720hp BLOWN AND STROKED LS3

September/October 2015

Explosive C4
Corvette

E
L
T
BAT
!
D
E
N
E
D
HAR on-Stop for 15 Hours

N
k
c
a
r
T
e
h
t
Hitting

720hp BLOWN AND STROKED LS3

September/October 2015

Explosive C4
Corvette

E
L
T
BAT
!
D
E
N
E
D
HAR on-Stop for 15 Hours

N
k
c
a
r
T
e
h
t
Hitting

Have
Speedster
Will
Travel

Viper
Bites
Cobra

Porsche Repro:
64 904 GTS

THRILLS, NOT FRILLS

Call Today For a Dealer Near You

USCATERHAM.com
888.445.5226
USCATERHAM.com
Superformance LLC | 6 Autry Irvine CA 92618 | superformance.com | uscaterham.com | 949-900-1950

TABLE OF CONTENTS
COOL CARS

Battle-Hardened Endurance Racer: Factory Five GTM....... 22

Cobra Decisions: Unique Motorcars 289 or 427? ............... 30
No Fear on This CapeFear 7......................................................... 56
Viper Bites Cobra............................................................................ 68
Porsche 904 Repro on an Epic Drive........................................ 76
Explosive C4 from Shinoda....................................................... 100
Lambo in Limbo -- Lifting it up to Top Level....................... 110
Have Speedster, Will Travel -- Ruby Road Trip................... 122
ERA 289 Slab Side Cobra........................................................... 130

TECHICAL
STUFF

720hp Blown and Stroked LS Engine....................................... 88

Electrifying a Project Car.......................................................... 112

EVENTFUL EVENTS

Rollin Into Reno for Hot August Nights.................................. 42

DEPARTMENTAL MATTERS

Throttle Steering...............................................................................8
FYI........................................................................................................ 12
Sideview.......................................................................................... 140

SEPTEMBER / OCTOBER

2015

Car Builder Staff:

Steve Temple Editor/Publisher
Larry Weiner Marketing
Deb Murphy Art Direction
Tina Temple Maven of Morale
Jim Youngs Editor Emeritus
Car Builder magazine
(formerly Kit Car Builder Magazine)
is published bi-monthly by
SCT Communications, Inc.,
1427 Sioux Trail,
Reno, NV 89521
All Rights Reserved

Free Subscription at
www.kitcarclub.com
Editorial and Advertising inquiries
should be sent to
sctemple55@yahoo.com
Cover Photos: Main image by Austin Price;
inset photos by Steve Temple; Viper image
courtesy of Chrysler Corporation
Contents page photo by Steve Temple; feature
on this Copper Topless Corvette to come
next issue.

THROTTLE
STEERING
New
Legislation
Pending
for Turnkey
Replicas

hile the core of our

readers passion
is building cars, in
recent years fully assembled,
turnkey replicas have
developed a following, since
not everyone has the time and
skills to complete a project.
Since we cover both types
of vehicles, some proposed
legislation for turnkey replicas
recently caught our eye, as
noted in an article by Eric
Snyder in the pages of SEMA
News. If passed, it could have a
significant impact on the way
many replica companies do
business.
Introduced in the U.S.
Congress, this measure would
allow companies to produce
8

turnkey replicas for

customers nationwide.The
bill would enable
enthusiasts to purchase
a completed replica car,
while still providing the
option of building a replica
car from a kit.
As described by a
SEMA Action Alert, the bill
basically consists of the
following:
H.R. 2675 would
provide companies with
the option of selling replica
cars to consumers as
completed vehicles (500
per year, and resembling
production vehicles
manufactured 25 or more
years ago), while still
selling kits to enthusiasts
who prefer to build the
vehicles themselves.
Enthusiasts would also
still have the ability to
build specially constructed
vehicles that dont replicate
older vehicles.
Many states have
categories for these replica
and kit cars, and allow
them to be titled and
registered by the model
year that they most closely
resemble (ex: 32 Roadster,
63 Cobra, etc.).
H.R. 2675 would remedy
the current one-size-fitsall method for regulating
car manufacturers and
enable smaller companies
to produce ready-to-drive

replica cars for consumers

that prefer that option.
If there is enough
support for the bill in
Congress, lawmakers
will vote on H.R. 2675
during the 2015-2016
session. Those readers of
CAR BUILDER Magazine
who wish to voice their
support for this legislation
should contact their
U.S. Representative in
Washington, DC as soon as
possible. When doing so,
they should also email a
copy of their letter to Eric
Snyder at erics@sema.
org. SEMA urges readers to
forward this Alert to fellow
automotive enthusiasts,
and also to join the SAN
(SEMA Action Network) to
help defend the hobby.
Click here to find your
U.S. Representative:http://
semasan.com/lookup.
asp?g=semaga
Steve Temple, Editor

ADDITIONAL
INFO

To provide further detail,

heres a condensed and
slightly edited version of
the article written by Eric
Snyder for SEMA News:
U.S. Representatives
Markwayne Mullin (R-OK)
and Gene Green (D-TX)
introduced bipartisan
legislation that would
enable low-volume car

manufacturers to produce
turnkey replica vehicles for
customers nationwide. Called
the Low Volume Motor
Vehicle Manufacturers Act
of 2015 (H.R. 2675), the
SEMA-supported bill would
allow companies to construct
up to 500 replicas a year.
These are cars that resemble
another production vehicle
manufactured at least 25 years
ago.
Why is the legislation
necessary?The National
Highway Traffic Safety
Administration (NHTSA)
currently treats all automakers
the same.The regulatory
system and paperwork
burdens created by NHTSA
were designed for companies
that produce millions of
cars.There is no alternative
method for overseeing
companies that produce only
a handful of custom cars.H.R.
2675 provides separate
regulations that will enable
smaller companies to produce
ready-to-drive replica cars for
consumers that prefer that
option.
The current law does not
take into account the unique
challenges that small auto
manufacturers face when it
comes to recreating historic
cars, said Rep. Markwayne
Mullin.We cant expect
these companies to be able to
comply with a law that was
established over 40 years
ago for automakers that
mass-produce millions of

vehicles every year. We need

to encourage growth in our
manufacturing market, not
create unnecessary barriers.
Very few completed lowproduction vehicles are built
in the U.S. today.Nearly all
of the replica vehicles on
the road began life as a kit
caran incomplete vehicle
or collection of parts sold
without an engine and
transmission.Since the
consumer is responsible for
installing the powertrain,
NHTSA technically considers
the individual rather than
the kit car maker to be the
vehicle manufacturer. The
states have categories for
these cars.Many have enacted
SEMA model legislation which
allows these cars to be titled
and registered according to
the model year that they most

manufacturers, said Rep. Gene

Green. This bill will promote
job growth and consumer
choice.
Replica vehicles produced
under H.R. 2675 would be
regulated under a framework
similar to the model used for
kit cars, which are subject
to NHTSAs equipmentbased standards for vehicles
components like lighting,
glass, brake hoses and
tires.Under H.R. 2675, low
volume manufacturers would
register with NHTSA and the
U.S. Environmental Protection
Agency (EPA) and submit
annual reports on the vehicles
they produce. These turnkey
cars would be required to
meet current model-year
emissions standards.In
order to comply with this
provision, the bill would allow

closely resemble (ex: 32 Ford,

63 Cobra, etc.).They are
collector cars shown at car
shows, exhibitions and on the
weekends, and not used as
daily drivers.
While the market for these
vehicles has been historically
small, the enthusiasm
hobbyists have for these
cars shouldnt be stymied by
regulations that are clearly
designed for large scale

low-volume manufacturers
to install engines already
certified for equivalent vehicle
configurations by the large
automakers, along with an
on-board diagnostics (OBD)
system.Although this is
already permitted, current
law requires the companies
to then retest the engines and
submit volumes of duplicate
paperwork to the EPA.

This measure could have

a significant impact on replica
manufacturers

www.factoryfive.com

FYI

Rock West Racing Launches

Electric Speedster

ock West Racing

is entering the EV
(electric vehicle)
market with a tribute to the
Fifties classic Speedster that
will run solely on battery
power. This component car,
based on the companys
RW Speedster,
is engineered to
accommodate a
battery conversion
kit designed and
developed by EV
West.
The RW Speedster
Electric kit can be
purchased in three
different levels
depending on the
builders time
and ability. The
Speedster Electrics
12

design is a derivation of the

original RW Speedster in
that it has been modified
specifically to accept the
electric powertrain kit from
EV West, electric vehicle
conversion specialists.
The cars power comes

from eight lithium-ion

battery packs providing
120 volts with 24kWh
storage. This gives the
vehicle a range of up
to 100 miles, which is
comparable to recent auto
industry offerings. The

stored electrical energy

is converted to velocity
through a programmable
72-130V AC controller
driving a Curtis AC-50
brushless motor delivering
71 hp and 120 lb/ft of
torque. The motor shaft
power is transmitted to the
wheels via a conventional
Volkswagen transaxle.
Initial tests indicate the
0-to-60 mph acceleration
time is under six seconds,
but that figure has not
been documented yet.
Recharging the battery
from 100 percent depletion
takes eight hours, but
this time can be cut in
half with the addition of a
second onboard charging
system. The Speedster
Electric is equipped with

a regenerative braking
system, which is another
technical benefit.
The technology
developed in the last few
years has completely
changed the viability of
the electric car, said Jim
Gormican, CEO of Rock West
Racing. And the growth
interest in electric vehicles
is too important to ignore.
There is no reason you
cant help the environment
while driving a fun, fast, and
stylish car!
The company currently
offers other component
cars that are tributes to
classics such the Speedster,
Spyder, RSK and GTS. Rock
West Racing is an emerging
business in the replica car
industry and

is headquartered in San
Diego with manufacturing
facilities in both El Cajon,
California and West Jordan,
Utah. The Rock West
team has a background in
advanced composites for
the aerospace, industrial,
and sporting goods
industries and currently
produces racing products
such as the HANS safety
device, carbon fiber drive
shafts, and structural
composites for racing
suspension components.
For more information on
this new offering, visit:
www.RockWestRacing.com

13

FYI
Ford Coyote and
Porsche Transaxle

C
EMA
See us at S 3
Booth 2269
www.vdo.com/usa

VDO PRT
Tachometers
taking your ride
to the next level

hris Ardern of Active Power let us know about a

new way to combine a Ford Coyote engine with a
Porsche 997 transaxle. This is an ideal pairing for
mid-engine projects such as the GT40 replica offered by
his company. After many months of development with
Active Power Cars, Kennedy Engineered Products now
offers a 997 to Ford Coyote conversion. Also in the works
is a 997 to Ford Windsor. Stay tuned for details, or contact
Chris at: http://www.activepowercars.com

The new VDO PRT 10,000RPM Tachometer adds

style and performance
to your ride. Featuring
configurations for 4, 6
and 8 cylinder engine
applications, its available
in a brilliant white dial face
with silver bezel and an
intense black onyx dial
face with black bezel.
Through-dial lighting
delivers excellent visibility.
PRT features a resettable
shift point and built-in shift
light indicator, an adjustable
mount for multiple mounting
options and positions and
a 4-wire hook up for fast
installation.
Contact: salessupport-us@vdo.com
See the complete line at:
www.vdo-gauges.com
www.vdo-gauges.com

VDO - A Trademark of the Continental Corporation

14

CO2127 CarBuilder_PRT_Tachs_wSEMA_ThirdV_9-10-2015_v1.0.indd
8/27/15 11:34
1
AM

Tom Weber Paint and Body

Specializing
in Cobra Kit
Bodies
Tom Weber
Owner
513-907-3550
ALL MAKES AND MODELS SERVICED
ALL MAKES AND MODELS SERVICED NATIONWIDE

FYI

Future History

or more than two decades Danko

Reproductions has been offering a
variety of body conversions, starting
with the sleek Inferno for 82-92 Camaros.
The company has recently introduced a
new body conversion for the 2006-2010
Dodge Charger. Inspired by the 68-70
models, it even has rotating headlight covers
like the original car. The body partsare
made of FRP, and the nose is Duraflex with
welded aluminum internal bracket supports
throughout.The custom grille work is all
polyurethane plastic, and the mechanicals
are all welded billet aluminum. The package
includes vented front fenders, a rear twoinch widebody with flip up gas cap, either
68 or 69 taillight package and a three-piece
rear spoiler and rear lower diffuser. Pricing
starts at $6,995, and Danko also offers a
shaker hood and turnkey installation service
of all parts at its Miami facility.
Details:
http://www.dankoreproductions.com/

www.bbmotorsports.us

Experience
Shows

More than 170

Factory Five cars built
in the last 19 years

Pro-Quality,
Pro-Builder with
a Full-Service
Facility:

Engines
Transmissions
Custom Street &
Race Suspensions
Stack & Throttle
Body EFI Systems
Plus: Body & Paint

Gordon Levy
(520) 494-2745
www.levyracing.com
www.facebook.com/levyracing

15

LOOKING TO TRICK OUT YOUR Z?

ZTrix

From widebody fenders to complete body kits!

