Bruce Canepa’s Top 10

Scotts Valley is a small city of 11,000 people six miles north of Santa Cruz, California, and to the south of what is now known as Silicon Valley. Of course, that term was barely in general use when Bruce Canepa opened his first business in 1982.

Bruce’s family owned a Ford dealership in the beach/college town of Santa Cruz where he learned all things mechanical and cut his driving teeth on a Model A Ford circa 1963. He began racing as soon as he was able driving quarter midgets and Go-Karts before progressing to super modifieds and sprint cars.

Bruce tried it all and excelled at most and was awarded consecutive “Rookie of the Year” and “Most Improved Driver” in three different race categories: Sportsman, Modified, and Sprint Cars.

In 1978, Bruce moved into racing sports cars in both the IMSA and Trans-Am series and in 1979 formed his own team to campaign a Porsche 934 at the grueling Daytona 24 hour sports car race. Teamed with Rick Mears and Monte Shelton, they finished an incredible third overall.

The Porsche factory was so impressed by the privateering effort, they provided him a brand new 935 for the rest of that season thus cementing Bruce’s continuing passion and loyalty to the brand.

He tried it all and excelled at most…

In 1980 and ’81, Bruce returned to Daytona with Gianpiero Moretti in the famous MOMO team Porsche 935. They also raced at Mid Ohio and Riverside. Bruce tried his hand at the Pikes Peak International Hill Climb with his own design twin-turbo-powered open wheeler—he qualified first and finished an amazing second overall.

The following year, Bruce was back at Daytona teamed with Bobby Rahal and Jim Trueman in the very first March GTP “Ground Effects” Prototype. He also opened Bruce Canepa Motorcars handling Audi, BMW, Lamborghini, Maserati and of course, Porsche automobiles.

Bruce has always been good at seeing a niche in the market and in ’82 he opened Canepa Design. The following year he began redesigning Kenworth big rigs that led, in 1985, to his purchase of Concept Transporters. That year he also drove the Eletrodyne Lola T600 at the Riverside 6 Hours.

With Group B rallying dominating the European racing scene in the mid-eighties, Porsche introduced the phenomenal 959 in 1986. It was quickly and rightly regarded as the ultimate sports car, however, the car was not legal to import into the U.S.

Enamored of the 959, Bruce and perhaps even Microsoft’s Bill Gates worked at enabling the car to be legally imported. Meanwhile, the American scene was all about SUVs and Chevy/GMC trucks and Canepa subsequently built more than 1,500 custom vehicles to Bruce’s design.

After ten years of working on the legalization of the 959, Bruce was finally able to deliver the first Canepa 959 in 2000 and the first California-compliant version in 2003. Despite all this work, Bruce continued to race and returned to Colorado’s Pikes Peak setting the course record for tandem-axle big rigs in 2000, 2001, and in 2002 he crossed the line in 13:57.800—a record that still stands on the 156-turn, 12.42-mile mountain course.

Racing oil runs in his veins and his current ride of choice is a McLaren P1 GTR.

Bruce Canepa moved into his current 70,000 sq. ft. Scotts Valley facility in 2006 and for any petrolhead, it’s Nirvana and showcases some of the raddest cars in Petroldom. There is so much to see that we asked Bruce to choose his Top 10 from all the cars on display and they are presented here: everything from the famed So-Cal Speed Shop Coupe that ran both at Bonneville and the drags in the very early fifties to the Porsche 917/10 of 1972 and the 1985 Rothmans Porsche 962C. It’s an amazing to-die-for, must-see collection.

Canepa is not just a showroom though, or even a museum, its also houses one of the world’s most respected restoration shops that not only meticulously restores historic racecars but also offers setup and race support, meanwhile, Bruce still does all the final testing. Well, he would wouldn’t he?  Racing oil runs in Bruce’s veins and his current ride of choice is a McLaren P1 GTR.

Can the Mint 400 Really Be the Greatest Damn Thing Ever Seen?

That’s what Sahara Hotel President Earl Thompson proclaimed from the finish line back in 1968. It was the second running of the race, and it was a brutal one. Most of the cars and trucks entered were strewn across the desert in various states of disrepair. What kind of race would it be if nobody finished?

Just as it began to look dim for the future of the event, Thompson’s bold proclamation swayed the race promoters to stay the course. Thompson was not alone in his exuberance for the challenge. The Mint 400 exploded in popularity over the next several years, and came to be known as “The Great American Offroad Race.”

The Mint 400 was popular for 2 reasons. The first was a contingency, which is held before the race to inspect the vehicles. The contingency was an epic party, even for Las Vegas.

Held on Fremont Street, known as “Glitter Gulch” at the time, the festivities included all the trappings of Vegas: booze, women, gambling, and revelry. Packed with cars, and fans from all over the world, they all came to “the Mint” to celebrate desert racing.

The contingency was an epic party, even for Las Vegas.

One of those revelers was writer Hunter S. Thompson. He was hired by Sports Illustrated in 1971 to write photo captions for the Mint 400 race. His original 2,500-word manuscript submitted to Sports Illustrated was “aggressively rejected,” but Rolling Stone Magazine liked it enough to publish it.

His notes later became a novel that chronicled his personal debauchery. Anyone who has read the book wonders what he turned into Sports Illustrated. His novel; Fear and Loathing in Las Vegas, was made into a movie in 1998 starring Johnny Depp, and Benicio Del Toro.

After the partying at contingency is over, competitors have 400 miles of rugged terrain outside the city to contend with. The silty, and rocky terrain offered the ultimate challenge for offroaders. It is always said that just finishing offroad races is an accomplishment. At the Mint 400, it was never truer.

Egged on by thousands of spectators who crowded around the known spots for action, racers went huge in extremely primitive vehicles. The race vehicles of the time might have had stronger parts, or multiple shocks, but in comparison to the sophisticated vehicles of today, were insanely unsuited for that type of punishment. The brutal terrain and aggressive driving forged heroes, and created legends.

