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. 

A Closer Look at the 2021 Ford Bronco

Does the New Model live Up to the Hype?

There’s a lot to be said about the re-release of vehicle models that go on years-long hiatuses. Some will love, like, or downright hate a factory’s new rendition of an old classic. We’ve seen old muscle car nameplates flex once again in recent years, and while the resurrection of the Chevy Blazer did receive some positive attention at the jump, it really doesn’t seem to be making a lasting impression amongst truck and SUV fans as the 2021 Ford Bronco promises to deliver. 

While we could go on a bit longer about why the Blazer didn’t live up to its expectation, we aren’t really here to touch on that. What we are here to do, however, is to examine just how new Ford Bronco stands to live up to the absolute legend that is its past self. While this task seems easy enough to do, it somehow feels a lot like dissecting a modern classic movie remake. Casual or impartial fans will see the new Bronco for what it is without being overly critical than decades-deep Bronco fanatics who will hold Ford directly responsible for not building their favorite truck “like they used to”. 

While this seems like dangerous grounds to be standing on, the Bronco does have a lot going for it, which makes it highly capable of scoring valuable points from across the many categories of admirers across the market. 

Let’s first start by taking the diehard first gen Bronco into consideration. Ford has modeled the 2021 Bronco to look and feel closer to the all-American, more compact Bronco of the 60’s rather than the later, larger OJ era Bronco of the 90’s. Nostalgia sells for a premium these days, and if there’s a specific version of the SUV to base the reboot after, it’s just gotta be this mid century classic. 

Size wise, the new age Bronco is officially on record as a midsize SUV, which is smack dab in the middle of first gen’s compact classification, and the fifth (and last) gen’s fullsize ranking. Now, it is also important to note that all Broncos previous to the 2021 model were offered in 2-door configuration. The new model is being released as a 2-door, as a nod to its heritage, but it is also being made available in a 4-door option now as well to keep up with modern SUV style and convenience. The 4-door will obviously out measure the 5^th gen 2-door, making it large enough to comfortably fit extra passengers or cargo. 

Aside from size, the new Bronco does have quite a bit in common with its predecessor in the looks department as well. A lot of key elements uphold the spirit of the 1^st gen style pioneer. The use of round headlights, a familiar grille design and an option of a soft top or removable hardtop (depending on door configuration) does call back to a time gone by. Maybe the Bronco would have naturally progressed into this updated take of its inaugural design if it had remained in regular production—it’s tough to say. On the other hand, the remodel may have required a necessary hiatus period for the classic adventure orientated SUV to truly be missed and the calls for nostalgic value to be heard and answered. 

Ford will not only introduce one new 2021 Bronco, but multiple Broncos (7 to be exact). From the base model, all the way up to the top of the line ‘First Edition’ edition, which is trimmed and optioned out with the best upgrade packages from the variations ‘below’ it. The wide variety of premium add-ons that will be available will truly separate the Bronco of old with this year’s model. Lots of technology is available from remote start with the entry level model to a 12-inch LCD touchscreen and B&O sound system available starting in the mid-tier Outer Banks trim package. It’s a little unfair to compare the interiors of the new and old Bronco, as the previous truck was a true utility vehicle of its time. The standard then was minimal to say the least, and today’s Bronco definitely brings the SUV up to meet modern conveniences and luxury comforts we have grown accustomed to. 

The 2021 Bronco isn’t just a handsome, renovated shell with some convenient bells and whistles attached, as the base model is equipped with a 2.3L turbocharged 4-banger that boasts 270HP with 310 lb-ft of torque—not too shabby to start. There’s also an optional 2.7L turbo V-6 that’s also available for additional romp. Transmission offerings include a seven-speed manual with a crawler gear standard on the 2.3L, as well as a 10-speed auto that is standard issue on the 2.7L and optional equipment on the smaller engine. These modern power plants most definitely blow the largest of original engine models, the 205HP 4.9L V-8 small block, right off the trail. 

Suspension and smart driving modes also set the new Bronco apart from the old version. To start, the full-boxed steel frame and the IFS system already give the 2021 Bronco a leg up, but then it starts racking up more technical features higher up in the trim level chain. The Go Over Any Terrain (GOAT) package features eight unique driving modes including Normal, Eco, Sport, Slippery, Sand, Baja, Mud/Ruts, and Rock Crawl—enough to satisfy any type of driver in just about any type of off-road condition. 

The anticipation for the 2021 Ford Bronco has been building steadily, and for good reason. It’s been 55 years since the OG Bronco was released, and in that time it has gained a tremendous reputation and devout following. It’s almost unfair to pit the new model against its previous self, given the obvious advantages available to it, but it’s cool to see what the Bronco has evolved into. This is the SUV its fans have been awaiting. For the “purists” who may not be planning to partake in this next generation of Bronco adventure, there’s still no denying the potential this new generation has to becoming a lasting presence in the modern off-road marketplace. 

Who’s The Boss: Ford Raptor vs RAM TRX

Now, there have been A LOT of comparisons between these two behemoths of the factory off-road truck world, and the results are pretty much unanimous. But we aren’t really here to determine a winner or loser, because let’s be honest here, neither the Raptor nor the TRX deserves to be called a loser—not in the slightest. There is, however, a more divisive line that has been drawn in the dirt as to which of these two impressive trucks hits the hardest—for now. 

Right out the gate, it’s no secret that the 2021 RAM 1500 TRX currently packs a heavier punch. The supercharged, intercooled 16-valve 6.2L V-8 cranks out a bruising 702HP with 650 lb-ft of torque, which just happens to be the true definition of Hellcat power right there! Now, as impressive as those numbers are by themselves, just think that the TRX completely mashes the Raptor’s 450HP offering by a difference of 252HP! That’s big. On paper alone, RAM clearly takes the first arm wrestling match, but we’re quite interested to see how Ford retaliates with the next Raptor rollout. Whatever they do come back with has to be some kind of big artillery in hope to keep up at the very least. 

When it comes to the exterior of both trucks when they’re side by side, there’s clearly a larger one of the two. The TRX stands more than two inches taller than the Raptor and measures almost two inches wider. The beefier façade just isn’t skin deep, as the RAM truck tips the scales at 6,866 pounds—nearly 900 pounds heavier than the Raptor. That extra size and weight doesn’t exactly equate to a slower moving pickup, as the TRX can reach the 60mph mark quite quicker than the Raptor. Again, while RAM is leading the race at the moment in the performance category, we’ll see what Ford cooks up in the future to combat this onslaught. 

As far as suspension and handling is concerned, both the TRX and Raptor offer more-than-competent suspension systems comprised of well-qualified suspension components, but the RAM has proven to edge out Ford, and that is mostly in part to the inclusion of a coil spring system paired with Bilstein adaptive dampers. The Raptor still employs leaf springs, which may change at some point (maybe not), but so, as there are some necessary tweaks to be made in order for the former off-road champ to hopefully re-enter the contest with increased maneuverability. While there is definitely nothing “wrong” with the Raptor’s existing suspension setup, as it would outperform a great deal of would-be performance trucks out there looking to contend, it’s just that RAM really has raised the bar that much higher in this category, especially for its weight class.

Creature comforts are important, and the TRX does capitalize on being built upon America’s favorite pickup—the Ram 1500 platform. The truck is only available in a crew-cab option, which may be an issue for those who specifically desire another cab configuration, but there are plenty of add-on luxury packages on both trucks to make just about anybody happy. At a quick glance, the TRX does feature a more updated and refined interior space, with a much larger infotainment screen than Ford’s. That much alone scores some very important points with consumers. 

Another limitation that is attached to the TRX is the lack of any 2WD mode to be found. While the Raptor does feature one, all that is available on the RAM are 4WD Low, 4WD High and 4WD Auto settings. Take that for what you will. This may not land in deal breaker territory (or maybe it does) but it definitely is something to keep in mind. 

Another thing to take into consideration when comparing these two heavyweights is the price associated with them. The starting price point for the TRX is $71,790—definitely on the higher end of the spectrum as compared to the Raptor’s “meager” $55,150 tag for extended cab models. Now, these are just the base prices, so if you plan on spending extra on some upgrades (which most buyers do) plan on throwing another $8-10k at these trucks. Bargain hunters may balk at the TRX price tag, but did you expect a Hellcat engine, crew cab model, or anything else about this obvious premium truck to run “cheap”? No? Didn’t think so. 

At the end of the day, it’s important to remember that it’s a new day in the off-road truck industry. The baked-in greatness that has come standard in the Raptor for the last decade has afforded it a rightful place at the top of the heap—but its throne has most definitely come under heavy fire. While attempting to stray from that whole winner vs. loser thing, it’s safe to say that RAM is the current leader in this heated battle royale. We do expect Ford to come back swinging, as they absolutely must to respectfully defend the Raptor’s honor. 

While there is much room for the Raptor to show improvement in the future, there is equally as much space for the TRX to grow as well. Bruising egos wasn’t seemingly the intention with the release of RAM’s high-performance rig (or maybe it was) but this is the off-road rivalry all truck enthusiasts have wanted to see for the better part of 10 years. RAM surely wasn’t interested in being a contender here, that’s for sure, as their sights were set directly at the Raptor’s crown. 