Velo Rossa Spyder

ZGT (BMW Z3)

Subtle Z

280YZ

www.ZTRIX.com
www.ztrix.com 480.229.1831
16

Automatic Trans for Ford Engines

erformance Automatic
has created a
sophisticated Ford 4R70W
Street Smart System to
partner with
either the 5.0
Coyote or the
new 3.5 Eco
Boost engine.
The 4R70W
Street Smart
Packages
come
complete
with the
companys
Street Smart
4R70W
transmission,
the
Smart Shift stand-alone
transmission controller
thats user friendly (no
laptop required), custom
torque converter, dipstick/
filler tube, complete
transmission wiring harness,
block plate, flexplate,
flexplate bolts, bell-housing
bolts, and torque converter
nuts. These Street Smart
Systems will handle 650
horsepower and come with
Performance Automatics
lifetime warranty.
Performance Automatic
also offers a Street Smart
Systems for the Ford Small
Block, Big Block, Modular
and FE engines. If you have

a Ford engine, this company

has a Ford transmission to
fit it. To find out more: www.
PerformanceAutomatic.com

www.KoolMat.com

FYI

FYI

Ultimates New Cobra

he origin of Ultimate Classic Cars,

and its new Cobra replica, started out
with a customer order from an another company, Lone Star Classics. Dennis
Cahill, a geophysicist by
profession who has located
oil and gas deposits all over
the world, was looking for a
special kind of Cobra. Since
hes bigger guy (over six
feet tall, and built like football player), he wanted a
slightly larger cockpit than
most. After ordering his
components in the Spring
of 2014, and then waiting
for several months, he grew
impatient and discovered
that Lone Star was having

18

some financial difficulties. So he ended up

purchasing all the tooling from the bank,
and starting afresh with Ultimate Classic
Cars.

FYI
The prior manufacturer
had already been developing a larger Cobra called
the 427GT with a number
of innovations, which CAR
BUILDER has previously
reported on. Cahill also
hired most of the former
Lone Star staff that had
been working on the car,
and wants to move the
operation to a new 20,000sq. foot facility early next
year to Boerne, Texas, near
San Antonio.
Besides refining the
design with better brake
cooling and using new
manufacturing processes (laser cutting, welding
jigs, and fiberglass molds),
Cahill also plans to offer
other models, such as a
32 Ford. He recently sold
a 427GT to a local high
school as a project for a

shop class, which will be raffled off once its completed.

Its good for the school and
good for the community,
he points out, and has plans

to repeat this program with

other high schools as well.
http://www.ultimateclassiccars.com

CAPEFEAR 7

A single donor kit,

no searching for
parts. Just an NA or
NB Miata, plus our
CapeFear 7, CF7m
kit, is all you need
to complete your
car.

CAPEFEAR 7

www.capefear7.com
www.capefear7.com

(910) 547-3236

Service and Quality Second to None

Voted Best Cobra Replica by Kit Car Magazine
Awarded the Good Manufacturing Practices Award by AHA
Featured build up on the DIY Network
Cobra is a trademark of Ford Motor Company. Unique Motorcars products have no connection with Ford.

230 E. Broad Street Gadsden, AL 35903

(256)546-3708 or (256)546-2395
www.uniquemotorcars.com
Visit us on the Web at: www.uniquemotorcars.com

The Hellcat for Everyone:

The SuperCat GSS Challenger

ith

Challenger
Hellcats price
skyrocketing,
this exciting
Mopar muscle
car is now out
of reach for
the average
enthusiast. So
leave it to none
other than
the legendary
Mr. Norm to
come up with
an affordable
alternative: the SuperCat
GSS Appearance Package.
Now available for all
2015 and 2016 Challengers,
the SuperCat GSS is the
Hellcat for everyone. It
features all of the same
parts that are used on the
front of the Challenger
Hellcat that give this wild
muscle car its unique
appearance, but at a much
more reasonable price. The
SuperCat GSS Appearance
Package includes the
Hellcat front fascia, upper
and lower grilles, spoiler
and headlight bezels, along
with the hood and scoops.

28

The front end is even

assembled using the same
kind of plastic rivets, screws
and hardware that are used
on the production line on
the Hellcat.
The Supercat GSS
Appearance Package is just
$5,995. It will give your
Challenger the look of an
$80,000 Hellcat, but at a
fraction of the price. In
fact, it looks so real that
after talking to hundreds
of people at the Mopar
Nationals, it was obvious
that only a few realized
that the SuperCat wasnt
really a Hellcat. Like most

things in life, perception is

nine tenths of reality. The
SuperCat looks so much
like a Hellcat that most will
never know the difference.
Just think, the money youll
save would be enough
to have his-and-hers
SuperCats in your garage!
For more information
about the SuperCat GSS
Appearance Package for
late-model Challengers,
contact Mr. Norms today at
760/630-0547 or check out
his website at
www.mrnorms.com.

Race Car Replicas

Mk II

RCR-40

Mk IV
Mk I

RCR-917

D-Type
Race Car Replicas
31795 Groesbeck Highway
Fraser, Michigan 48026

WWW.RACE-CAR-REPLICAS.COM
www.race-car-replicas.com

Business hrs..Mon-Fri 9am-5pm

Tel; 586-329-1573
Fax; 586-329-1574

BATTLE HA

What it
Takes to
Build a
25-Hour
Endurance
Racer

ARDENED

As Told by Richard Migliori

PHOTOS BY AUSTIN PRICE
TRACK PHOTOS COURTESY OF TRUE TOURTILLOTT

Editors
Note:

We first met Richard Migliori a few

years ago when he was just starting on
the buildup of his Factory Five GTM, and
we did an install article on heat/sound
insulation from Quiet Ride Solutions.
Little did we (or even he) know back
then how far he would go with his
project. Later on, his also brought his
crimson Cobra roadster to a cover shoot
involving a stroker engine buildup.
So hes no stranger to this magazine,
and we appreciate his willingness to help
out with our editorial coverage. While
his cars in those articles were more of
a visual prop, hes certainly no poster
boy. The GTM shown here has really
been through the ringer in a number of
ways. As detailed on True Tourtillotts
blog, TheDamnTrueExperiment (see
Sources below for link), it has enjoyed
an impressive string of competition
successes, and also caught fire on the
track at Thunderhill a couple years ago,
burning up about 70 percent of the car.
Fortunately, Miglioris pro driver Davy
Jones emerged unscathed.
Remarkably, Migliori and his crew
at Prototype Development Group (PDG),
with some help even from competing pit
crews, managed to get the car running
and back on the track in just 15 hours.
Which in hindsight seems like more of
an achievement than competing in the
event. What follows are his comments
on his experiences with the project,
and some hands-on practical advice for
fellow car builders looking to take on the
track.
24

ransforming a Factory Five

GTM from a component car
for the street into full-on
endurance racer has put me through more
twists and turns than a competition road
course. Most of us think that race cars are
just race cars, but this one grew up to have a
mind of its own!
When the word got out about the project,
volunteers from all over the country, by way
of online forums, chimed in to lend a hand,
becoming fast friends that I never even
knew I had. It became a passionate affair of
friendships, competition, ideas, local high
schoolers, fun, enthusiasm, tech support
the list goes on and on.
I have seen more than 100 volunteers
pass through my garage door, all of them
earnestly and willing helping to mold this
creation. Many people say that their build
becomes a part of the family. But I would say
his GTM created a family!
I should point out, though, that I had
some competition history that helped all

this happen. I had done

some dirt circle track
racing back in the 90s
for about 10 years. Thats
where I developed my
racing contacts. When the
car was delivered, all my
friends said, Lets make it
an endurance road racer!
It was like the old days of
Sprint car racing, when we
made our own parts.
Also, when traveling,
the GTM has attracted a

following that has led to

free lodging, temporary
workshops and
remarkable memories
that could never be
scripted. Who would
have guessed that over
1,000 men, women, and
children crossed the
threshold for a chance
to sit in the carefully
crafted seat and not want
to get out? The excitement
of people slithering into
the cockpit has its own
special place in my heart,
unleashing a big smile
that could not be washed
away with the most toxic of
cleaning solvents.
The attraction is partly
because the car was
modified for a centersteer application, making

it easier to drive. Moving

the driver to the middle of
the car was a safety feature
that proved very exciting
to pilot. With endurance
engineering in its design,
the dash looks like a fighter
plane ready for its next
tactical mission, provided
with switches, gauges and
gadgets perfectly laid out
for night racing. Modifying
the cars frame for center
steering required cutting
out the backbone, and
transferring loads to the
outside by adding new
tubing that connects the
pickup points for the front
and rear suspension. The
rack is a Unisteer part
changed from a left-hand to
a center setup.
Coming into its own,

25

this thoroughbred
demanded more and more
involvement. It grew out of
the adolescence of budget
building, making something
out of nothing, and then
went onto accumulate a
respectable track record,
thus making car-builder
history for Factory Five
Racing.
Whats next? I will be
the first to admit that the
GTM is a sexy and unique
car, one which can be built
in the privacy of your
own home. But a top level
competitive race car? Go
figure. I still dont quite
believe it myself.
The adventure took
another twist in becoming
a very desirable car to
drive. The GTM grew up
in the unlimited classes of
NASA and SCCA, jockeyed
by some very talented
locals, tallying 94 percent
podium finishes and
four championships. Our
humble garage build is now
catching the eye of some
professional drivers that
just cant stay away. Today,
there seem to be more
professionals grabbing
the reigns than you can
imagine. When the first pro
driver was attracted to the
car, we realized that were
actually better than we
thought we were.
The 2015season has
26

been an exciting one, and

our first year in a pro series
running in the GT class
with the United States
Touring Car Championship
(USTCC).Piloting the GTM,
drivers Mike Holland (a
five-year veteran with our
team, PDG) and Ken Dobson
(development driver
for Scuderia Cameron
Glickenhaus) scored three
First-place wins and one
Third-place finish in the
firstfour rounds of racing.

So were leading the points

and now have a strong
possibility of winning the
GT championship!
Our primary Series is the
Western Endurance Racing
Championship, an amateur
competition of day- and
night-racing where we are
Second in overall points and
will likely finish behindthe
efforts of Truspeed, a
professionalPorscheCup
team. Ourfinal effort is
the finale at Thunderhill

Raceway Park at the 25

hours of Thunderhill, the
longest closed circuit road
race in North America.In
the 13 years of this race,
the GTM and team of all
volunteersare the only
recipient of the prestigious
Spirit of Thunderhill
award (for rebuilding the
car after it caught fire and
then completing the event).
Getting down to the
details of endurance
racing, its not necessarily
about running 10/10ths,
but instead reliability
and strategy. Surviving
an endurance race comes
down to two key words:
preparation and planning.
That means researching the
right components, and not
using throw-away parts.
We purchase for the long
haul, since we cant afford

27

to buy cheap.
For instance,
the stock
C5 Corvette
hubs only
last about 20
hours in racing
conditions,
since the
plastic races
melt and the
bearings go
bad. For twice
the money, but
four times the
wear, we went
with SKF units
that last two
years and two
25-hour races.
The Unlimited class
provided the perfect
platform for all the
volunteers. A center-driver
configuration allows for
installing a 22-gallon fuel
cell on each side of the
drivers seat, as done in
Fords GT40 back in the
Sixties. All told, 44 gallons
of 91 octane pump gas gives
this steed the ability to run
2.5 hours without fueling.
(Weve found that race gas
runs hotter, and with 25
percent lower mpg, and the
engine computer prefers
standard fuel anyway). Our
custom-built sway bars
and engineered Bilstein
shocks are a proven combo
over the years, reducing
lap times by more than10
28

seconds. Having outgrown

the C5 wheels and DOT
tires, weve moved up to
three-piece CCW race rims.
As for the engine, this
GTM started out with a
used LS1, an ASA-prepared
V8, but now switches
between race series with
either LS3 367/480 or LS3
367/525 crate motors.
The 480 gets better mpg
for endurance racing, and

meets the USTCCs power/

weight rules. But the higher
powered 525 is better for
faster, shorter duration
events at Thunderhill and
in Utah. We have plug-nplay setup for quick swaps
between races. The engines
were provided by a local
dealer, Chase Chevrolet,
where we display the car
on weekends and get lots
of enthusiastic onlookers

(especially younger ones

who are amazed by the
cockpit).
Both engines are backed
by the same Mendeola
5-speed sequential dog
box, which doesnt require
actuating the clutch to
shift. Axle reliability and
custom control arms were
engineered by Myraceshop.
com. This firm (headed up
by one of our drivers, Mike
Holland) also fabricated five
different wings for various
levels of downforce. Weve
found more downforce is
better in the turns, which
is where we often beat the
faster cars.
The custom glass
windscreen with wiper
provides a great visual
platform for rain and fog
conditions. Bajadesign
lights up the night with
38 LED fixtures. The
gullwing/lambo-style
doors are trimmed and
strutted for quick driver
changes and egress in
the event of an engine
fire (dont ask me how I

know this).
The initial setup sported
front C5 brake calipers,
installed both front and
rear, but quickly outgrew
them. Next step was to
install StopTech fronts and
rears. This made for better
stopping and longer life in
the annual 25-hour race.
To manage the brakes, one
of our volunteers built a
brake bias that can be read
instantly by the driver to
make corner-to-corner
adjustments to fit his or her
driving style.
Airjacks provide the
lift for tire changing, while
machined rims mated with
a circle-track type of spacer

indexes the rims for quick

tire changes. The Factory
Fives fiberglass main body
is cut behind the doors to
provide quick access to
the engine compartment.
The inventory of several
different wings has been
made by volunteers
throughout the campaign.
I look back at all that
has happened and there
just isnt enough space to
tell all the adventures and
many memories of people
we have met, places we
have stayed, support, and
the generosity. I know one
thing, though: this was
never a dream of mine,
but surfing this wave has

SOURCES:
Factory Five Racing
http://www.factoryfive.com
TheDamnTrueExperiment
http://thedamntrueexperiment.blogspot.
com/2014/03/to-hell-and-backfor-2-part.html
Prototype development Group
www.pdg4.com
29

Decisions, Decis

By Steve Temple
Photos by Steve Temple

hen it comes to Cobra

roadsters, you have two
basic choices: either the
small-block racer or the big-block
behemoth. (The slab-side street Cobra
is a third option as well, but thats a
whole nuther story.)
Proponents of the former point to
its lighter handling, and the fact that
a stroked small-block can generate

substantial amounts of power.

