SEPTEMBER 2022 No. 2 2 9 $5.99 MODERN MACH MUSTANG MAKEOVER FOR THE ROAD RESTO TECH MUSCLEPALOOZA’S ’P7U1RGPTLEXR4EI4G0N ’6D2UAILM-QPUAALDA4S0S9 TIPS & TRICKS TRIUMPHANT RETURN
OMloddSecrhnoPoel rLfooormksanwcieth. You don’t have to choose between vintage looks and modern power for your small block Chevy—Trick Flow DHC™ 175 heads deliver both! The aluminum heads have the exterior styling and straight spark plug holes that nostalgia buffs prefer. On the inside, CNC-profiled chambers, Fast As Cast® runners, and a small cross-section intake design deliver the performance that power fans crave. Trick Flow DHC 175 cylinder heads come fully assembled—just paint them Chevy Orange and they’re good to go. Heads are available with or without accessory bolt holes. Dyno Results Airflow Results DHC 175 DHC 175 Intake Flow CFM Lift Value Exhaust Flow CFM Test Engine: 10.2:1 compression 350 c.i.d. with Trick Flow DHC™ 175 cylinder heads (TFS-30210003), .100\" 65 53 Trick Flow Track Max™ hydraulic roller camshaft (TFS-31402001), 1.6 ratio roller rocker arms, .200\" 133 104 Trick Flow chromoly pushrods, Edelbrock Victor Jr. intake manifold, 750 cfm carburetor, .300\" 192 136 .400\" 233 180 Hooker Super Competition headers with 13⁄4\" primaries, 3\" dual exhaust with Flowmaster mufflers. .500\" 258 198 .600\" 254 207 Tests conducted at 28\" of water (pressure). Bore size: 4.030\"; exhaust with 13⁄4\" pipe. Your Recipe for Small Block Chevy Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients. Track Max® Camshafts Give your small Chevy an even bigger power boost with a Track Max camshaft. Available in several flat tappet and roller designs up to 246°/254° duration and .555\"/.555\" of lift, they are dyno proven to produce significant power increases over the entire RPM range. StreetBurner® Intake Manifold This manifold brings out the best traits of the DHC 175 heads and Track Max cams. Its dual plane, open air design helps pack more air and fuel into the cylinders to significantly boost power and torque in the 1,500–6,500 RPM range. Roller Rocker Arms Finish off the horsepower recipe with aluminum roller rocker arms. Each set includes lightweight aluminum CNC-machined rocker arm bodies with premium needle-bearing fulcrums and roller tips to reduce valvetrain weight and friction. TrickFlow.com • 1-330-630-1555 2209HMTF Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.
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CONTENTS VOLUME 19 • ISSUE 12 • #229 52 PERSPECTIVE MARKETPLACE 06 TERRY McGEAN 64 AUCTION ACTION 10 BACKFIRE 68 AUCTION NEWS 72 JIM McGOWAN 70 HEMMINGSAUCTIONS.COM FEATURES 22 TECH 08 PRODUCTION LINE 28 22 TECH: 14 MODIFIED: Engine Bay Renovations 1969 Ford Mustang 34 TECH: 28 STOCK: Restoration Tips and Tricks 1971 Plymouth GTX 46 RESTO: 40 STOCK: 1970 AMC AMX 1962 Chevrolet 56 ASK RAY Impala SS 409 58 SWAP MEET 52 ON LOCATION: 60 GEAR Musclepalooza 33 62 THE GOODS SPOTLIGHT: Restoration ON THE COVER: Contributor Barry Kluczyk captured Craig Cushing’s ’69 Mustang Mach 1 in its element, rolling down a Michigan highway
TAiruetsh&enWtihceLeoloskFsor PUBLISHER Jonathan Shaw, President When you want correct looks for your classic Muscle Car, then Universal Tire is your tire and wheel headquarters. We have the correct tires and wheels for EDITORIAL Muscle Cars, so shop online or call us today to speak to our vintage tire pros! Douglas R. Glad, Head of Content Terry McGean, Editor-in-Chief Dependable Vintage Tire Sales & Service Since1968. Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily OUR TIRE PROS ARE HERE TO HELP SHOP OUR SITE! Sadie Buckallew, Managing Editor Matthew Litwin, Senior Editor 1-877-217-2553 SCAN WITH PHONE CAMERA Mark J. McCourt, Senior Editor David Conwill, Associate Editor UNIVERSALTIRE.COM Jeff Koch, West Coast Associate Editor Daniel Strohl, Web Editor Roberta Conroy, Graphic Designer Joshua Skibbee, Graphic Designer Tom Comerro, Editorial Assistant Editorial Contributors: Ray T. Bohacz, Chuck Hanson, Barry Kluczyk, Jim McGowan, Jim O’Clair VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton Robin Burdge, Ad Trafficker HEMMINGS DIGITAL Nate Wardwell, Director of Digital Product Mark Nordyke, Director of Engineering Robert Hayman, Technical Lead Jeremy Meerwarth, Engineering Manager David Richied, Web Developer Orhys Brown, Web Developer Cody Walton, Web Developer Clara Poston, UX Designer Wayne Archer, Quality Assurance MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Rachelle Ferguson, Kerry Paige, Missy Telford, Erika Woods Graphic Services: Samantha Corey, Graphic Services Director Christopher Brown, Carrie Houlihan, Todd Koch, Stephanie Rawling, Mathew Sargent Information Services: Gregory Hunter, IS Director Facilities: Joe Masia, Facilities Manager Brad Babson, Paul Bissonette, Matt Williams CIRCULATION Scott Smith, Circulation Director David Argentieri, Claudia Birkland, DeLena Boutin, Glory Daignault, Alaina Krawczyk, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley HEMMINGS AUCTIONS Terry Shea, Director of Auction Operations Kurt Ernst, Managing Editor Auctions Specialists: Allen Boulet, Karissa Crandall, Nicole Deuel, Chris Drayton, Raina Kosich, Chad Thompson ADMINISTRATION Brandy Smith, Administrative Assistant HEMMINGS MUSCLE MACHINES ISSN# 1550-0691 • www.hemmings.com Published monthly by Hemmings • 222 Main St., Bennington, VT 05201 TO SUBSCRIBE: Online: www.hemmings.com/subscribe Mail: 222 Main St., Bennington, VT 05201 Mail: PO Box 2000, Bennington, VT 05201 E-mail: [email protected] Subscription rates in the US and Possessions; 12 issues for $18.95. Canada $30.95; (CDN price includes surface mail and GST tax). All other countries $32.95 in US funds. Occasionally, we make our subscriber list available to carefully screened companies that offer products and services that we believe would interest our readers. If you do not want to receive these offers and/or information, please advise us at P.O. Box 76, Bennington, VT 05201, or call 800-227-4373. TO ADVERTISE: Online: www.hmn.com/sell E-mail: [email protected] Periodicals Postage Paid at Bennington, Vermont and additional mailing offices. POSTMASTER: send address changes to: Hemmings Muscle Machines, PO Box 2000, Bennington, VT 05201 Hemmings Muscle Machines is a publication of American City Business Journals, Inc., 120 West Morehead St, Charlotte, NC 28202 Ray Shaw, Chairman (1989-2009) Whitney Shaw, CEO 4 HEMMINGS MUSCLE MACHINES
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TERRY McGEAN [email protected] • Instagram @tmcgean Today, Yesterday’s Scrap where we were actually excited over the opportunity correcting to resurrect a bucket like this? We’d sent better cars the ravages Ifound myself trying to justify (yet another) old to the junkyard when Reagan was still in of ce. car purchase not long ago when a friend asked of rust my opinion about a project he was considering. But that’s the reality of time. I’d noticed the same is more As is so often the case, the car in question wasn’t thing happening with street rod guys 20-something approach- a late-model commuter, but a decades-old relic from years ago. In the ’90s, nding a genuine ’32 Ford — able for Detroit’s golden era of performance. This specimen and not even a whole car, just a signi cant portion the average was de nitely a project—nothing my friend would of a usable body — was a big deal. The Deuce had hobbyist. be driving home. been a hot rodding staple for decades by then, and I’d hear older guys talking about the parts and pieces This is the part where we enthusiasts separate they threw away back in the ’50s for not being “good sharply