OCTOBER 2024 No. 2 5 4 $7.

99

SOUL OF A

FORCE-FED FASTBACK
FOR THE ROAD
COUPE-TO-FASTBACK THE GTO THAT WASN’T TECH: COILOVER CONVERSION BUYER’S GUIDE
’65 MUSTANG REVAMP ’73 SD-455 4-SPEED BOLT-IN SUSPENSION ’71-’72 DEMON 340
 OCT. 12 ORLANDO, FL

IN PAYOUTS

EVENT INFO
+ TICKETS

VINTAGE + MODERN MUSCLE CARS • MUSCLE TRUCKS • HOT RODS • DRAG CARS
 CONTENTS
VOLUME 22 • ISSUE 1 • #254

34
PERSPECTIVE MARKETPLACE
04 TERRY McGEAN 34 BUYER’S GUIDE
08 BACKFIRE 1971-’72 Dodge Demon 340
72 JIM McGOWAN 64 AUCTION ACTION
Mecum at Glendale, Arizona
68 AUCTION NEWS
FEATURES 18 70 HEMMINGSAUCTIONS.COM
06 PRODUCTION LINE
18 STOCK:
1973 GTO SD-455 TECH
26 MODIFIED: 10 TECH:
1969 Ford Mustang Mustang coupe to fastback
Supercharged 42 TECH:
50 ON LOCATION: Mustang bolt-in suspension
Motor City Foxfest 56 ASK RAY

42 58 SWAP MEET
60 GEAR
SPOTLIGHT: Muscle Mustangs 62 THE GOODS
ON THE COVER: Terry Godzina bought his ’69 Mustang in 1980 and has been making it better ever since. Barry Kluczyk captured it in action in Terry’s home state of Michigan.
 THE BRAND
YOU TRUST.

LED Taillight Front and Rear

Conversion Panel Kits Authorized Reproduction
More Visible than Lowback Series 1400 Seats Bumpers
Summit Racing™
Standard Taillights Vintage-Style Upholstery Original Fit and Show-Quality Shine
Chevy LS 5.3L 450HP
Long Block Crate Engine as low as $189.00 kit as low as $278.99 each as low as $161.99 each
Increased LS Power for Less DGT Panels SCA 1400 OER Authorized Bumper
SUM-150153 $3,799.99 each
SUM 5.3L 450HP

Ignitor II® Solid-State Replacement Fan Clutches

Ignition Systems Maintain Optimal Classic Disc Brake Kits
Great Choice for Restorations Engine Temperature Modernize Early Muscle Cars
Summit Racing™ as low as $139.95 kit as low as $30.99 each as low as $595.00 kit
Easy Rotate HD 1,000 Lb. Engine Stand
PNX Ignitor II Solid GMB Replacement Fan BAE Classic Disc
SUM-918021 $119.99 each
SUM Easy Rotate 1,000

Indy U101
Redline Racer Billet Hood Hinges Polished Wheels Reproduction Wiring Harnesses
Shift into Laughter Upgrade Unsightly Stock Hinges Old School Cool Made for Many ‘60s and ‘70s Rides
SUM-75294 $25.99 each as low as $495.00 pair as low as $194.99 each as low as $100.99 each
SUM Redline Figure EMS Hood Hinges USM Indy U101 SUM Reproduction Harness

UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION.

Order by 10 PM EST: In-Stock Parts Shipped That Day!

1.800.230.3030 • Int'l: 1.330.630.0230
SCode: 2410HM • Prices subject to change without notice. Visit SummitRacing.com for current pricing. Typographical, description,
or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations.
Please check your state and/or local laws/regulations. © 2024 AUTOSALES, INC.
 TERRY McGEAN
[email protected] • Instagram @tmcgean

Arriving at the Future

W
e were hanging out in my friend’s shop driving around with dings, dents, and aged and ill-
one night after work last week while he fitting aftermarket wheels evoked images of scenes
worked on his ’67 Chevy truck. On that from RoboCop or some other dystopian-future sci-fi
evening, the soundtrack of choice was film, where objects from a time we haven’t yet
’80s rock, which soon tickled our nostalgic senses, gotten to are depicted as aged relics.
triggering a volley of stories from that period when The sight of those two Volts also reminded me that
we were both in our teens messing around with hybrid cars are no longer oddities, nor are EVs. Then
then already well-worn ’60s and early ’70s cars. I started thinking about the recent loss of the Dodge
It struck me that the classic tunes were flowing Hemi cars and the Camaro, in turn making me fret
from an online streaming source through Bluetooth- about where the future of performance will go from
linked speakers, and that the platform was able to here. The blinding acceleration of some EVs is as-
tailor the mix of tracks based on what it perceived tounding, yet it doesn’t really inspire me. I’ve found
about my friend’s preferences. And it was doing such cars just a little too sterile and soulless, and I
a good job of continuing to poke that emo button, rode off wondering if I’d just have to get used to that.
which got us both thinking about days of yore. Modern I suppose the messaging of that evening might
technology sure was making it easy to plug right into have been complete if the satellite radio in my car
those senses —no cassette tapes or CDs required. suddenly started playing “Red Barchetta,” released
Before the evening wound down, my friend in 1981 from the band Rush, which tells of a future
started looking at his phone, explaining that he was where a classic sports racer must be hidden away
I’m free to trying to buy cheap tickets for a Foo Fighters show as such things became forbidden under “the
that was happening the next night. The $300 per seat Motor Law.” Nonetheless, the lyrics came to mind,
he was seeing was certainly a far cry from the $15 or prompting me to poke my head in the garage as I
roll up the $20 prices that were the norm when we were teens,
which seemed entirely reasonable then, even to
came home to get a look at the two ’60s refugees
I’m harboring with my ’67 and ’69 Camaros.
dead broke high-school kids. His plan was to drive The sight of my old cars—one of which I actually
door, twist down to the venue and try to snipe a cheap seat just
before curtain time, when prices were lowest.
owned back in the ’80s as a teen—made me feel bet-
ter about standing in a future that sometimes seems a
With a head full of images from the ’80s in my little too much like the predictions of those old songs
a key, and mind that evening, I was struck by the contrast of
what we have access to today. It’s really kind of
and movies. I’m free to roll up the door, twist a key,
and drive one of those vintage cars wherever I want.
amazing that we can pull a device out of our pock- A couple days later, a bunch of other people did
drive one ets and connect to the world, in this case enabling
my friend to sit in his truck scanning through
just that, lining Main Street in our Vermont burg
with vintage vehicles during one of our Hemmings
concert tickets from countless resellers, watching as summer Cruise-Ins. As I used my phone to take

of those the prices changed in real time, and then possibly

purchasing one with a few taps on the screen — that
photos and write captions, which I could post to the
internet for the world to see almost as it was happen-
same screen would then serve as his “ticket” to ing, that contrast of eras hit me again. But this time

vintage cars be scanned as he went through the turnstile at the

venue. The realization that I’m actually living in the
it wasn’t so harsh. Today’s technology was enabling
me to do something I couldn’t have dreamed of back
future was a bit sobering in the moment. when I got my first car, even helping me to enjoy the

wherever I Almost as if to drive the point home, as I was going

home that night, I pulled up behind two cars at a
same vintage cars I was taken with as a teen.
That teen might not have believed so many of us
stoplight to find that they were both first-generation would still be so interested in Chevelles and Mus-
Chevy Volts — the model that served as GM’s first tangs and Chargers in the year 2024. He’d certainly
want. production plug-in hybrid car. It was supposed to be never have believed a word about modern Hellcat
an icon of forward-looking technology, with styling Challengers, ZL1 Camaros, and Shelby GT500s with
to convey that, but what stood out about the pair supercharged V-8s making well over 600 hp off the
that sat before me at the light was that these “fu- showroom floor — even if Doc Brown and Marty
ture think” vehicles were now old enough to be a McFly had shown up in the De Lorean back in 1985
little worse for the wear and, in a sense, obsolete, to tell of them. This future, the one enveloping me
as Chevy no longer produces the Volt. Seeing one right now, may not be so bad.
 Jonathan Shaw, President
Matthew Boice, Senior Vice President of Media
EDITORIAL
Douglas R. Glad, Head of Content
Dan Stoner, Creative Director
Terry McGean, Editor-in-Chief, Hemmings Muscle Machines
Jerry Pitt, Managing Editor
Evan Perkins, Director of Digital Content
Terry Shea, Marketplace Editor
Matthew Litwin, Editor, Hemmings Classic Car
Mike McNessor, Editor, Hemmings Motor News
David LaChance, Senior Editor
Mark J. McCourt, Senior Editor
David Conwill, Associate Editor
Jeff Koch, West Coast Associate Editor
Tom Comerro, Editorial Assistant
Tara Hurlin, News Editor
Bryan McTaggart, Digital Editor
Roberta Conroy, Graphic Designer
Caroline Quant, Graphic Designer
Editorial Contributors:
Ray T. Bohacz, Barry Kluczyk, Scotty Lachenauer,
Jim McGowan, Jim O’Clair
VIDEO PRODUCTION
Mike Musto, Director of Programming
HEMMINGS GARAGE
David ‘Junior’ Nevison, Lead Mechanic
ADVERTISING
Jaclyn Bradham, Vice President, Media Revenue Sales
Multimedia Sales:
Spencer Binkley, Rob Fisher, Heather Naslund,
Tim Redden, Nathan Sutton
Sofia Kapatos, Client Success Manager

AUTHENTIC
HEMMINGS DIGITAL
Grant Repsher, VP of Digital Products and Engagement
Mark McNutt, Manager/Business Analyst - Web and Research
Florin Gale, Director of UX & Design
Mark Nordyke, Director of Engineering

REDLINES
Robert Hayman, Technical Lead
Jason Leake, Director of Digital Product
Jeremy Meerwarth, Engineering Manager
Clara Poston, UX Designer
Wayne Archer, Quality Assurance
Maria Cebotari, QA Engineer
Web Developers:
Eric Askew, Orhys Brown, Jean-Claude Mutanga,
David Richied, Cody Walton
Whether Bias Ply or Radial, We Manufacture Our MARKETING
Kathryn Reinhardt, SVP of Marketing and Events
Authentic-Brand Redline Tires with Modern Materials, Giving Brandon Garcia, VP of Marketing and Business Dev.
Connor Penegar, Director, Media Relations
Your Muscle Car the Right Look and a Smooth Ride! Jeff Teel, Senior Events Manager
OPERATIONS
Jennifer Sandquist, Director of Operations
Robin Burdge, Marketplace Administrative Asst.
Marketplace Sales:
Leslie Benjamin, Lauren Bredbenner, Tammy Bredbenner,
Dan Cross, Mary Ellen Devlin, Alyssa Karpenko, Missy Telford
Wide Oval Radial Silvertown Radial Graphic Services:
Carrie Houlihan, Projects Senior Lead
Redline Redline Christopher Brown, Todd Koch,
Stephanie Rawling, Mathew Sargent
Information Services:
Gregory Hunter, IS Director
Facilities:
Joe Masia, Facilities Manager
Brad Babson, Paul Bissonette, Matt Williams
CIRCULATION
Scott Smith, Circulation Director
Claudia Birkland, Amber Doucette, Alaina Krawczyk,
Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley
HEMMINGS AUCTIONS
Kurt Ernst, Managing Editor
Auctions Specialists:
David Argentieri, Allen Boulet, Karissa Crandall, Bryan Raab Davis,
Nicole Deuel, Chris Drayton, Raina Kosich, Chad Thompson
ADMINISTRATION
Brandy Smith, Administrative Assistant
HEMMINGS MUSCLE MACHINES
ISSN# 1550-0691 • www.hemmings.com
Published monthly by Hemmings • 222 Main St., Bennington, VT 05201
TO SUBSCRIBE:
Online: www.hemmings.com/subscribe
Mail: 222 Main St., Bennington, VT 05201
Mail: PO Box 2000, Bennington, VT 05201
E-mail: [email protected]
Subscription rates in the US and Possessions; 12 issues
for $19.95. Canada $30.95; (CDN price includes surface
mail and GST tax). All other countries $32.95 in US funds.
Occasionally, we make our subscriber list available to carefully
screened companies that offer products and services that we
SHOP NOW believe would interest our readers. If you do not want
to receive these offers and/or information, please advise us at
P.O. Box 76, Bennington, VT 05201, or call 800-227-4373.
TO ADVERTISE:
Online: www.hmn.com/sell
E-mail: [email protected]
Customer Satisfaction Guaranteed! “You Have My Word On It.” Periodicals Postage Paid at Bennington, Vermont
and additional mailing offices.
SPEAK TO AN EXPERT SHOP ALL OF OUR BRANDS POSTMASTER:

866-922-4139 COKERTIRE.COM
Zack send address changes to:
Customer Hemmings Muscle Machines, PO Box 2000, Bennington, VT 05201
Service Star
Hemmings Muscle Machines is a publication of
American City Business Journals, Inc.,
120 West Morehead St, Charlotte, NC 28202
Ray Shaw, Chairman (1989-2009)
Whitney Shaw, CEO
 PRODUCTION LINE
Compiled by Jeff Koch

2024 FORD RANGER RAPTOR

POWER, HANDLING, AND RELATIVE COMFORT FOR A REASONABLE PRICE—
ISN’T THAT THE MUSCLE FORMULA?
It’s more than just the performance figures — 5.3-second located by a quartet of trailing links plus a Watt’s linkage,
0-60s, 14-flat quarter miles, and 1960s-levels of cornering on replace the standard Ranger’s leaf springs. Dial in the drive
those tall tires. The engine, the same port-and-direct-injected mode of choice (Snow, Rain, Baja, etc.), or pick and choose
twin-turbo DOHC 24-valve 3.0-liter V-6 that appears in the steering effort, shock hardness, and exhaust noise from the
Bronco Raptor, makes “just” 405 horsepower in the Ranger buttons on the steering wheel, and you can go hammer
Raptor, thanks to a more restrictive exhaust. That said, Rang- through sand and ruts out in the desert, or else startle an
er Raptor is about 10 percent lighter (clocking in at around unsuspecting hot shoe at a stoplight.
5,300-ish pounds), so the on-road performance should come Ranger’s 2024 refresh left us with a single body style—a
out in the wash. It also makes a stellar 2.25 horsepower per crew-cab/short bed. It surprises us that any Ranger could be
cubic inch — or about 13.2 pounds per horsepower, a better considered mid-sized: the generation of F-150 (with standard
ratio than the F-150 Raptor enjoys. cab and eight-foot bed) that spanned 1980-’96 was a couple
Forward motion is smooth and linear, not peaky like you inches shorter and narrower than our Ranger Raptor. Despite
might expect with a couple of turbos under hood; it doesn’t this, it was a dawdle to maneuver, whether in increasingly
help that you’re sitting high enough that it feels far slower clogged Scottsdale strip-mall parking lots or anywhere else
than you’re actually going. Of course, you can still turn the on- or off-road. No one, whether seated front or rear, wanted
traction control off, release your inner hooligan, and start a for comfort. Our sole interior gripe: the passenger’s-side
smoke show at around 2,500 rpm. We also saw a surprising A-pillar has a molded-in grab handle, and we’d have liked
19-mpg average despite plenty of 80 mph freeway cruising one of those for the driver’s side too.
with the A/C blasting for the whole week of our test. Another aspect many of us loved about muscle cars was
Blistered fenders cover a variety of off-road-oriented their relative affordability. The average new car was $2,649
upgrades, including a fully boxed frame, beefed-up steering in 1970, while (to pick a Ford-built example) a 429-powered
rack, and Fox Live Valve coil-over shocks at all four corners. ’70 Torino Cobra started at $3,270. That’s about 23 percent
Heavier-duty aluminum upper and lower front control arms more. Today, the average cost of a new car is $47,500. Our
(plus an anti-roll bar) live in front; out back, a longer axle, Ranger Raptor’s base price was $55,635—right around

6 HEMMINGS MUSCLE MACHINES

17 percent over the average. Our sample truck had few
options and needed fewer. The 17-inch bead-lock-capable
wheels are $1,495 we could use to pay the freight charge
instead; are shiny black steelies available? Spray-in bedliner
is $495, and the suddenly-it’s-1980 Securicode keyless entry
remains a $95 option. Even with shipping, but before your
local dealer installs his market-adjustment charge, this truck
stickers for under $60,000. An F-150 Raptor starts at twenty
grand more; the Ranger-sized Bronco Raptor starts at $90K.
So, same power and performance, easier to maneuver
regardless of conditions, cheaper, and better gas mileage.
Gadzooks. Why isn’t one of these in every driveway in town?
In our July ’22 review of the F-150 Raptor, we said that “we
can’t help but wonder what the suite of goodies seen here
would feel like in Ford’s Ranger.” Short answer? It’s fantas-
tic. It’s enough to make a muscle car fan who maybe doesn’t
think much about trucks, start thinking about trucks.

Dependable Vintage Tire Sales & Service Since1968.

Muscle Car
Tires &
Wheels
Your
ar
Deserve he Best
eels!
Tires & Wh

SPEAK TO A TIRE PRO 877-217-2553 VISIT OUR WEBSITE UNIVERSALTIRE.COM

OCTOBER 2024 HEMMINGS.COM 7

 BACKFIRE
Send your letters, photos and opinions to [email protected]

Letter of the Month: Never Too Old

I read Jim McGowan’s column, “Is It All Worth I found that it was not the
It?” in the September 2023 issue of HMM (#252) “daily driver” as claimed
and have kept it in the back of my mind. I just when it was listed, so the
finished reading “Growing Up with a Gear- work began. In 2021, I de-
head,” by Jim’s daughter Jennifer McGowan, so cided to move back home to
thought I would relay my latest endeavor. Tennessee and found a place
At the ripe old age of 80 in 2020, living in with a 30x30 garage. I really
Montana and looking for something to do in dove into the Marlin proj-
long, cold winters, I started looking at cars to play with and ect for the next three years,
found AMC Marlins. I have always liked offbeat vehicles (I doing all mechanical and
built a supercharged ’84 Goldwing café bike in 1992), and so electrical work myself. The
I made a deal for a 1967 Marlin and had it delivered to my only thing not changed was
home that February. paint, which was in good condition (though not original).
In June of 2024, at the age of 84, and with the project
mostly finished, I took it to the AMO national rally in
Virginia and won best Marlin while scoring 190 of 200 con-
cours judging points for non-stock.
Jim turned 80 this July; I will be 85 in
December. You are never too old; you just
have to get up and do it.
Phillip Sanford
Murfreesboro, Tennessee

In addition, the KNOWN VALUE

1969 GS 400 Stage 1 I just read Terry McGean’s July column and
SETTING THE STAGE production option from the factory did not it brought back memories of my own high-
Nice article on Paul Haddock’s 1969 Buick have the larger valves. The cylinder bore school years. There were kids who were
GS (“Resu-WRECK-ted,” HMM #252). I is too small, and the valves will hit at the given new cars, and their habits closely
have seen the car, and it is very nice. top of the cylinder block. It did have stiffer mirrored the examples Terry gave. I’m sure
For your information, and for the record: valve springs with the Stage 1 camshaft. The you’ll get lots of replies to that column and
There was never a “package” of Stage larger valve heads with specially contoured most of them will point out the operative
1 or Stage 2 parts available through the and polished valves for improved airflow word here is “given.” When you bought your
dealers for 400, 430, or 455 Buick engines. were developed for and produced from the Mustang you knew the value of the car—
Individual parts were available for purchase factory for all 1970-’74 455 Stage 1 engines. you were paying for it. When kids, even
through dealers in late 1967 to modify 400 Thanks for continuing to feature some today, are given cars, most have no concept
or 430 engines. I’ve enclosed a copy that was Buicks. It’s nice to still see some recognition of the value of the vehicle. It’s free, so drive
sent to dealers that defines the Stage 1 400 for the Stage 1 cars that we focused on it that way. When the dollars come out of
production option package for 1969; it also being “fast on the street right from the your own pocket, you tend to treat the car a
lists the Stage 2 individual parts available dealer showroom.” whole lot better. Especially when you have
through dealers. Later, 11:1 forged pistons Dennis Manner to pay to fix anything you break.
were also available for the 455 engine and a Retired Buick engine engineer I enjoy HMM and look forward to each
special Stage 2 cylinder head, also for issue—keep up the good work!
the 455. Thanks for setting the record straight, Denny. Dave Stott
The topic of valve sizes for the Stage 1 400 Via email
versus the 455 version has come up here
before, so we should have caught that one. HISTORY REPEATING?
But I guess if we’re going to make a mistake, I agree with Terry McGean about owning
it’s best to be corrected by the guy who a newer modern representation of muscle
was there when it all originally happened. cars (“History Repeating,” HMM #250). I
Thanks again for the insights. had a beautiful 2010 Challenger R/T Clas-

