Cadillac CT4-V and CT5-V Blackwings Bring Big Power

Jan. 18 – The Cadillac V-Series just gained two more impressive, high-performance vehicles, known as the CT4-V and CT5-V Blackwings. Born from a vision of achieving an artful balance of form and function, these two new Cadillac sedans are ready to prove their track-capable performance, while showing off the glorious V-Series motorsports-inspired styling.

Engine and Performance

Interior

Aerodynamics

Pricing for the CT4-V Blackwing begins at 59,990, while the beefier CT5-V Blackwing starts at 84,990. Worth the price of admission?

Cadillac Introduces Ultra-High Performance Designation:

The Blackwing

April 14, 2020 – Once the face of Detroit’s finest, today the face of American Luxury Performance as with the 2016 launch of the Blackwing. Hidden under the guise of angular camouflage, the next phase of BLACKWING will boast a slew of ultimate performance upgrades and a new naming convention. This is evident in their announcement of a new line of ultra-high performance vehicles given a load of upgrades and edgy name: The Blackwing.

The Cadillac Blackwing name carries on the moniker of their highly popular twin-turbocharged eight cylinder engine that was first found in the 2016 CTS-V. After the waves made by the “four door Corvette” and accompanying performance vehicles, Cadillac is doubling down on performance with the CT4-V and CT5-V Blackwing. These new models will feature specially tuned chassis, vehicle control technologies and engines, and apparently will be ready to hit the track. Cadillac has already begun testing them on various tracks to some promising results.

The feature that is sure to make some happy is that the Blackwing models will all be offered with a manual transmission option, which was “a feature most luxury brands no longer offer but continues to be a strong desire for many performance driving enthusiasts.” And they are correct.

More details on the models will be released at a later time, but as it sits now, the new Cadillac Blackwing line is cooking up to be something pretty sweet.

LS Is More

Everything You Need to Know About Chevy LS Engines

Certainly, there were overhead valve V-8 engines before the 1955 introduction of the small-block Chevy but it was the combination of a high-performance, lightweight package that got the cognoscenti’s attention. It didn’t matter if you were a drag racer, an oval tracker or just a guy driving his ’55 on the street that ‘mighty mouse’ roared.

The Gen I small-block was manufactured by GM almost unchanged for almost 40 years, however, emissions and efficiency requirements dictated a redesign and in 1992 GM gave us the LT1 and soon after the first LT4. Unfortunately, it was merely a face-lift and despite a reverse cooling system and some high-swirl ports, the Gen II did not live up to expectations and struggled to meet its goals. It was obvious; therefore that some new, clean sheet thinking was necessary.

The sheet wasn’t exactly clean though. The list of ‘needs’ included: a simple, lightweight design with higher efficiency and lower emissions, reduced noise, vibration, and harshness. More power and improved quality went without saying and, it had to surpass the Gen I small-block.

GM engineers Tom Stephens and Ed Koerner are considered the fathers of Gen III (ironically, nobody takes credit for Gen II) and in fact, some engineering drawings were made of what Gen III might look like as early as 1991. Meanwhile, however, GM had purchased Lotus Engineering in England and was experimenting with a double overhead cam (dohc) V-8 that initially found a home in the Corvette Indy/CERV III concept cars. Built for GM by Mercury Marine, the LT5 was what they thought the future looked like.

According to Will Handzel writing in his excellent CarTech book How to Build High-Performance Chevy LS1/LS6 V-8s, a group of GM execs were asked in May 1992 to test two different Corvettes. It was a ‘blind’ test in that the execs didn’t know that one Corvette had a Gen II LT4 engine and the other had the dohc LT5. The results surprised everybody—the execs unanimously preferred the easy grunt of the Gen II pushrod engine compared to the high-tech Lotus engine. That settled it: Gen III would be a pushrod V-8, albeit a better pushrod V-8.

Built for GM by Mercury Marine, the LT5 was what they thought the future looked like.

Lucky for us gearheads, Ed Koerner, a former drag racer, was made Chief Engineer and Ed pulled heavily from his racing experience in developing the new engine saying, “We wanted something of simple elegance. An engine that incorporated refined race technology.” Everything from the long-skirt aluminum block for added strength to the lightweight plastic intake known internally at GM as the IARF or integrated air/fuel module indicated performance.

The 5.7L (345.7 ci) LS1 made its debut in the new C5 Corvette for ’97. The new design certainly set the Corvette world alight but I’m not sure that the hot rod world looked at the LS1 and it’s coil-on-plug arrangement with affection. It was kind of a funky, cluttered engine and not at all ‘clean’ like its predecessors. Nevertheless, one could not argue with the engine’s power-to-weight ratio. The block weighed just 103 lbs and produced 345 hp—not much by today’s standards but remember this was more than 20 years ago.

GM was quick to realize the LS1’s potential and in 1998 it was made available in the Camaro and Pontiac Firebird. The following year, 4.8L, 5.3L and 6.0L variants were offered in GM trucks. Of course, this proliferation and the realization that this was the small-block of the future caused the aftermarket to start making everything from dress-up to speed parts—a market was developing.

“We wanted something of simple elegance. An engine that incorporated refined race technology.”Ed Koerner

In 2001, GM upped the ante with the LS6 variant that was available in the Corvette and some Camaros and Firebirds. The LS6 had a slightly smaller bore at 3.465 in compared to the LS1’s 3.898 in. They both had the same 3.66 in stroke but the LS6 had a higher compression ratio (cr) at 10.46: 1 compared to the LS1’s 10.19:1. The intake manifold was also changed. As impressive as was the LS1, the LS6 ‘dropped-floor’ intake manifold has more volume, flows better, and doesn’t need an EGR valve because of an improved camshaft/controller combination.