The race was conceived by The Mint hotel owner Del Webb, and hotel executive Norm Johnson to draw people to Las Vegas. In its prime, the race was huge, but after Del Webb sold The Mint in 1988, the race began to wane.

The brutal terrain and aggressive driving forged heroes, and created legends.

The new owners were just not as enamored with offroad racing. The name was changed to the Nissan 400 before it ceased to exist altogether in 1989.

The race was dormant for nearly 20 years until the Southern Nevada Offroad Enthusiasts group brought it back in 2008. In 2012, the naming rights were purchased by the Martelli Brothers who teamed with the Best in the Desert racing organization to put on the race. The Martelli’s have an appreciation for what the race once was. They labored diligently to restore the Mint 400’s place in the offroad world.

Contingency returned to Fremont Street, and the crowds returned. The party was back, and better than ever. The race now occupies nearly an entire week with a parade down the strip, pit crew competition, time trials, 2 days of contingency, and 2 more days of racing. This year they brought the bikes back; the first time they raced at the Mint since 1977.

For those of us who attended the original, the race was still missing one element. It was moved to an existing course south of town instead of the traditional north course that was so brutal. The unlimited classes get a taste of the north course during time trials, but the races are held south of town on a course that has dry lake beds, and river washes. It’s just not the same as the pile of rocks to the north. It is still rough in the south, but not nearly as bad.

This year’s race got a boost by Mother Nature. Heavy rains changed the game. Typically they bulldoze the course before the race, making much of it flat and featureless. The rains did what they typically do in the desert, they modified the landscape.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them.

The water washed the top layer of soil away, exposing the rocks. There were still deep sandy sections filled with whoops, and the dry lake beds that had racers bumping off the rev limiter, but the rocks were ruthless.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them. It became a driver’s race that required skill, as well as brute strength. The race finally had everything that the original delivered. Some might not have liked it, but in order to be “The Great American Race”, it needs to be the most challenging, and likewise, the most rewarding.

No racer was rewarded more than overall winner Justin Lofton. His win was his third at the Mint; the only driver to ever reach that milestone. If you ask Lofton, the many spectators, or the other racers who merely made it to the finish about what they think, they might just say that the 2019 Mint 400 was the greatest damn thing ever.

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

Fast Cars Unlimited

I don’t know about you but I like to detour off the main street and take the back alleys—you never know what you’re going to find, particularly if you are looking for interesting vehicles. Recently, I was cruisin’ Pacific Coast Highway on the west side of Los Angeles when I took a turn near the beach and found myself in a small street filled with exotics: Ferrari, Jaguar, Bentley. There were so many parked by the side of the road I didn’t know which way to look.

Established almost 40 years ago by Steve Tillack, Fast Cars Ltd. emerged from a stereo business but has grown to provide discerning international collectors with a complete package of services including research, location, purchase, services and complete restoration of exceptional collector cars and historic sports cars. They can even handle race support if the customer requires it.

With around 20 employees under the experienced eye of manager Craig Calder, Fast Cars has complete machine, dyno, fabrication, and upholstery shops. They have produced noted trophy, Concours, and historic race vehicles that have graced the lawns as far and wide as the Pebble Beach Concours d’Elegance and the Ville d’Este in Italy; Their cars have even competed in the infamous Mille Miglia Italian road race. For any event, Fast Cars can offer its clients seamless support and logistic planning here in the U.S. and overseas.

Walking through the various shops on my guided tour with Marco Piehl who has been with the company for more than 20 years, I was amazed at both the amount and the variety of work being performed. We began the tour in a small shop where they were working on a Ferrari 250 GTO Spider. Next door we found a Jaguar E-type low-drag coupe with a hand-formed aluminum body. Eventually, Marco pulled us away into another large area where there were vehicles for sale.

There were so many parked by the side of the road I didn’t know which way to look.

These included a road-going 962 Porsche from Vern Schuppan, A V-12-powered Jaguar XJR-15, a pair of Ferrari 250 GT convertibles and a coupe, the only Bertone-bodied Jaguar Pirana Coupe styled by Marcello Gandini, an equally rare Porsche Carrera GTS as well as a 1966 Porsche 906 than ran in the Targa Florio, and an extremely rare DSRM-backed Ford RS200 Group B rally car.

Across the street in the service area, there was everything from a pair of Ferrari Dinos and Daytonas to a pair of 250 TRs as well as a Ferrari 500 NDTR. Alfas, Lamborghinis, and even a Jaguar 220. It’s all in a days work for the Fast Cars mechanics that keep these exotics running. Indeed, one young man who graduated from UTI turns out to be the Weber-carb tuning wizard.

About the only part of the restoration process not handled in-house is that of paintwork and some of that is farmed out to Mick’s Paint, Pomona, California. Mick’s was primarily known for award-winning hot rod and custom paint, but since collaborating with Fast Cars their combined efforts have garnered several awards at the prestigious Pebble Beach Historic Concours d’Elegance.

…one young man who graduated from UTI turns out to be the Weber-carb tuning wizard.

Their first award came in 2016 with a 1958 Pegaso Z-103 that came third in its class. In 2017, a rare Boano-bodied 1955 Alfa Romeo 1900c SS Coupe Speciale came first in class. In 2019, the only-surviving Atcherley-bodied 1928 Alfa Romeo came second in Class J4 Italian Classic. This year the companies are working together on another rare 1938 Alfa Romeo 6C 2500.

Typically, Fast Cars is not open to the public, however, occasionally, they host an open house and you can find out more by visiting their site at www.fastcarsltd.com

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.

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

Testing, Testing:
The Old Yeller Racecar

It was a late call for an early start from my old racing partner Jimmy Shine. “Can you be at Willow Springs Raceway for seven thirty, tomorrow? We’re testing Ernie’s Old Yeller II.” I can do that.

As I headed up Interstate 5 and then Highway 14 out of Los Angeles, the rising sun warmed the mountains but the temp gauge in my car read 31°F/-0.5°C. That’s pretty cold for California, even in winter. Nevertheless, the sight and sound of Old Yeller II burbling in the early dawn was heartwarming.

