Are We Really Moving Ahead?

I read several disturbing articles this week and if you think about it, none of them were good for the hot rod hobby. One was about the legislative bill that is starting to move forward in California where the state, by the year 2040, wants a ban on all internal combustion engines. In my humble opinion, this is a lose-lose for everybody. I'm not looking at this from strictly a hot rod enthusiast point of view, but in regards to the big picture. There's a few items that are more than troubling. What will the state do with all those vehicles that have engines, including hybrids? Granted, I realize that in the Golden State any vehicle that's over 4 years old is considered a beater, but there's still a lot of gas-powered iron out there that's running on the street. It's not just going to disappear. Second, when is the government going to realize that, as of this writing, the producing or the manufacturing process of an all-electric and/or hybrid emits three times the emissions when compared to when a petrol driven rig is built. No carbon footprint, my ass. Maybe that manufacturing process will change by 2040 - it's going to have to.

While I feel all the speed-part companies that are based in California won't be affected a great deal, they'll just sell their wares to the other 49 states, I do feel that the state is boxing themselves into a corner. When all is said and done, and there are no more fossil-fuel burning monsters on the road, and they still have a pollution problem, who are they going to blame then? Will they finally go after the factories that have been polluting for the past 50+ years or will they turn a blind-eye because of election-based donations of sick amounts of cash? And please, don't even mention CAFE credits - that's just pure bullshit. So, with this bill, are we really moving ahead?

The same can be said for the even-greater divide of aftermarket parts. The quality of speed parts that are coming from Edelbrock, Holley, AFR, MSD, and the thousands of other reputable companies continues to increase. However, the stuff you purchase at your local parts store, is sliding ever faster down the dumper... and the skids are greased. I work at an automotive repair shop during the week, and it

seems that the parts are being made by companies that just don't care. In just the past two months, I've seen "brand new" parts already failing just after installation; batteries that have a dead cell, brake calipers where the piston seals leak when you bleed brakes, starters that are completely shot right out of the box, and ditto with wheel bearings. I've also seen exhaust parts that don't even come close to fitting properly, and the same with suspension parts. And all these examples are the "better quality" parts with better warranties, not the cheap shit. In this case, if you want to move forward, stick with the brands that have been around a long time like Moog, Federal Mogul, and others the like.

One of the best ways to move ahead, is to educate yourself as much as possible. And don't be afraid of tackling an older car to fix up. One of the best articles I've read in a while is about a group of young men (all aged 33 and younger) that are totally into vintage iron from the late 20's into the very early 30's. They're learning by listening to older mentors (there's a reason why we have two ears and only one mouth - to listen more than we talk), and doing it yourself. It's in the latest issue of Hot Rod Deluxe magazine. None of the rides these gentlemen have are pristine. In fact, one of them is a POS Special. "That's great", I hear you say, "But I live in the snow belt. I can't drive a 50's 4-door sedan in the winter." True - but how bout this; get yourself a ride that's at least 20 years old... like a late 90's Toyota Camry - a base model - to thrash around in the winter weather. Cheap, easy to work on, (ever lift the hood on one of these 4-cylinder no-frills cars? Everything is accessible), and when it craps out, buy another one just like it.

Life isn't perfect - we're all going to have good days and bad days. But in the grand scheme of things, don't you think it would be wise if we actually went three steps forward and only one step back instead of the other way around?

Until next time, peace out.
Dave

Are You Willing To Go The Distance?

I read an online article a few weeks back that came across my daily news feed that comes from a major automotive publication. I almost missed it with all the other articles on electric vehicles, the latest autonomous technology that's marching forward despite what seems like a blind regard to if this shit will actually work in real world environments, as well as if Tesla will actually produce the vehicles that look so incredible on paper. Apparently, the state of California is looking into (in other words it wants to) banning all internal combustion engines over the next 20 years. If that comes to pass, hot rodders and the hot rod industry may inherent the same outlaw reputation they did in the late 40's and throughout the 50's. This isn't some badge of honor - it will affect our hobby greatly. Today, not 15 years from now when the curtain is certain to fall, is the time to get involved. This would be an excellent time to join a hot rod club, have a membership with SEMA (it's free), and make phone calls to your local politician.