We do expect that the entire pickup-loving world will be anxiously awaiting Ford’s response to this wallop of an upset. This fireworks show has just begun, folks—stay tuned.

Ford F-150 Lightning: Watch the EV Debut

May 19, 2021 – A new electrified truck is here to steal the show, and it’s said to be Ford’s smartest, most innovative truck yet — introducing the Ford F-150 Lightning. No, this isn’t the V-8 powered Lightning street trucks from the ‘90s and early 2000’s, but a new electric pickup from Ford. The all-new F-150 Lightning is set to be revealed tonight at Ford World Headquarters in Dearborn, and of course live-streamed for the millions of eager consumers to tune in. 

Fourteen generations in the making, the F-Series has been a longtime success for Ford, and their newest electrified F-150 is here to solidify it. The F-150 has been the best-selling pickup truck in the United States since 1977, and the highest-selling vehicle overall since 1981. However, the F-150 Lightining will bring stunning innovation, technologies and capabilities to the F-Series. 

With strong competition in the mix, such as the Rivian R1T, Tesla Cybertruck, GMC Hummer, and more, there are certain performance numbers we expect from the Lightning. Ford says that the F-150 Lightning will be the most powerful F-150 to date, so it will undoubtedly have two motors powering an all-wheel drive system. The fastest F-150 on the market currently has 450 horsepower and can sprint to 60 mph in less than 5 seconds, so this will already be a milestone for the Lightning to pass. However, other electric trucks are said to have sub-4 second 0-60 times, so there is a good chance the F-150 Lightning will fit somewhere in that mix. The truck is also said to be able to power your house during an outage, so when it comes to the battery, its definitely going to be big! 

The reveal will take place at 9:30 p.m. EDT and will be broadcast live with 30+ ways to watch, including Ford’s Facebook, Youtube, Twitter, and more. 

The All-New 2021 Ford F-150 Raptor: More Tech, More Travel

Feb. 3 – If you’re looking to hop into the most capable off-road vehicle made to date, geared to the gills with new tech and designed after an F-22 Raptor fighter jet, then you may want to take a look into the all-new 2021 Ford F-150 Raptor. Ford has crafted the most rugged Ford Raptors to shred through the dirt, and now they have upped the ante with the 2021 Ford F-150 Raptor. Designed to tackle the toughest terrain, the new Raptor comes with all the bells and whistles to comfortably glide through the desert with ease. 

This fully redesigned Ford F-150 Raptor comes straight from the factory with an all-new five-link rear suspension with improved wheel travel. Also included, similar to the 2017-2020 Raptors, is the electronically controlled next-generation Fox shocks with Live Valve technology. The Ford Performance chief engineer, Carl Widmann, says that the “Raptor is rooted in Baja 1000 racing, and its suspension advances our capability and performance — a five-link rear setup with more wheel travel than any Raptor before it.” The previous generations’ 13 inches of travel in the front and 13.9 inches in the back was already an impressive feat from the factory, but when it comes to pre-running, the more the merrier! The all-new Ford F-150 Raptor is also capable of up to 1,000 pounds of damping per corner at desert speeds.

The styling for the new Ford F-150 Raptor is deeply inspired by the F-22 Raptor fighter jet. The rugged and aggressive exterior is the signature Raptor look, but this completely redesigned platform goes one step further to show its true grit. The new hood has a heat extractor and functional side vents inspired directly by the fighter jet. Also noticeable is the distinctive front that emphasizes the truck’s width, featuring a power dome hood, headlights that stretch fender to fender, and of course, that beautiful blacked out grille.

Engine wise, the Ford Raptor is equipped with a third-generation twin-turbocharged 3.5-liter EcoBoost engine. The previous 2017-2020 Raptors proved just how much of an improvement the EcoBoost engines made to the Raptor family, so it was only right that for 2021, they maintained the same power plant.

When it comes to the newest technology Ford has to offer, the Ford F-150 Raptor is equipped it all. The Raptor’s new high-tech cockpit includes a 12-inch digital gauge cluster featuring a large information-on-demand area with Raptor-specific graphics and animations, off-road data and turn-by-turn navigation. Also included in the standard package is a 12-inch customizable center screen, allowing the driver to split the screen and control multiple functions at the same time. Over-the-air updates allow the Ford F-150 Raptor to gain more capabilities in the future like trail maps and trail turn assist, making the Raptor even more capable off-road. 

The 2021 F-150 Raptor will be assembled at Ford’s Dearborn Truck Plant in Dearborn, Michigan, and if you’re ready to get your hands on one, be prepared to wait until this summer when they’ll be hitting showroom floors.

Entry Level Ford Raptor?
Ford Announces the F-150 Tremor

December 15, 2020 – Adding to its increasing lineup of off-road capable vehicles, Ford is introducing the all-new F-150 Tremor. Meant to be a bridge between workhorse and trail beast, the F-150 Tremor features all-terrain upgrades with all of the towing and payload capability you’d expect from an F-150. This new model is designed for those looking to hit the trails and tackle rocky and muddy backroads while providing the features required to be a solid and reliable work truck.

The Ford Tremor is powered by a 3.5 liter EcoBoost V6 engine paired with a 10-speed automatic transmission, all together powering a four-wheel drive system. The Tremor is raised slightly for improved ground clearance compared to the standard F-150, and has upgraded suspension with retuned springs all around, specifically designed monotube shocks in the front and twin tube shocks in the rear that are tuned softer at low speeds. An upgrade to a Torsen limited slip differential is available as well as a torque-on-demand transfer case similar to the one available in the the F-150 Raptor. Along with the 33″ General Grabber all-terrain tires that come standard on all Tremors, this truck ready to tackle trails right out of the box.

More of the Raptor is seen in the exterior design which has been beefed up all around. The hood has a more aggressive design matched with a mean-mugging front end. Raptor-inspired off-road running boards line the sides of the truck and are built to take a beating. The bash plate is also taken from the Raptor, and the rear features a cutout bumper with dual exhaust and recovery hooks giving it an approach angle of 27.6 degrees and a departure angle of 24.3 degrees.

Adding to it’s offroad capabilities, the F0rd F-150 Tremor comes selectable terrain specific suspension settings, “Trail Control” which is basically like cruise control for the dirt, 360 degree camera to see obstacles on the trail, and an optional recovery tool set for when those obstacles get the best of you. And with its 10,900 lb payload capacity, anything you need comes along for the ride as well. The new F-150 Tremor is truly the best of both worlds; a workhorse for the weekdays and trail beast for the weekend.

2021 Ford Mustang Mach-E GT Performance Hits 60 In 3.5 Seconds

December 04, 2020 – Ford has been building high-performance Mustangs for quite some time, but they are taking their 2021 Mustang Mach-E GT Performance model to the next level. Although they have moved the Mustang to an EV platform, they haven’t ditched their roots of building bad to the bone rides that will throw you into the back of your seat. 

The GT Performance may not deliver the same V8 roar we’ve come to love, but it does have something else up its sleeve. Pumping out 358 kilowatts of power, or 480 horsepower, and 634 pound-feet of torque, the GT Performance model can jet to 60 mph in 3.5 seconds, making the already quick Mach-E GT even quicker. The Performance model not only delivers that extra power over the base Mach-E GT, but also features enhanced grip and better handling. 

The 2021 Ford Mustang Mach-E GT Performance also has more in store than just extra power, though. The Performance Edition features several sportier components, including 20-inch wheels wrapped in Pirelli summer tires and red-painted Brembo brakes. Also featured is MagneRide damping that helps to improve handling performance. 

To make the Mustang Mach-E GT Performance even more driver focused, the front seats are Ford Performance-sculpted with Performance Gray ActiveX material, while a unique aluminum instrument panel sits right behind the wheel. 

A V8 Resurrection: The Hennessey VelociRaptor V8 Bronco

November 03, 2020 – Unless you’ve been living under a rock, you’ve probably heard that Ford is bringing back the Bronco. You probably also know that Ford is releasing a ton of different packages for it, but one thing lacking in the entire lineup is the use of a V8.

Enter Hennessey Performance, a company that’s been making fast cars go faster since 1991. They figured if Ford wasn’t going to put out a V8 Bronco, they’d take on the responsibility. This wouldn’t be just any Bronco, this would be a VelociRaptor, and that 5.0 liter V8 would be accompanied by a 3.0 liter Supercharger system.

The Hennessey VelociRaptor V8 Bronco and its supercharged 5.0 liter V8 will put out an impressive 750 hp, and of course be mated to a 10-speed automatic transmission. This improved power and performance have Hennessey estimating 0-60 times of just 4.5 seconds, an incredible number for a rig originally built to handle the harshest of off-road terrain.

The Bronco won’t just receive an engine upgrade, but also a plethora of interior and exterior upgrades as well. Included will be a custom hood with scoop, larger wheels and tires, upgraded suspension system, custom Hennessey leather interior, VelociRaptor V8 racing livery graphics, upgraded stainless steel exhaust, and more.

