon its introduction, the C/K designation would be removed and not used. From here on, it would become the Chevrolet Silverado and GMC Sierra. GMT400s would still be sold through 2002, mostly as fleet sales, and billed as Chevrolet Silverado Classic and GMC Sierra Classic trucks. Sierra 2500/3500 Crew and Chassis Cabs would be produced through 2000 while the C3500HD would end production in 2002.

The end of the GMT400 and G-Van would also mark the final use of the Chevrolet Small Block V8, it is replaced by the LS-based GM V8 engine series.

The Vault

Originally opened in 1994, the Petersen Automotive Museum in Los Angeles, California recently underwent a $125 million makeover and reopened on December 7^th, 2015. The exterior of the building, an old Mid-Century department store, is stunningly wrapped in 100 tons of stainless steel ribbon but there is no obvious entrance. I guess they don’t expect you to miss it, located on the junction of Fairfax and Wilshire Boulevard in what is called The Miracle Mile section of Los Angeles.

Originally the brainchild of the late Robert E. Petersen, founder of HOT ROD Magazine and dozens of other publications, the “Pete” as it is affectionately known is, nevertheless, a world-class museum well worth a visit even if you are not a complete car nut.

Within the stainless shell, there are 300,000 sq. ft. divided into 25 galleries that house about 100 vehicles depending upon specific exhibits.

…well worth a visit even if you are not a complete car nut.

However, below the stunning, if controversial exterior, there is 60,000 sq. ft. containing another 250 or so vehicles in the Petersen Vault. Unfortunately, getting into the Vault is, as you might expect a bit like getting into, well, a vault.

At the time of our visit, the Vault was undergoing some refurbishment so some of the vehicles were in disarray. Usually, they are parked quite closely together. There are no ropes but you cannot take photographs and you are not allowed to wander away from the guide, but that is understandable as many of the cars are rare and quite valuable and not all are owned by the Petersen.

We got to see everything from an original Model T Ford to one-off concept cars to movie cars to celebrity-owned vehicles to a number of winners of America’s Most Beautiful Roadster Award.

Perhaps one of the most impressive cars is Mr. Petersen’s unique Art Deco ‘Round-Door’ Rolls Royce of 1925. It is the pinnacle of that era’s coach-built automobiles and in a way, the jewel in the crown of the Petersen. And right now, like many other cars, it can only be seen on the Vault tour.

…the jewel in the crown of the Petersen.

There are two types of guided vault tours and both carry a premium in addition to the cost of general museum admission which is $16 for an adult, $13 for seniors, and $8 for children 3-12. A 90-minute introductory tour is $23-25 extra and a 120-minute, so-called, world tour is an extra $30.

There are other rules too:

• Tickets are non-refundable and cannot be exchanged once the order is placed.
• NO children under 10 permitted on Vault Tours.
• NO backpacks, food, or drink allowed in the Vault.
• NO photography or video in the Vault.
• Online ticket sales close out on the morning of each date.
• Visitors must refrain from touching the vehicles and stay together with their guide during the tour.

Tours are not conducted every day so be sure to check the website and make your booking before turning up and don’t forget, parking is another $15: petersen.org/vault

Hollywood Movers and Shakers

A recent cover of SEMA News featured the face of Troy Ladd, owner of Hollywood Hot Rods, under the headline “How Famous Builders Grow The Industry.” Indeed, there are few more famous builders than Troy who recently moved into a new space and continues to garner accolades with his own take on traditionalism.

Unlike most hot rod builders, Troy began his second career after studying business and obtaining a Bachelor’s degree from Vanguard University in Costa Mesa, California. While he enjoyed building cars in his spare time, he was not happy in a white-collar corporate job and consequently took the plunge in 2002 to hang up the white collar and open his own shop in “Beautiful Downtown Burbank”.

Naming it Hollywood Hot Rods was all part of Troy’s big plan as he knew that selling T-shirts and other merchandise containing the word Hollywood made marketing sense. And, he was right. His shirts were the number one selling brand in the Petersen Automotive Museum in Los Angeles.

Troy’s first shop in Burbank had an unassuming facade located on a small street that ended at Interstate 5. Unfortunately, that building, like so much of Los Angeles is slated for redevelopment and Troy spent has the last couple of years looking for a suitable building to buy. Eventually, he found a 4,300 square foot facility not too far from his old shop at 2617 N. San Fernando Boulevard, Burbank.

Troy first came to the public’s attention when he won the 2005 Goodguys “Rodder’s Pick” with “Big Sister” a ’32 Ford built on the Rides TV show. Two years later he was a finalist in the Grand National Roadster Show’s America’s Most Beautiful Roadster (AMBR) competition with “Respect Tradition,” a Hemi-powered Deuce Roadster. The copper lowboy went on to win the “Best 1932 Ford Roadster” award at the Goodguys Del Mar Nationals.

The somewhat untraditional traditional roadster was followed by a string of projects that just continued to enhance the reputation of Hollywood Hot Rods.  One that garnered attention was actually a full-size version of the Monogram “Black Widow” plastic model kit.

This is not a mere hot rod; it is a true coach-built car.

Several more roadster pickups (rpu) followed including the road-race inspired, Ardun-powered “El Correcaminos” (Spanish for The Roadrunner) and the stack-injected, Coyote-powered rpu giveaway car for Raybestos Brake Corp.  That went on to win the SEMA “Showstopper Award” in 2010. Other significant Deuce roadsters included the “Platinum Bomb” and the “Brooklands Special”.

Besides the more traditional hot rods, Troy has also built some notable later-model customs including a ’63 Mercury S-22 Comet convertible and a ’60 T-Bird called “Hammered”. Also to show the shop’s versatility there was even a late-model Mustang convertible powered by a 700 hp-x engine. It was a supercar designed for the track yet retained all of the comforts of a streetcar.

In 2012, Troy was named the LA Roadsters’ “Builder of the Year” and, the accolades didn’t stop. Check the list and he received a significant award almost every year up until last year when the ’36 Packard convertible he and his team created for Bruce Wanta won a string of trophies including the AMBR Award, the Custom D’Elegance Award, the Sam Barris Award and the Goodguys Del Mar Street Rod D’Elegance Award.

2017 was a busy year for Troy as that was the year he finally found a building and moved shop, however, it was Wanta’s “Mulholland Speedster” that became a game changer from its hand-fabricated chassis to it’s retractable, cantilevered top that folds down into the trunk. This is not a mere hot rod; it is a true coach-built car.

The new Hollywood Hot Rods is compact but there’s room enough for offices and meeting space above the workshop that accommodates about eight cars. We’ve visited several times recently and there’s always cool stuff to see and Troy welcomes visitors. All of the projects are interesting but I particularly liked the Italian-bodied tribute to Edsel Ford’s 1934 boat-tail speedster.

Both had more tricks than a magician.

Four cars share that space and they include a Hemi-powered Model A roadster and a highly modified ’32 3-window with a split-windshield. In the adjacent shop found a chopped ’57 Plymouth wagon having its roof pancaked 1-1/2 inches. Attached to the workshop is a well-equipped machine shop containing lathes, a mill, a plasma cutter, and more.

At this year’s GNRS, Troy displayed two very distinct, bare-metal roadsters that were an Art Deco-Steampunk mashup with lots of hand-formed brass accouterments. Both had more tricks than a magician.

As if that all is not enough, Troy recently teamed up with the original host of Overhaulin’ and Power Block on Spike TV, Courtney Hansen, for a new build show called The Ride That Got Away. It’s a feel-good show that builds and reunites deserving people with their lost ride. It’s airing now. For more information visit: hollywoodhotrods.com

Hot Rod Wagon:  Classically Modified 1955 Chevy Nomad

It’s a dream of many hot rod enthusiasts: to have a wicked looking Nomad Wagon. It is the staple of rare but “cool” to modify vehicles and Brian Hill of Hill’s Rod and Custom used his expertise to create this beautiful utility rodder out of his own 1955 model.

If there was one show and actor that helped cement the Nomad for modern hot rodders it was Tim Allen and his show, Home Improvement. That car is even listed as the 19th of the top 50 TV cars by Rod Authority back in 2016. It was owned by Allen and the 1956 Nomad was tied to the main character, Tim Taylor, but canonically the car was the daily driver of his on-screen wife, Jill.