from most people. The car my friend and I enough” to use for their projects. These tales were went to see looked like something a majority of the always delivered with a tone of lament, as the bits population would have sent to the scrapyard long ago. those guys were trying to save in the present were Yet here the two of us were, anxiously anticipating the junk compared to what they’d cast off years prior. inspection process and conjuring images of the Now we’re going through that cycle with muscle cars and parts. nished outcome before we’d even given it a look. This sort of thing has played out countless times However, there has been a major change in the over many years for scores of vintage vehicle fans, muscle realm during the past 20 years or so that in some cases almost to the point of being routine. justi ably alters the perspective of people like my Some of us are kidding ourselves to view broken- friend and me when we consider attempts to save down old cars with an eye that sees it renewed what was once considered beyond redemption: again; others are merely taking stock of what is reproduction sheetmetal. Back in the ’80s, when needed and the steps required to get it done. I’m we’d survey the damage done after 15-20 years of somewhere in the middle, versed enough in the road salt exposure, options for cures were limited process of restoring a car to have a good idea of what to scoring new factory replacements (already tough it’s going to take but not fully equipped (in terms of to do for most models even then), nding good skill, facilities, and funding) to get a full-scale project used parts (also challenging without heading out to completion all on my own. Still, I ought to know West, since all cars of the same type tended to rust enough to be of some use in avoiding bad decisions… the same way), or fabricating pieces to replace what if I lead with the head and not the heart. the tin worm had consumed (which required a Of course, the heart has to factor in at least a little. skill level we did not possess). With those obstacles In considering old car projects, being entirely practi- weighing on our young minds, we tended to write cal would probably lead to avoiding anything that off cars that needed extensive metal repair. wasn’t sleek, shiny, and ready to take to a cruise night. Restoring cars is a hobby unto itself, beyond simply Today, correcting the ravages of rust is more being a car enthusiast, so starting with something approachable for the average hobbyist. Not to say that needs help is sort of the point. But on the day my it’s easy to weld in entirely new oorpans, quarter friend and I went to see this particular car, I was struck panels, and maybe even a roof skin (nor cheap), by how our standards have changed over the years. but it is at least feasible with the stampings that are The car we were looking at was a Chevelle from currently available for so many muscle-era cars. the late ’60s; it was going to need a full-scale, body- Access to welding gear and other tools once reserved off re-do to return it to something desirable. That’s for professionals has also improved drastically for not unusual these days, but I think it was the fact the weekend restorer, and learning to use them has that it was a Chevelle that rattled my senses a bit. become easier in the age of streaming video. My rst car was a Chevelle way back in the ’80s; a number of my friends had them around that time Despite our favorite cars now being even older, as well. There were a lot more ’68-’72 Chevelles on harder to come by, and sometimes a bit worse for the ground then, but we already considered them the wear, this still feels like a good point in time to somewhat vintage. Poking around on the one my be attempting to save them. My friend passed on that friend was recently considering suddenly made Chevelle but he’s already got another car for us to me realize that we’d have considered this a parts look at, and it’s in similarly rough shape. And that car back in the day—how did we get to a place hasn’t dampened our anticipation one bit.
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PRODUCTION LINE By Je Koch 2025 CORVETTE E-RAY: CHEVY’S CROWN JOULE ALL-ELECTRIC CORVETTE IS COMING. DO NOT RESIST. In the interest of keeping up with current events, we thought goals are to make the batteries lighter and to expand their you’d get a charge out of this news: Chevy’s legendary range. In a dozen years’ time, GM plans to have electri ed its Corvette will not only be “electri ed” (suggesting a hybrid entire passenger-car and light-truck eet. gas-and-electric driveline) as early as next year, but the company signaled that an all-electric Corvette is also en Electricity is proving to be a boon to performance route. GM president Mark Reuss slipped this bombshell enthusiasts and as high-end European exotic marques gear into an interview that aired on cable channel CNBC in April. up for the Continent’s upcoming internal-combustion ban Don’t act shocked. after 2030, Corvette seeks to play its perennial role as spoiler, offering performance equal to or better than the European The C8’s chassis architecture was designed so that a mod- greats for a fraction of the price. Surely GM will tout how ule (consisting of electric motors, control hardware, and other eliminating fossil fuels will help the environment, as well. components) could mount in the front; this was likely one of myriad reasons for moving the engine back behind the driver. This will give next year’s “electri ed” and the later all- electric Corvettes all-wheel-drive capability. Little is known about the Corvette EV, beyond it most likely debuting in 2024 for the ’25 model year. (Reuss would only admit that it would be coming “somewhere down the road,” which means it will be a while yet.) The electric Corvette could also adapt current nomenclature and be known as the E-Ray. One key lies within GM’s ever-evolving Ultium battery. Supplied by LG, the Ultium cell uses a nickel- cobalt-manganese-aluminum mix of metals but requires substantially less of the expensive element cobalt than past versions of similar batteries, which reduces costs and makes the switch to electric a nancially viable option. What’s more, spokespeople claim that repeated DC fast-charging won’t impact the battery’s ability to charge to a full 100 percent repeatedly. With costs seemingly under control, GM’s next GENERAL MOTORS 8 HEMMINGS MUSCLE MACHINES
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BACKFIRE Send your letters, photos and opinions to [email protected] NLeottvear o, fRtheenMewonethd: Little did I know that my life would be 1970 Nova parts car that came from changed in July of 1972, Phoenix with virtually no rust — this when my friend, Don proved invaluable for parts and Carter, and I were on pieces I couldn’t get anywhere else. our way to the local swimming hole to celebrate his birthday. Another I was very lucky that my stepson, driver ran a stop sign and totaled the Ryan Jensen, was a body man at the 1965 Chevy Biscayne that my parents local auto body shop. For the next had handed down to me. four winters, he would come over two I was 19 years old and had gradu- weekends a month to do the body ated from high school a year prior, in work and accept home-cooked dinner 1971. I had wanted to buy a pickup, as payment. but they were more expensive than a car. Worse, my mom insisted on a car I took to heart what Wayne Bushey due to my enrollment in tech school. said at the 2005 Nova Nationals The search began. Banquet: “Enjoy these cars and drive I went to the local Chevrolet them.” So that is the