If you’re ready to get your hands on 1 of only 24 Hennessey VelociRaptor V8 Broncos, you’d better hurry, and you’ll also want to have $225,000 plus vehicle shipping costs ready to purchase it.

The Ford Mustang Mach-E Prototype: Seven Motors and 1400 HP

July 21, 2020 – If you’ve been dying to get your hands on the new Mustang Mach-E, then you’re going to fall in love all over again with Ford’s new prototype, the All-Electric Mustang Mach-E 1400. Along with RTR Vehicles, Ford set out to show just how powerful electric cars can become, and of course, how much fun you can have with said power. The prototype Mach-E produces a whopping 1,400 peak horsepower, and at 160 mph, creates a staggering 2,300 pounds of downforce.

Just about every automotive enthusiast has a solid understanding of the performance an electric vehicle is capable of. Take for example the Tesla P100D, or the Porsche Taycan Turbo S. The Tesla produces 600 hp and an incredible 713 lb-ft of torque, rocketing to 60 mph in 2.4 seconds, while the Taycan Turbo S produces 750 hp and 774 lb-ft of torque, getting to 60 in just 2.6 seconds. You almost wonder just how much more power you could get out of an electric vehicle, or even if you’d need it.

But, Ford wanted to prove that there is way more juice left to squeeze from these electric motors, and that’s exactly what they set out to do.

The Ford Mach-E produces its power with seven motors, and when paired with an incredible amount of downforce, shows just how capable it is at the track, dragstrip and gymkhana course. With three motors attached to the front differential and four connected to the rear, Ford had to figure out how they’d even control that much power. A single driveshaft connects the motors to the differentials, and a huge amount of adjustability allows the Mach-E 1400 to be perfectly set-up to do everything from drifting to racing on the track.

The reason this should get any enthusiast excited is because Ford is learning more and more from these prototype vehicles, pushing the limits of EV power. Every technological advancement they make with these prototypes will soon be hitting their production vehicles. Are we saying Ford will soon be producing a 1400-hp Mach-E for the public, no, but could something be released that easily takes out a GT500, who knows, but we’d like to think so!

Ford Finally Unleashes
The All-New 2021 Ford Bronco
(and Bronco Sport)

July 13, 2020 – The 2021 Ford Bronco has finally been revealed, coming in 2 models, the Ford Bronco and the Ford Bronco Sport (and a plethora of trims), which should be capable of conquering anything you put in front of them and their turbocharged Ecoboost engines. Will they have what it takes to take on the Jeep lineup? We’ll have to wait until we see these out in the wild, but from the looks of it, these Broncos should be able to hold their own!

Models

The all-new 2021 Ford Bronco looks to be the perfect ride for any off-road enthusiast, coming in a 2-door and 4-door Bronco and 4-door Bronco Sport model. You’ll be able to customize any of the Broncos your way, plus there are over 300 Ford accessories to truly make it your own.

Ford Bronco

The 2 and 4-door Broncos come with a large assortment of trims: the Base, Big Bend, Black Diamond, Outer Banks, Badlands, Wildtrak, and First Edition. The G.O.A.T mode is featured on the Black Diamond model, although unclear if the other trims have it.

Each starts with a 2.3L Ecoboost, or, according to the reveal video, can be upgraded to the 2.7 L Ecoboost engine that puts out 310 horsepower and 400 torque, but, depending on the model, can include a plethora of upgrades such as a twin-turbocharged version and 35 inch tires.

All Bronco models include best-in-class departure and breakover angles, ground clearance, and water fording. They also come with a 12-inch screen capable of downloading off-road apps that can keep track of your adventures.

Ford Bronco Sport

The Bronco Sport has a smaller range of trims: Base, Big Bend, Outer Banks, Badlands, and First Edition. Every model comes standard with 4×4 and G.O.A.T mode. A 1.5 L Ecoboost is available with 181 horsepower and 190 torque, or you can grab a 2.0 L Ecoboost with an increased 245 horsepower with 275 torque.

First Edition Models

Both the Bronco and Bronco Sport come with a First Edition Model, packing the best of every other model into one, and adding some extra goodies. Only 2,000 of the Bronco Sport First Edition will be produced, and 3,500 for the Bronco. Better grab ’em while you can!

G.O.A.T Mode

The Bronco comes standard with a terrain management system with up to 7 available G.O.A.T modes, also known as the Goes Over Any Type of Terrain mode. This feature, in theory, lets you tackle any terrain with just the click of a dial.

Was the hype for the Bronco well deserved? Will it live up to its heritage? We think the Bronco and Bronco Sport will give Jeep a run for their money, but the customers will be the true judge of that.

The Best Cars of the Grand National Roadster Show 2020

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

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

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

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

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

200 MPH Ford Maverick

When conjuring up images of American muscle cars, the Ford Maverick doesn’t immediately rocket to the retina, but when you think Pony Cars, then the Maverick is right there, if only because of its name.

…the rear-wheel drive Maverick was able to flex its muscles—it was a contender.

Introduced on April 17, 1969 as a 1970 model, the Maverick was based on the 1960 Falcon that was falling out of public favor due to the popularity of the Mustang, the ultimate Pony Car. The Maverick was introduced as an import fighter, but its initial powerplants were 170, 200 and 250 ci straight sixes. However, in 1971, Ford added a 210 hp 5.0L 302 V8 to the long nose fastback and suddenly, the rear-wheel drive Maverick was able to flex its muscles—it was a contender. That said, and despite sales of almost 600,000 in the first year, it was still never high up on the hot rodder’s list of must dos.

Enter the Greening Auto Company, a father and son team operating out of Cullman, Alabama. There, Jeff and son, Jesse, have built some outstanding performance cars, one of which is this 200 mph Maverick for owner Jimmy Shaw. StateofSpeed caught up with the boys at the recent East Coast Timing Association Arkansas 1-Mile Challenge at Blytheville International Airport, Blytheville, Arkansas.

Looks aren’t everything though, and it’s what’s under the hood that counts.

Illustrated by Eric Brockmeyer, Shaw’s Maverick is a subtle combination of old meets new in that it’s a very low mileage, rust free ’71 body with very contemporary styling, incorporating very extensive body modifications and a custom color mixed specially by BASF/Glasurit. The car made its debut in the Baer Brakes booth at the 2018 SEMA Show where it picked up the Ford Design Award. It subsequently took top honors from Goodguys, Mothers, BASF and more, including Gran Turismo.

Looks aren’t everything though, and it’s what’s under the hood that counts. In this case, it’s a twin turbo, 427 ci Ford Windsor built by Bennett Racing Engines, Haleyville, Alabama. The fuel delivery is controlled by a FAST engine-management system that can operate in a docile street mode or race mode. The combination produces 1,200 hp and backing it up is a Bowler Transmissions 4L80E overdrive trans and a Currie rear axle. All of this is hung on a Roadster Shop chassis fitted with Baer brakes with XTR rotors.

The five-spoke, pin-drive wheels were again illustrated by Eric but machined in-house at Greening. They’re 18s in front and 19s in back fitted with 295/30/18 and 355/30/19 tires. 

Despite its performance pedigree, this lil’ Maverick has a fully equipped interior custom built by Wayne McGriff’s MM HotRod Interiors, Holly Pond, AL. It features custom buckets seats upholstered in black leather with Alcantara inserts and Stroud racing. The carbon fiber dash is highlighted by a Racepak IQ3 digital display as well as a Momo steering wheel. Incidentally, cool air is provided by Vintage Air and the sound system by Kicker.

We spoke to Jesse Greening at Blytheville where they gradually crept up on that elusive 200 mph mark. “We had a really good time at the Arkansas Mile,” said Jesse. “It was our first time at that event, and Jimmy was determined to hit 200. Thankfully, no issues and we just tweaked it until we hit the marker with a speed of 169.364 at the ½-mile and a stout 202.748 at the mile.

“After 200-mph run at Blytheville, the Maverick was scanned by Sony for their Gran Turismo sim racing game then it was on to Columbus, Ohio for the Goodguys’ 22^nd PPG Nationals where we picked up the 2019 PPG Street Machine of the Year Award.

“We were invited to Saudi Arabia but winning the Street Machine of the Year Award means we will go on to the Goodguys event at Scottsdale, AZ. We’re not done with racing though and we plan to be back at Blytheville in 2020 to try to bump our top speed.”

“Jimmy wanted a car that was capable of autocrossing, drag racing, road course racing and standing mile runs. Hopefully, we delivered that in spades, and more, and owe him a big thanks for allowing us to build his dream.”

Billy F Gibbons’ ’58 Ford Thunderbird Mexican Blackbird

In the period immediately following World War II, there was a cultural explosion in Los Angeles as service men and women returning from the war sought escape and excitement. Many found it in the burgeoning custom car and motorcycle scene of Los Angeles. But why LA? Why not Detroit, Houston or any other city where returning soldiers settled? Well, LA had it all: Sun, sand and surf and as a consequence, a blossoming, eclectic car culture that ranged from drag racing and dune buggies to customs and low-riders. LA had it all.