Incidentally, the fuel injection system was new for GM. Previously, GM’s fuel injection systems were batch- or bank-fire systems, however, the LS1 was a much more sophisticated sequential system where each injector opened only once during a complete firing sequence. While this does not offer huge power increases, it does reduce emissions and improves low-rpm drivability.

With an ambitious program of continuous development and improvement, GM introduced the Gen IV in 2005.  The Gen IV program began with the 6.0L LS2 and went on to include the 6.2L LS3, LS9 and L92, and the 7.0L LS7. The big difference for the Gen IV is that the cam-timing sensor moved from the rear to the front of the block. And that, according to Mike Mavrigan writing in his book LS Gen IV Engines 2005-Present is the only major reason for the Gen IV designation.

In 2006, GM introduced the 7.0L LS7 in the new Z06 Corvette. This was a hand-built engine in the tradition of companies such as Aston-Martin. The LS7 had titanium rods, CNC-machined heads and a race-style dry-sump oil system. It produced 505 hp and was the most powerful naturally aspirated engine in the LS family.

Introduced in 2008, the 6.2L LS3 with a 10.7:1 cr produced a healthy 436 hp and became and instant retrofit favorite. Mick Jenkins at Mickspaint.com, Pomona, CA, just dropped one of these into Louie Atilano’s ’65 Chevy truck saying, “We’ve swapped a lot of LSs into 60’s vehicles and it an easy-enough process.”

Mick also likes the LSA that first appeared in 2009. “The LSA is a supercharged version of the 6.2L that stock produces 556 hp. We put one into Jeff Pont’s ’64 Lincoln convertible and Pauly Riviera added 1956 Lincoln MkIII valve covers and other accessories to give it a more retro appearance.”

Over at Steve Strope’s PureVisionDesign.com, Simi Valley, CA, they also dropped a supercharged LT4 into the ‘Novaro’ they are building for comedian Joe Rogan. The LT4 is based on the same Gen 5 small block foundation as the 6.2L LT1 naturally aspirated engine, however, it was the most powerful production engine ever offered in a General Motors vehicle. It was introduced in the 2015 C7 Corvette ZO6 and then came in the 2016 Cadillac CTS-V and the Camaro ZL1. The 6.2L LT4 produces 650 hp at 6,400 rpm and 650 lb-ft of torque at 3,600 rpm and is available as an off-the-shelf crate engine for far less than $14K. The answer to its power is a compact, lightweight, low profile, Eaton four-lobe, 1.7L supercharger that produces 9.4 lbs of boost. The LT4 produces 457 lb-ft of torque just off idle and 625 lb-ft of torque at only 2,800 rpm. In comparison, the V-12-powered Ferrari F12 Berlinetta produces about 28 percent less torque than the Z06, despite offering about 12 percent more horsepower and its peak torque isn’t achieved until 6,000 rpm. The LT4 maintains 90 percent of its peak torque v  or 592 lb-ft from 2,500 to 5,400 rpm.

According to Steve Strope, “The LS9 and the LT4 are similarly supercharged engines, however, in my opinion, the LT4 has the slight edge over the LT9 even though the latter makes more horsepower in stock form. The LT4 also has a 3-inch lower supercharger/intercooler than the LS9 and therefore makes it an easier swap. It’s just a more refined engine. Also, GM provides a factory-matched ‘Connect & Cruise’ engine and transmission harness that includes specially calibrated controllers and wire harnesses designed for retrofit installations in older vehicles.”

As you can see, it’s very difficult to get your head around the LS nomenclature—there are just so many variants from the ’97 LS1 all the way through the current LS376/525 that with a .525-inch lift, 226 (Inlet)/236 (exhaust) degree cam delivers 525 hp at 6,200 rpm and 485 lb-ft of torque at 5,200 rpm.

But wait, there’s more: Just around the corner is the latest Corvette C8 due for release on July 18, this year. Speculation calls for a naturally aspirated (na), entry-level, LT-1-based 6.2-liter V8 producing somewhere around 460-500 hp, however, the rumor is that there might be a dohc 5.5L V8 with a flat-plane crankshaft, possibly producing 600 hp. There are even rumors of a twin-turbo version producing 800 hp. We shall have to wait and see. Needless to say, the LS story is far from over yet.

Slampala

ZZ Top’s Billy F Gibbons’ Low ‘n’ Slow Impala

It’s hard to know what to drive when you’re a high profile musician such as Billy F Gibbons, frontman of that lil’ ol’ band from Texas, ZZ Top. Formed in 1969, ZZ Top is celebrating its 50^th anniversary this year but they were really catapulted to fame in the early eighties with their memorable MTV music videos Gimmie All You Lovin’, Sharp Dressed Man and Legs.

For many, the music was good enough but for many more, Billy’s ’33 Ford hot rod that featured in the music videos for Eliminator was the band’s calling card. The Eliminator album, with the hot rod on the cover, went on to sell more than 10 million copies in the U.S. alone.

Since growing up in Houston, Texas, Billy has always been a car guy; he even taught himself to pinstripe like the legendary Von Dutch. Unfortunately, touring the world and working on numerous music-related projects affords Billy little time to indulge his passion for cars. Nevertheless, there are some warehouses in Texas that contain a small, eclectic collection of rad rides. One such is “Slampala”, a fairly rare ’62 Chevy Impala SS two-door hardtop.