advice I used to dealership, and they guided me to build this car. We sprayed bedliner on a car that had just debuted — a 1973 the bottom of the car and in the wheel Honda Civic. I then went to an out- wells to prevent rock chips. I used of-town Chevrolet dealership, where seats out of a 1993 Cutlass that were they showed me the Rally Nova. The very comfortable. I installed a Vin- price of Nova and the Civic were tage Air A/C kit, a ZZ4 crate engine about the same, but my friend, Don, along with a Tremec five-speed so it said he wouldn’t go anyplace with me would be fun to drive. All the restora- if I bought the latter. I put $25 down tion work was done in my garage, on the Nova at a total price of $2,795. except for the paint and upholstery. I was able to make the $85 per month payment on the Nova because the I took the Nova to the 2011 Nova vo-tech school I’d enrolled in had an Nationals at Bowling Green, Ken- OJT program. tucky to have her judged, and to my The clutch went out in 1988 and I amazement, it was recognized as a didn’t have enough money at the time Gold Class car — 924 to fix it, so I parked it at my brother’s points out of 1,000. place. Then, in the spring of 1997, the Snake River flooded at my brother’s I take her to two home, and the car sat in water up to or three car shows a the top of the tires for weeks. You year, and usually could even see the water line in the try to drive her glovebox door. there. She now In November of 2005, I pulled the has over 7,500 Nova into my garage and started to miles on her disassemble it, and then I took the since the restora- body to have it sandblasted and find tion. She still out its true condition: Every panel looks as good as from the rear window back needed ever and I hope replacing. My first sheetmetal order to drive her even was nearly as much as I paid for the more. car. I was able to get my hands on a Tye Tomchak Idaho Falls, Idaho 10 HEMMINGS MUSCLE MACHINES
MUSTANG EVOLUTION I began driving back in 1968 (actually, before, but that’s another story). My ride was a burgundy ’65 Mustang powered by a 289 V-8 with a three-speed shift. What a great car! Other than replacing universal joints every couple of months and an occasional clutch and pressure plate, that car was bulletproof. It averaged 23 mpg, which wasn’t a big deal when gas was only 32 cents per gallon, and it didn’t burn a drop of oil, even though I drove it hard! My only certified 1⁄4-mile run was a 14.89 at 91 mph. Not bad in its day. Today, I have a 2020 Mustang Ecoboost High Performance Package. It averages 30 mpg and gets 34 on a road trip; she handles like she’s on rails and is comfort- able enough to drive all day. Although I only have 16,000 miles on it, it hasn’t been in for any repairs or warranty work. She looks like a million dollars and the active exhaust lets everyone know she’s not just a “looker.” It’s fair to say that the cars we wor- shipped back in the good “old” days were worthy rides but, frankly, the muscle cars of today put them to shame when it comes to all-round driving machines. Let’s hope the car manufacturers never forget the driving experience and build cars for reliability and dependability as well as flat out fun! I think I’ll keep this ride for a long, long time. Dave Fotiadis Conover, North Carolina 11SEPTEMBER 2022 WWW.HMN.COM
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MODIFIED SWEATING THE DETAILS CRAIG CUSHING’S 1969 MUSTANG MACH 1 IS A 450-HP RESTOMOD THAT LEAVES NOTHING TO CHANCE WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK 14 HEMMINGS MUSCLE MACHINES
A S THE 2022 DETROIT AUTORAMA was winding down, someone told Craig Cushing he ought to stick around for the awards ceremony. His restomod 1969 Ford Mustang Mach 1 had drawn more than a little attention from the judges and they rewarded it with a first-in-class trophy. “It was a moment of great satisfaction,” Craig says. “I’d always wanted an Autorama-worthy car and for the car to win its class during its first time there was absolutely the thrill of a lifetime.” Craig is quick to credit the work of Jim Chatas, who built the car at his Detroit-area shop Motorcity Grind, which specializes in vintage Ford restorations and restomods. The two wouldn’t even have come together for the project, either, if Craig hadn’t been eavesdropping at a restaurant. “I was having lunch with a co-worker one day and kept getting distracted by the guys at a nearby table, who were talking about Mach 1s, Mustang fastbacks, and things like that,” Craig says. “After a while, I couldn’t stand it any longer, and I went over to introduce myself and asked about the cars they were talking about.” One of those strangers was Jim, who was talking shop over his own lunch. “I told Jim right there that I wanted to build a 1969 Mach 1,” Craig says. “He told me that if I found the right car, he was the guy who could do it.” 15SEPTEMBER 2022 WWW.HMN.COM
About six months later, Craig found returned, that is. The rear quarters, the Modified Windsor engines, with the car. It was an authentic Mach 1, taillight panel, and more, disintegrated their thin-wall castings, can run but an H-code (351-2V) car that wasn’t in a cloud of rust and walnut shells. warm, especially when stroked, particularly rare or in original condi- It was underlying damage that would tion. He made a deal for the car and, add even more time and money to the like this 408. That means a in the pouring rain, hauled it down to final tab. Even the hood needed to be robust cooling system is a must, Motorcity Grind. replaced. and this Mustang has it. “I knew what I wanted to do with “Prior to media-blasting, the car the car,” Craig says. “Jim immedi- didn’t look too bad,” Jim says. “But a hydraulic roller camshaft, and Dart ately understood what I was looking our jaws all dropped when we saw the Pro 1 aluminum cylinder heads. It was for, and we really connected about it. extent of the rust damage. The body also topped with a Holley Sniper EFI When I threw out the budget I thought needed a ton of work.” system that gives the engine a more I wanted to spend on it, he just traditional appearance under the hood. grinned at me.” While Jim and his crew got to work replacing the corroded sheetmetal The engine is backed by a Tremec It wasn’t a “No sweat” grin. Not at and straightening what hadn’t been five-speed transmission, which all. It was a “No freakin’ way” grin. But consumed by the tin worm, Craig transfers torque to a 9-inch axle fitted Jim told Craig to take the car home and focused his attention on tracking down with a Traction Lok limited-slip disassemble it himself, which would the parts that would elevate the car’s differential and 3.89 gears. It’s a save him a few thousand dollars. performance, from the chassis and combination that Craig reports delivers suspension upgrades to the engine. a great balance of on-demand power “Jim said, ‘Bring me a roller and we’ll and highway-cruising comfort. get started,’ and that’s what I did,” “I didn’t want to do a Coyote swap,” Craig says. “It became a family project, he says. “I wanted a traditional Ford “With the overdrive, the car drives with my kids and father helping to re- engine for this vintage car.” Sticking on the freeway just like any modern move the parts and bag-and-tag them. with a traditional engine was more vehicle,” he says. “And Jim really Everybody got into the project.” economical than shoehorning a Coyote, has the cooling systems for these cars which requires modifications to worked out. The gauge never rises It won’t surprise anyone who’s built eliminate interference with the stock above 180 degrees, even in the gridlock a car to learn that after the Mustang’s shock towers. rolling shell returned to Motorcity Grind, the project — and budget — He settled on a 351 Windsor-based accelerated like a Gapp and Roush Pro 408 stroker crate engine from Stocker. That was especially true after Wisconsin-based Tri Star Engines. the car returned from the media blaster. Rated at 450 hp and 500 lb-ft of torque, its ingredients included forged pistons, Well, the remnants of the car that 16 HEMMINGS MUSCLE MACHINES
