What Supercars have the Best Price to Performance this Year?

With under $200K to Spend, These are the Best Supercars to Buy in 2022

Wow, it’s already 2022 and the past two years have been a decidedly weird blur of strange events like labor shortages, back-orders and sparse microchip production in the automotive sector. But as certain OEM manufacturers have been hit hard missing targets, supercar manufacturers have posted record gains and certain models fly off the shelves. We then asked, what supercars on sale in 2022 are attainable but amount to the cheapest, high performance supercars to buy.

For the sake of the article, it is widely accepted that a supercar today is 500hp+ with a mid-engine and rear-drive transaxle. A proper supercar makes use of more exotic materials, composites and advanced technology to set it apart from the brute force of lesser platforms like say a Mustang, Camaro or even a GT-R. A supercar can be had for under $200,000 (if there are units available) and this list is the most-affordable, yet capable performance vehicles available. 

2023 Chevrolet Corvette Z06 C8 – $89,500 (est.)

Yes, we know the Z06 is a 2023 model year and that deliveries and dealer mark-ups could be a circus but this is a supercar-slayer will be on sale Summer of 2022. The Corvette C8 itself was an incredible platform overhaul that has been rumored since the 60s but finally the mid-engine American supercar is actually here.

The upcoming 2023 Corvette Z06 promises to eclipse not only the soft-bellied C7 Z06 it replaced but anything close to its price-point. Derived from the C8.R racecar tech that put the hurt on the field at Le Mans, Sebring 12h and Daytona 24h is coming for fancy Italian, British and German mid-engine offerings. With an incredible sounding flat-plane crank V8, there is no turbo and no supercharger to put out its 670 glorious naturally aspirated horsepower. 

…The upcoming 2023 Corvette Z06 promises to eclipse not only the soft-bellied C7 Z06 it replaced but anything close to its price-point…

The 2023 Corvette Z06 was tested by Chevy to run 0-60mph in an incredible 2.6-seconds. We can hear you Tesla fanbois, but the 2023 Corvette Z06 will catch a Plaid just past the ¼-mile marker and destroy it on the way to a higher top speed.

2023 Audi R8 Performance RWD – $148,700

When the German brand jumped into the supercar arena, critics thought they were mentally unstable. But Audi already had Lamborghini in it’s portfolio, so the risk wasn’t high and they could design a comfortable everyday supercar that was inexpensive. The R8 V10 has gotten good, so good that it could be cross-shopped with a Lambo Huracan for much less for several years now.

For under $150K, you can get the Audi R8 Performance with spicy rear-wheel drive. It’s lighter and more unhinged than the R8 quattro. With a proven 5.2L V10 using no forced induction, you get 562-horsepower and a capable 3.6-seconds 0-60mph and a 205 mph top speed! Zehr gut! 

2022 Acura NSX Type-S – $169,500

The Acura NSX used to make our cut for best supercar value for performance-to-price when it was cheaper. With harsh critiques about the NSX, Acura took the gloves off for the Type-S, the final trim edition for the supercar that should have been available from launch but limited to only 350 units… worldwide!

The 2022 Acura NSX Type-S is everything the enthusiasts wanted. The hand-built vehicle only handled by master technicians, the same talent behind the NSX GT3 car it was inspired by. Up from 560hp in the NSX, the NSX Type-S now boasts 600-horsepower from its combined SH-AWD hybrid drivetrain. The vehicle has aggressively restyled looks, GT3-derived aero and a twin turbo mill equating to performance value will crush many high-dollar supercars. 

…The hand-built vehicle only handled by master technicians, the same talent behind the NSX GT3 car it was inspired by…

 

With a claimed top speed of 191 mph and sub-3s 0-60mph time, overall performance data is murky. But does it matter? All 350 units are spoken for with a reported 700 buyers in the queue, although the website does state: “All orders are pending. Contact your local dealer to get on the waitlist.” 

2̶0̶2̶3̶ ̶L̶a̶m̶b̶o̶r̶g̶h̶i̶n̶i̶ ̶H̶u̶r̶a̶c̶a̶n̶ ̶E̶v̶o̶  2023 Porsche 718 Cayman GT4 RS – $143,050

Say what you want in the comments, but we changed our minds mid-post on opting for the lower cost 2023 Porsche Cayman 718 GT4 RS versus the aging Lambo for affordable supercars. Porsche is dominating in motorsports and Nϋrburgring records with the 911 GT3, GT3 RS, GT2 RS but now for $150K you can buy a mid-engine chassis GT3-powered, lightweight track weapon that promises to embarrass many supercars like the base Huracan Evo that costs $66K more!

First, let’s settle the ‘whether this is a supercar’ argument now. Yes, it has a MR layout and a flat-6 motor that is technically 502hp (detuned to 493hp) with a number of exotic materials to keep it trim at 3,227-pounds. The GT4-RS might not have McLaren or Lambo styling but Porsche builds capable mid-engine cars and this Cayman outruns their Carrera GT and nearly the 918 Spyder after running a shocking 7:04.5 lap on the Nürburgring! The GT4 RS clicks off a 3.2s 0-60mph time and will hit 196 mph… all for under $150K? Shut up and take our money.

What is the Best Yet Cheapest Supercar to Buy?

McLaren and Lamborghini used to be on this list but now their “entry-level” Artura and Hurcan EVO have crept past the $200,000 barrier. For that reason, they still offer solid supercar value but seem unattainable for the upper middle-class. In the end, if you can go domestic, the 2023 Chevrolet Corvette Z06 is the clear winner here. We predict buyers will be paying double sticker for it and still be happy with how it abuses rival supercars.

Why the Porsche 930 Turbo is Called The Widowmaker 911

The Almost Uncontrollable 911 Turbo is Magic for a Real Driver

Back in the late 90s, I was a total punk when it came to dismissing European car brands. Why? Well with a few minor tweaks, my turbo AWD Mitsu could outrun any BMW, Audi and even Porsche of the day in a straight line or in the twisties. Granted those were stock Euro cars being pumped out in Bavaria, Ingolstadt and Stuttgart but then I got the opportunity to drive a true legend, the Porsche 930 Turbo and the whole perspective changed. This coworker’s 930 Turbo had a handful of Ruf modifications and was so fast, the rear tires never really felt connected to the pavement. But was it the just the tires or was there more to the question: why do they call the Porsche 930 Turbo the Widowmaker?

Let’s be blunt, the name ‘Widowmaker’ implies you are going to die driving this car, and leave your wife a wealthy widow. Back in the 1970s when this car was conceived, we still had the Grand Prix running the Nürburgring Nordschleife Green Hell, no air bags, no ABS and Porsche engineers were smoking potent Euro cigarettes at their desks. Porsche was dominating top level motorsports like Le Mans with turbo tech in the Porsche 956 and Porsche 962C won most of the races in the 1970s and 1980s. But it was the highly successful Porsche 935 turbo, that required, Porsche build FIA homologated models for the street and the Porsche 930 Turbo produced 400 units as required in 1975. 

…the name ‘Widowmaker’ implies you are going to die driving this car, and leave your wife a wealthy widow…

But this was a car that now eclipses the 911 chassis horsepower they had in the Carrera itself. The more pedestrian version of the 911 had 150hp and 173hp for the 911S but the 930 cranked out a whopping 250hp in the 3.0L from 1975-1977 and 296 hp with 304 lb-ft of torque from the later 3.3-liter in 1978 onwards. Coming from 3.0-3.3L, that kind of horsepower might not sound like much in our modern horsepower wars but it was substantial and clearly the rest of the 930 wasn’t ready. Although Porsche upgraded the 911 chassis to address items like weight distribution, downforce, traction and yes the dreaded turbo lag, there were significant problems driving the Porsche 930 Turbo,

“The technology isn’t in the car for it to cope with the amount of horsepower, really.” 1980 Porsche 930 Turbo owner Deryck Shakespeare told Petrolicious, “If you’re not ready for [turbo lag], it will catch you by surprise and it’s lights out.”

My first experience in the 930 Turbo was trying to run 0-60mph times in my (then new G-Tech performance meter. When launching in first gear even with a bit of a roll-out it would just light up the tires and break loose when the boost started coming on. Yes I had powerful turbo cars but, this was a Ruf Turbo that was around 400hp and it was too much for the suspension, tires and weight bias to handle. The best runs we clicked off were low 5-second range but that was starting in second gear!

Remember, that is straight line acceleration and the 3.3L boxer-6 turbo was a handful. He said he didn’t really drive anywhere near the limit because of the cars reputation he had a couple snap-oversteer tank-slapper moments and that was enough to dial it back and just respect the car that completely lived up to it’s name – the Widowmaker.

The Porsche 930 Turbo isn’t a ver substantial car. It was over simplified almost from the beginning and by the mid to late 1980s seemed antiquated versus modern sport luxury offerings. The formula was simple, light chassis, no driver aides, no power-steering or ABS but big on horsepower… it even had an old school 4-speed transaxle. For a minimalist car, that weighed under 3,000-pounds, there was outstanding power-to-weight ratio to be had, especially by the final 1989 production car that came with 330hp. But the weight bias was completely off in this car from the 1970s 

Rear weight bias gave them immersive, off-the-line traction, and the ability to shift weight rear out of corners and rocket out of the exits. Only problem is that balance can’t be too upset as the rear weight give the car a pendulum effect when lateral cornering forces are introduced. Swing that force too much and a snap-oversteer condition arises and in the 930 Turbo chassis is impossible to control. Certainly the throttle can’t be relied on to help steer as the lag is too delayed. When that boost hits, it wouldn’t only add to the instability of the uncontrolled oversteer. As a result, the 930 Turbo and any modified variants from the factory or German turning houses, has to be feathered, has to be respected… you’re not Hans-Joachim Stuck.

The instability and unpredictability of the Porsche 930 did have consequences. There were crashes and deaths attributed to the inherent driving characteristics of the 930. It is rumored that the US market did not receive the 930 Turbo in 1980 to make revisions to the car but that was attributed to it not meeting emissions standards. Europe of course got more horsepower with 325 but let’s face it, they are all fantastic drivers over there. But more importantly, the questionable fate of the 930 Turbo in unskilled hands prompted Porsche to pioneer performance AWD drive systems. Yes the Porsche 959, often credited with being the grandfather of the modern supercar needed advanced traction of electronically-controlled AWD to put all of its 450 turbo ponies to the ground.

…the questionable fate of the 930 Turbo in unskilled hands prompted Porsche to pioneer performance AWD drive systems…

Porsche and turbo now meant they would be synonymous with all-wheel drive. Well at least until traction control, suspension and tire tech caught up. Yes, we are looking at you GT2-RS.

Widowmaker: a term coined by German pilots terrified of their flawed Luftwaffe F104G Starfighter seemed fitting for the Porsche 930 Turbo. Parallels exists since the F-104G was a high performance fighter with an out-of-the-box design but also fatal design issues and it didn’t perform in less-than-ideal conditions.

The Differential Difference

Adding the Right Traction to Your 4WD Truck

Before we dive right into how to turn up your truck’s traction ability, let’s first ponder a question that should be answered honestly. How do you anticipate driving your truck? Will it spend most of its time on the road, and will the off-roading you do plan on doing be mostly on gravel or compacted dirt? Will you be doing any driving on icy, snowy or wet conditions on pretty advanced off-road terrain? Do you anticipate driving through trails where very uneven ground, rocks and other obstacles and holes will be present? Taking these questions into consideration will greatly impact your decision-making when looking to upgrade your truck’s differential system(s). 