The article begs the question - are you willing to go the distance? Yes... you. As a society, we are a quirky, fickle, egotistical bunch. We really don't care about something until it affects us. We want to reap the benefits without doing the work. We want it to be some other guys problem. Will you let things go to hell in a hand basket while not lifting a finger, and then when things don't go your way, blame someone or something else? It reminds me of two customers I had in my automotive repair shop this week. One customer had an all-wheel drive vehicle, the other owned a hybrid drive car. The first customer was upset that when one tire went flat and was not repairable, that they would need four new tires due to the low tread depths of the other three tires. This is a basic fact that just about every owner knows in regards to all-wheel drive rigs; the all-wheel drive system works off of tire rotation and they all have to be close in tread. However, this customer wanted the benefits of AWD, without shelling out for the expenses that go with it. Ditto with the hybrid vehicle owner; they wanted to reap the glorious gas mileage, while ignoring the fact that parts on hybrids are different and sometimes more expensive.

The same mindset can be just as dangerous for the owner of a hot rod and/or street-strip ride. It rings especially true when horsepower is involved. It still amazes me how many times I've read or heard about, or fielded phone calls from people who are simply shocked that when they strapped on that 200 horsepower nitrous system to an otherwise stock engine, that it blew up after only a few massive hits of the laughing gas. Or how they purchased and installed a 600 horsepower engine and how it took out the rest of the drive-train within a week because the transmission, rear end and axles were still stock. Or how the guy purchased an aggressive cam, a big carb, single plane intake, and huge 3-inch headers, and then wondered why the combo fell on its face on the initial test flight after it was installed because of restrictive flowing stock heads and low compression. In each case, the time and effort to research and develop an effective game plan were never part of the equation. It's more than just shelling out your hard-earned cash, slamming in a go-fast part in and go. You've got to make sure that everything is compatible and up to the task. Are you willing to go the distance in research and building - even in regards to the financials? I've been there - it takes a wheelbarrow full of greenbacks if you want to go fast and have your stuff stay together... even if you do all the labor yourself and you are the poster child or trading and bartering.

I also see the same thing with bracket and drag racing. A very good friend of mine has a 1963 Chevy II A/FX car as well as a 1955 BelAir that competes in B/Gas. He can't count how many times he's been asked questions about the cost of going fast. He's had several people almost pass out when he tells them he has over $150,000 in both rigs, about 2/3rds of that in the Chevy II. As he puts it, it's the things you don't see that add up. The chassis, the engine and transmission internals, etc., never mind the fuel and anything that might fail or break. Hey - shit happens.

One of the most frequently asked questions I get asked is, "what car should I build or buy if I want to go really fast on the cheap?" My most frequent answer? A 1987-92 Fox-body Mustang . Love them or hate them, they are the modern equivalent of what the tri-five Chevy was in the late 60's and early 70's. They will literally accept any engine between the fenders, there is enough aftermarket support (even from Ford) to build a fleet of Mustangs, and you can buy a nice 12-second ride for under $10,000... way under. You want to bust the 10-second mark? In most cases, 10-12 grand will do it. You can't touch that in regards to any other vehicle. In most states, they are old enough now to qualify as antiques, thus side-stepping tougher inspection procedures. Ever wonder you rarely see one of these vehicles as a "restoration project"? Because they are way cheaper to buy either built or more than halfway there. While it may be tempting to buy that 1987 LX with the 4-cylinder that needs body work for $500, you'll spend triple what the car will ever be worth when you're done converting it to a screaming V-8. Granted, you can build it EXACTLY the way you want, especially if you're going custom, so the decision is up to you. I'm just sayin'.

Regardless of which aspect our vintage automotive you get involved with (hopefully as many as you can while stilling having a life), we ask to ask ourselves, "... are we willing to go the distance? Whatever that may be?" Take a good look in the mirror and go from there.

Until next time, peace out.
Dave

So Now What Do We Do?

As I write this at the tail end of Thanksgiving weekend, hopefully all of you are finally over that holiday food comatose and behaved yourselves (unlike some others I read about in the news) during Black Friday. As much as BF leaves an ugly taste in my mouth, I must admit there were some truly screaming deals online over the weekend in regards to classic car parts as well as go-fast goodies. It was a decent way to get a jump start on your winter hot rod project or perhaps snag some speed parts for installation on your street machine next Spring. But as this weekend draws to a close, and most of the country is preparing for winter, it begs the question - what do we do now?