8 HEMMINGS MUSCLE MACHINES

sic in Detonator Yellow, and though I used Lori. I didn’t realize how much she was into cute cars like the MG Midget and the bug-
her, I kept the mileage to 36,000. Sold cars until a year ago when my two boys eyed Sprite, but she likes all old cars, espe-
her to a great home and ordered myself a took me on a road trip to car museums. cially muscle cars. She remembers, fondly,
2020 Challenger Scat Pack Shaker with She said, “Why wasn’t I invited?” I forgot our ’72 ’Cuda 340 that she came home from
the Shakedown striping package and six- that she came with us every year when our the hospital in (no, she doesn’t remember
speed manual. I have documented through family would attend the Vintage Grand Prix that ride). My oldest son still wrenches for
FCA Customer Care that she is a one-of- event here in Pittsburgh. I had no idea that a good time and some beer money, but I told
one car as optioned. She is four years old she actually paid attention to my regular Lori she is the son I always wanted, and my
now and has 10,000 on the odometer. garage and driveway car maintenance boys agree.
I ordered my second toy last year spe- activities. She has regularly been attend- Tom Reinheimer
cifically optioned as a “sport truck.” It’s ing our car cruises since. Her preference is Pittsburgh, Pennsylvania
a 2023 Ram 1500 Laramie 4x2 with the
(ASU) Special Edition GT Package. She
is a documented one of five examples in
PR4 Flame Red Clear Coat with ASU GT
package. This does not reflect additional
performance options within the Ram.
Now I am going to look for something
non-Mopar in the coming year that is high-
performance. They are out there!
Ray Zimmerman
Orange Park, Florida

DIFFERENT PERSPECTIVES
I really look forward to HMM showing up
monthly in my mailbox. The Perspective col-
Cruise With
umns occasionally strike a chord that begs
my response. I always read the first column
by Terry McGean, the middle-aged man, and
CONFIDENCE!
then go to the last page for the last column
by Jim McGowan—my contemporary.
Rely On ARP Fasteners
Terry first: For Maximum Reliability
All of your observations of why today’s
desirable muscle cars were not better cared ENGINE
for have merit. However, the overwhelming ARP head and main studs/bolts and rod bolts let you
reasons involved the life expectancy of the build more power —safely. Special deep 12-point
car, the extent of the warranty, and the rate balancer bolts facilitate easy valve lash settings.
at which newer car designs dated a two- or
three-year-old car and outperformed it. Cars DRIVELINE
of the ’50s, ’60s, and ’70s were as dispos- Specially engineered clutch/flywheel bolts provide
able as black-and-white TVs and transistor high RPM dependability while ARP wheel studs are
radios. The limit of a new-car loan was three the answer for maximum security.
years with 20 percent down. Warranties
then were good for one or two years. Chrys- CHASSIS
ler had a five-year/50,000-mile warranty on Assemble your car with ARP’s polished stainless
engine and drivetrain only. Cars depreci- steel or black oxide finished 8740 fasteners. They’re
ated beyond good trade-in value after three fully 20% stronger than Grade 8 hardware.
years and their new replacements were light
years ahead in performance and technology.
Engine displacements grew by leaps and
bounds. Nobody expected fuel shortages,
insurance surcharges, and federal regula-
tions. Hindsight is 20/20. Download our
Now, Jennifer McGowan: 800-826-3045 new 2024 catalog or
Jennifer, you epitomize my daughter, www.arp-bolts.com request a free printed copy.

OCTOBER 2024 HEMMINGS.COM 9

 TECH: BUILD PROFILE SPOTLIGHT:
Muscle Mustangs

TOP SWAP
A CLASSIC MUSTANG GOES FROM COUPE TO FASTBACK
WORDS AND PHOTOGRAPHY BY TERRY McGEAN • BUILD PHOTOGRAPHY COURTESY OF MIKE HOYT

10 HEMMINGS MUSCLE MACHINES

 S
OMETIMES NEW PROJECTS

don’t go exactly as planned, and

stories that begin this way often
go on to reveal tragic tales of dreams
that were dashed as expectations were
not met, visions became blurred, goals
were missed, and so on. But occasion-
ally, these stories involve unforeseen
turns that lead to outcomes far better
than anticipated.
Mike Hoyt purchased this ’66 Mustang coupe already set up as a drag car; You could say that was what hap-
it even had a nice paint job. But, when a heavily rotted ‘66 Mustang fastback pened with Mike Hoyt when he bought
became available, Mike thought it could donate its roof as part of a makeover
a ’66 Ford Mustang coupe to use as a
for the drag car.
drag car. The coupe was a roller when
Mike acquired it, with no engine or
transmission, but it was already set
up for the track, with a cage, a mini-
tubbed rear section to clear big slicks,
and a nice 9-inch axle mounted with
a ladder-bar setup. The Mustang
even had a silver paint job that Mike
deemed plenty good enough to leave
alone, which is saying something since
Mike is a body man by trade who runs
his own collision shop. He’s also done
quite a few show-worthy paint jobs on
a variety of hot rods, muscle cars, and
custom trucks over the years.
But this Mustang was purchased to
avoid getting into another full build;
the idea was that it would fulfill Mike’s
desire for a more serious drag car with-
out having to start from scratch. Mike
is a Ford fan, and the coupe was perfect
for mounting one of his favored engine
packages: a 351 Windsor-based small-
block with a turbo.
He was just about to start the process
of readying the coupe for its return
to the strip when he got word of a ’66
Mustang fastback that was languishing
in a yard somewhere not too far from
Mike’s home in Bennington, Vermont
(also the home of Hemmings).
If you’re a Mustang fan and you hear
of a fastback at a reasonable price, you
jump, and that’s just what Mike did. He
negotiated to purchase the car based
on a few photos he had seen; the verbal
description mentioned that the car had
been sitting in the same spot for many
years.
“It took some time to track the car
down after I’d heard about it — there’s
always a hunt. Then I got pictures, and
it actually didn’t look too bad,” Mike

OCTOBER 2024 HEMMINGS.COM 11

 1
recalls. “I made the deal without seeing it, and even then,
it took a long time to get on the property. When we finally
did, I went with my truck and trailer to pick the car up and
get it home.”
First impressions when Mike rolled up on the site were
favorable, as the fastback looked better than he expected,
there among the tall weeds. But then he got closer.
“When we pulled in, I started to think maybe I’d just
fix it up — up to that point I’d been thinking it would be a
parts donor,” Mike says. “But once I got closer, I couldn’t
believe how bad it was.”
The issue went well beyond a little disappointment —
Mike very quickly realized that the Mustang could not be
moved from that spot. It was so badly deteriorated in the

2
lower sections that it was clear the car would buckle as
soon as any attempt was made to pull it from the muddy
spot it had occupied for decades. And that buckling would
very likely occur right in the part of the car Mike was after:
The fastback roof.
“Part of the reason we were getting the car was because
the new owners of the property wanted to clear all the old
cars out. Now I had to try to negotiate just cutting off what
I wanted,” Mike explains.
Fortunately, the fastback roof sections were still mostly in
good condition. The Mustang appeared to have been driv-
en to its final resting spot—the keys were even still hanging
in the ignition. That meant all the interior parts were still
there too, like the inner panels for the fastback with the

3
vent assemblies. The fastback-specific side glass was still
in the doors too, though the doors themselves were junk.
Mike got them off the car and loaded them in his truck.
“We hadn’t planned on cutting the car up, and I knew it
needed to happen that day, so we went to the local Tractor
Supply and bought a battery-powered reciprocating saw
and a grinder, along with some cut-off wheels,” he says,
conveying the sense of urgency of the day, fearing the deal
might fall apart if it wasn’t completed right then and there.
The roof came off with surprising ease. “Once we cut the
A-pillars, I cut through the sides of the quarter panels and

4
1. This is what Mike Hoyt first saw when he final-
ly got to lay his eyes on the ’66 Mustang fastback
he’d purchased. The high weeds provided enough
cover that the car looked like it might be savable.
2. Here’s what was left after a couple of hours
of cutting, once it was realized that there was no
saving this Mustang. Note that Mike did not cut
the floors out of the car—they were essentially
gone when he arrived. “I pulled out the console
without removing a single screw and was then
looking at the transmission case,” he recounts.
3. When Mike left the site where the fastback
sat, he had the roof assembly along with all the
interior parts and the doors so he could reclaim
the fastback side glass.
4. Thanks to the roll cage the coupe came with,
there was no need to brace the unibody before
slicing off the roof, which was cut high on the
A-pillars and low on the sail panels. Prior to mak-
ing the first cut, Mike verified that the roll cage
would clear the fastback’s roofline.

12 HEMMINGS MUSCLE MACHINES

 The RARE Yenko Nova —
Barely Legal, At Best.
on Yenko had a passion for Chevrolets and a talent for
D tuning potent muscle machines. With 427 V8 engines
and unique parts, he built cars with better-than-stock build
quality that were often registered as Yenkos, not Chevrolets.
Although he’d hit a home run with his ’69 Camaro & Chevelle
build programs, he had challenges selling GM on his ’69
Yenko/SC 427 Nova program. He admitted these cars were
“barely legal at best!” Yet he achieved this feat by pulling the
L78 big-block out of the SS and substituting either a 427-crate
engine or 427-warranty block. The L72 engines were rated
at 425 hp. But once “Yenko tuned,” they reached 450 hp!
One of the rarest Yenko muscle cars now in
1:18-Scale “1969 Yenko
1:18-scale die cast in EXCLUSIVE Rallye Green. Nova” Die Cast
The rarest color among the Yenko Nova Supercars is Rallye EXCLUSIVE
Green — ONLY three are known to still exist. Now the RALLYE GREEN COLOR
“1969 Yenko Nova” brings this powerhouse to life, from its
nose-to-tail side stripes and twin-stripe hood arrow to its Shown smaller than
fender badges. Every feature transports you back to a time approximate size of 11" long
when small size didn’t mean reduced power.
• Expertly tooled with • Hood opens to reveal
OVER 250 parts detail of a wired &
plumbed L72 engine Scan Here
• Accurate chassis and to Shop
interior with custom • Steerable front wheels;
badging hood and doors open

Send no money now to reserve the “1969 Yenko Nova” for Hood opens to reveal
four payments of $47.49 (plus $23.99 total for shipping & detail of a Yenko wired
service, and sales tax; see HamiltonCollection.com); with & plumbed 427-inch Fastest way to order:
the first payment billed prior to shipment. We assure your HamiltonCollection.com/69Nova
L72 engine.
satisfaction with our 365-Day Guarantee. Reply today!

MAIL TO: 09-10644-002-BIHQR

Name________________________________________________
(Please print clearly.)

Address______________________________________________ SEND NO
❑ YES! Please reserve the “1969 Yenko Nova” Die Cast as City____________________________State______Zip________
MONEY NOW.
described in this announcement.
Email________________________________________________
Subject to product availability and credit approval. Optional (for product & shipping confirmation).

Please allow 2 to 4 weeks after initial payment for shipment. Signature_____________________________________________

 6

7
5
5. This view better illustrates where the A-pillars were cut
on the coupe. This left lots of overlap between the remaining
posts and the fastback’s pillars, which were cut close to the
cowl. Once the fastback roof was properly positioned, the
pillars were trimmed and welded.

8
then did some trimming around the taillamps. After that,
it almost lifted right off — the door posts were completely
rotten,” Mike recounts, offering some more details on just
how heavily deteriorated the car was. “Even the brake drums
were rotted away on the bottoms where they had been in the
dirt; the crank pulley was similar — the bottom portion was
just gone.”
Later that day, Mike and his friends drove off with the
Mustang’s roof on the trailer, rear glass still in place, while his
truck’s bed was filled with other parts salvaged from the car
that was returning to the earth. “I was afraid he was going to
make me get rid of the rest of it, and I didn’t know how we
were going to do that without a bucket loader or something
like that. Fortunately, he let me leave the rest behind.”
So, Mike had a ’66 Mustang coupe and a newly acquired
’66 fastback roof, glass, and associated bits, plus he had a 6. With the fastback roof set onto the roofless coupe, the
body shop and years’ worth of acquired skills. For him, it was fitment process begins. Mike points out that the quarter
essentially a “might-as-well” situation, with the conversion of panels on the ’65-’66 Mustangs are the same between
the coupe something of a foregone conclusion. coupes and fastbacks, so the creased peak of the panels is
“I’d actually done a couple coupe-to-fastback conversions what he uses to match up the salvaged roof with the coupe.
before,” Mike says, “so I wasn’t worried about making it hap- 7. At this point, the fastback roof has been fully fitted and
welded in. The panel at the base of the rear glass was rot-
pen. However, I did have concerns about the roll cage that
ten so Mike installed a new reproduction piece.
was in the coupe — I didn’t know if the main hoop would 8. Here, the mating of the coupe with the fastback roof
clear the slope of the fastback roof.” Fortunately, some mea- is essentially complete, and the body is being readied for
suring once all the parts were back at his shop showed that primer. In bare steel, it is not apparent where the A-pillars
there wouldn’t be any conflicts. were merged together.

14 HEMMINGS MUSCLE MACHINES

OCTOBER 2024 HEMMINGS.COM 15
 The coupe-to-fastback procedure has become somewhat
common, as new parts have been made available from the re-
production aftermarket and as factory-produced fastbacks con-
tinue to escalate in value. There are even kits available now, but
as we came to learn from Mike, that’s a very different project.
“This process is actually much simpler when you have a
whole roof from a donor car,” Mike explains. “When you’re
using all new parts, you obviously have to assemble them
all on the car as you go, and that takes a lot more measuring
and adjusting. With a complete roof, it’s a lot more straight-
forward,” he details, acknowledging that finding a fastback
donor for one of these cars has become very difficult.
The coupe’s cage also facilitated the roof-swap process.
“That’s an 8.50 certified cage, so I didn’t need to add any re-
inforcement bars before taking off the coupe roof,” Mike says, sic car apart for major surgery like this is no small undertaking.
adding, “Without the cage, you’d definitely want to brace the But, for Mike, once the roof transplant was done, which
unibody before cutting.” entailed plenty of detailed work and even some additional
The coupe roof was initially cut high on the A-pillars and panel replacement, the rest was a fairly standard body and
then flush with the quarter panels on the C-pillars. Then paint process. Though the coupe’s silver paint job was good,
Mike worked from the inside out. “From the dashboard the roof project was significant enough to warrant a whole
to the taillight panel, there cannot be anything inside the new paint finish, and the “might-as-well” factor popped
car — it all gets removed,” he details. Once that’s all set, up again, leading to a change to black—definitely showing
the quarter panel welds are drilled at the door posts so Mike’s confidence in the sheetmetal work.
that the quarters can be pulled outward slightly to allow The results are outstanding and look more like something
the fastback roof assembly to be lowered inside of them. created for a show field rather than a dragstrip. But that origi-
Then, as Mike explained, the top ridge of the quarter panel nal intention of having a dedicated track car was not lost in
is used as a guide to determine where the coupe’s quarter the process, and the now-fastback Mustang is outfitted with a
panel should join with the remnant of the same panel on 410-cu.in. Windsor-based engine with a single turbo, backed
the salvaged section of the fastback. by a racing Powerglide and a 9-inch with 31-spline axles
We’re making this sound simple, and in Mike’s view, it was, and 3.50 gears. Those wheels are from Billet Specialties with
but again, he’s an experienced body tech who has also done double beadlocks in the rear mounting 295/55-15 sticky tires.
plenty of custom work. “On this project, once we set the roof in With the 20 psi of boost Mike intends to run, he’s expecting
place, it never came back off the car—we just worked to get it to break into the 8-second range in the quarter mile at around
in the right place. The first one of these I did took more time— 170 mph when he gets to the track later this season. He’s
we’ve gotten it down now,” he says, noting that cutting a clas- definitely going to look good doing it.

16 HEMMINGS MUSCLE MACHINES

Now, THIS is a Knife!
This 16" full tang stainless steel blade is not
EXCLUSIVE
for the faint of heart —now ONLY $99!
FREE
I n the blockbuster film, when a strapping Australian crocodile
hunter and a lovely American journalist were getting robbed at
knife point by a couple of young thugs in New York, the tough
Stauer® 8x21
Compact
Binoculars
Aussie pulls out his dagger and says “That’s not a knife, THIS is a
knife!” Of course, the thugs scattered and he continued on to win -a $99 value-
with purchase of
the reporter’s heart. Down Under Knife
Our Aussie friend would approve of our rendition of his “knife.”
Forged of high grade 420 surgical stainless steel, this knife is an
impressive 16" from pommel to point. And, the blade is full tang,
meaning it runs the entirety of the knife, even though part of it is
under wraps in the natural bone and wood handle.
Secured in a tooled leather sheath, this is one impressive knife, with
an equally impressive price.
This fusion of substance and style can garner a
high price tag out in the marketplace. In fact, we What Stauer Clients
found full tang, stainless steel blades with bone Are Saying About
handles in excess of $2,000. Well, that won’t cut Our Knives
it around here. We have mastered the hunt for
the best deal, and in turn pass the spoils on to
“This knife is beautiful!”
our customers.
— J., La Crescent, MN
But we don’t stop there. While supplies last,
we’ll include a pair of $99, 8x21 power compact
binoculars, and a genuine leather sheath FREE “The feel of this knife
when you purchase the Down Under Bowie Knife. is unbelievable...this
Your satisfaction is 100% guaranteed. Feel the is an incredibly fine
knife in your hands, wear it on your hip, inspect instrument.”
the impeccable craftsmanship. If you don’t feel — H., Arvada, CO
like we cut you a fair deal, send it back within
30 days for a complete refund of the item price.
Limited Reserves. A deal like this won’t last long.
We have only 1120 Down Under Bowie Knives BONUS! Call today and
for this ad only. Don’t let this beauty slip through you’ll also receive this
your fingers at a price that won’t drag you under. genuine leather sheath!
Down Under Bowie Knife *
Offer Code Price Only $99 + S&P Save $150

1-800-333-2045
Your Insider Offer Code: DUK409-01
You must use the insider offer code to get our special price. Rating of A+

14091 Southcross Drive W., Dept. DUK409-01

Burnsville, Minnesota 55337 www.stauer.com
*Discount is only for customers who use the offer code versus the listed original Stauer.com price.
California residents please call 1-800-333-2045 regarding
Proposition 65 regulations before purchasing this product.

• Etched stainless steel full tang blade ; 16” overall • Painted natural bone and wood
handle • Brass hand guards, spacers & end cap • Includes genuine tooled leather sheath
Stauer… Afford the Extraordinary.®
 STOCK

AN ENTHUSIASTIC OWNER ENSURES THAT PONTIAC’S STILLBORN ’73 SUPER DUTY GTO YET LIVES
BY JEFF KOCH • PHOTOGRAPHY BY JEFF KOCH AND TERRY MCGEAN

18 HEMMINGS MUSCLE MACHINES

 F AUTOMOTIVE PUBLISHING EVER suffered a “Dewey Defeats Truman”
moment, it happened in the spring of ’73. “The 1973 GTO … is better than the original Tiger in every conceiv-
able way,” crowed the pulpy pages of Hi-Performance Cars magazine in its April 1973 issue— the one that
named the non-existent Super-Duty-455-powered version of the revamped GTO its Performance Car of the
Year. Print lead times being what they are (about a month to six weeks between submitting films and receiv-
ing a printed magazine, with any intermittent change costing such sums as to be inadvisable), we can only wonder,
what happened in the time between?
The machine in question was a new, full-framed, Colonnade-bodied Le Mans GTO coupe that had been given Pontiac’s
extraordinary new Super Duty 455 engine coupled to a Muncie M20 four-speed manual transmission. While designed for
production, it was destined never to be produced—though no one knew it at the time. For 1973, GTO came standard with
a 200-hp (net) 400-cu.in. four-barrel V-8, three-speed floor-shifted manual transmission, dual exhaust with chrome tips,
blacked-out grille, NACA-duct-scoop hood, G60-15 blackwall bias-ply rubber on 15 x 7-inch steel wheels, “baby-moon”-
style Pontiac hubcaps, and a heavy-duty suspension with firmer shocks and an anti-roll bar at either end. A 250-horsepower
455 was optional, but only with an automatic transmission; only 400s were available with the four-speed stick.