LA also had a thriving art scene and, of course, it had Hollywood. Throw all that in a Petri dish, stir vigorously and you’ve got the gene pool that gave birth to the likes of Kenneth ‘Von Dutch’ Howard, Ed ‘Big Daddy’ Roth and Larry Watson. None of these guys were schooled in the automotive arts but they all had a cultural impact way beyond their Made-in-Detroit palettes. Dutch, of course, originated modern pinstriping, Roth went on to create some of the most outlandish and iconic custom cars ever built and Larry Watson wielded a spray gun like no other painting some of the best custom cars ever.

When he’s not rockin’ the world’s stages, Billy is cruisin’ low ‘n’ slow.

Watson’s trademark was what they called back then ‘panel painting’ as he marked out panels on the car that were painted in contrasting Candy colors over silver, gold, copper or pearl bases. His first panel job was on his own, brand new ’58 Thunderbird that he initially painted pearl before adding the burgundy candy panels.  It was an immediate hit and has been copied numerous times since not least of which by Billy F Gibbons, front man of ZZ Top.

Billy had owned the ‘Bird for some years and it was sitting in one of his storage facilities unused until he and the late-Pete Chapouris decided to de-mothball it and give it the Watson treatment and reference Billy’s song ‘Mexican Blackbird’ found on the band’s 1975 album Fandango.

Chapouris’ SO-CAL Speed Shop, Pomona, CA, began with some subtle fifties-style body mods that included replacing the front bumper overriders with bullets, ‘pancaking’ the hood (the removal of the factory scoop), the addition of a small peak along the hood centerline, and the removal of the five trim bars at the bottom of the doors along with a lot of other minor trim parts and doodads. Note, the door corners along with the corners of the hood were rounded in fifties’ style. Under the hood is a rebuilt factory 352 cubic inch V8 with chrome accessories.

Pinstriper extraordinaire Denis Rickleffs was then called in to lay out the panels over the new coat of deep black PPG two-stage paint applied by Mick’s Paint. The gold borders are actually House of Kolor Lime Gold Pearl over a white base with hand-striped accents. “Billy Gibbon’s ’58 Thunderbird pays homage to those classic custom cars of the fifties.” Said painter Mick Jenkins.

Other contemporary additions include the scalloped and striped Appleton cowl-mounted spotlights, the four-blade Dodge Lance ‘flipper’ hubcaps, and that chrome-plated mesh grille insert that was repeated in the rear panels.

After some judicious lowering—2 inches in front and 3 inches in back using Jamco suspension components—the Blackbird was fitted with 7 x 15-inch Wheel Smith steel wheels.

After the lowering, the car was shipped out to Gabe’s Custom Interiors, San Bernardino, CA, where they stitched up one stunning two-tone gold and black interior using Ultra black and gold leather to match the paint and the gold anodized dash inserts.

“Billy Gibbon’s ’58 Thunderbird pays homage to those classic customs cars of the fifties.” Mick Jenkins, Owner, Mickspaint.com

For an audio system befitting BFG, Chapouris turned to Alan ‘Hic’ Hickman at Audio Shoppe in Riverside, CA. Hic’ retained the stock radio façade but inside the glove box installed a plug-in for Billy’s iPod. Also in the glove box is the pre-amp tone and fade controls. The system then runs to two Arc Audio amps, one to drive the four Arc Audio high speakers (two 5-1/4-inchers up front and two 4-inchers out back) and the other for the twin 8-inch Arc Audio subwoofers mounted in a custom enclosure. Hic’ said: “It isn’t a thumper type of stereo system, but it delivers more performance-per-dollar than most systems.”

Although somewhat understated, Billy’s mild custom Blackbird was quite a hit appearing in various magazines and promotions. There was even a guitar made in the car’s honor by French guitar maker ‘Wild Customs.’ Mexican Blackbird also appeared on an episode of the TV show ‘Bones’ on which Billy has made several guest appearances playing a fictionalized version of himself, as the father of Michaela Conlin’s character, Angela Pearly Gates Montenegro.

When he’s not rockin’ the world’s stages, Billy is cruisin’ low ‘n’ slow.

The 24 Hours Du Le Mans

Toyota Wins The Ultimate Sports Car Endurance Race

We Americans and Brits have a huge affinity with Le Mans, a small town three hours south west of Paris, France, down the Loire Valley that is the home of the annual 24 Heures (Hours) Du Le Mans sports car endurance race. I’ve been going on and off for more than 30 years, sometimes on the spectator side of the fence but more often on the other side with teams such as Richard Lloyd Racing, Panoz, Jaguar and McLaren. Any big international race is a buzz but there’s something quite special about Le Mans.

The race was started in 1923 by the Automobile Club de l’Ouest (of the West) and remains the world’s oldest active endurance race that is part private circuit and part public street course, that aside from a few safety-related alterations, has remained much the same since its inauguration. Indeed, you can drive down the Mulsanne straight on a normal, non-race day. Mulsanne is also known in French as Hunaudières, where it was quite incredible to have breakfast while cars were shrieking by at well over 200 mph. Unfortunately, modern safety requirements have sadly put an end to that experience. Nevertheless, Le Mans remains way up there on the list of amazing auto races.

Because of their sports car history, the Brits were early participants and the Americans weren’t far behind with a Stutz and a Du Pont in 1929. However, it was in 1950 when Cadillac first raced ‘Le Monstre’ there with Briggs Cunningham running a two-car team. Despite 10^th and 11^th place finishes, the Cads were well received. The press congratulating the Americans for their “skill, sportsmanship and dauntless good humor.”

Unfortunately, in 1955 a terrible accident resulted in the deaths of 84 people, including one driver, and injuring almost 200. As a result, Mercedes retired from the race. There followed an international ban on racing, and in the US, the AAA disbanded their Contest Board and more or less banned racing—for a few years at least.

“I think I must have counted every single shift that I did for the last two or three hours of the race.“Jim Busby

After a suitable period of mourning, racing resumed and in the mid-sixties Ford famously went after Ferrari and famously smoked them with their first overall win in 1966. Ford won three more times and the memorable 1-2-3 win came in 1968.

The other big Le Mans story was Steve McQueen’s seminal movie Le Mans filmed during the 1970 race and released the following year. The movie cost $7.6 million and took in a paultry $5.5. It’s not a great movie as movies go but it is for a car nut and gives a realistic insight into endurance racing. Try to imagine driving flat out in the dark and the rain hour after hour.

Of course, no matter what side of the fence you have been on, everybody has different memories of the race. For example, I recently interviewed Jim Busby who raced there many times and won five times. Jim has very different memories, for example, driving the night shift in pouring rain as the sun came up. He’s barreling down the Mulsanne straight at more than 200 mph. He couldn’t see for fog, well, he thought it was fog. “As, I got into it I could smell bacon and eggs.” Said Jim. “What I thought was fog was actually smoke from all the camp fires and stoves lit by the spectators cooking breakfast. The smell made me hungry and drove me nuts as we still had about eight hours to go.”

Jim also talked about a failing gearbox saying, “Coming down the Mulsanne, I’m thinking to myself, I’ve got two downshifts here, shall I make ’em both? Or shall I skip a gear and save the synchromesh. I think I must have counted every single shift that I did for the last two or three hours of the race.” I guess that’s why Le Mans is the ultimate endurance race.

This year’s event was exciting as ever with factory teams pitted against privateers, Chevy versus Ford versus Ferrari and adramatic, unexpected finale. For hours it looked like the Toyota Gazoo LMP1 team of Brit Mike Conway, Kamui Kobyashi of Japan and Argentina’s Jose Maria Lopez driving the #7 car were going to take the trophy after leading for most of the race in their TS050 hybrid. Unfortunately, they suffered a puncture an hour before the end and pitted for a tire change. As sod’s law would have it, the wrong tire was installed and they had to pit again to change it, which caused them to drop back to second behind their teammates. As a consequence of this mishap, the Toyota #8 team of two-time Formula One champion Fernando Alonso, Japanese driver Kazuki Nakajima and Sebastian Buemi of Switzerland took the win. It was 37-year-old Alonso’s second win and rumor has it that that mishap was organized so that Alonso’s team won. Third place went to Mikhail Aleshin, Stoffel Vandoorne and Vitaly Petrov driving the BR Engineering BR1-AER.

Over in the LMGTE Am class (Grand Touring Endurance Amateur), Ford took its second GT win with the #85 Keating Motorsports team of Jeroen Bleekemolen, Texas car dealer Ben Keating and Brazilian Felipe Fraga. Although they were given a penalty for peeling out in the pits, they stormed on to beat the #56 Porsche 911 RSR of Team Project 1 and the #84 Ferrari 488 GTE of JMW Motorsport that came in third. Unfortunately, the two Corvettes, #63 and #64 running in GTE Pro, despite putting on a strong effort for its 20^th continuous entry, fell behind due to a crash for #64 and a late-race spin and crash for #63 that resulted in some suspension damage.