The ’62 Impala Super Sport (SS) featured what was then called “convertible roof” styling, wherein the hardtop looked like it was convertible. The windshield dramatically wrapped around with curving chrome-covered A-pillars. All SS models featured acres of engine-turned aluminum in the interior, in the side trim, and across the back where there were triple taillights. It made quite the statement in ’62.

Although Slampala looks stock, it is subtly modified including the lowering job that is actually a Firestone air-bag system installed at the SO-CAL Speed Shop in Pomona, California a couple of years ago when Billy’s friend Pete Chapouris was alive. In fact, Billy and Pete were good buddies and built several cars together.

Billy has always been a car guy; he even taught himself to pinstripe like the legendary Von Dutch.

At the time, the Impala was riding on some 14-inch steel wheels fitted with accessory caps, MOON spinners and “pinner” whitewall tires so-called because the white stripe is ½-inch or narrower like a pinstripe. There’s also an ECI power-assist disc brake conversion replacing the stock front drums.

Under the hood, things are not quite as original as it might appear. Gone is the stocker replaced by a ’67 327 ci small-block Chevy that was optional in ’62. Billy’s looks stock but is fitted with chrome valve covers and a Cadillac-style air cleaner from Bitchin Products along with factory air and power steering.

The interior looks similarly standard but as you would expect there are some subtle differences. For example, the center console contains the switches and gauge for the air-bag system. Also, a new two-tone cream and mint steering wheel was cast along with some custom dash knobs by J.B. Donaldson in Phoenix, Arizona in the style of fifties’ custom knobs originally developed by Bob Hirohata.

Slampala is one of those timeless rides that transcends the trends.

The rest of the dash, including the push-button Delco AM factory radio, is stock, however, a more modern stereo head is hidden in the glove box. The split seats are beautifully upholstered in pearlescent ice-blue vinyl with patterned inserts.

Slampala is one of those timeless rides that transcends the trends. It was a good looking car when it was new in ’62 but it’s a better-looking car today. Consequently, it was featured in Super Chevy magazine, on the cover of Custom Rodder magazine and on the cover and inside Billy’s book Rock + Roll Gearhead.

McLaren F1 Designer Peter Stevens Takes His T Black

What do you think the F1 designer of the amazing 240-mph McLaren F1 drives? It would surprise you to know that he mostly drives a Model A Ford and at weekends races his 1925 Ford Model T.

Supercar designer Peter Stevens grew up in England in his grandparent’s house with his uncle Denis “Jenks” Jenkinson who was a British motor racing journalist and most renowned as co-pilot of Sir Stirling Moss in the infamous Mille Miglia race in Italy. Pete’s father was an accomplished painter and Peter attended London’s prestigious Royal College of Art (RCA) where later he would become a professor in charge of the school’s acclaimed automotive design program.

Peter couldn’t help but become a gearhead and he loves it all, from off-roading to the local English pub, down the River Deben in his Jeep, to Le Mans, to land speed racing at Bonneville. After college, Peter established his own design consultancy and worked for Renault on the Alpine, Tom Walkinshaw Racing (TWR), and even did work for the Brabham Formula One team.

In 1985, he became Chief F1 Designer at Lotus Cars where he worked on the Excel, the Esprit, the Elan and for outside companies such as Isuzu, Cadillac, Triumph, and Chrysler. However, in 1989, he worked with TWR on the design and development of the Jaguar XJR15 that remains one of his favorite designs and endures as a very collectible supercar. Only 53 were built and they command prices approaching $400,000.

Ron Dennis of McLaren saw Peter’s potential and hired him to design the then-new Mclaren F1. Design credit usually goes to Gordon Murray but while he was the engineer Peter actually did the design work.

When the F1 project was complete Peter worked for numerous clients including Audi, Lamborghini, Benetton F1, BMW Motorsport, Hyundai, IPN Indonesia, McLaren Cars, Nardi SpA, OZ Wheels, Prodrive, Panoz, Reynard, Rolls Royce, Subaru, TAG Electronics, Toyota Team Europe, Virgin Atlantic, and TATA motors. His impressive body of work resulted in numerous awards including the U.K.’s Autocar magazine Designer of the Year.

“The right pedal is the brake, the center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”Peter Stevens

In the year 2000, Peter became the Director of Product Design for MG Rover and worked on the MG TF, the MG Z-Cars, the MG SV and the Bonneville MG ZT wagon. It was on that project that we were able to finally work together as I worked at So-Cal Speed Shop in Pomona, California, where the racecar was built.

But why a wagon for Bonneville, you may ask? Well, deep down Peter is a hot rodder as were members of the MG board and at the time MG was developing a line of V8-powered vehicles powered by Ford-Roush engines. The aerodynamic wagon seemed a natural, especially when powered by a 700-hp Roush NASCAR engine. The wagon eventually exceeded more than 230-mph but sadly MG Rover collapsed in 2005 and the project was shuttered.

Peter, meanwhile, continues to design for a wide range of clients and works on a lot of eco-friendly, mass-transit projects as well as some alternative-fueled supercars. He also judges Concours events around the world, lectures and gives his time to numerous educational projects including the prestigious REVS Institute in Florida.

However, his first love remains hot rods and Ford Model Ts in particular. Over the years, he has owned several T speedsters but his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster. It’s called a turtle deck because of that add-on trunk bolted to the back of the roadster body.

…his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster.

Peter purchased the T from the U.S. sight unseen on eBay and works and on it himself at home in his studio or his barn in Suffolk, England, about 100 miles northeast of London. The chassis is a narrowed frame from a later, 1929 Ford Model A right down to the lowered buggy spring suspension and rod-actuated brakes.

