Car Builder Magazine September 201

= PREMIERE ISSUE! SEPTEMBER/OCTOBER 2014

Body Conversions for: BMW, Honda, VW, Miata, Fiero, Corvette and More!

Racy 289 FIA Cobras

PRIMO PROJECT CARS

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Loads of DIY Buildup Tips Giant-killing

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34 Ford Body Drop

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COOL CARSShelbys Scaglietti Corvette, Marriage Italian Style . . . . . . . . . . 10 Recreating the 54 Corvette Nomad, TheWaldorf Wanderer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..16 Honda-Based Exotic, Invasion Plan for the Attack From Abroad . . . . . . . . . . . . . 40289 FIA Cobras: Which Ones Right For You? . . . . . . . . . . . . . . . .48Caterham 480, What a Rev Elation! . . . . . . . . . . . . . . . . . . . . . . . . . 74 Shell Valleys Stealthy Cobra, Losing the Bling for Badass . . . .92Acmes 550 Spyder Bringing it Forward With Porsche 911 Power . . . . . . . . .110 Kobra Cladding, Transforming a BMW Z3 . . . . . . . . . . . . . . . . . .118Bonneville Record-Breaker, Guy Mabees Victress . . . . . . . . . 124Bertini BMW Rebody, Combining Bangers and Bratwurst . . . . . . . . . . . . . . . . . . . 138

EVENTFUL EVENTSHot August Nights in Reno, Wild n Wonderful Inspiration! . . . . . . . . . . . . . . . .82 TECHNICAL DETAILS 34 Ford Body Drop, Onto a TCI Chassis . . . . . . . . . . . . . 62Buildup Tips, Hands-On Help for Your Project . . . . . . 98 Summit Racings Cobra Buildup Part IIRear Suspension . . . . . . . . . . . . . . . . . . . . . . . 124 DEPARTMENTAL MATTERS Throttle Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 FYI: All the Stuff That Fits! . . . . . . . . . . . . . . . . . . . . . . . . . . .20Readers Rides. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146Shop Time. by Jim Youngs, Editor Emeritus . . . . . . . . .156Sideview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159

TABLE OF CONTENTS

Car Builder Staff:Steve Temple Editor/PublisherLarry Weiner MarketingDeb Murphy Art DirectionTina Temple Maven of MoraleJim Youngs Editor Emeritus

Car Builder Magazine (formerly Kit Car Builder Magazine) is published bi-monthly by SCT Communications, Inc., 1427 Sioux Trail, Reno, NV 89521All Rights ReservedFree Subscription at www.kitcarclub.comEditorial and Advertising inquires should be sent to [email protected]

Cover photos by Steve Temple and http://ted7.com Contents page photo of 550 Spyder by Steve Temple; see feature on p. 110 or go to: http://acmecarco.com

SEPTEMBER/OCTOBER 2014

THROTTLE STEERING

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By any other name.....

Clearly weve been shaking things up a bit here at the magazine. But for good reasons. Right after we acquired Kit Car Builder from its founder and former editor, Jim Youngs, we immediately converted it to a digital publication in order to provide a free subscription, more timely coverage, additional content, and active links to resources, among many other benefits for you, dear reader.Now weve changed our name to Car Builder. This modification has been in the works for a long time (note Jim Youngs commentary on this topic in his Shop Time column). It has been our

plan all along to broaden the editorial focus, and now the time is right due to significant shakeups in automotive publishing in general. There are several reasons for this title change. One of the most important is to be more inclusive of our readers rides. Weve found that hardly anyone owns just a kit car (since its often a work in progress). Both individuals and companies have wider automotive interests. So the term kit doesnt adequately cover the range of replica, restomod and custom designs, along with chassis, powertrain and related parts and accessories that aftermarket manufacturers are now offering. The specialty-car market has grown up, moving well beyond its early days that emphasized VW-based vehicles. It now includes turnkey and custom-

built cars powered by a broad choice of powerplants. True, many kits are still built by hands-on enthusiasts working out of their home garage, and well continue to feature them. But as auto technology has become more sophisticated, a greater number are professionally built to some degree or another.Also, once a project car is completed, whether by

March/April 2014 www.kitcarclub.com

Room With A View: Four Seater 23 T-Bucket Win a Cobra Find a Cure! Charity Fundraiser for a Shell Valley Replica

Get Raffle Tickets for This Meyers Manx See p. 25

See Page 14

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an individual or a pro, its really no longer a kit. Car builders rarely refer to their rides as a kit car, partly because this expression has an inaccurate and somewhat questionable image. Since the project cars we feature typically require a substantial investment of time and money, we feel the K-word hardly does justice to them. After all, once completed, theyre not just a box of parts, but sophisticated, highly functional vehicles, in most cases finely tuned performance machines. Car builders dont call their pride and joy a kit car, largely

because this expression does not match the image they connect with their vehicle. In going beyond the traditional definition of kit cars, Car Builder will be embracing a more diverse spectrum of project carsand even trucks, too. In many cases, traditional kit companies already offer other types of vehicles and services in order to adapt to a changing and challenging economy, and better meet the needs of their customers. So we plan to include these other vehicles as well. (No surprise, then, that initial feedback from various kit and

aftermarket companies about our new title has been very positive.)Please be assured, though, that we will stay close to our roots, and continue to provide the in-depth coverage on kits that we regularly have as we enter our 14th year of publication. As always, our goal is to produce the best magazine possible, geared to the needs of every kind of automotive enthusiast. Weve just decided to shift to a higher gear, as we rev up our performance in covering all of your automotive interests. CBSteve Temple, Editor

Coming in the Next Issue:Well be including a special section on the SEMA show, the largest automotive aftermarket event in the world! To bring you all the latest product news for Car Builder readers, though, means the Nov/Dec issue will be coming out a few days later than usual, since this event runs until Friday, November 7. But well be one of the first publications to showcase all the cool new stuff available for your projects. Also in the Nov/Dec and later issues of Car Builder:

Customized Cobras: How to Make Yours Stand Out Innovations for Porsche 356 Replicas Cal Spyder History More Brit Kits A fond look back at the Fiberfab Centurion, inspired by the Bill Mitchells Stingray Racer, and one of the first Corvette body conversions ever done. Retrospective: an authentic Corvette SR-2 racer that paved the way for Corvette performance Mid Americas Funfest, with all kinds of upgrades for Corvettes and other cars on display at this massive gathering of every era of

Americas Sports Car Vendetta Mustang: Bringing a 65 Fastback Forward 65 Riviera With Modern Mechanicals Pacific neoclassicTaking the Bugattis 37 Atlantic to the Right Coast Loads of Buildup Tips on Body Mounting, Drivetrains, Suspension, Fiberglass New Series: Shop Tours Twin-Turbo Screamers Superformance GT40 Mk 1 More Readers Rides: Send us photos and info of your completed project car to [email protected]. Also, get a free subscription by going to kitcarclub.com

Marriage,Italian Style How Carroll Shelby Conjoined a Corvette and Scaglietti Coachwork Text and photos by Steve Temple

While Shelby is best known for transforming an anemic British roadster into an American muscle car, he always had a thing for European road-course race cars. Especially besting them on the track.But before there were ever any Shelby Cobras beating out Ferraris to win the World Manufacturers Championship, this hard-charging Texan built another car to take on the Europeans. It wore a stylish Italian body, yet those curves belied the heart of Americas sports car. Called the Scaglietti Corvette, only three were ever built, two of them for Shelbys fellow Texans, Jim Hall and Gary Laughlin. They both owned Chevy dealerships, and had leaned on their connections with GM execs to acquire three 59 Corvettes, but without fiberglass bodies on them.

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They were then shipped to coachbuilder Carrozzeria Scaglietti, in Modena, Italy, and fitted with a handcrafted aluminum bodywork. While certain design elements such as the side louvers echo ones seen on Ferraris Tour de France sports racer, not all of the form was fashioned for aesthetic reasons. The fastback shape and recessed rear panel have a functional aspect,

directing airflow with a minimum of turbulence, somewhat akin to the recessed Kammback tail of the 64 Cobra Daytona Coupe.Inside the cockpit, the interior is a Euro/Yankee melange, displaying familiar American components such as Stewart Warner gauges, a T-handle parking brake, and a Corvette shift knob. Traditional Italian touches include a crackle-finish dash, a Nardi wooden steering wheel, bolstered, camel-colored leather seats, and finely finished door hardware. Exterior touches also manifest a distinctively Euro flair, with a pair of Ansa exhaust outlets and Borrani cross-laced wire wheels.The overall result was an extraordinarily striking

exotic, one that wowed the likes of GM Vice President Harley Earl, Chevy General Manager Ed Cole, and Corvette godfather Zora Arkus-Duntov. As noted at the outset, underneath that glorious shape are sturdy C1 Corvette mechanicals. Rather than being fitted with Weber or Dellorto carbs, though, the 283ci Chevy V-8 was topped by a Rochester fuel-injection system, and pumped out 315 horses. The exhaust note has an ample, all-American sound, as you blip the throttle through a four-speed Borg-Warner T-10, its gears stirred by a Hurst shifter. Its interesting to note that the second and third cars initially had a pair of four-barrel carbs,

but were later fitted with fuel injection, and their stock Powerglide automatic transmissions replaced with the four-speed setup.Given his early experience with the injected Chevy V-8, no surprise that it was Shelbys first choice for the Cobra. But the Bow Tie block wasnt available, so he went with a Blue Oval engine instead.For safetys sake, the Corvettes factory fuel tank was replaced with a comp-grade fuel cell. The rest of the chassis used a

stock setup, drum brakes, and a live-axle rearend. While not sophisticated by todays standards, the aluminum body shaved off 400 pounds, requiring some spring adjustments but also giving the Scaglietti a significant power-to-weight advantage. The mechanical fuel injection was a newer, more refined 1961 versionall pretty heady stuff back in the day.

Even so, GMs upper management took a dim view of this Italian/American marriage, and Enzo Ferrari pressured Franco Scaglietti to abandon the project as well (since he did work for Ferrari). What happened to this trio of exotics? Halls sold at auction in 1990, and Laughlins went to a large collection in Japan. The third one, shown here and referred to as the Shelby Car, is generally acknowledged as the most attractive of the three. Thats partly because it didnt have the Corvettes chrome

teeth in the grille that Laughlin insisted on for the first car in order to pander to GM management (which ultimately made no difference anyway in corporate consent for the design).It passed through the hands of several wealthy owners before ending up at the Petersen Automotive Museum in Los Angeles. Since founder Bob Petersen and Carroll Shelby were longtime friends, this site is a fitting place of honor for the car.

Also fittingly, the cars logo combines Scagliettis rectangular logo and the Corvettes crossed-flags, literally emblematic of the cars brief yet romantic Italian-American pairing. CB

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http://shellvalley.com

The Wanderer

Text and photos by Steve Temple

Recreating the Corvette That Never WasAt the 1954 GM Motorama, held at the Waldorf Astoria in New York, the Corvette Nomad created a sensation. While early Vettes could barely hold a candle to the performance of todays Stingray, this wagon version nonetheless wowed the crowds as a sporty yet practical concept. So much so that the Nomad was dubbed the Waldorf for stealing the limelight at the Motorama shows location. Despite this initial enthusiasm, sales of mid-Fifties Corvette roadsters were so miniscule that a wagonized model could

not be justified by GM execs, and the design died on the vine. Besides, the 55 Nomad built on a sedan eclipsed hopes of any further Corvette versions.While the Waldorf was merely a shimmering, evanescent vision, Ray Camacho was not one to let it disappear entirely. Drawing on his skills as a shop-school instructor, and his decades of experience in building and modifying Tri-Five Chevys (one of which won Best in Show title at the prestigious Grand National Roadster Show), he created his own hot-rodders interpretation of the Nomad.With help from Hot Rod Fabrications of Auburn, Washington, Camacho began by hacking apart a full-size 55 Nomad. About the only piece left of the original car was the roof, he notes. The rest required fabricating a fiberglass and steel body to the alluring proportions of the diminutive Corvette by channeling and sectioning the

sedan body, two and three inches respectively.While the nose is fiberglass, mounted on a custom subframe, the rest of the body was pounded out by hand from flat steel, right down to the molded exhausts, a distinctive feature of the original concept car. The chassis rides on a 95 Corvette C5 suspension, and slightly enlarged wheel wells allow for bigger rims. It runs a Ram Jet 350 crate engine, fitted with old-school touches such as a side-draft intake and finned Corvette valve covers, and is backed by a 700-R4 trannie. All of which makes this Nomad re-creation a solid driver, an actual wanderer that the original concept never realized. CB