However, it would be the episode titled “Don’t Tell Momma” that would cause every Nomad and Bel Air enthusiasts’ hearts to collectively sink when the car was “crushed” on accident. Fortunately, the stunt car was a four-door Bel Air with a wagon roof added, rear doors welded and smoothed enough for the shot, and crushed on-screen while the real 1956 Nomad wasn’t harmed.

…it’s not a proper looking Nomad if the top isn’t its signature pristine white…

He even pulled the car on set to show it was still around to the live audience for that show’s taping. It would eventually be sold for Ebay’s “Auction for America” on October 4^th, 2001 to benefit victims of the September 11^th attacks just a few weeks earlier.

Fortunately for Hill’s Rod and Custom in Pleasant Hill, CA, this 1955 model wasn’t crushed or destroyed but was still put through a full, frame-off restoration before it was modified. Brian Hill pulled every piece and part off to strip, bang, straighten and finally repaint his in the Lamborghini Orange Pearl. However, it’s not a proper looking Nomad if the top isn’t its signature pristine white for that classic two-tone look.

All the glass was then replaced with new reproduction versions with modern weather-stripping for a noise-free ride. This was done to make sure the Vintage Air heating and air-conditioning system didn’t leak the cool interior air to the Bay Area’s hot atmosphere.

…a 1955 Nomad that’s worthy of television stardom.

That’s even as this Nomad makes its own atmosphere when it arrives. The interior is a fully-custom leather that carefully compliments that Lambo orange and chrome touches throughout. New, but classic gauges complete the classic looks of the Tri-Five dashboard.

Those new gauges are designed to work with the TurnKey Engine Supply LS1 crate engine, a 5.7-liter displacement that makes 410-horsepower and 420-torque to the crank with its 10.25:1 compression. Inside, the rotating assembly is lead by a set of Mahle forged pistons and squeeze fuel and air into cathedral port GM heads.

It’s designed to be installed and ran as it included everything, even the throttle pedal for the LS1 electronic throttle body but its ECM is calibrated with a TurnKey tune so it doesn’t need a GM PATS key. The only change was the addition of “Nomad” script emblems on the engine covers and painting the intake to match the Lambo orange of the body. Its power is then sent to a GM 6L80E six-speed automatic transmission.

We certainly wouldn’t mind being caught in it.

To control sway and pitch as Brian drives his Nomad, a modern set of coilovers were installed up front but the rear retains its leaf spring design. It’s not a race car and you’ll be able to haul more utilitarian loads thanks to the leafs if you desire or need it.

It’s fitted with a set of 17-inch American Racing VN508 Super Nova 5 in a mirror chrome finish and wrapped in Milestar MS932 Sport tires in 205/50R17 front and 225/60R17 rear.

Brian Hill and Hill’s Rod and Custom have certainly designed a 1955 Nomad that’s worthy of television stardom. Thankfully, it doesn’t come with the usual headaches fame brings but instead gives its driver the comforts of modern cars with the looks of a great classic Tri-Five. We certainly wouldn’t mind being caught in it.

Jimmy Who? The Jimmy Shine Story

Jimmy Shine? That can’t possibly be his real name? Actually, no. His real name is Jimmy Falschlehner but nobody can pronounce let alone spell it. An early stint sweeping floors garnered the name Shine and, like Shinola, it stuck.

Shine and I started working together 20 years ago at Pete Chapouris’s SO-CAL Speed Shop. Despite being the ‘young buck’, Jimmy held his own working alongside some very talented craftsmen on some very famous and influential hot rods and customs.

Around 1999, I decided it would be good for the company if we returned to our land speed racing roots and consequently purchased a bona fide 175 MPH street-driven lakes racer built by ‘Kiwi Steve’ Davies. There followed seven intense years of racing at El Mirage Dry Lake and Bonneville Salt Flats where on August 15, 2006, Shine eventually set a D/BSTR (Blown Street Roadster) land speed record at 206.454 MPH. Not bad for an old, home-built Ford roadster.

An early stint sweeping floors garnered the name Shine and, like Shinola, it stuck.

Shine, meanwhile, had been noticed by some TV producers and entered the madcap world of ‘reality TV’. Well, as they say, it’s not reality it’s actuality. The first show was “The Great Hot Rod Build Off” in 2004 that saw Shine pitted against Barry White for the America’s Most Beautiful Roadster (AMBR) Award at the Grand National Roadster Show. Unexpectedly, neither won and the producer flipped out but that’s show business. Personally, apart from not winning, I thought it was a great ending.

During the 18-plus years that Shine worked at SO-CAL, he and Chapouris had become fast friends. Indeed, it was Chapouris who pushed for the shows knowing instinctively that the power of TV could make all the difference. Chapouris the mentor, therefore, directed the endplay that would see the establishment of Jimmy Shine’s Speedshop. With Pete’s symbolic passing of the torch, the new business carries with it a piece of the iconic SO-CAL Speed Shop dating back to its creation in 1946 by founder and friend Alex Xydias.

Shine’s new shop officially opened April Fool’s Day, 2015, and instantly the space was buzzing with projects, including, of course, a TV show with old compadre Billy F Gibbons of ZZ Top (BFG). The show “Rockin’ Roadsters” aired on Discovery Channel. Shine is also a spokesman for Baileigh Industrial Products, Bendpak/Ranger lifts and Miller Welding promoting the companies, making how-to videos and doing personal appearances. PAs are also something he does around the globe with BFG having traveled as far afield as Australia and Russia.

Despite all the hoopla and media hype, Jimmy’s core business is building and maintaining cool rides for an eclectic mix of customers. One minute you can find him wrenching on an original Cobra for Ernie and Elaine Nagamatsu, the next he can be helping his right-hand man Paulo massage the custom touches on a ’64 Buick Riviera or, punching lovers on his home-made louver press.

It’s a tough life but you can never lift.

Or, he can be found working on a famous Porsche Speedster that was raced by Jim Kilpatrick and the next minute on a radical chopped and channeled ’34 truck for Michael Sinacola. It’s all in a days work for Shine and when he isn’t working or spending time with his lovely wife Nikki and their family, he’s surfing at Trestles in Orange County. It’s a tough life but you can never lift.

Shine’s new speed shop is located 867 N Commerce St, Orange, CA. It’s well worth a visit, however, check their website for hours and any special events before you turn up: www.shinespeedshop.com

The Big 70

As Mark Twain once famously quipped, “The reports of my death are greatly exaggerated.” The same can be said of hot rods and custom cars if the recent Grand National Roadster Show (GNRS) was any indicator. Now celebrating its 70th anniversary, the 2019 GNRS, held annually at the Fairplex Pomona, was huge, very well attended and a great show.

There are literally hundreds of vehicles of every shape and size on display but the coveted award is for America’s Most Beautiful Roadster and this year there were no less than 14—yes—14 cars competing for the 9-foot trophy. In 2018, the big trophy went to the Martin Special built for Dave Martin by Scott Bonoski’s Hot Rods and Hobbies in Signal Hill, California.

…there were no less than 14—yes—14 cars competing for the 9-foot trophy.

No show rod, this handcrafted roadster was based on a ’31 Ford which competed in the 2017 Silver State Classic, averaging more than 100 miles per hour for more than an hour. After the GNRS, it was shipped to Europe where Octane magazine road tested it before it went on to compete in the Bernina Mountain Climb outside St. Moritz, Switzerland. If that’s not a hot rod then I don’t know what is.

This year’s winner was a very different roadster but nonetheless a stunning example of amazing craftsmanship. Based on a 1936 Ford Roadster, the so-called  ‘3 Penny Roadster’ was built for rodder and land speed racer George Poteet, Memphis, Tennessee, by Eric Peratt’s Pinkee’s Rod Shop, Windsor, Colorado. Incidentally, George is one of the world’s fastest men having gone over 450 mph in his ‘Speed Demon’ land speed racer.

George is one of the world’s fastest men having gone over 450 mph in his ‘Speed Demon’ land speed racer.