If you answered ‘yes’ to the first question above—congratulations! If you plan on sticking to mostly streets and highways or surfaces that are hard but not technically paved stretches of land, you really don’t have to worry about messing with your truck’s factory-equipped open differential, which is great. We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is. 

We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is…

For those who answered ‘yes’ to the second and/or third questions with the anticipation of driving through surfaces impacted by inclement weather that also feature more severe terrain, then you might want to consider shopping around for limited-slip or locking differentials. There are plenty out there to choose from, and it is best to still keep your personal driving scenario in mind when wading through these waters. 

Now, also keep in mind that whichever type of traction-adding components you choose will have a direct effect on different types of driving, wherein lies the importance of staying true to what you will actually be using your truck for. Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely. 

Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely…

Most light off-road duty adventures will be greatly improved with a rear limited slip differential, or better yet both a rear and front limited slip. These are the most widely used and common types of diffs since they cover such a wide application spectrum. What the limited slip does is shift a percentage of the torque to the wheel that has the most traction while limiting the slip on the wheel experiencing the least amount of traction (the one that is stuck in the air or free spinning on a patch of black ice). Torque is not always balanced between the wheels here, which will allow your truck to power through less than ideal surface situations with less of a chance of getting stuck. Icy, wet or uneven ground will pose less of a threat with the limited slip differential, so if you plan on encountering any of these foes on a regular basis, this traction-adding upgrade will definitely be money well spent. 

A locking differential will take your rig further than any limited slip setup can—no question. Now, do you absolutely, positively need to install a locker? Well, that all depends on if you want the power of a true 4×4, which means that all four wheels are getting power to the ground. Anything less than that might very well leave you stranded when attempting to take on some serious mud pits or extremely rough country. If you still plan on driving your truck on regular surface streets when you’re done on the trail, you’ll want to look into selectable lockers specifically. This will allow your truck to fire on all 4 wheels while off-roading, while still having the ability to flip back to an open or standard (stock) diff configuration with the flip of a switch. You’ll be able to beat the piss out of it off road, and still actually be able to drive it comfortably on surface streets just like normal. 

Within the realms of limited slip and locking differentials are other options to consider, naturally. There isn’t one system out there that can meet the demand of every driver of every truck for all conditions, so don’t get your hopes up. If you know and understand exactly what you’re asking of your truck, however, then you should already have a better idea of what side of the traction fence you’ll need to invest time and money into. The rest is merely addressing the details of personal preferences in order to fine-tune your driving experience. 

Don’t Call It a Comeback:
The Resurgence of the Compact Truck

By “compact” truck, we really are discussing the modern, smaller-than-full-size pickup that is commonly referred to as a “midsize” model. Long gone are the days of the true mini-truck, so if you’re thinking those are making another appearance at new dealer lots, keep dreaming. The classic S-10, Ranger, Tacoma, Hardbody trucks are machines of a past generation. They had a great run, and are great projects if you can get your hands on a good specimen, which are still readily available. “Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick, but there are some bright sides to that reality. 

“Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick…

The Chevy Colorado is still going strong, and it is larger than ever. In 2019 Ford rereleased the Ranger back onto the market, which is great to see, but it too, is much larger than its last generation that phased out in 2012. Oh, and the Tacoma? It most certainly leads the midsize pickup scene, as it remains one of the most popular on the market. There are other established players in this category that boast devout followings and comparable specs, roomy cabs and available bed lengths that justify their respective MSRP figures, and there are new models trying their best to compete for a place in this very interesting segment. 

So what makes the midsize truck marketplace so exciting, anyway? Well, automakers really are looking to deliver the most bang for your buck in this category. Even though we can all complain that the cost of modern midsize truck are catching up with full-size pickups, these slightly smaller models will come in cheaper than their larger counterparts at the end of the day—there’s no doubt about that. A little sacrifice of space is par for this course with these models, however, these trucks can be jam-packed with features, which make maximizing their function and catering them to meet your exact needs becomes the fun part. 

…automakers really are looking to deliver the most bang for your buck in this category…

Right off the bat, midsize trucks are easier to maneuver than the big ones given their natural nimble size. Just because they’re a tad bit smaller though, don’t move too fast and assume these compact haulers can’t pack a punch to contend with the true heavyweights, because they absolutely do. If you need them to haul stuff around or tow heavy loads, they’ve got you covered. Looking to hit the trails and head off-road? You can do that with these trucks, no question. If you need a commuter vehicle, but want the true utility that only a pickup truck can offer, there are engine configurations with these midsize wonders that are ultra efficient and sip lightly at the pump. There really is a compact truck for every driver out there. 

Since muscle is an obvious concern when truck shopping, let’s take a look at some of the beefier compacts in the field. The Nissan Frontier, which is a familiar face in the compact genre, received a standard option motor upgrade last year, in the form of a healthy 3.8L V6 with a respectable 310HP output along with 281 lb-ft of torque. This engine will most definitely make its presence known while hauling, towing and ripping around off the beaten path. The Ford Ranger also puts up some impressive numbers from its 2.3L turbo 4-banger—270HP and 310 lb-ft of torque. It has proven to also tow and haul great, which is definitely something to consider when comparing to a full-size brute to get the same job done. 

Suspension wise, the Colorado/Canyon with its off-road-ready ZR2 package, is an upgrade that brings the price of admission up a bit, but don’t feel too guilty about over spending on your dirt hobby here, as the the ZR2 equipment also earns rave reviews on paved roads as well. The two-inch suspension lift utilizing quality components and the 3.5-inch wider track is an investment rather than an added expenditure, as the premium suspension package will serve its owner well during work and play. Same goes for the Tacoma with its TRD package, or better yet, its TRD Pro tier option. The latter selection comes correct with an upgraded skidplate under the engine, Fox internal bypass shocks, an electronic locking differential, an inclinometer with pitch and roll displays, 16-inch wheels with beefy A/T tires, improved off-road driving modes—and the list just keeps on going from there. 

While most buyers are interested in midsize trucks that do big truck things, there is another crowd that is interested in overall value and efficiency. These are mostly the folks who don’t intend to work their truck too hard, or play too rough with it either, but still want to have the utility of a truck on hand without it costing too much to operate. For these guys and gals, Ford has released an ultra affordable wildcard onto the market that may get mixed reviews from the truck audience. The Maverick is less expensive than the Ranger right off the lot as MSRP starts under $20K. The standard hybrid powertrain and impressive MPG will only continue to keep more money in wallets. Before this truck is prematurely written off for its lack of power, just know that Ford’s new budget-minded midsize truck is also available with a 2.0 turbo I-4 that boasts 250HP and 277 lb-ft of torque—definitely no slouch.

The variation of standard and optional equipment in the realm of midsize pickups is more than enough to assist in piecing together the right truck at a lower price of a comparably equipped full-size. This is what has made this segment of vehicles such a hot commodity among today’s truck buyers. While there may not be too many outright steals to be had at the dealership, there is plenty of room to better budget your money to get the exact truck that you need/want. Bigger isn’t always better, and the ever-growing fleet of midsize wonders are looking to drive that point home with everything in their power. 

The Great American Pickup Trucks

Examining Chevy C/K & Ford F-Series Platforms

While this is not meant to be yet another Chevy versus Ford truck debate, it is more of an examination of some of the differences, the similarities, and what made both so popular among their individual fan bases. Now, the battle between Bow Tie and Blue Oval groups will never die—surely you’ve experienced some degree of it over the years. When it comes down to the core of the situation, it really is a brand preference thing—Coke VS. Pepsi, Duracell VS. Energizer, Burger King VS. McDonalds, you get the idea. While the decision of what vehicle to purchase far outweighs what to eat or drink for lunch, there is something to be said for the slight modifications between competing brands and what they bring to the table. 

Both C/K and F-Series pickups were the flagship vehicles in the work truck segment for both Chevrolet and Ford respectively. Both brands held the top shares of sales back when C10 and F-100 model trucks were brand new, and they have since laid the foundation for modern Silverado and F-150 models to still rule supreme in today’s marketplace. 

Both C/K and F-Series pickups were the flagship vehicles in the work truck segment for both Chevrolet and Ford respectively…

Ford’s first generation F-series pickup went by the F-1 name, which was introduced in 1948 and lasted until ‘52, when the F-100 title was put into place just one year later. For 31 years, Ford’s F-100 pickup helped hard working Americans earn their livings behind the wheel of a truck that was one of the top selling models in the country. For diehard Ford enthusiasts, the F-100 was the only game in town when the time came for purchasing a pickup, while neutral consumers who bought one did so based on its own merit. While the F-100 had a pretty good run for itself, it did help pave the way for Ford’s F-150, which hit the streets in ’75. In its first 9 years (while the F-100 was also still for sale on the market) the F-150 quickly rose to even higher popularity, which led to the F100’s graceful exit in ’84. 

While Ford did have a jump on the pickup market in the early 50’s with their updated F-Series truck, it wasn’t until 1960 when General Motors rolled out what was arguably the most popular American pickup during its run. When the C/K platform began rolling out at dealerships throughout the country, the buzz behind GM’s sleeker looking, smoother riding pickup truck was growing at an impressive rate. The C-10 era C/K rode out 27 years, and finally gave way to a new generation, the OBS (old body style or original body style), which ran a 10-year span until the Silverado was released in ’99, and we all know how well that changeup went over. 

While there were other pickup trucks available to consumers during the CK/F-Series heyday (we see you Dodge fans), it was these two that sat alone with a commanding market share. At first glance though, both the Chevy and Ford trucks in the 60’s and into the 70’s didn’t really stand out that much from each other. Sure, you could easily tell one apart from the other, but there were no glaring differences like what a Jeep Gladiator would look like in direct comparison. Both Chevy and Ford models offered two similar bed styles, the Fleetside and Stepside (or Styleside and Flareside as Ford dubbed their versions) but those didn’t really make much of a difference from one make to the other. Small exterior changes like headlight shapes and grille styling (and constant restyling) help greatly in determining one year from another. It’s really all on how you look at these two trucks during these times and which particular style speaks to you more. Either way, they were both uniquely qualified to share the spotlight as America’s best looking working class sweethearts. 

C/K and F-Series pickups were looked at as being very modernized, forward-designed versions of what many thought of trucks at that point, which was simply clunky and overly utilitarian. To help change this rationale, both Ford and Chevy designed their chassis to improve overall ride quality with and without full payloads. The F-100’s 2WD model was given a twin I-beam front suspension with coil springs while the C10 featured an independent front suspension while utilizing torsion bars, which were soon ditched for coils as well. Chevy soon added independent coil trailing arms to their C-10 platform, giving it improved feel, especially while carrying a full load. Both companies were always looking for new ways to give their fans new solutions when development permitted. It was these early upgrades that eventually led to the technological wonders we have in place today in the form of highly evolved suspension systems in pickup trucks. 

In the age of restoration and customization, the C10 and F-100 platforms are nearly sitting on even ground, although the slight advantage might lean a bit in Chevy’s favor. The aftermarket support for both trucks is huge, making it easy and less stressful to order the parts needed for a full suspension rebuild, body and interior renovation, as well as rebuilding or replacing the factory engine. The simple fact is that classic Chevy and Ford trucks are still as popular now as they were back when they were new. Newly developed products have allowed builders to not only build them to ride and handle better than ever, but they can now be so finely tuned to meet individual needs down to the smallest of details.