The series of Old Yeller race cars was the brainchild of Max Balchowsky who operated Hollywood Motors with his wife Ina in swinging ’60s Los Angeles. At the time, they were considered the leading engine transplant specialists. They started racing in the early ’50s with a Buick V8-powered ’32 Ford roadster—the Bu-Ford Special. By the late-’50s they had embarked on the series of Old Yellers and the second iteration was driven by many legendary drivers such as Carroll Shelby at Road America and Santa Barbara, Dan Gurney at Riverside International Raceway and Laguna Seca, Bob Bondurant, Billy Krause, Bobby Drake, Paul O’Shea, and, of course, Max. They never missed an important ‘big purse’ race and the ‘backyard special’ did very well, thank you.

Old Yeller was raced continuously until 1974 when it was parked in a backyard in Fresno, CA, where it sat for many years until rediscovered by David Gibb who restored the car to its original configuration. It was purchased in 1991 by Ernie and Elaine Nagamatsu who have continued the restoration while making the car an international celebrity. Besides racing all over the U.S., E&E, as they are known, have raced the car at both the Goodwood Festival of Speed and the Goodwood Revival in England, in New Zealand at Pukekohe and Hampton Downs, in Australia at Phillip Island, the Tasman Revival at Sydney, and the Australia F1 Grand Prix Historic Races. They have also competed in hill climbs at Chateau Impney in England, and the Leadfoot Festival in New Zealand and appeared at Concours from Pebble Beach to the Chateau Chantilly Concours d’Elegance in France.

Despite its legacy, Old Yeller is a pile of parts cobbled-together into a very successful racecar—not unusual for the day.  The ladder-truss frame Max chalked out on the shop floor before fabricating the real thing from 1-3/4-inch chrome-moly tubing.  The engine is a 401ci ‘Nailhead’ Buick with six Stromberg 97s and was originally backed up with a Jaguar trans and a Studebaker axle suspended on crude leaf springs. The brakes, until recently, were Buick drums all round or, not so round as it happens. The body, Max hammered out himself from old Coca-Cola signs over a wooden barrel. Old Yeller was registered for the road in Idaho where Max owned some land. It was never trailered to a race, as Max believed that the road trips were a reliability test.

Many of these old specials disappeared over the years or were cannibalized into other racer cars or hot rods but it is a testament to the memory of Max and Ina Balchowsky that Old Yeller II survives thanks to David Gibb and Ernie and Elaine who thankfully carry the torch around the world like Olympic athletes. For more on the history of this important historic racecar visit: www.oldyeller2.com

Is Dan Fresh’s JL Wrangler the Perfect Combination of Form and Function?

When the 2018 JL Wrangler debuted, the Jeep-world went into a frenzy. Vehicle sales were busy, just as many expected. The aftermarket parts industry spared no time getting started with the design and production of new parts. The new model is extremely capable and stylish, something Dan Fresh of OC Motorsports in Costa Mesa, California wanted to be on the forefront of.

Dan and his crew at OC Motorsports transformed a stock 2018 JL Wrangler Unlimited Rubicon into an upscale culmination of form and function. The team worked with many industry-leading aftermarket parts companies to design a Jeep that could hold its own on the 2018 SEMA Show floor and also be used as a flagship for OC Motorsports events, all while also set to be a dependable race support vehicle.

Dan Fresh is a racer at heart. Over the years, he has been heavily involved and raced in trophy trucks, Jeepspeed, Ultra 4 and many more facets of the racing world. That meant straight from the start that this Jeep would be top shelf.

For any performance vehicle to work as it should, it needs to have great components. Dan and his team worked closely with Fox Factory to set the Jeep up with a full round of newly designed 3.0 Internal Bypass Shocks. The massive shocks also feature finned aluminum recirculating reservoirs with DSC Adjusters for quick tuning.

Shocks like those need to have some grunt supporting them. A Savvy Off Road 3.5-inch suspension lift was installed, including adjustable control arms along with a Currie Enterprises Antirock anti-sway bar in the rear.

The new suspension gave clearance for a healthy set of 40-inch Milestar Patagonia M/Ts, wrapped around matte black 17-inch Method Trail Series 701 wheels. A combination that gives the vehicle both the ground clearance, stance, and raw gripping power a true performer demands. Because the Jeep often goes from off-road to the street and back again, an Innovative JK Products ARB Under Seat Mount with Air Up and Air Down Kit was installed.

The Rubicon differentials were treated to a pair of Dana 44 AdvanTek covers to protect the gears and lockers. The Jeep’s steering linkage was swapped for a Synergy Heat Treated Chromoly Tie Rod and Drag Link kit with the support of a Fox Factory ATS steering stabilizer system. The power and torque are brought to the differentials via a pair of JE Reel 1350 CV Driveshafts.

Attention was also put on the body of the vehicle. Protecting the rails are Rock Slide Engineering Step Sliders with automatic steps. A Savvy high clearance rear bumper was installed, along with a spare tire/camera delete kit. The front received a prototype Savvy Hidden Winch Bumper with Hoop for Dan to test out on the trails and race courses. The body wrap was installed by Versatile Wraps.

Desert racing and adventures require light when the sun goes down and when the unforgiving terrain doesn’t let up. To battle the darkness, a host of Baja Designs LP9 and XL80 LED lights were installed.

The powertrain has been left mostly stock for now, save for a MagnaFlow Rock Crawler Stainless Exhaust System. Though, with the immense capabilities of the OC Motorsports team, there shouldn’t be any surprise if a HEMI V8 finds its way under the hood in the future.

The amount of work done to Dan’s JL is impressive, even more so in that it was all completed in a matter of two days. After proudly standing tall at the 2018 SEMA Show, the Jeep has been on numerous customer appreciation trail runs, desert race testing trips and regularly driven on the street for commuting duties. Soon, the Jeep will be working hard as support for King of the Hammers, Best In The Desert and SCORE International races.

This likely won’t be the end of the modifications for this Jeep, but it is a stellar start out of the gate.

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.