Thankfully, it does not have the quirky Ford T pedal arrangement. “The right pedal is the brake,” said Peter. “The center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”

Power for the black beast comes from a mildly hopped-up Model B four-cylinder engine fitted with a Winfield cylinder head, an Ansen intake, a Mallory distributor and a Stromberg 97 carb that is made just up the road in Waldringfield, Suffolk. Over the summer, Peter’s plan is to install a hi-lift cam from H&H Antique in La Crescenta, California.

Peter is well experienced at driving these funky old cars. He not only drives them on the street but also races in such events as the Pendine Sands Hot Rod Races in Wales where we caught up with him, at the Rømø Motor Festival in Denmark, and at other European venues. It’s a far cry from the McLaren F1 but to Peter, “They’re all hot rods to me.”

For more information about Peter visit his website or follow him on Facebook.

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.

And the Winner Is? 2JETZ

There isn’t a car kid in America that doesn’t know the name Hot Wheels (HW), heck, we’ve all stood on one of them with our bare feet. Back in 1968 when the line was launched, the first 16 cars were called the “Sweet Sixteen” and they supposedly reflected the prevailing trend in car design. They included Ed “Big Daddy” Roth’s “Beatnik Bandit” and several mildly customized production cars.

To celebrate their 50th anniversary, HW launched a nationwide search for the latest “Sweet 16” with the 2018 Legends Tour that began at HW HQ in El Segundo, California, and visited 14 Walmart stores across the U.S. in car-culture-centric cities such as Detroit. At each stop, judges that included members of the Hot Wheels design team, automotive influencers, and Walmart store managers cast their votes.

The winner from each stop won a trip to the 2018 SEMA Show where their car was displayed at the Hot Wheels Legends Pavilion. There, one car was chosen to be made into a die-cast and the ultimate winner was Luis Rodriguez’ entirely home-built, aircraft-inspired 2JetZ.

Airplanes have often provided the inspiration for automobile styling and designers such as GM’s Harley Earl looked to the skies for inspiration. Earl was so enamored of the Lockheed P-38 fighter that little bumps fashioned after the plane’s tail fins appeared for the first time on the rear fenders of 1948 Cadillacs. Those little bumps grew into the fins that we so fondly associate with fifties styling.

…a radical, mid-engine, Hemi-powered, open-wheeler with a fighter plane-style cockpit.

Luis Rodriguez of Hope, New Jersey was likewise inspired by jet planes and the land speed racers saying, “I came across a stunning conceptual design called ‘The Face Peeler’ by Dwayne Vance. I contacted Dwayne and with his permission, I adapted his artwork into something I could build.”

Dwayne’s concept, of which he also made a model, was a radical, mid-engine, Hemi-powered, open-wheeler with a fighter plane-style cockpit. It took Luis a year and a half to complete, working in a one-car garage where he fabricated a custom chassis using 4130 Chromoly tubing, a 1990 Nissan 300ZX donor car and a Toyota Supra in-line six, DOHC 2JZ-GTE engine.

The engine, however, is far from stock having its iron block “shaved” to reduce weight and fitted with Wiseco pistons, adjustable Chromoly pushrods, BC cams with aluminum cam gears, Ferrea valves and BC valve springs, retainers, and locks. It also features an AEM V1 engine management system and boost controller, an HKS ignition, a Titan high-pressure oil pump, a GReddy Kevlar timing belt, and ARP fasteners.

Rather than the stock Supra twin-turbo set-up, Luis opted for one PTE 6262 turbo with a Nissan Q45 throttle body, a K&N filter, and a Tial water-cooled wastegate. Weighing in at only 1,650 pounds, the 2JetZ with 627 horsepower at high boost on 93-octane gas enjoys a very favorable power-to-weight ratio.

The drivetrain comprises a custom 1-inch aluminum adapter plate, a custom Fidanza flywheel, an ACT 6-puck clutch and ARP flywheel bolts. The gearbox is a six-speed Subaru STI unit converted into a transaxle with the rear output welded shut. It is fitted with a Quaife limited-slip assembly and Driveshaft Shop 1,000 HP axles.

Keeping the monster cool is a pair of Honda Civic aluminum, three-row radiators mounted in the side pods assisted by Spal electric fans. Meanwhile, a custom 4 by 24-inch intercooler is mounted in the bottom of the scoop behind the cockpit.

The exhaust was also ingeniously fabricated by Luis using 3-inch stainless steel tube, a Magnaflow muffler, and a “restaurant grade” stainless steamer basket that is cable operated from the throttle. It opens and closes as the throttle is activated and adjusts the pitch and tone of the exhaust. According to Luis, “It helps quiet the motor so that it’s comfortable to drive until you hit the gas and it opens up.”

Up front, there is race car-inspired cantilever suspension made from aero tubing angled forward at 30-degrees to increase downforce. Speedway coil-over shocks are mounted horizontally along the inside of the body.

The braking is handled by more 300ZX take-offs including the aluminum hubs, calipers, master cylinder, and booster. It worked for Nissan. It works for Luis.

Luis hand-formed the fuselage using 6061 aluminum sheets attached to the sub-structure with 3,000 aluminum airplane rivets. The sectional canopy tilts up from the rear allowing ingress and egress and was likewise hand-formed using Lexan and features a remote, keyless entry system.

…it’s comfortable to drive until you hit the gas and it opens up.

The steering is a narrowed dune buggy rack-and-pinion unit that connects to a collapsible column and a generic 14-inch, quick-release, wood-rim classic-style wheel. Other cockpit accouterments include a 300ZX pedal assembly, a Toyota MR2 shifter with an STI knob, and a generic race seat fitted with an RCi quick-release four-point harness. The heads-up instrumentation is from Autometer.