The simple fact is that classic Chevy and Ford trucks are still as popular now as they were back when they were new…

There is no runaway winner of the timeless debate between Chevy and Ford trucks, and there really doesn’t have to be. Devout fans and customizers, no matter which brand truck they choose to build, are the true champions because of their unwavering dedication to preserving the machine of their preference. Whatever the make, model or year of the truck, there are parts to make it not only whole again, but better than any member of the Ford and GM engineering teams could’ve ever dreamed possible for these old, yet highly desirable work horses. 

Restore or Restomod?

What To Do With Your Classic Chevy C-10 Truck

Ultimately, the decision of what you decide to do with your truck is up to you—it should be, anyway. Don’t get caught up in the hype of what your pals are doing or what you constantly see in magazines or on social media. At the end of the day, the truck parked in your garage should best represent what you want to see out of it, not just what current trends say it should be. 

With that said, you’re going to have a lot of different avenues when it comes to prepping your truck to get back on the road. Now, some guys might only be concerned about whipping the engine back into shape and driving it as-is, with the original paint/patina and replacing parts with only factory OEM product when available. If OG parts can’t be sourced, using pieces that are designed to resemble original equipment is the only way to go for some Chevy purists. 

Going this route leans into the restoration realm of doing things, and there isn’t anything wrong with it at all. It’s pretty cool seeing an old truck maintain its heritage, and look like a time capsule piece of how it would’ve looked back in the day when it was the new truck on the block. There’s a much stricter guideline to follow going this route, as say going full-on custom, but there’s a place for every type of build out there. It’s just as impressive hearing about where a guy had to go to score rare original parts than it is seeing parts designed to fit but look completely different than stock. This is what truly makes both sides of the spectrum so interesting to see.

With a restomod project, builders celebrate their truck’s age and history while modernizing it to function and feel like a vehicle that better fits today’s standards. Updated creature comforts like stereo systems, aftermarket bolt-on products, non-OEM paint selections—now, these are on the modest side of things. Just wait until you get the urge to do some heavy custom bodywork, air ride suspension, and drop-in an LS performance engines. Stuff like this blows the covers off more straightforward restoration books, because there really aren’t any rules here. Every modification is geared toward personal style and demand. It’s all about picking up where the factory left off decades ago and building a truck that is more unique and personal. 

Sure, current trends keep a majority of restomod C10 trucks looking somewhat uniform, as low suspension stance (air ride or static) and large-diameter wheels have seemingly become a standard for street-styled trucks, but even so, there is still a lot of room to be unique and stand out from the crowd. These trucks are perfect candidates to outfit for street track driving with more responsive coilover chassis setups. There’s even room to go completely against the grain with a restomod, as there are a big number of C10 and C20 trucks that rock lifted suspensions complete with proper off-road wheels and tires to match. 

As with all types of classic or collectible vehicles, there is the question of value when the time ever comes to resell. There are still bone stock C10 “barn find” trucks out there for sale that haven’t seen the road in years, let alone any type of upkeep or customization. These tend to get a lot of attention because most builders would prefer to start with an untouched gem, without having to redo potential shoddy work done by a previous tinkerer. When pitted against each other, it’s fairly common to see a well-done restomod truck selling for more than a clean restored C10. The more of the high profile builds that are featured in all the magazines as well as a SEMA appearance, make it to the auction block and sell for impressive amounts. Now, it might be fractions of what was actually spent in parts and tons of billable hours of fabrication work, but full custom trucks are in demand, especially for someone looking for a completed truck who doesn’t want to start one from the ground up. 

Are restored trucks still valuable? Well, yeah, of course. If there’s a guy out there looking for the exact same truck like his dad or grandpa had when he was a kid, you’d better believe he’s going to lay down some good money to buy something that takes him back to his childhood. Nostalgia sells, especially when it comes to vintage vehicles. Guys looking for the no-frills route, or plan to customize on their own, might also look to this market for the right truck to purchase. 

Nothing is more valuable, however, than having something that has been carefully crafted to suit your specific taste. Now, that could come in the form of a beautifully restored or totally customized pickup—only you can determine that value for yourself. Either way, you’ll have to invest time and money into whatever route you choose to take. And if you don’t even plan to flip the truck, then resale value goes completely out the window. 

Most everyone has one similar goal when building any type of classic truck, and that is for it to be their own, and to reflect their own wants/needs and personality. Think about it—just how many C10s do you see on a daily basis? Not too many, right? Now, think how many completely restored or customized C10s you see. Unless there’s a car show in town, or you just happen to catch that one guy in the neighborhood who has one, chances are you just aren’t going to see them as often as you’d think. Given that fact, your truck is going to be unique no matter what you end up doing with it, and you’re still going to have a blast putting it together—and that’s what really matters once the dust settles. 

This 1961 Chevrolet Impala Is Effortlessly Graceful

One of the things that distinguishes true craftsmanship is making perfection look easy – long hours spent behind the scenes to ensure every element of your work is flawless, but all the outside world sees is a masterpiece that demonstrates a subconscious flow that just seems right. Such is this 1961 Chevrolet Impala, built by Hill’s Rod and Custom.

For the 1961 model year, Chevy did a complete rework of the Impala, which had made its debut in 1958 as a top-of-the-line Bel Air. Just one year later, the second generation Impala became its own series, and in 1961 the third gen Impala received yet another complete redesign. The most visually striking aspect for the ‘61 was the “bubbletop” roof line, which replaced the preceding Impala’s substantial C-pillar with graceful, arching sheetmetal that was far less obtrusive. The 1962 model returned to a more conventional rear roofline and backlight, making the ‘61 visually unique among its siblings from the early Sixties.

Over the years, the bubbletop Impala’s popularity has never faded – among the many designs produced by the Big Three during the early muscle car era, the 1961 Chevrolet Impala’s visual language never really fell out of fashion. It managed to thread the needle between ‘forgettable’ at one end of the spectrum and ‘over-the-top’ at the other, earning a place as a timeless classic. When a car like that comes into one’s possession, the challenge is to respect the design while still having something new to say, and our feature car is a perfect example of how that can be achieved.

Curt Hill, proprietor of Hill’s Rod and Custom, was the right man for the job. When Dave and Jodi Matarazzo entrusted their Impala to him for this build, it was a work-in-progress, but to get it to where it needed to be, some backtracking was necessary. “It was a roller with a custom frame already built, and we went ahead and did the motor, the exhaust, the air suspension, the wheelwells and everything involved in the engine bay,” Hill recalls. “We took it from a car that was supposedly ready for paint (but wasn’t even close) to finishing it up and getting it done.”

“Part of it was that before we started, we had to knock all the Bondo off the car!”Curt Hill, Hill's Rod and Custom

As it turned out, that process became more extensive than was first anticipated, but the Matarazzos were committed to doing things right. Per Hill, “Dave had a really good eye for color, and to how he wanted things done, so he definitely had a vision of how he wanted it to turn out.” The hue you see on the finished car is just as specific as all the other details. “It’s a custom color. Jodi had seen something similar on another car and really liked it, so we were working off of a picture and refined it from there,” Hill adds. But before the first hit of primer could be applied, the “ready for paint” sheetmetal needed a considerable amount of TLC.

“Part of it was that before we started, we had to knock all the Bondo off the car!” Hill recalls with a chuckle in his voice. While they were at it, Hill and his crew fabricated the incredibly clean engine bay to showcase the modern LS3 crate engine like a fine piece of jewelry in a velvet box, and the suspension setup was refined via Ridetech ShockWave air springs and shocks controlled via Accuair ride height sensors.

To handle the horsepower of the 4L60E-backed LS3 and make the most of the suspension precision offered by the custom chassis, air springs, and dampers, modern low-profile radial tires were a must, and Milestar XP+ ultra-high performance all-season rubber in 20-inch diameter was chosen. With a tread compound formulated to remain pliable across a wide temperature range, an all-season asymmetric design with wide circumferential ribs, large shoulder tread blocks, and an inside tread pattern optimized for wet and winter traction, the XP+ was an ideal match for a car destined to be driven, not just admired for its good looks.

Once everything was straight, mechanically sorted, and body-filler-free, Valley Custom Powder Coat was turned loose on the chassis, the shiny bits went off to Sherm’s Plating, Plant Interior got to work on the upholstery and other passenger compartment details, and Altissimo Restoration was finally able to lay down color and clear. “I’m proud of how the engine bay turned out, and the stance on the car is just right,” Hill attests. “We tried really hard to achieve an overall look where it’s definitely a custom car, but everything really flows together, and nothing seems out of place.”

“It was a long build,” Hill admits. “Start to finish, it was probably two and a half years total. It spent eight months in the paint shop, and like two and a half for the interior.” It’s hard to argue with the results, though, and in the end, Dave and Jodi Matarazzo have a Chevy that’s a unique expression of their own personal taste and class.

LS Is More

Everything You Need to Know About Chevy LS Engines

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Chevy Yenko

The Ultimate Muscle Cars

Such an odd name, Yenko, possibly Hispanic origin, but in the automotive history books it ranks right up there with Shelby and Roush.

Let’s back up though, all the way to 1921 when the Durant car company was founded by William “Billy” Durant in New York after he had been fired by General Motors. Unfortunately, Durant folded in 1926 but Billy resurfaced two years later in 1928 and began building cars again. The following year, Frank Yenko who now had a one-year-old son Donald “Don” Frank, opened a Durant dealership in Pennsylvania. Unfortunately, Durant failed again in 1932 and with no option; Yenko switched allegiances to General Motors and in 1934 opened a Chevrolet dealership in Bentleyville, PA.

Yenko Chevrolet thrived but at the time, Frank’s son Don was more into planes than he was automobiles. He gained his pilot’s license at age 16 and soon joined the US Air Force. After his military service, Don pursued a degree in business admin at Penn State before joining the family business. Frank, meanwhile, was doing so well selling cars he opened up a second dealership at 575 West Pike Street, Cannonsburg, Pennsylvania. In 1957, when Don was just 30, he took over the dealership that would make Chevy Yenko a household name.

Despite what Ralph Nader had to say about the Corvair, Chevrolet’s answer to the Volkswagen Beetle, Don Yenko saw its potential and applied to the Sports Car Club of America (SCCA) for approval to race the Corsa. The Corsa was Chevy’s hot rod Corvair that was offered with an optional 180 hp boxer-six. The SCCA approved with a back seat delete and some performance mods and consequently, Yenko went on to build 100 certified examples of the “Yenko Stinger.”

“His fellow Corvette racer, Denise McCluggage, once described Don’s driving style as ‘brutish.’ ”David Steele, Executive Director, American Hot Rod Foundation

1966 Stingers were white with blue racing stripes in the style of the Ford GT40 but over the top rather than along the sides. Incidentally, this white and blue combination was recognized then as the United States’ international racing colors. In 1967, the Monza replaced the Corsa and now Stingers came in Marina Blue and Bolero Red, likewise with stripes. That year also saw a Yenko Stinger win an SCCA D Production national championship. Maybe as many as 400 were built between 1966 and 1973.

According to David Steele, Yenko fan and executive director of the American Hot Rod Foundation: “It’s true that Yenko was successful in SCCA racing with the Corvair but it was with a slightly less nimble car, an early Corvette, that he originally made his name in road racing. Considering the fact that his fellow Corvette racer, Denise McCluggage, once described Don’s driving style as ‘brutish,’ it’s no wonder that his best-known creations, his big-block Chevelles, Camaros and Novas, carried this same personality.”