Concorso Italiano 33^RD Auto Show

Italian Auto Celebration Invades Seaside

The Concorso Italiano once again made headlines during the annual Monterey Motoring Week as vehicles on display and spectators celebrated all things Italian. The 33^rd annual Concorso event was hosted at the idyllic Bayonet & Black Horse Golf Course located in Seaside, California as a slew of more than 100 rare collectible sports cars and vintage vehicles ranging from Ferraris, Lamborghinis, Maseratis, and Alfa Romeos were all proudly on display.

This years event paid a special tribute to three special vehicles celebrating their 50^th anniversary. The Ferrari 365 GTB/4 Daytona, Lamborghini Espada, and Islero were recognized by the auto community as iconic vehicles that have achieved a milestone in automotive history.

Attending this event isn’t your typical car show. Vehicles ranging from a Ferrari 488 GTB to the venerable 488 GT3, which had just returned from battling at Virginia International Raceway where they took 4^th place, were just some of the special vehicles all embellished in rich motorsports history.

Love rare and exotic Italian cars? Be sure to check out next year’s Concorso Italiano Auto Show to get your dose of Italian flare!

Mike Dusold Wins OUSCI 2018

Mike DuSold and his warbird inspired 1967 Chevrolet Camaro, known as “Maiden Texas,” takes the overall of the 2018 Optima Ultimate Street Car Invitational (OUSCI). Only nine points separated him and Austin Barnes to make this a very exciting edition of the OUSCI.

The OUSCI is the final event of the Ultimate Street Car Association (USCA) series. Only those who have won events in the 2018 season or get invited during the SEMA Show can participate in this event. However, the event goes very similar to how their normal events run. There is the Design and Engineering section, where judges look over your car for streetablility (including a light and horn check) and the engineering involved with your vehicle. The Autocross is self-explanatory, but the Road Rally is done on the open road to see if your vehicle could really drive like you say it can.

The Speed/Stop and the Hot Lap Challenge usually ends the final day. Speed/Stop requires you to run a very basic course that’s designed primarily for straight-line speed and working your brakes and tires to their limit. The Hot Lap Challenge is a time trial session run on a road course where the event takes place. For the OUSCI, this was Las Vegas Motor Speedway’s Proving Grounds outside of the oval track it’s best known for.

To determine the winner of the event, each finishing position gets assigned points with a maximum of 100 points up for grabs in each. This means you don’t have to win every challenge and the winner is usually the one who performs the best across the board. You could win three events, fall very short in one, and lose as Austin Barnes did this year. Despite his 2010 Dodge Viper winning the Hot Lap Challenge, the Speed/Stop Challenge, finishing the Road Rally, and taking second in the Autocross, his 84-point score in Design and Engineering resulted in him being nine-points shy of taking the overall victory.

Consistency was the key to Mike DuSold’s victory with Maiden Texas. He and his 67 Camaro took top honors in the Design and Engineering section, but finished sixth in Hot Laps, third in Autocross, second in Speed/Stop, and was able to finish the Road Rally to Shelby America to get 492-points total for the event. Last year’s champion, Ken Thwaits and his 2006 Mitsubishi Evolution took home third overall. Danny Pop, the favorite to place high in any USCA event he drives at, placed fourth in his 2003 Corvette Z06.

When it comes to bookending SEMA Week, you can’t find a better way to do it than finding out how many of those SEMA Show cars can run and drive. That’s the idea behind the OUSCI, but it’s been USCA regulars that have taken the win every time. They are tried and tested throughout the year and they continue to prove that the ultimate street car should be everything, including driveable.

The Milestar CAN-AM UTV of Cora and Erik Jokinen

The Milestar Can-Am UTV of Cora and Erik Jokinen was originally built for an impossible task. When Ultra4 Racer Mike Bergman found himself without a car to race at King of the Hammers in 2017, CT Race Worx put this Can-Am together so he would at least have something to drive in the race.  He wasn’t racing it against other UTVs. Instead, he was going against the biggest and baddest Ultra4 unlimited cars. Despite being outgunned, the car qualified 50th out of about 200 cars and gave them all hell on race day. In 2018, Erik and Cora brought the car back but raced it at KOH with the other UTVs.

King of the Hammers combines long, open desert sections that are run at high speeds, with the toughest rock trails found in Johnson Valley, California known as the Hammer Trails. The course is diabolical with sand, ruts, whoops, and rocks, and that’s just the desert section. The rock trails are literally piles of boulders that cling to the sides of steep canyons. Big rocks, small rocks, round rocks, and sharp rocks. What the rocks don’t do to you gravity will. There are many off-camber side hills and steep drop-offs.

Despite having competed in the toughest single-day offroad race in the world twice, the Can-Am is not too exotic. Most of the modifications come right out of the CT Race Worx catalog and are bolt-on parts. The Can-Am runs ADS shocks and was used to develop the Jokinen’s Torque Locker differential lockers. The traction department also benefits from their Milestar tires.

When the only thing holding you to solid ground is your tires, they need to be the best. The Jokinens’ tire of choice is the Milestar Patagonia SXT. New for 2018 is the soft compound Black Label tire that has all the superior features found on the SXT but with a stickier rubber compound for even more traction. The SXT Black Label has the same Kevlar® belt package for strength and light weight as well as the deep, wide grooves with stone ejectors that help to disperse dirt and debris. The wide overlapping tread blocks maintain stability and improve sure-footed control during rapid acceleration and braking. The distinctive tread pattern provides excellent control in sand, silt, and rocks.

Cora & Erik got to put them to the test when they headed to Sand Hollow State Park in Utah after displaying the Can-Am in Milestar’s booth at the SEMA Show. “It was nice not to be in a serious competition and be able to just play around in the sand,” said Erik, “The scenery is spectacular and the sand is very fine and deep. I experimented with air pressure to get the maximum flotation in the sand. The way the tread wraps around the sidewall of the tire gave me excellent traction while aired down. We were in some big dunes but also hit some rocks and hard packed two-track trails. It was quite an experience; I’m hooked. We don’t have dunes in New York where we live.”