AUGUST 26+27, 20224 4 TH A N N U A L N E W E N G L A N D A U T O A U C T I O N ™ 1967 CHEVROLET CORVETTE 427 Numbers matching 1967 Chevrolet Corvette 427ci 400hp roadster. Heavily optioned, documented with build sheet and protect-o-plate. Offered at NO RESERVE. One of the Rarest Shelby Mustangs Ever Built! 1966 SHELBY GROUP II MUSTANG • Originally built for legendary Shelby American driver Ken Miles • Originally sold and raced by SCCA legend John McComb • Multiple championship and race winning vehicle • One of the most successful Trans-Am Series cars in history, with over 30 documented races and 22 top 3 finishes Online Bidding Services Provided by: auction.owlshead.org (207)594-4418 Auctioneer: John Bottero, ME License #AUC1237 1933 Packard 1952 Jaguar XK120 1951 Mercury Woody Wagon 1921 Stutz Series K Touring Car 1001 Coupe Roadster numbers matching, fully restored former A.K. Miller Collection NO RESERVE NO RESERVE NO RESERVE
OWNER’S VIEW had good luck with this setup on other The other big aesthetic considerations cars. It works very well.” for the car were the paintwork and the T here are some cars that interior, and they, too, involved plenty just have ‘the look,’ and for Additionally, the engine exhales of careful considerations. For the exte- me it’s the 1969 Mustang through FPA headers that blow into rior color, Craig insisted the car would Mach 1. It has the four head- a custom 2.5-inch exhaust system be blue. Fourteen spray-outs of differ- lamps and rear quarter scoops, formed and welded by MotoFab. ent shades were tested before Bright which the ’70 models didn’t have. Atlantic Blue Metallic was selected. It’s the vintage Mustang that This Mustang does have a coil-over It was used on the New Edge really calls to me — it looks fast swap, front and rear, along with a Mustangs circa 1999. while it’s sitting still. I plan to change from the original recirculat- drive the wheels off of it, and my ing ball steering system to a power Authentic shaker hood scoop young children love it. They think rack-and-pinion system from UniSteer, funnels air to a Holley Sniper EFI it’s loud, but the smile on the but the front suspension upgrade from face of my son when we take it Street or Track didn’t require shock- throttle body mounted on the out is priceless. The bottom line tower surgery. The rear suspension, engine like an Autolite 4300 4V is that it’s the car I wanted to also from Street or Track, is a three-link build for a long, long time, and I conversion that swapped the original on an original 351W engine. think it’s going to be in our family leaf springs for Bilstein coil-overs. forever. — Craig Cushing “In addition to vastly more respon- of the Woodward Dream Cruise.” sive cornering and good ride comfort That cooling system includes characteristics, the coil-over upgrades allowed us to dial-in the car’s stance a thick-cored aluminum radiator just where we wanted it, especially in from Cold-Case Radiators, which is the rear,” Jim says. “The car sits perfectly matched with a pair of electric fans and looks great from every angle.” collectively worth about 3,300 cfm of airflow. Rounding out the chassis details is a Street or Track-supplied “big brake” “These stroker Windsors need a lot kit, with 14-inch front and 13-inch rear of cooling capacity,” Jim says. “We’ve rotors. They nicely fill out the space be- hind 18-inch Forgeline SP3P aluminum wheels. Nailing the width and offset of the rims was a painstaking process to ensure they fit the wheel openings just right. At the rear, the wheels are 9 inches wide and paired with 275-se- ries Michelin Pilot Sport rubber, filling the wheel openings as much as pos- sible without the need for mini-tubs.
App for Configuration Selectable Colors Entry Screen Odometer CALL TOLL FREE 1.800.593.0560 WWW.DAKOTADIGITAL.COM/MM
“It’s still a Mustang color, but a more unit and supported by Herts Millie A modern twist on woodgrain contemporary example,” he says. “I Legend speakers and amps. décor comes from hydro- think it complements the car’s lines very well.” “I’m an audio-video guy by trade dipped versions of the original and I wanted a system that would dashboard. It’s a water-transfer Those lines are purposely unadorned show off how clean and crisp a car process that involves immersing by aftermarket and custom enhance- audio system could be,” he says. “It the parts in a solution that also ments, as Craig was adamant about sounds great for all the right reasons.” keeping the overall look of the car clas- contains the decorative film. sic, down to the front and rear spoilers It’s also another example of the and shaker hood scoop. A few subtle painstaking attention to detail Craig concessions, however, include body- and Motorcity Grind invested to trans- color front and rear bumpers — with the form this vintage Mach 1 into a mod- rear bumper tucked up flush with the ernized muscle car — one that remains body — and the addition of tinted tail- instantly recognizable but has been lamps and aftermarket door handles. thoroughly reimagined. Its Windsor power plant delivers 200 horsepower Inside, it’s a mix of vintage and con- more than the original 351 two-barrel, temporary appointments, starting with while the contemporized suspension leather trimmed Recaro seats that were and overdrive transmission elevate accented with red stripes to mimic the car’s driving dynamics by several the same feature in the original seats. decades. The rear seat was also re-trimmed in leather to match the fronts. That work “It drives amazing,” Craig says. and more of the cabin’s craftsmanship “I think it looks even better. It’s exactly was handled by SPC Interiors. the car I wanted.” One of the more distinguishing The 2022 Detroit Autorama judges features is the replacement of the stock agreed, awarding Craig and Jim woodgrain appearance on the dash- Chatas for sweating the details. board and door panels with a more contemporary wood look achieved with hydro-dipping. The results look amazing and truly update the interior while maintaining the decorative spirit of the original trim. There’s also a custom center console, Dakota Digital gauges — the look and performance of which we’ve extolled with other recent restomod cars we’ve featured — and a custom audio system that Craig personally assembled. It’s centered on a Kenwood Excelon head