Another well-known name in the world of hot rodding is that of Chip Foose of TV’s “Overhaulin’’ who was honored at this year’s GNRS with the ‘Builder of the Decade’ award. Chip had half a dozen of his most famous cars on display including his rear-engined “Hemisfear.”

Over in Building 9, there was a fantastic display of more than 100 Model A Fords celebrating the car’s 90th anniversary. To some a 90-year-old Model A Ford might appear archaic nevertheless, watching them all drive out of the building was magical.

…the trend is slowly shifting away from early Ford-based hot rods to muscle cars…

Finally, as you would expect because the trend is slowly shifting away from early Ford-based hot rods to muscle cars, the show floor was littered with muscle cars of every shape and size. Two of the most interesting were the ’69 Nova fitted with ’69 Camaro fenders from Steve Strope’s Pure Vision Design and the Dodge Charger of Speedkore Performance Group that had a complete carbon fiber body.

The GNRS has something for everybody and this year did not disappoint. For more info on this and other shows go to www.rodshows.com

Coker Museum

If you’ve ever looked at or purchased a specialist tire, especially a vintage-style tire, chances are you’ve looked at offerings from Coker Tire. Based in Chattanooga, TN, Coker was founded 70 years ago on January 30, 1958, by Harold Coker whose parents sold their home to help him start the business. Originally just a tire and service center, Harold grew the business to handle all the big names including BFGoodrich, Firestone, Michelin, and Uniroyal. A small part of Coker’s business was vintage tires and in 1974 Harold handed that division to his son Corky who devoted the next 50 years to build the brand into one of the most recognized tires and wheel manufacturers and distributors in the world. Indeed, if you are in the vintage car or motorcycle business be it hot rods, restorations, racing cars, or motorcycles, you know Coker.

Like all good sons, Corky worked hard at building the business eventually developing it into a multi-level, international brand. The Coker Group consists of the Coker Tire, Wheel Vintiques, Universal Vintage Tire, Phoenix Race Tires, Specialty Wheel, and Roadster Wire Wheel brands. 

Like his father before him, Corky is first and foremost an enthusiast and so he couldn’t help putting a few vehicles aside into a private collection that is open to the public. During a recent trip to Chattanooga, we got the personal tour from Corky. Corky likes brass-era cars, that is to say, cars that have brass radiators which they had until the late 19-teens and in particular, he likes old racecars such as Simplex and Mercer. That said the collection is a great mix of Americana, British sports cars, classic American cars and trucks, and even a few customs and hot rods. There are even a couple airplanes one of which Corky recalled driving down the street when it first arrived to be hung in the museum.

Besides all the four wheelers, Corky is into motorcycles and the complete back wall is stacked three high with one of the most impressive collections of rare vintage bikes we have ever seen.

Although nobody was working there at the time of our visit, Coker still builds wooden wheels and rims using both original and modern equipment and skilled craftsmen. Heck, we even saw a young man doing vintage-style wood graining. It’s traditional crafts like this that Corky has been keen to perpetuate.

The collection is housed in a cool brick building in the old part of Chattanooga at 1309 Chestnut Street next door to HonestCharley.com. At the time of our visit, the museum was undergoing some renovation so before you visit we strongly recommend you call 1-888-795-7077 to confirm opening times. Typically, Coker hosts a huge car show the first weekend of April but again, check with Coker Tire before heading there: 1-866-516-3215 or check their website at www.cokertire.com

What Remained of an Austin Car Collection: Dick’s Classic Car Garage

On the day I went to visit Dick’s Classic Car Garage in San Marcos, Texas, the weather weirdly resembled the mood of the visit. Prior to arriving, I had been corresponding with Thom Fortney, Museum Curator, who informed me that the owner of the collection, Richard L. Burdick (better known as Dick), had passed away almost a year prior to my arrival and that most of his collection had already been sold off. That didn’t entirely matter though because what I was able to witness during my tour was nothing short of incredible.

A LEGENDARY COLLECTOR

I may not have had the pleasure of meeting Mr. Burdick personally or seeing his collection at it’s prime but, as soon as Mr. Fortney unlocked the main door allowing me in, I instantly knew I was stepping inside the home of a legendary collection. It was eerily quiet, but the presence and quantity of classic, well-kept cars helped to block out the silence. Thom gave me a brief rundown about Mr. Burdick and what remained of the collection before leaving me on my own to tour and shoot for a bit.

As I walked down the aisles, it became quite clear that I didn’t know about most of what I was looking at. Rather than berate myself for not knowing, I realized that I could still get a lot out of the tour by appreciating just how well preserved each vehicle was. And judging by the pictures I took, it’s pretty difficult to argue that most of the cars weren’t in outstanding condition!

Continuing on, it quickly became apparent that Dick liked to collect just about anything, not just cars. Next to most of the cars that were on display sat all sorts of toys, posters, and other automotive memorabilia. Mr. Fortney explained that, in general, Dick was a very sentimental person, and when he started a collection, he usually added anything and everything he could to it.

BUILDING IT UP TO BREAK IT BACK DOWN

Seeing what remained of Mr. Burdick’s collection was saddening, but making my way into the shop was equally as upsetting for me. A space that was originally meant to repair monumental pieces of automotive history to add to his collection was now exclusively designated for reviving and preparing what was left for the auction block. As I finished that thought, the guys successfully revived Dick’s Bentley race car, which both my eyes witnessed and lungs felt.

Continuing to peruse the shop, I walked up to the loft space, which served as a reminder of just how passionate Mr. Burdick was for collecting things. There seemed to be manuals and books neatly organized on shelves for every vehicle he’d ever owned during his lifetime. With all the spare parts I saw scattered around the shop, I knew the guys had a lot of work cut out for them. Lucky for them, it looked like they had every tool and machine they needed to get the job finished.

GOODBYE FOR NOW

Dick’s Classic Car Garage will likely be closed well before anyone reads this piece. Normally, I’m not a person who believes in serendipity, but I do feel fortunate that I was able to see some of Dick Burdick’s car collection before the museum closed. On a more positive note, it’s reassuring to know that, since most of his priceless gems will be heading to auction, they should end up in better homes. It will be the responsibility of new automotive enthusiasts young and old to care for these cars and help preserve automotive history.

Driving Miss Astor

I’m not sure if it’s the same for people born in the U.S.A., but for those of us born on the small, crowded island of Great Britain, there’s a romance surrounding long-distance road trips across America. My first trip was in 1973 and we rode choppers from LA to Oregon and back. Two thousand grueling miles on a motorcycle with minimal front suspension, no rear suspension and my wife on the back. It was a long, sorry-ass trip.

Since then I’ve driven back and forth many times in cars, motorcycles, trucks, trucks with trailers towing racecars and in hot rods and I have to say that driving a hot rod on a long road trip is, without doubt, the most fun. My problem is, I tend to fall asleep, even if I’m driving. Consequently, I usually get relegated to the passenger seat and made to do directions. That’s easy now that we have the internet but in the days of the ‘M-ap’, it was not so easy. Nevertheless, it’s always fun and often quite eventful.

Example. I recently got a call from my friend David Steele, Executive Director of the American Hot Rod Foundation who, in passing, said, “I’m driving Henry Astor’s ’32 Ford Roadster back from Indianapolis. You remember Henry? He was the first director of the Foundation.”

“Really?” I replied. “Can I tag along? I love road trips.”

“It’s an open roadster and has no top.” Responded David.

“Sounds good,” I said.

“I’m driving straight through. I’m stopping to gas and piss is all.”

“Perfect. See you in Indy.”

I took the red-eye and David picked me up at the airport. There’s no parking in the white zone. I looked at my phone. It said: Drive time 1 day 4 hr, and that’s if we didn’t stop for gas or a leak. Having been awake all night I leaned my head against the soft Naugahyde and dozed off. I woke up in St. Louis as we passed the Gateway Arch. It’s the tallest in the world but looks like half a McDonald’s sign. It was 7:16 AM and cold. I hunkered down under the dash and went back to sleep to the comforting hum of a tri-powered, small-block Chevy. Next stop, Kansas City. 