As for the fat-fendered 427, theres
no substitute for cubic inches, even
at the expense of extra weight up
front (unless you go with a pricey allaluminum engine).
It really all depends on what sort of
statement youd like to make, and how
you plan to use the car. For charging
around on a road course and twisty,

sions, Decisions

289 or 427 Cobra?

Either One Is Great -- As Long as Its Black
two-lane country roads, the 289 is
right at home. But for going mano y
mano with other muscle cars, the 427
is the baddest dude in town.
To provide some personal
perspectives, we rounded up two
nicely sorted examples from Unique
Motorcars, and let the builders of the
cars share their experiences.
Its not always a simple decision

between these two types of Cobras,

but whichever way you go, the main
thing is to just make it happen. Which
is what each of these builders did in
their own special way.

SOURCE:

Unique Motorcars
http://www.uniquemotorcars.com

hen we met the

Unique Motorcars
family in the spring of
1997 at the Carlisle show,
I was hooked! They had a
product that would meet all
of my expectations of what
a quality replica should
be. As Maurice Weaver
stated during this initial
conversation, Were not
selling you a car, we are
inviting you to join our
family.
Having owned and
restored several classic
muscle cars, it was going

to be so nice to start with a

solid clean product. At this
point I had my work cut
out for meraising three
children, purchasing a new
home and running a small
business didnt leave a lot of
extra funds for this project.
I decided that if this was
going to happen I would
have to find extra work
to accomplish my goal, so
I took on building decks,
installing tile floors and
other small home repairs
along with painting cars
at home in a small two-car

garage.
At this point we also
began the process of
building the powerplant for
the car the year before we
even purchased the deluxe
pallet car from Unique.
We decided that the small
block 1964 FIA car was our
choice, so the only answer
was a small-block stroker.
We purchase a new Ford
Motorsport block (351
Windsor) and stroked it
to 393ci. We purchased
a Scat crank 3.85 stroke ,
6.2-inch H-beam rods and

DIY FIA Building a Cobra in

As Told by Bob Diodato

Wiseco pistons to match the

Twisted wedge R heads.
These heads would
require the headers to be
custom made, so Maurice
Weaver took the provided
flanges and made a perfect
set of large-tube headers to
allow these large port heads
to flow all the air necessary.
The valvetrain is a solid
roller cam (.672) lift from
Competition Engineering
along with solid roller
lifters and S.S. 1.6 roller
rocker arms also from
Comp.

We topped the engine

with an Edelbrock Super
Victor manifold with
a Holley Ultra HP carb
flowing 850 cfm. This
engine would require a
high-energy ignition so the
system we chose was all
made by MSD. We used the
smallbase
billet
distributor
and
6AL
ignition

box and plug wires. Once all

of the machine work was
completed we assembled
the motor in a matter of one
weekend.
With the engine nearing
its completion and the
Spring of
98 coming fast, we

n a Family Way
moved forward and
contacted Unique and
placed our order, Maurice
assured me that even with
the tight timeframe, our
car would be delivered to
the show at Carlisle in May.
At this point we ordered
a Tremec 5-speed and
Lakewood bellhousing to
be mated to the completed
engine.
Showtime! Our car
arrived as promised and all
parts to be delivered with
our deluxe pallet car were
complete. Leaving the car
at the show all weekend
after waiting and planning

33

so long made this the

longest weekend of my life.
I wanted to get this thing
home and begin the process
of finally assembling a
lifelong dream.
During the show we
also purchased several
parts needed like the
Compomotive wheels, size
at 17 x 8 fronts and 17 x
12 rears. I knew that with
this motor, we were going
to need as much tire as
possible to get this car to
hook up and go straight, so
34

by going to the 17 wheels

we were able gain width in
the rear, avoiding the strut
bars supporting the Jag rear.
We recently installed the
Mickey Thompson ET Street
Radial in a 315/35/17 in
the rear and Goodyear eagle
F1 245/40/17 in the front.
Finally Sunday and
home we go. We began by
removing the body from
the frame and began the
bodywork. Since the car
was going to be black, the
prep and painted was going
to be a challenge, since
the only quality tool I had
was a great spray gun!
Once the body was straight
and smooth we built a
temporary paint booth
inside of our two-car garage
and a makeshift exhaust
system to vent the booth.

Having no formal paint

experience other than
trial and error over the
years of painting, anything
that someone would let
me paint, we applied our
stripes first, then taping
them off, we applied the
black over the remaining
car. Then five coats of clear

were applied and left to

cure. We then began the
wet sanding an polishing
process. At this point we
also began the mechanical
assembly to prepare the
chassis to be mated with
the body.
I would have to say this
was the easiest and most
enjoyable car I have every
worked on. If A part was
to bolt to B part, it fit
without any modification,
thanks to the Weaver
family and their business
ethics. They have spent
the necessary time and
money to ensure that their
manufacturing process is
perfect.
The reminder of the car
was assembled in a matter
of a couple weeks working
on it during my free time in
the evening and weekend
hours. This would not have
been possible without

the help of my sons Mike

and Brad, along with my
daughter Makenzee who
was only three then and
was kind enough to bring
me food and water since
most of my free time for
a month or so was spend
crawling around the garage
assembling the car. Even
though the boys were just
teenagers at the time they
were there to help when
needed. Mike is the most
mechanically inclined and
gained experience that
he continues to apply to
this day. We assembled
the reminder of the car
performing many of the
tasks needed to complete
the project with only simple
tools and time.
Having performed all
of the work that it took
to build this car at home
was truly a rewarding
experience and most people

that we meet are surprised

that even the paintwork can
be completed in a simple
two-car garage! With the
car having been completed
for many years now, we
having continued enjoyed
the experiences that it has
provided my family and
myself in both the people
that we have meet and the
pure excitement of driving a
truly wild machine.
Car guys: You can do
this!

35

Wish
Fulfilment
Finally Getting
What I Wanted
All Along
As Told by Tim McHenry
36

ve been toying with the idea of building a

Cobra replica since I was about 18 years
old. I am now 53. After finally having one of
these beasts, it was a good thing I could not
afford one at 18 or I probably wouldnt be
around today.
I have always liked wrenching on my
own cars and/or bikes since forever, usually
money always being the limiting factor.
My 69 Fastback Mustang was originally a
302 auto, which I changed over to a four

yards for parts.

The 69 Mustang Grande is my current
car, along with the Cobra and that Mustang
was just a total suspension and interior
refurbish, a good driver and bad-weather
car. As long as I can remember I was
always taking apart something, from my
grandfathers lawn mower to my uncles 3.8
Jag engine. Needless to say, neither one was
happy about my foray into mechanics. I did
however manage to put everything back
together.
As for the Cobra, the car came to me as
a painted roller. I did not have to do a heck
of a lot. The wiring harness was in, so all
I had to do was make the connections for
lighting, dash, and ignition. The interior had
to be put in with heat insulation, carpet,
seats, e-brake, and five-point seat belts.
I originally wanted to build more of the
car myself, but the painting of the car was
not an option for me. Since I could not do
this portion, Maurice Weaver, the owner
of Unique, advised me that trying to stuff
a big-block Ford along with a Tremec TKO
600 down through the small hood opening
of a painted car was asking for trouble.
(BTW, the color is PPG 2013 Mitsubishi

speed and built

the 302 to an 11:1
3/4 cam motor. I
left the stock 2.70
open rearend in,
again no money to
put a good rearend
in, and promptly
destroyed it. Great
fun for a kid that
likes going to junk

Tarmac.)
I only have one-garage space for this
car, so I had to have Unique install the
driveline and body. Kind of disappointing
because I wanted to do as much as I could
but things kind of snowballed because of
the lack of garage space. On the other hand,
the time it took for me to do what was left
was only about five or six months worth of
weekends, four to five hours each day.
If I had to guess the car was probably
80 prcent complete. If I were going to say to
people considering a project like this one, it
would be to make sure you have the room
for both the body and chassis, with some
room left over to work comfortably. And to
try to think of doing things that might not
sound too important but are connected to
other tasks, so you can avoid making an
easy task more difficult.
For the engine, I went with a 390 Ford
FE, bored and stroked to 447 cubes. Its
fitted with Eagle H-beam rods and an Eagle
cast crank. All told, it delivers more than
500 horses and 550 lb/ft of torque. (The
390 doesnt cost as much as a 427 but
can be built to deliver the same power.) I
used a .040 over bore with a 4.250 stroke,

38

plus a Comp
cam (.528 int.
.533 exh. dur.
@.050 .242
int. .251 exh.).
The intake is a
Blue Thunder
medium rise,
topped by a
Holley 750,
assembled
by Southern
Automotive
engines.
In comparison to my other
cars, getting
into a big-block
Cobra is a huge

step up in power,
and in a much
lighter car to
boot. Now that
Im older and
wiser, I know
how to handle
it, so the time
was right to
make this project
finally happen.

39

Celebrating 50 years of
the Shelby Cobra 1965-2015

800-297-6253

www.Superformance.com
www.Superformance.com

Own a legend today!

As seen on

Sizzlin Rides at Hot

August Nights
Text and photos by Steve Temple

hile northern Nevada

is known for its mother
lode of gold and silver,
precious metal of another
sort rolls into Reno every
year for Hot August Nights.
Its one of the worlds largest
gatherings of 72 and earlier
vehicles. Primo collections of
cars and trucks gather at all
of the major casino resorts
and surrounding venues,
about two dozen locations in
all, and showcase spectacular
rides, cruises, auctions,
and entertainment. More
than 6,000 classic vehicles
motor through the streets
and take part in events
such as controlled cruises,
Show-n-Shines, Drag Races
and Burnouts, a Swap Meet,
fireworks and AutoCross, and
more. Thousands of classic car
buffs and nostalgia enthusiasts
dance each night away to free

n
i
l
Rol
live entertainment, bringing
back bygone eras at outdoor
venues.

Displaying everything
from classics to kustoms,
rods to muscle cars, restos
to restomods, along with
swap meets and nostalgic
automobilia, you name it, you
can find it at HAN. It shows
off so much automotive
innovation and creativity,
that car builders find all
sorts of ideas and examples
for their own projects. So
enjoy our choice selection of
these sizzlin rides.
SOURCE:

Hot August Nights

http://www.hotaugustnights.net

Into

Coast-to-Coast created
this swanky version of a
39 Ford.

All kinds of colors to dazzle the eye

The crowds went wild for a sip of this Pink

Lady

All sorts of wild and wonderful treatments are welcome.

An old prospector looks down on precious metal of another sort.

A 40 Merc thats greener than

Kermit the Frog.

Looking truly grand in front of the Grand

Sierra Resort.

Looking for a
new use for old
rebar? Check
out the top of
the air cleaner
and the steer-

Now heres some easy engine access

on a flip-top rod

No end in sight to all

the cool cars at HAN.

A screaming-yellow Nash with a nasty atti-

Save Marts gargantuan grocery getter

Cobra replicas are big favorite at HAN,

and this one got a quick touchup at
Griots booth.

A wide-bodied Speedster with some

modern touches..

Wiley Coyote mans

the wheel of a 35 Ford
Cabriolet.

Old rodders never die, they just

fade away

Larry Johnston had some colorful experiences involving a fire hydrant with his
Classic Roadsters Cobra, which we plan to share in an upcoming issue.

A 54 Chevy Sedan Delivery that really delivers the goods.

Some nice stacks on this 30 Ford.

How often do you spot a

21 Stuta pickup?

This little-seen 68 Meyers Towd,

owned by Eric Amberson, is planned
for a feature in an upcoming issue.

This two-tone gray ghost

with orange trim from
famed customizer Art
Himsl is one of the nicest
treatments weve ever
seen on station wagon.

Even a McLaren made

the scene, despite
being much younger in
years than most cars
on display.

Got flames?
This hot rod
is a veteran of
the Woodward
Dream Cruise.

This 68 Buick Riviera is

a real beauty, gracing the
streets of nearby Sparks

ABOVE: A 50 Ford Deluxe that outshines its

original configuration in every possible way.
LEFT: Jim Farcello of Kustom Kreations
(whose 57 Buick was featured in a previous ssue) restored this 51 Merc to its former glory. Its customized with 57 Chrysler
headiights and a DeSoto grille and bumper,
among many other mods.

Muscle car row just one of many at the show.

This 66 Mustang, modified with a Fiberfab

Hemi Stang Daytona
body conversion, is
said to be one of only
50 ever built. It also
has a Hemi under the
hood.

An unusual pony wagon thats sporty

yet practical.

A primo 35 Ford with a predatory

A red 65 Deville that gave us Cadillac arrest.