“Racing needs an uplifting feel good story… “John Hotchkis Jr.

Unfortunately, the Ford entry was disqualified post-race for breaking a minimum refueling time limit and for having a 96.1-liter tank rather than the regulation 96-liter tank. Those infractions gave the win to the #56 Porsche. Now, you might be of the opinion that a mere 0.1 of a liter of extra fuel is nothing to quibble about but multiply that by multiple refuelings and you have a distinct advantage over the competition. It just goes to show that you need to be at the very top of your game if you want to win Le Mans.

John Hotchkis Jr., of Hotchkis Sport Suspension, who supplied most of the photographs used here, raced under the Wynn’s banner with his father at Le Mans in 1989.   His father and Bob Kirby brought Wynn’s to Le Mans in 1977.  Hotchkis Jr said, “I designed the Wynn’s livery that caught current Wynn’s driver/team owner Ben Keating’s attention when I was at Art Center College in 1986 and it ​was first used on the IMSA Hotchkis Racing Porsche 962 in 1987. We ran with Wynn’s sponsorship at Le Mans five times until 1989. This is the first time Wynn’s has been back to Le Mans in 30 years and the ultimate result was a real downer.Racing needs an uplifting feel good story, especially with the controversial overall result, and that finish was good story.”

As usual, more than 250,000 spectators turned out for the 87^th running of Le Mans and, as usual, it didn’t disappoint. Indeed, as is viewed as the “Burning Man’ of motorsports. For more info on Le Mans visit www.europeanlemansseries.com

Purist Build

To Cut or Not to Cut—That Is the Question.

There are as many different opinions about building, rebuilding, customizing, or hot rodding cars as there are butts for the seats of those cars. Twenty or even ten years ago, collectors and restorers would cry out foul when somebody cut up a restored, original car to make some kind of hot rod out of it—didn’t matter if it was a ’32 Ford, a Mustang, a Mopar or a Porsche. But as we are beginning to see significant changes to the hobby, as we know it, people care less and think, well, I might as well cut it up. Others think, well, if I cut one up it will make all the others that are left more scarce and therefore more valuable. Others might think, there are not many survivors; I’d better restore it.

I guess I’m on the fence a little as I love modified cars of all kinds but I can also see and appreciate folks who prefer it as the factory delivered it—the purist outlook. Just take the Porsche market. Before Rod Emory’s Emory Motorsports started building “Outlaw” Porsche 356s more than 20 years ago in 1996, nobody dreamed of cutting up and customizing a Porsche, especially not a 356. Pretty soon, other companies such as Rob Dickinson’s Singer Vehicle Design were doing same to the revered 911. Prices of these re-imagined Porsche have escalated to over $1 million. Who’d a thunk it?

Of course, Porsche is not the only marque to succumb to the cutting torch. I was watching an auction show on TV recently and watched as two customized Ford Bronco’s crossed the block at well over $100K each. What suddenly made the Ford Bronco so valuable if it wasn’t for what companies such as Icon and ASC Bronco have done to elevate their desirability?

Look at the flip side of the coin though. It wasn’t that long ago that owners and restorers of early Fords such as Model Ts, Model As and ’32-’34 Fords totally frowned on anybody cutting up and hot rodding those cars. There were some who wouldn’t even sell a car to a known rodder. Now, most of the people who liked stock early Fords have passed or, are too old to care. Consequently, there’s a glut of those cars on the market and prices have fallen drastically. So, one could ask, did their protectionism matter in the long run? No, because in reality there are many, many more cars than there are people who want to cut them up.

Consider all the classic cars that lay rotting in fields, yards, and garages. Their owners saying, “I’m going to restore it someday.” Well, someday came and went and now the car has rotted into the ground. Which is worse? To let the car rot or to let it go to somebody who can restore or modify it and enjoy it because all the hoarder has done is destroy it.

I take equal umbrage with those restorers who are anal about so-called factory overspray and the like. Talk to anybody who worked a factory line in the fifties and sixties and they will tell you there was no specific factory overspray pattern. It came out the way it came out and to give or take judging points for something as subjective as overspray is, in my opinion, asinine.

“What I like to do is use factory reinforcement pieces such as those from a convertible model; torque boxes and frame connectors, etc., as a way to strengthen a chassis.”Steve Strope, Pure Vision Design

When looking at the pureness of a build one also has to take into consideration the state of the donor vehicle. I know of several guys that have started with little more than a rusty frame and firewall and they have spent thousands of dollars fitting new panels when they could have replaced the whole body more easily and for less money. “But,” they say, “It’s not original.” Well, you’ve replaced almost the entire car so what makes that more original than a new body?”

Another thing to take into consideration when deciding what to do is progress. Compare whatever it is you drive every day with a car of the fifties or sixties. It’s night and day, black and white, good and bad. A modern car with all its convenience and connectivity is amazing to drive. Yet a stock, classic-era car that is 50 or 60 years old can be an absolute pig to drive with drum brakes, no power steering, no real air conditioning, no retractable seat belts, no cup holders, no USB port and no connectivity. Some people love it but my guess is, most people don’t.

I have a friend in England, Dan Clare, with a funky Model T Ford hot rod that to see driving on the street is magical because it’s so out of place. It’s like seeing a punk rocker at a bus stop in Los Angeles. It’s an anachronism that is kind of amusing. But talk to Dan about driving his rod and he says, “Sixty miles is about the max I can drive. It just flat wears you out.” You would never say that about a modern car that you can jump in and drive 1,000 miles with little or no thought.

Because those classic cars are what they are and drive as they do is why people modernize them with stronger frames, better suspension, better brakes, more power. I spoke to Steve Strope of Pure Vision Design, a well-known builder of highly modified cars. Steve has cut up some of the best from Mustangs to Road Runners—nothing is too sacred, however, in his opinion he likes to retain the stock frame where possible because, “The stock frame fits and as long as it’s up to the task of the power we’re adding, I don’t see any good reason to change it. You know the body will fit without modification and will not need hacking.

“What I like to do is use factory reinforcement pieces such as those from a convertible model; torque boxes and frame connectors, etc., as a way to strengthen a chassis. These are simple mods a guy can probably do at home and not degrade the integrity of the car. That’s what we did on the recently unveiled PGA ’73 Challenger.

“The addition then of aftermarket suspension components from somebody such as Hotchkis will improve the suspension for probably less than the cost of restoring the stock suspension. With a new kit, the work is already done and you will get a new, stronger, improved suspension and your old car will handle and stop like a modern car with no significant loss of integrity.”

I have to agree with Steve, I like a stock frame, as long as it’s sturdy that has been updated to accept modern suspension and brakes. However, when the frame is rotten or weak then a new frame is totally acceptable.

It doesn’t get more pure than a Shelby G.T.350 so what can be wrong with taking a boring stocker and re-engineering it into a pure-bred, road-going racecar?

One question often asked when builders are sinking money into a project is, is it worth it? I know several guys that have invested mucho dinero into a show car project only to not win. That’s a gut-wrenching, disappointing feeling that nobody likes and to make matters worse the car can now possibly be somewhat devalued. It didn’t win; you overbuilt the neighborhood, as realtors say, and invested too much in a project that is not worth the investment.

Call me cheap but I just don’t get the idea of investing hundreds of thousands of dollars into a project that ends up being worth 10 cents on the dollar—makes no “cents” to me. That said, to some people cost doesn’t matter and bless them, they are building cool cars that inspire and excite us and help keep a hobby, industry, and lifestyle afloat which is, after all is said and done, what it’s about.

Consequently, you have to pick your car. Take for example that of OVC Mustangs who take old ’65 Mustangs and turn them into Shelby G.T.350 Mustangs. It doesn’t get purer than a Shelby G.T.350 so what can be wrong with taking a boring stocker and re-engineering it into a pure-bred, road-going racecar? And, the value of that new G.T.350 would far exceed that of the stock Mustang.

In ten or twenty years, the hobby, industry, sport, call it what you will, will have moved on. Change is inevitable. What’s hot today will probably not be hot tomorrow. So, in my opinion, it doesn’t matter if we cut up cars or not—no matter how special they might be. There are lots to go around. Unless, of course, that car is really rare, a one-off or a very special model that by modifying it you destroy both its integrity and its valve.

Ford Falcon

The Ford That Got Away—From Me!

We all have those stories of the cars that got away. The ones that were so close you could almost drive them but for whatever reason didn’t clinch the deal. One of mine involves a Ford Falcon. Never a favorite, the Falcon reminded me too much of a Ford Cortina when I was growing up in England. To me, they just didn’t cut it. I know now I was wrong but back then I just couldn’t see it and so when the phone rang and my friend told me about a 1964 Falcon for sale for a mere £600 (about $900 U.S.)…

I said, “No. They’re ugly,” and more or less put down the phone. Stupid me. Turns out it was a rare, Alan Mann Racing Falcon which would now be worth tens of thousands of dollars. I spoke to the late Alan Mann’s son Henry who said, “That was probably the ’64 that Bo Ljungfeldt drove in the ‘Midnight Sun’ Rally. That’s a nice car.”