The front and rear wheels are 17-inch RAYS Volk Racing forged monoblock CE28Ns fitted with 255/45-17 Sumitomo tires up front and M&H 275/50-17 drag radials at the rear end.

Externally, Luis’ street jet fighter is decorated very much in the style of a fighter plane from its vintage-style “Slightly Dangerous” nose art, through the NO STEP sign on the side pods, to the words “Honor Those Who Serve” that say everything about Luis’ reason for building this project.

Despite being built on a budget in a tiny garage, Luis’ 2JetZ will be made into a Hot Wheels that you can buy in any Walmart.

Cowboy Cadillac: ’68 El Camino

Tim Clancy’s 1968 El Camino Has the Heart of a CTS-V

These days, it’s not uncommon to see pickups used as daily drivers, decked out with luxurious interiors more suited to a limousine than a work truck, and optioned out to the point where the additional features double the sticker price. But back in the muscle car era, pickups were seen as utilitarian tools, not status symbols. Ford, always looking to create new market segments, launched the Ranchero in the 1957 model year, and foreshadowing what would happen with the Mustang and Camaro a few years later, Chevy got into the game with their own El Camino in 1959.

Built on two-door station wagon platforms, these two original “utility coupes” were originally aimed at the Gentleman Farmer, with a bed large enough to carry a useful payload, but a car-like driving experience that the wife wouldn’t object to for weekend trips into town for shopping and Sunday services at First Baptist.

…business up front, party in the back…

While the Ranchero enjoyed a successful run, it was the El Camino that launched a “business up front, party in the back” fanbase that continues to this day, with intermittent pleas for General Motors to import the Holden Ute to the US like they had done with the Commodore (which was rebadged as the Pontiac GTO).

Unfortunately, with both Ford Australia and Holden out of the business of building vehicles, it’s unlikely that we will see the return of a domestic branded “utility coupe” to showrooms any time soon, but that doesn’t mean that things are hopeless for those desiring a Ute with modern power. Case in point: Tim Clancy’s 1968 Chevy El Camino.

“I’ve had it for about 24 years,” Clancy explains. “I paid 2,500 bucks for it. I drove it for a long time with the original 396 and Muncie 4-speed, and I just drove it until it started smoking so much that I had to stop driving it.”

Now, they say that old cars don’t die—people just run out of money to keep them going. But Clancy knew what he had, and didn’t want to part with it just yet. “About five years ago I started back in on it, doing some simple bodywork, and I got it painted and rechromed everything,” he recalls.

Now, they say that old cars don’t die—people just run out of money to keep them going.

Of course, the cosmetic fixes didn’t address the main reason why he parked it in the first place, and a quick rebuild of the big-block might have gotten his ElCo back on the road right away, but Tim had bigger plans in mind. Much bigger.

“It still had the 396 in it, so it sat for a while until I finally decided to pull the trigger and bought that LSA motor.” By which he is referring to the 6.2 liter supercharged LSA crate engine, derived from the 2009-2015 Cadillac CTS-V and 5th Gen Camaro ZL1, that currently resides between the front fenders of his El Camino.

“It was a hell of a deal,” he says, but writing the check payable to Chevrolet Performance was only the first step. “We had to refabricate everything in the engine compartment to move it all—all the reservoirs, cooling for the blower—it was quite an ordeal and a lot of work. Everything is essentially upgraded to 2017 standards,” he reveals.

Rated at 556 crank horsepower, with a little expert attention the true potential of the factory-stock crate engine was unlocked. Per Clancy, “I had it dyno tuned to around 605 horsepower, and eventually, we are going to upgrade it to about 850. But I am waiting for the warranty to run out—as long as there is that three-year warranty, I am going to hang with it.”

Backing the LSA is a T-56 manual transmission feeding power to a Mark Williams rear end stuffed with premium components including a NASCAR gearset. “it has a 5-link suspension with coilovers, but it is still light in the rear end, and when you reach the limit it wants to come around,” he admits. To fight that tendency, Clancy knew he needed high-performance rubber, but he didn’t want to sacrifice the look of the El Camino with a modern-style “pro touring” low profile wheel and tire combination.

Clancy says, “I could have gone with the normal ‘nostalgia’ radials on it, but I’d just end up dead in a ditch. I wanted the look but I needed tires that handle well. I’m just not willing to compromise on that.” The Chevy rolls on 15-inch “Rally” style wheels wrapped in Milestar Streetsteel radial all-season high-performance tires, which are designed specifically for muscle cars, hot rods, and classics. These tires blend current technology and timeless raised-white-letter styling to provide traction and handling that would seem like black magic back in ‘68.

600-plus rear wheel horsepower demands respect, especially considering that this Chevy is going to be handed down to the next generation. “I don’t sell cars,” Clancy explains. “When I do, I always regret it. I’ll keep all my cars and give them to my kid, and he’s also a serious gearhead.” With a modern drivetrain transplant, suspension upgrades, an interior refresh that kept things looking original, and tires that are up to the task, his 1968 El Camino is ready for whatever the next 50 years have in store.

“I have six other fast cars in the garage, but this is what I drive every day. I just really enjoy it. You can drive it hard and not worry about breaking it.”

The History of Headlamps

When it gets too dark out, we just flip a switch and beam of light shoots forward to illuminate our drive. We take it for granted, but where did the original headlamp come from?

When our forefathers first created the automobile, a lot of the technology was based on what we knew from horse carriages. They were simple carriage lamps lit by a wick coming out of an oil bucket. These lights proved to not be suitable for the speeds even these automobiles could achieve. However, they were the only types of lights that could withstand wind and rain.