A 26 Buick two-door coupe is a

really rare rod

If we were giving out ribbons, this 60 Buick Electra

225 would surely get one.
Its one gorgeous ride!

http://www.shellvalley.com

No FeaR-

READERS
RIDE

When Building a
CapeFear7 With
One-Donor Miata
Mechanicals

As Told by David Culp

Photos by Steve Temple

y firm C.R.S.
began in 1983 as
a custom coach
works and restoration
shop. Our chief body man,
Martin Rudholzner, and I
have worked together (off
and on) since 1969, but in
opposite positions. Well, I
should say that I was the
chief fiberglass man, having
been making surf boards
and doing small boat repair
since 1964 prior to getting
into project cars.
We started out building
Meyers Manx dune buggies,
then a Kelmark Toronado
GT, Fiberfab Valkyrie GT,
CMC 356 Speedster and

a Meyers Towd (mine).

Martin, having a coachbuilding background
from Germany, put many
finishing touches to make
these kits look more like
factory cars.
In the early Eighties
we were asked by a kit
manufacturer to modify
his buck (prototype) to
make it more street-able
without changing the basic
look of the car. The design
was beautiful but not
practical, with a long, low
nose that would scrape on
driveway ramps. And when
its gullwing doors opened
water would pour onto
seats, and there were no air
vents inside the main cabin
and the door windows were

fixed with a small opening.

So we added seals and
drip channels to doors and
trunks, rotated the inner
fender and shortened
the nose, and made door
windows that opened. The
manufacturer was happy
with our mods, as he was
more of a designer, and
the shape had been his
main focus. It is easy to get
caught up in great looks and
lose practicality.
When we started to
build our CapeFear7 CF7 we
sat down and listed what
we wanted our end product
to be. We wanted a daily
driver that would be fun to
autocross, possibly use on
track days or vintage race.
Not really after a race car,

but would be able to easily

make it into one. Flexibility
in four- and six-cylinder
engines, transmission and
rearend selection.
By having this list, it kept
us focused, we knew that
the Locost 7 area is where
we wanted to be. This made
the design easy, since Lotus
had led the way. Parts were
sourced, a prototype was
built. It showed us that we
needed a wider chassis,
plus the suspension did not
handle as well as expected
with wide tires. We paused
and then made the decision
to source our car parts from
a single vehicle.
The Mazda Miata NA/
NB fit the bill. A Miata
Maintenance Manual is

your best guide in torque

settings and guiding the
build. We also supply a set
of instructions for areas
not covered in the Miata
Maintenance Manual.
We modified our focus
list somewhat, with ease of
build moved up to the top,
and built a new prototype.
We now would use the
complete rear subframe,
differential, and suspension,
jig the NB front suspension
with one modification

59

on the placement of the

lower control arm slot
and adjuster ring for more
camber if needed.
As for the Miata wiring
harness, we disconnect
door wiring and anything
else you are not going
to use, but we do not
recommend cutting any
wires. All the extra wire
is looped together under
the dash area and taped
together. This keeps all the
factory codes for service.
The instrument panel
is used either in the center
of the dash or with our
optional scuttle centered

over the steering shaft. We

lengthen the steering shaft
and shorten the (new) drive
shaft. Parking brake cables
are crossed left to right
which takes care of the
difference in distance. Two
holes need to be drilled in
the rear subframe to locate
the newly crossed wires.
After adding about 21 nuts,
bolts, screws, and brake
lines, the rear suspension is
complete.
The front suspension
and steering come off the
car and onto the frame
mounting points just as
you would replace them

on the car. Again, a Miata

maintenance manual is
your best guide in torque
settings and guiding the
build.
The front fenders are
attached to fender stays
on the front spindle. Rear
fenders mount onto the
body of the CF7 with five
bolts. The nose section is
hinged to the front lower
frame rail with hinges with
removable pins. There are
two stops, one on each
hinge to locate the nose
section when it is opened.
We use the seats from
the Miata, right seat to

the driver side, left seat

to passenger side. We can
put them in differently, but
most Miata passenger seats
have much less set to them
and therefore are usually
more comfortable than the
drivers seat.
Regarding windshield
stanchions, we have a fixed
or a folding model at 13
inches, or 16 inches for
tall drivers. Windshield

glass is not furnished with

the kit but a template and
instructions are.
Since this was going to
be my daily driver, I needed
some where to carry
groceries, parts, helmet, etc.
I added nine inches to the
rear which gave me a 12inch opening at the top and
16 inches at the bottom.
With a frame that
worked very well, it was

time to design the body,

and it being a replica made
this step easier. We built a
wireframe buck on top of
the prototype frame, using
1990 Miata parts. Knowing
the basic differences of
NA/NB Miatas, we made
allowances for the larger
differential in the tunnel.
Not having seen a VVT
engine, we did not realize
that the tallest part of the

engine had move to the

front. So bonnet prototype
was very close to the
Lotus7s, but a little taller
due to no engine part
hanging below the frame
bottom. While showing
off our full conforming
prototype, I noticed an
autocross 2002 Miata with
this part sticking up in front
of the engine. I made a copy
of the part and found it
stuck through our top over
an inch. That required some
more designed work.

We could have made a

bubble, but its not a look I
like so we are now making
bonnet prototype #2. Now
we take a much closer look
at all the engine types that
we might use. This caused
us to use a filler piece on
the frame and widen the
new bonnet cover for V8,
V6, and taller, straight-6
and 4-cylinder engines. If
the builder wants a lower
look they can still lower
the engine in the frame and
cut the lower sides of the

bonnet and
scuttle.
We built
the mold of
our bonnet
where the
front nose
section
could be a separate piece.
This allows a Locost
traditional aluminum
bonnet for the back section,
again trying to get different
looks from the same parts.
In this same theme we
make our scuttle for our
current CF7 from a portion
of the rear full bonnet by
adding a firewall piece
to it. By adding a newly
created full-width scuttle to
the full bonnet length you
move the windshield back
six inches, and again have
a more traditional Locost
look. However, it is much
harder to get into with a top
that a daily driver would
have with this new scuttle
placement.

The rear of the car can

be any length the customer
would like, from traditional
to 18 inches at the top. Our
current demo car has a 12inch trunk and will hold
two carry-on suitcases. We
think this size balances
the cars look, but thats a
buyers choice.
Autocrossing has helped
us make a few changes to
the roll bar, but a lack of
choice 15-inch tire sizes has
prompted us to add about
1.5 inches to the rear side
height to make room for
taller tires and wheels.
We also now have a
second style of frame, with
the rear suspension jigged
onto the frame instead of

using the Miata subframe.

This is done mainly for
people that want the lowest
weight possible for their
car. This frame also has a
new adjustable front and
rear upper control arm,
these are optional on the
standard frame.
In the near future our
Honda S2000-powered
CF7 is taking shape. The
prototype should be auto
crossing before the end
of the year. If all goes as
planned it will be a 2016
model. The design work on
our removable hardtop has
been completed and should
be ready in the second
quarter 2016.
Looking farther forward,

we are exploring the use

of an NC Miata donor
version. (Note the Editors
commentary on this same
subject in his Throttle
Steering column in the July/
August 2015 issue.) As the
new ND Miata has just come
out, the first years of the NC
Miata are eight to ten years
old now, which price wise
makes a case for their use
as a donor. Even though we
are making optional-power
chassis configurations and
some different suspension
parts, we still feel that for
most people the single
donor is the best way to go.
It is easy to maintain, repair,
and service.
We recently helped a
new owner of a replica dial
in his car at an autocross
at ZMax Drag way parking
lot and had our choice
of the single-donor
project car solidified. We
compete against European
Lotus replicas and hear
their owners talk of the

challenges in getting
replacement parts. Even
consumables such as brake
pads front to rear are from
different car manufacturers.
And some of these parts are
not imported to the USA.
When asked about our
components, we tell them
they are just an NA or NB
Miata part and usually get
a blank stare, then more
questions about our A/C,

hood (top), doors and boot

(trunk). Then we tell them
of driving our CF7 as a
daily driver. Total mileage
on the mechanicals is
approximately 175K, and
approximately 65K since
the car was built. During
this same time period we
auto-crossed over 650 laps.
We dynod last year and saw
120 hp at the rear wheels,
and we have had a great

time. Myself and a friend

have driven the car for the
last two years and have
been competitive and had
a lot of fun for not much
money. So theres nothing
to fear here!

SOURCE:

C.R.S.
http://www.capefear7.com

Available now, che

eck your dealer for inventory!

Own a legend today!
www.Superformance.com

800-297-6253

Snake B

Bitten

How the Cobras Venom Lives

on in the Viper
By Larry Weiner
Photos and Quotes Courtesy
Chrysler Communications

hile Ford
has been
content
with developing ever-higher
performance versions of
the Mustang, for some
strange reason it has never
attempted to resurrect the
Shelby Cobra. It took the
vision of two principals at

a competing auto company

to bring it forward with
the Viper GTS-R. The story
begins back in 1988 when
Chrysler President Bob
Lutz suggested to Tom Gale
at Chrysler Design, that
they consider developing a
modern-day version of the
original Shelby Cobra. They
astutely recognized that
there was an opportunity
to capture the nations
attention with an ultra-high

Viper GTS-R leads C7R Corvette through corner at Watkins Glen.

performance sports car

unlike anything else on the
market.
A clay model was
prepared within a few
months, followed by
an actual full-scale
prototype that was built by
Metalcrafters in California.
The prototype Viper
debuted in the Dodge
exhibit at the 1989 North
American International
Automobile Show in

The Dodge Viper SRT GTS-R pierces the darkness at the Petit Le Mans race at Road Atlanta.

Detroit, where it was the

hit of the show. Response
from the public was so
overwhelmingly positive
that the green light was
given by management to
move the program forward
and Team Viper was born.
Chief Engineer Roy
Sjorberg was chosen to
head it up, and along
with 85 engineers, the
team went right to work
developing the Viper as an
actual production vehicle.
When Chrysler Chairman
Lee Iacocca personally
approved the program in
1990, consumer excitement
for the vehicle hit a new
high, and many went to
their local Dodge dealer to

71

place a deposit to secure an

early car.
The most highly
anticipated sports car of
the new decade, the Viper
was chosen as the Pace Car
for the 1991 Indianapolis
500 Race. Fittingly, since it

72

was inspired by the original

Cobra, it was driven by none
other than racing legend
Carroll Shelby. Production
commenced later that year
and by 1992, the first new
Vipers were being delivered
to enthusiastic buyers.

One of the things the

Viper accomplished was
proving that Chrysler was
back in a big way after its
near brush with extinction
in 1980. Since the day it
went into production, this
ten-cylinder Viper has left

an indelible mark on both

the street and the track as
one of the ultimate sports
cars in the world.
Over the years, the Viper
has continued to evolve
since it was first conceived.
And like the Cobra that
originally inspired it, Vipers
have raced in sanctioned
events and achieved
podium performances all
over the world.
During the last several
years in particular, the
successes have come at an
incredible pace, a testimony
to the high degree of
sophistication that this

vehicle features, especially

the SRT GTS-R racing
versions. In fact, its the
red-hot American supercar
that has forever earned its
stripes and left an indelible
mark on the record books.
At the Petit LeMans,
held at Road Atlanta in
Braselton, Georgia, the
two-car SRT Motorsports
team won the team and
driver (Kuno Wittmer)
titles in the inaugural IMSA
TUDOR United SportsCar
Championship GTLMclass. In addition, SRT
Motorsports won twoof-three championships

contested in the class

and finished second in
the GTLM manufacturer
championship in just the
second full year of the
program.
While Chrysler Group
LLC discontinued the
factory-backed SRT
(Street and Racing
Technology) Motorsports
racing program in IMSA
(International Motor
Sports Association) with
the conclusion of the 2014
season, its certainly safe to
say that we have not seen
the last of Vipers racing in
competition.

Cutaway illustration of Dodge Viper GTS

by David Kimball shows how racing really has improved the breed when it comes
to this sophisticated sports car.

Ralph Gilles, Senior

Vice President of Product
Design, Chrysler Group
LLC said it best: We are
very proud of the amazing
achievements our fantastic
teams, drivers and partners
have achieved on track the
last few seasons. We thank

them for their hard work,

effort and commitment
to SRT Motorsports. Its
been an honor to be a part
of the inaugural IMSA
TUDOR United SportsCar
Championship season and
we wish them every success
in the future.

Team Viper SRT GTS-R racing into the sunset, literally and figuratively.

74

In celebration of the
achievements of one of the
premier racing vehicles in
the world, join us for this
pictorial celebrating the
Viper GTS-R in its element,
on the track, winning races.

Superlite Cars

Superlite
Coupe (SL-C)
Superlite Nemesis

SUPERLITE CARS
31795 Groesbeck Highway
Fraser, Michigan 48026

www.superlitecars.com
WWW.SUPERLITECARS.COM

Business hrs..Mon-Fri 9am-5pm

Tel; 586-329-1573
Fax; 586-329-1574

MISSION C

A Former Rocket Scientist Goes

From Piloting a Cobra to
Launching a Mid-Engine
Missile, the Beck GTS, on an
Epic Road Trip

CONTROL
As Told By Pierre A. Grellet-Aumont
Photos by Steve Temple and courtesy of
Carey Hines of Special Edition

y way of background, I
am an ex-rocket scientist,
transplanted from the south
of France to the East coast of the
United States about 20 years ago. In
addition to computers, mathematics,
physics and science in general, I
have multiple interests and hobbies
such as B&W film photography, flying
gliders, and driving classic cars.
I have owned a few classic cars
before, but lately I have been amazed
by the price increases of some of
my favorite bucket-list cars (E-type
Jaguar, some Ferraris, Porsche
356, 912 and some older 911s, for
example). So I began to realize,
probably also thanks for the internet
and online forums, that there are lots
of replicas out there of pretty good
quality.