SPECIFICATIONS 1969 FORD MUSTANG MACH 1 ENGINE Block type........................................................ Ford Windsor-type “small-block” OHV V-8 Displacement .........................................................................................................408-cu.in. Bore x stroke ...............................................................................................4.030 x 4.000 in Compression ratio ......................................................................................................... 9.75:1 Horsepower @ rpm ............................................................................... 450 (rpm unknown) Torque @ rpm ................................................................................500 lb-ft (rpm unknown) Valvetrain ..................................................... Hydraulic roller with Scorpion roller rockers and Comp Cams pushrods Camshaft ......................................................................................581-in lift, intake/exhaust Fuel system .................................................................................................Holley Sniper EFI Lubrication system......................................................... Melling oil pump with steel gears Exhaust system.................................................. FPA 1-5/8-in headers and 2.5-in exhaust by MotoFab with Flowmaster mufflers TRANSMISSION Type.............................................................................Tremec TKO 600 five-speed manual Ratios.........................................1st/2.87:1 … 2nd/1.89:1 … 3rd/1.28:1 … 4th/1.00:1 … 5th/0.82 Reverse/2.56:1 DIFFERENTIAL Type...............................................................Ford 9-inch with limited-slip differential and Strange hardened axles Ratio ................................................................................................................................ 3.89:1 STEERING Type................................................................... UniSteer power-assisted rack-and-pinion Ratio................................................................................................................................. 12.5:1 BRAKES Type..........................................................Street or Track power-assisted four-wheel disc Front: 14-in slotted rotors with four-piston calipers Rear: 13-in slotted rotors with four-piston calipers SUSPENSION Front............Independent with Street or Track coil-over conversion, and anti-sway bar Rear............................................................ Solid axle with Street or Track 3-link location, coil-over shocks and anti-sway bar WHEELS & TIRES Wheels ..............................................................................Forgeline SP3P forged aluminum Front: 18 x 8 in Rear: 18 x 9 in Tires .............................................................................................Michelin Pilot Super Sport Front: 245/40ZR18 Rear: 275/35ZR18 21SEPTEMBER 2022 WWW.HMN.COM
TECH SPOTLIGHT: Restoration ENGINE BAY RENOVATIONS BRINGING A ’70 Z28 BARN FIND BACK TO FACTORY SPECS WORDS AND PHOTOGRAPHY BY CHUCK HANSON S TUMBLING ACROSS A BARN FIND IS ALWAYS exciting — the aura of mystery around the vehicle So, we paid the agreed price and dragged the Camaro allows for all kinds of mental gymnastics.You’ll home, where further scrutiny revealed a litany of mistakes and shortcomings that warranted attention, find yourself hoping for the best and half-way though none of them were especially egregious. Our expecting the worst. plan was not for a concours-level, casting numbers, and We considered ourselves lucky to find this 1970 date-code-matching restoration, but rather, a course of Camaro Z28 that had been “restored” eight years prior, correction that would restore the original appearance then unceremoniously deported to the nether regions of of the Z28’s engine compartment and the LT-1 engine’s a horse barn. The previous owner was more interested performance. in working on his ’68 Torino GT than maintaining the After assessing our needs, we found most of what we Camaro, and we were the beneficiaries of its neglect. required on the websites of National Parts Depot (NPD) Prior to arriving for our inspection, an attempt was and M&H Electrical Fabricators. The rest were sourced made to get the engine running, but all that seemed to from online auctions and classifieds. Once the parts ar- accomplish was a carburetor full of stinking gas and rived, the offending components were quickly extricated mangled wiring from someone trying to find the one that and evaluated, then either replaced or properly restored would provide enough voltage to fire the coil. Thankfully, before being carefully reassembled. those missteps were able to dissuade further carnage. Although the untrained eye may not note any signifi- Even so, we were encouraged after determining that cant improvements, knowledgeable Camaro buffs will the engine would turn over, and a finger in a spark plug certainly approve of the changes. After revitalizing the hole confirmed compression. We really would have liked Z28’s engine compartment, our resuscitation efforts were to hear it run, but lacking time and parts, we instead rewarded when the barn-find Camaro came back to life, leveraged that shortcoming into the negotiating process. once again ready for life in the fast lane.
12 1. The Camaro’s LT-1 engine looked pretty good at first 3 glance, but the incorrect air cleaner urged closer examina- tion. To its credit, the presence of the car’s correct intake and exhaust manifolds, smog system, various brackets, hose clamps, and valve covers was encouraging. 2. Here we noted the lack of deep-groove pulleys on the alternator and the smog pump as well as an incorrect diverter valve. Common hardware store bolts and fasteners were “gener- ously” substituted for the originals — we’ll address that. 3. A non-functioning ignition prompted someone before us to engage in arbitrary wiring harness hacking to find volt- age to power it up. Post-purchase investigation revealed an incorrect distributor and non-opening points as the culprit. Incorrect plating on the wiper motor suggested its parts- store-replacement origin. 23SEPTEMBER 2022 WWW.HMN.COM
FUELISH DECISIONS 4 5 After an eight-year nap, the Z28’s entire fuel system was in dire need of refurbishment. To ensure proper operation we decided to rebuild it from the tank to the carb, replacing any items that were questionable or incorrect. AB CD 6 E F A. We began our fuel system redux by replacing the 7 fuel tank, a process that we covered a few issues ago (Running on Empty, HMM #226). We also replaced 4. Improper routing of various hoses, plus a missing TCS all the rubber hoses, the in-line fuel filter, and the fuel solenoid, were found here, and what appeared to be a pump, and installed a new hard line from the pump to correct fuel line was actually augmented with a rubber hose the carburetor. B. The Holley #3310 dual-inlet carbu- from the fuel pump and hidden behind the water pump. retor perched on a correct factory “110” intake looked The carburetor was determined to be a common Holley list similar to the original, but the carb wasn’t correct for #3310 that had certainly seen better days. 5. An elec- our Camaro. It had been pumped full of old, stinking tric choke, distributor vacuum drawn from the wrong carb gas and other contaminants. We pitched it and found fitting, and a brass connector for the power-brake vacuum a correct Holley #4555 replacement. C. We see this source all needed correction. 6. We began our restoration more often than we care to admit: All flare-type fit- process by disassembling anything that could be unbolted tings seal at the flare, not the threads, so wrapping from the engine, leaving the long-block in place. Each the fitting with Teflon tape is a futile exercise. It can component was inspected and evaluated for refurbishment also introduce debris into the fuel system and clog or replacement. 7. Replacing hardware-store bolts and critical metering elements in the carb. D. The original fasteners with those that feature the proper size, plating, intake manifold was grimy but otherwise unscathed. and head markings is a formidable undertaking — it can take All of the bolt and stud threads were intact; the a lot to track down each correct fastener. This AMK bolt thermostat receiver area was pit-free and in great set from NPD provided the best and easiest solution. AMK shape, too. We gave it a bath in the parts washer at also offers bolt and fastener kits for suspension, body, and our local machine shop to get rid of the grunge. E. A interior. correct #4555 carb was found online and it now sits atop our cleaned and restored factory intake manifold. The proper “660” thermostat housing was sourced from NPD, while the coil and throttle cable brackets are original and refurbished. An original “293” coil was taken from our personal parts stash. F. The fuel line is a reproduction, along with the correct choke linkage and mechanism. Beneath the fuel line is the TCS sole- noid that was not replaced during the Camaro’s earlier “restoration.” 24 HEMMINGS MUSCLE MACHINES