The first electric headlamp was built in the 1898 Columbia Electric Car and was optional. Even though it was possible to light an electric lamp, filament life and creating a power source small enough and strong enough was the limiting factor on the widespread use of electric lights. It wouldn’t be until 1908 that electric headlamps would become standard equipment, in which the Peerless made standard on all their automobiles.

The first “dippable” lights, where you can lower the beam angle to not blind a driver approaching you, came in 1915 through the Guide Lamp Company. However, you had to get out of the car and lower them. A couple of years later, Cadillac introduced a system that allowed the driver to lower the lights with a lever instead. It wouldn’t be until 1924 when the Bilux bulb was introduced that had a filament for both high and low beams. Guide Lamp also created a similar design called the “Duplo” but included a “dip switch,” a foot-operated electrical switch to allow the dimming to be done on the floor. Packards from 1933 to 1934 would have three beams: “country passing” as their main beam, “country driving” as a middle beam, and “city driving” for the lowest beam.

From 1940 and onward, the seven-inch round sealed-beam headlamp (H6024) was required per side here in the US. This stayed in place until just after 1968, when the National Highway Traffic Safety Administration (NHTSA) was created and the Federal Motor Vehicle Safety Standards (FMVSS) was introduced. With it, came new rules that all states had to follow including the new rules based on the Society of Automotive Engineers (SAE) lighting standards were adopted in whole or in part. This meant that the US was finally allowed to utilize the halogen bulb whereas the Europeans were utilizing this far earlier.

This also now meant that two sizes were allowed per vehicle – two seven-inch round or four 5.75-inch round headlamps (H5006). In 1974, there was a petition for allowing four-headlamp rectangular sealed beams (the 4×6.5, H4651) and 1976 allowed for single 142×200 per side headlamp (H6054). Then, in 1978, headlamp intensity laws were changed from the requirement of 75,000-candela (cd) to 150,000-cd and all but guaranteed the use of halogen from that point on. Halogen bulbs also allowed for the use of plastic lenses rather than glass, as the halogen lamp with its tungsten filament was already contained in an inner, gas-filled glass bulb.

In 1983, the NHTSA approved the first standardized replaceable halogen bulb, the 9004, which allowed for more aerodynamic, composite headlamps in the US starting in 1984. The 9005 and 9006 were introduced in 1987 and allowed for even more headlamp designs and materials. This also allowed for manufacturers to design headlamps that were aerodynamic from the start and not require flip-out headlamps. Those types of headlamps were originally introduced in 1936 with the Cord 810/812. Most hidden headlamps used vacuum-operated servos with reservoirs, but there were also electric variants and even some mechanical versions that used lever-operated linkages like on the Saab Sonett III. The last mass-produced cars with flip-out headlamps were the 2004 C5 Corvette and 2004 Lotus Esprit.

If it weren’t for the headlamp, we wouldn’t be able to see very far down the road in our modern cars, if at all. We are starting to see some improvements in modern light technology that allow us to have lights barely the size of our hands yet light up the road far brighter than the original 1898 headlight could have ever produced. Makes you wonder what’s coming up next.

Living the Dream: The Impala SS

Raymond Ernandez’s 1962 Chevrolet Impala SS is the Fulfillment of Childhood Desire

Cars have inspired songwriters for decades, from the ‘30 Ford Woody in Jan & Dean’s Surf City to the epic battle between Ford and Cadillac Chuck Berry sang about in Maybelline, and of course Prince’s eponymous Little Red Corvette. But if you had to think of a song inspired by an engine, there’s only one that comes to mind: the Beach Boys’ 409. Chevy’s original big block V8 in its 409 cubic inch version didn’t just earn its reputation through displacement alone; it was rated at one horsepower per cube, the magic number for engine output in that era. Tonawanda built more than 15,000 of them in 1962, and they found their way into a select few factory performance packages, including the 1962 Impala SS.

That big Chevy with its now-iconic styling loomed large in Raymond Ernandez’s imagination as a child, and as an adult, owning a ‘62 Impala (and in particular, one with a 409) became an aspiration that had to be fulfilled. “As a young man, I grew up around Impalas,” he explains. “It was always one of my favorite cars and I always hoped to someday own one.” Fast forward to ten years ago, and the opportunity presented itself, but Raymond almost let it slip away.

“The guy who had it had a whole bunch of muscle cars, and he was doing some resto-mod stuff with them, putting in new engines and suspensions,” he explains. “We talked about the car, and I thought he wanted too much money because I didn’t really know what these cars were worth. I was interested, but I told him it wasn’t in my budget,” he recalls with a chuckle.

“With that motor, though, it was really worth what he was asking. So I just left it alone, but he ended up calling me back.” Eventually, a deal was struck, and Ernandez ended up acquiring the Impala for a relative bargain price. “Years went by and I worked on it, did the disc brakes and things, but until I started taking it to car shows where people recognized the car I didn’t really appreciate that motor. I had thought about putting in a 350 crate motor, and the guy at the shop I took it to just said, ‘I don’t want to pull this motor out…’”

That was definitely a wise choice, as the 409 under the hood wears the correct stamp for the car, adding to the authenticity of the big-block Impala. Due to issues with producing a transmission that could endure the 409’s torque, 1962 cars that were so equipped were only available with four-speed manual transmissions or the bulletproof Powerglide two speed automatic, but Ernandez’s SS has been tastefully upgraded with a TH400 built to handle the power. Other small changes have all been made with the goal of maintaining as much of the original car without over-restoring it, but still making it a practical, reliable, fun-to-drive classic.