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FYI FYIAlong Came

an Aluminum Spyderand Cobra, Too!Spyder Creations has made great progress in tweaking its 550 Spyder project into an even more exact match of the origi-nal, venerable Porsche 550 Spyder. This handmade aluminum-bodied Tribute car takes advantage of a more recent 3D scan of an original Spyder to smooth out all the shapes and lines that this icon possessed in its day. Also, the entire body shop was invited to see a 10,000-mile original car (mid-production run) and

inspect the build and fin-ish as done by Porsche in 1955. It was an eye-opening experience, as significant differences were noted from one side to the other on this original car: mea-surements varied by 1.5 inches, in one case, on an un-molested area of the car! Deciding how to address these incon-sistencies required quite a bit of food and wine, jokes Rob Edwards, owner of Spyder Creations. Perhaps measur-ing many cars and using an average is

the best solution. But, re-member only 90 of the 550 Spyders were produced between October 1952 and June 1956. Of course, get-ting access to these cars with a tape measure is easi-er thought than done. Spyder Creations # 002 is in primer and awaiting the final assembly of the 4CAM Fuhrmann engine which is being performed by Jeff Adams of SpeedSport Tuning in Danbury CT. Car 003 is in aluminum fab-rication in Florida (Alloy Cars) and 003 will also be

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fitted with a 130HP 4CAM engine. These engines have recently increased in value from $150,000 to $165,000 on the open mar-ket. There were only 1,500 1.5L 4CAMs produced by Porsche in total. Hens teeth is the word you were look-ing for. It is a rather interesting concept, this putting an his-toric, collector-engine, into a Tribute car. The engine will continue to increase in value while being really enjoyed by the new owners in their Giant Killer little

race car. Have fun.In related news, the same company hammer-ing out the 550 bodies for its exclusive distribu-tor Spyder Creations also has Cobra and Mercedes 300SLR bodies available. Since 1996, Ingo Poth of Al-loycars, Inc., has been pro-ducing metal reproductions of historic race cars. His team combines the master craftsmanship of German handmade, all-alloy body construction and high-tech CAD re-engineering of his-toric race icons.On the Cobra, high-stressed areas are attached to the tubular steel chassis using a steel subframe. All inner liners are in 6061

aluminum alloy including floor panels, firewall, rear bulkhead, front wheel wells, doors, hood and trunk, all processed by a CNC laser cutting system for accurate cut-outs. Behind the aluminum door panels are steel inner structures for personal protection, and the chassis provides CAD-engineered impact protection. These aluminum bodies are claimed to be made to exact dimensions (no stretched wheelbase) using original specifications. Even so, a larger pedal box and leg space for big guys is avail-able as well. www.550spyder.net http://www.alloycars.com

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FYI FYIEver wonder what ever happened to all those finely engineered alumi-num frames for the uncompleted Shelby Series 1 production? Bob Wingard of FII Roadsters snapped up all 70 or so of them a few years ago, and fitted a few of them with a torquey Ford FE V-8 and a Cobra-style body. Now hes at work on other bod-ies on this versatile platform, starting with an aluminum Series 1 coupe, powered by a 675hp Shelby

427. Also in the works is a modified chassis, with the frame stretched to 102 inch-es to fit a 60 Corvette body,

and running a LS7 with a C6 transaxle. There are no external changes to the body and it will look like a factory car, Wingard says. And with a larger cockpit we plan on upgrading a few things. http://fiiroadsters.com/fii/

The Shelby Series 1 Frames Resurface

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Active Power Brings Back

Its M6GT ModelIn response to numerous requests, Chris Ardern of Active Power has decided to dust off his M6GT molds and once again offer a replica version of the leg-endary Group 4 Endurance coupe. Known as the GT that never was, the project died on that fateful day in 1970 when its originator Bruce McLarens career was cut short in a tragic testing accident. Often regarded as one of the most beautiful shapes in the entire auto-motive world, the M6GT will feature the same mod-ern, race-bred ZSR chassis found under Active Powers MK1. Details: http://www.activepowercars.com

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FYI Heres a rare opportunity to purchase the rights to manufacture an estab-lished and respected Fiero rebody firm. After more than 20 years of operation and more than 650 units sold, the Aldino body con-version kit has become well known for its quality, ease of assembly, and beautiful styling. Several magazine articles have been written about this replicar, which mimics classic Italian styl-ing and has won various show awards.