OCTOBER 2024 HEMMINGS.COM 19

 catalogs. That’s a lot of work to make
a lot of power that wasn’t going to get
hyped. The SD-455 also wasn’t a cheap
choice. J. “Kelly” Flory’s American Cars,
1973-1980 states that the SD-455 was
a $578 option in a Grand Am; in a car
that started at $4,264, it wasn’t an
awful price to pay. But in a $3,008
Le Mans Sport Coupe with the $368
GTO option package attached, de-
signed for the cheap-speed crowd?
Even so, the A-body SD-455 was all
ready to go for the fall of ’72. Until …
The first delay arrived after the bro-
chure films shipped to the printer, right
around the time of the media “long-
leads”—press events scheduled for early
summer, so monthly magazines with
October cover dates and September on-
sale dates could have news just as new
cars were rolling into showrooms. The
EPA rejected Pontiac’s proposed EGR
system, claiming it wasn’t in keeping
with the “spirit of the testing.” There
was also an issue with pass-by noise
requirements that the Super Duty failed.
This pushed the production schedule
This replica of the SD-455 GTO engine that never came to be wears an
extremely rare ‘73 GTO Ram Air system that also didn’t quite make back by months as Pontiac revised
production, though a handful of setups were produced. things to the EPA’s liking.
Hi-Performance Cars’ impression of
the GTO appeared in the April ’73 issue,
The Super Duty 455 was well were patterned after those that ap- suggesting that they made their judg-
beyond that. Starting with Pontiac’s peared on the Ram Air IV, with round ment before their own New Year’s-ish
largest-displacement engine, the block intake and exhaust ports (rather than press deadline, possibly as early as the
was given four-bolt main bearings, in- other 455’s D-port heads). Valves were summer long leads. Other titles were
creased webbing in the lifter valley for 2.11/1.77 inches to take advantage of issued “production” Super Duty-
extended high-rpm runs, beefier bulk- all that airflow with 45-degree seats. equipped Trans Ams and GTOs for
heads, stouter motor-mount bosses, Exhaust valves were made of a heat- testing and driving impressions early in
and provisions for dry-sump oiling. resistant alloy called Inconel. The calendar 1973, to mesh with a spring ’73
Cost reasons decreed that the crank exhaust manifolds could interchange introduction in dealerships. Even then,
was a cast nodular-iron piece, which with any Pontiac with round-port division engineers— wary of ever-tight-
was nitrided, with an operation on the heads, like the Ram Air IV or the 455 ening emissions controls—elected to
journal fillets that pressed surface fibers H.O. The camshaft (at least initially) use a milder ’67 Ram Air I-spec cam-
into any cast-in imperfections that can was similarly patterned on the Ram shaft, which would back the 455 away
expand into cracks. Forged flat-top Air IV. The horsepower rating was from the bleeding edge of the smog-
TRW cast-aluminum pistons allowed initially published at 310 at 4,000 rpm sniffer numbers and provide a softer
an unleaded-gas-friendly 8.4:1 com- with an advertised 5,700-rpm redline— production-variance cushion. Produc-
pression ratio, and the shot-peened- but the SD was built for sustained run- tion Super Duty models were now rated
and-Magnafluxed 5140 forged-steel ning at 6,000 rpm without falling apart. at 290 net horsepower instead of 310.
connecting rods (with bigger 7⁄16-inch Considering the work that went into The larger issue was a change at the
bolts) each weighed an ounce less than it, the understatement is scarcely be- top. Pontiac boss James McDonald was
those in a standard 455. An 80-psi oil lievable; while no copy was devoted to sent to run Chevy as John DeLorean
pump and baffled oil pan were added. the Super Duty engine in the Le Mans/ ascended to the presidency of GM and
The intake was a dual-plane cast-iron GTO, Grand Am, Firebird, or Grand was replaced by Martin Caserio—just
piece; its single four-barrel 800-cfm Prix (!) brochures, the SD-455 was as Pontiac was working out its EPA-
Rochester carburetor had larger pri- listed among the engine options on the related changes. Caserio, who had pre-
maries than other 455s. Cylinder heads spec page at the back of each of these viously run the AC Spark Plug division

20 HEMMINGS MUSCLE MACHINES

Factory Fit Claic Radios Since
1977
Wi Modern Technology and Sound Quality

The USA-850 Radio

Groundbreaking
Groundbreaking virtual
virtual analog
analog screen
screen technology
technology
offering
offering 44 distinct
distinct displays:
displays: classic
classic analog
analog and
and
digital
digital options
options with
with station
station and
and song
song information.
information.
USA-850 DigaDial™ radio shown in a 1964 -‘66 Ford Mustang dash
•• Customizable
Customizable display
display colors
colors and
and audio
audio settings
settings
•• 8 Bluetooth
Bluetooth streaming
®®
streaming capability
capability
•• MP3/WMA/FLAC
MP3/WMA/FLAC playback from
playback from USB
USB
•• Built-in
Built-in 300-watt
300-watt peak
peak amplifier
amplifier
•• Adjustable
Adjustable EQEQ No Cutting, No Trimming and
•• Dual
Dual subwoofer
subwoofer outputs
outputs for
for exceptional
exceptional audio
audio No Extra Parts Needed!
Over 500 Applications!

For A Dealer Near You Call: 800-888-8637

M A N U F A C T U R I N G I N C . customautosoundmfg.com

OCTOBER 2024 HEMMINGS.COM 21

 as well as GMC
Truck & Coach,
was interested
in sales volume
rather than niche
performance cars
that played to
what he saw as a
dead segment.
Joe Oldham,
the late HMM
columnist and champion of the SD-455 and 43 Formulas. And zero SD-455- was, he traded a 30,000-mile Ram Air
GTO in the pages of Cars Illustrated all equipped A-bodies. Another thousand 455-equipped ’71 Firebird Formula
those years ago, summed it up in our Super Duty Trans Ams and Formulas straight across for what was then a
pages in 2010: “With his background arrived for ’74, and that was all. It’s mostly complete restoration. Then Paul
in heavy-duty trucks, batteries, and easy to infer that the SD program was started the Super Duty conversion.
spark plugs, Caserio knew little about rationalized for the sake of cost—with Well, in truth it’s a semi-conversion.
halos [cars] and buzz and couldn’t the A-body losing out. The bottom end of the engine is stan-
care less. ‘Gentlemen,’ Caserio report- So, what’s in these pictures? It’s the dard-issue 455 (“Have you priced an SD
edly intoned, ‘at this time, General closest you’re going to find to the car block lately? Pricey!”), but the top end
Motors needs products with better that Pontiac never built; the division was procured from a ’74 SD-455 Firebird
fuel economy and greater safety, not couldn’t be bothered, so an enthusiast Formula his brother once owned. How-
higher performance. The days of the had to make it happen. Paul Menin of ever, the iron intake has been replaced
high-performance car are over. We Ashley Falls, Massachusetts, is a serial with a factory aluminum intake from
must move on—and I mean right now. GTO owner, having owned dozens a ’72 455 H.O. And then there was the
The Super Duty engine program is over time, and more than a dozen cur- functional Ram Air system, which (as
cancelled —immediately.’ And just rently. This is a genuine ’73 GTO that you might imagine) took time to piece
like that, the SD-455-equipped 1973 was factory-equipped with a 400/four- together. “They made 11 sets, suppos-
Pontiac GTO was the Performance Car speed powertrain combination—one edly, with five installed on cars,” Paul
of The Year that wasn’t.” of the 1,113 so equipped for the year. explains. “I found parts here and there,
It was only because the SD-455 had It is a genuine custom-paint-code car, and just put ’em together.” Just like
already been planned and was okayed meaning it could have been painted that. It took a year for Paul to finish
for 1974 that any Super Duty Firebirds any of a number of non-standard what was already started, although he
were allowed to be built at all, and colors; Paul chose Navajo Orange, a says, “Most of that was spent looking
why so few arrived for late ’73. Just 295 color more closely associated with for the Ram Air parts.”
Super Dutys were built for the 1973 Firebirds of that year. Inspired by the Paul then equipped his one-of-none
model year — a total of 252 Trans Ams, Performance Car of the Year that never how he saw fit: a 3.42:1 gear in the rear

22 HEMMINGS MUSCLE MACHINES

 LT F R
BUI EAM UPO M
THE DR

WIN A 1963 CORVETTE CONVERTIBLE! Indiana car, red exterior, black interior, soft top, no
hit body, 327 NOM, 4-speed. Or $40,000; 2nd Prize $500; 3rd Prize $250. Donation: $25/ticket
or 5/$100. Grand Prize Drawing 4/26/25 at 10pm. Need not be present to win; Tickets can
be purchased via phone until noon and online until 9:30PM EST on 4/26/25. Please send
name, address and telephone number, check, money order or credit card to: C.C.A.B.C or
Colonel Crawford Athletic Boosters Club, Dept HEM, PO Box 96, Galion, Ohio 44833. Info: call
866-WIN-VETT, or email [email protected] Visit: www.colcrawfordcorvetteraffle.com

Classic Pontiac Restortion Parts

FREE CATALOG
Toll Free 1-888-641-4215

America’s First Choice in Restoration

and Performance Parts and Accessories
FREE CATALOGS! 18460 Gothard St. Huntington Beach, Ca 92648
1982-02
Firebird/ TA
Available Online!
Shop Now or Request Your Free Catalog!
amesperf.com 800-421-2637

OCTOBER 2024 HEMMINGS.COM 23

 SPECIFICATIONS
1973 PONTIAC GTO
PRICE
Base price .................................................................................................................... $3,008
Price as profiled .................................................................................................................N/A
Options on car profiled.........................Super Duty 455 V-8, $538; GTO package, $368;
four-speed manual transmission, $190;
power steering, $113; AM/FM radio, $233;
Rally II wheels, $123; Rallye gauge cluster, $100
ENGINE
Type ............................................................Pontiac OHV V-8 SD-455, cast-iron block and
cylinder heads (Currently non-SD block)
Displacement ..........................................................................................................455 cu.in.
Bore x stroke ....................................................................................................... 4.15 x 4.12 in
Compression ratio ........................................................................................................... 8.4:1
Horsepower @ rpm ........................................................................................... 290 @ 4,000
Torque @ rpm ............................................................................................390 lb-ft @ 3,200
Camshaft ....................... GM hydraulic flat-tappet with 301/313 degrees duration (adv.),
.407/.407-in lift, and 113-degree lobe-separation angle
Valvetrain .............................Hydraulic lifters and stamped-steel, ball-type rocker arms
Induction system ........... Cast-iron intake manifold (currently aluminum 455 H.O.) with
EGR, Rochester Quadrajet four-barrel carburetor, mechanical pump
Ignition system:...........................................................GM/Delco breaker-point distributor
Exhaust system:.............................................................. Pontiac cast-iron “Ram Air” style
high-flow manifolds, dual exhaust
TRANSMISSION
Type ........................................... GM “Muncie” M20 four-speed manual, all synchromesh
Ratios .........................1st/2.52:1 … 2nd/1.88:1 … 3rd/1.46:1 … 4th/1.00:1 … Reverse/2.59:1
DIFFERENTIAL
Type ..................................GM 8.5-in 10-bolt, Salisbury hypoid, Safe-T-Track limited-slip
Ratio ................................................................................................................................ 3.42:1
STEERING to a Grand Am-style steering wheel,
Type ..................................................................................... Recirculating ball, power assist
probably when they ran out of the
Ratio .....................................................................................................................................15:1
others.” The shifter, unusually, is not
BRAKES a Hurst. “It’s got the [Inland] shifter,
Type ...................................................................................................Hydraulic, power assist
Front ..........................................................................................................................11-in rotor which is nowhere as good as the Hurst.
Rear ........................................................................................9.50 x 2.00-in cast-iron drum It’s kinda sloppy, even though it’s been
SUSPENSION rebuilt. I feel like one of the downfalls
Front ............................... Independent, unequal length A-arms; coil springs; heavy-duty of that car is the ITM shifter. They did
tubular shock absorbers; anti-roll bar offer an optional Hurst shifter, but I’ve
Rear ........................................Solid axle with coil springs, lower trailing radius arms and never seen one.”
upper torque arms; heavy-duty tubular shock absorbers; anti-roll bar Paul has also installed 15 x 7 Rally II
WHEELS & TIRES wheels in lieu of the standard steelies-
Wheels .............................................. Pontiac “Rally II” styled stamped steel, drop center and-hubcaps, as well as door-edge and
Front/Rear: 15 x 7 in
Tires ...................................................................Firestone Wide Oval white-letter bias-ply fender moldings, plus a set of factory-
Front/Rear: G60-15 style stripes that Paul says “Transform
PRODUCTION the look of it. I never liked the style
Total 1973 Pontiac GTO production was 4,806 units. 1,113 were equipped with four- of the ’73s until I saw one with the
speed transmission. None were factory-produced with the SD-455 V-8 engine. stripes.” The side striping accentuates
PERFORMANCE* the dip of the new-for-1973 Colonnade
0-60 mph............................................................................................................................N/A body and manages to exaggerate what
1/4-mile ET ............................................................................... 13.75 seconds @ 103.56 mph are already some pretty prominent
fender pontoons. “They changed the
*May 1973 issue of Car and Driver tested a 1973 Pontiac Trans Am SD-455, with similar
whole appearance for me.” He likes it
curb weight (3,854 pounds), with automatic transmission and 3.42:1 final-drive ratio
so much, he’s got an Ascot Silver ’73
GTO he’s restoring as you read this.
axle, factory tach and gauges, power wheel “that was really a ’72-style steer- The premature cancellation of the
steering, AM/FM radio, console, and ing wheel with three black spokes,” Super Duty program was “The begin-
the early-production three-spoke Paul says. “Later production moved ning of the end for Pontiac,” Paul

24 HEMMINGS MUSCLE MACHINES

says. “Trans Ams turned 13.6s off the
showroom floor, and people think ’73
GTOs are heavy, but they weigh the
same as a Trans Am. A ’73 GTO would
have matched those numbers.” Car-of-
the-Year worthy? Considering no one
else in Detroit had anything close at
the time, it would easily have owned
and earned those COTY laurels. When
it comes to printing, then and now, life
is what happens in the time between.
Luckily, someone has built a ’73 GTO
Super Duty, the car that should have
been but never was, to show the world
what it missed.

HYDRO-E-LECTRIC

AMERICA’S CONVERTIBLE
HEADQUARTERS
COVERING 1946-2007
DOMESTIC CARS
• Convertible top & window parts
• Carpet & accessories
THE JOY OF HEMMINGS CONTENT ANYWHERE YOU GO • Weatherstripping
• USA made cylinders & hydraulics
• Gold medal rebuild service
INSTRUCTIONAL
INFORMATIVE
ENTERTAINING

WWW.HYDROE.COM
hmn.com/youtube
941-639-0437

OCTOBER 2024 HEMMINGS.COM 25

 MODIFIED SPOTLIGHT:
Muscle Mustangs

THIS SUBTLE ’69 MUSTANG RESTOMOD PACKS A VINTAGE PAXTON PUNCH

WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

26 HEMMINGS MUSCLE MACHINES

 ET’S BE CLEAR RIGHT UP FRONT: This 1969 Mustang is not the most
powerful car we’ve ever featured, although it’s no slouch with its Paxton blower. It’s also not a max-g Pro Touring
corner carver, even with its targeted suspension and steering upgrades.
It may not be the best or most of anything, but it’s been owner Terry Godzina’s faithful driver for some 45
years. In fact, the supercharger has been rebuilt twice over the last 25 years and has been cramming pressurized
air into an relatively modest 302 engine.
“I don’t have a trailer and I drive it everywhere,” says Terry. “During the summer months, I drive it every week.”
The nearly half-century experience with the Candy Apple Red pony car is quite a relationship, considering Terry was
an affirmed Chevy guy before purchasing the Mustang in 1980, after finding it on a small, side-street used-car lot in Fort
Myers, Florida.
“I’d left my teaching job to take a position at Ford as a line supervisor, specializing in automated materials,” Terry says.

OCTOBER 2024 HEMMINGS.COM 27

 We follow along the lines of what hot rodders have come to cherish within the hobby for the

past 70-plus years. All three magazines are published monthly in both print and digital formats.

Subscriptions are available for both formats.

DIGITAL ISSUES ALSO AVAILABLE – VIEW ON YOUR COMPUTER, LAPTOP OR

PHONE. SUBSCRIBE ONLINE FOR DIGITAL ONLY SUBSCRIPTIONS.

SUBSCRIBE TODAY! CHECK THE BOX(ES) TO SELECT YOUR TITLE(S)

RATE PER
FORMAT FREQUENCY MAGAZINE QTY TOTAL
PRINT 1 YEAR (12x) $40 *
*
PRINT 2 YEAR (24x) $70
DIGITAL & PRINT COMBO 1 YEAR (12x) $45 *
DIGITAL & PRINT COMBO 2 YEAR (24x) $80*
* INTERNATIONAL ORDERS ADD $50 PER YEAR FOR PRINT SUBSCRIPTION
*Subscribers are responsible for VAT payment in EU.
GRAND TOTAL DUE

FOR FASTER SERVICE ORDER USING YOUR SMARTPHONE, SCAN THE QR

CODE FOR EASY ACCESS SUBSCRIPTIONS
ONLINE AT INTHEGARAGEMEDIA.COM
CALL (833) 985-9171
FOR MORE INFORMATION

Name ___________________________________________________________________________________________ Phone_____________________________________

Address ___________________________________________________________________________________________________________________ Apt. # _________

City ____________________________________________________________________________________________________State __________ Zip __________________

Email ___________________________________________________________________________
___________________________________________________________________
EMAIL REQUIRED FOR DIGITAL FORMAT

MAIL THIS FORM WITH PAYMENT TO: IN THE GARAGE MEDIA, INC., PO BOX 6550, FULLERTON, CA 92834
MAKE CHECKS PAYABLE TO IN THE GARAGE MEDIA, INC.
ALLOW 8 TO 10 WEEKS FOR DELIVERY OF FIRST ISSUE. SUBSCRIPTION WILL START WITH NEXT AVAILABLE ISSUE.
HMGMM DIGITAL ISSUES ARE EMAILED. IMAGES OF MAGAZINES IN THIS AD ARE BACK ISSUES. NO REFUNDS.
 The interior remains mostly
stock, though a Moto-Lita
steering wheel adds Shelby vibes;
that stock looking shifter handle
stirs a Tremec five-speed.
“I had a Corvette at the time and “It was in original condition and the
thought I should get on board with the underbody was perfect,” Terry says.
Blue Oval and find a Mustang.” “That’s what sold me on the car.”
He sold the Corvette and headed After crawling under the car on a
south in search of his new wheels, far Sunday afternoon, he returned to the
away from the salt-encrusted sheet- dealership on Monday morning and
metal of Michigan. made a deal for it. In 1980, of course,
“We were in Florida, visiting my a base-model ’69 Mustang was just an
brother-in-law, and I first looked at 11-year-old used car and Terry bought
a ’69 Boss 429,” Terry says. “The guy it for only $1,600. Well, that and an
wanted $10,000 and at the time—I additional $100 for a tow bar he also
thought he was crazy, so then we bought from the dealer, so he could pull
started scouring all the used-car lots the Mustang back to Michigan latched
north of Fort Myers.” to the rear bumper of a Granada. redo of the interior, which was “shot”
The red Mustang Sportsroof was sit- “That wasn’t such a great idea,” according to Terry. Fortunately, by the
ting on that side-street lot, with a lot of Terry admits. “The drive home burned early ’80s, restoration parts were start-
stickers on the rear bumper and a two- up the Granada’s transmission and we ing to proliferate for early Mustangs
barrel 302 under the hood. It also had a had to drive through a snowstorm.” and interior parts were available.
three-speed manual transmission, but Back in Michigan, a basic restora- For the record, the paintwork seen in
that was about all for the low-optioned tion was made, including a repaint of the photos of this story is the same as
pony car. the original Candy Apple Red and a was sprayed way back in 1980. It may

29
 The Mustang’s 302 was fitted
with aluminum Trick Flow heads
and an Isky cam, but it was the
Shelby-spec Paxton supercharger
that really livened it up.

not be perfect in a couple areas, but the or so, before Livernois Motorsports sions to keep them from collapsing
flaws would be almost impossible to rebuilt the engine in 1995. It was essen- under boost, while also removing the
find, and the finish remains strong and tially a stock rebuild, with a .020-inch choke horn, which would have been a
deep. The glass is original, too, along overbore and replacement pistons, but significant air restriction. The carb was
with the stainless trim. retaining the stock crank and rods. also re-jetted.
“All the sheetmetal is original and It was a few years later when he pur- Additionally, the engine received a
so is the primer underneath,” Terry chased the Paxton/Shelby supercharg- set of Trick Flow Twisted Wedge heads
says. “The car was always straight and er system from Paradise Wheels—the and an Isky hydraulic flat-tappet cam-
solid, and it was never torn apart.” California-based outfit founded in shaft, but the bottom end remained
While the car might not be the 1981 as a specialist in vintage wheels stock. Not surprisingly, the output side
authentic Boss 429 he originally for Shelbys, which evolved into an of the engine received long-tube head-
inspected, the added hood scoop and overall Shelby specialty shop. In 2000, ers and a free-flowing exhaust system
front spoiler—and the restraint in not the company purchased from Paxton with Hooker mufflers.
adding a rear spoiler—give it undeni- Automotive the rights, inventory, “It worked very well right out of the
able Boss ’Nine vibes at a glance. The and tooling for the Paxton centrifugal box,” Terry says. “It made a big differ-
appearance was indeed strong, but ball-drive superchargers and has been ence, particularly at higher rpm—from
by the mid ’80s, Terry got the itch to producing authentic supercharger kits 3,000-5,500 rpm. That’s where it really
elevate the car’s performance. that match those offered on the 1966- came alive.”
“It was a good driver, but it wasn’t ’68 G.T. 350s. On a chassis dyno, the car has put
fun,” he says. “I wanted more from it Terry adapted one of those kits for down 355 horsepower to the tires,
and bolted on a four-barrel carburetor his ’69 model, installing and tuning the which translates to something like 410-
and changed the three-speed manual system himself, after Paradise Wheels 415 horses at the crankshaft. That may
to a four-speed.” modified the engine’s existing Holley not rival a contemporary supercharged
Terry also installed a Traction-Lok 700-cfm “double-pumper” carbure- GT500, but it’s nonetheless a strong
differential with a 3.80:1 gearset in tor to work with the blow-through output for a mildly modified 302. More
the original 8-inch axle housing. It all blower. That involved replacing the importantly, the engine has stayed to-
served him well for the next decade original hollow floats with solid ver- gether under boost for about 25 years.