One of the biggest things about the hot rodding hobby in winter is the ubiquitous project car. It runs the gamut - some will get started, others will get finished, while some more will be stalled and/or given up on. And it's the last one that still bugs me; why was a vintage piece of Detroit iron given up on? Don't get me wrong - I've lived through this - life can throw some pretty nasty curve balls at you that were totally unexpected and the project car has to go because funds are needed. You simply have no choice. However, I believe those scenarios are in the minority. What usually happens, and I've been a victim of this many moons ago, is a failure to plan realistically. I can daydream with the rest of them and visualize a twin-turbo big block that cranks out 1,200 horsepower between the fenders of a 60's musclecar. Or an old-school small block, complete with the BDS blower, on the rails of a 1932 Ford Model A. However, without a plan, I won't even remotely get from point A to B, never mind to the finish line which is point R. Have a plan - even if it means it will take yet another year to finish your pride and joy. You'll get there.

Now - what if you don't have a winter project, or your ride is already finished to the point where you are all good with it? This is where your imagination can really stoke your creativity. One of the best articles that has ever influenced me came from a major automotive magazine, and I've had a chance to experience something very similar here in Maine - is drive your hot rod, especially if it's a convertible, in the winter. I'm not talking about in the snow, or when the roads are loaded with salt, or when it's -5 degrees outside. I've seen enthusiasts in my neighborhood take their street rod, musclecar, and/or motorcycle out in January and February when Mother Nature smiles with some upper 40 degree temperatures and the roads are good and clean. What was the story I read? When   Hot Rod magazine took an early '30's roadster (no roof or windows) and drove it through New Mexico, Arizona, and into Southern California - in late January. Think it doesn't get cold in that part of the U.S. in winter? Think again - Flagstaff Arizona gets snow. I've ventured out onto I-295 here in southern Maine in mid-February with a friend of mine driving his late '20's rat rod. The fact that both of us looked like Eskimos doesn't begin to describe how many layers we had on, but what an unforgettable experience! And the looks you get from other travelers is priceless.

That's great Dave, but what if you don't fall into any of the categories I've described? One thing I've really gravitated towards over the past few years is photographing vintage cars and trucks in winter. The rustier they are, the better. It gives an entirely new perspective on vintage machinery. It doesn't matter if there's snow on the ground or not, and you don't have to be the next Ansel Adams. You will find your own perspective and discover what you truly dig. Plus, there's numerous "rust" photography groups on Facebook that will also appreciate your work. Trust me - there are lots of amateurs on those sights, so chill out if you think your shots "won't be good enough". Go ahead - take chances and make mistakes. It will actually help you be more creative when the time ever comes if you build another winter project. 

Until next time, get out there and just do it.
And peace out as always,
Dave

Giving Thanks For Something Illegal

Looking back in automotive history, it boggles my mind sometimes how one thing can lead to another. When we narrow our focus to the hot rod, it's pretty much a given that the concept was born in southern California just before World War II and races were primarily run on the dry lake beds that were located mostly in the northern part of the state. Many of these vehicles were prepared by bootleggers - the same

individuals that ran shine during Prohibition so they could outrun revenue agents as well as the federal government. Also as a direct result, police vehicles were modified in an effort to reel the bootleggers in. So in reality, when running booze was illegal, it also dawned the first "police interceptor" models used by The Man. Think about it - if we didn't have the Prohibition period, we may not have had the hot rod, or muscle car, or aftermarket speed equipment business we enjoy today or to the extent it has expanded to in modern times.

This concept can also broaden the mind in how this trickle-down effect has also influenced muscle cars as well as drag racing. Love them or hate them, we can all thank the heads of GM for being "responsible" and giving the other manufacturers the tools and means for giving the General Motors is own self-inflicted sucker punch. The first came in 1963 when GM pulled the plug on all factory backed racing; whether it was drag racing, NASCAR, Indy racing - you name it. They thought Ford and Chrysler would follow suit. They didn't. To add insult to injury at the same time, GM thought the horsepower wars were getting out of hand. In response, they implemented a corporate wide ban on the use of any 400+ cubic inch engine in a mid-size or smaller vehicle, the only exception being the Corvette because of it's specialty / sports car status. With a slew of new or redesigned vehicles on the horizon for 1964, including the all-new Chevelle, GM again thought Chrysler and Ford would fall in line. Again, they didn't. In fact, both manufacturers went in the opposite direction. As a result, on the musclecar front, manufacturers like Pontiac and Oldsmobile used loopholes like making the GTO an option and Oldsmobile using the specialty manufacturing clause (read: Hurst Industries) to skirt around that mandate.