I was awake now, having slept for half a day. Unfortunately, Kansas is a whole lot of nothing. Just mile after mile of flat earth confirming the world is not round. Somewhere around Salina, David got a phone call. I couldn’t hear because of the wind noise but at the next pit stop, I heard that we’d been invited to join the Cobra Owner’s Club in a little jaunt around Zion National Park. Sounds good to me.

We pressed on. Bugs kamikazed into the windshield until you could barely see through the splatter. No wipers on a hot rod. It was 0-dark-thirty when we pulled into the Majestic View Lodge near the entrance to Zion. The big topic of discussion concerned Marty Langsam whose genuine Cobra had burned to the ground the day before. Marty had entered the Mount Carmel Tunnel and had an electrical fire. Unfortunately, due to the volume of traffic in both directions, the fire trucks could not reach him before the car burned up. Or, is that down? Either way, it was done to a crisp. When asked if it could be rebuilt, one smart-aleck replied, “We can build two.”

At that point, David did a deal with our friend Roger Morrison to swap rides. He would take the Deuce and we slipped behind the wheel of his original 289 Cobra. In a way, a Cobra is not that dissimilar to a ’32 roadster. Both have buggy spring suspension front and rear, both have a brutish power-to-weight ratio, both are open to the elements and both are a lot of fun. We found out how much fun ripping along two-lane blacktops to the north rim of the Grand Canyon and back.

All too soon, our time in the Cobra was over and we headed back on Interstate 70 towards I-15 and the road to Las Vegas. We could taste home by now so it was pedal to the metal. We ripped through Sin City in the dark stopping only for gas and the usual wondering what nefarious deeds were being done at that early hour. Somewhere south of town, we hit the inevitable construction zone but we were on a mission. Didn’t even see the cop until our world turned blue. He pulled us over. Thankfully, even though it wasn’t our car, the paperwork was all in order. We were doing good, I thought, until I asked, in my best Beatles accent, how old he was. He looked all of 14. Well, he wasn’t 14 so I asked why he hadn’t shown much interest in the roadster. Wasn’t like you saw one every day doing 80 in a 50 zone. That’s when he pulled out his ticket book. Poor David.

Back on the road, all was quiet. David didn’t say much so I went back to sleep. Woke up in Los Angeles. Job done.

The In-N-Out Hot Rod 70th Celebration

There is no better way to describe the California hot rod culture than cruising out in your custom roadster and getting some In-N-Out burgers. However, in order to celebrate the 70th Anniversary of both In-N-Out and Hot Rod Magazine, the only place big enough was the home of the NHRA. This is the In-N-Out Burger and Hot Rod Magazine 70th Anniversary Celebration at Auto Club Raceway in Pomona, CA.

It’s burgers, it’s burnouts, it’s classic and historic drag cars, it’s the 70th Anniversary of two California icons: In-N-Out Burger and Hot Rod Magazine. It’s amazing to think that both are reaching closer and closer to 75 years in existence. Both companies were created in 1948, with the burgers frying for the first time on October 22, 1948 by Harry and Esther Snyder, and the first edition of Hot Rod Magazine flying off the shelf in January of 1948 with Robert Petersen in charge. Hot Rod is now a part of Discovery but In-N-Out is still headed by Lynsi Snyder with 342 locations in the West of the US as well as Texas and Utah.

What a celebration it was, too. There were so many amazing hot rods, roadsters, and classic custom cars packed on the paved lot beside Auto Club Raceway’s drag strip. From the tally, over 2,200 hot rods and race cars showed up to celebrate. Through the day, many of these cars would take runs down that strip, too. Nostalgia Funny Cars and classic drag cars would fire up and blast down for fun. No trophies, just a fun run in a 200+ MPH funny car. Old Hot Rod feature cars were displayed under the tent while classic music from the era was played live on the main stage.

At sunset, a dozen of those cars would gather in the pits for Cracklefest, where those open-header drag cars would fire up and run to delight the aural senses for just a few minutes. However, In-N-Out would serve those fresh burgers that have made them famous for those 70 years all day long.

However, the show cars that arrived were some of the most spectacular outside of the Grand National Roadster Show. 40s Fords, 50s Chevys, 60s Dodges and everything in between came down to show off. It was restorations, resto-rods, rats, lowriders and customs. This was one show that wasn’t going to disappoint as it had something for everyone in attendance.

This might have been a once-in-a-lifetime celebration, too. Many of these classic and historic Hot Rod feature owners and getting up there in age. This may be the only time all these people would have gathered in one place to celebrate the culture they helped influence and create for the generations after them. Tell the stories of their legacy before they move on from their mortal coil.

The saying, “if you missed this, you missed out” gets tossed around by journalists covering an event like Halloween candy. However, this one will most likely ring true. While it’s sad to think about, it’s not what should be. These men and women were celebrated for who they are, what they created, and with their stories that will live on for generations longer. There’s nothing sad about that, it’s worth the massive party that In-N-Out and Hot Rod created.

Scene at Performance Racing Industry (PRI)

The Performance Racing Industry (PRI) trade show is held annually in Indianapolis, the home of the Indy 500.  Established in 1988 by brothers Jim and Steve Lewis on the back of their magazine Performance Racing Industry, PRI has grown to become the world’s largest gathering place for the motorsports industry where deals are done, sales are written, sponsorships are inked and more than 600 new products are introduced. The only problem is, it’s held in December in Indy and it’s darn cold.

No matter, the atmosphere is warm as thousands of attendees gather from more than 70 countries to check out 3,300 booths occupied by 1,100 companies. And there’s everything from ARP’s nuts and bolts to Weld Wheels including Aeromotive Fuel Systems, AutoMeter instruments, DJ Safety, Hedman Hedders, K&N Filters, Lucas Oil, MOMO, NGK spark plugs, Pro-Charger, SCE Gaskets, TechnoCraft trailer cabinets, and VP Racing Fuel. The list goes on.

As we said, more than 600 products are showcased at PRI and they range from the inevitable wheels from Weld, intakes and ignitions from Holley/MSD and engine blocks from World Products.

Without a doubt, one of the most impressive new products was the Jesel Equal Eight from Dan Jesel who with brother Wayne operate Jesel Valvetrain Co. Machined from a solid aluminum billet, this 427-ci V8 is a work of engineering art and won the JE Pistons Masters of Motors Award.

Indeed, performance parts and pieces machined from billet aluminum were a big part of the show and I filmed one young man of just 24 machining a Keith Black aluminum block right there on the show floor. And, he started in the business when he was just 18. In fact, the racing industry appears to hold a healthy attraction for young people, which is great if we are going to perpetuate motorsports into the new autonomous, electronic age that is fast approaching. Incidentally, one of the best hands-on events of the show was the Hot Rodder’s of Tomorrow Engine Challenge competition sponsored by companies such as Allstar Performance, Edelbrock, Canton Racing Products, Mr. Gasket, Racing Head Service and Vibrant Performance.

The PRI Show is a trade-only expo so it’s only open to members of the motorsports industry; however, you can learn more at PerformanceRacing.com

A C10 Across All Ages

Mike Hegarty’s 1971 Chevrolet C10

Found in a town not far from where Mike Hegarty lives was a 1971 Chevrolet C10. From its side of the road beginnings, this C10 has become an OEM Plus conversion using all original GM parts.

When Mike Hegarty took possession of the ’71 C10, the fenders were, strangely, removed. There was no crash damage that he could find and, to make matters worse, they were placed in the bed face down. You might not think that would be a big deal, but it used to have a camper on it with a carpet in the floor. At some point before placing the fenders there, that camper was pulled off. Rainwater collected in the carpet and ruined the front fenders.

Mike isn’t one for reproduction stuff. “I like to use all original GM stuff,” Mike admits, “I’m big reproduction fan.” He accounts that to fit and finish issues he’s had in the past. He found a set of original C10 fenders and began to improve many of the parts on the truck. In a way, he kind of had to as it was a strangely built truck to begin with. It had manual front disc brakes, a manual steering box, a one-ton four-speed transmission, a manual hand throttle (like tow truck chassis had), a rubber one-piece floor mat, no chrome trim, factory painted bumpers, factory air conditioning, and a 3.08:1 rear end with posi-traction. It was an oddball of a truck and the only two options listed on the body tag were for the factory air and the posi-traction. Otherwise, it was no frills or thrills from the factory floor.