Oddly, and maybe it’s the bad taste in my mouth but I’m still not a fan of the Falcon even though now I appreciate its accomplishments. The Falcon was introduced to the world in the fall of 1959 and immediately set a Ford Motor Company sales record of 417,000 units. It was only eclipsed by the Mustang that sold 418,812 in its first year.

Tiny by American standards, “The New Size Ford” Falcon was a 109.5-inch wheelbase compact. Available with two or four doors it seated six passengers and came in various configurations: Sedan, station wagon, sedan delivery, convertible, and the Ranchero pickup. Power came from three optional engines: a 2.4L 144 ci “Mileage Maker” straight six, a 2.8L 170 ci six in 1961 and in ’63 a new 4.3L 260 ci small-block V8 that would lead directly to the iconic 289.

The so-called “Father of the Falcon” was Ford executive Robert McNamara who would go on to be U.S. Defense Secretary. McNamara championed the car, its low-cost construction using a uni-body and pre-existing parts, including the coil front and leaf spring rear suspension, sourced from other Fords.

The Falcon was introduced to the world in the fall of 1959 and immediately set a Ford Motor Company sales record of 417,000 units.

The Falcon was such a hit at home—over a million sold by the end of the second year—that Ford’s overseas branches, particularly Australia and Canada, wanted their own. The Falcon would become the first Ford to be truly manufactured in Australia. To begin they were copies of their American cousins, albeit with right-hand drive, but eventually, they took on an Aussie personality and ultimately, millions were sold.

With an advantageous power-to-weight ratio, the Falcon made for an obvious racecar especially when the “Challenger” V8 became available, however, even before the factory fitted the V8 Ford outfits such as Bill Stroppe in California and John Holman & Ralph Moody of Charlotte, North Carolina, were shoving V8s under the Falcon hood. For example, in 1962 Holman & Moody entered Challenger I in the 12 Hours of Sebring. “The World’s fastest Falcon,” driven by Marvin Panch and Jocko Maggiacomo won its class.

Challenger II was not so much raced as used as the prototype for the Falcon Sprint. Introduced midway through 1963, the Sprint had sporty pretentions with bucket seats, a tach, chrome valve covers, and wire wheel hubcaps. At the same time, a convertible became available, as did the 260 ci V8. To accommodate the power increase the body and suspension were stiffened, 10-inch drums replaced the previous 9-inches and five-lug wheels replaced the 4-luggers. Just over 15,000 ’63 Sprints were made of which 4,602 were convertibles.

Challenger III was a beast of a different kind—a chopped, sectioned, fastback with aluminum body panels fabricated by famous Indy fabricator Lujie Lesovsky. The car, powered by a Weber-fueled 289 with a four-speed, was shown at the New York Auto Show and went on to race at Nassau in the Bahamas. NASCAR driver Marvin Panch won the first heat race but lost a fan belt while leading the second heat.

“I bought a brand new Falcon, swapped out the 2bbl carb for twin 4bbls, drove to Bonneville from Los Angeles and went 136.77 mph. It was a great little car.”Ron Hope, Rat Trap Racing

For 1964, a new, faster looking Gen II body was introduced with arrow-like moldings extending back from the headlights to the tail. The Falcon was all set to kill it in the marketplace until, that is, Ford literally killed it with the 1964-1/2 Mustang that was derived from the Falcon. Ford tried to make it up with a Sprint Package and the 289 V8 late in ’64 but it was really too little, too late.

On the track, however, the Falcon continued to excel. In ’63 Ford had contracted Holman & Moody to build three cars for European rallying in a laudable effort to promote the Falcon as more than family transport.

In England, Alan Mann Racing (AMR) became a Ford factory team racing cars in events as diverse as the Monte Carlo Rally to the 24 Hours of Le Mans. In ’64 Bo Ljungfeldt and Fergus Sager set the fastest time on every stage of the rally. Meanwhile, at the Bonneville Salt Flats, the California-based team of Hope & Schottmuller ran a 260-powered Falcon in E Production Coupe and Sedan. According to Ron, “I bought a brand new Falcon, swapped out the 2bbl carb for twin 4bbls, drove to Bonneville from Los Angeles and went 136.77 mph. It was a great little car.”

In ’66, an AMR Falcon set the first ever 100+ mph lap of the Silverstone Grand Prix circuit with Sir John Whitmore driving. The following year, Frank Gardner driving a Group 5 Falcon for AMR won the British Saloon Car Championship.

Back on the home front in the U.S., the Falcon was doing equally well in SCCA road racing, Trans-Am, and on the drag strips where, according to driver Dick Brannan, there were a couple of “factory” Falcons powered by 427 ci engines. One of the cars driven by Phil Bonner won Top Stock and Stock Eliminator at the ’64 AHRA Nationals while Brannan won S/SX at the ’64 AHRA Summernats.

There would be two more generations of Falcon, the 1966-’70 version and the 1970-1/2 but the bird had flown and people had moved on. Nevertheless, the Falcon continues to hold a special place in people’s hearts. It’s an affordable, entry-level collectible that can be restored or modified without destroying its integrity. And, there’s the Falcon Club of America at www.falconclub.com

What’s a Hemi?

My very first car as a kid in England was a 1946 Riley RME. I thought it was cool because it had a chrome grille like a ’34 Ford and it had a race-developed, twin-cam HEMI—whatever that was. Back then, there was no internet to look things up but a trip to the library revealed that the word HEMI was an abbreviation for hemispherical combustion chambers—whatever that was.

Believe it or not, HEMI-heads are nothing new and their history can be traced back to the early 1900s when they could be found in a number of European cars including the 1904 Welch Tourist, the Belgian Pipe of 1905, the 1907 Italian Fiat Grand Prix car, the French Grand Prix Peugeot of 1912 and the Italian Grand Prix Alfa Romeo of 1914—race-bred alright. However, it was the Welch design that became the blueprint for the many successors that included numerous motorcycle engines.

Where the HEMI-head differs from other cylinder head designs such as the “flathead” Ford which is known as an “L” head design, is that their combustion chambers are hemispherical or half-bowl-shaped compared to most chambers that resemble a flattened, double egg. The chamber operates in a cross-flow configuration where the air-fuel mixture flows in one side; the more-or-less centrally located spark plug ignites the mixture and the exhaust gases exit on the opposite side from the inlet.

The use of a HEMI-head became prevalent in motorcycle engines because not only was it efficient, but it was not an overly complicated assembly in a single-cylinder application where the pushrods ran up the outside of the cylinder. Incidentally, a HEMI-head can be used with a pushrod, SOHC or DOHC valve train.

Believe it or not, HEMI-heads are nothing new and their history can be traced back to the early 1900s when they could be found in a number of European cars…

The concept even worked well in early air-cooled, radial airplane engines that are more-or-less a number of single cylinders arranged in a circle around a common crankshaft. In fact, by 1921 the U.S. Navy had announced it would only order aircraft fitted with air-cooled radials.

Obviously, World War II propelled engineering development, as it did with much technology, as speed and power became all-important. Chrysler worked with Continental on the development of a giant, 1,792 cubic-inch (ci) V-12 that would be used in the Patton tank. It produced 810 horsepower and 1,560 pounds-feet (lb-ft) of torque and enabled Chrysler’s engineers to gather some valuable information that they put to good use in their post-War automobiles.

In 1947, Zora Arkus-Duntov, the so-called “Father of the Corvette”, was commissioned by Ford Motor Company to improve the output of their aging flathead V8s. Zora, his brother Yuri and designer George Kudasch developed an overhead valve conversion (OHV) for the Ford V-8 that featured hemispherical combustion chambers. Tagged the “ARDUN”, which was a contraction of ARkus-DUNtov, their OHV heads looked great and increased the power, however, they were somewhat temperamental.

Only about 200 sets were made in the U.S. before Duntov moved to the U.K. to work with Sydney Allard where a few more sets were made for Allard’s J2 sports car. For many years, ARDUN heads were a much sought after hot rod accessory until the mid-90s when Don Orosco began to reproduce them. He made about 30 sets before the tooling was sold to Don Ferguson whose family continues to produce the heads albeit updated with some modern technology along with a compatible cast-aluminum block. Companies such as H&H Flatheads are known for building complete ARDUN engines.

While the Duntovs were working on the OHV Ford, Chrysler engineers John Platner, a graduate of the Chrysler Institute of Engineering, and William Drinkard, manager of the Engine Development department, got to work in 1948 downsizing that tank engine for use in an automobile.

The engine was tough and you could throw all kinds of power-enhancing devices from blowers to nitro and it thrived on it.

What they came up with was a 90-degree, 330 ci, cast-iron V8 engine with HEMI-heads. Code-named A-182, the “HEMI” was not quite ready for production and a lot of valve train development still needed to be done along with some ignition and crankshaft work.