In fact, I own a 20-year

Cobra replica from Unique
Motorcars, and up until
now I was always under the
impression that replicas
were pretty much a Cobraspecific phenomenon. But
by doing a bit of homework,
I discovered the main
players in the Porsche
Spyder 550 replica market,
so I bought one and liked it.
Also around that time I
considered buying a new
Porsche Cayman GTS as
well, but quickly realized
it might be a lot cooler to
own an older GTS, such as
a 904GTS. I own several
books about Porsches, and
I have always loved the
chapters about the 1964
904 Carrera GTS Coupe.
Compared with my
Cobra, they certainly are
different approaches, but
I dont look at it as Cobra
versus Porsche. For me its
complementary, as I like to
try everything (I also drive
a Tesla P85D as my family
car).
Getting back to the 904,
I found a fair amount of
information about the two
main replica manufacturers,
one in Europe, one in the
U.S. Clearly I was going
to pick the U.S. guys if
possible. Having imported
classic cars from Europe
before, I knew from
experience that it could
78

become a nightmare (not

to mention dealing with the
New York DMV).
Once I decided the Beck
GTS would be the best
route for me, I contacted
the company, which is
basically when I met Carey
Hines, entirely by email
until we finally spoke and
met in person mid-2015
when I went to Indiana
to pick up the car myself.
After my research online,
some discussions with
other Porsche collectors,
I had narrowed down the
design I wanted to a repro
of the 1964 Porsche 904
GTS by Scuderia Filipinetti
as shown here: http://
silodrome.com/porsche904-gts/
I picked #42 because it
the street number for my
house in Long Island, and
also because my wife says,
I only buy cars for two
people lately. But really its
a joke in reference to the
movie http://www.imdb.
com/title/tt0371724/
The Hitchhikers Guide
to the Galaxy where 42
is the Answer to The
Ultimate Question of
Life, the Universe, and
Everything as seen here
https://en.wikipedia.org/
wiki/42_(number) My car
is now nicknamed 42 in
my family.
So I started the process

READERS
RIDE
last summer, and decided
to commit some serious
money on people who I
had never met and who
I only saw traces of on
internet forums, websites
and YouTube videos.
Considering that a real 904
was far out of my budget
and too special to drive on
the street, this project was
a worthy alternative, once
properly researched and
sorted.
To that end, the specs
for the build included a
300hp, 3.6-liter engine
from a 1995 Porsche 911
(993), controlled by a 993
Motronic ECU. Mods to the
engine included new topend gaskets, cleaned-up
hardware, deleted power
steering pump, adding a
CNC aluminum cam cap,
deleting the secondary
air injection pump (SAI),
modifying both the engine
cradle bracket and intake
(in order to rotate the
plenum for clearance),
plus adding a short runner
intake and milling a custom
60-2 flywheel.
The engine is backed
by a 915 transaxle from

a 1985 Porsche 911. The

latter item was completely
rebuilt and resealed, and
fitted with new dog teeth.
It was also machined for
a flipped ring-and-pinion
for mid-engine use. The
bellhousing was notched
for the Motronic reference
sensor as well. A Wevo G50
internal gate shifter was
added to improve upon the
915 shifting.
As for locating extra
components to complete
the vehicle, Carey Hines
sourced all the parts, when
available, otherwise most
were fabricated in-house
by Special Edition. The CNC
aluminum uprights, front
and rear, were outsourced
to a local machine shop
near Special Edition in
Indiana, and they are made
to accept all 911 bearings
and rotors.

Carey and I never

spoke on the phone; all
our discussions until
delivery were done by
email exclusively. He sent
me weekly updates every
Friday afternoon. Soon
enough it became a ritual at
the end of the week when
I anxiously waited for his
email update, often with
photos showing the actual
progress on my car.
Carey and I also
exchanged lots of emails
to discuss every the
detail of the project:
engine displacement, the
cable shifter, the Wevo
gated shifted for the 915
transmission, the exact
color code for the paint
(not all reds are the same),
the exact location of the
white stripe, the wheel
style, the decals, the color
and material of the straps,

seats and belts colors, the

location of the mirrors and
the gas tank opening, the
rear reflectors, the shape
and origin of the Hella
foglights, the dashboard
fabric, the location of the
killer switch, etc, etc, etc...
Carey was always very
careful in offering me
different options, constantly
verifying my own taste
and opinion before making
any major decisions, and
always offering kind and
good advice if I did not
understand his questions
(too technical for me) or
if I hesitated on certain
choices.
As for the body hue, I did
not want the car to be gray
like most of the originals
were, mostly because I was
concerned that a car so low
on modern road would be
invisible (since its nearly

the same color as the road).

Also, today other cars are
too big and too careless to

risk being invisible around

them (people texting and
driving). Also I wanted the

car to be mine and

unique, not seen
much before, and
the other color
choices (blue,
or green) were
not so exciting.
I had found that
several original
904s had been
painted in Signal
Red, in addition
to my Scuderia Filipinetti
reference, so
it sounded
true to the
original to
pick DuPonts
Porsche
Signal Red
(as seen in
Great Cars
of Great
Collections
Vol. 3 by
Yoshiho
Matsuda).
I sometimes secondguess myself about the
red color, because I hear

often, Hey kids, look at the

amazing Ferrari parked
over there! or similar
statements which I think
are partially due to the
color. In addition, that color
attracts the attention of
local highway troopers a
lot more than gray would
have. But in the end I have
no regret because this car
came out sooo awesome
looking. I will not pay
attention to people who
think its a Ferrari and if
it costs me a few tickets,
thats still worth it. Did I tell
you how awesome looking
this car is?!
Speaking of people who
dont recognize that the
car is, I must talk about
those who do recognize it.
When I drove the car back
from Carey Hines shop in
Indiana, back to New York,
I crossed a few other states.
That first day of my two-day
drive, after leaving South
Bend, I quickly reached
Ohio on I-80, and I had to
do my first pit stop (to feed
the driver mostly). I parked
on one of those standard
Ohio highway rest areas,
but I tried to park far from
the other cars, for fear of
getting my new Beck GTS
too close to a truck or
something big that might
hit it. I also worried that I
was not too comfortable
driving it around a parking

lot yet, so I put it far from

the pack.
Then I realized another
car was following me, and
that car had been following
me for quite a while on I-80.
When I got out, the other
car parked near me, and an
older gentleman came out,
very agitated and excited.
An older lady, his wife
probably, who was traveling
with him, waited inside
their car, and did not say a

minutes, I ended explaining

where I was coming from
and where the car itself
was coming from, he was
not disappointed and told
me he understood. It made
sense to rebuild such a
great car and that mine
looked exactly what he had
seen back then in 1964
when he saw that same
904, same design that is,
on a racetrack somewhere
on the East coast and was

Clearly she was not sharing

his enthusiasm about the
old GTS design, but she had
tolerated this detour so he
could talk to me. That was
a very touching moment of
my trip!
Why did I take on driving
a vintage-style road-course
racer all the way from
Indiana to New York? When
Carey told me the car was
going to be ready, we begin
discussing ways to bring

word (while fuming a bit, as

I found out later).
He came to me with the
smile of a little boy and
immediately said, without
any introduction, Its a
904GTS isnt it? I remember
these Porsches when they
came out back in the day. I
did not immediately correct
him and rather asked him
what he remembered.
We spoke for maybe 15

dreaming of being able to

get one for himself.
He was clearly on a little
cloud, being able to see his
beloved dream car again,
and he confessed he had
been following me for over
30 miles on I-80, out of his
original way. After a while
admitted that he was going
to have to leave because
his travel companion was
running out of patience.

it back East, to my house

on Long Island, NY. One
possibility was always to
put it onto a truck an ship
it to me. I did not like that
idea, one because I knew
the wait would be killing
me. (I had cars shipped to
me from Europe or from
California and each time
I began counting the days
hours and minutes from the
time the sender put it on

81

the truck.)
Carey suggest that we
meet halfway during a trip
he did to a car show in
Pennsylvania, but when that
event occurred he told me
the car was not 100 percent
ready and he still wanted to
spend some time working
on it. So I waited some
more and ended up flying
to South Bend Indiana
one night, slept at the
local Hilton hotel, and got
picked up by one of Careys
colleagues to go visit their
shop and pick up my car a
few weeks later.
I did not think Indiana
was too far away from me,
but even after 20 years of
living in the US, I still often
forget that 800 miles is
almost 1300 kilometers,
which is about the length of
a round trip from Marseille
to Paris, France. When I was
younger, living in France, I
had driven one way from

Paris to Marseille several

times, at some seriously fast
speeds, with fast modern
comfortable cars, but I had
not done the roundtrip
in one shot. So thinking
about the 800-mile drive
I hypnotized myself into
delusion, thinking that a
800-mile drive from South
Bend to Long Island was
about the same thing as the
777 kilometers on clean,
fast French highways that
I had done before in one
drive, in less than a day.
Anyhow, I thought it
would a nice shakedown
trip, and it turned out
it was. I only broke the
speedometer cable, about
one hour into the trip (I
drove the rest of the way by
estimating my speed based
on the Waze app on my
phone). Carey and his team
had marked all the screws
in the engine bay so that I
could monitor if anything

was getting unscrewed, and

it all went pretty well.
After two days driving
this ferocious beast, only
my feet hurt a little bit. I
had found a great way to sit
so that my back and my butt
did not hurt. But I was tired
of pushing that heavy racing
clutch while maintaining
my other foot on the gas, so
I cramped on my right foot
toward the end, while the
rest of my body was carried
by my high adrenaline level
the whole two days it took
me for the drive. I basically
was missing the automatic
cruising mode from my
Tesla. (But no such option
was available back in the
day, of course, so how could
I rightly expect to have that
on my Beck? And I soon
encountered some other
old-school aspects in the
cockpit.)
The drive went well
until I reached the middle

of Pennsylvania at night.
I realized then how low
the car was on the road,
and that driving at night,
looking for a hotel in the
middle of nowhere, was
very uncomfortable. Each
car I crossed seemed to
have their lights stuck
in high position. And the
temperature dropped
quickly in the cabin, misting
and fogging the windshield,
which turned out to be
challenging in car so
minimalist, since there is no
way to blow air toward the
windshield.
I made it safely to a
town I know a bit from my
past experience as a glider
pilot, because of its great
aerological environment
(I had flown there in the
late 1990s with a famous
american glider pilot) and
so I reached State College,
PA and spent the night
there at a local Marriott
hotel. I was a bit nervous
letting my new Beck GTS
sleep outside on that hotel
parking lot, but when I laid
on my bed that night I felt
immediately asleep while
feeling the vibration of my
all-day drive shaking all my
bones.
Only after I reached New
Jersey did I finally see a
police patrol car following
and looking at my Beck
GTS. Since I was not driving

faster than the rest of

the traffic, no tickets
followed, and I actually
got a nice thumbs-up
from one of the officers.
On the other hand,
I was also reminded
that in this part of the
country lots of drivers
are a bit reckless and
absorbed by other
things than driving
(texting and talking
on their cell phone).
I began to become
severely aware that I
could get run over while
sitting in this
magnificent
car at about 40
inches above the
asphalt.
The worse
part was when
I reached
New York
city. Trying to
avoid it, I drove
north toward
Long Island,
but crossing the George
Washington
bridge was
the biggest
challenge.
First the fact
was that I had
forgotten to
carry my EZPass with me,
and each time
I had to pay
toll during

the trip I had to literally

stop the car, untie my fivepoint seatbelt and reach up
through the window and
with the door half open, in
order to throw some cash
at the laughing attendant. It
was a pain and I will never
forget my EZ-Pass at home
again!

84

So entering the GWB

bridge was a challenge
because I had no EZ-Pass,
traffic was extremely dense,
and I was very nervous of
getting run over by a crazy
NJ driver, all the while
keeping the car in First
gear and trying not to rev
it too much nor stalling

it. That was all around

noon, when I also started
feeling seriously hungry,
with absolutely no options
to stop for a nice meal
anywhere close from my
path.
It got better once I reach
the Long Island Expressway
and carefully drove on the
middle lane, with the traffic,
as not to attract too much
attention. But it turned out
that pretty soon a NY State
Patrol car was following
me, tailgated me I should
say, and I recall that he did
it for a good 15 minutes. I
did not immediately realize
that it was a police car, as
the mirror on the GTS is
very small and the rear
visibility is marginal at
best. (You basically cant tell
whats happening behind
you, so your only option to
be safe when passing is to
accelerate).
Once I realized I was
being tailgated by a police
car, I pulled over, thinking
he was about to pull me
over anyway, might was
well do it sooner than
later. At that point of the
trip I was still carried by
adrenaline, and I was ready
to get my first ticket. So
I signaled changing lane
from middle to right lane,
and began slowing down
to get ready for my ticket.
(Incroyable!)