Unfortunately, the Corvair was doomed, not only by Nader’s raiders but also by Chevrolet who introduced their Mustang fighting Camaro in 1967. Although Yenko continued to build Stingers through the end of Corvair production in ’69, his attention switched to the Camaro. At the time, GM forbade its dealers from installing engines larger than 400 ci in intermediate-size vehicles, nevertheless, Don ordered an L72 427 that made 425 hp and 460 lb-ft of torque and dropped it into a Camaro creating the Yenko Camaro.

Typically, a Camaro came with a 350 or 396 ci engine but again according to Steele, “Supercar dealers invariably went for the big-block 396—specifically the L78/375 hp version because it had the correct fuel lines, tach, radiator, etc., and then just install the 427/425 engine.” Chevrolet turned a blind eye but the efforts of Yenko and others such as Baldwin Motion often accomplished performance options that the factory wanted to deliver but couldn’t because of various regulations.

It’s uncertain how many Yenko Camaros were built in this way but 54 appears to be the best guesstimate for ’67 and 64 for the following year. However, in 1969 Yenko was able to exploit Chevrolet’s Central Office Production Order (COPO) #9561 to have the L72 installed at the factory.

Yenko ordered 198 Camaros, 99 Chevelles and 38 Novas but by now other dealers had cottoned onto the wheeze and ordered their own 427-powered cars. For example, Dick Harrell used COPO 9560 to order an all-aluminum, hand-assembled ZL-1 427 rated at 430 hp with 450 lb-ft of torque.

In 1970, Yenko continued to apply his magic to the Nova and ordered a further 175 equipped with the high-performance LT1 350 ci small-block V-8 from a Corvette. He called that model the “Deuce,” as in Chevy II.

Unfortunately, a number of events conspired to nail the lid on the muscle car coffin. Insurance rates were rising on these fast cars, Federal regulations required cars use unleaded fuel and to make matters worse, the oil crises began in October ’73. It wasn’t over yet though and in 1971 and ’72, again using the COPO system, Yenko ordered a couple of hundred Vegas, Chevy’s small-car, to which he intended to fit factory turbochargers.

Yenkos, especially the Camaros and despite numerous clones, are highly respected, sought after and expensive automobiles.

Unfortunately, the EPA required a 50,000-mile durability test and consequently, Yenko sold the Vega along with an optional performance package that could include the turbo. The story goes, Yenko ordered a little more than 125 Vegas but less than a dozen appear on the COPO.com registry site.

In 1981, Yenko tried once more with the Camaro Turbo Z, a turbocharged 350, but apparently, only 19 were sold and the following year he sold the dealership. Sadly, despite being an experienced pilot, he crashed his Cessna 210 on March 5, 1987, while trying to land near Charleston, West Virginia. He was only 59 years old, however, he left a lasting legacy: Yenkos, especially the Camaros and despite numerous clones, are highly respected, sought after and expensive automobiles.

For those interested, check out a new CarTech book titled Lost Muscle Car Dealerships by Duncan Brown. It covers the history of Yenko as well as others such as Nickey, Grand Spaulding Dodge, Yeakel, Reynolds, and others. It’s well worth a read.

Vette Dreams: The Mid-Engine Corvette

The concept of a Corvette with the engine mounted amidships is nothing new, back in 1960 Zora Arkus-Duntov, the so-called  ‘Father of the Corvette’, unveiled Chevrolet Engineering Research Vehicle 1 (CERV I). Not so much a Corvette as a Corvette-powered, open-wheel racing car that served as Duntov’s Corvette test bed.

Sold for $1.32 million in 2017, CERV I was followed in 1962 by not unsurprisingly, CERV II, a far more realistic, full-bodied car that could easily have been badged a Corvette. Built to combat Ford’s GT40 program, CERV II was the first mid-engined car in the world to be equipped with full-time, four-wheel drive. It was powered by a 3-valve, 377 ci, all-aluminum V8. It could be geared to accelerate from zero to 60 mph in less than three seconds or show a top speed of 200 mph. Incidentally, there was another mid-engine concept shown around the same time that it was often mistaken for CERV II. It had Corvette GS-II badging and is recognizable by its clear acrylic injector stacks. According to Duntov, this was a stillborn concept produced by Chevrolet R&D (there’s an R&D badge behind the cockpit).

Despite numerous setbacks, Duntov pushed for a no-compromise Corvette that in his language meant mid-engine. Help came in the person of GM’s new president Ed Cole and there followed a string of mid-engine concepts that sadly never went into production.

A very swoopy, Jetsons-style coupe…

The first, dubbed, Astro 1, appeared in 1967 and employed many race car and safety-oriented features such as energy-absorbing bumpers, adjustable steering column, adjustable pedals, inertia-reel seat belts, roll-over protection, and an anti-surge fuel tank in one sill member. A very swoopy, Jetsons-style coupe, Astro 1 had a two-piece fiberglass body and was powered by a hopped-up, OHC Corvair flat six. It stood a mere 35.5 inches tall.

The following year, Astro II, now code-named XP-880 appeared. Sometimes blue and sometimes red, Astro II utilized a Lotus-style backbone monocoque chassis fitted with a Pontiac Tempest transaxle and the OHC Corvair boxer engine.

By now, Duntov was getting into his stride and there followed two concepts both codenamed XP-882. The expensive Corvair engine was replaced by a transverse mounted V8 with a chain, yes chain-driven, Turbo-Hydromantic connected to a stock Corvette rear end via a short, right-angled driveshaft. Stylishly finished in silver, the project was sound but new general manager John Z. DeLorean squashed the program as being impractical and expensive.

XP-882, however, was far from dead and in 1972 one of the two cars resurfaced renamed XP-895. The basic, chain-driven powertrain was retained but the Reynolds Aluminum Company added a new, all-aluminum body in an effort to extol its weight-saving virtues. The concept never reached production but XP-895 survives.

A year later, the second XP-882 reappeared fitted with a new, aerodynamic skin, gull-wing doors and a 585 ci four-rotor rotary engine. It produced 350 hp at 7,000 rpm. Unfortunately, the 1973 oil crisis put paid to most performance cars for the foreseeable future. Duntov said the fuel consumption was about 6 mpg.

…the 1973 oil crisis put paid to most performance cars for the foreseeable future.

It took until the mid-80s for the auto industry to recover the energy crunch and in 1986 Corvette debuted a new mid-engine concept tagged Corvette Indy. Here, the story gets a little murky as GM likes to keep a blanket on the inside story of its concept cars. The first Indy, a fiberglass mock-up, was apparently designed by GM’s head of design Chuck Jordan and built in Turin, Italy in just seven weeks.

At the time, GM owned Lotus so the second Indy, a running prototype finished in white, was built at Hethel, England in 1987 and featured a Lotus-engineered DOHC V8. There was no official word on the Indy until the following year, 1989, when a red, fully operational car appeared in Warren, MI. It was powered by the said DOHC, 32-valve, sequentially fuel-injected, aluminum V8 code named 350/32. It was not dissimilar from the Lotus-developed and Mercury Marine-built LT5 about to debut in the Corvette ZR-1.

Supposedly developed specifically for the transverse application, 350/32 featured pent-roof combustion chambers, chain-driven cams, self-adjusting hydraulic valves, and a hydraulic chain tensioner. The induction system employed 16 runners with 16 Rochester Multec fuel injectors. Painted blue, CERV III, the third and final car in this series was powered by a 650 hp twin-turbo LT5. It had AWD, three differentials and Lotus-developed active suspension with microprocessor-controlled hydraulics to eliminate conventional shocks and springs—remember, this was 1988 and by now the CERV acronym stood for Corporate Experimental Research Vehicle.

Despite much ballyhoo around CERV III, there were still no plans for a production mid-engine Corvette. However, almost 60 years on from the original CERV I, perhaps all that is about to change and Duntov can finally rest easy.

Chevy Nova

The Little Chevy That Could.

The story of the Chevy II Nova can be traced back to Germany and the Volkswagen Beetle, believe it or not. VW’s Bug made such an impact on the automotive world that it jump-started GM to develop its own air-cooled competitor, the Corvair. Despite the “Nader-sayers,” the Corvair did well and forced Ford to develop the Falcon that debuted late in 1959. The Falcon took off and sold a staggering 417,000 units in the first year.

GM was caught off guard, meanwhile, Ralph Nader was killing the Corvair, saying it was dangerous; GM had to do something, and quickly. According to Chevrolet designer Clare MacKichan, “There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design, and it had to be a basic-type car. I think that was the quickest program we ever did at any time,” he continued. “We worked night and day on that car, and it didn’t take very long to run it through our shop because we had a deadline.”

Indeed, the development of the Chevy II, as it was called, took a scant 18 months until the first production car came off the Willow Run assembly line in August 1961—almost two years behind the Ford Falcon. Conventional like its rival and definitely not experimental like the Corvair, the Chevy II, code name H-35, was described by Chevrolet General Manager Ed Cole as offering, “Maximum functionalism with thrift.”

“There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design.”Clare MacKichan, Chevrolet Designer

While the Falcon was a “clean sheet” design with uni-body construction, the Chevy had a front sub frame that bolted under the body. Power options were either a 2.5L 153 ci four-cylinder or a 3.2L 194 ci in-line six. Both were brand new, but the four was the first four from Chevy since 1928. There was no V8—yet. As did the Falcon, the Chevy II came in two- and four-door versions plus a two-door hardtop Sport Coupe as well as a convertible and a station wagon. The Nova was the top of the line and Chevy II sales were brisk at 326,607 units, but not as brisk as Ford’s rival.

Sales improved in 1963 when Chevy II had its best year ever with sales of 372,626 units, of which 42,432 were the new Super Sport featuring bucket seats, a floor shifter and special gauges on the inside and exterior emblems, hub caps and side moldings on the outside. Mind you, the package only cost $160.40. There was still no V8.

When the 195 or 220 hp V8 did come in 1964, sales tanked to a mere 191,691 units of which only 25,083 had the new 4.6L 283-ci V8 power. The cause of the slump was similar to that of the Falcon when Ford introduced the Mustang because Chevy intro’d the Chevelle and put a nail in the Nova. However, in April 1964, Chevrolet unveiled the “Super Nova” concept car at the New York Auto Show. A little fat through the middle, and resembling the ’63 Buick Riviera, Super Nova never made it to production.

The second generation Nova came in 1966 and it’s knife-edge styling may have been influenced by the Super Nova. Regardless, it was a sharper, better-looking car. Sales increased over ’65 but only to 172,485 cars, of which 43,265 were V8s. Maybe customers were confused by the sales brochure that proclaimed “Chevrolet Chevy II Nova Super Sport.” What really grabbed buyer’s attention was the new 5.3L Turbo-Fire 327 ci V8 producing 350 hp. With a close-ratio four-speed the Nova was finally a performance car—10,589 were sold. Nicknamed the “Chevy Deuce,” the ’66 327 car was a hot rodder’s dream.

One such hot rodder was GM designer Larry Shinoda, designer of several Corvettes. Folklore has it that Larry drove a tricked-out Chevy II, and driving into the GM Tech Center one day he was stopped by the security guard for what the guard perceived as overzealous driving. The guard apparently said, “Why don’t you try that again.” Not to be told twice, Larry backed up, gave it some revs, side stepped the clutch and smoked the tires right through the security zone. He never looked back and the guard didn’t move.