Complete kits currently sell for $12K, and complet-ed cars for as low as $36K. Molds and related produc-tion items are being offered for $75K, with a car and technical assistance includ-ed. Owner will consider a classic or other collectible car for down payment. Call 414/761-6097

Aldino Is Up For Grabs

The Kokopelli 11 is join-ing the Kinetic Vehicles line of 60s-style sports cars. We already make Locost and Haynes Roadster (two Lotus Seven inspired plans-built cars) components, plus our streamlined bodies for those cars, notes Kinetics Jack Mc-Cormack. I think the Koko-pelli 11 will fit right in. At present, Kinetic Vehi-cles is probably best known for its MAX car, which combines a Locost chassis, a Lola Mk1 body, and a 32-horse commercial lawn mower engine to get 100 mpg and a 90 mph top speed.Im pleased the Kokopelli will stay in production, and that

current car owners will have factory support, said former Kokopelli company owner Tom Rodgers, Kinetic and Kokopelli are a good blend.McCornack picked up the Kokopelli molds and tools from Rodgers shop in Mary-land on August 28 and ex-pects to have the Kokopelli 11 in production in Oregon by the end of the year.The Kokopelli 11 was featured in the April 2005 issue of Kit Car Builder. For more information, see: kineticvehicles.comkokopelliauto.com

Transplanted Lotus

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www.jasperengines.com

FYI FYI

In addition to using Miata donor parts, a new Honda S2000-based version of the CapeFear 7 is now under construction. Called the CapeFear 7 CF7h, it will be using the complete Honda drivetrain, but retain the NA/NB Miata suspension.In related news, the C.R.S. CapeFear 7 has made a new front-fender style that

CapeFear Adds Honda S2000 Donor

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Looking to start your own car-builder business? The M-1 project is now being offered for sale by designer/builder Merlin Cofano. An artistically cre-ated, handcrafted, custom fiberglass sports car, its based on a standard VW chassis, and designed to be ready to wire up and fire up. The mid-engine config-uration can be made to desired specs as to engine and suspen-sion on a standard VW chassis, or your own custom made chassis. Currently installed en-gine on the prototype is an air-cooled VW with Porsche shroud.Interested parties, whether an exist-

ing manufacturer, startup company or individual, can obtain complete rights to produce and sell the M-1 on the open market. Ask-ing price for this project is $59,990. M-1 creator Merlin Co-fano, a well known and respected car designer and artist, is retiring after many years in the industry.

Some additional tooling and shop equipment is for sale as well. Merlins Z-car and Bullet designs are also available for purchase of both design and production rights. Contact Merlin at 415/320-0678 or Jonathon Koch at 707/280-8318; email: [email protected]

Merlin Waves His Wandto Say Farewell

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Visit us on the Web at: www.uniquemotorcars.com

decreas-es the amount of wa-ter and road debris com-ing into the car. Making the inside flare of the fender deeper catches and channels objects down instead of around the side of the inner flare. Both the new front fender and original 7 front fender fit 205/50/15 tires (23-inch diameter or less). CapeFear 7 rear fenders are available any width from 5 to 15 inches, and come with the mounting flange built on. Although these pieces were specifically designed for a CapeFear7, they should be able to fit for many car builders using tires within the specifications. Call 910/547-3236 or visit: http://www.capefear7.com

FYI Widow MiataHeres a new panel con-version in the works that uses the TVR Sagaris bodyshell, cut and sec-tioned to fit the popular Miata. The final result will be much less TVR style and more of Wayne Blackwells custom design. There will be a roll bar inside that runs the shape of the roof section from one side of the car to the other, using the original factory mounting points, and also serving as the main support section for the clamshell roof, since there will be a targa top once completed. https://www.facebook.com/widowsportscarsTurbo CatfishCord Bauer sent us a dyno sheet that shows when adding a Flyin Miata turbo kit and MegaSquirt MSPNP2

to his Catfish, you can ex-pect 225hp and 205 lb/ft of torque at the wheels, or 7.5 lbs per horsepower, with driver. Thats better than a 2015 Porsche 911 Carrera S! The fact that this was done with a turbo on a stock 22-year-old en-gine is pretty impres-

sive. video links of the Catfish jumpin at Streets of Willow: https://www.youtube.com/watch?v=NLO5dwvoFOQhttps://www.youtube.com/watch?v=bZKm4hzDuXAhttp://bauerltd.com

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$20 Raffle TicketDrawing isJune 27, 2015 At TheLondon Cobra Showin London, Ohio

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FYI FYICobra fans, mark your calendar: Lone Star Classics will be hosting a special event on Sept. 20 to showcase a number of new products. If youd like to in-clude a bit of touring and a car show, too, the fun starts in downtown Fort Worth at the Cowtown Cruisin for a Cure car show. (www.cow-towncruisinforacure.org) from 10 a.m. to 3 p.m., and then there will be a cara-van to the LSC factory (578 Aviator Dr., Fort Worth, TX 76179). Once there, after a short tour of the manufacturing facilities, the companys new GT427 will be un-veiled, featuring an inde-pendent rear suspension. This design was inspired by an authentic Shelby

Lone Stars Open House Cobra, CSX3135. Also to be announced are Turnkey Drivetrain Packages, a new Pay-As-You-Go Purchase Plan, flexible financing for kits, and much more! Din-ner, food and drinks will be catered, so dont miss all the fun!http://www.lonestarclas-sics.com

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We hear from Pete Dove of Dove Racing that hes working on a left-hand drive, BMW-powered MEV Atomic. This whole project has produced some really interesting engineering and fabrication challenges, he admits. Even so, if there is interest in the US, hes now capable of duplicating and/or assisting customers to do so as well.The build started with a base Road Track MEV Atomic kit, converted to left-hand-drive. The right-hand-drive MEV Atomic kits built to date use a Ya-maha YZK R1 drivetrain, but this cannot be used in LHD configuration. In-stead, a shaft-driven 2006 BMW K1200R super bike was chosen to be used as a donor. A custom-designed gear transfer case (engi-

neered by SCS Gearboxes), provides cor-rect rotation of the rear wheels and aligns the transmission output shaft through a custom-made drive shaft. This gearbox was designed to include an electric re-verse option. The drivetrain, fuel and cooling systems are now installed. The custom-built aluminum fuel tank holds seven gallons and is fitted with the original BMW fuel pump and level monitor-ing system. The braking system is completed with Wilwood Powerlite 4-pot calipers coupled with 11-inch drilled and slotted ro-tors installed in front, and Ford Focus SVT calipers and 11-inch rotors installed at the rear. The differential and drive shafts are sourced from a BMW 3 series. The custom 2.5-inch stainless steel exhaust system has

been heat wrapped within the car and fitted with twin Borla Bullet racing mufflers. Thermo Wrap insulation is installed inside the engine compartment as well. This, coupled with the engine cover louvers, should con-trol heat, Dove points out.The lighting and wir-ing systems remain to be completed, as well as the engine management system and windscreen. Noting the 180 horses and 165 lb/ft of torque that the BMW bike engine delivers, coupled with a six-speed sequential tranny, Dove says, This 850-pound hot rod should really scoot. This is the only left -hand-drive MEV Atom-ic in the world and the only one fitted with a BMW bike engine. Talk about unique! http://www.doveracing.net