Nevertheless, Chrysler debuted the HEMI V-8 for the 1951 model year as standard in the Imperial and New Yorker models and optional in the Saratoga. Initially, the “Fire Power” capacity was 331 ci due to an “oversquare” 3.81-inch bore and 3.63-inch stroke. With a 7:1 compression ratio (cr), it produced 180 hp and 312 lb-ft of torque but weighed a whopping 745 pounds—one head alone weighed almost 120 pounds and you’d better be wearing a belt when you lift one.

Chrysler’s DeSoto division came out with their 276-ci “Fire Dome” version in 1952 and Dodge followed suit with their 241 ci “Red Ram” in 1953. Although all three engines differed in detail, they shared the same basic architecture.

In 1955, Chrysler claimed a dual 4-barrel (bbl) Carter version the first production car to produce 300 hp. The displacement was increased in 1956 to 354 ci and the engine now produced as much as 355 hp and became the first American engine to produce 1 hp per cubic inch.

Two years later, the infamous 392 version was introduced and it was almost square having a 4-inch bore and a 3.906-inch stroke. It had a taller ‘raised deck’ compared to previous engines; however, the heads were cast with wider ports so that earlier manifolds could be used with the new heads on the new block. The following year, a single carb version with 9.25:1 cr was rated at 345 hp while a dual-carb version offered 375 hp.

The 392 is significant because it became the drag racer’s engine of choice, especially in the fuel ranks: Top Fuel, Funny Car, and Fuel Altered. The engine was tough and you could throw all kinds of power-enhancing devices from blowers to nitro and it thrived on it.

By 1958, the 392 was producing 380 hp but had reached the end of its production life. It wasn’t until 1964 that Chrysler re-introduced the engine and officially called it a HEMI. Nicknamed the “elephant engine,” because of its size and weight, the new Gen II HEMI displaced 426 ci. Not initially available to the public, it was used in NASCAR in ’64 but not in ’65 because it was not available in a production car and therefore could not be raced.

Not to be outdone, Ford also introduced a 427-ci HEMI in 1964. Nicknamed the “Cammer” because it had a single overhead cam (SOHC), engineers had worked hard to design a symmetrical combustion chamber with the plug located for maximum efficiency only to discover that the plug didn’t care where it was. The plugs were then located near the top of the cylinder for easy access. NASCAR wasn’t at all happy about these “special” racing engines, however, the “SOHC” motor (pronounced “sock”) remains a “halo” engine for Ford.

Chrysler fixed their NASCAR problem in 1966 by introducing the “street” HEMI with lower compression, a milder cam, cast instead of tube headers and two 4 bbl Carter AFB carbs. The Gen II HEMI was produced until 1971 and was rated at 425 hp at 5,000 rpm and 490 lb-ft of torque at 4,000 rpm.

Of course, this is only the American version of HEMI history. Across the pond, in the homeland of the HEMI, the Europeans never left the concept alone.

Incidentally, the 426 HEMI is a HEMI in name only. Rather than build the new 426 from the old architecture of the 392, Chrysler engineers chose to use the existing 440 Wedge-head big-block. That said, the 426 evidences many improvements over the Wedge and indeed the 392 and became the modern drag racer’s engine of choice and was known colloquially as the “late model” compared to the 392 “early model.”

As the factory HEMIs came to the end of their respective lives Ed Donovan of Donovan Engines introduced a cast-aluminum 417 ci aftermarket version in 1971 that was based on the 392. That was followed in 1974 by Keith Black’s 426 HEMI based on the factory 426. Versions up to 573 ci are now available as are heads and numerous other parts milled from billet aluminum from numerous aftermarket manufacturers such as Hot Hemi Heads.

In fact, we use a billet 417 ci Donovan block with billet heads from Hot Hemi Heads in Ron Hope’s Rat Trap AA/Fuel Altered that we race. With a billet BDS supercharger and 90-percent nitro, it produces some 3,000 hp. However, in current Top Fuel/Funny car racing they use architecturally similar 500 ci blocks milled from forged billet aluminum.

These proprietary blocks are produced in-house by Don Schumacher Racing and John Force Racing but similar blocks that can withstand in excess of 10,000 hp are available from companies such as Brad Anderson and Alan Johnson Performance—all based on that Chrysler HEMI.

Of course, this is only the American version of HEMI history. Across the pond, in the homeland of the HEMI, the Europeans never left the concept alone. For example, Daimler, using Triumph motorcycle architecture, developed two aluminum-headed HEMI engines of 2.5 and 4.5-liters.

Other British brands such as Aston Martin and Jaguar both employed hemispherical combustion chambers in the DOHC V-8s and straight 6s respectively. However, no doubt the most well-known use of their HEMI-head was by Porsche in many of their engines—particularly the flat-six boxer engines of the 1963-’99 911s.

McLaren F1 Designer Peter Stevens Takes His T Black

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bruce Canepa’s Top 10

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

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

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

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

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

He tried it all and excelled at most…

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

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

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

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

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

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

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

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

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

Fast Cars Unlimited

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

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

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

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

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

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

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

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

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

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

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

Jimmy Who? The Jimmy Shine Story

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

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

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

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

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

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

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

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

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

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

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

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.”

In the Beginning: Ford Mustang

How the Original Pony Car Won America’s Heart

It isn’t very often that a single car model manages to create an entirely new market segment all by itself, but that’s exactly what the Ford Mustang did in the mid 1960s, and the other cars that followed its example from GM, Chrysler, and AMC all shared a moniker coined to reflect the Mustang’s equine name—the “Pony Car.”

While Pontiac had defined the Muscle Car formula of a big V8 engine in an intermediate-size chassis with the 1964 GTO, that was basically an option package on the otherwise-ordinary Tempest. Ford, headed at the time by the legendary Lee Iacocca, was working on a new small, sporty car design that wouldn’t look like any other car in the current fleet, though to save time and money it would share the majority of its underpinnings with the existing Falcon and Fairlane. Between late 1962 and the spring of 1964, a crash program took the Ford Mustang from a bullet list of goals to a production-ready design that would turn out to be an enormous sales success, paving the way for subsequent model generations that spanned more than 50 years of continuous production all the way to today.

Those goals included room for four with buckets and a floor-mounted shifter in front, an overall length of fewer than 15 feet from bumper to bumper, a curb weight under 2,500 pounds, and a starting price of less than $2,500 (about $20,200 in today’s dollars). Engines would include a base inline-six as well as an assortment of small-block V8 options, and both notch-back and convertible body styles. To say that Ford captured lightning in a bottle is an understatement—the Mustang prototype was the hit of the 1964 World’s Fair, and on the opening day of the fair, more than 22,000 orders were taken for the new car. Between the 1964 ½ model year (because the Mustang was introduced late in the model year cycle, the first 120,000 or so were technically 1964 models, though they carry 1965 VIN codes) and 1966 (the peak year of first-gen Mustang production) a whopping 1,288,557 Mustangs were built.

The best modern analogy would be to call it the iPhone of its day…

It’s hard to convey just how much excitement and interest the Mustang sparked when it hit showrooms, and GM, Chrysler, and American Motors all rushed to create their own cars to compete in the previously non-existent market segment. The best modern analogy would be to call it the iPhone of its day; while other cars preceded it that had some of the same features, none combined them in a way that defined a whole new type of enthusiast car like the Mustang did. Realizing what they had, Ford leaned into the Mustang’s popularity with ad campaigns that emphasized the idea of youthful exuberance, and even went as far as to disassemble a 1965 convertible into four main sections plus a few odds and ends, load the pieces into an elevator, and then reassemble the entire car on the 86th floor observation deck of the Empire State Building.

The Mustang’s ground-breaking long hood/short deck styling set the standard for the domestic competition through the 1960s and beyond, and racers began to adopt it as a platform for closed circuit and drag racing competition as well. Best-known is the Shelby GT350, which debuted in 1965. Carroll Shelby, who also imported the British-built AC Ace and re-engined it with Ford V8 powerplants to create the legendary AC Cobra, took Mustangs equipped with the 271 horsepower 281 cubic inch Windsor V8 and modified them with different carburetors, intake manifolds, brakes, and other small changes in order to prepare them to the limit of SCCA B-Production rules, where the cars won three years in a row. Through subsequent years, the Shelby Mustang became less race-focused and oriented toward high-performance street use, but the die was cast, and many a future Mustang would wear Shelby or Cobra badging in homage to these seminal performance cars (and many a baby girl or family dog would end up named “Shelby” as well.)

…other manufacturers who were now offering their own “pony cars” plus the 1973 oil crisis brought the first generation to a close.

Over the course of the Mustang’s first generation, which lasted through the 1973 model year, engine options included inline sixes as well as 289 and 302 cubic inch Windsor small-block V8s (named for their Canadian manufacturing location in Windsor, Ontario), plus 390, 427, 428, and 429 cubic inch big-block V8 power. The Mustang progressively became larger and heavier, and a major facelift for 1971 radically changed the car’s profile. Though still popular, sales were nowhere near what they had been during the glory days of 1965–1969, and competition from other manufacturers who were now offering their own “pony cars” plus the 1973 oil crisis brought the first generation to a close.