One of the first drag racers to see the light was Bill “Grumpy” Jenkins from Malvern, Pennsylvania, who without factory backing began racing “Grumpy’s Toy,” an L79 Chevy II in A/Stock class. Bill killed it but soon switched to the new Camaro. Much like Ford killing the Falcon with the Mustang, Chevy was about to do the same to the Nova with the Camaro. However, it was not dead yet. Meanwhile, “Jungle Jim” Liberman began driving Funny Cars in 1965 using a Nova body before building a new, steel-bodied Chevy II “Jungle Jim” Funny Car in 1966. Jim became a fan favorite with his 100-mph back-ups and quarter-mile wheel stands. Jungle’s touring success in ’67 prompted him to build a sister car for Clare Sanders for the ’68 season. Meanwhile, west coast fans cheered for header manufacturer Doug Thorley’s “Chevy 2 Much.”

Not to be told twice, Larry backed up, gave it some revs, side stepped the clutch and smoked the tires right through the security zone.

Gen III came in 1968 when the car was completely redesigned; unfortunately, the station wagon and the hardtop sport coupe were axed. Technically this was still a Chevy II available as a two-door coupe; a four-door sedan and bowing to European influence a three-door hatchback. The semi-fastback styling, the rakish grille and a slightly longer wheelbase put the car in a different bracket; it was still a compact but in reality in name only.

The big news for ’68 was that the Super Sport was now a real performance package that included a 295 hp version of the 5.7L 350 ci V8. Base engine was a 307. You could also get a big-block 375 hp 6.5L 396 with 415 lb-ft of torque at 3,600 rpm. There was also a choice of four-speeds or a three-speed Turbo 400.

The performance dealers were quick to see the sales potential and began ordering the L78 396s. Meanwhile, drag racer Dick Harrell, who had built cars for Nickey Chevrolet in Chicago, and Yenko in Pennsylvania, moved to Kansas City where he swapped 500 hp 427 Rat motors into Novas for Fred Gibb Chevrolet.

In 1969, Chevrolet dropped the Chevy II moniker and just called it the Nova—like everybody else. Power for the Chevy Nova SS model was increased to 300 hp and for the first time the SS came with front disc brakes. It was, after all, 1969. Unfortunately, the 396 option that was actually a 402 ci, was dropped the following year. In 1969, Yenko had ordered 38 Novas with the 396 option, but in 1970, Yenko ordered a further 175 equipped with the high-performance LT1 350 ci small-block V-8 used in the Camaro Z-28 and the Corvette. With an upgraded drive train, he called that model the “Yenko Deuce,” as in Chevy II. Unfortunately, however, new regulations were gradually eating away at the muscle and by ’73 the SS option was little more than a decal package. Nevertheless, the ’69 remains the quintessential Nova as evidenced by comedian Joe Rogan’s hot rod with ’69 Camaro fenders built by Steve Strope’s Pure Vision Design.

New, mandated energy-absorbing bumpers added to the length but not the aesthetics and sales of V8s declined. The last hurrah came in 1974 with the introduction of the “Spirit of America” to celebrate the upcoming 1976 bicentennial. The cars were painted a patriotic white with blue and red stripes and interiors. Meanwhile, the body was cloned for the Olds and Buick divisions, heck, even Pontiac got in on the game with its Nova-like GTO, albeit with a Pontiac signature split grille. It was badge engineering at its best.

Chevy Impala

What’s Not to Love?

If you’re like me, you often wonder at the origins of car names, until that is, the proliferation of alphanumeric nomenclature. But what of names like the VW Rabbit or the Beetle or the Chevrolet Impala? We know what a Rabbit and a Beetle are, but what’s a Chevy Impala? It’s actually a medium-sized antelope found in eastern and southern Africa that can run at 50 mph, however, in “Carland” it’s possibly the most popular Chevy brand of all time.

Introduced for the first time in 1958, the Chevy Impala came in a year when people were campaigning for nuclear disarmament; Elvis was called up into the Army and shipped to Germany. The big chart success that year in the U.S. was “At the Hop” by Danny and the Juniors that summarized the excitement coursing through American teenage life: Cruisin’ Main Street on the weekend, drinking root beer at an A&W, or eating popcorn at the drive-in; it was West Side Story on wheels and for them the Cold War was conducted on the back seat of a car—and what better car than the all-new Impala.

This era was immortalized in George “Star Wars” Lucas’ seminal 1973 movie American Graffiti that depicts a night in 1962 when kids cruise the streets before going off to college. Graduating senior Steve Bolander, played by Ron Howard, memorably loans his precious ’58 Impala to Charles Martin Smith’s character “Terry the Toad.” “When I was growing up, it was all about that car,” said NASCAR personality Ray Evernham, who recently restored the original movie car.

It was Chevrolet’s 50th birthday and the theme for the year was “Forward from Fifty.” To mark the occasion they had a complete redesign, and with performance de-emphasized, as a result of the 1957 racing ban, everything was lower, wider, and nine inches long. These cars were cruisers from the quad lamps to their gull-wings, with plenty of chrome in between. Chevy promised “the road smoothest, nerve-soothing ride imaginable,” and in doing so, entered the “boat race” to build ever-bigger cars.

“When I was growing up, it was all about that car.”Ray Evernham, NASCAR Personality

The automotive world was first introduced to the Impala under the Corvette brand in 1956 when GM unveiled a plastic-bodied, five-passenger, two-door sedan in the General Motors Motorama. This XP-100 “dream car” was a “big” Corvette with an emphasis on safety and sparing use of chrome, although that giant toothy grille belies that statement. Thankfully, it didn’t make it to production.

The production Impala for ’58 was more a progression from the ’57 Chevy, however, it was longer, lower, and wider. It was the first with dual headlights; the sharp fins of the previous year were now less aggressive and more sculptured, and to distinguish it from other models it had triple symmetrical taillights.

Under the hood, you could get a choice of 235, 283, or the whopping 348 ci W-series “Turbo-Thrust” V8 producing a max of 315 hp. A Ramjet fuel-injected 283 was also available but not popular.

The Chevy Impala immediately found a place in the hearts of Americans that was cemented when Chevy introduced the Super Sport (SS) to the market in 1961. The SS package was available on any Impala, including sedans and station wagons, and the power was increased with the 425 hp 409 ci V8 immortalized in the 1962 Beach Boys song 409.

Unfortunately, as often happens, the Impala and even the SS badges were affixed to some less than desirable automobiles; and while Chevy Impala remained Chevy’s best-selling model, the cars got bigger and the ’71 was the largest car Chevrolet ever offered. Newly introduced safety requirements increased the weight until sports models resembled Sumo wrestlers rather than sprinters.

The Impala immediately found a place in the hearts of Americans that was cemented when Chevy introduced the Super Sport (SS) to the market in 1961.

Eventually, in 1985, the nameplate was dropped, that is until 1992 when GM designer Jon Moss hot rodded a Chevy Caprice for the Detroit Auto Show. The four-door Caprice was a land yacht but Moss made it cool by lowering it two inches and throwing in an 8.2L 500 ci engine.

The Impala SS was an instant hit and went into production February 14, 1994, initially available only in black with a grey interior. It used the police 9C1 package including sport-tuned suspension, reinforced shocks and springs, a high-capacity reverse-flow cooling system and four-wheel disc brakes. In place of Moss’s 500 inches, Chevy installed a re-tuned 5.7L Corvette LT1 350 that made 260 hp and 330 lb-ft of torque. The big difference between the Corvette LT1 and the Impala LT1 was that the latter had iron rather than aluminum cylinder heads. It went zero to 60 mph in seven seconds which was not bad for a big car weighing in at 4,036 lbs—the cognoscenti loved it as did celebrities: you can count comedian Tim Allen, Billy F Gibbons of ZZ Top, Dexter Holland of Offspring, Jimmie Vaughan and many others as Impala owners.

The Impala has also inspired designers. For example, check out Thom Taylor’s Caprice wagon that he customized to represent a nineties version of a classic sixties Impala wagon. The old adage says: Build it and they will come, and it certainly applies to Chevy’s Impala.

Slampala

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

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

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

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

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

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

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

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

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

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

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

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

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

Halo Camaro

According to car builder extraordinaire Steve Strope of Pure Vision Design, Simi Valley, California, “A ‘Halo Car’ is an automobile model that lends prestige or attractiveness to the brands and other models of its manufacturer,” or to put it another way, “A unique automobile designed to draw attention to the brand.”

Steve is always very good at concocting the “back story” to his builds and is well known for his creativity when it comes to halo cars; if you visit his website you can see a number of them both past and present—cars like the “Anvil Mustang”, the “Martini T-5R Mustang”, and the “TT Camaro”. This second-gen ’72 Camaro was actually Pure Vision’s first Camaro project and the owner’s brief to Steve was to, “Build the baddest interstate flyer that is a comfortable long hauler that can cruise from SoCal to Vegas at a moment’s notice, keep a blistering pace, and do it in style.”

The required “blistering pace” is provided by a 427-cubic inch, cast-iron small-block Chevy V8 built by Tom Nelson Racing Engines in Chatsworth, California—and with twin “mirror image” NRE turbos, a billet, 16-injector “Alien” intake, and stainless steel headers by Aaron Cranford it produces a “throat clearing” 1,320 horsepower. Incidentally, the engine is set back 3 inches while the Ron Davis radiator is pushed forward 3.5 inches—and that heat shielding? That’s 24 kt. gold-plated shielding as used by McLaren.

“Build the baddest interstate flyer that is a comfortable long hauler that can cruise from SoCal to Vegas at a moment’s notice, keep a blistering pace, and do it in style.”

Backing up the power plant is a McLeod clutch and a double-overdrive, 6-speed, close-ratio Tremec Magnum transmission Cryogenic treated and massaged by the folks at Modern Driveline in Caldwell, Idaho, to withstand the staggering horsepower loads.

Power is put to the ground courtesy of a Jim Meyer Racing sub-frame in front and Ride Tech four-link in the rear with JRi Shocks coil-overs. Up front, Steve chose to go with coils from Hyper Coils. Stopping the Pirelli Corsa tires mounted on 18- and 19-inch HRE Wheels rims are 6S calipers and 13-inch rotors from Baer Brakes.

With the engineering work complete, the Camaro was shipped over to Steve’s collaborator Mick Jenkins at Mick’s Paint in Pomona, California. Mick and Steve have worked together on a number of award-winning projects and the Camaro was to be no different.

There are no cutting corners at Mick’s and the Camaro was stripped to bare metal before Anvil carbon fiber panels were installed to replace the stock fenders, inner fenders, nose, front spoiler, deck lid, rear spoiler, and hood that features Ringbrothers billet hinges and custom, built-in heat extractors. The carbon bumpers are from Custom Works Products. Meanwhile, the stock door handles were replaced with Aston Martin flip-out handles. After some extremely careful prep and masking, the car was shot in Aston Martin Tungsten Silver.

“Your interior is where you enjoy the driving experience. Don’t treat it as an afterthought.”Steve Strope, Pure Vision Design

The interior is luxury personified and built to the owner in the style of an Aston Martin with acres of Aston Martin Bitter Chocolate leather and Alcantara suede-like material expertly French-stitched by Eric Thorsen Custom Upholstery in Agoura Hills, California. According to Steve, “Your interior is where you enjoy the driving experience. Don’t treat it as an afterthought.” Incidentally, the TT Camaro’s air conditioning was upgraded with Vintage Air, the shifter and knob are customs made, meanwhile, Steve completely redesigned the instruments using AutoMeter movements.