To make it look nicer, Mike searched for improved GM factory parts to replace the boring parts. Again, nothing on this truck is reproduction GM parts. These are all New Old Stock or NOS. The grille, taillights, tailgate trim, tailgate spat, bumpers front and rear, all of it was original from the General from the 1970s. Originally, he was putting it back together to eventually sell as that is something he does and did with his dad, Ed, for many years at Deal Auto Wreckers.

They would get GM cars and take parts off optioned-out junked cars and resell them. Keep in mind, this was also during a time when numbers matching didn’t mean anything. As he was putting this C10 back together, Mike started to like its character and continued to improve it with all the original GM parts he could find. He settled with a built Turbo 400 from Broadway Automotive & Transmission in Oakland, CA and was happy with it.

That is until the camshaft of the original 350-cu.in. four-bolt truck engine ground itself flat thanks to low-zinc, non-additive oil. So, out went that old engine and in went a 1969 dated 350-cu.in. Small Block Chevy with a four-bolt main. The heads were over-the-parts-counter GM, road race style angled plug heads made for ripping above 4500-RPM. It also features a 69 to 70 Z/28 high-rise intake manifold with a 780-CFM Holley 4053 DZ carburetor with the matching factory 69 Z/28 air cleaner. He even installed the big pulley alternator that the big-horsepower GM engines came with.

2.5-inch Corvette “Ram Horn” manifolds were installed but required some clearance massaging at the top of the frame rail to fit. While parts of the bracketry had to also be modified, the original A/C system is still installed. “When you open the hood,” says Mike, “I wanted it to look like the entire engine was stolen out of a 1969 Camaro Z/28.” That also means the steering and brakes were replaced with original GM power parts for a much easier drive. He’s also installed all the optional gauges you could originally get save for the original Speed Warning speedometer. “It’s a loaded option truck that I’ve taken off other trucks,” says Mike, “so none of it is reproduction.”

There are only a few non-GM parts on the truck but the part that Mike admits people were more impressed with, even with all the original GM option parts, is the gas cap. Between the cab and the bed is a four-inch wide panel and the gas cap is hidden and flush mounted into that panel. “When you look at the bed,” says Mike, “It looks like a stock truck other than the top trim panel and that’s where the gas cap is.” The only other part that’s not GM but are 100-percent original are the Halibrand 15×8.5 wheels with Milestar Streetsteel tires in 275/60R15. The knock-off caps are just original Halibrand caps to cover the lug nuts. The final bit of non-factory upgrade parts is the Early Classic Enterprises suspension kit to give it a lower, but still usable stance and improved handling, especially thanks to the addition of the adjustable Super Track Bar Kit to help center the rear end.

Before we leave you, there is are two interesting stories about the paint and scallops on the sides of the C10. It’s a factory GM white for the C10 but was shot by “The Garbage Man,” a buddy of Mike’s not far from where he lives. “I’m not kidding,” he laughed, “It was painted in the nastiest little garage you could ever imagine.” His nephew, who is also a vehicle painter over at Eastbay Speed and Custom in Concord, CA, went with Mike to pick up the truck when it was done. He was used to clean body shops and pristine equipment before this. When they arrived at the garage, he asked where it was painted when the Garbage Man said, “It was painted in here.” His nephew was flabbergasted and now looks up to him.

Finally, before taking the truck home and before Mike’s nephew met his new painting hero, he wanted to put scallops on the sides of the truck. He knew he wanted them to match the blue of the factory interior, so he called up a local scallop artist who quoted him an astronomical price. He was good, but not that good. So, Mike and the Garbage Man laid some stripe tape down, got it to where they wanted it, and painted the scallops on the sides of the C10.

While there is a movement in the modern vehicle building world for “OEM Plus” builds, where high-end option parts are installed on a vehicle, the idea is to make it better than it originally was with factory parts. Mike Hegarty’s 1971 C10 shows that this method can also be applied to classic American vehicles, though it may take a little more time, research, and reach. The results are just as impressive in the end, too.

Cruisin’ for a Cure

For any automotive enthusiast, a car show loaded with incredible cars is reward enough, but the OCCA’s Cruisin’ for a Cure goes way beyond just a show. The Orange County Fairgrounds in Costa Mesa, California is packed every year with over 3,500 vehicles on display and 200 vendors at the show. With such a huge turnout, it’s a perfect opportunity for the Orange County Cruisin’ Association to support both prostate cancer research—with 100% of the proceeds going to charity—and to administer free prostate-specific antigen (PSA) tests to screen for cancer.

That’s where Cruisin’ for a Cure stands out. Not only are the cars amazing, but over the past several years, 10,000 men have made their way into the screening area and got a simple blood test to check their PSA levels. As a direct result, hundreds of lives have been saved. Imagine how cool it is to attend as a cancer survivor, knowing your cancer was detected at the show. It is literally a couple of minutes that can save your life so many make Cruisin’ for a Cure the date for their yearly checkup.

Cruisin’ for a Cure is not just for the men. The many cars cruising the fairgrounds are loaded with wives, daughters, and entire families. There were also many seen cruising with their four-legged co-drivers as well. Even if the show didn’t have a higher purpose, it’s always one of the biggest shows of the summer.

The late summer weather in Southern California can’t be beaten; there wasn’t a cloud in the sky and a nice ocean breeze kept the heat from the bright sun at bay. For those who spent hours cleaning and polishing their rides, they could cruise all day with no worries. Those who were sporting patina had the same payoff without all the work. The vehicles on hand spanned that entire range.

Beautifully restored classics, hot rods, all types of customs, rat rods, muscle cars; even super clean daily drivers were all circling the show during the day. If you got hungry or thirsty, plenty of food and drink was available. Show food is typically expensive, but the selection of beers and the quality of the food made the prices tolerable. Once you had your beverage of choice, there are plenty of nice spots along the cruise route to take a load off your feet, and take in the rolling car show.

If you needed a break from the sun, several buildings were packed with things to see. Building 12 was filled with many high-end cars on display. Awed by their pristine condition, I was especially impressed when I witnessed several fire up and took a few laps around the show. They were very nice, but apparently not trailer queens. The Hangar, Building 18, had some Meguiars trophy winners on display and included bikes built by Arlen Ness, some old school hot rods, and a 1962 Pontiac Grand Prix now owned by John D’Agostino with an incredible paint job by Art Himsl.

Building 10 housed several vendors selling custom fire extinguishers, clothing, hot wheels, and model car kits. It is where the model car contest was judged, and where we saw Ed Iskenderian signing books and posing for photos. Other celebrities spotted at the show were Barry Maguire, and Ralph Holguin from the Velocity Channel show, RMD Garage. Ralph was handing out posters at his booth that sat across from the stage in the main mall. The stage was home to the band all day, and then became the place to be as awards were announced and trophies handed out to those who earned them.

It’s always a great day when you can take home some hardware, but the peace of mind from getting tested and the memories formed with friends and family made everyone a winner at Cruisin’ for a Cure.

Legends of LA

It’s hard to imagine what it might have been like to grow up in Los Angeles either side of World War II. It was pitched as paradise and with endless summers of sunshine, beaches and jobs it was. It was also the car capital of the world. Moratoriums prevented buildings over three stories; instead, we spread urban development like mayo on white American bread. The freeway ruled and with it car culture.

Think of all the cultures that blossomed here in SoCal: drag racing, dune buggies and off-roading, vanning, trucking, lowriders, tuners, surfing and, naturally, racing. Of course, racing wasn’t invented on the West Coast but the weather, the vast expanses of land and the freeway infrastructure enabled motorsport to grow like Topsy.

To celebrate the golden era before every track was bulldozed to make way for a mall, the Petersen Automotive Museum in Los Angeles recently opened a new exhibit called Legends of Los Angeles: Southern California Race Cars and Their Builders.

Located in the Charles Nearburg Family Gallery, the display features twelve racecars, racing artifacts, and a 180-degree panoramic video providing an immersive way to experience a variety of the fastest and most famous cars built in and around Los Angeles.