Erik says they will be racing Dirt Riot events back East next season and might even do some rock bouncing. That is where you point your UTV up a steep rutted, and rocky trail to see how fast you can make it up. It’s not for the faint of heart, but the fans love it. You need lots of traction, but also a tough tire that can take the incredible abuse. Their Milestar SXT’s will be the hot ticket in those conditions.

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.

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

Big SoCal Euro

Big Euro in the SD

At the old Qualcomm Stadium, now the San Diego Community College (SDCC) Stadium, Big SoCal Euro closed in to its 20th year. Even with that type of age, it lives up to the name in more ways than one. Let’s check out one of the biggest European make shows in Southern California.

If you’re looking for the best in Euro, it’s hard to make an argument against Big SoCal Euro. From classic, beautiful restorations to wild, stanced monsters – you could find whatever your tastes were. Even Jaguars and Land Rovers made it to the show. Despite the Hollywood expectation of Ferraris, Lamborghinis, and Bentleys, VDubs, Audis, and Porsches are far better represented at shows like this.

What many people probably don’t realize is how big the VAG, Volkswagen Auto Group, brands are represented in California. From Type 1 Beetles to the latest advancements from Porsche or Audi, Wolfsburg’s brand was well epitomized. There were plenty of Rabbit Pickups, also known as the Caddy, and a smattering of Corrados at Big SoCal Euro but VW was in force with Golfs and Beetles. Porsche had everything from the latest GT3 to a great restoration of old-school 911s. However, some of the best 356s made their way to the most southern of SoCal.

The next biggest make isn’t much a surprise for SoCal – BMW. Come on, how do you have a Euro show without something Bavarian showing up. Showed up, they did. 2002s, 3-series, 5-series, and even an E46 Wagon made appearances. A true Euro Rat Rod came in, the CATuned 2002 known as Ratrod02. It features a turbocharged M20B stroked out to 3.2-liters. The inside is stripped out with panels covering the doors and its gauge cluster bare to the world. Seats are straight out of old-school hot rod by being absolutely basic. You can’t help but love it for its simplicity and its “don’t care” attitude.

Mini, which is pretty much BMW’s FWD division, had classic and modern Coopers that rolled out to the show. The craziest one was Stephan Brown’s R56 Cooper with a turbocharged Chevrolet 350ci swapped in and converted to rear-wheel-drive. Yes, a true, iron block Small Block Chevy, not an LS. Power from the crank is sent to a TH350 automatic to a Toyota 4Runner rear end that was four-linked. The hood is split in two to fit the front mounted radiator, which was originally going to be mounted where the passenger seat now resides. Yes, it’s as crazy as it reads.

Again, despite being as far away from Europe as you can get, European cars – from high-end to economy cruiser – get a lot of love in California. The land of hot rods and JDM knows how to build an EDM. However, you will see more quality builds from the Euro crowd because of the reputation of sophistication a car or truck from across the Atlantic brings. Well, if you ignore anything with Lucas Electronics, that is. Even then, Cali knows how to make that work better, function properly, and look good rolling down the block.

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

14th Annual Nisei Week Car Show

All Rights Reserved and All Biters Served

The 78^th annual Nisei Week Japanese Festival held in the Little Tokyo district of Los Angeles has remained an iconic event and Nisei “second generation” tradition—commemorating Japanese heritage.

Cultural exhibitions, entertainment, and parades can be found taking over a three square block area for a nine-day celebration, but among the vendors selling sweet rice cake treats and spectators joining ceremonial Obon dancing; car enthusiasts look forward to this time of the year to attend the Nisei Week Car Show. For the past 14 years, Ken Miyoshi, founder and a pioneer of import car shows took his event, which was formerly known as Import Showoff and grew it into a cult classic. This popular show became etched into the “Nisei Week” culture as this year’s event was held at a new venue inside the parking lot of Nishi Hongwanji Buddist Temple located on 1^st Street.

This year’s event was branded “Super Sugoi x Dekocar Nisei Cars & Anime Art Show”. Yes, the name seemed a bit extravagant and rather complicated to understand if you’re not a fan of anime or a resident Otaku. In layman’s terms, “Dekocar” is short for decoration car which was of plenty at this year’s event. Extravagant vinyl prints and full graphics schemes of scantily clad Japanese anime characters were decorated on both the exterior and interiors of vehicles.

Albeit the flashy Anime show vendors and cosplay suited attendees roaming the lot, the majority of participants brought their custom JDM, Euro-Spec, and American Muscle to compete for a top class finish and bragging rights. This year’s top honors went to the Auto Concept Elite Skyline R35 owned by Jesse Sabater.

If you missed out on this year’s event, be sure to visit their Facebook page @NiseiCarShow for the latest updates and future events.

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.

El Mo

Even the most ardent motorsports fan might never have heard of El Mirage Dry Lake or, El Mo as it is known to the cognoscenti. 

El Mo is located about 100 miles northeast of Los Angeles in the Mojave Desert. Used to be, it was way out there, nowadays the townies are creeping ever nearer with housing tracts, strip malls, and the inevitable traffic. Nevertheless, the Southern California Timing Association (SCTA), formed in 1937, continues to sanction land speed racing events every month from May through November except August when they go race at the Bonneville Salt Flats, Utah.

Unlike Bonneville, which is a salt lake, El Mo is a dry lake of alkali dust. Most every winter it rains and levels out the bed, more or less, to form a long, flat race track. Every spring a hearty and hard-working band of pure volunteers arrives to lay out a 1.3-mile course that runs arrow straight West to East.

At each event, several hundred racers face Mecca and try to break a record. The fastest car so far on the lake is the Leggitt-Mirage Blown Fuel Lakester, an open-wheel device driven by Paul Prentice to a speed of 312.100 mph. There are plenty of records in excess of 200 mph that puts you in the ‘Dirty Two’ club. The fastest motorcycle is John Noonan with a speed of 252 mph.

I’ve made the pilgrimage to El Mo many times, even raced a car there and every time I drop down onto that dirty, dusty, hotbed of activity I, like so many others, get a chill from walking where the founding fathers of hot rodding raced in the ’40s.