30 HEMMINGS MUSCLE MACHINES

App for Configuration Selectable Colors Entry Screen Odometer

CALL TOLL FREE 1.800.593.0560

WWW.DAKOTADIGITAL.COM/MM
 SPECIFICATIONS
1969 FORD MUSTANG SPORTSROOF
ENGINE
Block type ....................... Ford “small-block” OHV V-8, cast-iron with two-bolt main caps
Cylinder heads ..............Trick Flow Twisted Wedge aluminum with 170-cc intake runners
Displacement ......................................................................................................... 302-cu.in.
Bore x stroke .............................................................. 4.000 (Currently 4.020) x 3.000 in
Compression ratio ........................................................................................................... 9.5:1
Pistons ............................................................................................................ Cast aluminum
Connecting rods................................................................... Ford cast iron (5.090-in long)
Crankshaft........................................................................................................ Ford cast iron
Horsepower @ rpm .............................................................................................413 @ 5,500
Torque @ rpm ............................................................................................450 lb-ft @ 4,000
Camshaft type....................................................... Isky Racing Cams hydraulic flat-tappet
Camshaft lift ......................................................................470/.470-in lift, intake/exhaust
Camshaft duration.............................. 216/216 degrees, intake/exhaust (at 0.050-in lift)
Valvetrain ..................................... Trick Flow aluminum roller rocker arms with 1.6:1 ratio
Induction system .................. Paxton/Shelby centrifugal supercharger blowing through
a single-four-barrel Holley 700-cfm carburetor
Lubrication ................................................................... Full-pressure with gear-type pump
Ignition system.............................................................. Breakerless solid-state electronic “The supercharger has been rebuilt
Exhaust system.................................... Full-length tubular headers with custom exhaust twice, but the engine has held together,”
and Hooker mufflers Terry says. “It hasn’t blown up yet!”
TRANSMISSION A stock-appearing three-core ra-
Type ..................................................................................... Tremec TKO five-speed manual diator helps the supercharged engine
Ratios .......1st/2.87:1 … 2nd/1.89:1 … 3rd/1.28:1 … 4th/1.00:1 … 5th/0.64:1 … Reverse/2.56:1 maintain its cool, and over the years,
DIFFERENTIAL the four-speed transmission was
Type ...............................Ford 8-inch rear axle with Traction-Lok limited-slip differential updated to a Tremec five-speed, which
Ratio ................................................................................................................................3.80:1
greatly enhanced the car’s highway-
STEERING driving comfort and capability.
Type ................................................................ Unisteer rack-and-pinion (power-assisted)
Ratio ................................................................................................................................. 12.5:1
There are a number of additional
Turns, lock-to-lock .......................................................................................................... 2.25 subtle restomod upgrades through-
out the car, especially in the steering
BRAKES
Type ............................................................................ Power-assisted front disc/rear drum and suspension. A power-assisted
Front: 11.3-inch rotors with four-piston calipers rack-and-pinion steering system, for
Rear: 10 x 2-inch drums example, has replaced the original and
SUSPENSION notoriously vague manual recirculat-
Front ........................ Independent with coil springs and shock absorbers, anti-sway bar ing-ball system.
Rear ...................................................... Live axle with leaf springs, Traction-Master bars As for the suspension, the front-end
and shock absorbers, anti-sway bar
features progressive, 625-lb springs
WHEELS & TIRES that lower the ride height 1-inch, along
Wheels ..................................................................................... Magnum 500 chromed steel with a thicker anti-sway bar. At the rear,
Front / Rear: 15 x 7 inches
Tires ................................................................................................... BFGoodrich Radial T/A five-leaf mid-eye springs replace the
Front / Rear: 235/60R15 standard springs, also for a 1-inch lower
height. They’re complemented with the
same-style Traction-Master bars used
by Shelby on the original G.T. 350.

32 HEMMINGS MUSCLE MACHINES

 There’s also a rear anti-sway bar It’s a roster of seemingly small
OWNER’S VIEW
where there wasn’t one originally and updates and upgrades that coalesce
the car received an upgrade from a very effectively in a car that em-
manual four-wheel-drum brake sys- bodies the essence of the restomod
tem to a power-assisted system with movement while keeping a very
front discs. It rolls on classic 15-inch stock appearance.
Magnum 500 wheels wrapped with “I’ve always appreciated the aes-
BFGoodrich rubber. thetic of an understated muscle car,”
“It really rides and handles well on Terry says. “If the chrome Magnum
the highway,” Terry says. “It’s very 500s didn’t look so good against the
easy to drive, and with the disc brakes red paintwork, I probably would have
and overdrive transmission, it’s great changed them for steel wheels and
on the freeway.” dog-dish hubcaps.”
Inside, the cabin remains essen- We think he made the right deci-

I
tially the same as the 1980 restoration, sion to stick with the Magnum wheels never could have imagined I’d
but also with a few Shelby-inspired and there’s nothing to fault with the own this Mustang for so long,
especially since I was a pretty
upgrades. There’s a 14-inch Moto-Lita philosophy that went into the car’s serious Chevy guy originally. Over
hardwood-rimmed steering wheel, build. What’s even more impressive the years, I just kept making im-
like the Cobras and early G.T. 350s is Terry’s 45-year commitment to the provements and I just kept driv-
used, along with a Shelby-style shifter Mustang and using it regularly. ing it. One thing led to another
and here we are, nearly 45 years
showing the transmission’s five- There are muscle cars with more later — and I wouldn’t trade a min-
speed pattern on the face of the knob. intrinsic value out there, and more ute of it. —Terry Godzina
There’s also a Shelby tach mounted power, but all that means little to an
on the steering column. Additionally, owner who has built a hands-on rela-
the stock, fixed rear seat has been tionship with a car that continues to or most unique car out there, but it’s
swapped for a fold-down seat and the pay dividends behind the wheel. strong, reliable, and I’ve done just about
original AM radio has been replaced “Horsepower isn’t everything,” everything to it myself. It’s an experi-
with a vintage AM/FM tuner. Terry says. “This may not be the fastest ence I wouldn’t trade for anything.”

ALL-NEW PUSH TO CONNECT

QUICK RELEASE STEERING HUB

Features: Benefits:
•Aircraft grade aluminum •Fast and smooth engagement
•Anodized black pull ring •Push to Connect, no pull ring
•Weld on Race, Bolt on OE Styles •Keyed Spline
•3, 5, 6, 9 Bolt •Made in the USA
•With or Without Horn •SFI Certified
IDIDIT, LLC., 610 S. Maumee St, Tecumseh, MI 49286 | 517-424-0577| ididit.com

OCTOBER 2024 HEMMINGS.COM 33

 BUYER’S GUIDE
1971-’72 DODGE
DEMON 340 BY JEFF KOCH • PHOTOGRAPHY FROM THE HEMMINGS ARCHIVE
ILLUSTRATION BY ROBERTA CONROY

ENGINE
The Demon 340’s LA-architecture V-8
TRANSMISSION
A floor-shifted three-speed manual
INTERIOR
Demon 340s shared the Duster 340’s
displaced (wait for it) 340 cubic inch- was standard but not common. The sportier gauge cluster for 1971. A
es. For 1971, with 10.3:1 compres- Hurst-shifted A-833 four-speed manual bench seat was standard (all-vinyl in
sion, it was advertised at 275 gross and A-727 TorqueFlite three-speed ’71, vinyl-and-cloth in ’72) with a tach,
horsepower; for ’72, with compression automatic were available as extra-cost bucket seats, console, and Tuff Wheel
dropped to 8.5:1, Demon 340 was options. all optional.
rated at 240 net horsepower.

34 HEMMINGS MUSCLE MACHINES

 OMEHOW, DODGE DIDN’T HAVE ITS OWN PONY CAR
to sell in the ’60s. It’s true: while Plymouth had the economy-oriented Valiant, which underpinned the
sporty Barracuda fastback starting mid-1964 (which famously beat Ford’s Mustang to production by a mat-
ter of days), Dodge had only the compact Dart, with its starchy sedan roof and shared mechanicals. Granted,
starting in 1968 that included the potent 275 horsepower 340-cubic-inch V-8 (as found in both the Barracuda
Formula S and, later in 1969, the Dodge Dart Swinger 340), but the Dart hardtop seemed more upright and formal than a
true sport coupe.

CHASSIS
In 1971, the Hi-Performance Axle
BODY
Demon 340 used the Duster’s semi-
BRAKES
Four-wheel drum brakes came stan-
Group A31 was optional on the Demon fastback coupe body, but the Dart’s, dard on all Demons, regardless of
340 and included a heavy-duty 3.91 fenders, hood, grille, and front bumper powertrain. Power assist was optional.
axle, Sure Grip differential, and the were installed. The ’72 Demon mir- Optional front-disc brakes, featuring
maximum cooling package. It wasn’t rored Dart changes for that year 11.04-inch rotors and Kelsey-Hayes
available with A/C, and it wasn’t across the board including grille, park- four-piston calipers, required power
offered for 1972. ing lamps, and side markers. assist.

OCTOBER 2024 HEMMINGS.COM 35

 1971 1972

By mid-1970, the landscape had There were minimal changes for the this. Despite (or maybe thanks to?) the
changed. Plymouth’s new E-body ’72 season— including a new grille name change, Dodge’s version of the
Barracuda was now based on the following the rest of the Dart line, a Duster soldiered on: Dart Sports were
larger B-body platform, with Dodge’s revised instrument panel, a flat-folding available with the 340 in 1973, and then
Challenger acting as its cross-divisional front passenger seat, and a single hood from 1974-’76 with a larger 360-cubic-
pony car sibling. So that settled the scoop for the 340 in lieu of the outboard inch LA-based V-8, which quietly kept
issue of Dodge’s pony car. But what twins seen on the ’71s. Base price rose the muscle car movement alive well
about a compact performance model? slightly to $2,759. It was also quietly into the emissions era. Many Dart Sport
While Dodge spent its meager Dart renamed the Dart Demon, with a Dart parts will swap onto an earlier Demon.
facelift budget on new front and rear nameplate appearing on the decklid. All of Mother Mopar’s A-bodies had
ends plus a suite of minor upgrades, The 340 was “retuned” for 1972, which a reputation for reliability; considering
Plymouth blew its allotted $15 million included a drop in compression; this the basic underpinnings were more than
on an entirely new fastback coupe body was also the point where a change in a decade old, the bugs had largely been
(rear quarters, decklid, semi-fastback power ratings went into effect. It all worked out by that point. The basic
roofline), and called it Duster. Valiant added up to the ’72 Demon 340 being Demon 340 driveline had been around
sales shot up 150 percent for 1970, rated at 240 horsepower. The 3.91:1 rear- since 1968, when it was introduced in
largely on the Duster’s back, helping to end ratio option was also retired. the formal-roof Dart GTS 340. A-bodies
propel Plymouth to third place in the For 1972, overall Demon sales halved, were also, even by early ’70s standards,
annual sales race. Over at Dodge, they to 40,000 sold, although once again just pretty basic cars. There wasn’t a lot of
raised their voices, stamped their feet, over 10,000 Demon 340s were built for cutting-edge stuff in an A-body that
and demanded their own version. the year; as an overall percentage of would confuse dealer technicians or
They got one, and they called it Demons sold, the Demon 340 doubled shade-tree mechanics. The greatest
Demon. It shared the Valiant’s 108-inch its importance in Dodge showrooms. threat to a Dodge (or Plymouth) A-body
wheelbase, received the new-for-’70 That’s a strong showing for the hot ver- was corrosion, which we’ll get into later.
Dart nose, and had vertically slotted sion, particularly as the whole muscle
taillamps rather than the Duster’s car movement was largely closing up ENGINE
horizontal rear light treatment. It shop. But compared to Plymouth’s The top Demon used Chrysler’s best
received all of the available Dart 53,000 Duster 340s sold through 1972 small-block performance option: the
options, except the Dart Swinger 340 with just a six-month head start, 340-cubic-inch V-8, which maintained
was replaced by the new Demon 340. Demon 340’s 20,000 units make it a far the 3.31-inch stroke of the 273 and 318
Dodge finally had a truly sporty- rarer beast today, despite the differ- but used a big 4.04-inch bore, which
looking compact competitor. ences being purely cosmetic. Today, it enhanced cylinder “breathing” for
Starting at $2,721, the Demon 340 means that on average, a Demon 340 is improved output and high-revving
loaded in the 275-horse 340 and added nearly ten percent more valuable than power. For 1971, the performance-
dual exhaust, a floor-shifted three-speed a comparable Duster, with the Demon’s oriented 340 also featured high-flow
manual transmission, 3.23:1 gears, Ral- average sale topping $50,000 for a ’71 X-code cylinder heads, large 2.02/1.60-
lye suspension, power front disc brakes, and $40,000 for a ’72. inch valves, shaft-mounted 1.50:1
E70-14 tires, and both body-length The Demon name went away for rocker arms, a hydraulic camshaft
stripes and a rear deck stripe. Inside 1973, replaced by the Dart Sport moni-
was an instrument panel with gauges ker; it’s oft reported that pressure from
and woodgrain appliques. Dodge sold Christian groups, unhappy with a car-
more than a quarter-million Darts over- toon depiction of Satan on a commer-
all in 1971; the sporty new Demon took cially available automobile, was at least
up a third of those sales. Just over 10,000 part of the reason why —though we’ve
of those were Demon 340s. only ever heard anecdotal evidence of

36 HEMMINGS MUSCLE MACHINES

 FALL AUCTION
OCTOBER 10-13 | SCOTTSDALE
PRESENT ED BY

1965 CHEVROLET C10 CUSTOM PICKUP “C10 SLAYER” // NO RESERVE

Powered by a built 900hp LSX B15 6.2-liter Chevrolet engine with a 5-liter
Whipple supercharger and 8-stack fuel injection on top, paired with a 4-speed
automatic transmission. World-famous three-time SEMA booth show truck.

SELL YOUR COLLECTOR CAR WHERE THE BIDDERS ARE

OVER 230 AUCTION RECORDS ALREADY BROKEN IN 2024
Consign today at Barrett-Jackson.com or call 480.421.6694 to speak to a consignment specialist.

Experience the Barrett-Jackson Auctions live ALL THE CARS, ALL THE TIME.
exclusively on A+E Networks’ FYI and HISTORY channels. Streamed live on Barrett-Jackson.com
 with 268/276 degrees of advertised forged crank. Electronic ignition became
PARTS PRICES
1972 hood scoop ............................... $409
duration spun by a double-roller timing standard on Demon 340s regardless of
Power brake booster .......................... $90
chain, a spread-bore Carter Thermoquad transmission.
1972 grille/headlamp bezels......... $697
four-barrel carburetor on an iron First, check the VIN: if it’s a real
Tuff Wheel steering wheel ............ $250
dual-plane intake, forged crankshaft Demon 340, the fifth digit will be an H.
Windshield .......................................... $180
and connecting rods, cast pistons with Check the trim tag for code E55, which
Rear quarter skin ................. $183-$211
full-floating pins, 6,000-rpm capability, also indicates a factory-340-equipped
Floor pan, full length....................... $260
and an advertised 275-horsepower Demon. Then make sure that your 340 is
In-dash tachometer ......................... $200
(gross) rating. With 340 lb-ft of torque correct for the car… and that it’s actual-
1972 front fender emblems ..... $110/pr
at a relatively high 3,200 rpm, the ly a 340, rather than a cheaper and more
Spark plug wires V-8,
340 invited high revs and aggressive common 318 or 360 stand-in. Evidence
date-coded ................................... $85/set
acceleration. These numbers are will appear on the engine itself. A “340”
Rebuilt 8¾ third member with
generally assumed to be hokum; 340s will be cast into the block, under the
3.91 gear and Sure-Grip.......... $1,795
were known to regularly top 300 hp on exhaust manifold and above the starter
Front-end rebuild kit....................... $320
factory dynos (the NHRA factored the if it’s the real deal. The passenger’s side
15x7 SBP Rally wheel ..................... $194
‘71 340 to 310 hp for Stock class racing), of the block, above the oil pan, should
Boar Grain vinyl top........................ $399
with the lower advertised number likely also have a number that corresponds
used for insurance purposes and so as with the VIN if the engine came with
not to dissuade would-be buyers of the car originally. There is a letter X TRANSMISSION
335-hp 383-powered models. cast into the head that should be easily AND DRIVELINE
Early in ’71, Demon 340s used a seen, though some heads may have a Demon 340s were offered with a standard
dual-point ignition on manual-trans- J instead. All Chrysler 360 engines are A-230 three-speed manual transmission
equipped models, with automatics externally balanced, so the harmonic (featuring ratios of 2.55:1, 1.49:1, and
getting single-point ignition. Electronic balancer can offer a clue with its cast-in 1.00:1) with a floor shifter. The extra-cost
ignition arrived mid-’71, initially on offset counterweight on the face. optional floor-shifted A-833 four-speed
manual-transmission Demon 340s, Because of the 340’s high-revving manual trans (with ratios of 2.44:1,
although other models quickly followed nature, it isn’t known to be a torquey 1.77:1, 1.34:1, and 1.00:1) was exclusive
suit. Also, midway through ’71, Chrys- stump-puller of an engine in the man- to the Demon 340 in the A-body line,
ler started painting its 340s blue; only ner of Mopar’s big-blocks. Remember and not available with other engines in
early ’71 340s will have an orange block. this during your test drive: you may the Demon line. The four-speed featured
A number of changes arrived for not get the expected snap of the neck a Hurst shifter. Each of these used a
1972, including: a change from gross to on launch that you thought you might. 10.5-inch-diameter heavy-duty clutch.
net power/output ratings, a compres- (Of course, gearing in the final drive Chrysler’s A-727 TorqueFlite three-
sion ratio drop from 10.3:1 to 8.5:1, will make a difference; see next heading speed automatic transmission (with
heads with smaller 1.88-inch intake “Transmission And Driveline.”) That standard 2.45:1, 1.45:1 and 1.00:1 ratios)
valves, and an advertised 240 horse- said, Chrysler’s 340—and really the used a 10¾-inch-diameter torque con-
power rating. On paper it’s not such a entire LA engine line from the era— is verter. Automatics were column-shifted
small drop in power— but consider- legendarily robust, with only regular unless the optional bucket seats and
ing both the gross-to-net revisions and maintenance needed to keep one run- console were ordered, in which case, the
the compression drop, we suggest that ning strong unless it’s been abused. If gear indicator appeared on the floor. If
this also points to the ’71 engine being something does fail under the hood, you want to check whether the trans-
stronger than was originally advertised. a plentiful parts aftermarket is avail- mission is original to the car, a piece of
Chrysler also started using cast cranks able to supply replacement (or possibly the VIN sequence was stamped on the
by mid-1972, rather than the earlier slightly more aggressive) hardware. passenger side of the trans casing.