The bezels were machined at White Rhino Industries in Simi Valley, and the faces were tech’d at Redline Gauge Works in Santa Clarita, California. The shortened column is from Flaming River. There is also a touch-screen control panel from ISIS that enables you to control functions such as unlocking doors, turning on lights, activating windows or controlling accessories wirelessly from a mobile device such as an Apple iPhone^®, the iPad^®, or the iPod touch^®.

Proof that the TT Camaro is one rad ride is that it won the prestigious GM Design Best Vehicle of the Show Award at the SEMA Show and it doesn’t get much better than that.

Chevy C10

The New Lil’ Deuce Coupe

There are certain vehicles that at some point in the earth’s rotation of the sun catch the public’s attention: The ’32 Ford, the ’55 Chevy, the ’64-1/2 Mustang, the ’67-’71 Chevy C10 trucks. Wait. Chevy trucks? Yes, the ’67-’71 Chevy C10 trucks are hot, in the spotlight, getting their day in the sun. Right now they’re killing it.

It’s difficult to pinpoint exactly when, how, why and where this trend kicked off but certainly Delmo and Holley Performance Products were right there at the beginning. Canadian Del Uschenko’s Delmo’s Speed and Kustom in Prescott, Arizona, got his start in the hot rod business working for the likes of Troy Ladd’s Hollywood Hot Rods before branching out on his own saying, “I built my own C10 in 2010 and suddenly, it took off and I’m building trucks for a string of customers.”

Patinated, bagged in da dirt—Delmo builds the lowest C10s—and fitted with Del’s signature smooth “Delmo” wheels. “I built the first set from some old CenterLines and factory caps,” said Del. “But now I use Intro Wheels while Mike Curtis Design makes most of my other parts that include coil re-locators, engine kits, and valve cover adapters.” Two of Del’s most popular products are his replacement billet aluminum doors handles and his new inner fender panels.

Recently, Del moved from Burbank, California to Arizona, saying, “There’s a great truck scene here. I have a lot of friends and somehow it’s less competitive than L.A. We help each other rather than fight each other.”

Likewise in 2010, but two thousand miles away in Bowling Green, Kentucky, Holley initiated their own ’67 small-window, C10 “shop truck”. According to Holley CEO Tom Tomlinson, the shop truck featured an LS3 engine and Holley’s HP self-learning, EFI fuel injection.

At that time, that was one of the first aftermarket injection systems for the new aluminum LS3 engine that had been introduced on the Corvette in 2008—it was, at the time, the most powerful base Corvette engine in history. The engine featured big-block Chevy-style, coil-pack covers, and a dual-snorkel air cleaner and, of course, EFI. Tom said, “We wanted to show people that you could have modern reliability and drivability with that vintage look.”

The great stance of the Holley truck was in part due to the six-pin, Halibrand-style knock-off wheels by Mike Curtis Design. To see the Holley truck in action, check out the episode of Jay Leno’s Garage.

“We wanted to show people that you could have modern reliability and drivability with that vintage look.”Tom Tomlinson, Holley CEO

There’s a lot of enthusiasm for GM’s LS-series of hi-performance engines that, despite their ugly coil packs, can be made quite attractive albeit with a lot of makeup. Today, there are several versions including the LSA, a factory supercharged 6.2-liter, along with a host of aftermarket speed and dress-up parts.

For example, we spotted Louie Atilano’s white ’65 at Mick’s Paint in Pomona, California, where they were installing an LS3. “We didn’t start the build or paint Louie’s truck,” said Mick, “However, we are doing final assembly which included the installation of a full tubular front suspension and brake kit from Classic Performance Products. It was a straight forward install and the LS swap is a simple one that we have performed on a lot of sixties vehicles.”

GM began production of the C/K line in 1960 with C standing for 2-wheel drive and K for 4-wheel drive; however, it’s the second-generation 1967 to ’71 trucks that are the most sought after. GM called them the “Action Line” when they began improving comfort levels with coils springs up front and leaf springs in the rear. They were also known as “Glamour Pickups” but that is not to say that the models either side of the ’67 to ’71 sweet spot are not popular, they are an increasingly so.

Production numbers for the ’67-’71 golden years are approaching 1,500,000 total units with just under 300,000 being produced respectively in 1967 and ’71, more than 400,000 in 1969 and just less than 400,000 in 1972. There is a staggering number out there to choose from but as they were built primarily as workhorses, many have suffered. That said there are replacement parts galore from companies such as Brothers Trucks, Classic Parts, LMC Truck, and many more. United Pacific, for example, has nearly 70 items for the ’67 truck alone. The problem is not one of availability; the problem is one of deciding from all the available options. For example, Truck and Car Shop has separate 150-page catalogs for 1947-’59, 1960-’72 and 1973-’87 trucks.

Complete frames and chassis are also available from companies such as Art Morrison, Pro Performance, Roadster Shop, Speed Tech Performance, and Scott’s Hotrods ’n Customs. Kevin Tetz of Paintucation chose a chassis from Schwartz Performance for his latest project “C-Tane” that can be seen on his show “Hands on Cars” on Amazon.

“They’re plentiful, not too expensive, there are plenty of parts available, and they’re easy to work on.”Michael Hope

One young guy starting out in the hobby is 19-year-old Michael Hope who crews on Ron Hope’s AA/Fuel Altered Rat Trap. He’s also the ‘fly-in’ guy for Bobby Hilton’s AA/Fuel Dragster and Tony Lombardi’s 7.0 Pro in NDRL. His ’84 short bed is his first real build and it will be used to support his grandfather’s racecar. “These trucks are a great place to start. They’re plentiful, not too expensive, there are plenty of parts available, and they’re easy to work on,” commented Michael.

Rather than a new frame, Michael decided on Ride Tech tubular A-arm front suspension and No Limit four-link in the rear with Viking coil-overs all round. “The stock frame is strong enough,” said Michael. “I just wanted it lower to look more like Thom Taylor’s rendering.”

The stock power train has been replaced with a Chevrolet Performance 350 crate engine and a 700R4 trans. Still, under construction at the time of writing, Michael plans to hot-rod the motor with Holley’s Sniper EFI assembly including the Sniper ignition system and long-tube headers. “Holley has done all the engineering,” said Michael. “I don’t need to mix and match parts.”

Pre ’67 trucks are likewise popular and we went to check out Dave Keister’s stack injected, gasser-style ’65 being built at Jimmy Shine’s Speed Shop. Up front, it has a drag-style straight-tube axle with power from a Crower-injected 572 ci Dart big-block with a giant Currie rear end and gold anodized American Rebel wheels.

An interesting “concept” truck coming together at Steve Strope’s Pure Vision Design in Simi Valley is a ’67 for Bob Florine of ARP Racing Products. Steve’s what-if question was, “What if Chevy was building their own shop truck and used parts from a 427 Corvette? We found all the right parts including a 427 block, L88 heads, ‘Snowflake’ intake and Tri-power, a date-coded Muncie 4-speed and the ’Vette independent front and rear suspension. It’s even going to be painted Marina Blue by Mick’s Paint.”

In Huntington Beach, California, designer and “Overhaulin” TV personality Chip Foose took a similar but different “what-if” approach with his own ’67 C/28. It began when he found an original Z/28 Camaro 302 engine date-coded to the day to match the ’67 C10 he already owned. Chip then explored what the factory might have done had they dropped the Z/28 302 into a C10.

The 302 was ported, polished, and made to work in a modern environment while the stock chassis was upgraded with Hotchkis suspension and brakes and a unique set of Foose five-spokes.

You can tell, there’s a lot of activity in the C10 world and prices are beginning to creep up. However, at the Kennedy Brothers in Pomona, California, there were three C10s: a ’69, a ’72 and an ’86, all for sale. There was also a ’72 Blazer that belonged to Jay Kennedy’s wife. “She drove it all the time with the roof off,” said Jay. “Now I have to freshen it up before the summer.” 2WD Blazers, especially the ’72 model, is, of course, sought after as the front-end changed dramatically for ’73.

I have too many friends who have made purchases only to find that the “other” side of the truck, the side not shown in the photographs, is not up to par, sometimes not even there.

We came across numerous classic C10s both customized and stock as we drove around Pomona. As you would expect, prices are across the board according to the condition. The first thing to check before you buy is that the truck has a title. Often, these trucks have sat for many years without being registered. You need to know that it has a title before you make the purchase.

There is an I.D. plate riveted to the doorpost that states the vehicle’s gross weight limit (weight of truck plus it’s maximum allowed load) plus stamped digits that give the assembly plant year, size of the truck, month built, and sequential numbers as it came off the production line. These plates are necessary for positive vehicle identification and in some cases registration.

Another thing to beware of is the long bed that has been hacked into a more valuable short bed. That’s not to say that it hasn’t been done properly but you have to get under there and take a look. Obviously, being primarily a work truck you have to consider the condition of the bed and what it might cost in time and trouble to restore or even replace.

Many of these working trucks are being pulled out of the snow belt because they are usually cheaper than trucks from the dry Southwest—many of which have already been picked. Examine the truck all over and especially underneath for signs of rust or hasty repair.  Yes, it’s all fixable and the panels are available, but at what cost? Also, beware of a freshly painted truck or a truck in primer as a primer can cover a multitude of sins, especially if the seller says, “Oh, we were just getting ready to paint it.”

“It’s better to buy a rougher truck that has original paint and even original rust,” said Mick Jenkins of Mick’s Paint. “At least you can see what you’re buying.”

My final piece of advice for a would-be C10 purchaser is to beware of buying a truck sight unseen off the internet. The internet is a great way of finding a vehicle but beware of the unscrupulous seller. Go and look at the vehicle and take a friend for an unbiased, second opinion. I have too many friends who have made purchases only to find that the “other” side of the truck, the side not shown in the photographs, is not up to par, sometimes not even there. Caveat emptor—buyer beware.

Bias Ply vs. Radial Ply Tires: What Is the Difference?

When it comes to your standard driving tires, bias ply hasn’t been a term used in decades to describe the latest and greatest tires coming out on high-performance cars. In the racing, trailer, and even motorcycle worlds we still see bias ply but, even then, it’s quickly being displaced by radial tires. So, what is a bias ply and why has it been replaced by radial ply tires?

What’s being referenced when you talk about bias ply and radial ply are how the cords that make up the carcass of the tire are run from bead to bead. You’ll never see it until you wear the tread beyond its rubber layer. The term “bias” and “radial” are describing how the patterns of the ply are done.

A bias ply tire has its plies in a crisscross pattern as they overlap each other. So, one ply will lay in one diagonal (between 30- and 40-degrees from the direction of travel) while the other will lay in the opposite direction and would make an “X” if you were able to see through them. You can have multiple plies in a bias ply tire, too, usually in 4, 6, 8, or even 10 plies.

Most will be 4 plies, though. Bias ply tires also use far more rubber to create both the sidewall and tread as well as being supported by the plies. This was how tires were done from the 1930s all the way into the 1970s, with the last few cars coming with a bias ply in or around 1974.

A bias ply tire is far more flexible, so they can make for great off-road tires and drag radials where sidewall flex is beneficial. They also exhibit better traction at low speeds and in straight-line travel.

[Bias ply] treads wear faster and exhibit more rolling resistance, so you go through more money as you use up the tires and your gas far more often.