I currently hang with ex Shelby employee Steve Hope and his crew Jim Alvaney, Chris Thoman and driver Jere Teepen who race an FWD ’84 Dodge Charger. Scott Harvey began racing the car in 1984 when it was new and when it went 142.85 mph. Now, with sponsorship from Capautorecon.com and USAutomotive.co.uk, and running in the 2.0-liter Blown (turbo) Gas Coupe class it has gone over 206 mph at Bonneville, however, they were unable to confirm the record. Meanwhile, driver Jere holds the class record at El Mo at 190.587 mph but as yet the team been unable to break the ‘Dirty Two’ mph barrier.

To experience land speed racing and watch all this amazing machinery you just have to pay the Bureau of Land Management $15 for entry to the lake bed (per day). To learn more about the SCTA and to get a schedule of race dates, visit scta-bni.org or visit their Facebook page @SCTASouthernCaliforniaTimingAssociation

OVC Mustangs

In April 1964, after Ford sold 22,000 Mustangs the first week it was on sale, General Manager Lee Iacocca called Carroll Shelby and asked for a Mustang that could beat the Corvette in SCCA B Production road racing. The Mustang had in fact already been proven in Europe where Alan Mann Racing had prepared ten for rallying. They were successful and to prevent any competition from Mann in the U.S., Shelby got hold of a coupe and tested it at Willow Springs, California. Sensing the cars’ potential in both street and race trim; Shelby ordered a batch of Wimbledon White 1965-1/2 2+2 fastbacks from Ford’s San Jose, California, plant. They came less hood and less back seat to meet the SCCA’s sports car requirement.

Also ordered was the high-performance, 289 “K-code” engine. Upgrading the engine of the R-is-for race model included blueprinting, balancing and high-compression pistons. External add-ons included an aluminum “high-riser” intake with a 715-cfm Holley, a 6.5-quart oil pan, Tri-Y headers and an X-pipe exhaust system that exited ahead of the rear wheels. The transmission was an aluminum Borg-Warner T-10 four-speed with a limited-slip, 9-inch Dana rear end.  The upgrades increased horsepower to 306 from the stock 271 rating.

The suspension mods included 11.375-inch Kelsey-Hayes front discs and heavy-duty, 10 x 2.5-inch Ford Galaxie drums in the rear with adjustable Koni shocks all around. 

The interior was left almost stock. The back seat was deleted and the space used for the spare. The seats were stock and offered little lateral support beyond the addition of wide lap belts from Ray Brown Automotive. Tach and oil pressure gauges were added and a flatter, wood-rim, Cobra-style steering wheel replaced the stock, deep-dish factory wheel.

The G.T.350 listed for $4,311, plus $273 for the cast magnesium wheels, however, the R version, sold through Shelby’s Venice, California, factory added almost another $2,000. Despite Shelby predicted building 200 a month, however, only 562 G.T.350s were built of which 36 were R-spec. Rumor has it #37 was destroyed but that’s just a rumor so let’s stick with 36 original cars. It makes sense, therefore, in Shelby tradition, to build a few continuation cars which is exactly what ex-Shelby employee Jim Marietta is doing with OVC Mustangs (OVC).

Marietta formed OVC with Ted Sutton while Peter Brock, the father of the Cobra Daytona Coupe, acted as a consultant. Marietta grew up in Cleveland, Ohio, going to the races as often as he could. One day, after seeing him hang around, Al Dowd, Shelby’s race team manager asked 17-year-old Marietta if he wanted a job. “Yes.” He replied and he soon received a letter from Dowd telling him to be in Los Angeles, January 2, 1965, and to bring his tools. Upon his arrival, one of Jim’s tasks was to work with Brock, Sutton, Chuck Cantwell and later designer Klaus Arning on the independent rear suspension (IRS). It worked but just didn’t provide enough ROI for the Mustang and it was shelved for the time being. 

With licensing from Ford and Shelby, OVC was officially in business in September 2014. Subsequently, two prototypes were built in 101 days at Brock’s in Henderson, Nevada, the shop where Brock was able to incorporate some of the design elements he originally suggested for the G.T.350R including a new front lower valance, new Plexiglas three-quarter windows, and a new Plexiglas rear window. Subtle but significant parts that should also be available separately for retrofit.

The first two prototypes were built, as will be the 36 continuation cars, using original ’65 Mustang Fastbacks licensed-for-the street, however, the first pair will not be serial-numbered cars as will the 36 subsequent cars.  

Each car is carefully selected before it is completely stripped and blasted clean prior to any necessary repairs. A new original-spec, iron-block 289 is sourced from Bill DenBeste’s Carroll Shelby Engine Company, Windsor, California, however, customers can specify any spec. Each engine even has a cone-shaped air filter hand formed by Jere Kirkpatrick who worked at Shelby and drove a Cobra DragonSnake to the 1964 NHRA National Championship. Kirkpatrick also fabs the cone-shaped splash guard around the gas cap on the trunk-mounted gas tank—tasks similar to those he performed 50 years ago.

After the body shells are prepped, including the addition of original-style steel fender flares, they are painted Wimbledon White with Guardsman Blue stripes on the rocker panels and Le Mans stripes over the top of the body. Other external additions include the original-style scoops behind the doors, the new Pete Brock front valence and windows and an original-style fiberglass hood complete with a scoop. 

The suspension is somewhat similar to the original; however, OVC is able to offer an IRS option comprising a limited-slip Dana center section with vented discs. Up front, there’s a period-correct aluminum 4-speed with the stronger cast-iron tail shaft. The wheels are 5-spoke Americans shod with Goodyear 15 x 7 race tires.

The interior is Henry Ford-black and comprises the shallow-dish, wood-rim wheel, deleted back seat, an original-style, four-point roll cage with a non-original kill switch, a driver’s race seat, a stock seat for the passenger and a new instrument cluster.