1971 1972
38 HEMMINGS MUSCLE MACHINES
 Vintage Rally!

St. Paul, MN

The Race Starts At

The Iconic Back To
The Fifties Weekend
In Minnesota To Lake
Murray In South (start); Rochester, MN; Iowa City, IA; Springfield, IL;

Carolina!
Carmel, IN; Dayton, OH; Charleston, WV; Roanoke,
VA; Mooresville, NC; Lake Murray, SC (finish).

Old Brewery
 Chrysler’s transmissions have long
been considered durable and able to
stand up to mistreatment. That said,
pay attention during your test drive
that nothing actually has been abused;
the usual caveats about checking fluids,

WHAT TO PAY
noting slipping clutches, and feeling
the smoothness of shifts apply. Since
Chrysler’s transmissions share com-
ponents with the larger B- and E-body Low Average High
models, they are easily repaired and re- 1971 Demon 340 $10,000 $21,000 $39,000
built, even today. Plenty of aftermarket 1972 Demon 340 $9,000 $20,000 $35,000
companies offer clutches, shifters, and Add 10% for four-speed or sunroof, Add 5% for A/C in 1971 and 10% for 1972
other internal and external components,
whether you’re looking for factory-orig-
inal feel or something a little hairier. Naturally, you’ll also have to inspect BODY
Demon 340s received an 8¾-inch ring- the unibody for rot, and A-bodies are For decades, Dodge and Plymouth main-
and-pinion rear axle that was specific to prone to corrode in numerous places, tained different wheelbases between
the narrower A-body chassis. Regard- but for the chassis, make sure to check brands, even within the same chassis
less of transmission, Demon 340s used a the sections that mount the transmission family; Plymouth’s Valiant had a 108-
standard open 3.23:1 gear, with optional crossmember. This is where the torsion inch wheelbase, while Dodge’s A-body
3.55:1 and 3.91:1 gears available. (The bars are anchored, and all Chrysler cars Dart had a 111-inch wheelbase. The
3.91s were dropped for 1972.) A sizable are particularly prone to rot here, so Duster was spawned from the Valiant,
aftermarket for Mopar’s 8¾ axle has make sure the area hasn’t been poorly and maintained its 108-inch wheelbase,
even more gearsets to choose from. repaired previously. but when the Demon was spun off, it
Chrysler’s limited-slip feature, called Standard Duster 340 wheels were too retained the smaller dimensions. In
Sure-Grip, was available (not standard) 14 x 5.5-inch Rallyes with trim rings fact, from the cowl back, the Duster and
with any factory-installed axle ratio. The mounting E70-14 blackwall rubber. Demon bodies were largely identical
8¾ housing arrived in 1957, and any White-letter rubber and whitewalls down to the frameless door glass and
bugs had long since been worked out by were both optional; all three styles are pop-out rear quarter windows. Only the
the time the Demon 340 arrived; in cars correctly reproduced today. Remem- taillamps differed between Demon and
far lighter than those big Forward Look ber that all Demons will wear five-lug Duster, with Dodge choosing a series
leviathans, such as the A-body Demon, wheels with a small 4-inch bolt circle— of vertically slotted openings to reveal
the 8¾ proved suitably robust. known as “SBP,” or small bolt pattern recessed lighting. Dodge’s main contri-
among A-body fans. Larger B-, C-, and bution to the body was the Dart’s front
CHASSIS E-body Mopar wheels won’t inter- clip: hood, fenders, grille, and front
The Demon employed unit-body con- change. What’s more, there aren’t many bumper were all interchangeable be-
struction with a bolt-on front K-frame. SBP rear-drive offset wheels out there if tween the Dart and Demon. Door glass
Standard heavy-duty suspension for the you’re looking to customize, although was unique to Demons and Dusters. For
340 used thicker .87-inch torsion bars most wheel companies can make some- 1971, the Demon’s side marker lamps
and a .88-inch anti-roll bar up front, thing to your specifications. Also recall were different front to rear— the front
six-leaf rear springs, and HD shocks. that driver’s-side lugs and nuts will were the same as a Dart, while the rears
Power assist was optional for the 10- be left-hand-threaded (Chrysler finally were Duster pieces, but with a chrome
inch drum brakes. Front discs were also changed this in 1973, after Demons bezel rather than the body-colored
extra-cost. The 340-powered A-bodies morphed into Dart Sports)—something painted bezel used on Plymouths.
were popular for drag racing, as well to point out to the kids at the shop, Dodge offered a couple dozen colors
as stoplight standoffs, and the Demon’s should you choose to upgrade to new for the 1971 model year, including the
body allowed far wider rear tire options shoes or hand it off for maintenance. popular High-Impact hues (Limelight,
than the factory offered, so if you dis- Demons came standard with a Lemon Twist, Tor-Red, etc.), which
cover evidence of aftermarket traction 5.3-turns-lock-to-lock manual recircu- could have an impact on value if factory
enhancements, like slapper bars or an lating-ball steering system; the optional applied; make sure that your Go Green
adjustable pinion snubber, look deeper power steering had a quicker steering Demon 340 wasn’t originally Willow
for signs of abuse. gear for just 3.5 turns lock-to-lock. Green. For 1972, the only remaining

40 HEMMINGS MUSCLE MACHINES

 1971 1972
(and ’70-’72 Dusters) the taillamps are interior was refreshed for the year: new
mounted from inside the trunk, and the headliner, new upholstery, and side-
edges of the openings for the lenses in panel looks, and a standard vinyl-and-
the tail panel also frequently rusted. For cloth bench seat. An AM/FM radio was
Go-Wing-equipped models, check that it optional. Factory seating materials were
is well-mounted and not cracked. plenty durable, but reproduction seat
The good news is, there were hun- kits are available, whether your Demon
dreds of thousands of these cars 340 has a bench seat or buckets. Most
produced, if you include the Dusters trim pieces, gauges, door panels, and
High-Impact colors in the catalog were and later Dart Sports built through 1976 other trim are also available.
Hemi Orange and Top Banana. in the count. Many donor cars exist out
Hood scoops (with an accompanying West and the aftermarket sheetmetal PERFORMANCE &
blackout treatment for the hood), hood industry has issued reproduction panels RESTORATION PARTS
pins, and a rear spoiler (called Go-Wing) for these A-body models. Thanks to the enduring popularity of the
were all available at extra cost for ’71. 340 and other Chrysler LA-series small-
The scoops were functional, and let cold INTERIOR blocks, Mopar’s Direct Connection and
air into the engine bay, but they were Demon 340’s cabin was austere, with a thriving aftermarket have ensured that
not ducted to the air cleaner. Demon room for five advertised, but could be myriad parts are available to restore this
badging for ’71 consisted of decals, with made considerably sportier by checking engine to stock or modify it for perfor-
a decidedly non-threatening horned red the right boxes on the order form. For mance increases. Similarly, you can gear
mascot using his pitchfork to double as 1971, the Demon 340 shared the Duster a Demon 340’s 8¾ rear with a variety
the M in the Demon lettering, located on 340’s instrument panel, which itself of available gearsets and rebuild kits.
the front fenders and tail panel. Stripe had come from the late ’60s Barracuda. Upgrades for the A-833 four-speed and
kits are available. It featured two round gauges (and a TorqueFlite are available.
For 1972, an optional larger single smaller third centrally mounted nacelle) As the Pro Touring and restomod
scoop replaced the two smaller sepa- replacing the lower-line cars’ rectan- movements roll on, the Mopar A-bodies
rate scoops, with a new blackout hood gular speedo. A 150-mph speedometer have become popular subjects, and
treatment designed to work with the lived to the left, while the right housed the performance aftermarket offers
new scoop. The air cleaner design was gauges for fuel, coolant temp, oil pres- an array of suspension, steering, and
also updated. The Demon fender decal sure, and alternator. A tachometer was braking upgrades. We covered the
became an emblem, with the character optional and was installed in the small small bolt-pattern wheels earlier, but
banished and Dart nameplates added. centrally located pod. A bench seat was for modified cars, know that Chrys-
Side marker lamps were revised. standard, with buckets and console ler began using the larger and more
Demons were no better or worse at optional extras. The sporty Tuff Wheel conventional 5-on-4.5-inch bolt circle for
trapping moisture than any other car featured a padded rim, a trio of metal disc-brake-equipped A-bodies starting
of the era, which may depend as much spokes, and a padded horn button; it with the 1973 model year. Swapping
on where you live as anything else. On was an extra-cost option and required these parts on an earlier model, or using
cars not shielded from weather their power steering. Several radios were aftermarket alternatives, is relatively
entire lives, you can expect rot in the optional, all of them on the AM band. simple, though you’ll have to come up
spare tire well and in the lower quarter For 1972, the Demon 340 lost its spe- with a way to match the rear—new or
panels. The bottoms of the front fenders cial instrument panel, now making do re-drilled axle shafts are the most com-
are also commonly perforated, and the with lesser Demon’s rectangular speed- mon solution. This opens up options for
rockers usually follow suit. Floorpans ometer that ended at 120 mph. There wheel choice as well. However, repro-
must be checked and engine bay fender were also smaller gauges for alterna- duction Rallye wheels with the small
aprons—an integral part of the unit- tor, engine temperature, and fuel, and bolt pattern are available in stock 14-
body—will also commonly succumb warning lamps offering alerts for brakes inch and with wider-than-stock widths
to the effects of moisture. On Demons and engine oil pressure. The rest of the and also in 15-inch diameter.

OCTOBER 2024 HEMMINGS.COM 41

 TECH SPOTLIGHT:
Muscle Mustangs

NON-INVASIVE COILOVERS
VINTAGE MUSTANG BOLT-ON FRONT SUSPENSION, STEERING, AND BRAKE UPGRADES
THAT OFFER BIG PERFORMANCE IMPROVEMENTS WITHOUT MAJOR SURGERY
WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

A
T THE RISK OF OVERSTATING THE OBVIOUS, for early Mustangs (and other similarly suspended Fords,
the advantages of updating muscle-era iron with Mercurys, and so on), where the number of suspension
contemporary suspension, steering, and braking upgrades, brake kits, and the other trappings of restomod
technologies are almost innumerable. Contempo- and/or Pro Touring dreams have seemingly proliferated
rary coilover shocks and rack-and-pinion steering offer exponentially.
greatly improved ride-and-handling characteristics, while Some upgrades are largely bolt-ons, while others for early
larger disc brakes match big horsepower with greater Mustangs involve more invasive surgery, including cutting
stopping capability. out the factory shock towers.
Except for perhaps larger and heavier disc-brake com- “Many people end up building more capability into their
ponents, the upgraded suspension and steering systems car than it will need,” Jim says. “It’s important to be honest
can even bring a weight-savings advantage to cars that are with yourself about how you’re going to use the vehicle. For
typically nose-heavy in the first place. From a performance most people, it will be street driving with occasional trips
perspective, there’s no downside. to the track, and for that, a more racing-focused setup isn’t
“They deliver a night-and-day improvement in real- necessary. It’s also not very comfortable on the street.”
world driving,” says Jim Chatas, owner of Motorcity Grind, It was at Motorcity Grind that we got a hands-on look at
a Detroit-area shop focused primarily on building restomod solutions from Street or Track (SOT), which has carved out a
Mustangs and Ford trucks. “Even if you’re not going to unique niche, with contemporary upgrades designed to de-
spend much time on a track, these are upgrades —along liver the feel and responsiveness of a modern street car, but
with disc brakes —that will give the car a much more mod- which be changed up to yield a more serious Pro Touring/
ern and confidence-inducing feel on the road.” autocross/track-day experience.
From a cost-and-installation point of view, the picture Perhaps more importantly, the components are designed
gets a bit hazier. There are plenty of options for the more for easier installation, whether tackled at home or farmed
popular cars of the muscle car era, and while choices can be out to the pros. With the elements we covered in the project
great, they can also be paralyzing. That’s particularly true outlined in this story, there was no fabrication involved.

42 HEMMINGS MUSCLE MACHINES

 1

“In our experience, the parts work very well,” says Jim,
who has incorporated SOT into several builds, including
his own Coyote-powered retromod Bullitt tribute. “They’re

2
mostly bolt-ons, too, which makes installation a lot easi-
er—and because you don’t need a spring compressor with
the coilover conversion, their front suspension is even
quicker and easier to install than replacing stock parts.”
That relative ease of installation is all very intentional,
according to Street or Track’s founder Shaun Burgess.
“From the beginning, the vision was for these upgrades
to offer the capability of at-home installation, without the
need for a welder or fabrication,” he says. “For almost all
systems, that’s the case — and with our rear suspension,
the mounts are designed to be as easy as possible, even if
you don’t have a welder.”
We’ve focused on the front suspension upgrades for a
1970 Mustang project car at Motorcity Grind, which was
receiving a coilover conversion, a rack-and-pinion conver-
sion, and beefy disc brakes. In fact, it was in the shop for
a complete Pro Touring makeover that would also include
the rear suspension.
The immediate advantage of the coilover installation
was that it fit within the original shock towers, requiring
the drilling of only a few holes at the top of the towers to
attach the mounting plates. That saved time and money,
especially with the work farmed out to a shop. It was a

1. The project car is a 1970 Mustang that will receive a

Prestige Motorsports 427-cu.in. Windsor-style small-block.
Under construction at Motorcity Grind, the chassis was
painted “NASCAR gray” for the same reasons the racing
teams do— greater visibility for the components and any

3
leaks or issues that might manifest.
2. Here’s the stock front suspension and steering system
on another early Mustang, with its unequal-length control
arms, coil springs, and shocks, along with the old-school
recirculating-ball steering system. Updating these compo-
nents to coilover shocks and rack-and-pinion steering will
drastically improve control, responsiveness, and body roll.
3. The front coilover conversion starts with installation
of the upper control arm on one side of the chassis. The
mounting bracket attaches in the same holes for the
original control arm and the system can be ordered with
a “Shelby drop.” With this alteration, the pivot point of
the arm is lowered, for a more favorable camber gain — a
geometry improvement that helps keep more of the tire in
contact with the road in turns.

OCTOBER 2024 HEMMINGS.COM 43

 4
7
8
blessedly and comparatively simple job, including the
follow-up installations of the bolt-on rack-and-pinion
steering setup and the basics of the brake upgrade.
The only hitch for the coilover installation is it makes a
Coyote swap all but impossible. To accommodate its mile-
wide DOHC cylinder heads, slicing out the shock towers
is pretty much a necessity. But for those sticking with
Ford small-block, Windsor, Cleveland, or even FE power,
anything Blue Oval crammed between the shock towers
between 1964 and 1973 will fit with the SOT coilovers.
In the accompanying photos, we’ve outlined the high-
4. Next, the new 2-inch dropped spindle is installed with
lights of the installation in the accompanying photos, the lower control arm. Street or Track (SOT) offers the
which was truly a bolt-on affair. Value is always in the eye dropped version or standard height. Heck, even the original
of the beholder, but there’s a lot to like with the time- and spindle could be used. The dropped spindle allows 17-inch-
money-saving attributes of Street or Track’s components, and-larger wheels to clear the upper ball joint. On this ’70
especially for enthusiasts who are realistic about how their model, that means a 10.5-inch-wide wheel and up to 315-mm
vintage Mustang will be used. rubber, with only rolled fender lips and no flares.
5. Next, one of the front strut rods is bolted in place. It
attaches to the lower control arm on one end and into the

5
original strut rod on the other. 6. After that, the lower
coilover mount is installed on the lower control arm.
7. The strut rods are adjustable for dialing in caster— and
yes, the stock strut rods were also technically adjustable
for alignment purposes, but the threaded adjustment of
these SOT rods makes it easier to adjust at the track.
8. At this stage of the project, only rudimentary adjustments
need to be made with the strut rods — just enough to make
the car a roller and get it on a trailer to take to the alignment
shop. That’s where the actual adjustments will be made.
9. For 1967-’73 models, three holes must be drilled in the
upper spring pockets to attach the new upper shock mounts.
The black plate in the image is a template for making the
holes, which is included with the coilover kit. It also covers
the hole in the tower after the original shock is removed.
10. With the new holes drilled, the aluminum upper shock

6
mount drops into place. The shock-tower plate shown is
designed for use with SOT’s own export brace, but their
coilover uses the standard three-hole pattern, so other
export braces are also compatible.

10
9
44 HEMMINGS MUSCLE MACHINES
 YOUR DREAM CAR AWAITS
These and 30,000+ more await at Hemmings.com. Scan a QR code, then hit the road.

1967 Pontiac GTO Hardtop 1970 Ford Mustang Ex-Drag Racer

Asking Price: $65,000 Asking Price: $87,000

1963 Chevrolet Corvette

1969 Plymouth Hemi Road Runner
Split Window Coupe
Asking Price: $115,000
Asking Price: $155,000

1968 Dodge Dart GTS 1966 Oldsmobile 442 Pro-Touring Coupe

Asking Price: $75,000 Asking Price: $64,900
 15. When compared with that earlier image of the stock
suspension, it’s easy to see how much smaller the new
spring is with this coilover conversion. It’s lighter, too, which
is always good and there’s more shock-absorber motion, for
improved control. In short: It’s better in every measure.
16. Next come the brakes. SOT offers several sizes and for
this project, all will fit a standard Mustang drum-type spindle

11 12
for a disc-brake upgrade, either with or without the coilover
conversion. This part of the project starts with a mounting
bracket that’s bolted to the spindle. 17. After packing and
installing the inner wheel bearing and inner seal, a new steel
hub is slipped over the spindle’s snout. The outer wheel bear-

13
ing and hardware go on after that and they’re protected with
a screw-on dust cap. The wheel studs on this hub are longer,
for use with racing-style open lugs, but shorter, conventional
studs are easily swapped onto the hub. 18. After the hub is
in place, the caliper mount is bolted to the bracket installed
on the spindle. It’s a radial-mount design, meaning the
mounting bolts are perpendicular to the wheel axle rather
than parallel with a conventional axial-mount design. A radial
mount translates into a tighter, firmer feel at the pedal and
reduced flex under hard braking.

15 16
14
17
11. This is a notable example of how the coilover kit is
designed to minimize cutting or fabrication, as it includes
this aluminum spacer that fits over the original coil-spring
perch. The upper coilover mount will attach to it, eliminating
the need to cut out and remove the factory perch. Very nice.
12. Next, the shock mount is installed, fastened to the
bottom of the spacer, and tightened to the bolts dropped
in place with the upper shock mount on top of the shock

18
tower. Of course, the same procedure is repeated on the
opposite side of the chassis. 13. In goes the coilover
assembly. The shocks are from Bilstein and custom valved to
SOT’s specs, complete with digressive pistons. Three options
are available: Street, Sport, and Race. The Street version
uses the lightest spring rate and is the one recommended for
street and drag cars, while Sport would be for dual-purpose
street/track cars and Race would be full-time track/auto-
cross applications. For about $1,300 more, the kit is avail-
able with double-adjustable dampers that offer dial-in valving
for all three options and more settings between them.
14. Here, the lower part of the coilover assembly is tight-
ened on the passenger side, wrapping up the basic installa-
tion of the front suspension conversion. Threaded sleeves
on the shocks enable ride-height adjustments.

46 HEMMINGS MUSCLE MACHINES

 PERMANENT LIFETIME ENLARGEMENT?
Dr. Bross All Natural Liquid Works Faster Than Pills
Liquids absorb 98% and immediately goes into the body’s system.
Easy to use. Take with or without your favorite beverage.
Dr. Bross advises erection size can be 3 inches bigger and
can have enlargement for a lifetime when you continue to take
PRO+PLUS ULTIMATE LIQUID. Men of any age can achieve the
highest success rate in 1 to 2 months. Although liquid is shown to
Reach Your Maximum Potential. work faster than pills, some
What a difference men prefer pills and
3 inches makes PRO+PLUS ULTIMATE PILLS
are an excellent alternative.