The police car stopped

following and actually
slowly began to pass me,
the officer driving the car
gave some sort of military
salute and a big smile
followed by a thumbs up,
and then he took off. He
was probably running
my plates the whole time,
trying to figure out what
kind of car it was, and
because its a very unusual
car, it took him a while to
do it, I figured, now feeling
a bit relieved (I have not
received a speeding ticket,
knock on wood, in a long
time, even though I tend to
drive fast, in fast cars.)
Once I made it to my
house, I dropped my bag,
got myself a nice, hot coffee,
and proceeded to drive

another 20 minutes to bring

the car to my mechanic in
the next town. I needed to
get the car inspected for
completing my NY States
registration.
Before leaving to
Indiana, I had managed to
get the car registered, and
I had temporary plates, but
after you are done with that
you have 10 days to get the
car inspected in order to
keep it legal on NY roads.
The day I drove it back
and reached NY was day
number nine on this 10-day

window. Needless to say

that when I drove my new
Beck GTS on the parking lot
of my favorite classic car
shop in Southampton NY
(its called GrandPrixCafe,
their website is here http://
www.grandprixcafe.com/
), I made quite an entrance
and everybody came to
see meI mean the car.
I felt like some warrior
coming back from the
crusades or something, and
I was bringing back some
treasure they all wanted
to touch. It was a priceless

SOURCE:

Special Edition / (866) 396-2325)

http://www.beckspeedster.com

70

www.jasperengines.com

Insurance Coverages Available:

www.worldclassins.com

full gallop

Edelbrock Unleashes a
Stampede of 720 Horses From
a Blown-and-Stroked LS3
Text by Steve Temple
Photos by Steve Temple, and Courtesy of
Edelbrock

hile GMs stock LS3 has

proven itself in wide variety of
applications for various project
and competition cars, the standard output
of 430hp could be betterway better.

W
88

Whats it take to achieve more than a

65-percent increase in power?
Two basic elements: Higher pressure
and more volume. Working together, they
pull 720hp and 695 lb/ft from Edelbrocks
hard-charging LS3 crate engine. The higher
pressure results from the forced induction
of an E-Force twin-rotor blower. And more
volume comes from a stroked crank and
rods.
All easier said than done, of course. So
we spent some time sweating the details
with the engine guys at Edelbrock to find

out what it takes to whip

an LS3 into a lather. After
all, getting a thoroughbred
to run harder and faster
requires way more than
just ringing a bell.
Consider the
performance parts that
Shaver Racing Engines
installed into the LS3
block. Increasing the swept
volume of the cylinder from
376 to 416 cubes begins
with a Manley crankshaft
boasting a 4.0-inch stroke
(increased from 3.62
inches stock). It in turn
pumps elongated H-Beam
connecting rods and
aluminum pistons through
a 4.065-inch bore.
While this stroked setup
is a well proven path, some
background info shows just
how far weve come in the
last 16 years or so. Recall
that the old 5.7L LS1 was
inherently constrained
by its 3.900-inch bores,
so that even when honed
almost to the water jacket,
a 4.000-inch-stroke crank
achieved only 383 inches.
A larger bore required
sleeving the cylindersan
expensive and not always
reliable option, since
coolant leaks and poor
cylinder sealing can result.
In 2005, the LS2
featured siamese cylinder
bores, making a 400ci
displacement possible with

Normally, the top of the supercharger measures 21.54 inches from

crank centerline, but a low-profile version is available as well.

Cam profiles for blown engines typically have wide lobe separations and minimal (or negative) overlap, which explains the 121-degree LSA of the bumpstick. The hydraulic roller camshaft offers
up to 215 degrees intake/247 degrees exhaust duration at 0.050
in., and .629 in. intake/.656 in. exhaust valve lift using the included
1.7:1 ratio roller rocker arms

89

Rather than a press-fitted pin, the Manley pistons have low-friction,

floating pins with an offset design to reduce piston slap.

90

a stroker crank. Then just

two years later the 6.2L
block (basically the same
one found in the LS3),
featured a 4.065-inch bore.
Now, hone out the bores
by 0.005 inches and fit in
a 4.000-inch crank, and
voilathe displacement
goes from 376 to 416 cubic
inches.
What are sort of crank
does Edelbrock use?
Manleys lightweight
design consists of 4240
forgings, nitrided for added
strength, along with other
treatments such as stress
relieving, shot-peening

At 6500 rpm, Edelbrocks 416ci

stroked and supercharged LS3
hits its peak horsepower of
720hp. Peak torque of 695 lb/ft
is at a much lower point in the
powerband, at 4500 rpm.

and magnafluxing. The

large, .125 radius journals
are micro-polished and
lightened as well. For
sufficient clearance from
the piston skirts, the
counterweights are fully
profiled, and the main
bearings are gun-drilled for
further weight reduction.
The aforementioned
Manley H-beam rods
measure 6.125 inches
(versus 6.098 inches stock),
with the block clearanced
to prevent interference
with the rod bolts. As for
the forged, 2618-aluminum
pistons, they have an 18cc
dish, for a comparatively
lower 9.5:1 CR to offset
the increased airflow from
the blower and ensure a
smooth, knock-free burn
of 91 octane pump gas. (In
a normally aspirated LS3
stroker, a CR of 11.7:1 is
not uncommon, delivering
an output of 600 horses or
more.)
The pistons features
low-friction, 0.150-inch
floating pins instead

Closeup of Manleys H-beam rod and dished piston with valve

clearance.

of pressed-fit units.In
addition, Manley employs a
one-fixture manufacturing
process to maintain an
optimum ring groove to
skirt squareness. An offset
wrist-pin design reduces
piston slap, and a bridging
ring spans the pin area.
Total Seals package has
1.5, 1.5 and 3mm rings.
Roundwire locks, tool steel

wrist pins and pressure

balance grooves are
included with every set.
As already noted
in passing, a normally
aspirated stroker motor
leaves some ponies on
the table, which leads us
right into supercharging
the source of the higher
pressure mentioned at the
outset. Edelbrocks E-Force

The camshaft is specifically configured for a supercharged application with a 121-degree lobe-separation angle.

91

Manleys 4.000-inch crank not only has a longer throw, but also profiled counterweights for clearance.

The standard supercharger assembly and matching aluminum coil covers are black powdered coated
for durability.

92

A low-profile Corvette lid (shown here) is available for the blower

case, to provide an extra two inches of clearance.

LS3 blower spins Eaton TVS

2300cc/rev four-lobe rotors
with 160 of twist. Theyre
designed for maximum
flow, minimum temperature
rise and quiet operation
for better drivability. An
integrated bypass valve
helps eliminate parasitic
loss under light throttle for
improved mileage potential
(as if fuel efficiency is
even a consideration when
running blown stroker
motor).
E-Force superchargers
have an innovative inlet
configuration with a
shorter, less restrictive
intake path for improved air
flow, and no need for a jackshaft. Keeping the air cool is
a high-capacity, air-to-water
intercooler and low temp
heat exchanger.
The supercharger
features a driver-side
throttle body orientation
for ease of intake routing in
a variety of project vehicles,
and a Corvette belt offset
for a compact installation.
The top of the supercharger
measures 21.54 inches
from crank centerline in its
standard configuration (but
a special order is available
This closeup of the low-profile
blower case shows the drivers
side throttle body orientation
for ease of intake routing.

93

The standard pulley size delivers 12 psi of boost.

for a lower profile, Corvette

C6 lid for additional two
inches of hood clearance,
and Edelbrock is receptive
to other custom requests).
With the supplied 2.75inch supercharger pulley,
boost is approximately 12
psi.Even more pressure is
possible, up to about 14psi,
by adding an optional
overdrive crank pulley.To
keep pace with increased
airflow of the blower,
Edelbrock supplies 60 lb/
hr injectors and custom
fuel mapping with its preThe Bosch sensor comes
mounted on the blower case.

94

Heres a closeup of the bridge ring in the wrist-pin area.

46750 Included components

95

46760 Included components

programmed ECU. But for

the higher psi figure noted
above, a custom tune and
bigger fuel pump would be
required.
Typically positivedisplacement, supercharged
cam profiles have wide lobe
separations and minimal
(or negative) overlap, hence
the 121-degree LSA of the
bumpstick. The hydraulic
roller camshaft offers up
to 215 degrees intake/247
degrees exhaust duration
at 0.050 in., and .629 in.
intake/.656 in. exhaust
valve lift using the included
1.7:1 ratio roller rocker
96

arms. The heads are highflow LSA units designed for

supercharged applications
with a swirl feature on the
intake ports that allows for
more spark advance.
The Edelbrock GM
LS 416 c.i.d. E-Force
supercharged longblock, crate engine come
comes complete with
essential supercharger kit
components, such as the
electric intercooler water
pump, intercooler plumbing
and intercooler recovery
tank, as well as fuel rails, 60
lb./hr. fuel injectors, a mass
airflow sensor housing,

and a reusable air filter. A

turnkey package with all
the front-drive accessories
is also available to suit the
particular needs of vehicle
builders.
Either way, this
racehorse is ready to run in
a Corvette or other projects
cars. Just spank the flanks
and youre off!

SOURCE:

Edelbrock, LLC
http://www.edelbrock.
com

Specs

Displacement: 416
c.i.d.

Horsepower: 720 hp

Torque: 695 ft-lbs.

Compression: 9.5:1

Block: GM LS3
Aluminum
Crankshaft: Forged
4340
Pistons: Forged
Aluminum - 18cc
Rods: Forged
H-Beam
Camshafts:
215/247, .629/.656,
121 LSA

Rocker Arms: LS3,

1.7 ratio
Induction: E-Force
Supercharger
System #1540
Cylinder Heads:
GM with Edelbrock
Valve Springs #5768
Finish: Black
powder coated
Warranty: 2-year /
Unlimited mileage

Turn-key Commission

Kick-Out
DualSport
Manxter 2+2
Professional assembly for your n ex

denmatcars.com
http://denmatcars.com/

Builds

t adventure

DENMATCARS

Cape Cod, MA

774 487 7826

c
i
t
s
E
Pla

A C4 Bombshell Molded by
Larry Shinoda, Designer
of the 63 Corvette SplitWindow Coupe

Text and Photos by Steve Temple

hats needed
to transform
a so-so shape
into an exciting

n
o
i
s
o
l
p
x
E

new design? Well, in the case

of the rare Corvette conversion
shown here, it took the combined
efforts of a three-time Indy
winner, a fast-food magnate and

a Japanese/American designer.
Called the Rick Mears Special
Edition, it was developed by
famed Sting Ray designer Larry
Shinoda. Although not a high-

volume seller, its execution

decisively demonstrates to
enterprising car builders
of all stripes what can
be achieved with some
automotive artistry.
Near the end of his
illustrious career, Shinoda
had always wanted to
give the C4 some sex
appeal, as he put it. He
designed the body package
in 1989, and at the Long
Beach CART race that
year showed his sketches
to a friend, Jim Williams
(president and CEO of
Golden State Foods, a key
supplier to the McDonalds
fast-food chain.) He
also happened to be an
associate sponsor of the
Penske racing team, which
led to the involvement of

an additional person of
note. Shinoda asked racer
Rick Mears to look at the
renderings as well, who
also was impressed by
the design, so they greenlighted the project.
While the program
started with high hopes
after an auspicious debut
in 1990 on a 90 C4 at the
Los Angeles Auto Show,
the total number of Rick
Mears conversions ever
completed amounted to
barely more than a couple
dozen (according to one
owners forum), possibly
due to its high price. In
addition, the installation
was fairly involved,
especially on the roadster.
Even so, initial response
to the body treatment was

very positive, as it gave

the C4s chunky, clipped
lines a whole new level of
sleekness, in both a visual
and functional sense. Not
only did it create a more
stylish Corvette, but also
provided an improved drag
coefficient, lowering it from
.34 to .30 Cd.
Ironically, this
conversion for Americas
sports car came from a man
interned as a youth by the
U.S. government during
WWII for his Japanese
ancestry. He would later
become an influential

pivotal, in factdesigner
for major changes in the
shape of the Corvette.
During those early dark
years, the young Shinoda
was sent with his family to
a War Relocation Camp
in Manzanar, California,
a bleak area between
Death Valley and the
eastern slopes of the Sierra
Mountains. He kept up his
spirits, though, by building
a reclining armchair for his
parents from some castoff
wooden crates.
After his release from
the camp, Shinoda let off

steam by building hot rods.

He won the first NHRA
nationals in 1955, driving a
29 Ford roadster. He later
attended the renowned Art
Center College of Design
in Pasadena, California. He
soon discovered that he
simply didnt fit in there,
and left his studies to join
GM in 1956 under Bill
Mitchell, following brief
stints at Ford and Packard.
Shinodas combined
traits of ingenuity and
nonconformity held him in
good stead, as he found a
kindred spirit in Corvette

103

Chief Engineer Zora

Arkus-Duntov. Yet their
independent, contrarian
natures inevitably locked
horns (note sidebar),
particularly over the 63
Sting Rays Split Window
configuration. Shinodas
distinctive design feature
grated on Zoras practical
preference for driver
visibility. While the singlepiece rear window won
out the following year, in
hindsight the Split Window
later proved to be a
compelling styling element
that gave the 63 Sting Ray a
special allure.
So too with the shape of

the Mears Special Edition.