Because so much rubber is used, they are far more resistant to cuts and punctures. However, because they use so much rubber and are more flexible, they lose traction in cornering because they tend to roll-over on to the sidewall.

The treads wear faster and exhibit more rolling resistance, so you go through more money as you use up the tires and your gas far more often. This also means you’ll get flat spots if you allow a bias ply tire to sit on the vehicle’s weight for too long. You’ll also feel like your wandering due to cracks, ruts, and bad driving surfaces as these tires tend to follow those deformations.

While the tread isn’t directional, the way you rotate bias ply tires for maintenance is specific to them. You’ll take a left rear tire and move it to the left front, left front to the right rear, right rear to the right front, and right front to the left rear. Well, unless you have five tires (where you can use the spare as a normal driving tire) and then the left front becomes the spare and the spare moves to the right rear.

A radial tire, however, has its plies in a 90-degree pattern from the direction of travel from bead to bead (or radially from the center of the tire and where they get their name from). They have been around longer than most people realize, with tire patents dating back to 1915 by Arthur Savage in San Diego, California (the patents expired in 1949).

In France, Michelin designed, developed, patented, and commercialized a radial design by their researcher, Marius Mignol, in 1946 and Michelin X radial tires were installed as a factory standard tire for the 1948 Citroen 2CV.

…[Radial ply tires] have been around longer than most people realize…

The first factory standard radial tire for the US is credited to the 1970 Lincoln Continental Mark III after the August 1968 issue of “Consumer Reports” showed that they had better tread life, better steering characteristics, and less rolling resistance.

What makes the radial superior to bias ply tires (outside of high-load capacity) is that those radial cords allow better flex. It makes a tire act more like a spring and improve riding comfort even as load capacity rating increases. This also increased tire life as the flexing required was easier than bias ply, which would resist and begin to overheat the tire. Because of its radial pattern and using less rubber, you’re able to run a much wider and flatter tire footprint.

These tires will also have a rigid set of belts to reinforce the tread, usually made of steel, Kevlar, polyester, Twaron, or sometimes even a combination of them. That means that your sidewall and tread function as two independent part of the tire instead of one like a bias ply.

These belts can also be added between plies to meet specific design goals like reinforcing the sidewall for puncture resistance, increasing load capacity, and many other objectives.

Because of that and the expansion of rubber compounds using silica, we’re starting to see more and more applications that use radial tires over bias ply. In racing, many tires are now radial over bias because of the advantages of feel and character of the radial.

Much like the carburetor, the bias ply won’t go away but it will be only around for the niche.

Even drag radials are offering more straight-line grip and sidewall flex needed for powerful launches on the strip with the added benefit of not needing inner tubes.

For off-road, radial tires offer better flex and more grip on the rocks and sand. Trailer tires have even begun to make the switch to radial, even in higher load capacities typically reserved for bias plies. If you’re trying to look period correct, there are even radial tires for you.

The short story is that the areas where bias ply dominated are no longer solely for them. Radials have become an acceptable replacement in those areas. As ply and rubber technology continues to improve, the need for any type of bias ply will be left for those who are just in it for numbers-matching correct restoration. Much like the carburetor, the bias ply won’t go away but it will be only around for the niche.

Classic Tri-Five

1955 to 1957 Chevrolet Car History

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

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

Prior to 1955

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

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

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

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

1955, The 265 V8, and The Nomad

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

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

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

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

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

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

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

1956

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

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

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

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

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

1957 and the Turboglide

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

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

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

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

How A Turboglide Works

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

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

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

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

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

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

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

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

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

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

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

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

The History of the GM C/K Truck

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

First Generation – 1960 to 1965

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

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

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

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

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

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

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

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

Second Generation – 1967 to 1972

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

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

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

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

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

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

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

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

Third Generation – 1973 to 1987

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

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

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

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

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

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

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

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

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

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

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

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

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

Fourth Generation – 1988 to 1999 GMT400-Chassis

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

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

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

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

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

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

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

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

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

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

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

Hot Rod Wagon:  Classically Modified 1955 Chevy Nomad

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

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

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

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

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

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

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

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

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

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

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

We certainly wouldn’t mind being caught in it.

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

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

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

Cowboy Cadillac: ’68 El Camino

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

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

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

…business up front, party in the back…

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

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

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

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

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

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

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

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

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

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

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

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

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

Hip to be Square: 1974 Chevy Cheyenne

GM’s “Square Body” pickups are red hot these days, but Raymond Ernandez’s Cheyenne bucks the trend of pro touring over-restoration

Just like the muscle car is something that could only be invented in the USA, the pickup truck as a personal vehicle (and not just a farm implement or tradesman’s workhorse) is a uniquely American thing. Combine a two-door cab with a short bed and you have a vehicle with the intimate passenger compartment of a sports car and the practicality to haul a half-dozen beer kegs or a weekend’s worth of gear for the deer camp, should the need arise. It didn’t take much rationalization to talk yourself into one instead of a station wagon or four-door sedan, in the same way people convince themselves that a “crossover” SUV is a better answer to their needs than a minivan today. The single-cab short bed pickup perfectly occupied that space on the Venn diagram where coolness and practicality overlapped.

Between the 1973 and 1987 model year, General Motors built an absolute metric buttload of C/K series third-gen full-size pickups to this formula, and they proved to be popular, reliable, and to most people, disposable. Anyone who thought at the time they’d be sought-after rides thirty-five years down the line would be considered insane, but they’d also be right. Today, these “square body” pickups have a huge following, and you can’t do an online search for them without coming across a plethora of lovingly restored examples and scores of immaculate pro-touring builds.

The truck you see here is neither.

…perfectly occupied that space on the Venn diagram where coolness and practicality overlapped.

In Corvette-speak, it would be called a “survivor,” but a better term for Raymond Ernandez’ 1974 Chevy Cheyenne Super Custom Fleetside would be “honest.” Per Raymond, “I’ve always been a fan of the square-bodies, and when I spotted it, I knew it was a diamond in the rough.” Bought just over a year ago in (mostly) factory-original condition, this Spanish Yellow truck shows the years and the miles but has the kind of authenticity and honesty many enthusiasts try to restore away. Under the hood is the original 454 big block, topped by an anonymous chrome open element air filter perched on the 4-barrel and strapped with tubular headers of unknown origin, just like every Chevy V8 pickup wore back in the day.

“It’s currently a work in progress,” he admits, with only a few changes made since he obtained the truck. Three-inch drop spindles in front and a flip kit in back give the Cheyenne a modern stance, but the real key to the retro-cool look is the combination of 15-inch Rally wheels (8 inches wide up front, 10 in back) with Milestar Streetsteel tires in 245/60 and 295/50 profile front and rear. Tire technology has come a long way since the square-body trucks last left the assembly line, and these tires incorporate modern engineering with classic styling, including a contemporary all-season tread design and a timeless raised white letter sidewall. It’s the perfect combination of the right look for this truck with the performance that nothing from that era could touch.

…they proved to be popular, reliable, and to most people, disposable.

Raymond has a few different cars and trucks in his garage, but the Cheyenne gets the nod for both practical pickup duty and weekend outings. “I mainly take it to local truck shows and cruises where I can take my little boys along,” he explains. “They’re growing up to enjoy the truck and classic car scene.” While the C10 might have been unappreciated as more than just a working truck in its day, it’s great to see people like Raymond Ernandez passing the love of these once-overlooked mainstays of American automotive culture down to the next generation.

Party Time:
Joe Rogan’s Chevy “Novaro”

As the trend for hot rodding muscle cars of all shapes and sizes continues to grow the desire and sometimes need to be different grows with it. However, as hot rod guru Pete Chapouris once said, “It’s not about being different. It’s about doing the right stuff in a different way. More is not always better, less is usually more.”

The exception that proves the ‘less is more’ rule is this new ’69 “Novaro” from the talented teams at Steve Strope’s Pure Vision Design, Mick’s Paint and Joey Angelo. In typical fashion, Strope had the vision to combine the aesthetics of a ’69 Chevy Nova and the four fenders of a ’69 Camaro—the ones with the speed flashes coming off the top of the fender lips. It’s a unique idea that nobody else conceived.

To execute the work Strope turned to Mick Jenkins at Mick’s Paint, Pomona, CA, and ace metal shaper Joey Angelo. Joey’s work was well known as he worked his magic on Bob Florine’s ’57 Ford Del Rio Ranch Wagon that was another Pure Vision/Mick’s Paint collaboration. Incidentally, the wagon was voted Street Rod of the Year by Street Rodder magazine.

In the case of the Novaro being built for comedian Joe Rogan, Strope’s vision was to adapt the distinctive ’69 Camaro fenders onto the iconic shape of the same year Nova. Easy peasy, right? Not so fast. The Nova is kinda slab-sided whereas the Camaro is actually quite bulbous through the sides. Sure, the Camaro fenders lay onto of the Nova but the side profiles of each car are very different and making ends meet was not simple. Likewise not simple was reshaping the doorjambs front and rear.

Being able to see and understand how metal is formed and how it can be massaged and shaped is an art and Joey nailed in less than three months saying, “It was not easy. The Nova needed some restoration before we could even begin the modifications and its sheet metal is original, old and somewhat thicker at 19 gauge compared to the new 21 gauge Dynacorn fenders. Trickiest part was the front of the fenders where I had to blend the curved Camaro panels into the flatter Nova fenders. Also, the front jambs were very complicated to shape. All told, there was almost 200 feet of welding, hammering, picking and filing.”

The result of Joey’s labors and those of his sometime assistant Paul Carroll were unveiled in a private ‘reveal’ in an exclusive garage in Van Nuys, California. The event coincided with the debut of Strope’s new TV show called Hand Built Hot Rods showing on the MotorTrend Channel. Luckily, stateofspeed.com was on the VIP list and we got to see Rogan literally speechless when the cover was pulled back and the car that he had never seen before was revealed. It was like handing over a baby to a first-time father.

Obviously, there’s still a lot of work to do to finish the build. It will go back to Pure Vision Design in Simi Valley for mechanical working including the installation of a blown-Corvette LT4 engine. Then it will go to Mick’s Paint for final body and paintwork. Expect to see it finished sometime this year.

Living the Dream: The Impala SS

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

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

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

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

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

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

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

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

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.

High School Sweetheart:
A ’70 Chevelle to Remember

When Mike Hegarty was just 17 years old in 1981, he bought a $1000 1970 Chevrolet Chevelle that he was going to flip for his friend, Bob. However, after driving it, he called his buddy to tell him he had good news and bad.

“The good news,” Mike said, “is that I’m in love.” His buddy, not sure what Mike was on about, asked him what the bad news was. “It’s with this car you’re supposed to be buying and you’re not getting it,” he laughed. Bob, though sad was very understandable about the situation. Even at just 11 years old, a 1970 Chevelle was still too hard to pass up. It was a car Mike could never truly part with considering he’s had it for 37 years now.

It’s not the perfect Chevelle, mind. “The engine numbers don’t match,” admits Mike, “but any car that was designed from the factory to beat on wouldn’t be.” His car has even had several engines, transmissions, and rear ends changed two or three times since he’s owned it. “I’ve always treated the car like it was meant to be,” he continued, “It’s a hot rod. I can leave the car sit for a year, get in it and drive it a mile and start side-stepping the clutch and driving it hard.”