Prototype testing took place at Willow Springs Raceway on February 14, 2015; exactly 50 years since Ken Miles’ first G.T.350 win at Green Valley Raceway, Texas, February 14, 1965. The test team included Vince LaViolette, Shelby American’s current test driver, Rick Titus, son of Shelby Trans-Am winning driver Jerry Titus. Former Shelby American driver and Le Mans winner John Morton was also on hand to help tune the car’s suspension. The first new-old G.T.350R went on to win its very first race in June 2016 at Hallett Motor Racing Circuit, Oklahoma.

In 2017, OVC moved into the old Shelby International headquarters engine building on S. Figueroa Street in Gardena, California. It’s a huge, 9,000 square-foot space dwarfing the production area but affording room to grow. While visiting I counted about ten vehicles in the process from being blasted to assembled. With original K-code Shelby street G.T.350 Mustangs fetching more than $500,000 and G.T.350R models tipping the scales at $1 million, the $250,000 price tag of the continuation cars seems reasonable.

The Inaugural Japanese Automotive Invitational

The Best of JDM at Pebble Beach

For the first time ever, Japanese makes had a headlining event during Pebble Beach Automotive Week. The inaugural Japanese Automotive Invitational presented by Infiniti brought out some of the best JDM cars from across the US.

To coincide with Infiniti’s fifth year in partnering with the Pebble Beach Concours d’Elegance, an exclusive event was created just for the best Japanese restorations, race cars, and museum pieces. While it was an event done by Infiniti, that didn’t limit it to just Nissans, Datsuns, or the presenting mark. You had amazing cars from Mazda, Toyota, and even a Dome prototype.

Toyota brought out their big guns in both racing and vehicle rarity. The most stunning was the 2000GT Convertible, a car with only two made just for You Only Live Twice. Supposedly, it was made because Sean Connery was just a bit too tall for the closed cockpit or targa versions of the car. Despite the film’s popularity, Toyota never made a production version of the convertible, but it was considered for a while. There were also only 60 cars made for the US. A little-known fact about the 2000GT is that Carrol Shelby entered a pair of them in the 1968 SCCA C Production Category.

However, the predecessor of the 2000GT was the Sports 800, which could be considered the original “Hachi” from its nickname, “Yota-Hachi” or Toyota-8. The Sports 800 was only sold in Toyota Public Stores in Japan and it’s not hard to see why. With only 790cc (48.2-cubic inches), the 2U-B flat-twin engine only produced about 44-horsepower. It made up for that lack of power by only weighing 1,279-pounds. If you’re wondering, yes, the Toyota 2U is technically the father of the 4U used in the Toyota 86. We say “technically” because the 4U is based on the Subaru FA20.

Of course, you couldn’t present the event without bringing some of your best stuff in your racing and sports car history. You had the classic racecars like the Brock Racing Enterprises (BRE) Datsun 510. It was in the #85 guise once driven by Bobby Allison in the SCCA Trans-Am series in the Under 2.5-liter class. The BRE 510s raced against the best from BMW and Alfa-Romeo but proved to be too much. After two championships in the class, BMW and Alfa dropped their factory efforts in the Under 2.5 Championship.

There was also the Clayton Cunningham Racing Nissan 300ZX that ran in the IMSA GTS-1 class. This was the one that won the 1994 24 Hours of Le Mans in the IMSA GTS Class, 12 Hours of Sebring, and took home the IMSA GTS Class Championship for Nissan. It ran with what would become an all-star driving team: BRE’s legendary driver John Morton, Stillen’s IMSA Champion driver Steve Millen, and future Corvette and Cadillac Racing star driver Johnny O’Connell. This car was the one that made the VG30DETT the legendary and desirable engine it has become today. It proved to be a very reliable block that could put out 800-horsepower. The next year, 1995, IMSA declared that the VG wasn’t eligible in the GTS Class by way of an allowable horsepower mandate. So, the twin-turbo V6 was out and was replaced with a Nissan V8 based on the VH45DE that debuted in 1990.

For a long time, people wondered when we would see a Japanese-only event during the Pebble Beach Concours d’Elegance. We finally got it and it was a classic event worthy of Pebble Beach Automotive Week. While it was presented by Infiniti, we still got great cars from the Land of the Rising Sun. You couldn’t have asked for a better way to represent the best of the best of JDM.

Third Time’s the Charm With This ‘72 Chevy C10

Dustin Reed’s 1972 Chevy C10 Proves Love Is Sweeter The Third Time Around

As we move through different seasons of life, our priorities, our tastes, and even the people we hold dear change. As much as we are encouraged to embrace the new and put the past behind us, a rare few can persevere through these changes and come out on the far side with relationships and identity intact, making the conscious choice to build on what we have instead of casting it aside to chase something shiny and new. 

Such build on what we have instead of casting it aside to chase something shiny and new “I got it just after I dropped out of college in 2000, and it was a piece of junk that I picked up as a project,” Dustin explains. Built on a budget, and subject to the prevailing winds of automotive culture, the first two iterations weren’t quite as timeless and understated as what you see now. 

“We did silly stuff, like super-slammed and air-bagged out, the kind of thing that was popular at the time, where you could lay frame,” he admits. “You get older, and you get smarter, and I wanted something I could actually track, and that’s what it is built for now. You know things change over the years, funding changes, and this is actually my third attempt at a build. I like it better now.”

As a successful general contractor today, Reed finally has the resources to do justice to his Chevy’s potential. The most striking thing about this truck isn’t the modern, cammed-up LS3 under the hood, or the C4 Corvette front suspension, or Corvette brakes and coilovers on all four corners – it’s the way this Chevy has been turned into a true mid-engine layout, with the firewall extensively relieved to make room for the engine’s radical relocation.

“The craziest part of the whole thing is how the engine is set back 10 inches into the cab,” Reed says. “I was trying to achieve a 50/50 weight distribution, and sure enough, when we scaled it, it was dead on. There’s no truck that’s like that.” Reed’s goal is to maximize grip and turn some heads with the way his C10 turns. His chosen venue? “Autocross at first, and I am relying on Curt [Hill, of Hill’s Rod and Custom in Pleasant Hill, CA] to help me out, but I eventually want to run at Thunderhill and places like that.”