In spite of GM's racing ban, it seemed drag racing went absolutely hog wild by the end of 1965. There were factory super-stock vehicles in both stock as well as altered wheelbase from the factory courtesy of Chrysler, never mind the A-bomb they dropped in the form of the 426 Hemi engine. Ford also produced some equally devastating hardware in the form of the SOHC or Cammer engine as well as memorable rides like the 1964 Thunderbolt. In what seemed like another massive flip of the bird to GM, by December of 1965, Mercury developed the Eliminator I - which was the first all fiberglass body over a tube-frame chassis race car, and changed the path of the funny car forever, while making "Dyno Don" Nicholson a racing hero for all time.

However, it wasn't all bad for fans of the Bowtie. Savvy dealers, who were tired of getting taking their lumps in the hometown stoplight wars, finally got their act in gear and released in-house supercars under their own colors, which was another way to get around the GM engine mandate, which wouldn't be lifted until the early fall of 1969. Baldwin-Motion from New York, Yenko Chevrolet from Pennsylvania, as well as Nickey and Gibbs Chevy from Chicago and Los Angeles, produced some of the most wicked musclecars that ever graced the tarmac.

So while the good old days weren't always so good, and tomorrow may not be as bad as it seems, we can give thanks for the cool shit from the past as well as for what we have - be it a little or a good deal more. As far as I'm concerned, I'm still waking up daily on the right side of the grass. And that's not a bad place to start.

Until next time, peace out, and Happy Thanksgiving!
Dave

It's Fine Just The Way It Is

 It was attending a car show recently and I saw this really nice Dodge Dart 2-door pull into it's parking space. The set of cool Cragar wheels that adorned all four corners, offered some nice bling to offset the period-correct teal / aquamarine body color. I didn't even give it a second thought when I saw the bucket seats, console, Sun Tachometer, and the after-market 5-speed shifter, that there was a modified V-8 between the fenders. Nope - it had the stock slant six that the car came with. I chatted with the owner for a bit after the crowd disbursed a short while after he opened the hood showing the slightly rusty 225 cubic inch mil. "Happens every time. People expect either a 340 or maybe a big block. The fact that it's a 2-door adds to that expectation. The tach and shifter really throw them for a loop, but I like it just the way it is." I asked about the 5-speed. He says he installed it for two reasons; gas mileage and gas mileage. Especially since he had a 3.91 gear ratio in the differential. The car has the get-up-and-go he likes, and is able to nail down 25 mpg on the highway. Win-win.

I agreed with him one hundred percent. In my eyes, it's his ride and he pays the bill on it, so he can build it (or keep it) any way he wants. I can remember numerous cars and trucks I've built over the years and all kinds of people offering more advise than I could handle about what I should do with the motor, or the fact that their cousin's uncle has this killer motor I should buy for it, or what color I should use for paint. The last pickup I built over 5 years ago still to this day sprouts opinions and I don't even own the damn thing anymore. Everything from the drive-train, to the paint, to the interior, to the fact that it wasn't a 4-wheel drive rig. The paint still gets the most comments. After about a year of researching, I finally went with a color scheme of Chevy Atomic Orange pearl, Chrysler black pearl, and Mercedes silver striping. The combination sounded odd, but when just about everyone saw the finished job, they loved it. That paint was a mile deep when we were finally done with it. However, it was the the Chevy faithful that threw the penalty flags. They were shocked I didn't paint it Hugger orange. It was also surprising how many GM heads didn't know what vehicle Atomic Orange was sprayed onto. It wasn't a truck or Camaro color - that's all they knew. And what's with the colors from the other manufacturers? That was blasphemy, although if I told them they were GM colors, they wouldn't have known the difference.