PRO+PLUS ACCELERATOR LIQUID or CREAM

Customers tell us the Accelerator can speed up the time it takes
for male enlargement up to 50%. Easy to use. Works with any
I’m Brenda, My boyfriend Pro+Plus formula. You can feel the benefi ts immediately.
takes Pro+Plus Ultimate Liquid FREE WITH ONE YEAR SUPPLY OF ANY PRO+PLUS FORMULA.
while listening to the See Offer Online. PRO+PLUS XTREME
Maxer-Size Subliminal Audio
For Immediate Erections.
CD and satisfies me every time.
Effective Up To 12 Hours.
Super Formulas See FREE Special Offer Online Money Back Guarantee Preferable alternative to the blue pill.
SEXCITER LIQUID
Excites women better FOR THE FASTEST WAY TO RECEIVE YOUR ORDER: Order Online: WWW.ProPlusMed.com
than Spanish fly. A couple of Call us about our products. We’ll give you important information you can trust.
drops mixed with or without
her favorite beverage can Call our personalized service representatives:
increase libido.
ATTRACT-A-MATE Eve 707-931-1001 or Mari 707-684-1468
Human pheromone spray can PAYPAL us at our email: [email protected]
make women desire you. Customer service inquiries 1-747-230-5000 Se Habla Español
Mail Payment to:
Avid Pro Medical 410HMA www.ProPlusMed.com
22287 Mulholland Hwy Box #416, Calabasas, CA 91302 Pro+Plus Liquid or Pills Liquid Pills
 Check  Money Order  Cash
Original Advanced Ultimate
Name (Print. I am over 18 and agree to the terms of ProPlusMed.com)
Results in Can gain up to Can gain up to
Address / City / State / Zip 3-4 months. 50% in length 50% in length &
& width in width in
PRO+PLUS XTREME 2-3 months. 1-2 months.
___ 1 Bottle (5 Capsules) $15.00 $______
___ 1 Bottle 60 Capsules $50.00 $______ 30 Days plus 30 Days FREE  $50  $60  $80 $
PRO+PLUS ACCELERATOR LIQUID $25.00 $ 60 Days plus 60 Days FREE  $90  $110  $140 $
PRO+PLUS ACCELERATOR CREAM $25.00 $ Dr. Bross Recommends One Year Supply To Reach Your Maximum Potential.
SEXCITER LIQUID to Excite Women $25.00 $  $170  $210  $240 $
ATTRACT-A-MATE Pheromone to Attract Women $25.00 $ Shipping, Rush Service and Insurance $20.00 VALUE ONLY $ 14.95
MAXER-SIZE SUBLIMINAL AUDIO CD $29.95 $ Total Enclosed $
©2021 Avid Pro Medical. Individual results may vary. These statements have not been evaluated by the FDA. This product is not intended to diagnose, treat, cure or prevent any disease. V212

OCTOBER 2024 HEMMINGS.COM 47

 20
19
19. For this project, the rotor is a 14 x 1.25-inch vented
and slotted disc produced by Street or Track. It’s a two-
piece design with the rotor’s ring bolted and safety-wired to
the center section. The rotor slips over the hub; threading
a single lug nut against the rotor will help hold it in place
while the caliper is installed. 20. That caliper comes next.
This one is a six-piston design with an aluminum housing.
It also features differential piston bores designed to resist

21
tapering of the pads. 21. And there it is — one side of the
brake system has been installed. The other side comes
next, while the car will also need to be plumbed with new
brake lines and fitted with a new master cylinder. Those
projects will come later in the car’s build.

22

22. The final stage of this front-end makeover is replacement of the original recirculating-ball steering system with a
simpler and more direct-feeling rack-and-and pinion setup. SOT’s is a custom-made system designed to bolt into the
Mustang’s original cross member. It can be tailored for manual steering, conventional hydraulic power assist, or even
speed-sensitive electric assist.

48 HEMMINGS MUSCLE MACHINES

23. Notably, the rack-and-pinion as-
sembly is mounted on a heavy-gauge
length of iron that replaces the stock
tubular crossmember. From a perfor-
mance standpoint, that means the
chassis loads remain supported and
the rack itself doesn’t carry chassis
and steering loads. There are differ-
ent crossmember styles for different
Mustang models, such as those with

23
air conditioning or a big-block engine,
so the applications for this steering
system are very specific. SOT has
10 versions for Mustangs alone, plus
versions for other Ford models.

SOURCES:
Street or Track
248-432-1827
streetortrack.com

Motorcity Grind
248-495-3965
facebook.com/motorcitygrind17 Premium Steering Components

24

24. Shortly after the suspension,

brakes, and steering systems were
fitted, the Prestige Motorsports-built
engine and Modern Driveline-supplied
FETIME
Tremec transmission were installed. In
NTY
LI

this photo, the front suspension is still

WA R R A
waiting for the addition of the anti- • •
Steering You In The Right Direction
•

roll bar, but the overall installation is

otherwise complete. After the bar is
installed, wheels will be bolted on the Pumps • Gears • Valves • Cylinders • Couplers
car, and it will be whisked off to the www.LaresCorp.com • 800-555-0767
alignment shop to dial in the caster,
camber, and toe positions.

OCTOBER 2024 HEMMINGS.COM 49

 ON LOCATION SPOTLIGHT:
Muscle Mustangs

FOUR-EYES, AEROS, AND MORE CELEBRATED AT THE 2ND ANNUAL MOTOR CITY FOXFEST
WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

50 HEMMINGS MUSCLE MACHINES

 S
OUNDS EVOKE MEMORIES.
It could be the crack of a
baseball bat or the opening
theme to a classic TV show,
but sounds can transport us back to
another time.
For car enthusiasts of a certain age,
few sounds were more recognizable
30 years ago than the deep twang of
Flowmasters on a 5.0-liter Mustang or
the whistle of an early Vortech blower.
They were as common and as preva-
lent as the Friends theme song.
Those ubiquitous sounds of perfor-
For the second year, the Motor City Foxfest was held on the grounds of the Ford mance faded with time but flooded
World Headquarters facility, in Dearborn, Michigan. The event drew more than back at the Motor City Foxfest—a
600 four-eyes, aero cars, and almost all the other Fox-body variants, along with
celebration of all things Fox-body. It
more than 50 vendors.
was conceived only a couple of years
ago and has quickly turned into a
phenomenon, as the second-annual
event drew more than 600 cars and
more than 50 vendors to the grounds
of Ford World Headquarters, in Dear-
born, Michigan.
“There was nothing locally dedi-
cated to Fox-bodies,” says Foxfest co-
founder Bill Butler, a Ford employee
and Fox-body restorer who conceived
the event with Glynn Robitaille. “It
was entirely a passion project to bring
together good cars and good people
to have a good time with the cars that
fuel our passions.”
The Fox-body architecture, of
course, had a very long production
Richard Gies bought this 1979 Indianapolis 500 Pace Car replica in 2002 and run. It started in 1978 with the Ford
restored it himself. It was repainted and fitted with new graphics. Under the Fairmont and ran all the way through
hood is the car’s original 2.3-liter turbo powertrain.
2004, with the fourth-generation
(SN95) Mustangs. More than Mus-
tangs and Fairmonts, there were Mer-
cury Capris and Zephyrs, two genera-
tions of Fox-body Thunderbirds and
Cougars, along with the Granada,
Marquis, LTD, and several Lincolns.
Most iterations were represented at
the show, making it a nostalgic blast
of the Eighties and Nineties, when the
Fox Mustang exploded into a cultural
phenomenon and triggered an all-new
niche in high-performance parts, ac-
cessories, and drag racing.
“It was great to see so many unique
cars at the show,” Bill says. “There’s
so much history to the Fox-body
and bringing it all together here is
From NPD’s stunning collection was this 1993 Mustang GT convertible, which
very satisfying to those who live and
was the very last of the third-generation Mustangs built. It rolled off the line in
August 1993 and NPD bought it new.
breathe these cars.”

OCTOBER 2024 HEMMINGS.COM 51

 At its Mexico City plant, Ford built Fox-body Mustangs
from 1979-’84, using a mix of Mustang and Capri body
Saleen Mustang collector Stu Akers showed this stunning components. This 1982 Mexican Mustang wears a Capri
1984 example in Bright Copper Glow. It was the second nose, hood, and taillamps. It’s powered by a 302-2V
Saleen Mustang ever built and the first sold to the public. engine with a four-speed transmission.

Jim and Kelly Smith showed this 1982

Capri Black Magic, which has a 302
and four-speed transmission. Black These three Mustang Cobra R models span the Fox era. Each is serial
Magic production totaled only 1,379 for number 001 of its respective production run and they’re part of Ford’s
the year. Jim’s father was the original collection of historic vehicles. From left to right: the 2000 “New Edge;” the
owner, and it has been restored. 1995 — an early SN-95 design, and the 1993 late Fox-body.

The SVO wasn’t the only Mustang

This 1987 Mustang GT convertible Another rare Fox intended for the with the EFI 2.3-liter turbo. There
was on the leading edge of track was this “41C” 1986 Mustang was also the 1983-’84 GT Turbo.
performance in the early days of SVO Comp Prep model, which was Todd Lane brought his ’84 GT Turbo
5.0-liter racing, especially when stripped down at the factory with convertible, which is one of 731
it came to turbos. The car was the elimination of the radio, the air produced for the year.
then owned by Jason Betwarda, conditioning, power locks, and power
who came to be known as “Racin’ windows. Just more than 80 were
Jason” as the Mustang became an produced for the year.
increasingly serious drag car. Later,
Mike Ragusa took over as driver, Right: Police-package “SSP” models
and at one point the convertible was comprise an entire sub-genre of the
considered the fastest 5.0 Mustang Fox-body world and a strong contingent
in the world. Betwarda died testing was on display at Foxfest, including
another car in 1999, but the iconic these Michigan and Missouri state police
convertible has been preserved and vehicles, both which were shown by
was shown by Mike Charles. collector Mike Patterson.

52 HEMMINGS MUSCLE MACHINES

 AUCTIONS INVENTORY UPDATED DAILY

1968 Chevrolet Corvette Convertible

Sold for $121,801

1967 Shelby GT350 1970 AMC AMX 1996 Dodge Viper GTS
Sold for $106,575 Sold for $63,525 Sold for $67,200

ru R ru R ru R
th FE th E th FE
l d F o ld OFF ld F
O
So E
O S E So E
AK A K AK
M M M

1930 Ford Model A

1970 Chevrolet Chevelle Convertible 1970 Dodge Challenger T/A Blown Hemi Tudor
Sold for $220,000 Sold for $108,150 Sold for $54,600
 Only 439 1985 Mustang SVOs
were produced, and this one is build
An appearance by Steve Saleen was accompanied by a comprehensive number 429. It’s also the last one
collection of his namesake performance models. produced in Oxford White.

Dave Stinson has owned this con-

Jasen Ramsey just finished this vertible for 24 years. It epitomizes
gorgeous Capri RS, which is one of the performance and styling
only 27 in Light Desert Tan with upgrades that continue to drive “Terminator” Cobras made a strong
a Walnut interior. It’s powered a niche of the hot-rodding world showing, representing the New Edge
by a Roush-built, solid-roller 357 after more than 30 years. Along era of the SN95 Mustang generation
Windsor, which is backed by a TKX with the exterior updates, there’s a that used a modified version of the Fox
five-speed. Vortech blower under the hood. platform.

Between 1987 and ’93, Saleen

Dee Lewis had one of the cleanest- produced only 59 Mustang coupes,
looking coupes at the show and while including car #88-0542, which was
many of the other modified cars shown by Mike Pikelis. It has been
were Coyote-swapped, his relied on Mustangs roll in to the Motor restored and wears later wheels,
a turbocharged 393-cu.in. Windsor City Foxfest, at Ford’s global which are said to deliver better
making around 740 horsepower. headquarters in Dearborn. handling.

Another preserved vintage drag car at the show was Stacey Clark’s distinctive 1983 Capri wears graphics
this ’93 Cobra that was driven by Roger Niemiec and inspired by the Mercury Motorsport Capri, while the
powered by a Motorsport/SVO 351 H.O. crate engine. chassis and suspension were updated with UPR parts,
The car was a competition regular and appeared in the Cobra brakes, and coil-overs. The 18-inch wheels are the
Motorsports parts catalog, back in the day. 0.66 model from 3DSM and have a retro racing look.

54 HEMMINGS MUSCLE MACHINES

97% OF OUR

BUYING
LISTINGS
AREN’T IN THIS

SELLING
MAGAZINE.

AUCTIONS
VALUATIONS
BUT THEY’RE ALL WAITING ON

PAY + TITLE
SHIPPING
INSURANCE MARKETPLACE

dream collector car, there’s no better

place than Hemmings.com, home to
30,000+ listings of every kind. So go
FINANCING

ahead. Explore the world’s largest

collector car marketplace. Because it
was built for drivers just like you.
 ASK RAY By Ray Bohacz and so on. The engine should be indifferent ground. Most windshield wiper motors have
to the tapping. Other thoughts are that an a constant voltage supply while the ground
DODGING THE PROBLEM EGR valve is sticking open. That would only path is controlled.

Q: I have a 2000 Dodge Ram 2500 with

200,000 miles on the clock. It has a
5.9-liter gasoline engine. I bought it new,
stall the engine when the throttle is released
or possibly, a fuel pump. I once had a Ford
Tempo that did the same thing, and it was
The proper mindset when working with
electronics is to accept that in most in-
stances, there is no predictor of how the cir-
and it has been meticulously maintained. I the fuel pump. Please let me know what cuit will respond with a poor ground. How-
am having one of those dreaded problems: you find. ever, a lamp is different—it will be dim. In
an intermittent engine shutoff. It does contrast, a sensor or dashboard panel may
not do it every time it is driven (hence the THE GROUND IS GOOD! do some very strange things when faced
intermittent). The computer was replaced
around 120,000 miles several years ago.
Sometimes it will go a week or more and not
Q: I want to thank you for all the help
you have given the readers of this
magazine over the years. You often mention
with a poor ground. Do not jump to conclu-
sions—assign values. This is especially true
when it comes to older cars since most work
happen. The curious thing is that, when it ground circuit checking. A while back in on low voltage and cannot tolerate even a
happens, it’s almost always at or near when HMM you wrote an in-depth response to marginal ground circuit without skewing.
the thermostat opens. a reader about EGR function. Would it be Poor ground circuit issues are not limited
No lights come on the instrument panel possible for you to do something like that to advanced electronics. The protocol will
when it shuts off. You can coast down and on ground circuit checking here in your Ask be just as effective on an antique car or any
pull off the road, put it in park, shut off the Ray column? I would certainly appreciate other piece of equipment that may call for a
ignition, and start it back up and it will run it and I am sure there will be other readers check of the ground circuit.
fine the rest of day with no issues. All sen- who will too. Thank you for your consider- Many of you may already be checking
sors that would cause an engine shutdown ation of my request. ground circuits and using an ohmmeter to
have been replaced. I cannot help but Dr. Bill Kitchell do so. That may be the way you were taught,
believe it is somehow temperature-related Cheyenne, Wyoming but these findings can often be misleading.
but cannot tie it down to that for sure. All Let me explain.
diagnostic tests show nothing faulty. No
check-engine light comes on when it shuts
off. It runs like the day I bought it, if not
A:
Thank you for your kind words. Here
you go:
When trying to figure out why an elec-
An ohmmeter has no polarity and uses
an internal battery to send a minute volt-
age into the circuit or component being
better. I had a diagnostic tester connected trical device is not functioning, most of tested. By definition, ohms are a measure of
when it shut down once, and it showed us apply the logical step of grabbing the opposition to current flow, so this mea-
nothing. Any thoughts? All the mechan- voltmeter and checking the power supply. sure should only be employed to confirm
ics I have talked to have been of no help. I The conventional wisdom is, if it has power, continuity or the resistance specification
keep thinking one day it is going to shut off it should work. If not, the problem must be of a part such as a sensor or motor winding.
and leave me somewhere, but I am trying in the component—however, that’s a faulty A zero reading means no opposition to flow,
to avoid that. Any ideas on what to look for logic that can often lead us astray. But and infinity represents an open circuit.
would be appreciated. confirming the input voltage is only half of Anything in between can be thought of as
Jonathan Kelly the equation. A DC circuit needs a proper an electrical version of frictional flow loss
Via email ground to function correctly. through a pipe.
When confronted with an electrical The problem with checking a ground

A: Problems such as this are always at

best a guessing game until, as you
stated, it dies permanently. Though you do
device that is either not working or show-
ing misbehavior, the proper protocol is to
confirm the input voltage with an accurate
circuit with an ohmmeter is that it does not
represent the ability to carry an electrical
load. A ground can check out with zero
not want to get stuck somewhere, it would meter. Every device has what is defined as resistance yet still be poor.
be a blessing since you would be able to find a threshold voltage—the minimum voltage You can prove this to yourself with a
out once and for all what is wrong. required for it to function. The electrical small piece of stranded battery cable. Pull
You say no panel lights come on when it system in most cars is designed to operate back the insulation and separate one of the
stalls—do you mean there are no “telltales” on 12 volts, but the alternator will put out wire strands. With the ohmmeter set on the
that come on as you coast to the side of the between 14 to 15 volts. The circuit needs lowest scale, connect one lead to the single
road? If that is so, then that is your clue. to be confirmed for a low- or high-voltage strand and the other to the complete wire
The vehicle is losing voltage and most likely condition—either will cause an issue. If the on the other end. It will show continuity.
from the ignition switch. If the oil pressure voltage is correct, then your attention needs Now take the single strand and reconnect
and other warning lights are on and stay on, to be focused on the ground side of the it with the others and retest. The ohm-
then you need to take a different approach. circuit. meter reading will be almost the same, if
I would do a tap test of the ECU and A circuit can have either the voltage not exactly the same. But you know that if
other components with the truck running supply or the ground switched on and off. it were a circuit with a high electrical load
at idle. Use the handle of a screwdriver and A headlight circuit, for example, tradition- such as the starter motor, the engine would
aggressively tap the ECU, coil, connections, ally has the voltage switched and a fixed never crank through one strand of copper

56 HEMMINGS MUSCLE MACHINES

wire. For this reason, using an ohm test being that, depending on the car, you may in a rusty and corroded connection where
to confirm a ground circuit is somewhat need to make up a very long lead with alliga- the wire attaches to metal. Another problem
flawed. The only accurate method to check tor clips on the end to reach the negative is paint under the connection; a real issue
the ground is with a voltage drop test. battery cable. Keep a spool of inexpensive with restored cars that are made to look
The easiest way to think of a voltage automotive-type wire in the shop and you pretty. Other concerns are corrosion in
drop test is to liken it to an on ramp for a will be able to check anything. the connector from the wire and broken
highway. If the traffic flow is smooth and The test procedure is very simple. The strands.
not too busy, then there are no cars backed circuit that is being tested must be powered When replacing a connector, even a
up waiting to merge. If the opposite is true, up and activated, so you may require a crimp-style design, it should always be
then there is a traffic jam. helper. backed up with solder and either a shrink-
The voltage drop test measures the traffic Place the meter’s negative lead on the wrap or good quality electrical tape. Corro-
jam of electrons waiting to get to ground. If battery negative cable and the positive lead sion that migrates between the wire and the
the ground path is good, then there are few on the ground being tested. Activate the cir- connector will add resistance to the ground
electrons waiting there. But if the ground cuit and read the meter. A good ground will circuit. All paint should be removed under
has high resistance, then there is a large have a maximum of 2⁄ 10 (0.20) of a volt on the ground lug area and the connector
traffic jam. the circuit. Anything more than that and the treated with dielectric grease.
Instead of counting cars waiting to merge ground is poor. To check the battery ground, Confirming ground circuit integrity is
on the highway, we are looking at volts. connect the negative lead of the meter to quick and easy. It will help prevent prob-
This test identifies the true effectiveness the negative post of the battery and the lems. Most grounds go bad over time unless
of the ground circuit while an ohm reading positive lead to the engine block ground and the wire suffers a break. Thus, a circuit that
will not provide that picture. If the circuit have a helper crank over the engine. The worked one day may not function the next
is completely open, then the ohmmeter will same specification will hold true. since the resistance increased to a critical
show that by reading infinity, but that is When dealing with advanced electronics, level.
rarely the case. Most ground-related electri- ask the manufacturer for the ground-drop
cal problems on cars are traced to a poor specification they require. With a low-volt- Send your troublesome tech
ground—not an open one. age circuit, a reading over 1⁄ 10 of a volt may questions to: [email protected]
or Ask Ray, P.O. Box 2000,
It is very easy to perform a voltage drop be a problem. Bennington, VT 05201
test on a ground circuit. The only issue Most ground problems on cars are rooted

KNOW YOUR CAR’S WORTH

Get a personalized valuation from our experts.