Reflecting this diversity, the exhibit presents racecars built by the region’s renowned designers and engineers including Fred Offenhauser, Harry Miller, Frank Kurtis, and Max Balchowsky.

The new exhibit pays tribute to this rich history and honors racing greats such as Parnelli Jones, who has been a hero to fans around the nation for decades. Parnelli was honored at the opening night reception as one of the most successful racers to come out of Los Angeles with accomplishments in a wide range of motorsports including Indy Car, sports car, and off-road racing.

Most remembered for his accomplishments at the Indianapolis 500, Jones is often regarded as one of the most versatile racers of all time. He has won nearly every major auto-racing event in the United States including six Indy Car wins, four NASCAR wins, 25 sprint car wins and 25 midget car wins. Apart from racing, Jones has operated several successful automotive-related businesses.

The twelve racecars on display are: 1956 Watson-DeBisschop “HOW Special”, 1964 Mercury Marauder, 1967 Long “Shelby Super Snake”, 1963 Balchowsky Ol’ Yaller Mark IX, 1924 Miller 122, 1947 Kurtis Kraft “Leader Card”, 1975 Edmunds Tamale Wagon, 1970 Ford Bronco Big Oly, 1966 AAR Eagle, 1929 Ford Model A Roadster 22 Jr., 1948 King & Hansen, 1964 Shelby Cobra 289 FIA, and a c. 1947 Offenhauser Engine.

Cars displayed in the lobby are: 1960 Kuzma “Detroiter Mobile Coach Special”, 1975 Vel’s Parnelli Jones VPJ-4/1, 1946 Kurtis “Ross Page Special”, 1962 Epperly “Mid Continent Securities Special”, and a 1958 Novi Indy Engine.

Legends of Los Angeles officially opened to the public on November 10, 2018, and will run through December 1, 2019. For more information, please visit www.Petersen.org

Galpin Auto Sports Annual Car Show

If you like crowds and cars of every size and shape then the annual Galpin Car Show is for you. This year was the seventh and the crowds certainly turned out in the thousands to see hundreds of cars ranging from Model T Fords to Ford GTs. I don’t think anybody could have gone away and not seen something they liked or that amazed them.

With more than $700 million in annual sales, Galpin Motors, Van Nuys, California, is the number one volume Ford dealership in the world, and the top California car dealer. Success like that doesn’t happen overnight so how did Galpin get to be numero uno? 

Their story starts back in 1928 when Henry Ford finally relinquished his beloved T and introduced the Model A. That same year, Frank Galpin went to work at the Ford plant in Downtown Los Angeles assembling Model A bodies. After World War II, Galpin returned to Los Angeles where he was given a new Ford franchise in San Fernando. The 50s population boom almost guaranteed success but Galpin was not one to let the grass grow and in 1952 commissioned the Galpin body shop to build a sleek customized primrose yellow ’52 Ford. The car hit the cover of the June 1953 issue of Motor Trend magazine and was undoubtedly the first car “Gaplinized” but, of course, that word had not been invented yet. 

That same year, Bert Boeckmann from nearby Glendale joined the dealership as a salesman and by 1957 had worked his way up to manager. Boeckmann was a good businessman and worked at building up the business while Galpin was perhaps more of a creative risk-taker. However, they worked well as a team and by 1960 Boeckmann was vice president of Galpin Ford and began a gradual buyout that left him owning the company by 1968.

Galpin Ford strongly adhered to the old adage “Win on Sunday, sell on Monday” and in 1961 began NASCAR racing with Ron Hornaday Sr., who just happened to be the service manager. Hornaday, father of Ron Jr., really helped put Galpin on the motorsports map when he won the NASCAR championship in 1963 and again in 1964. 

When the Mustang was introduced, the name Galpin graced not only the rear quarters of NASCARs but also drag cars, land speed cars, off-road racers, Trans-Ams—even drag boats and Quarter Midgets. There was even a Galpin Ford Drag Club and Bert’s wife Jane was in on the act when she helped set a 24-hour-endurance record at Willow Springs Raceway in 1969—driving a Mustang, of course.

If you needed one word to describe Galpin it would be enthusiasm, enthusiasm for what we do as car people and it certainly shows in their annual show that is spread over numerous lots and showrooms. I began my tour with their amazing collection of significant movie, TV and show cars from the likes of George Barris,  Ed “Big Daddy” Roth and Von Dutch. Among many others, there was the ‘Batmobile,’ the ‘Green Hornet’ and the ‘Munster Coach.’ What got my attention though were the ‘Milk Truck’ and the ‘Ice Wagon’ built by Dan Woods when he was a teenager working for Roth. 

From the nice, air-conditioned space I moved outside where there were just scads of rad rides; everything from Aston Martins, Ferraris, Lamborghinis, Lotus, Maseratis, McLarens, and Porsches. Galpin is a dealer for just about every brand there is. If you like to get up close and personal with supercars then this is the show for you.

Galpin is, of course, the number one Mustang dealer and you would expect to see a few. Well, make that a lot including a rare Shelby G.T.350 being restored to the rarer 720-hp Galpin Fisker Rocket. Meanwhile, in adjacent parking lots, the public is allowed to enter and display their own vehicles that include everything from ratty rods to jumpin’ lowriders. As I said, it’s a show everybody and their family can enjoy.  For more information visit Galpin.com

What Are Halogen Headlights?

It was the revolution that brought about the modern headlight. However, what is this mysterious thing called the Halogen Light Bulb?

Halogen lighting is the typical light you see on most vehicles that aren’t a premium brand. From headlights to fog lights to auxiliary and off-road lights; halogen is the inexpensive go-to for lighting on nearly anything with wheels. Essentially, the way it works is that there is a tungsten filament that heats up and burns to produce light. Normally, that filament would evaporate away until either the bulb was black or it broke. Halogen creates a reversible chemical reaction cycle with the evaporated tungsten and allows it to stay at the same output until it eventually burns out, usually after 250-hours.

Headlamps in the US were basically locked to the standard filament bulb from 1940 to about 1968 and the establishment of the National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Vehicle Safety Standards (FMVSS). Europe, however, wasn’t locked to a standard and introduced the first halogen lamp for automotive use in 1962 with the H1 bulb. Even though it was proven to not only be a better light that lasted longer than the sealed beam, they were prohibited in the US. Once the fuel crisis hit, US lawmakers began to face pressure from the public and automobile manufacturers alike to finally allow new headlight standards and the “new” technology of the halogen bulb.

However, halogen lighting was limited to being stuck inside a sealed beam until the 1980s and the introduction of the 9004 bulb. The original H1 bulb, the one Europe had since the 60s, wasn’t approved for use in the US until 1997. Since then, we’ve had a slew of H-types used and approved in the US. What we’ve also gained are more aerodynamic front ends that allow for better fuel economy and performance.

Though, this also meant we lost the iconic pop-up headlamp in 2004 with the C4 Corvette and the Lotus Esprit ending production in that year. With smaller, slimmer shapes, the need for lowering the headlight to match the drastic angle of the front end was no longer required. Housing designs and better reflectors, along with the increased candela power of halogen bulbs, no longer mean we had to have a big bulky light on the nose of our cars and trucks.

Halogen bulbs are a great and inexpensive way to get lighting if all-out performance isn’t critical and you’re fine with changing a bulb. However, if you’re looking for more power and are approaching speeds of over 100-miles-per-hour, you really need a High-Intensity Discharge, or HID, light. That being said, the halogen light bulb probably isn’t going away for some time yet.

The Great Labor Day Cruise

Labor Day is our national celebration of the American worker’s contribution to the country, and the automobile has to rank near the top as one of their greatest accomplishments. Auto workers have cranked out millions of cars and trucks which facilitated the growth of our nation. Not only did the automobile help to spur the industrial revolution, but it became synonymous with American culture. The same workhorse that brought transportation to a nation was also a symbol of American ingenuity and freedom. What better way to celebrate the Labor Day holiday than at a car show?