Dove Racing Spreads Its Wings

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Daniel Verwers of Seduc-tion Motorsports pro-vided an update on his 550 Spyder specs. His standard base engine package uses a VW 1915cc high perfor-mance engine with CNC billet parts, powder coated engine tins, dual carbs, rear mount throttle linkage. But its now paired up with a new SM-Pro-Street tran-saxle with a billet 6061 T6 aluminum heavy duty side cover, 3:44 ring and pinion, hardened gears, welded 3-4, powder-coated matte gunmetal case/tubes/bear-ing caps, removed shock mounts, removed brake line tabs. Not pictured here is a new internal shift-cable set-up from PBS that Verwers says requires no messing

around with nor adjusting, which he plans to include on all future turnkey Spyder purchases. The companys standard Bilstein rear fully adjustable coilovers.Also shown here is an option for a 230hp Subaru EJ25, engine package with polished option. Not pic-tured on this one is a new coilpack conversion. This Subaru engine is on a build going to Pixar (the same company that produced the wonderful Cars movies). www.SeductionMotor-sports.com

New Transaxle Setup From Seduction Motorsports

FYI

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VDO - A Trademark of the Continental Corporation

Contact: [email protected] See the complete line at: www.vdo-gauges.com

VDO PRT Tachometers taking your ride to the next levelThe new VDO PRT 10,000-RPM Tachometer adds style and performance to your ride. Featuring configurations for 4, 6 and 8 cylinder engine applications, its available in a brilliant white dial face with silver bezel and an intense black onyx dial face with black bezel.

Through-dial lighting delivers excellent visibility. PRT features a resettable shift point and built-in shift light indicator, an adjustable mount for multiple mounting options and positions and a 4-wire hook up for fast installation.

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FYI FYI Electrifying Shelby

CoupeWere not exactly sure how ol Shel felt about battery power, but we do know that he was always willing to try new automotive technology. So he just might have approved of Renovos new all-electric coupe. And we do know that he would have liked one aspect in particular: This design is claimed to accelerate from 0-60 mph in just 3.4 seconds! Thats because every ounce of its 1,000 lb/ft of torque is instantly available from a dead stop.Devel-oped on a genuine, specially modified Shelby CSX9000 Daytona chassis, the Renovo Coupe pays homage to the 50th anniversary of Amer-icas historic victory at Le Mans in 1964. Starting from this timeless and historic foundation, Renovo touts the coupe as the quickest rear-wheel-drive production elec-tric vehicle on the planet. Assembled at the Renovo Motors facility in Silicon Valley, deliveries are scheduled to start in 2015. http://renovomotors.com

Gettin BuggyLooking for a place to hang out with other air-cooled VW enthusiasts? The Acme Car Co. will be hosting Bugs on the River on Sept. 27 next to

the companys HQ, near Harrisburg. Both car and spectator entries are free, and you can check out the used parts swap and get a shop tour, too. Weve visit-ed this facility, and found it to be a VW paradise, with lots of cool project cars. Address: 201 Ross Ave, New Cumberland, PAwww.acmecarco.com

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ACTIVE POWER GTDeluxe Builder Package: $13,495

Standard features include: Race-bred tube chassis using C5, C6 suspension Body fitted and mounted to chassis Doors installed, swinging and latching DOT safety glass windshield installed Rack and pinion steering, quick-release column installed

ACTIVE POWER, INC.2597 Townline Rd. / Madison, OH 44057 / (440) 983-7190

http://www.activepowercars.com

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SEMA Garage OpensWhile most folks proba-bly associate the Spe-cialty Equipment Market Association with its annual SEMA trade show in Las Vegas, this organization also hosts many other events throughout the year. One such event this year was an open house for the new SEMA Garage.What is the SEMA Ga-rage? Its a 15,000-square-foot facility filled with nearly $2 million dollars in equipment. Its primary pur-pose is to provide a readily accessible venue for use by industry professionals and manufacturers to perform a wide range of critical tasks necessary to compete in todays challenging global marketplace. These include using a complete test cell where new aftermarket prod-ucts can be evaluated on vehicles and performance gains can be measured. Today, manufacturers are faced with ever increasing burdens by the states and the federal government to develop performance parts and accessories that pass stringent emissions standards. This tempera-

ture-controlled test cell can simulate winter in the mountains, summer in the desert or anything in between. The lab is fully certified and meets all fed-eral EPA and California Air Resources Board (CARB) standards. Capabilities in-clude emissions, fuel econ-omy, acceleration, brake stopping distances, interior and exterior noise levels and handling.In yet another area, a cutting edge 3D printer is

available for fast prototyp-ing, while digital race car scales for precise vehicle weight measurements are also available to race teams looking to achieve the ulti-mate in weight distribution. Upstairs on the second floor, there are offices and conference rooms. All in all, a very impressive facil-ity that will provide a wide variety of services to SEMA member companies. www.sema.org

FYI FYI

The Denmat brothers John and David turn heads, not only because theyre identical twins, but also for transforming the iconic kits from Bruce Meyers into remarkable turnkey sport cars. Their Cape Cod shop specializes in custom design, fabrication and assembly of Meyers Manx kits using proven components and attention to detail. Offered on a commis-sion build basis, this term refers to the pricing of kits and components, which are are custom-ordered for each build. Because parts are not held in inventory, all compo-nents and related shipping are invoiced at cost. Basi-cally the customer buys the parts, and Denmats final invoice includes the agreed-to labor, parts, shipping and tax.Denmat Cars can as-semble a range of buggies, everything from a basic two-seat, air-cooled Manx up through a 300hp wa-ter-cooled (Turbo Subaru) Manxter 2+2. Currently

in the shop and nearing completion is a custom, long-wheelbase Meyers Kick-Out SS, powered by an all-new, air-cooled 2007cc stroker motor to match its hot rod style. Both brothers are factory Trained VW (air-cooled) and Mercedes-Benz Technicians, which also includes professional race car preparation and driv-ing. And they both have AAS degrees in Mechanical Engi-neering Technology. www.denmatcars.com