For street duty, Reed’s Chevy rolls on 20-inch 5 spoke wheels shod in 255/45ZR20 Milestar MS932 XP+ ultra-high-performance tires. These feature an asymmetric tread design with large outside shoulder blocks to provide consistent grip under heavy cornering loads, and 3D siping on the inside shoulder blocks combined with angled radial grooves and broad circumferential channels to direct water away from the tread face in bad weather.

While Dustin’s relationship with his Chevy has run hot and cold through the years, he’s glad he stuck with it, even though there are some things he might do differently if he could start from scratch. “I would do a full custom chassis rather than modify it the way I did,” he admits. ”It’s all one fell swoop that way, rather than messing with all that stock stuff, boxing the frame rails, and grafting all the components. I’d rather just roll in a ‘done’ chassis and drop the body on it. I did it the long, expensive way.”

Regardless, he’s happy with where they are today and finds that he’s getting back as much as he put in. “The way I look at it, this is something I really do need,” he explains. “Everybody needs an outlet. It’s almost like a way to meditate. It’s counseling. It’s therapy. It’s my out.”

Crawlin’ With the Jeep Wrangler TJ

Jason Zamora’s 2000 Jeep Wrangler TJ

When it comes to rock crawling, it’s not power that should be your focus as you build. Unless you’re racing in Ultra4, your rig should be reliable, able to articulate, have very low crawl gearing, and have very strong axles. Power means nothing if you can’t get over a boulder without breaking or crashing it. That’s why Jason Zamora’s 2000 Jeep Wrangler TJ doesn’t have a ridiculous LS or Hemi swap – you don’t need it while crawling.

The Jeep Wrangler TJ was built by Engelhart and Moat (EM) Performance in Santa Fe Springs, CA, of which Jamie Moat talked to us about the build. “We wanted to build a fully capable Jeep with the best bolt-on part in the industry,” he said when we asked him about the build. The full build time was only four months, but the quality you see in not just the parts, but the finished product looks like a TJ that was built over several years. The mirror finish black paint job was done by One Off Rides Garage in Corona, CA and just doesn’t look like a paint job a crawler would have. That probably speaks more about the driving style of Zamora, though.

The engine is bone stock inside 4.0-liter AMC engine, an engine that is regarded as one of the best Chrysler engines ever built to power most any 4WD. Back then, it made 190-horsepower and 235-lb/ft of torque. Zamora’s probably makes about that or just better with the addition of a header and K&N intake system. The only other addition is the 100-amp alternator to drive the GGLighting 50-inch LED light bar and two-inch Pillar Pods, KC HiLites Rock Lights, Warn winch, stereo system with satellite radio, and ARB Compressor that sends air to the ARB Air Lockers.

The lift comes from a combination of a body lift with a front and rear Currie Enterprises Four-inch TJ Johnny Joint Suspension System. It features four-inch lift springs in combination with their adjustable upper and lower short arms that use Currie Johnny Joints, a rebuildable rod end joint that is stiffer than the rubber joints of the OEM control arms but not as teeth rattling as traditional rod ends. This also comes with adjustable front track bar, a rear trac bar relocation bracket, new polyurethane bump stops, and their Antirock adjustable front sway bar.

EM Performance also installed a set of Fox 2.0-inch diameter Performance Shocks. These are a set of monotube shocks that have an internal floating piston to separate nitrogen charged air from the oil. This eliminates oil aeration from pressure changes at the shock piston, which can happen from the oil boiling in the lower pressure areas of the piston’s travel. They feature better valving for off-road driving and on-road handling than the original OEM shocks.

That suspension connects to a pair of Dana 44 housings front and rear. Both also have ARB Air Lockers attached to 4.88:1 gears that spin the chromoly axle shafts. Those shafts are attached to Raceline Avenger Beadlock wheels in 17×9 with a 4.5-inch backspace (-13 offset, for you Euro and JDM wheel types). The beadlocks clamp down on a set of sticky Milestar Patagonia M/T tires in 37×12.50R17 all around. These tires have proven themselves at Ultra4 at places like the King of the Hammers and even racing at the Mint 400. Stopping this Wrangler TJ is an upgraded big brake kit while steering is handled by a Currie Currectlync Steering System with a Fox Steering Stabilizer damper on the tie-rod. The steering box is protected by a steel skid plate as, without it, it would be vulnerable to rock impacts.

With larger tires and increased suspension travel, you need to make room by modifying the body. For EM Performance and Jason, it was a call to GenRight Off-Road. For maximum front approach clearance, the stock bumper was replaced by a GenRight Stubby front bumper. Rear departure is increased by their Rock Crawler bumper and the GenRight tire carrier keeps the spare from contacting the ground in high-angle crawls. If needed, the rocker panels are protected by their Rock Sliders while the transfer case gets protection from their Belly Up Steel Skid Plate.

The fenders are no longer stock and tube versions from GenRight replace them as they open the fender areas for the bigger Patagonia M/Ts. However, to cover the inside of the front fenders, GenRight inner fender panels replace the TJ parts and helps keep air flowing through the radiator. Otherwise, the air would just flow around the radiator because that would be the easiest path. It also allowed the tube fenders to work without cutting the stock Wrangler TJ fenders.

While the passengers sit in the comfort of Mastercraft Suspension Race Bucket Seats up front and a suspension rear bench seat in the rear, they are fully protected by a GenRight Full Roll Cage. It bolts in place of the TJ cage but features far more protection by adding triangulation to the roll hoops and additional side impact strength at the A-pillar bars with a crossbar that fits over the stock TJ dashboard. They can drive without a cover or use the Spiderweb Shade made for the cage.

So, as you can see, power isn’t the factor that limits a vehicle’s crawling ability. Both the 2.5-liter and the 4.0-liter powered TJs can be made into respectable crawlers. That is if you put your money into the parts that matter like the tires, suspension, axles, and protection. Jason Zamora’s EM Performance built TJ is plenty proof of that concept. 

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.