That wasn’t its only imperfections. The paint was lacquer checked, also known as crows’ feet, where it starts to crack due to weather exposure. “About two-thirds of the paint is still original with spotting here or there to fix it,” he says. Ironically, when he bought it, a car would have been sanded back down and resprayed to get rid of it, “now, the world has changed, and this look is desirable. It doesn’t need a paint job,” Mike laughed.

The engine currently in it is a 1973 454-cu.in. Big Block Chevy V8, but not much had been done to it. It came out of an old motorhome that his Uncle John had and ran very strong. The motorhome was also the tow vehicle for the Bonneville race car they owned. It was tough enough to outlast the body panels that were slowly being eaten away by the salt. So, when they finally rotted away, Mike pulled that hard running 454 out and put it into his Chevelle.

It still has the four-speed M21 Muncie, but now has a bolt-on Gear Vendors overdrive unit sending power to the rear end that was installed by Broadway Automotive & Transmission in Oakland, CA. “It’s getting tired now,” says Mike, “it’s starting to get a little grey smoke when I start it up in the morning.” The plan is to replace it with a new Chevy Big Block of some sort.

The transmission tunnel had to be modified due to the overdrive unit, so it and the hump in the seats were modified for its fitment. That’s not to say it’s not improved upon. Much like his C-10, this 1970 Chevrolet Chevelle would get option parts from wrecked classics from his dad’s, Ed Hegarty, wrecking yard – Deal Auto Wreckers. For many, many years, his dad, known as “The Deal Father,” and this yard were the source for classic GM and other vintage car parts. He was also a member of the Bonneville 200MPH Club with his partner, Dave Dozier in the Chrysler flat-eight powered Dozier and Hegarty Streamliner. It had a top speed of 233-MPH and went 300-plus-MPH in 1994, the first-ever Hemi-crate engine steamliners to do so.

His Chrysler connections didn’t stop there, either. From 1996 to 2001, Ed supplied Plymouth “Hemi” ‘Cuda Convertibles for the CBS TV show, Nash Bridges. They weren’t the star cars but were the dummy and stunt cars that would get torn up. A few were even six-cylinder powered versions. Probably the prized cars in his collection, however, were the Grand National Roadster Show America’s Most Beautiful Roadster (AMBR) winning “Deuceari,” a Ferrari 330-powered 1932 Ford highboy and the 1940 Dick Bertolucci/Buddy Ohanesian built 1940 Mercury. A ’40 Mercury convertible sedan turned with a custom hardtop in the 1950s. Sadly, Ed passed away in December of 2012 and Deal Auto Wreckers closed permanently not many years after.

Going back to the Chevelle, the suspension is still the stock suspension as from factory, with only wearing parts replaced not long ago. “Just a year ago,” Mike admitted, “I replaced the worn-out shocks, brakes pads and shoes, and wheel cylinders.” It has “OEM Plus” modifications, just like his C10 but from other GM cars. The seat is a recovered Strato Bench seat, a bench that has a folding center armrest, pulled from a mid-size GM car. Though, it had to have its tunnel reshaped to also fit the overdrive unit just like the transmission tunnel in the floor. The Chevelle also has power windows and brakes and even features the fiber optic headlight monitors on the fenders. The wheels, though, are Halibrands in 15×7 and 15×8 with simulated “knock off” center caps wrapped in classic looking Milestar Streetsteel tires in 245/60 front and 275/60R15 rear.

If you’re surprised by the lack of hot, over-the-top parts, you’re in short company. “You know,” says Mike, “not every car needs to be a show car or even a hot rod.” We can’t help but agree after looking at both of his examples. This 1970 Chevrolet Chevelle is a great example of a car that’s cool just for how original GM it is. Sure, it’s modified but it’s all parts that were available from GM for the Chevelle or any of their other mid-sized cars. Working with factory parts, even NOS parts, means you are getting factory fit and quality. It’s a great lesson on how to build a hot rod without breaking the bank and building with overly expensive and custom parts.

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.”

Is this ’69 Chevy Camaro SS Classically Original?

Curt Hill’s 1969 Chevrolet Camaro SS

It’s the dream car for many people around the world and screams absolute “Americana.” The 1969 Chevrolet Camaro SS is a car that captures the imaginations and romanticization of writers, directors, and car customizers. When you say “Camaro,” Curt Hill’s example will be the exact image people will have pop in their heads.

When it was built, the Camaro was Chevy’s answer to the Pony Car – a small, rear-wheel drive coupe with either an inline-six or V8 and a “live” rear axle. It was based on the F-body platform and it was a long-lived one. The first built in 1967 and ended in 2002 in favor of the Zeta-platform when the Camaro returned in 2010. The F-body was based off the X-body, a compact for its time platform in which the Chevy II and Nova, Buick Apollo and Skylark, Oldsmobile Omega, Pontiac Ventura and Phoenix, and the Canada only Acadian were built on. The only cars that were made with this chassis code were the Camaro and Pontiac Firebird. The first-generation specifically, which is what Curt Hill’s 1969 SS is, was carried over until November of 1969 due to delays in designing the second-generation chassis.

When the Camaro dropped in 1967, it came with three submodels (not including the base model) and packages upon packages as options for potential owners. You had the RS, which was mostly an “appearance” package that had hidden headlights and different taillights. The backup lights were under the rear bumper and you got RS badging on top of the brighter exterior trim. Then there was the Z/28, a high-performance package to work within the SCCA Trans-Am series rules, meaning it had a solid-lifter 302-cubic inch V8, four-speed manual transmission, power disc brakes, and two wide stripes down the hood and trunk lid.

Then you had what would become the package everyone in high school at the time wanted – the SS or Super Sport. It was the signature that indicated you had the best parts from the General outside of a COPO. You could get it with either a 396-ci V8 or the L48 High Output Chevy 350 V8. The chassis was upgraded to handle better and deal with the bigger power of the 350-High Output and 396. Further distinctions included the non-functional hood inlets, special striping, and that unmistakable SS badging. Before the Camaro, SS-badged cars were a mark of high performance with the Monte Carlo, Nova/Chevy II, El Camino, Chevelle, and Impala all carrying it.

The Camaro just continued to stamp in credits of its legacy, even to this day. In 1969, the final year of the first-generation with its own unique body design, the SS could be ordered as an RS/SS package. However, many laymen have trouble spotting the differences from 1967, ’68, and ’69 Camaros, but the immediate thing to look for in a 1969 is the lack of vent windows in the doors as that tells you it’s at least a 1968 model. The grill also has a deep “V” shape to it over the 67 to 68 as well as the deeper set headlights make the front end distinct to the ’69. The ’69 also looks wider and that’s because it is as the front and rear fenders are pulled out wider than the 67 to 68 and the doors also had to change to match the shape.

Curt’s is a standard SS, one of the 34,932 sold in 1969 and of the 243,085 total Camaros sold that year. His version is the 350 SS with the L48 engine, which came in all SS cars with the 350-ci V8 in 1967 to 1969 where it became available for all of Chevrolet’s car lines that could fit it. It’s a very different engine from the Generation One GM Small Block V8s. This 1969 is original, so it’s the version features a four-bolt main cap block (casting number 010) holding in the crankshaft with cast pistons moving in the 4.00-inch cylinders with 041 or 186 casting heads. Up top is a four-barrel Quadrajet carburetor with a hydraulic lifter system on a matching cam bumping the pushrods up and opening the valves. With a compression ratio of 10.25:1, the 1969 L48 can produce up to 300-horsepower and 380-lb/ft of torque.

The only modifications done to Curt’s engine is the addition of a custom painted carburetor hat (with Hill’s Rod and Custom) with an aluminum intake manifold under that and a set of custom painted valve covers. The only other modification was the addition of a set of trac bars under the leaf springs to help alleviate wheel hop. Other than that, it’s pretty much as he found it. The reason it looks as good as it does is due to it being in storage since 1988. He purchased the car and, other than the carb hat and valve covers, put on a new set of Milestar Streetsteel tires sized in P235/60R15. While these are P-metric sized tires, they are the closest to match the classic look and style of the of the 15×7 Z/28 Rally style wheels while offering modern radial tire construction.

Curt’s car is a barn find if it didn’t get found in a barn. It’s a very original, if a little hotter than OEM, Camaro SS. It certainly would look right at home on the streets of Van Nuys or Pleasant Hill, CA during its original heyday. It looks just as good now as it did when it was stored almost 30 years ago, maybe better now that it’s running around instead of sitting in the dark. We unquestionably enjoyed looking at it for this feature.

Wanderlust: The 1956 Chevy Nomad

Finding A New Home For A 1956 Chevy Nomad

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

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

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

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

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

Mysterious Stranger: 1956 Chevrolet 3100

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

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

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

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

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

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

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

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

From Show to Go:
1967 Chevrolet Chevelle

The yearly pilgrimage to the Las Vegas Convention Center for the SEMA Show draws hundreds of vehicles built specifically for that event, showcasing the latest, newest, and best the automotive aftermarket has to offer. Whether they’re million-dollar concepts from an OEM or a one-off custom put together by a shop with one lift and an open trailer, they’ll get a few short days in the spotlight before fading into history. Many won’t even set a tire tread on asphalt beyond the trip between their transporter and the convention center floor. This 1967 Chevrolet Chevelle isn’t one of them.

The 1967 Chevelle you see here was crafted for the 2013 SEMA Show to highlight TMI Products’ XR interiors for classic cars, but after it had its 15 minutes of fame on the convention center floor, it didn’t suffer the same fate as so many SEMA cars do, relegated to the back corner of a shop or sold to a collector with more time spent with a microfiber cloth in hand than the steering wheel and shifter.

Instead, owner Jimmy Dingwell did the unthinkable – he actually drove it, and drove it a lot. So much so that when we recently caught up with it a few years after its SEMA debut, it was in the hands of Darin Smith at DWS Classics in Huntington Beach, California for a little refreshing.

“Right after SEMA, they got out and drove this puppy. It was in a couple of magazines, and then right afterward they started driving it,” Smith explains. “It came to us needing some maintenance. Even SEMA cars wear out and end up needing some love too, I suppose. When it came in it was making some noise – the exhaust was banging up inside the quarter panel of the car and it had some suspension bushings that were worn out, so we went in and re-bushed it to get rid of some of the thumps and knocks in the car.”

Along with the general TLC, the Chevelle was also in need of new rubber, and Milestar MS932XP ultra-high performance tires were the go-to choice. “It’s got a performance suspension and brakes, and it handles pretty darn well,” says Smith. The W-speed rated MS392 XP, designed specifically for 18, 19, and 20-inch wheels and low-profile applications has the exceptional grip, stability, and comfort to match this Chevy’s top-tier handling capabilities without sacrificing wet traction – an important feature for a car that gets driven in the real world.

“It’s quick, it handles, and it’s a lot of fun to drive,” Smith continues. “It has a manual transmission – a Hurst-prepared 5 speed – and manuals are always more fun.” The Rapp Racing 355ci Chevy small block delivers an estimated 550 horsepower and serves as the only source of audio for this Chevelle. Per Smith, “It handles and stops nice, and it has AC. It just doesn’t have a stereo. It’s nice to hear all that music from the engine…”

With the wear and tear addressed, this former SEMA star is back on the road and ready to be enjoyed once more, the way classic cars should be. “It’s a real nice, clean, well-built car,” Smith concludes. “What more can I say? Everyone who sees you driving it gives you a thumbs up. You can’t be shy in that thing.”