Double Trouble

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Reaction Researchs BMW Z3-based ZGT project continues to progress toward com-pletion. The BMW Z3 is a promising new donor platform, with a tremendous amount of perfor-mance potential and good support from after-market manufacturers, plus a well-designed convertible top.The first ZGT production hood has been installed on the mule car, and plug-work has shifted to the rear of the car. The trunk-lid skin and liner molds have been completed. Rear bumper prototyping is in-process, and rear fenders are being built up to match.In other news, Reaction Research continues to expand with other new projects. The com-panys new Datsun Z-focused website is ZTrix.com. It features both Euro-style full body con-versions and wide-body racing panels supplied

to Datsun racers across the country, including the Subtle Z wide fenders used by Greg Ira on his famous or-ange 240Z. Greg is the reigning SCCA National Roadracing champion in the E-Production race class. Also, Albuquerque customer Mark Mon-da continues to develop his C4 Corvette-based GTO replica using an Alpha One GTO front clip and a Velo Rossa rear clip. Both were supplied by Reaction, which now owns the Alpha molds. http://www.reactionresearch.com

BMW Body Swap and Z-Car Conversions

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Barn nd at $3.4 million o regular price!Quite possibly the world's most accurate & authentic tribute car. A continuation SA continuation Spyder! The body is an all-aluminum, handcrafted work of art. We use original 1955 engines and transmissions as well. This car will not sit in the stable for long so put on your race goggles, throw out that GPS and hit the road or the track in the same authentic style that James Dean found so exhilarating and addictive. This is a time capsule that you can drive! Duplicated fDuplicated from Original Cars #0086 & #0090.

Invasion PlanHow the Attack

Launched an Assault on American Soil

Text and photos by Jim Youngs, Editor Emeritus

If there ever was a fairytale story in the kit car ranks, the nonfiction account of the K1 Attack is certainly a Cinderella tale. And to tell it properly we need to go back to its once-upon-a-time beginning in a land far, far away. And yes, there was a castle and a handsome prince involved.

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Once upon a time there was an enthusiastic kit car builder who longed to offer a slick product to the American DIY public. Back in the late 1990s, Dick Kvetnansky from Slovakia communicated with me on a pretty regular basis. He had built a Lamborghini Countach replica and a Ferrari Koenig Competition replica that he was considering exporting to the U.S. That was, of course, before some Italian lawyers shot down his intentions. Frustrated with the downside of replicas, Dick started working on an original design rebody based on the 82-92 Camaro/Firebird platform. That handsome kit was introduced as the Evoluzione, along with a second iteration, both of which made it to the U.S. shores.While the Evo was a very cool car with lots of performance potential, I always had a gut feeling that the ambitious and affable Dick Kvetnansky had even bigger ideas. This feeling was proven out during a trip in 1999 to Slovakia when I was on hand to photograph

the prototype Evoluzione at a 15th Century castle in the countryside. Dick, a prince of a guy, showed me some secretive drawings of a stunning, sporty roadster in the works, penned as the Evo by Juraj Mitro a VW Europe designer working after hours for K-1 Styling & Tuning. The design hadnt been completely fleshed out then, but in my view it had to come to fruition.About a year later, in

May of 2000, Dick planned to debut the Evoluzione at the Carlisle Import/Kit Nationals in Pennsylvania, but his show car got hung up in New York customs and thus couldnt make an appearance. During this time frame, the Carlisle show organizers began including the burgeoning tuner-car scene in this show (which quickly overtook the event and ultimately got a different date for the show grounds). Disappointed that all he could do without a 43

display was be a spectator, Dick credits that show for giving him ideas and plans for his next car, the one in the secret drawings that I saw. This new car would be based on components of some of the hot sport compacts in attendance at Carlisle, specifically the Accord, which benefits from a large and enthusiastic aftermarket support for Honda powertrains. In fact, before boarding a plane back home, Dick purchased a Honda in Washington

D.C. and had it shipped to Slovakia to get started on the new car.At the following Carlisle show, Dick showed up with a full-size cutaway display of his Attack sports car sitting on a completed proprietary tubular steel chassis. To say it was a hit is a giant understatement. The attention received by this concept greatly boosted Dicks confidence that hed hit on a winner. I couldnt but agree more. Given that I had been writing for some time about the future of the kit car business, I recall saying that this new Attack is one of the most

important projects to hit our ranks in quite some time. Part of that future as I saw it was a vehicle that could take advantage of what was happening in the tuner, sport-compact segment of the automotive scene, in order to appeal to younger car guys. This was it. And apparently I wasnt the only one who thought that way. Once word got out that the Attack would become a reality, several forum websites cropped up rabidly, spreading the word about this exciting car.Well, even with such significant interest in the Attack, there were inevitable delays in getting everything correct on the design. It took three years