This is one reason why I'm thankful for the rat rod movement. It was a blatantly honest middle finger to all those enthusiasts who "thought" vehicles should have a certain look, or be a certain color, or have specific wheels. Some enthusiasts couldn't even get past the rust and patina. When the rat rod phase was at it's zenith, I can remember the cover of the February 2012 issue Hot Rod magazine that stated, "No boring cars". And square in the middle was this hellacious mid '30's International truck rat rod that had a back half off a late '50's Dodge Coronet, with huge slicks sticking out. It was fantastic - and some readers totally lost their shit with it. Then editor, David Frieburger, even warned readers the month before that this issue would contain "... cars built by people who don't care what you think". It was a brief period where beaters ruled. In a sense, it was hot rodding at it's core, whether we care to admit it or not.

So - if you're building a cool ride - doesn't matter if you're almost finished or just getting started, don't listen to the naysayers. Follow your dream, your plan, and your heart. It's your ride... and it's fine just the way it is. Because it's you and your statement.

Until next time, peace out.
Dave

Good Times

My creative writing professor from college would probably shoot me - I was mulling over, for too long, the title of this weeks blog. Numerous times, he used to say to the class, "Just write your piece. Don't worry about the title. It will come later." That's what I finally did. As I write this, it is now mid-October, I haven't written a blog for something like 2+ weeks because of my hectic schedule, and for all intensive purposes, the car show / drag racing season has drawn to a close, as far as events are concerned, for 2017 here in Maine. I was able to attend a large (for Maine anyways) drag racing event last weekend at Winterport Dragway. It's a small track that's only an eighth mile. The closest quarter-mile professional track is in Epping New Hampshire. While we all could wish for a longer track, better seating, or some other instant gratification aspect, there's some inventory to be had here.

First off, it's a drag racing venue, regardless of it's size. That in itself, seems to be a miracle nowadays, especially when you consider this track has been in the same location for 50 years. How many times have we read in countless automotive and hot rod enthusiast magazines about "...yet another drag strip has closed" due to complaints from nearby residents, financial problems, or some developer wants to turn the place into the latest homogenized condo development. Second, it has a certain nostalgic coolness factor - that while they have restricted areas for safety concerns - it's more or less an open area where you can get pretty dang close to the lanes, the burnout boxes, the return road, as well as the racing pits.

I'll admit it - I'm an old fart. I can remember going to NHRA events at Englishtown New Jersey raceway back in the '60's. While the stands were a ways from the actual staging lanes and quarter mile track, the pits were an open invitation to watch and mingle with the race teams and drivers you saw on what passed for TV back then. While other kids traded baseball cards, I used to love watching Ronnie Sox, Dick Landy, Don Nicholson, and Bill Jenkins - you name it, I knew who they were. Pro Stock, Gassers, Top Fuel, Funny Cars; it was all good. The kicker was, when you wandered through the pits between rounds at Englishtown, you could literally rub elbows with these same people. The same was true at Winterport. I was able to talk with drivers, photograph their rides REALLY up close, and have a blast like I did when I was a kid. And even though this was considered a "Gasser" weekend, every type of race car was welcomed. Dragsters, street rods, muscle cars, and modern bracket racing cars. When was the last time you saw a Royal Bobcat prepped 1963 Pontiac Catalina Super Duty take some power-shifts down the tarmac?

That weekend also held a large car show, which was a separate entity unto itself. Every type of vintage automobile was welcome. There were cars, trucks, even campers. The engine between the fenders didn't natter either. A blown big-block Ford was parked next to an unrestored 100% stock 409 in a 1961 Impala, that was parked next to a Dodge Dart and 1st generation Charger - one with a rusty stock slant six, the other with a twin-turbo 426 Hemi.

Of course, when you completely immerse yourself in an event like this, the hours seem to fly by. When you finally leave, and even if you're behind the wheel of your modern front-drive vehicle, you still expect to see things like you did when you were a kid. Vintage automobiles, old fashioned service stations, auto parts stores where the employees actually knew what the heck they were talking about, and tie-dye everything. But, as I left Winterport late Saturday afternoon, and slowly came back to reality, I realized I can't always be jonesing for the way things were. The good 'ol days had some good times, but not everything was always good. I certainly can't live or spend all my time thinking about the future, being afraid or concerned that events like this will someday cease to exist or if we'll be able to preserve our vintage automobiles. I need to be here... now. Engage and truly appreciate what is here... now. To live any other way is completely self-defeating.