The Orange County Cruisin’ Association’s Labor Day Cruise is a unique event that is a rolling car show. Observing their 36^th annual event, the show brought enthusiasts together from all over the country. Open to American made vehicles to 1987, and new this year, pre-’71 Volkswagen Bugs, pre-’79 VW Busses, All Karmann Ghias, VW Squarebacks, Notchbacks, and Fastbacks, 2018’s event was named “The Great Labor Day Classic Hot Rod & VW Camp“O”Rama.” That’s right, the event also has camping spots available. Their all-inclusive package includes camping space for your RV, trailer, or tent for four nights (Thursday thru Sunday), parking space for your pre-1987 registered event vehicle, entry pass, two participant wristbands, two event mugs, and a commemorative event dash plaque.

That’s a whole lot of bang for your buck. To top it off, the money raised from the show goes to The Warrior Foundation Freedom Station. Their mission is “To be the leading force in assisting, honoring and supporting the military men and women who have so bravely served and sacrificed for our country. We are committed to supporting our warriors in a variety of ways, providing quality-of-life items, support services and transitional housing designed to assist them and their families during recovery.” 

A great venue, great cause, great cars, and great people, all add up to a great time had by all. The endless parade of cruising cars gave you the opportunity to set up a lawn chair or kick back at the many different spots to hang out on the grounds and watch the show go by. You could also have a bite to eat at the Baja Blues Bar and Grill while the cars cruised right past the dining patio. The sound of healthy engines and assorted music coming from the cars added to the incredible sensory experience. With such a huge mix of vehicles, you could hear everything from the rumble of lumpy V8’s to the rap of an inline 6 through a set of glass packs. 

Even though the show was dominated by American made cars, the VW’s in attendance were fine examples of the mark. Many who drive American cars and trucks today had a VW of some type in their past. The simple and unique cars were popular with college students, surfers, offroaders, and hippies for decades. These days, the cars still hold a strong following, and fine examples are skyrocketing in value.

If the cruising, camping, and good food weren’t enough, the show also had a live band, vendor’s booths, and refreshing beverages for everyone. Participants competed for trophies and awards, and many of the vendors had raffles and prize giveaway’s available to anyone in attendance. An observation was made that many of the cars cruising on Sunday were part of a different group than those on Saturday. That means if you hope to see it all, it’s best to attend both days. With the Orange County Swap Meet happening right next door, The Great Labor Day Classic Hot Rod & VW Camp“O”Rama is a great way to spend the Labor Day Holiday in Southern California.

Mooneyes Open House

The Mooneyes Open House was an intimate gathering for those who love nostalgia. Everywhere you looked around the Santa Fe Springs, California shop, you saw incredible cars, motorcycles, and the tools used to manufacture their unique products since Dean Moon opened the location in 1962. You could see the history, feel it, and hear it, thanks to “The Hot Rod Trio” who were jamming rockabilly tunes during the show.

The many traditional hot rods, customs, and 2 wheeled works of art fit right in with the vintage speed parts, and memorabilia that occupy every open space available. It’s amazing to see a working shop that doesn’t use computer-controlled machinery or automated processes. The Mooneyes shop still utilizes manual machine tools and skilled operators like they have for over 60 years.

Founder Dean Moon was right in the thick of the Southern California Hot Rod scene. He and his Brother Buzz built hot rods and worked on customer’s cars from a small garage behind his father’s café. Too young to enlist during World War II, he still spent time in the South Pacific as a Merchant Marine towards the end of the war. Years later he got his chance to serve in the Air Force during the Korean War where he learned photography. He used his photography skills in the many articles he contributed to automotive magazines. His articles helped to spread the word about his products. Dean was also instrumental in helping to form SEMA, the Specialty Equipment Marketing Association, and served as the second president in 1964. Dean developed several products that addressed fuel delivery, throttle linkage, and ignition systems to make cars go fast. After acquiring Potvin Cams in 1962, the company had many high-performance parts available for racing engines like intake manifolds, valve covers, gear drives, and supercharger accessories.

One Moon product that was just plain cool, was the barefoot gas pedal. Anyone who grew up in the 60’s or 70’s is familiar with the cartoonish gas pedal design that looks like a bare foot. You can find them in hot rods, VW’s, Mini Trucks, even boats. Extremely popular to this day are the spun aluminum wheel covers, and gas tanks that the company produces. They look fantastic but are also strong, and lightweight. The spun aluminum wheel covers were so iconic, that any spun aluminum wheel cover was known as a “Moon Disc.” The smaller covers were called “Baby Moons.” The distinctive Moon logo could be found on everything from speed parts and dress up items to clothing of every type. You could even get Mooneyes fabric by the yard, and make your own clothes. The unique Moon logo was designed for Dean by a Disney commercial artist and became a worldwide sensation. 

The company’s offerings were successful and extremely popular for decades. After Dean’s passing in 1987, the company was in somewhat of a limbo without its leader; that’s when Moon dealer and family friend, Shige Suganuma entered the scene. He purchased the company and changed the name to Mooneyes USA. Suganuma continued to run his locations in Japan and put Chico Kodama in charge of USA operations. Kodama was a great fit. A racer and mechanic, he is a land speed racer with the Eliminators SCTA Club. Together, Suganuma and Kodama have continued to grow the Mooneyes brand; capturing a whole new generation of fans.

The Mooneyes open house demonstrated their mass appeal with fans of the brand from several generations. It looks like the distinctive Moon logo will continue to be an icon in the automotive world for decades to come. The intimate setting at the shop did not allow for many cars, but those on display were stunning. For those who want more, the annual Mooneyes X-Mas Party Show & Drag on Dec. 8th at Irwindale Speedway in Irwindale, California is a much larger venue and will have tons more cars on display.

Behind the Scenes at Currie Enterprises

Currie Enterprises is one of the biggest names in automotive powersports. At their global headquarters in Corona, California, Currie Enterprises builds high-quality components for street rods, muscle cars, and off-road beasts. 

Frank Currie started the business in the late ‘50s, designing and building rearends for specialty equipment such as scissor lifts, tugs, and personnel carriers. In the late ‘70s, the focus moved on to building rearends for Chevy Vegas that had V8 conversions and needed a stronger differential to handle the power in the custom application. 

With the help of Frank’s 3 sons, John, Charlie, and Ray, the company evolved and grew into the powerhouse that it is today. Currie Enterprises now utilizes a 40,000 square foot state-of-the-art manufacturing facility to build a wide range of differentials, accessories and suspension components. 

Check out the behind the scenes look at the magic happening in the Currie facility and visit www.CurrieEnterprises.com for more information on how they can help you and your performance vehicle.

Various completed street and off-road axles awaiting will call by their purchaser.

Currie keeps off-road vehicle front and rear differential housings in stock to cut down on build and shipping times.

Housings & axles for 30 common street car vehicle platforms are kept in stock so that they may be pulled and shipped immediately.

Where a housing is born! The axle housing tubing rack.

Currie’s frontend housing assembly technician in action.

100% new GM G-body 12-bolt housing in the bracket jig.

F-350/F-450 unit bearings used in Currie 1-ton front-end applications.

Currie has over 30 different axles cores on hand at all times for different applications.

One of three of Currie’s CNC axle splining machines cutting splines.

RockJock 60 & 70 off-road differentials awaiting pickup by their purchasers.

9” 3rd members for large P.O. customers are built in stages.

One of Currie’s 4 gear set-up technicians doing a precise gear set up.

Ready to go! Finished product awaiting the big brown truck.

Ray Currie’s new 2018 Jeep JL Wrangler Rubicon that is equipped with all of Currie’s goodies underneath.

Currie’s over-the-road show rigs. Look for them at a show near you!

Currie holds numerous trademarked names for their famous components.

The Currie Enterprises sales office features Currie family vehicles that get rotated out. The office is currently featuring Frank Currie’s Ford 514 SVO powered ’32 Ford 3 window coupe.

Currie’s world headquarters in Corona, CA.

Astoria Park Alliance Car Show

When people think about iconic, scenic, New York City backdrops, the list usually starts with either the city skyline, the Brooklyn Bridge, or The Statue of Liberty. But Astoria Park, in Queens, New York, is one that isn’t always readily thought about, but definitely should not be ruled out. Located across from Randall’s Island and the Robert F. Kennedy Bridge, the one lane roadway running adjacent to the East River makes for the perfect backdrop to display some of the most well-kept classic cars in New York.