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before anyone could see and touch a completed car. The eye-searing yellow prototype Attack showed up in the flesh for the 2003 Carlisle show. Getting close to it in booth of Euro Works Exotics took plenty of patience and elbowing as it was certainly the hands-down hit of the show. Afterwards we met up with the beautiful car in Ohio for a personal look-see and even a stint at the wheel. It was everything we expected and more. It was well executed, exotic and stunning.Long distances and a somewhat distracted manufacturer, took its toll on the launch of the Attack in the U.S. market. As near as we can determine, only 19 cars were sold in here, and something near 33 cars total were manufactured. Dick went on to develop a version of the car as a formidable and quite successful European race car, but sadly let the Attack

kit fall by the wayside. Well, theres a bright spot in this fairytale in the form of a company, also in a land far, far away. In 2011, the Czech firm B-racing, under the guidance of Petr Benes, was established to once again offer the K-1 Attack in kit form, as well as parts for the original cars. The car you see here is actually one of those 19 original Attacks imported to the U.S. Bob Duxbury, a consummate car guy and retired engineer, purchased the unassembled kit in 2009 from an individual in northern California who had two complete Attack kits.The Attack chassis was originally designed to use a bunch of components from a donor Honda Accord (90-96) and came with other suspension components such as late-model Audi front suspension and

brakes, steering joints and those cool Audi Racing coil-over shocks sticking through the bonnet. The front suspension is a pushrod set-up with Audi lower control arms.From the outset Duxbury knew that he wanted to use a V6 FWD package in his Attack, and thus chose a 2003 Acura 3.2L with a five-speed automatic transmission. To accomplish that he had to modify the rear mounting locations of the frame to use a complete Acura TL cradle. He also modified the frames upper and side bracing to clear the different power plant.

After fitting the engine with Megan Racing stainless steel headers and a K&N cold air intake, Duxbury judges the output near 300 hp, or as he says, powerful enough for me. He left all the engines emissions equipment intact. Additionally he modified the rear to accept Cadillac calipers with integral e-brake. Also reconfigured was the steering rack placement, by employing a Honda Prelude rack instead of the Accord unit, in order to better eliminate bump

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steer. This Attack rolls on 225/45HR18 Cooper Zenon ZPT rubber wrapped around seven-spoke Sport Maxx 18x7.5-inch wheels.Aside from the upholstery, Duxbury accomplished the Attack build, including the paint job, in his own five-car garage. The shiny paint is about five coats of Summit Racing single-stage urethane, topped by seven coats of clear and about a month of hand rubbing/polishing to correct/finalize my work. To contrast the orange metallic, he applied silver urethane on the grille maw, windshield frame, taillight surrounds, roll bar

covers, and interior trim. Auto Trim Specialists, in Denver, did the cockpit upholstery in cinnamon marine-grade vinyl with matching top-stitching. Duxbury incorporated Acura TL instruments in the dash with several Faze gauges added in the center dash for monitoring temperature, boost and electrical charge. A Kenwood sound system is installed in the center of the dash and includes XDMA6415 CD, MP3, iPod player plus Bluetooth, all connected to O2 Max speakers. He describes his air conditioning as Open-airColorados finest.

Five-point racing harnesses keep occupants secure in the unique upholstered-pads fiberglass bucket seats. The Attack seems to be finally a viable kit car for the U.S., and apparently a lot of online enthusiasts agree. Were thrilled that building one is still a possibility and if Duxburys project is any indication, the Attack is a force to be reckoned with. CB

SOURCES:B-racing

www.b-racing.cz/en/Attack Forums

www.attackforums.com

800-297-6253Superformance.comIconic 60's sports and race cars recreated

This Trio Sings Tributes to the Trophy-Winning 289 FIA CobraBy Steve TemplePhotos by Steve Temple and courtesy Factory Five RacingWhile the 427 Co-bra is a big-block behemoth, the basso profundo in a sym-phony of classic muscle cars, theres a higher note that cuts through its deep rumble. And its actually from the Cobra that made the cars reputation on the road courses of Europe.

The 289 FIA, (aka USRRC here in U.S.) was a leaner, more athletic version of its broad-shouldered, bigger brother. Its sorta like the difference between a scim-itar and a battle axe. Both can slice and dice just about anything that comes their way, but the small-block version is more deft to han-dle. Indeed, renowned Co-bra racer Bob Bondurant never minced words about his preference for piloting the lighter, more agile 289 FIA over herding a nose-heavy 427 when hustling through the twisties. He felt a 351 Ford offered just the right balance of power and weight.This advantage, however, hasnt deterred the majority

of Cobra enthusiasts from preferring replicas of the super-sized 427 version. Ordering a Double Whop-per (with cheese, please!) is simply the American Way. But as the Cobra replica market has become more sophisticated, so has its aficionados. Seeking a more toned, trimmed-down model with-out excess poundage up front makes good senseand not just from a handling standpoint. On the 289 FIA, you can fit a more afford-able small-block between the fenders, yet still be his-torically accurate. And with the increasing popularity of stroker versions of the 351 Ford, having 427 cubes of displacement on tap is still entirely feasible. Its the

The Three Tenors

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mechanical equivalent of putting the big pot in the little one. And man, does this combo know how to cookeven hotter than the original.Which leads to another aspect of the reproductions featured herethey im-prove on the chassis. After all, Shelbys small-block Cobras used the antiquated Tojero setup, with spindly 3-inch round-tube frame rails and unpredictable transverse leaf springs (so much so that the car would oversteer and understeer at the same time on tight turns). Only after some suspension modifications by Ken Miles and using super-sticky tires could the car become a track star.Todays Cobra repli-cas compensate for these drawbacks in several ways. Which is why we rounded up a trio of smokin 289

FIAs from three different, well-respected manufactur-ers: ERA, Unique Motorcars, and Factory Five Racing (with the latter being the newcomer to this trio of road-course racers). Of course, companies such as Superformance, Kirkham, Shelby American, and oth-ers offer variants as well,

but well have to cover them in a later issue. For now, well focus on the merits of these three examples. Like the three tenors of opera-house fame, they each get a solo perfor-mance here, and well see how they hold their own in hitting all the right notes.