SCAN THE QR CODE OR VISIT HMN.COM/VALUATIONS

OCTOBER 2024 HEMMINGS.COM 57

 SWAP MEET By Jim O’Clair
or John Mummert (part# DP-9425-LR). TH350, TH400, 4L60E, or TH700-R4. The
T-BIRD HOLLEY TEAPOT SWAP With Thunderbird hood clearance, the low- kit (#OL-303) contains an adapter plate

Q: I have a 1956 Thunderbird that under-

went a two-year body-off restoration
back during 1987-1989. As the previous
rise manifold is the way to go. These will
accept Holley carburetors for newer
applications. CASCO offers a spacer/adapter
for 1949-’64 Oldsmobile and Cadillac V-8
engines, as well as a crankshaft adapter, a
torque converter drive plate, and a crank-
owner kept it in a climate-controlled garage, that changes the bolt pattern on your shaft spacer. You would reuse your existing
it is still beautiful today. The vehicle has original manifold to accept a Holley non- Slim Jim flywheel but replace the outer ring
a rebuilt factory 312-cu.in. Y-block V-8 spread-bore carburetor with electric choke, gear with the included 166-tooth gear.
with the Holley 4000 “teapot” four-barrel part #9A589-HB-EC. CASCO also offers a Speed Gems
carburetor, model 1061NE. It also has a fac- 465-cfm Holley model 1848-3 (part # 9510- 763-767-4480 • transmissionadapters.com
tory rebuilt Ford-O-Matic transmission. The EC), and it is recommended that you also Performance Automatic Transmission
vehicle has some modern upgrades such as purchase their fuel feed line (Part# 9520) Center
Pertronix ignition, Classic Auto Air A/C, and to address the issue of fuel inlet location on 888-877-1008
a U.S. Radiator dual-electric-fan radiator. the earlier applications. You can also source
I would like to swap my teapot carburetor 4160-series Holleys from many other sup- HIGH-NICKEL COMMENTS
(with its infamous reputation for backfiring)
to a modern four-barrel, preferably with an
electric choke (the previous owner convert-
pliers but be aware of the fuel inlet tricki-
ness and choose your cfm wisely.
Classic Auto Supply Company
Q: I would like to refer to your comment
that the only way to determine if a
small-block 350 is a four-bolt-main block
ed the current teapot to a manual choke) 800-374-0914 • classictbird.com is to pull the oil pan. I disagree, as I have
to improve starting and drivability. Can this John Mummert rebuilt, worked on, and serviced many 350
be done with the original intake manifold, 619-596-0312 • ford-y-block.com Chevy small-block four-bolt-main engines.
or would I need to swap the intake as well? It is simple: if you look at the timing case
If so, are there intakes out there that are “SLIM JIM” TRANS SOLUTIONS cover, at about the 11:00 position, above the
compatible with the 1956 312 V-8 Y-block?
Any help with this endeavor will be greatly
appreciated.
Q: I own a 1963 Oldsmobile Starfire two- timing case cover there is a 1/8-inch pipe
door hardtop with the 394-cu. in. V-8 plug. That pipe plug was in every small-
engine, and I am wondering if there are block 350 four-bolt-main engine I ever
Tim Sessions any newer transmissions I can install to disassembled. The plug was not present
Via Hemmings.com replace the original “Slim Jim” automatic. on any two-bolt-main 283, 302, 307, or
It is becoming difficult to find a knowledge- 350 engines that I have encountered. The

A: There are several ways to go about this

swap; however, each should be consid-
ered with this footnote:
able mechanic who can service this early
transmission. The bellhousing is part of
the block, and the transmission uses no
interesting thing is that the orifice above the
timing case cover at 11:00 was the source of
the oil filter feed line for the 265 engines,
The 1954-’56 ignition distributors operate torque converter, making conversion even as the 265 engines had an external oil filter,
differently than the later-model Y-block more difficult. not a full-flow filter that came into service
distributors. The timing advance is vacuum- Arthur Urban on the 283.
regulated, rather than centrifugal, and the Via Hemmings.com Regarding the nickel content, our boring
4160-series Holleys, a popular upgrade, bar ran all day, boring out lots of small-block
cannot be used as your vacuum source, so
when you talk about the Pertronix up-
grade, we are not sure if you got just the
A: The GM automatic transmission com- engines, and no one ever indicated that a
monly referred to by enthusiasts as the certain block gave the boring bar a hard time.
Slim Jim was officially named Roto Hydra- I am a subscriber to three Hemmings
breaker-point upgrade kit for the original matic and used by Buick, Olds, and Pontiac publications and send one to my grandson
distributor or changed to a complete 1957-up in some models from 1961 until 1964. It was as well.
Pertronix distributor kit. Whether you decide never known for reliability and it’s common Joseph M. Champion IV
to change intake manifolds or to use an for owners of cars so equipped to be inter- Via email
adapter plate to allow your intake to accept ested in swapping to a newer, stronger, and
the newer-series carburetors (both options more easily serviced transmission. All discussions in this column
regarding repairs, conversions, parts
are available), the issue with the distributor Sadly, two of the best resources for swaps, etc. are offered as suggestions.
must be addressed. The easiest way to avoid classic Oldsmobile transmission conversion Performing any such work should be ac-
companied by thorough research to verify
this conundrum is to change to a post-’57 parts, Tanson Enterprises and Dave Smith proper parts compatibility and procedures
centrifugally advanced distributor when you Engineering, are no longer in business. to achieve a safe, functional result.
We welcome any and all questions
change carburetors and/or manifolds. Both sold Slim Jim-to-Chevrolet automatic related to suspension, brake, engine,
Acceptable 1957 and newer Y-block adapter kits for many years. You can still differential and transmission upgrades.
Email us at [email protected]
intake manifolds that can be used are Ford purchase a changeover kit from Speed or submit inquiries to our Facebook page,
OE# ECZ-9425-B or an aftermarket mani- Gems or get its kit through Performance www.facebook.com/HemmingsNews or
our website where comments can be made
fold such as those offered by Classic Auto Automatic Transmission Center. The con- at the bottom of dozens of previous Swap
Supply Company (CASCO, part# 9424-7AL) version kit allows you to install a later model Meet articles posted there.

58 HEMMINGS MUSCLE MACHINES

 POWERED BY
KEYSAVVY

No more trips to the bank. Hemmings

now offers the safest, easiest and fastest
way to transfer funds and titles in the
collector car community. From secure
online payments, scam protection, to
DMV paperwork – We’re here to get
drivers on the road, everywhere.

GET
STARTED
 GEAR
By Mark J. McCourt
*Prices shown are presumed accurate at the time of printing.
Please confirm with seller prior to purchase.

1972 DODGE DEMON 340 GSS

HEMMINGS • 800-227-4373 X 79550 • HEMMINGS.COM/STORE • $114.99
Mr. Norm’s Grand-Spaulding Dodge was a powerhouse in the world
of high-performance Mopar dealers, and this Chicago-based retailer
enjoyed more than a decade of building, racing, and selling some of the
hottest Dodges of the muscle car era. This new 1:18-scale collectible (item
AMM1294) celebrates a GY8 Gold Poly-painted 1972 Dodge
Demon 340 GSS, which added a Paxton centrifugal
supercharger, revised 850-cfm Carter carburetor, and more
to the standard Demon 340 to boost horsepower to 360.
It’s believed around 100 examples were built that year,
and AutoWorld’s diecast model is faithful to the original
cars’ boldly scooped hood and the forced-induction V-8
underneath. Swing open the doors to see the manual shifter and
bucket seats, and marvel at the legible Mr. Norm’s stickers on the
quarter windows and trunk. The model also features a lifting trunk lid,
and its undercarriage is detailed with front torsion bars/rear leaf springs,
dual exhausts, and factory-style overspray. Dodge fans will love it.

CAMARO BY CHEVROLET CAP

CAR SHOP INC. • 800-235-2470 • TRUCKANDCARSHOP.COM • $17
Chevrolet’s hot-selling entry in the pony car market quickly established itself as
a formidable force, and by the time the first-generation Camaro was replaced,
it had already sold nearly 700,000 examples. The stylishly swoopy “Camaro
By Chevrolet” script badges decorating early second-generation models are
reproduced in three-dimensional stitching on this handsome unisex baseball cap.
Made with a breathable blend of cotton and polyester, it comes in four colors —
Blue (67-19851), Black (67-19850), Gray (67-19852), and Red (67-19853) — and
features Velcro-adjustable sizing to fit any adult head. You can find this personal
accessory and others among hundreds of 1967-1981 Camaro components in Car
Shop Inc.’s 250-page catalog filled with Genuine GM and reproduction parts.

QUARTER-MILE CORVETTES
CARTECH INC. • 800-551-4754 • CARTECHBOOKS.COM/CT698 • $36.95
The racing history of Chevrolet’s gloried sports car is writ boldest on road courses,
where Corvettes have done battle on vistas racing from SCCA A/Production to the
famed factory assault on Le Mans. But virtually from Day One, everyday Corvette
owners have modified them, jacked their powertrains, and taken them into combat on
literally every dragstrip that ever existed. This softcover work of history, running to
192 pages, and positively crammed with vintage photos, tells that vital story. Author
Steve Holmes, a racing historian from New Zealand, takes the reader on a journey
with Corvette at the drags that runs deeply through the solid-axle and third-generation
eras of these cars, reviewing ’Vettes in classes ranging from modified Sports Produc-
tion through Super Stock and, naturally, Funny Cars. The text is offset by capsules of
memorable Corvette racers and their cars, including Bo Laws and Dave Strickler. For
Corvette fans, this is a gotta-have title about an underreported history. —Jim Donnelly

60 HEMMINGS MUSCLE MACHINES

NEED TO SHIP
YOUR COLLECTOR
CARGO?
We’ll deliver a free quote today.

SCAN THE QR CODE OR VISIT HMN.COM/SHIPPING

REACH MILLIONS OF BUYERS.

SELL YOUR CLASSIC CARS, TRUCKS, PARTS AND MORE.

21M 60% 200K+ 87%

We have an average of We own 60% of the classic car Subscribers to our Took some form of action as a
21 million page views market industry Hemmings Daily email result of reading Hemmings
per month

“The ad worked out great, the car is SOLD! Please thank anyone and
everyone at Hemmings—it is the BEST online car site EVER! Best wishes
to all of you for continued success. I will be HAPPY to recommend you!”

– Seller of a 1980 Triumph TR8

OCTOBER 2024 HEMMINGS.COM 61

 THE GOODS By Tom Comerro
*Prices shown are presumed accurate at the time of printing.
Please confirm with seller prior to purchase.

ARMREST ACTION
ORIGINAL PARTS GROUP • 800-243-8355 • OPGI.COM • $76.99
If you’re looking to spruce up or even fully restore your car’s interior, these
new armrest kits are a great way to facilitate the project. Each kit comes with all
the necessary components, pads, and hardware to replace your old armrests.
The front armrest bases are compatible with 1968-’72 intermediate A-body
models, as are the pads, which will also fit the full-size Catalina models. The
base pads for the rear armrests are fitted with chrome trim and ash trays for
1968-’69 Chevrolet, Olds, and Pontiac models. Specify which color you need
when ordering; ask about p/n CH37373 for more details.

MODERN MUSTANG SUSPENSION

RIDETECH • 812-482-2932 • RIDETECH.COM
$3,610 (AIR SUSPENSION); $3,895 (COILOVER SYSTEM) STARTING
Lower the stance of your 2015-’24 Mustang with these new coilover and air-suspension kits.
The kits will provide your Mustang with a 1-2-inch drop front and rear and require only
about five hours of installation time. Everything is bolt-on so there are no permanent modifi-
cations to the Mustang, allowing you to easily go back to stock. All components used are said
to be of premium quality, allowing for improved ride quality and handling. The kits come
with adjustable heavy-rate anti-roll bars to reduce roll and allow tuning of front and rear car
balance. The kits also include 24-position rebound-adjustable HQ Series coilover shocks or
Shockwave air-spring/damper assemblies. Camber and caster range is said to be increased
over factory for those interested in road course navigation, with a caster range of +7.5 to
+8.5 degrees and camber range of -2.5 to +.25 degrees. The kits are compatible with all
Mustang engine variants as well as GT, GT350, and GT500 models. Inquire about
p/n 12270202 (coilover) and 12270296 (air suspension) for more information.

BRACKETOLOGY
LOKAR PERFORMANCE PRODUCTS • 877-469-7440 • LOKAR.COM • $126.95
Lokar has recently expanded its line of throttle cables and brackets with new
designs made specifically for the Holley Sniper 2 EFI system. The brackets
can handle a variety of configurations, whether you are looking to accom-
modate a throttle cable only, throttle and kickdown cables, throttle and
cruise control cables, or all three cable setups together. Each bracket is preci-
sion machined from aluminum and available with a black anodized
finish or Lokar’s “Brite” finish. Also included are the return assist
spring and all necessary mounting hardware. The kits are available at
multiple distributors; call and ask about p/n XTB-40HS2 (black) and
TCB-40HS2 (Brite) for more details.

GTX GRILLES
OER PARTS • 800-955-1511 • OERPARTS.COM • $1,179.99
These new reproduction grilles for the 1968 Plymouth GTX and
Sport Satellite are made to look exactly like the originals and fit
just the same. They are made of gray injection-molded plastic
and finished with the correct argent silver grille paint with satin black accents. The grille bracket and
molding surround are included and made in stamped steel with upper and lower aluminum moldings
riveted on. Preorders are now being accepted. Inquire about p/n MB9922 for more information.

62 HEMMINGS MUSCLE MACHINES

INSURE YOUR
INVESTMENT.
EVERY MOMENT.
EVERY MILE.
EXPLORE CUSTOM POLICIES TODAY

SCAN TO
GET STARTED
 AUCTION ACTION

MECUM AUCTIONS GLENDALE, ARIZONA

AN UNCONVENTIONAL STRATEGY YIELDS
$54 MILLION OVER FIVE DAYS THE NUMBERS
Total Sales: $54 million
WORDS AND PHOTOGRAPHY BY JEFF KOCH Sell-Through: 69 percent

M
Top Muscle Car Sale: 1967 Chevrolet
ECUM’S HIT-’EM-where- for a 69-percent sell-through—down a Corvette L88 coupe, $1.815 million
they-ain’t strategy in bit from 76 percent in ’23 and 78 percent Average Sale: $57,325
Arizona continues apace. in ’22. But if you think that things are
State Farm Stadium (where trending downward, guess again: the UPCOMING AUCTIONS
the Arizona Cardinals play football) in average sale was north of $57,000, a big Mecum Las Vegas
March, barely six weeks removed from jump on the $44,000 figure posted the October 17-19, 2024
the target-rich intensity of Scottsdale year before. Perpetual cable TV cover- Las Vegas Convention Center, Las Vegas,
Auction Week, has proved to be a sweet age, and the telephone bidders that it Nevada
spot in both location and timing for the helps drum up, surely helped. mecum.com
house. Mecum has amply proven, for Top sale of the event can broadly
half a dozen years now, that there are be defined as a muscle car: a 1967 L88 LEGEND
still interesting cars to be found for sale Corvette, one of 20 built, which sold for Condition: #1 = Excellent; #2= Very Good;
in the desert after January’s flurry of $1.815 million. It was the only car that #3 = Average; #4= Poor; #5=Major Project
activity. The indoor display area, on the broke into seven-figure-sales territory.
field where local heroes throw oblong That said, Mecum’s Top Ten this year Reserve: Minimum price owner will accept
balls at each other, gives a big-event was entirely American, and save for
atmosphere that convention halls and one of Elvis Presley’s former Cadillac High Bid: The highest offer made
open parking lots can’t hope to match. Eldorados, all of them could easily be (but vehicle did not sell) *
Just as it was last year, Mecum at considered high-performance material.
Glendale was a five-day event in 2024, These include Lot S123, a 1969 Ford Selling Price: What the vehicle sold for *
starting on a Tuesday. Overall sales were Torino Talladega fastback restomod
north of $54 million—nearly on par with originally built by Rad Rides by Troy for Average Selling Price: Average market value of
2023’s $56 million take. We counted the late George Poteet. This $440,000- vehicles in similar
1,365 cars available over the course of sale appeared in 2015’s Fast & Furious 7;
the week, with Mecum boasting in press and a ’65 Corvette “big tank” fuelie (Lot *All prices shown include the buyer’s
materials that 942 cars sold. That makes F134) at $247,500. premium on sold lots. Unsold lots include
only the highest bid, when available.
64 HEMMINGS MUSCLE MACHINES
1968 CHEVROLET 1970 FORD 1963 PONTIAC
MODEL: Nova SELLING PRICE: $51,700 MODEL: Ranchero HIGH BID: $47,000 (not sold) MODEL: Grand Prix HIGH BID: $40,000 (not sold)
CONDITION: Modified/#1 AVG. SELLING PRICE: CONDITION: Restored/#2+ AVG. SELLING PRICE: CONDITION: Restored/#1- AVG. SELLING PRICE:
RESERVE: Undisclosed $40,000 RESERVE: Undisclosed $26,700 RESERVE: Undisclosed $32,500

Does this Nova look familiar? It well might: at For whatever reason, Fairlanes and Torinos Originally a four-barrel car (despite the Tri-
another auction that we covered, held across tend not to be valued like their GM and Mopar Power it wore when it went over the block)
town a few months earlier, bidding stopped competition. The average Ranchero value, as delivered new to California, this GP nonetheless
at $40,000. Built as an L78 tribute car, this listed above, suggests as much; few, if any, packed air conditioning, a four-speed stick,
clean big-block Nova was advertised as a fresh have reached $50,000. The example for sale and eight-lug wheels from the factory. This
local build with a bench seat, a period-correct here was claimed to be one of 190 built with the older restoration wore a set of more modern
375-horse 396, a TH400 with shift kit, no M-code 351 Cleveland/four-speed combination, radials—fine for driving, less so for authenticity.
radio, all-new glass, bright trim, and bumpers, but also had a variety of aftermarket parts— Other Grands Prix of the era have sold above
and more. Overall, the Nova looked factory- MSD ignition, Doug’s Headers, spray-in bedliner, the $40,000 high bid, but not many (and more
fresh, and it doubtless cost a couple of times seats with cloth inserts… Those items would of those were 421 H.O. cars); the pickin’s have
the average sale price to make it look this way. aid in drivability and utility but aren’t strictly been slim beyond $50k. A high bid that was 20
Here, it went home with a new owner for north era-correct. But a top bid nearly double the percent north of the sale average sounded good
of $50,000. average being refused suggested a seller trying to us, but what do we know?
to recoup his investment.

1970 PONTIAC 1964 DODGE 1970 CHEVROLET

MODEL: GTO SELLING PRICE: $55,000 MODEL: 440 SELLING PRICE: $95,700 MODEL: Chevelle SS 454 HIGH BID: $70,000 (not sold)
CONDITION: Restored/#1- AVG. SELLING PRICE: CONDITION: Restored/#1- AVG. SELLING PRICE: CONDITION: Restored/#1- AVG. SELLING PRICE:
RESERVE: Undisclosed $75,000 RESERVE: None $51,000 RESERVE: Undisclosed $101,000

Despite the modern-day belief that all muscle Dodge’s intermediate-sized full-size line This LS5 Chevelle was a clean example of the
cars were meant to be tire-burning seek-and- from ’62 to ’64 didn’t sell that well, but they breed, with its original Protect-O-Plate and
destroy missiles, some of them were just meant were the scourge of racetracks nationwide selling dealer information, a single repaint in
to be nice cars when new. Witness this perfectly thanks to versions like this one, stuffed full of the original color, and single-family ownership
lovely ’70 Pontiac GTO. Restored 15 years ago 12.5:1-compression 426 Max Wedge engines through the end of 2023, meaning a known
but none the worse for it, it was loaded: power and 3.91 gears, and festooned with lightweight history—always a good sign. The bench seat/
steering and brakes, air conditioning, and an aluminum front fenders and other lightweight column-shifted automatic is certainly an
automatic transmission backing up the factory- components. Said to be one of just 10 built in eclectic choice for a muscle car, one that
installed, numbers-matching Ram Air III. It this configuration, we were heartened to see doesn’t particularly suggest muscle car, but
had PHS documentation to prove it. And it was pre-restoration pics of it—looking imperfect, there are those who groove on such curiosities.
brown. The lower sale price doesn’t mean that but far from the cut-and-abused heap it might Top bidding stalled at $70,000. The average
GTOs are out of fashion, or that something was have been. The average price above takes all ’64 hints that bidding fell about 30 percent shy, but
wrong with this one. It does mean, however, that Dodge 440s into account; if anything, we were beyond that six-figure average there are a lot of
there are still clean muscle machines that can surprised that this one didn’t vault clear into the LS6, four-speed, and convertible models, singly
be well-bought. six-figure range. or in combination.