This year’s Father’s Day, the Astoria Park Alliance hosted their first-annual car show to raise money to help restore the park. When I spoke to the creators of the show, I couldn’t help but chuckle at the fact that they openly admitted to not knowing much about cars (after hearing my credentials, they asked if I wanted to help judge the show), but noticed that there were beautiful cars driving around the neighborhood whenever the weather was nice. “Meeting all of the wonderful people in the classic car community was really the highlight of the experience for me. These men and women put so much love and care into their cars, and were willing to share their prized possessions with our community in Astoria,” said Vice Chair of the Astoria Park Alliance, Anthony Liberatoscioli. “When my colleague Miriam Fodera and I were first brainstorming about the event, that notion of bringing different communities together is exactly what we were hoping to achieve, and the Father’s Day Classic Car Show exceeded our hopes.”

APPRECIATION BY OWNERS AND SPECTATORS ALIKE

As someone who’s lived in New York all his life, the appreciation for and ownership of a wide variety of vehicles never ceases to amaze me. The number of roads within the five boroughs that are less than ideal for even “normal” cars to drive on is pretty depressing, and the indescribable amount of cracks, potholes, and bulges in our roads makes even a stanced car owner like me wonder how anyone could keep a car together here.

But to my surprise, when I arrived at the show, the strip was filled from end to end, and late show competitors were getting turned away left and right. The owners that did make it in showed off a wide variety of American, European, and Japanese classics. As I walked towards the bridge, I was quickly reminded about how each one of these cars had a different story to tell. Unfortunately, I didn’t have time to hear them all but I did learn, for example that, although this ‘67 Mustang Coupe was resprayed, the brownish cream color was actually offered by Ford for that model year (apologies to all the classic Mustang enthusiasts that knew this already). And that gorgeous Copper Nissan 280Z… that was purchased by the original owner and currently only has about 50,000 miles on it.

What made the show just as enjoyable was the amount of appreciation the owners had for their cars. When I walked up to this immaculate Saleen Foxbody Mustang (which, by the way, I had never seen in my 32 years of life), the owner made sure to point out that it was signed by Steve Saleen himself on three different parts of the car (It’s also worth noting that an ASC McLaren Foxbody was parked directly in front of it). Although I didn’t get to meet the owner of this ridiculously clean 240Z, I did notice the signature from Yoshihiko Matsuo on the passenger sun visor–something I’m sure most Z owners can’t brag about.

“While the Father’s Day Classic Car Show was created with only a commitment to be a one-off event, it was such a massive success that I think we will almost certainly be bringing it back in 2019,” Mr. Liberatoscioli explained. He went on to say that it was the last car to make it in, an absolutely stunning Impala, that took home Best Of Show. All together, the show raised $1,320 and, after covering the show’s expenses, the remainder will be put towards improvements for the park.

Wanderlust: The 1956 Chevy Nomad

Finding A New Home For A 1956 Chevy Nomad

If you’ve ever had the pleasure of driving a Tri-Five (55-57) Chevy, you know how great the view is from behind the wheel. The wide curved glass windshield and the high seating position make the outside world into a panorama, like a widescreen TV that you can drive right through. A Bel Air or 250 is almost the world’s best road trip car. Almost? Enter the Chevy Nomad.  It’s got all the style and chrome of the famous Bel Air, but that station wagon rear makes you want to throw a surfboard on the roof, a friend or five in the back, and spend an entire summer, or maybe a lifetime just traveling the country watching the world over that chrome jet on the hood.

The Nomad name has been on a variety of Chevrolet models over the years, from its inception as a Corvette-based concept in 1954 to full-size Impala wagons, midsize Chevelles, and even on vans before returning to concept car status in 2004. The most famous carriers of the Nomad name though are definitely the Tri-Fives. Say “Nomad” to any car fan and they’ll instantly picture that groundbreaking—nearly hatchback—back end with its era-defining fins and vertical chrome stripes mated to long forward-slanted front fenders and of course, that broad, curving windshield.

Eric Samuels’ High-Line Motorsports two-tone 1956 Nomad is a perfect example of what makes these cars so appealing. First there’s the peachy-gold spear cutting through the midnight-black paint, all surrounded by the sun-catching brightwork that made the high-end, two-door Nomad such a stand-out from base model four-door wagons in the ‘50s. Inside is a tailor’s shop of tweed, covering the rear bench and front bucket seats. It’s the kind of interior that instantly makes you picture yourself, window down, arm on the door frame, heading out for an adventure.

The best part though is the underpinnings beneath all that sheetmetal and trim. Rather than the stock 265ci V8, Eric’s Nomad boasts a GM crate 350 small block backed by a 700R4 automatic transmission. Like any good hot rod, it sends the power back to a Ford 9-inch rear which redirects it to spin a set of aggressively designed billet wheels wrapped in Milestar StreetSteel rubber. “I’ve driven this car to a couple of shows and swap meets,” says Eric. “It drives like a new car because of the late model running gear but with the original look.”

Eric doesn’t plan to keep the Nomad. High-Line is a classic car dealership in Brea, California and if he fell in love with every car that came through his family business over the past 40 years he’d have a bit of a problem finding storage (and paying his bills), but he’s been especially fond of the Nomad and doesn’t think it will be hard to find it a loving home. “Tri-five Chevys are very popular,” he tells us. “People like everything from the Bel Air to the pickups, but especially the Nomad.”

Mysterious Stranger: 1956 Chevrolet 3100

For every marquee Ring Brothers or Foose build you’ve ever seen cross the auction block at Mecum or Barrett-Jackson, there are hundreds, perhaps even thousands of hot rods and customs built in small shops you’ve never heard of that trade hands every day. Some are rough, some are so-so, and some are as perfect and polished as the best iron you’ll see on the show floor at SEMA.

Eric Samuels of High-Line Motorsports in Brea, California, is in the business of sorting the sheep from the goats – working with his father who founded High-Line more than 40 years ago, it’s his job to identify quality classic cars, customs, and hot rods with just a limited inspection and often no information on a vehicle’s history.

Such is the case with this 1956 Chevrolet 3100 pickup; per Samuels, “We took it in trade. We got it from somebody who bought it already done, so we weren’t able to find out who built it originally.” Even so, the quality of the work shines through, from the paint to the interior to the driveline. Under the hood of the 3100 sits a small block Chevy V8 of unknown specification, which by itself is a rarity for a modern hot rod.

“Everything done nowadays has an LS engine in it, and for this to even have dual carbs was a little strange,” Samuels admits. Those twin Demons hint at more than 350 cubes, but without disassembly, it’s impossible to know the engine’s exact specifications. “Unless we open things up to find out, it’s hard to know for sure, and between time and money it’s something we usually don’t do.”

Regardless of exact spec, that SBC backed by a 700R4 overdrive transmission and a reasonable final drive ratio (Samuels guesses the 10-bolt is running 3.11 gears) makes it a comfortable cruiser. The air suspension with an onboard compressor and in-cab controls let the driver go from stanced to road-ready at the touch of a button, and every amenity is in place for a daily driver.

Part of that nuanced ride comes thanks to the Milestar MS932 Sport tires wrapping the Billet Specialties wheels. The right rubber makes a huge difference in performance and comfort, especially in low profile applications like this pickup. It’s easy to end up with a buckboard ride quality with the wrong short-sidewall performance tires, but these 225/55R17 front and 255/55R18 rear tires are engineered to give an outstanding balance of traction, treadwear, and road manners to match the refinement of the rest of the package.

“It has all the late model comforts – you have leather, a tilt column, power windows, power disc brakes and power steering, Vintage Air – it’s basically a late model car with an old-school body,” Samuels explains. “Being around stuff a while, you know ‘this is done right, this is rough, this will sell, this won’t.’ Don’t get me wrong. There have been times when we’ve bought a car at auction that was a lot worse than we thought, but you take the good with the bad, and hopefully it’s more good.”

Though this Chevy 3100’s origins will forever be shrouded in mystery, it’s definitely one of the good ones. The bottom line for Samuels? “This one was so nice that it pretty much sold itself.”