SPARKING UP THE WRONG TREE FEELING EXHAUSTED Although a hacked wiring harness was part of the prob- Restoring the Camaro’s exhaust manifolds was fairly lem, the Camaro’s lack of ignition was caused by points easy; the originals were in very good condition with that weren’t opening. The distributor wasn’t right for no significant corrosion or pitting. However, despite a this application anyway, so we found a correctly dated generous dose of penetrating solution, the smog tubes and numbered replacement online and restored it to became damaged during disassembly, necessitating the proper configuration. their replacement. AB AB A. The Z28’s incorrect distributor was replaced with A. After a trip through the bead blaster our exhaust a proper “1112019” sparker that was dated correctly manifolds were treated with high-temp cast-iron paint, for our Camaro. The electronic ignition conversion was giving them a fresh as-cast appearance. The damaged replaced with a new set of Delco points and a con- smog tubes were replaced along with the manifold denser during the distributor’s restoration. B. The bolts. B. Proper paints are essential to achieving a completely refurbished ignition system also includes a correct countenance, and we found these coatings from new rotor and cap, a “293” coil, and dated reproduc- NPD that contain actual metal particles to enhance the tion plug wires. finished appearance and provide long-lasting results. Skat Blast® Cabinets remove rust, paint & scale FAST USA 960-DLX 611/2\" 46\" wide 28\" deep 28\" high work area ROTARY CLUB OF BAILEY’S CROSSROAD #960-DLX $ale 36TH ANNUAL CLASSIC MUSTANG RAFFLE WIN THIS CLASSIC 1966 MUSTANG CONVERTIBLE $1899 or $20,000 in Cash. Drawing November 11, 2022. Tickets $25 each or 5 for $100. 1799$ SFHRIPPEINEG* Need not be present to win. Send checks to Rotary Club of Bailey’s Crossroads, *to: DC, DE, IL, IN, PO Box 1510, Falls Church, VA 22041, or visit our website: www.bxrrotary.org to purchase tickets securely online and get more information on the Mustang. KY, MD, MI, NJ, NY, Reg $165. • FULLY ASSEMBLED • 11-20 gauge OH, PA, VA, and WV. steel • 12\"x 33\" lens • Foot-pedal gun See website for more info. Direct Points only. Sale ends 9/30/22 • 2 adj 90w floodlights • 28\"L gloves • HEPA Vacuum • 3 nozzles • 45 lbs abrasive • Recycles • Req 10-15 cfm air • 90-Day Trial • 5-Yr Ltd Warranty 7075 State Route 446, Canfield, OH 1-800-321-9260 • www.tptools.com/hm 25SEPTEMBER 2022 WWW.HMN.COM
OHM SWEET OHM 8 9 Between munching rodents and an overzealous previous owner, the wiring harnesses on our Z28 needed considerable attention. Not wanting to entrust our Camaro’s well-being to a patched-together 50-year- old wiring harness, we placed our order with M&H Electrical Fabricators for a complete, front-to-rear wiring redux. AB CD EF A. Since our engine 10 compartment was the G 8. Details make the difference between good and great. most compromised, we Taking the time to find and acquire the correct detail items started with M&H’s to complete our engine compartment was well worth the effort. Thankfully, today’s restoration parts suppliers make complete forward engine this a far simpler prospect. 9. As we got closer to comple- tion, each time we bolted a new or refurbished component compartment wiring on our LT-1 engine, the more we realized the time, effort, and expense were worthwhile. 10. It’s almost a shame harnesses. The new to cover up much of our hard work with the correct dual- snorkel air cleaner, but our Z28’s engine compartment now harnesses restored the looks factory fresh…and correct. front lighting, charging, SOURCES: and starting elements. They are joined together at the M&H Electrical Fabricators wiringharness.com • 562-926-9552 firewall. B. The M&H harnesses use an impressive National Parts Depot (NPD) assortment of correct gauge wires, colors, and ends npdlink.com • 800-874-7595 to ensure proper appearance and operation. Their attention to small details makes the harnesses an easy plug ‘n play installation. C. The process began by disconnecting the main firewall plug, located below and to the rear of the brake booster. It’s retained with a 3⁄8-headed screw in the center of the plug cluster. D. Tip: Take phone images of the wiring and connections as you disassemble the harness. We find this much easier than consulting a factory wiring schematic once the reassembly process begins. E. Once the main firewall plug had been reattached, we ran the harnesses along their original routing. Properly spaced retaining clips in the harnesses and straps along the way ensure an easy and successful installation. F. We found a previously installed wiring gutter online to replace the one missing on the Camaro; it still retained the original rusty TCS relay that was later replaced. G. The main power source is the battery, so in the interest of both operation and appearance, we replaced the battery cables to complete our electrical upgrade. 26 HEMMINGS MUSCLE MACHINES
AACFTCEERSSTOHREIFEASCT HYDRAULICS MADE IN Save THE USA SINCE 1976 20% * Details definitely make a difference when a factory-fresh YOUR #1 SOURCE VisitYEARONE.com and appearance is your goal. All of the enter code HMM20 accessory brackets were blasted FOR CONVERTIBLE TOP PARTS and refinished, while the smog FOR MUSCLE CARS to save 20% on applicable items. pump was restored and fitted with For details please call a correct“29295”diverter valve. • TOP CYLINDERS • TOP SWITCHES 1-800-932-7663 Deep-groove pulleys were also • MOTOR PUMP • HOSE SET sourced online to augment our • CONVERTIBLE TOPS LIMITED TIME restoration efforts. OFFER A *some restrictions apply B AMERICA’S CONVERTIBLE & Restoration & Performance Parts for INTERIOR HEADQUARTERS GM, Ford & Chrysler Muscle Cars YEARONE.com WWW.HYDROE.COM • 941-639-0437 1-800-932-7663 HM021 5530 INDEPENDENCE COURT, PUNTA GORDA, FL 33982 © 2020 YEARONE C A. After refinishing, the original Four distinct core styles, CNC brackets, die-stamped tanks seven-blade cooling fan was at- and cutting-edge technology to keep that classic radiator tached to a replacement Eaton fan look while keeping you and your classic cool all year round. clutch. The high-revving solid-lifter LT-1 engine was factory configured PROUDLY MADE IN THE USA with deep-groove pulleys at all locations, and a 37-amp alterna- 800-421-5975 | usradiator.com tor was deemed adequate for the low-option Camaro. B. Our 27SEPTEMBER 2022 WWW.HMN.COM search for the required “837” alternator led us to a restored specimen with the appropri- ate stampings, date code, and “CZ” ink stamp. The OB26 date stamp translates to: 0=1970, B=February, and 26=26th day of the month. C. Although the origi- nal crank and water pump pulleys were still present, the smog and power steering pumps both needed correction. Our purchase of the alternator included a correct deep- groove pulley.