A big part of that formula is the rolling stock — 17-inch five spoke wheels from Coys wrapped in Milestar MS932 Sport tires. These high-performance all-season radials are designed for a well-balanced response, excellent tread life, and superior all-weather traction, not that the Impala sees a lot of wet pavement, of course. A competent, comfortable touring tire like the MS932 Sport makes perfect sense on a car that’s intended to be driven, not just looked at, and the low-profile tires and retro-mod wheels are the perfect finishing touch to this Impala’s stance.

“It’s not like a perfect build, and it’s an older build,” Ernandez attests. “I don’t take it to big national shows, but I like going to local shows, and it’s won a lot of best-of-show.” Imperfect or not, in the end, the Impala is doing exactly what it should – making a kid’s dream come true every time the key is turned.

The Barrett-Jackson Auctions

If you’re looking for that rare collector car or classic hot rod, you can’t beat the Barrett-Jackson Auctions. What’s more is that you don’t even have to have a collector car to sell at one of their events.

Originally, Russ Jackson and Tom Barrett met over Barrett’s 1933 Cadillac V16 Town Car in Scottsdale, Arizona. It wasn’t about starting a classic car auction or anything, it was just that Cadillac. They hit it off well and then presented a car show for fund-raising in Scottsdale in 1967 called the “Fiesta de Los Autos Elegantes.” Their first official auction was in December of 1971, where the two jointly put on a classic car auction in which they got notoriety for selling two Mercedes-Benz 770K Phaetons that were used by Adolf Hitler’s staff. One of the two set a new auction record and sold for $153,200 and the Barrett-Jackson Auction was born.

Craig Jackson, Russ’ son, took over in 1995, just after Russ died in 1993. On that same year, the auctions began showing live on Speed Channel and internet bidding was allowed for the first time. Just after Tom Barrett died in 2004, the show was renamed to the Barret-Jackson Collector Car Auctions in 2005. From there, the shows have visited Las Vegas, Orange County in California, Reno, Palm Beach, and Uncasville, Connecticut.

Collector cars are always coming across the block, but this is where charities like to sell vehicles for fund-raising, much like how Tom and Russ originally started in 1967. During the 2018 Scottsdale Auction, 10 vehicles were sold for charity and reached $102-million. Another historic first was when Former US President George W. Bush joined in the sale of the first production 2018 Chevrolet Corvette Carbon 65 Edition, a car that sold for $1.4-million during that same show to benefit The George W. Bush Presidential Center’s Military Service Initiative.

While it is a collector car auction, it is still an auction open to selling all types of vehicles like trucks, planes, boats, engines, motorcycles, and even memorabilia. You could sell your own car there, it’s not closed off to just celebrities or cars with historic value. This means cars can range from a Ford Crown Victoria with about 12,000-miles on the odometer to prototype cars that were never produced to a 1926 Ford Model T and everything in between. This also means that these auctions are more than just car sales, they can be the best place to find classic and modified cars to just look at and enjoy for what they are.

That’s what makes a Barrett-Jackson Auction fun for those who don’t have the six- or seven-figure budget to bid on cars. There is more going on besides the selling of classic or collector vehicles. There are vendors, displays, driving exhibitions, and more going on that you wonder if there’s really an auction going on. That is until you hear the cheers and hammer drop after a massive sale.

If you’re in Las Vegas from September 27 to 29 or in Scottsdale, Arizona from January 12 to 20, 2019, just go to the Barrett-Jackson Auction and look around. It’s essentially a car show that happens to have an auction going on at the same time.

Lasaac Carroll Shelby Tribute & Car Show

Perhaps nobody other than Enzo Ferrari commands as much loyalty as American racer Carroll Shelby. Unlike Ferrari, Shelby switched allegiances depending on the prevailing climate. In the 1950s, he raced for Allard, Aston-Martin, Healey and even Ferrari. He even raced Formula 1 in 1958 and ’59 before launching his own car in 1962. Even then he switched from Ford to Chrysler/Dodge to GM’s Oldsmobile as the business climate shifted. However, it is the Cobra and associated vehicles such as the Ford Mustang Shelby GT350 and GT500 that are logged in our memory chips as iconic performance cars.

The Cobra came about because Shelby had learned to like American-powered, lightweight European sports cars with the Cadillac-powered Allards. When the time came to build his own sports car he planned to combine the lightweight, aluminum-bodied British AC Ace chassis with a Ford V8. The AC had an aging Bristol 4-cylinder that was underpowered and outdated. In 1962, the Ford V8 was as modern as it got.

Sans engine and paint, an Ace was shipped to Dean Moon’s hot rod shop in Santa Fe Springs, California. There, a small group of rodders including Phil Remington, Roy Gammell and his son Doyle installed a 260-cubic-inch, small-block Ford and had hot rodder Dean Jeffries paint it yellow for the 1962 New York Auto Show. The rest, as they say, is history. Incidentally, that first Cobra, now painted blue, sold in 2016 for $13.75 million.

Hugely successful on the race track but less so in the showroom—only 654 small-block Cobras and 350 big-block cars were sold—the Shelby Cobra is possibly the world’s best-known sports car and its legacy continues to this day with related car clubs, clothing lines, and continuation cars—the Cobra being possibly the most copied car on the planet. They say there are probably more Cobras now than there ever were ever built originally and I don’t doubt it.