The replacement, Ford’s Mustang II, was already waiting in the wings—having seen the end of inexpensive gas and ever-stricter emissions standards on the horizon, the company was well-prepared with a new model that was smaller, more fuel-efficient, and as it turns out, universally hated by Mustang fans then and now. But that, my friends, is a story for another day…

The Silver Stallion: ’68 Ford Bronco

Bryan Battaglini’s 1968 Ford Bronco

There’s something about a well-built classic vehicle that can get any gearhead’s heart pumping. In a sea of long wheelbase late model rigs with Bluetooth connected radios, electronic nanny stability control, and angry grilles, classic off-road rigs stand out as the cool grandpa that blazed the way for the kids. 

Well kids, grandpa has a new hip and he’s here to show you how it’s done, with style. Bryan Battaglini’s 1968 Ford Bronco has got more than enough style and all the right parts. “I love the classic Bronco.” Bryan proclaimed. “It has great lines and will always be a crowd favorite.”

We spent some time with ogling the classic stallion to get photos so we could share this beauty with you. Don’t worry, we didn’t get any drool on it.

Inside and out, Bryan’s Bronco is chockfull of class and style, blending old-school and proven technology with some modern upticks to really make it shine. The body was fitted with fiberglass front fenders, a forced-air hood was installed with gas shocks, then the whole thing was painted in PPG’s Silver Birch paint with a clear coat. A ProtoFab front bumper houses a Smittybilt X20 winch with a complementary ProtoFab rear bumper and a tire swing hanging out back.

Under that performance hood is a 1990 5.0L fuel-injected V8, loaded with shorty headers, an upgraded camshaft, and a large aluminum radiator to keep it cool. The beast exhales through a Magnaflow exhaust system while it pushes power out to the NV3550 manual 5-speed transmission and Advance Adapters Atlas transfer case.

That power gets split to Dana 44 differentials front and rear. Both diffs are loaded with ARB Air Lockers for the extra bite that is sometimes needed. All that traction leads down to a full set of 37-inch Milestar Patagonia M/T rubbers wrapped around 17-inch Level 8 Bully Pro Lock Wheels. On why he chose the Patagonias, Bryan said: “they look killer, have great traction and are very quiet on the road.”

The interior of the Bronc’ is loaded too. The fully Rhino lined interior sports an all-new electrical system with a MegaSquirt MS3 Pro computer and Flaming River tilt steering column. A Pioneer head-unit drives JBL speakers for classic tunes on any trail while riders are sitting comfortably in a set of Corbeau racing seats.

The whole rig sits on a Wild Horses 5.5-inch suspension lift, front and rear and uses dual shock hoops with dual shocks at all four corners. A 2-inch body lift gives the extra bit of clearance needed to not chop the body up for those big Milestar meats.

All said and done, the dust finally settled after a 2-year build time, Bryan is excited to continue vetting his classic rig on new terrains. “I have not put it to its full potential yet,” said Bryan. “It’s great on and off road and even as tall as it is, it still cruises on the freeway great.”

Bronco Buster

Bruce Winsatt’s 1971 Ford Bronco Sport

Full-size Ford Broncos are really hot right now, but the Early Model Broncos have always been highly desirable. Early Broncos bring top dollar; whether they are stock, restored, or highly modified. One Early Bronco owner is well aware of this. Bruce Winsatt had owned several full-size versions before he found this 1971 Ford Bronco early model. He was looking for a good project to undertake with his son Brandon, who was 15 years old at the time, when they found the Bronco in Pueblo, Colorado. It was a good candidate for a modified build as it was in a rather rough shape.

“The truck was in sad condition with a tired engine, a 3-speed transmission that too often would stick in second gear, and it had serious rust and holes in the floorboards,” says Bruce, “The rust was so bad, you could see the road go by from inside the truck. Having never taken on this level of restoration, we did a lot of research, talked to some great resources, and then jumped in with all 4 feet. We tore everything out, but in hindsight, we should have removed the body from the frame too.”

Like many automotive projects, you turn over a rock and find more rocks underneath. After the bodywork was finished, they had a big issue. After several attempts to align the doors, they discovered that like many nearly 50-year-old trucks, the frame had a twist in it. The frame was straightened, but in order to get the doors to line up, they would have to perform some serious sheet metal surgery. The custom half doors on each side solved their problem and add to the rugged look of the truck.

With the body sorted out and coated with Tangelo Orange paint, it was time to tackle the mechanicals. Here is where Bruce was able to pass on his knowledge to Brandon. They went through every system on the Bronco; making upgrades along the way. The front drum brakes were swapped out for discs, the brake booster was upgraded, and the entire system was redone with new hydraulic lines. The electrical wiring is all new too with the aid of a Painless Performance harness. The stock 302 engine was stroked to 347 cubic inches and puts out 400 horsepower. Mixing the fuel is a Holley 650 carb sitting on top of the Edelbrock aluminum intake manifold, and an MSD ignition lights the fire. Spent gasses are expelled out the back through a custom exhaust system. The cooling system was designed by Any Radiator in Lake Havasu City, AZ. These early Broncos are known for cooling issues and the system that Any Radiator has designed keeps the healthy V8 cool, even on the most challenging trails. All that power goes through an NP435 4-speed manual transmission with a Gear Banger shifter system. A Wild Horses 3.5-inch lift kit with Rancho 9000XL shocks allow the truck to handle extreme terrain whether they are slow speed crawling, or blazing across the desert. The suspension is further enhanced with a set of 35-inch Milestar Patagonia M/T tires. The Patagonia tires are equally at home in the rocks and in the desert. All the fun begins when you twist the Warn locking hubs, and shift into 4-wheel drive.

With the mechanicals wrapped up, there was still plenty to do. The bulged fiberglass hood, held down in front by hood pins, is coated in Tangelo paint, but much of the Bronco is a contrasting black. The bumpers, roll cage, fender flares, wheels, doors, and front grill are all dark as night. The same is true for the interior. The seats have a custom touch that ties them together with the body; matching orange piping. The custom roll cage and bumpers were designed with form and function in mind. The rear bumper includes a spare tire mount and a hitch receptacle. Both front and rear custom bumpers have Rigid Industries LED light bars flush mounted into them for a clean look.

The truck is a real looker and has been a great father and son project. Brandon is now able to build and maintain his own vehicles and is currently studying at SDSU towards a degree in Mechanical Engineering.

OVC Mustangs

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From Zero to Ford Mustang Mach 1 in 17 Years

Dennis McGrath’s Beach-Cruising 1969 Mach 1 Ford Mustang

If you see Dennis McGrath’s Grabber Blue 1969 Ford Mustang Mach 1 drive by, you’re going to turn your head until it disappears down the road. It’s such an eye-catching a car, you don’t want to lose sight of it. When asked about his small-block powered 1969 ‘Stang, McGrath told us he’s just always liked Mustangs, and who can blame him? Since its introduction, the Ford ponycar has been a winner, both on track and on dealer lots. In 1969, the Mustang got a tough new facelift too, with quad headlights, high-hipped quarterpanel scoops, and a variety of ferocious engine and graphics packages.

For Dennis and Jenny McGrath, there’s no need for stripes or big blocks. Give them a high-revving 351 Cleveland, a shift kit in the C6 transmission, and an empty lane to blast down California’s Pacific Coast Highway, and they’ll give the Pacific Ocean a run for its money as “Most eye-catching view on the California coast.”

Getting the Mustang into beach-cruising shape was a 17-year-long process. Along with hotting-up the 9.5:1 compression 351 V8 with a mild cam and valve job and then topping it with an Edelbrock manifold and 650 carburetor, they upgraded to March pulleys and power steering, and an MSD distributor, box and coil. That improved spark lights off the fuel and the spent gasses take a trip out through Hedman Hedders. The Cleveland keeps its cool thanks to a Mattson aluminum radiator.

Backing the small block is a C6 automatic, beefed up with a hardened shaft, racing servo, shift kit, and 2400-stall B&M torque converter. In the back is a Ford 9-inch limited slip with 3.50 gears. The McGraths wanted the Mustang to handle, so a CPP front sway bar and KYB shocks take on the turns and bounces. To keep the car stable and straight, a Total Control brace counteracts body flex. Additional stiffening comes from Total Control subframe connectors, and in the rear, Scott Drake leaf springs help keep the power squatted down on widened 15-inch Rally 500 wheels wrapped in 255/60-15 Milestar Streetsteel rubber, picked for just the right mix of street performance and that classic muscle car look. In the front, 235/60-15 Milestars point the pony in the right direction. Disc brakes on all four corners bring the Mustang to a quick stop.

Inside the Mustang Mach 1, Dakota digital gauges keep tabs on the temps and TMI leather bucket seats let the McGraths lean back and enjoy tunes through the Sony receiver, JL Audio amps, and 10-inch subwoofer and Focal speakers. So if McGrath’s car catches your eye on the road or at a show, nobody will blame you for keeping an eye on it, it’s just that perfect pony stance, sound, and style.