STOCK LAST OF THE BREED THE GTX WAS PLYMOUTH’S MUSCLE CAR FOR GROWNUPS BY DAVID CONWILL • PHOTOGRAPHY BY JEFF KOCH AND 1971 WAS ITS PSYCHEDELIC SWAN SONG 28 HEMMINGS MUSCLE MACHINES
T HE GTX CAME INTO THIS WORLD as a Belvedere and left as a Road Runner, but in between — from 1968 to 1971 — it was its own model and the swankiest of Plymouth muscle cars. It presented like a midsize Sport Fury, in contrast with the Road Runner, the cartoonish nature of which glossed over a pretty austere offering. Arguably, the GTX was the Sport Fury in a way: Its midsize, 116-inch wheelbase B-body chassis had started life in 1962 as the full-size Plymouth. This downsizing was later reconsidered, and big (C-body) Plymouths reappeared, on a 119-inch wheelbase, for 1965. The B-bodies were then partially renamed, with Belvedere remaining but a new Satellite badge taking the old Fury slot. The ’66 Belvedere and Satellite could be had with any of Chrysler’s highly respected V-8 engines, up to and including the vaunted 425-hp 426-cu.in. Street Hemi. Most practical for the truly street-oriented enthusiast were the B- and RB-series “wedge” engines — so called in contrast to the hemispherical combustion chamber. The tall-deck RB’s were the big performers with the 413-cu.in. version of 1959-’65 making a name for itself in the Chrysler 300 and the 426-cu.in. Wedge motivating the hottest Plymouths and Dodges at the drag strip. Their 440-cu.in. successor was the biggest-displacement Chrysler V-8 to go into production. 29SEPTEMBER 2022 WWW.HMN.COM
OWNER’S VIEW (nearly $3,200 in its 1967 debut year, ness,” and sometimes “states resem- compared with a starting price under bling psychosis.” That’s thanks not I always thought this was the $2,750 for a Satellite hardtop), the only to the only-Mopar-in-the-’70s “In best-looking Plymouth ever. It’s GTX gained a reputation as being Violet” paint — Plymouth’s name for hard to get a better color com- the gentleman’s muscle car. By Dodge’s famed “Plum Crazy” halluci- bo than purple and white. You love 1971 Plymouth was calling it and the natory purple — but also a perception- looking at it; being seen in it is even full-size Sport Fury GT “the Executive distorting amount of torque coupled to better. My ’67 is straightforward, Branch of the Rapid Transit System.” a four-speed that could, in the hands of fundamental, and linear. It gives the Meanwhile, as early as 1968, the an unrestrained driver, even induce the visual impression of a missile, and Road Runner, with a starting price occasional smoky, rubber-shredding fit it drives okay, but it’s a little more just over $3,000, answered the same of near-psychosis. primitive. The ’71 is smooth, all need on a cheaper basis, and the just- curves, and feels very purposeful. over-$3,500 Dodge Charger’s restyling Torque in ’71 came courtesy of It feels like you could get in and that same year offered an equally engine choices similar to 1970, when drive to California. It’s the same compelling car to the GTX for only the GTX line finally got access to the chassis, but a different universe. around $200 more. Six Barrel 440. A reduction in compres- Four years’ difference is like night sion ratios and other detuning put the and day. But against my Plum Crazy Exacerbating all this internal compe- advertised horsepower of the base, 2015 Dodge Challenger Hellcat, tition, the Road Runner (and Dodge’s four-barrel 440 down to 370 from 375, it’s like a B-17 compared to a 747. similar Super Bee) kept acquiring for- and the Six Barrel to 385. The optional The Challenger is faster and better, merly GTX-exclusive equipment like a Hemi, probably underrated to begin but more removed.— Chris Perry convertible body and a 390-hp Six Barrel with, kept its nominal 425-hp number. 440-cu.in. V-8 for 1969 that couldn’t The only trouble was that despite be had in the 1969 GTX at all. Never- The ’71’s exclusive combination of that oh-so-’60s Space Age name and all theless, the GTX persisted into 1970, GTX panache, the fuselage body, and the various goodies like bucket seats selling to enthusiasts who had greater mind-melting ’60s-style drivetrains add and floor shift that were required of a goals than going fast in a straight line up to what Chris terms “a one-year muscle car, the Satellite didn’t tap into for the lowest possible expense. experience.” The basic design returned the youthful spirit the same way as the for 1972 on the Satellite and Road Run- Pontiac GTO. Plymouth’s solution was For 1971, the GTX underwent the ner (the Belvedere name had disap- to black out the grille and rear fascia of a same re-style as the Satellite and Road peared after 1970), but the Hemi was Belvedere, give it features like a heavy- Runner, adopting what Plymouth gone and the GTX badge had become duty suspension, a standard 375-hp called “the slickest new body shape mostly an identifier of a Road Runner Super Commando 440 with chrome this side of Modena.” Enthusiasts with a 440. Perhaps that’s an indicator valve covers, Red Streak tires, simulat- mostly call it “the fuselage body,” of just how closely the GTX was identi- ed hood scoops, optional stripes, a “pit- thanks to a familial look shared with fied with 440 power. stop” fuel filler, and a console-mounted the full-size restyle of 1969 and the tachometer, and call it the GTX. new-for-’70 E-body Barracuda and It’s appropriate, then, that our subject Challenger. As it shows up on these car boasts the standard 370-hp engine, Since it was a bit luxe and pricey pages, in this car, owner Chris Perry, of topped with the optional vacuum- for the traditional Plymouth crowd Fountain Hills, Arizona calls it “the operated “Air Grabber” cold-air pinnacle of Mopar psychedelic styling.” induction system. The cooler intake charge is supposed to be denser and “Psychedelic,” in the dictionary make better power, though Plymouth sense of “hallucinations, distortions didn’t adjust the ratings on engines so of perception, altered states of aware- equipped. 30 HEMMINGS MUSCLE MACHINES
The GTX was so special that its base powerplant was a 370-hp, 440-cu.in. RB-series big-block V-8. It churned out 480 lb-ft of torque and this car puts it through a four-speed manual. One suspects that even without It’s not all about brute force, how- tires on 7-inch rims were a potential triple carburetors or a Hemi, or even ever. To handle that power and the upgrade for more stick-to-itiveness in the Air Grabber system, this car would not-inconsiderable weight of its the turns. Our feature car sports the have been plenty of fun for the original various engine choices, the GTX came latter option but makes do with man- owner, as it came backed with Chrys- standard with heavy-duty torsion bars ual, four-wheel drum brakes — some- ler’s robust A-833 four-speed rather and springs, and a heavy-duty front thing Chris regrets not in the least. than the more-typical TorqueFlite anti-sway bar. Buyers could opt for three-speed automatic. The combina- front disc brakes with power assis- “Both my cars have them,” he tion of big-block torque (some 480 lb-ft tance and 10-inch drums in the rear, says, referring to the Hemi-powered at 3,200 rpm), Hurst floor shift, and but 11 x 3-inch drums were standard 1967 GTX sharing garage space with 3.54 gears in the Dana 60 is a recipe for up front with the 11 x 2.5-inch units in this car. “They work great. Contrary acceleration. the rear. Similarly, low-profile G60 x 15 to what people say, I wouldn’t hesitate to hop in and go 70 mph with them.” Complete Repair, Restoration & Custom SPEEDOMETERS TACHOMETERS GAUGES BEFORE AFTER CALL OR VISIT OUR WEBSITE! (800) 592-9673 www.bobsspeedometer.com 10123 Bergin Rd, Howell, MI 48843 31SEPTEMBER 2022 WWW.HMN.COM