There are also numerous events such as the recent Los Angeles Shelby American Automobile Club (LASAAC) Carroll Shelby Tribute and Car Show at the Shelby headquarters in Gardena, California. This huge facility is now home to a small museum of Shelby’s vehicles, an event space, and OVC Mustangs, but more of that in a future story. The show is an annual free event open to the public. The several hundred cars on display can be anything relating to Shelby automobiles, from Ford-powered Sunbeam Tigers and De Tomaso Panteras to Mickey Thompson’s racecar-hauling ramp truck. And, of course, there’s a huge selection of Cobras and Mustangs. What’s literally very cool is that many of the cars are displayed inside the cavernous building out of the hot sun.

You get the run of the building, get to see Shelby-associated celebrities such as Roy Gammell who worked on Cobra numero uno to Allen Grant who was a key driver in the Shelby American factory racing team. All are approachable and have great stories to tell.

For more information about LASAAC and the Carroll Shelby Tribute Car Show visit: www.lasaac.org

Hoodbilt

Kingston, New York – a city in Upstate New York sitting South East of the world-famous town of Woodstock. The Stockade District, located in the heart of Kingston, was New York State’s original capital back in the late 1700’s. Shortly after its founding, the capital and most of the surrounding buildings were destroyed by the British. Preservation has therefore been, and continues to be, a key part of its history as it says in the district’s Preamble:

“…it is in the public interest to ensure that the distinctive and historical character of this Historic and Architectural Design District shall not be injuriously affected, that the value to the community of those buildings having architectural and historical worth shall not be impaired…”

It’s no surprise then that both the district and Woodstock boast one of the largest populations of Hippies known to man – the modern day preservationists. It’s where the counterculture was born, comprised of musicians, artists, and environmental conservationists.

Ironically enough, The Stockade District was also the home to an arguably environmentally unfriendly thing: The very first Cadillac dealership in all of New York State. During the 1960’s, Cadillacs were being shipped to, sold at, and repaired in a building on the eastern border of the district – one that’s still standing today.

HOME TO AN ARTIST

Devin Larson, founder, and owner of Hoodbilt Co. grew up in a town close to Kingston. At an early age, he’d get dropped off at The Landesmans – family friends of the Larsons – and would be recruited as a helper on one of the many car projects the family was working on.

As a kid, Larson didn’t initially understand why he was doing these things or appreciate the value of what he was doing with the Landesmans until he started Hoodbilt. At only 28 years old, and with no formal automotive technical training, Devin learned nearly everything about working on cars from The Landesmans, to the point where they repeatedly send him work to do for their clients.

You could say that there was definitely a mutualistic relationship between them, but that’s only the beginning of it. Their relationship would further cement when Hoodbilt was in its infancy. Larson’s work was becoming more steady and required a dedicated space for all of it. Of all the people that could’ve bought the former Cadillac dealership, who would’ve thought that it would be his childhood family friends?

It’s no surprise then that, when Devin was offered the opportunity to share space in the building now owned by the very people he learned so much from, he jumped at it. Devin jokes that he and Will Landesman are often physically in the building together at the same time working separately on their respective projects on different floors without actually seeing each other for months on end. It would be at a show months later that the two get to “hang out.”

WORKS IN PROGRESS

When I first met Larson, I observed an old soul living in a young man’s body. His work process is slow and methodical, with builds taking an average of a year to complete. Contrary to the popular belief of our social media-centric generation, “Doing things quickly never gets you good results,” Devin explained. This holds true for client projects like the ‘51 Chevy 3100 pickup truck he’s currently working on. The task at hand? Combining the subframes, suspension, engine, and ECU from a C4 Corvette with the Chevy cab and his one-off, custom chassis to create a working and driving truck.

“Everything we’re doing is so different, you know? We’re changing so much,” he explained. For these kinds of vehicles being rebuilt essentially from scratch, “You have to pay attention to every aspect of the car,” measuring hundreds of times and cutting or welding once. “You want to give [a finished product] to somebody so that they never have to worry again,” Larson explains. “My ultimate goal is to finish it and never see it again.”

As much as this explains why personal project vehicles like his Nogaro Blue Audi S4, Pontiac Catalina, and ‘69 International 1300 remain on the back burner, it also sheds a light on the methods to his madness of pushing the boundaries of what can and can’t be done. In the early stages of ownership of the S4, “Stance” and “Fitment” were relatively foreign concepts in the automotive world, and pushing these limits was more-or-less unheard of. So fitting wider-than-normal, 17-inch wheels to a static Audi was a feat that few had accomplished before let alone dreamed of.

Challenge accepted. Mission accomplished.

“I love being an artist with it,” Devin explained regarding his reasons for ultimately choosing to build custom cars full-time. It’s as much about the builds themselves as it is about putting his personal touches on things, like lowering the front half of a 60’s Ford F100 pickup’s roof an inch to give it more attitude. For the most part, his clients give him the total creative freedom to do these kinds of things.

The F100 is one of many client projects that eventually found their way into Hoodbilt’s possession, with personal touches including (but certainly not limited to) a procharger and custom intercooler that have both been fabricated to a big block motor – one of the many challenges he successfully completed once the truck was his. “I like when diehard chevy guys come to me thinking they know what it is,” Devin said after giving me the build breakdown.

Oh, and don’t worry, he’s got plenty of one-off touches that have either been completed or begun on his other vehicles too. For instance, Devin’s dream work truck couldn’t merely be revived as a bone stock restoration. No, he’s already made his own Beadlock wheels for it using Hummer wheels in front and Duallies in the rear. And the Catalina? The chassis is fully channeled with air-ride suspension allowing the car to sit on the floor.

But make no mistake, doing what you love as a career doesn’t always equate to being stress-free. It also doesn’t always mean that the traditional path is the only way to a goal either. Sometimes you have to take “the road less traveled,” as they say and, so far, that journey seems to be paying off for Devin and Hoodbilt.