OCTOBER 2024 HEMMINGS.COM 65

 1970 DODGE 1970 PLYMOUTH 2023 DODGE
MODEL: Charger 500 SELLING PRICE: $85,800 MODEL: ’Cuda SELLING PRICE: $104,500 MODEL: Challenger SRT RESERVE: Undisclosed
CONDITION: Restored/#1- AVG. SELLING PRICE: CONDITION: Restored/#2 AVG. SELLING PRICE: Super Stock HIGH BID: $100,000 (not sold)
RESERVE: Undisclosed $95,600 RESERVE: Undisclosed $105,000 CONDITION: Original/#1 AVG. SELLING PRICE: $105,000

The ’69 Charger 500 was a flush-nose racing This ’Cuda ragtop (one of just 635 for ’70) Dodge’s SRT Challenger Super Stock was more
homologation special in the days before the had been subtly upgraded with a Shaker hood, than a standard Hellcat but not quite a Demon.
wild-winged Daytona arrived. For 1970, Charger decklid spoiler, and non-numbers-matching 383. The challenge (if you’ll pardon the pun) is that
500 had (checks dealer brochure) … bucket It was also offered (and subsequently sold) these cars all seem more or less the same: all
seats, a clock, chrome fender trim, and 500 with the correct flat hood, painted Jamaica Blue are low-mileage (this one had a high-ish 1,200
badging. With more than 27,000 made, plenty of Iridescent at the same time as the rest of the miles showing) and all packing more or less the
them with low-line 318 power, they’re not nearly car. The matching-numbers .030-over short- same options. Just 207 were built, and it feels
as hot as the R/T Chargers. This one, in Dark block was also included, in case the new owner like at least half are up for sale at any given
Burnt Orange Poly, at least presented with its wants to revert. Offering the original parts is a moment. It also feels like most were bought
matching-numbers E63-code four-barrel 383 choice that not many sellers opt for, but clearly simply to flip—which may have backfired here,
and had plenty of original paperwork to go with one that went down well with the pro-numbers- despite the top price bid and the average sale
it. Above the flirting-with-six-figures average are matching muscle car crowd as this one sold living near enough to each other.
customs or more desirable drivetrains. At press almost exactly bang-on the sale average.
time, none were brown.

1979 PONTIAC
1963 FORD 1969 CHEVROLET MODEL: Firebird Trans Am SELLING PRICE: $63,800
MODEL: Galaxie SELLING PRICE: $129,250 MODEL: Camaro SS SELLING PRICE: $61,600 CONDITION: Original/#1- AVG. SELLING PRICE:
CONDITION: Restored/#1 AVG. SELLING PRICE: CONDITION: Restored/#2+ AVG. SELLING PRICE: RESERVE: Undisclosed $40,000
RESERVE: Undisclosed N/A RESERVE: None $75,000
Fifty percent above the average for 1979’s most
Before mid-sized models accommodated full- A perfectly clean ’69 Camaro SS: big-block, celebrated American performance car? And it
sized engines, car companies tried dropping four-speed, popular color … and no history to wasn’t even a black-and-gold Special Edition?
weight on their drag specials in all sorts of speak of in the presentation. No clue as to any Yes. Why? It was a one-owner car from new.
ways, from losing options (radio, seats) to of its authenticity, beyond being a genuine X66 It was optioned right, with the Pontiac 400/
constructing specific lightweight components. car. Buyers are getting hip to what the available four-speed combination plus the WS6 handling
Not only was this one of the 212-factory paperwork is and is not saying. It could be that package. It had traveled less than 22,000 miles
lightweight drag-ready Galaxies built for the the Edelbrock intake and MSD ignition were in its lifetime. And it was as it rolled out of the
year, but it was one of roughly a dozen that also viewed as going against the philosophy behind Van Nuys plant four and a half decades ago—
had factory fiberglass doors. Fully documented the matching-numbers ethos, but original or completely unrestored. White and blue was a
and excruciatingly restored, with a 2018 engine reproduction pieces shouldn’t be tough to find. signature second-gen T/A color scheme, though
rebuild and engine-bay freshening, this rare A total of 15 ’69 Camaros were available at the from the early ’70s. This car displayed the kind
beast is difficult to pin down with an average event (broaden that to all first-gen Camaros and of long-term care that eventually pays dividends,
value. However, no one seemed to balk at the 32 were on hand), so competition was fierce. even if it’s to the descendants of that original
sale price witnessed here. owner.

66 HEMMINGS MUSCLE MACHINES

 AFFORDABLE FINANCING
POWERED BY J.J. BEST BANC & CO

SCAN TO GET STARTED

 AUCTION NEWS By Tom Comerro

HELLCAT IN BELGIUM
The No Reserve Sale–Europe
Online featured a slew of
Porsches, BMWs, and Alfa-
Romeos from the continent, but
there was also some American
muscle available for sale.
Most notably, a 2015 Dodge
Challenger SRT Hellcat. It had
made its way to Belgium but

BONHAMS
only showed 550 miles on the
odometer. The barely used
Hemi was complemented by its
six-speed transmission and was finished in blue metallic around $60,000, this Challenger sold for €68,880, which is
under a black wrap with a black leather interior. Inside about $73,700 at the time of this writing. Bonhams will gear
were all the modern bells and whistles, from Bluetooth to up for its Audrain Concours Auction on October 4. Visit
an 18-speaker stereo system. Available a decade ago for bonhams.com for more information.

UP NEXT
A busy October awaits the muscle car auction world
OCTOBER EVENTS
2-6 Fall Carlisle
with a new event. Barrett-Jackson’s Scottsdale Fall Carlisle, Pennsylvania • 717-243-7855
Auction is slated for October 10-13 to take place at
WestWorld of Scottsdale. 5 Boone Trail Corvette and GM Show
This will be the first post-COVID-era fall auction Saint Peters, Missouri • 636-578-8855
since the October 2020 event, and it will offer an
opportunity for more cars to cross the block in the 6 Sumter Swap Meet
Arizona desert outside of the company’s massive Bushnell, Florida • 229-507-3548
January event. The auction will coincide with the
Future Collector Car Show on October 13 that will
Long Beach Hi-Performance Swap Meet
focus on the next generation of collectible cars and
Long Beach, California • 800-762-9785
enthusiasts. Visit barrett-jackson.com for the latest Laguna Beach Classic Car Show
news and consignment details. Laguna Beach, California
Also taking place in October are two classic vehicle lagunabeachcarshow.com
auctions in the South. First is Vicari’s Fall Biloxi
auction, which plans to see more than 600 cars and 8-11 Fall Hershey AACA Eastern Meet
300 pieces of memorabilia cross the block at the Hershey, Pennsylvania • 717-566-7720
Mississippi Coast Coliseum and Convention Center.
Last year’s auction raked in more than $8 million in 10-12 Smoky Mountain F-Body Fest
total sales with a 1968 Shelby G.T. 500KR topping the Kodak, Tennessee • 865-258-1099
sales at $210,000. This year’s auction is scheduled to
take place October 10-12; visit vicariauction.com for
12 Hemmings Musclepalooza
more details.
Orlando, Florida • 800-227-4373
Next, be on the lookout for the Branson Auction 13 Ponies by the Sea
Fall 2024 event at the Hilton Branson Convention Oxnard, California • 805-751-8262
Center in Missouri. Last year’s high selling American
Muscle car built from 1964-’72 was a 1965 Pontiac Pomona Swap Meet
GTO convertible with a 389 mated to a two-speed Pomona, California • 714-538-7091
automatic transmission. It had only traveled 500
miles since its restoration, and it was finished in 17-19 Chickasha Auto Swap Meet
ivory over a red vinyl interior with a black top. It Chickasha, Oklahoma • 405-224-6552
sold for $67,100. This year’s auction will take place
October 18-19. Visit bransonauction.com for Please note that these events are active as of press time.
additional updates. We recommend you verify the status before making plans to attend.

68 HEMMINGS MUSCLE MACHINES

MECUM

MECUM
TULSA TAKEDOWN
Mecum’s annual Tulsa auction of June 7-8 finished with 1964- Also selling was a 1970 Plymouth Road Runner that
’72 American muscle cars achieving more than $2.8 million in featured a numbers-matching V-code 440 Six-Barrel engine
total sales with a sell-through of 81.8 percent. Among those to paired with an automatic transmission. It was recently
sell were a 1967 Oldsmobile 4-4-2 convertible, said to be one of finished in its correct B5 Blue paint, and it featured a vinyl
1,141 four-speed ragtops made that model year. It was fitted top, Rallye wheels, and its original fender tag. Inside the
with a 400/350-hp V-8 engine and had power steering, front white interior with bucket seats and console were a factory
disc brakes, power convertible top, and the Rocket Rally Pac AM radio and Tic-Toc-Tach; the odometer showed only 9,014
gauge cluster. A point of interest for this AACA award winner miles. When the bidding ended, the Road Runner changed
was Linda Vaughn’s signature on the decklid. The 4-4-2 rolled hands for $121,000. Full results from Mecum’s Tulsa auction
away on its SS1 wheels to its new owner for $73,700. are now available at mecum.com.

WE ARE RPM.
DRIVE THE FUTURE WITH US
www.rpm.foundation l 855-537-4579

A Public Service of Hemmings Muscle Machines

OCTOBER 2024 HEMMINGS.COM 69

 HEMMINGSAUCTIONS.COM By Terry Shea • Images courtesy of Hemmingsauctions.com

HEMMINGS AUCTIONS IS OUR LIVE, ONLINE AUCTION auction, the seller pays only a $99.95 listing fee. The winning
site staffed by customer service professionals ready to help bidder is responsible for a 5-percent fee on all completed
bidders and sellers with any questions. A wide variety of auctions. The following are examples of auctions that
classic and specialty vehicles from all eras are up for bid. transpired during the months leading up to press time. If
Auctions run for one or two weeks, and qualified bidders place you have questions, comments or suggestions, email the
their bids electronically. Once a vehicle is accepted into the Hemmings Auctions team directly: [email protected].

2006 CHEVROLET SSR

RESERVE: $32,000 RECENT MARKET RANGE:
SELLING PRICE: $37,800 $31,000-$48,000
The Chevrolet SSR combined modern, 21st century performance with a
distinctively retro look inspired by GM’s pickup trucks from the early Fifties.
Though it never quite sold as expected, the SSR benefited from some
upgrades in its last two years on the market, including the use of the LS2
6.0-liter V-8 from the contemporary Corvette. In this 2006 Chevrolet SSR
with an automatic transmission, the LS2 was rated at 395 horsepower,
enough to ensure 14-second quarter-miles at 100 mph. Another late-
stage upgrade was made to the steering. This example showed just under
9,000 miles and was rather well equipped with the 3SS package and
chrome wheels. It sold in the middle of the expected market range.

1970 PONTIAC GTO

RESERVE: $39,500 RECENT MARKET RANGE:
SELLING PRICE: $54,600 $40,000-$59,000
One of the aspects that made Pontiac’s original GTO so appealing to
buyers — beyond its quarter-mile chops, of course — was its extensive
options list. Though the Judge stickers are just an embellishment added
by the owner, this 1970 Pontiac GTO coupe, which sold at 40-percent
over its reserve, appeared to be a well-optioned car from the factory.
Finished in Starlight Black, it featured a 400-cu.in. Ram Air III V-8 engine,
four-speed manual, Safe-T-Track limited-slip rear end, a hood-mounted
tachometer, center console, power steering, air conditioning, and more.
The WS8 Rally Group included the Custom Sports steering wheel, Rally
gauge cluster, ride and handling package, and the Rally II wheels.

1968 CHEVROLET CORVETTE STINGRAY

RESERVE: $25,000 RECENT MARKET RANGE:
SELLING PRICE: $35,175 $25,000-$35,000
Values for third-gen Corvettes vary massively, depending on specification,
year and condition. This first-year 1968 Chevrolet Corvette Stingray
convertible seemed to have all of the right details going for it: early C3,
chrome bumpers, photo-verified numbers-matching 327/300-hp V-8,
four-speed manual, an older respray apparently holding up quite well, and
a decently kept interior. We’d consider this example to be a high-quality
driver, the sort that would draw plenty of attention at a local show but not
quite make the lawn at a big-time concours. In other words, we hope that
somebody drives this car even as its net sale price was a hair above the
high end of the recent market performance.

LEGEND
RESERVE: Minimum price owner will accept
SELLING PRICE*: What the vehicle sold for, inclusive of buyer’s 5-percent fee (*sold as a Make Offer listing following the live auction)
RECENT MARKET RANGE: The low-to-high value range for the vehicle based on published results of similar vehicles sold at
auction over the previous 18 months
70
 ADVERTISERS
ADVANCED PLATING...................................................21
AMES PERFORMANCE ENGINEERING ....................23
AUTOMOTIVE RACING PRODUCTS ...........................9
BARRETT JACKSON ..................................................37
CLASSIC INDUSTRIES ...............................................23
CLASSIC PERFORMANCE PRODUCTS ........................
........................................................ inside back cover
COKER TIRE...................................................................5
COLONEL CRAWFORD ATHLETIC BOOSTER CLUB ...
.................................................................................. 23
CUSTOM AUTOSOUND MFG......................................21
DAKOTA DIGITAL .........................................................31
DIAMOND BACK CLASSICS .......................................15
1996 DODGE VIPER GTS THE GREAT RACE .......................................................39
RESERVE: $64,000 RECENT MARKET RANGE:
SELLING PRICE: $67,200 $55,000-$76,000 HAMILTON AUTHENTICATED ....................................13
Dodge’s Viper GTS coupe was an instant success upon its introduction in 1996, especially given HYDRO-E-LECTRIC ....................................................25
the car’s 50-hp bump over the contemporary RT/10 roadster. Tuner John Hennessey created IDIDIT INC ....................................................................33
the Venom 600, which upped the 8.0-liter V-10’s output to an impressive 602 horsepower. The
package also included some weight reduction for additional performance benefits. With just over IN THE GARAGE MEDIA .............................................28
21,000 miles showing on the odometer at the time of submission, this Viper GTS Venom 600 LARES CORPORATION ..............................................49
appeared to be in excellent condition with very little indication of wear and tear. It’s not always MECUM AUCTIONS .......................................................1
easy to pin down the value of a modified car, but this one’s winning bid matched the reserve
before the buyer’s fee was included and sold as expected. NATIONAL PARTS DEPOT .......................... back cover
PERFORMANCE DISTRIBUTORS .............................47
PRO PLUS MED...........................................................47
RPM FOUNDATION.....................................................69
SILVER SPORT TRANSMISSIONS............................25
STAUER .........................................................................17
SUMMIT RACING EQUIPMENT...................................3
THERMO TEC ..............................................................47
1994 CHEVROLET CORVETTE 1965 FORD MUSTANG
RESERVE: $16,000 RECENT MARKET RANGE: RESERVE: $60,000 RECENT MARKET RANGE: UNIVERSAL VINTAGE TIRE ......................................... 7
SELLING PRICE: $17,325 $12,000-$18,000 SELLING PRICE: $63,000 $31,000-$48,000 US RADIATORS ............................................................21
We’re finally seeing some movement in fourth- What makes a seemingly standard Ford Mustang
WALDRON’S EXHAUST..............................................23
gen ’Vettes with values rising, on average, absolutely blow away the top end of the recent
roughly 40 percent over the past four years. market performance, especially for a model
C4 production lasted 13 model years, with that was produced in such abundance? In the
Chevrolet improving the car seemingly every case of this 1965 Ford Mustang coupe, the
year. Engine output grew from just 205 hp in car reportedly has a Shelby connection. An
1984 to 300 hp in the LT1 found in this 1994 early owner purchased the K-code 289, four-

SUBSCRIBE TODAY
Chevrolet Corvette coupe. Engineers also speed, Rally Pac car new from a Ford dealer,
did away with the compromised 4+3 manual but with more than 300 miles on the odometer.
in favor of a proper six-speed. This example It was reportedly used by Shelby in testing
appeared to be in excellent condition and at a racetrack during G.T. 350 development.
showed under 45,000 miles at the time of Repainted once, according to the seller, and
submission. Its unmodified condition, relatively otherwise maintained in original condition, the
rare Competition Yellow finish, and six-speed pony car had a net price with a very strong 31
manual surely contributed to its net sale price percent over the going market rate for similar,
at the high end of the market range. V-8-powered ’65 Mustang coupes. HEMMINGS.COM/SUBSCRIBE

OCTOBER 2024 HEMMINGS.COM 71

 JIM McGOWAN [email protected]
Editor’s Note: We are rerunning Jim McGowan’s column
from May 2012 issue of HMM.

Carnauba in the Morning

I
don’t care if it’s pure carnauba, liquid, paste with looking semi-gloss natural.
a cleaner, spray-on or has a touch of silicone—it What about those really hard-to-reach places? For
always smells good. Where did that come from, this, I took an old skinny-handle toothbrush, heated
you ask? I’m embarking on my usual car show the plastic handle in the middle, and bent it approxi-
preparations for an upcoming all-GM show here in mately 90 degrees so I could get into the air vents at
SoCal. I haven’t been attending as many car shows as the base of the windshield. These vents are almost
I used to, maybe due to the “been there, done that” impossible to reach into and clean, but my brush
doldrums from over four decades of show-going, so invention works great. Toothbrushes are extremely
these days, I spend a little more time on prepping the handy for detailing all kinds of areas, and you are
car. This goes hand in hand with a previous column recycling a used product.
about muscle cars and ego. The doorjambs, where the door hinges are located,
Since I drive my two hobby cars almost every can get pretty grungy as well. This is an often-
weekend, they do get a little grungy after a few overlooked area, but can be easily cleaned with a wet
months. Nothing serious —a leak here or there, soft-bristle brush. You can usually find a brush that
burned intake or carb stains—the normal stuff. I stay will work at any DIY store in the housewares section.
on top of the crud battle for the most part, but normal A light waxing in these areas a few times a year will
usage causes funkiness. keep them looking great.
Rather than trying to do the whole car in a day, Another great detailing item is a car duster. There
as I did in the past, now I tackle one area at a time. are several manufacturers of these dirt-eating tools,
It is a lot Usually I give the exterior a good cleaning and and I have two different sizes: one large one for dust-
waxing first. That way, any wax dust will not show ing the entire car and one smaller version for tight
up in the interior or engine compartment. I always places, and for use in the engine compartment. The
easier to check for any buildup in the crevices and such, and
use an old toothbrush to remove the residue. Since
small one gets down into the crevices between the
firewall and wheel wells, up under the fender wheel
both my cars have about two inches of paste wax well areas, around the radiator, etc. It makes cleaning
keep your buildup from years of polishing, I usually just use a
liquid wax with some silicone for that silky smooth
these problem areas simple and quick. The dirtier
they get, the better they work!
finish. It’s an easy wax-on, wax-off procedure and There is no reason you can’t use wax on painted
ride looking the results are excellent — plus I love the smell of
carnauba in the morning.
wheels. My Rally II wheels are painted with a chrome
center cap. I use a spray wax on them, which is very
For the exterior chrome and stainless steel trim, easy to wipe off, and it also protects the paint. A
great if you I use a good chrome polish. It’s named after one of
those close relatives we all have, and does an excel-
little chrome polish on the cap and I’m ready to roll.
Again, I never use any products the make my tires
lent job. For really tough oxidation on the metal parts, look shiny. A careful wash with a soap pad and water

simply stay I use quadruple-zero super-fine steel wool with a little

polish. It will usually break up the worst dirt with-
will make the rubber look clean and natural.
It is a lot easier to keep your ride looking great if
out scratching. That technique is not for use on any you simply stay on top of the cleaning chores. Each

on top of painted surface, but it will also work nicely on glass.

The interior is next. Normally I keep the car win-
weekend, or however often works for you, select
an area to work on, and only do that job. That way
dows up at all times while the car is stowed under you don’t get bored with cleaning, but the car stays

the cleaning the car cover in my garage. This keeps little critters
out, as well as dust and dirt. One of my interiors is
show-ready at all times. Plus, you get to spend a little
quality time with your metal family member.
a Saddle/Sandalwood combo that’s basically two Personally, I really enjoy maintaining my cars this
shades of light tan. These colors, combined with way. Usually on a lazy weekend afternoon, I’ll pull
chores. the factory vinyl and “comfort weave” seat insert out the wax and noodle around polishing here and
material, are susceptible to getting dirty quickly. In there while listening to some oldies. I’m having fun!
my opinion, of all the areas of the vehicle, this Since I’m not really a sports fan, I’m not locked on
takes the most work to keep nice. Again, an old the couch with the tube on, so light detailing also oc-
toothbrush is my weapon of choice. I don’t use cupies my time and gives me a little exercise as well.
any products that make my vinyl shiny and slick- Oh, due to my meager efforts, the ’70 Judge won a
looking—ever or anywhere! There are good vinyl nice trophy at that GM show, and it was all due to the
cleaning products out there that leave the material tantalizing smell of carnauba!