To give the C4 a more
sensual, less sterile quality,
Shinodas design approach
was to soften the lines,
with a bit of the coke bottle
shape from the 68 Stingray
that he crafted, based on his
65 Mako Shark II concept.
He also objected to the belt
line on the C4 production
car, so he eliminated the
rub strip that concealed the
body seams.
While Shinoda
was pleased with the
improvements in airflow
resulting from the wider
rocker panels that kept
the wind from boiling
off the sides, his
favorite element
was the stinger tail
treatment. This
five-inch spoiler
tapered the shape,

helping the airflow stay

attached to the rear deck
and spill off it more cleanly,
with less turbulence. Windtunnel testing indicated
that it also generated
downforce, cutting down
on the bodys excess lift at
speed.
The particular roadster
shown here is owned by
Dave Glass of D&M Corvette.
The previous owner, Ed
Rensi, coincidentally
an exec for McDonalds,
initially contacted Glass
about selling the car
on consignment, but
Glass collects all sort of
significant cars, and bought

it outright, along with a set

of spare body panels.
I dont care if I sell it,
he says. Ive seen some
body kits over the years
that really screw up the
lines of a Corvette. But
an experienced Corvette
ownera true Corvette
guy really loves Shinodas
design.
The one shown here
is one of only 11 or so
convertibles built, he adds,
and repainted in Pearl
Yellow using a three-coat
system. The 11 body parts,
made of injection-molded
polyurethane, were actually
the least expensive aspect
of the build, amounting
to $1800 back in 1991,
according to financial

documents for
this specific
order. They
consisted of
upper and
lower front
fascias, a fourpiece aluminum
air dam,
front fender
emblems,
rocker panels,
and upper and
lower rear
fascias. Also
adding to the
price were
custom wheels,
mounting
brackets,
assorted
lights and
lamps, various

105

accessories, and a tailpipe

extension. Fit and finish
of all these components
ran $8000, and paint
was another $6400, for
a grand total of $19,115.
And that was on top of the
$46K sticker price for the
production car.
So as noted at the outset,
Shinodas upfit commanded
a significant upcharge, and
that didnt include nearly
$10K worth of Lingenfelter

drivetrain mods done to

some of the Mears Special
Edition cars. This package
raised the LT1s 300hp
factory output to a much
more vigorous 390 horses.

While nothing was changed

on the suspension, a shift kit
on the automatic quickened
upshifts. Max speed, helped
by Shinodas wind-cheating
wizardry, was measured at
179 mph, besting the 171
mph top end of a ZR-1.
All told, the Rick Mears
Special Edition was a fitting
finale to an exceptional
design career spanning
three eras of Corvettes,
from C2 to C4. For that,
Mr. Shinoda, we can never
thank you enough.

SOURCE:

D&M Corvette
1804 Ogden Ave,, Downers Grove, IL 6051
630-968-0031
http://dmcorvette.com

A Dinner to Remember With

Larry Shinoda
And a Missed
Opportunity for
Another Concept Car
By Larry Weiner, of Performance West Group, Inc.

ve been captivated by Corvettes as far

back as I can remember. But theres one
above all others that really stops me in
my tracks; the Split Window Coupe. When

108

I saw the first one in person in 1963, I was

smitten, and knew from that moment that
one day I would own one of these amazing
vehicles. Over the years, I have learned as
much as I could about the history of the
63 Corvette, the talented people who were
responsible for its creation and how it came
to exist.
The design was inspired by the Corvette
Stingray race car that was first penned by
Pete Brock and refined by Larry Shinoda
under the direction of Bill Mitchell who
succeeded Harley Earl as the head of

General Motors Design. The appearance of

the 1963 Corvette Sting Ray was directly
influenced by the Stingray race car, and
Larry Shinoda designed a real world
production sports car whose appearance
rendered nearly all others obsolete the day
it debuted.
Over the years, my passion for the 63
Corvette burned brightly and ultimately I
did purchase and restore a Split Window
Coupe. So imagine my surprise, when
I was working at the 1997 SEMA show
debuting a new concept for another auto
manufacturer, and saw a man sitting in
a chair just across from our display. I
immediately recognized him as none other
than Larry Shinoda.
Not the bashful type, I walked over and
introduced myself. He was outgoing and
we spent several hours on the show floor
talking about cars and vehicle design. As
the day wound down, I asked him if he had
any plans for dinner. When he said that
he didnt, I invited him to join us and he
graciously accepted.
We spent a memorable evening at an
excellent restaurant, and Shinoda regaled
us with stories about his time at General
Motors, working with legends such as Bill
Mitchell and Zora Arkus-Duntov, Corvette
Chief Engineer. One of the stories he shared
with us was about the split window on
the 63 Corvette, and how Duntov hated it.
Duntovs issue was that during the heat of
battle in racing, it would be hard to see out
the back window, and he fought to have it
removed from the production vehicle.
Mitchell and Shinoda were determined
to preserve the purity of the design, with
the uninterrupted spine that stretched
front the top of the windshield to the tip
of the tail, bisecting the rear glass. While
Shinoda and Mitchell won the skirmish

with the 63, in the long run, Zora won as

the split window was removed beginning
with the 1964 model year, in no small
measure because it did block rearward
vision.
Larry followed right up another story
on Duntov, this time surrounding the Mako
Shark-inspired 1968 Corvette. Zora was not
a fan of the voluptuous Coke-bottle styling
on the new model, and made his feelings
known to Shinoda, who was responsible for
the design of the new Corvette. However,
one day on the General Motors high-speed
track, Zora scraped one of the barriers
with the side of a prototype in testing and
quipped that, The bulges saved Zora!
Maybe not so bad.
While Larry Shinoda recounted many
great stories that night, when it comes to
anecdotes about the Zora, these are truly
unforgettable and made for a memorable
evening Ill never forget.
As a testament to his relentless
creativity, even in his waning years, Larry
told me about a new Mustang program he
was very interested in developing, and had
meetings scheduled with Ford management
in Dearborn in early December, 1997.
The day after the dinner, he asked me if I
would consider going to the meetings with
him for the presentation and I immediately
agreed. We were to go over the details
of the presentation later in November.
Unfortunately, he succumbed to kidney
disease on November 13, less than two
weeks after we met at the SEMA show.
What a missed opportunity with one of the
great ones.

109

READERS
RIDE

LAMBO RESCUE

Redos to
Get it Right

As Told By Reed Henrichsen

Photos by Reed Henrichsen

bout six years ago I

bought this partially
finished Lambo
replica from some guy in
California, and after some
investigation figured out
it is a B and B Customs
body.To complete it, Bob
at B and B Customs helped
me out a couple of times by
hooking me up with other
110

builders who could answer

my questions.
Fortunately, I have been
around cars my whole
life, since I was ten years
old, and have been in the
automotive industry for
35 years.Mostly in the
body shop sector, which
really came in handy for
this project. I used to do
bodywork for a living but
now I work for a paint
distributor.
As for the assembly
quality, when I first came
across this car, well, lets
just say the first builder
didnt do things right. I had

to redo most everything,

including the drivetrain,
suspension, interior, and
wiring, before finishing the
build.
The frame is a stock
1985 Pontiac Fiero, but
lengthened 9.5 inches. It
runs a stock V6 Fiero with
a slight cam and custom
exhaust, and I added a
cover that is fully detailed
to really set it off.
The suspension has
adjustable coil-over
shocks in the rear, and
Held Motorsports control
arms 2.5 inches wider than
stock, in order to get the

tires out where the belong

on a Lamborghini body.
The front also has air
bags to raise the car up
approximately four inches
for those curbs and speed
bumps, because it is pretty
low in the front.
Bodywork and paint
probably took the longest,
as the fiberglass moves
until it is permanently
mounted.I painted the
car in my garage with PPG
Envirobase paint which
adds a lot of depth and
vibrancy to the color. In
other words, it really makes
it pop!It was cleared with
PPG DCU-2021 clearcoat.

The interior is all leather

done by myself, except
the seats. The doors were
the hardest part, since I
needed to fit power glass
windows in a door that
was never designed for it.
The glass I got from AGP.
You have to fit a frame that
attaches to the hinge for
stability, window regulator,
solenoids and cables for the
latch, hydraulic piston, and

a speaker in a door that is

15 inches tallnot easy to
do and a lot of redos. I think
the doors took a year of
Saturdays and Sundays.
I havent driven the car
all that much, but when
I do it really turns heads
and literally stops traffic.
Everyone notices the car
from guys to kids to even
house wives who crane
their necks to get a look.

SOURCE:

B and B Customs
http://www.bandbcustoms.com

Future Th

How electric Vehicle

Become Car Builder P

64

By Ken Clayton, President; Green Cycle

Design Group
Photos by Steve Temple

hink

es Can
Projects

o alternative-fuel
vehicles have a
place in the carbuilder market?
Is there a way to create
new, great-looking designs
for everyday driving?
Using electric drives,
clean diesel engines, or
a combination of both, is
really just a matter of time.
Weve already seen a few
examples from various
companies. And individual
car builders are known for
their innovative abilities, so
theres no reason they cant
apply those same talents to
creating all sorts of electricpowered versions of proven
designs.
Green Cycle Design
Group believes it is possible
to marry the talents of
specialty-car builder
companies together in
order to create a more
marketable vehicle. As

just one example, while

attending the Carlisle Kit
& Import Show last Spring,
we had the opportunity
to talk shop with several
car builders, along with
displaying our electric
drive system in an Allison
Daytona Dune Buggy.
(More about that particular
car in a moment.)
We saw vintage vehicles
that have attracted a large
crowd of followers for more
than 50 years. Thinking
beyond these popular
categories, we feel that EV
technology could applied
to a number of specialuse, niche vehicles, be they
resort rentals, delivery
vans, city cars, municipal
trucks, and off-road UTVs.
Whether electric, gas/
diesel, alternative fueled, or
hybrid system, the ability
to build these vehicles for a
specific market class would

open up new business

opportunities, albeit
requiring several different
companies to collaborate,
using each others
specialized skill set and
resources to increase profit
and revenue potential.
How should electric
vehicles be viewed and
what purpose do they have
in todays marketplace?
Even though Tesla has
broken the mileage barrier,
the price is still a bit high
for the average workingclass individual. Moreover,
in practical terms, how
many people really need
to go 250-plus miles every
day? So taking the average
EV on a cross-country
tour is not their optimum
application.
EVs work better on short
trips and taking advantage
of opportunity charging
stations. In contrast,

starting up a gas engine and

driving it just five miles is
the harshest part of the trip
and the least fuel efficient.
Given those facts, lets
look at vehicle design in
a different way. Note that
most business people use
the well-known 80/20
rule in determining the
practicality of certain
decisions. Applying that
rule to EVs in particular, 80
percent of our daily usage
can be made more efficient,
and 20 percent can still use
more traditional means. If
we apply this business sense
to our personal lives, we
would find that most of our
trips are less than 50 miles
per day.
As such, using an EV

for those 50 miles is very

practical and can prolong
the life of a gas car by more
than 10,000 miles per
year. This means gas-car
maintenance is reduced as
well, with less wear and tear,
and gasoline expenditures
can be saved for longer trips.
And should you have the
opportunity to charge an EV
at work, you would have an
additional 50 miles of range
to drive after quitting time.
As one possible example
noted at the outset, Green
Cycles demo vehicle is
a replica of the Allison
Daytona Dune Buggy, with a
few mold modifications. The
original buggies were built
in the Sixties and Seventies
by Ken Allison from Daytona

Beach, FL. Notice the lid in

the hood to allow for easy
access to a gas tank, trunk
storage, or electronics.
The mold changes we
incorporated still allow
for a full-size Volkswagen
Beetle chassis, and can be
assembled in either gas
or electric versions. The
buggies use all standard VW
components and the VW
transaxle is easily adapted to
an electric motor.
In selecting an electric
motor, you have two choices:
DC or AC. They each have
subtle differences in both
speed and torque between
the two systems, but both
can easily achieve highway
speeds and quick off-theline performance (since

115

100 percent of the electric

motors torque is available
from the get-go).
Deciding between them
is a matter of gearing
and also picking the right
company with experience
using both systems to help
design your system. The
really cool part is, you can
build a two-second 0-60
mph EV for less money than
a gas version, and still use
it as a daily driver without
hurting the drive system
or draining your gas tank!
The practicality of electric
drives far exceeds merely
saving money at the pump.
As for pros and cons
of each type, DC electric
systems operate in the
2,000 to 3,500 rpm range,
and definitely require a
minimum use of Second
and Third gear to achieve

proper secondary road

speeds. They have better
torque at the low-rpm
range, but do not provide
regenerative braking
options. They cost a bit less,
and are easily customizable
from 72 to 220 volts.
On the other hand, AC
electric systems prefer
4,500 to 6,500 rpm or more
to hit their sweet spot.
Those AC systems that can
achieve 14,000 rpm and
higher are the reason that
high-performance cars
like Tesla, which use a low
gear reduction of about
10:1, have lightning-quick
acceleration off the line and
still achieve 120-plus mph.
Regenerative braking is
standard and powerful AC
systems are now available
in voltages at 154 volts or
less. AC systems are rare

between 154 volts to 240

volts, but, at 240 volts and
above, these systems are
extremely powerful and
quite efficient. Systems
above 240 volts tend to be a
bit pricey for the motor and
controller; however, this
cost can be offset quickly by
sizing the battery pack for
a mileage suitable for your
daily needs.
Our choice for this
demo vehicle uses an AC
drive system at 115 volts,
and which can achieve 62
mph in Second gear. Third
and fourth gears are still
available. At present we
are very pleased with 62
mph and have considered
removing Reverse, First,