Sorry for all the Chevy pics. It just worked out that way. I dig all types of makes and models... really. Until next time, peace out.
Dave

Rear View

I've finally had some serious time this weekend to take a hard look at the too numerous to count photographs I've taken over the summer car show season, which is winding down despite the 80+ degree temperatures we're experiencing here in New England. I only have two automotive events left on my calendar and they're both in October. Added to that, were two photographic displays in local galleries during the past month and one more next month. I think by the beginning of November, I'll be able to catch my breath as we start to hunker down, like it or not, for winter.

One thing I've noticed over the past few months is some of the originality and ingenuity that have gone into some of the hot rods I've photographed. For what it's worth, in my humble opinion, it's refreshing to see some "thinking outside the box" when it comes to building a hot rod, especially if the checkbook doesn't allow for your hobby to go whole hog. This reminds me of hot rodding from the late 40's through the mid 60's, when enthusiasts, quite literally, had to use what was at hand. It was not uncommon at all to see a hot rod with WW2 surplus, or a '32 Ford coupe with a Cadillac motor, LaSalle transmission, the rearend and brakes from a Lincoln, with an early 40's Ford steering wheel for some added pizazz. Even throughout the 50's and 60's, it was totally acceptable for magazines like Hot Rod and Car Craft to feature engine swap articles where a 392 Hemi was shoehorned into a Studebaker, a truck, and even a '57 T-bird.

I don't know about you, but after all these years, I'm still unsure as to why this practice is frowned upon. It seems if the vehicle was built prior to 1950 - it's okay - which I've also given up on trying to figure out why this is some sort of cut-off year. Maybe because so many street rods from the 1920's through the late 40's have small block Chevy's powering them regardless of the make. The only exception to this rule, in modern times, is the LS Chevy swap in a Fox-body Mustang. And like in my last post, I must come clean once again - even I run up against stumbling blocks with the thought of purchasing, what is called in my area, a "mutt" hot rod. Lately, I've been jonesing to purchase a boxy Volvo sedan or wagon from the 80's that's powered by a turbo-charged LS motor that can run low 10's in the quarter. My primary hesitation? I know I will eventually have to sell that Volvo... and I'll be stuck with it, and I'll have to sell it at a potentially large monetary loss. I went through this same scenario with an antique Ford truck and I vowed never to get myself into that situation again. If I buy a pre-1950 hot rod, I won't have that problem for some reason. So many currents in such a little puddle...

This ingenuity is one thing I love about vintage drag racing and even with vehicles that raced at the Bonneville salt flats. For example, groove on the 1958 Pontiac that was entered and driven by Bobby Cox. In the never-ending effort to achieve more power, and hence more speed, in order to break the current mph record, many drivers found creative ways to cram more air into the carburetors of their engines. Bobby Cox was no exception, except his choice was rather unique when it came to any type of ram-air equipment for the 380cid engine that was between the fenders - furnace pipe, flex pipe, and metal strapping. High tech at it's finest. It's sole purpose was not to look pretty; it was crudely fitted to trap the wind and force it into the engine. Cox came close to breaking the record in 1962 out at Bonneville in the C/Gas Coupe and Sedan class- within 4mph of the 153mph record.

In early drag racing, nothing went to waste. If it wasn't needed, it was set aside, or in some cases, tossed in the trash. While this barn-find former drag car is in rough shape, notice the lack of front and rear fenders, headlights, and other components. We also witness the different size bias-ply sneakers and mismatching hubcaps. A closer look reveals the other side of the early drag racing picture; while it was true making the vehicle lighter helped in the quest for speed, performance parts were also part of the math. The modified flathead motor, the Lincoln juice brakes, and even though we can't see it, this rig probably has a quick-change rearend. Simplicity and function over form. And did I mention cheap?

There's an old saying; "... the good 'ol days weren't always good, but we can learn some valuable things from them." So true - one thing I'd like to see is more wide-spread acceptance of hot rods being appreciated for being just that - hot rods. Regardless what's between the fenders, frame, and the interior doors.

Until next time, peace out.
Dave