The key is being “meticulous” about SPECIFICATIONS ILLUSTRATION BY ROBERTA CONROY putting them together. 1971 PLYMOUTH GTX While the GTX is an extremely civilized muscle car for 1971, Chris says PRICE there’s no doubt it’s still a product of its time — for better and for worse. Base price.....................................................................................................................$3,733 “Guys say ‘I’m gonna drive the Options on car profiled........................................................... Air Grabber; spoiler package wheels off it.’ Nobody does that. It’s vinyl seats and a big motor; it’s ENGINE got no air conditioning.” Driving it more than an hour at a stretch is a bit Block type..................................Chrysler RB-series OHV V-8, cast-iron block and heads of a workout. “You get someplace and your t-shirt’s wet.” Displacement .........................................................................................................440-cu.in. That may not be the point, however. Bore x stroke ..................................................................................................... 4.32 x 3.75 in The early muscle car is about some- thing more visceral. Horses aren’t a Compression ratio ........................................................................................................... 9.5:1 practical transportation option anymore either, yet humans continue to ride Horsepower @ rpm ............................................................................................370 @ 4,600 them because it satis es something more primal than utilitarian. Growly, Torque @ rpm ............................................................................................480 lb-f @ 3,200 old-style muscle cars like this need to exist to preserve that experience. Valvetrain .................................................................................................................Hydraulic Chris’ does it perfectly. It’s not re- Camshaf ........................................................Chrysler flat-tappet, 284 degrees duration, stored, per se, but it received a thor- ough detailing once it was home. It 0.450- / 0.465-in lif , intake/exhaust was something of an impulse buy, back in the fall of 2017, when he spotted it Main bearings ................................................................................................................... Five in an online classi ed listing. Fuel system ....................................................................Carter AVS four-barrel carburetor “I was looking for a Dodge truck,” he recalls, but, nding nothing “I put Electrical system .............................................................................................................. 12-V in Plymouth on a whim.” The purple paint had the intended effect. Exhaust system............Dual 2.5-inch pipes, reverse-flow mu ers, cast-iron manifolds “I like damn near everything about TRANSMISSION this car, but the color combo just kills me. It’s just stunning and so Mopar. Type........................................................... Chrysler New Process 833 four-speed manual There’s no such thing as a bright purple GTO or Chevelle.” Chris’s Ratios...........................1st/2.44:1 … 2nd/1.77:1 … 3rd/1.34:1 … 4th/1.00:1 … Reverse/2.36:1 appreciation didn’t begin and end with the paint, either. DIFFERENTIAL “I always loved ’71 Plymouth B- Type......................................................................................... Dana 60, 9.75-inch ring gear bodies. I always liked four-speed cars. When I was 9 or 10 years old, a neigh- Ratio.............................................................................................................. 3.54:1 Sure-Grip borhood guy had a ’71 440+6 Road STEERING “Air Grabber” was more than just a scoop. It was a vacuum- Type......................................................................Chrysler recirculating-ball, power assist actuated system for cold Turning circle ................................................................................................................43.7 f intake air on demand. BRAKES Type........................................................................Four-wheel hydraulic drum, unassisted Front: 11 x 3 in Rear: 11 x 2.5 in SUSPENSION Front.............................Independent, lateral, nonparallel control arms with torsion bars Rear................................................................... Solid axle on semielliptical, asymmetrical, longitudinal-lead parallel leaf springs WHEELS & TIRES Wheels ....................................................................................Plymouth steel Rallye wheels Front/Rear: 15 x 7 in Tires ............................................................................................Goodyear Polyglas bias ply Front/Rear: G60-15 PRODUCTION Plymouth built a combined total of 146,266 B-body cars (Satellite, Road Runner, and GTX) for the 1971 model year. Of those, 2,942 were GTX hardtops. PERFORMANCE* 0-60 mph...................................................................................................................7.0 sec 1/4-mile ET....................................................................................... 14.93 sec @ 96.4 mph * Source: December 1970 Motor Trend test of a 1971 Dodge Charger SE equipped with a 370-hp 440, automatic transmission, and 3.23:1 rear gear. 32 HEMMINGS MUSCLE MACHINES
Runner. I used to go to the window to join the ’67 Hemi car and ’97 Dodge more with the application of correct or front yard just to see him drive by. Viper GTS, saying, Chris recalls, detailing, down to the proper primer, When this showed up for sale and it “you’re just gonna be a jerk until you overspray, and replicated paint marks was local, it was a no-brainer.” buy it,” and sagely noting that if he on the undercarriage. didn’t love it as much as he thought he Chris didn’t buy the GTX right did, it could always be re-sold. If you’re inclined to nd a last-year away, instead going home from an GTX of your own, Chris recommends inspection trip in a thoughtful mood. The infatuation didn’t wear off, it, but also suggests nding the most however, and what proved to be a car original one you can. “Parts for the Finally, Chris’s wife gave her tacit in excellent condition improved even ’71s can be hard to nd.” blessing to the purchase of the ’71 GTX You’v Go Mai ! RESTORATIONHEAT & SOUND CONTROL for your Get all the latest from Muscle Machines with Hemmings Newsle ers right to your inbox. Sign up now at: www.hmn.com/newsletter Or scan this code: SBEELSLETR ADHHEEASTIVBEA-RBRAICEKRED ERnterEcoPFdeRLHEEOMCT20TESCTRPAADRIATNSRTAADHINANEDTATCTEWMOitThPsMOtSanUdPsPOTON2E0N00T˚FS to receive 20% off at ThermoTec.com (800) 274-8437 www.ThermoTec.com Available at: 33SEPTEMBER 2022 WWW.HMN.COM
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