Third, and Fourth gears to

reduce friction and internal
resistance to improve
range.
The VW transaxle,
at least the one we are
using, has a good deal of
resistance in it. Living
in an area with slightly
rolling hills and an average
speed limit of 45 mph, we
have chosen to turn off

the regenerative braking

feature as coasting has
done more to improve our
range. For mountainous
or downtown driving,
we would reconnect the
regenerative braking
feature to recoup energy
through constant braking
in more demanding
conditions.
Regenerative braking

does put energy back

into the battery pack, but
has a far greater benefit
in reducing wear and
tear on the brake pads.
Onboard battery storage is
designed per our individual
customer, and ranges from
40 to 120 miles can be

achieved. Allowing for

additional storage or a
portable generator, a trailer
can be built for longer trips
and overnight storage. This
customized buggy has been
designed around a 45-mile
battery pack and through
opportunity charging, we
have achieved more than
70 miles range on several
occasions.
A total vehicle weight
of 1,585 pounds includes
a thick fiberglass body
and about 450 pounds of
lithium batteries, motor,
and other electrical
components. Cost of
operation is estimated to
be less than four cents per
mile.
Green Cycle has
developed a complete
electric drive system to
compete with big auto
manufacturers, and can
118

be implemented into a
predesigned vehicle in just
a couple days. Our area of
expertise lies within our
EV ignition system using a
J1772 industry-standard
plug, DOT-standard lighting
circuit to work with gas or
electric vehicles, custom
analog gauges with data
logging capabilities,
and a lithium battery
management system.
Green Cycle also offers
motors, controllers, lithium
batteries, and other useful
items to go with our
proprietary product. Our
E-drive system is designed
to utilize the basic standard
electrical connection
hookups and can be
installed into any custom
fiberglass-body specialty
car on the market. The only
caveat is a preliminary
buildup for sizing battery

boxes and doing

electrical runs
for maximum DIY
efficiency. We are
also developing
additional
electric-drive
components
to be released
in 2016 which
will likely
simplify the
buildup process
and vehicle
performance
even more.
Whats the
bottom line? A good, basic
electric drive system with
a range from 40 to 150
miles varies from $13,000
to $30,000 and is usually
dependent upon battery
storage. High-performance
DC electric drive systems
may add about $3,000 to

$5,000, whereas, highperformance AC electric

drive systems may range
from $10,000 to $15,000 in
additional cost.
There are those car
builders who are perfectly
content with business as
usual, and will continue
to rely on older gasoline
technology. But for those
builders with the desire
to go to the next level and
arent sure what it is, EVs
are a viable option. So
lets start thinking outside
the chassis and see what
opportunities are out there!
SOURCE:
Green Cycle Design
Group
336/407-4322.
http://
greencycledesigngroup.
com

EnGauging Details

raditional gauges
are not much
different than those
of electric vehicles.EVs
still use speedometers
and tachometers, but we
have enhanced the amp
and volt meters from oldschool, 12-volt systems to
work with large voltage
battery packs.Our specially
designed voltmeter works
in percentage of pack
instead of reading the
actual voltage.Setting the
nominal voltage to zero, we
know that a positive (+)15
percent is fully charged and
a negative (-)15 percent is
fully depleted.This allows
the gauge to be used across
all pack sizes and battery
chemistries.
The Green Cycle amp
meter is the only one of its
kind, in that, we have a full
three-inch diameter and
reading up to 1500 amp

draw.Notice the geometric

scaling where 0-100 is
very wide.Since most
driving takes place between
0-200 amp draw, you can
monitor your amperage
draw visually down to two
to three amps and improve
yourrange.
Our fuel gauge works
in ten percent increments
and actually helps to reduce
range anxiety.We know
that the dune buggy can
travel4.5 miles per every
ten percent.If we had
the regenerative braking
connected, the needle
would move slightly up and
down as you pulled energy
out or put energy back in.
Production vehicles display
the number of miles left
which tends to put more
concern on the driver.

YOUR SOURCE FOR

VINTAGE MOPAR FEATURE STORIES

LATE-MODEL MOPAR FEATURES
JEEP AND RAM FEATURE STORIES
TECH TIPS & HOW-TO INSTALLS
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Ruby Ro

Whatta Gem of
a Car!

As Told by Al Shapiro
Photos by Steve Temple

oad Trip

READERS
RIDE

y Speedster
replica Ruby1
has met the
challenge again. After
returning to Flemington,
Missouri from the Import
and Kit Nationals in
Carlisle, Pennsylvania,
I am convinced that the
3200-mile round trip was
the highlight of my driving
experience to date. It is
unquestionably the most
fun Ive had in a car for
some time. But theres
more to the story than just
its roadworthiness, as this

124

particular car is significant

within the Speedster
community, as Ill explain.
Built in 2005 by
Intermeccanica, the car
remains pristine. The
miles accrued over the
years have served as a
testament to the quality
and craftsmanship in every
car that Henry Reisner and
his crew at Intermeccanica
build. Ruby1 performed
flawlessly, and has
proven to be 100-percent
reliable. I do not have any
reservations at all about

going anywhere with this

gem!
I acquired the car in
2008, as a result of being
in the right place at the
right time. Jim Ward, the
original owner of the car,
had suffered from a very
rare lung disorder that
eventually took his life.
The car was stored away in
his garage for the next few
years. At the point when
his widow was able to let
the car go, she approached
Henry to broker it for her.
I visited with Henry at

his display at a previous

Carlisle show, and in the
course of our conversation,
I asked, What had ever
happened to Jim Wards
car? Ergo, being in the
right place at the right time.
I was able to come to an
agreement with the owners
widow, and the rest is
history, as they say!
I am truly fortunate

to be the steward of this

magnificent automobile. I
consider myself the steward
of this car because Jim Ward
had an inspirational effect
on everyone who knew
him. He routinely included
input from members of the
Speedster Owners Group
into his build. Ruby1 is a
compilation of all of the
ideas presented to Jim

during the brainstorming

phase that ultimately
became the completed
project. It proved to
be a collaboration and
meaningful experience
of inclusion, which gave
special importance to the
effects of coming together
in the common goal of
building the ultimate
Speedster. The end result

of such an endeavor speaks

for itself.
In Henry Reisners
words, Ruby1 is the
quintessential speedster.
How so? It incorporates
many features of an original
1956 Porsche 356 Carrera.
A true-to-original approach
was adopted during the
process, and has had real
126

Porsche 356 owners take

a second and third look at
the car before they could
determine its authenticity.
Heres an overview of
some of its salient features:
142hp, 2110cc VW Type
1 from C.B. Performance
with dual 44mm IDF Weber
carbs; Intermeccanica/S&S
Headers and Magnaflow

mufflers. Special features:

custom-made air filter
with K&N filter elements;
remote HD cooler; Ruby
Red Glasurit urethane body
color; curved top rollbar;
1956 NLA repro beehive
taillights and front signal
lights; Hella period-correct
fog lights with vertical
chromed grille; H-4 halogen
headlights; period-correct
bumper trim and guards;
original-style rolled fenderedge treatment; Carrera
louvered engine lid;
Speedster bucket seats with
body-color piping and dualrange heaters; and Lietzstyle luggage rack; along
with many, many other
details, too numerous to
include all of them here.
I am carrying on the
tradition that Jim started.
I have not, and will not
change any feature of

this car. It is impossible

to improve on perfection.
As to the condition of the
car, I feel it appropriate to
maintain Ruby1s integrity
by keeping it as pristine as
is possible. All of the effort
has paid off, and it has been
a labor of love for me. Jim
is my co-pilot (in spirit, of

course), and I am sure that

he looks down from his
heavenly home and smiles
with boundless joy.
Its not about the
destinationits about
the journey. And Im ready
to head out in Ruby1 at a
moments notice!

SOURCE:

Intermeccanica Custom
Coach Builders
http://www.
intermeccanica.com
604/872-4747

Most Powerful, Biggest, Baddest, Best Look

BILLET TWIN SCREW

Kenne Bell combines size, efciency, lower parasitic losses an

STREET

STREET RODS

Why settle for a little 2.3L cast

aluminum supercharger or an
2.3 OEM rotor adaption. Make
some real HP. Get a big Kenne
Bell 100% Billet Twin Screw. The
same ones that power the
Worlds Fastest, Quickest and
M o s t P o w e r f u l S h e l b y s ,
Challengers and NMRA Cobra
Jets.

COMPE

MR. NORM 1000HP CHALLENGER

Billet vs. Cast OEM Style

Retro Top Mount
Front Drive / Rear Inlet
Mammoth Inlet Systems
No Boost Lag
Up to 2000HP
4.7L, 4.2L, 4.0L, 3.6L, 3.2L, 2.8L
Patented Liquid Cooling

Shelby, Carroll Shelby, Carroll Shelbys signature and initials, Gt350, Gt500 Super Snake, Shelby 1000 and Shel

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SUPERCHARGER KITS

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ETITION

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www.kennebell.net

lby American are registered trademarks and/or tradedress of Carroll Shelby and Carroll Shelby Licensing, Inc.

Phone (909) 941-6646 Email: kennebell@kennebell.net

Wifes Turn

Welcoming Another ERA Cobra

Into the Family

READERS
RIDE

As Told by Marilyn Waters

Photos by Steve Temple

y husband built
a 1965 Cobra
427 replica
from ERA back in 2008
and I loved it. The speed,
the heat, the vibration,
the smellall of it. And I
wanted to be a part of it,
getting behind the wheel for
more than a photo op. But
when I asked him, When
can I drive it? the answer
was usually an emphatic ,
No. Except for once when
he said, Id rather buy you
your own than let you drive
mine.
Sweeter words were
never spoken!
At our first Carlisle
Import and Kit Car Show
in 2010, we saw ERAs
prototype of the 289

132

Slabside, and I loved it. It

was a perfect fit for me. We
did some online research
and found a picture of an
original up for sale and
what I thought was the
most beautiful car ever. So
we decided to model it after

that car. (I believe it was

CSX 2541.)
It is rather understated,
Mercedes Arctic White with
a red leather interior, like a
perfect little British sports
car but with a throaty
little purr and one heck
of a kick! The
engine is a 289,
stroked to 331
cubic inches
by Danbury
Competition
Engine, fitted
with Edelbrock
heads, so its
good for 409
horses. Its
backed by a
Tremec TKO
600 trannie,
and rolls on
6x15 Dayton
Wire Wheels
with Firestone

1 whitewalls. The mid80s Jag rearend has double

adjustable dampers with
Spax shocks.
Finally out of the

passenger seat, and in the

heated drivers seat, I love
being able to drive on long
cruises, playing cat and
mouse with my husband
in his car. The smile on my
face gets wider as I press
the gas pedal to the floor.

SOURCE:
Era Replica Automobiles
http://www.erareplicas.com

www.kirkhammotorsports.com

CAR BUILDER MALL / CAR BUILDER MALL / CAR BUILD

Subscribe to Car Builder today, for Free
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READERS
RIDE?
Not a replica. Not a kit car. A continuation GT40.

Email photos
and text to:
sctemple55@yahoo.com

The GT40/R racecar bolt-for-bolt virtually identical to the original has been approved for
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Authentic GT40 Continuation Model licensed by Safir GT40 Spares
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Virtually identical to original parts are 85% interchangeable
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Superformance LLC | 6 Autry Irvine CA, 92618 | 800.297.6253 | 949.900.1950

fastcraft.biz/ 330-758-2838
136

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DER MALL / CAR BUILDER MALL / CAR BUILDER MALL

Vintage Wheels

San Diego

Countach and Chupacabra

Bodies & Tube Frame
Chassis for all Mid-Engine
Cars

Wheels, Tires, Brakes and Parts

(888) 339 7572 sales
(619) 952 4717 tech
www.vintagewheelsus.com
vintagewheel@live.com
www.batinc.net/mocal.htm

www.saac.com

www.mcgills-streetrods.com

regalroadsters.com/
137

CELEBRATING 40 YEARS OF

AUTOMOTIVE PASSION

Subscribe to Car Builder

today, for Free
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Join us in celebrating our 40th Anniversary! We
have changed the way you shop for VW parts
and accessories. With our new website, we
make it easy to pursue your passion. The new
site is content rich with user-friendly navigation
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Instructions, Diagrams, Videos and more!

CLICK:
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OR CALL
866.309.5290 TODAY!
Key code: 780
Jim Inglese 1/6 pg_Layout 1 11/28/14 8:24 AM Page 1

17082 N US Highway 45, Effingham, IL 62401

Mid America Motorworks, Inc. All rights reserved.

Jim Inglese Weber Carburetion

Since 1977

Ready-to-run
systems for
Ford and Chevy V8s

is
coming

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www.JimInglese.com Shop: 203-643-8054 Mobile: 203-623-0659

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CAR BUILDER MALL / CAR BUILDER MALL / CAR

Classic Connection, Inc.

ModStack

A plug-and-play ECU for Ford Coyote 5.0L engine with an 8-stack EFI
436 HP at 6500 RPM
373 lb/ft. of torque at 5400 RPM

(360) 461-7248

Email:
sales@classicconnectioninc.com
www.classicconnectioninc.com

DF Goblin
The Perfect
Entry-Level Kit
Car
Low-priced and easy
to build, the
DF Goblin is designed
for the first-time
builder using a Chevy
Cobalt donor

Get it Built and on the Road for Less Than

$10,000!

DF Kit Car

214/334-0232 / http://dfkitcar.com
159

Just the thing for a

three-hour tour of
Gilligans Island
Got a weird or funny photo to share? Please email it to sctemple55@yahoo.com and well come up
with a caption if you dont have one...

www.LucasOil.com