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and sold, it competed in the 65 season in several oth-er paint schemes. So this graphic treatment reflects a particular point in time, one of the historical high- lights of Cobra racing. Other items added to recreate the original included Trigo FIA wheels with safety-wired spinners, close-ratio 4-speed Toploader, a 3.54 ratio Dana rearend, and removable steering wheel, among other detailed items.Not surprisingly, out of all the originals paint schemes, The version I like best is number 146 with the Targa Florio specifications, Capps says. Youre not going to see another just like it at the local shows. My car may be 14 years old, but meatballs, numbers, brake

Unique Motorcars 289 FIAPatterned After a Specific Race Car at a Certain Point in TimeProject cars are never really done. They often go through many changes, both big and small, especially when the owner decides to em-ulate a particular race car. Take Butch Capps 289 FIA from Unique Motorcars, for instance. His original plan back in 2000 was to paint it ivy green, but Uniques Alan Weaver convinced him otherwise, wisely pointing out that all original 289 FIA Cobras were Viking Blue. However, he did let me have the nose stripe in any color, Capps relates, as long as it was white, yellow red or orange, like the five team cars were in 1964. Chassis number CSX2323 was orange (designated as Poppy Red), so he chose that one, largely because at that time all the other col-ors had already been used by Uniques customers.While the car was nicely executed, Capps later came across a photo of CSX2323 at Targa Florio in Italy, where it raced with distinc-tion, finishing Second in GT class (and eighth place overall), with Dan Gurney and Jerry Grant sharing driving duties (note Grants signature on the hood of Cappss car). After hanging this photo on a tool box and gazing at from time to time, and thinking, Man, thats a sweet race car, Capps knew he had to make some changes. Working with Maurice and Alan Weaver, they add-ed twin side pipes, stone deflector and huge white meatballs, as a tribute to the racing livery worn by CSX2323 in 1964. This race car crashed later that same year, and after being rebuilt

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cooler ducts, stone deflec-tor and decals make it drive like a new car. And the Tri-Y headers and twin side pipes play a 1960s tune at 2,000 rpm plus!This car was actually not the first Unique owned by Capps. Back in 1993 he ordered a 427 Deluxe Pallet Kit (which comes basically complete, except for install-ing the drivetrain and plug-ging in the wiring harness). Like most Cobra buyers, he thought the 427 body style was the only one to own. But a chance encounter changed all that. When in Uniques shop, on the showroom floor was a Viking Blue FIA roadster that really caught my eye.

And that led to all the fore-going noted above.After building Uniques 427 S/C, Capps company, Mid South Gear Specialists, began a business relation-ship with Unique, supplying differentials and manual transmissions. We build

all of Uniques differentials and some of its Toploader 4-speeds.Feeding power to the Toploader on Capps 289 FIA is a 289 Ford, bored .040 to open it up to 294 cubes with a 97.7:1 CR. It spins Eagle H-beam rods,

52

and is fitted with a Cobra Hi Rise intake, Holley 715 Le-Mans float-bowl carb, and Canton oil pan.As for the chassis, the same setup is used on both the 427 and 289 replicas. A box-tube frame runs a custom front suspension steered by a MGB rack,

and Jaguar independent rearend, and each corner is fitted with Wilwood disc brakes.So all told, while Capps 289 FIA has a precise pe-riod treatment, it benefits from advances in automo-tive technology. With mod-ern mechanicals, it im-proves on the original, and still strikes like a Cobra.

SOURCES:

Unique Motorcarshttp://www.uniquemo

torcars.com

Mid South Gear Specialists

[email protected]

An amalgam of sorts, this ver-sion of Cobra combines de-tails from both the original FIA and USRRC race cars. The color is a darker blue, similar to the USSRC cars, but with a red recognition nose stripe as used on the FIA team cars. (The USRRC cars had longitudinal white stripes.) There are other differenc-es, as its owner Jim Holden points out:I originally had a short, plexi, curved racing screen in front of the driver as utilized on the USSRC cars, he notes, since they were not required by the rules to have a full windscreen. I eventually swapped that out for a regular 289 wind-shield, but laid back at an angle, as on the FIA cars that were required to carry full windshields. Passengers complained that when they got whacked in the head by a bumblebee at 60 to 70 mph, it almost knocked them out.Another difference is that the trunk lid does not have the dimples as was needed on the FIA cars to clear the mandatory suit-case each car was required by the rules of the time to carry. The USRRC rules did not require the suitcase and thus, no dimples. Holden made another change as wellI also installed a curved baffle around the gasoline fill flip-cap as on the USR-RC cars. It was used, so I understand, to prevent the wind passing over the car at speed, as a result of the lack of a windshield, from A Hybrid of a Whole Nuther Hue

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siphoning the gas out of the fuel tank.Taking matters into his own hands even further, the drivetrain consists of a Dart 302 Windsor block, stroked to 331 cubes, and five-speed TKO trannie. Preserv-ing the period look, the mill is topped with Shelby Rac-ings Weber intake and four 48 IDA dual carbs. After describing the sidepipes as being plugged into an angry little motor to make music, Holden says this setup ...makes for a stout combi-nation and I have enjoyed

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ERA 289 FIA/USRRC

driving and showing the car immensely over the last several years. When asked about the power output of this mill, Holden replied: Plenty. And he knows well of what he speaks, having built seven, yes seven, ERAs over the last 30 years (two GT40s, 3 ERA 427s, an ERA 289FIA and an ERA 289). And that doesnt include a few Porsches and other proj-ects in progress.The buildup on this

particular car starts with ERAs box-tube frame, re-inforced with an X-mem-ber for more torsional rigidity. At the front are ERAs proprietary A-arms and uprights, and Spax adjustable coilovers. For the rearend, Holden tracked down a dilapi-dated Jaguar XJ6. After paying $80 to get the car towed out a farmers field, he had the rearend com-pletely disassembled, and only center section was re-used with ERAs outboard custom rear assembly. All told, this chassis is the same one used on ERAs big-block Cobras, so its clearly overbuilt.

After ERA mounted the body on the rolling chassis, off to paint it went. When it came back from Tonys Paint Shop in Massachusetts, the elves at ERA installed the inner aluminum panels and Holden then took delivery of the car on dolly wheels, ready for final assembly.The car went togeth-er in about a month and a half, Holden relates.

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Mostly on weekends with a lot of standing and sitting around, wine glass in hand, and the BBQ grill waiting just outside the garage.Once it was up and run-ning, he ran into a minor problem. When Holden got remarried (after his first wife passed away), he ac-quired a couple of grown

sons as part of a package deal. They all have the same passion for motoring as him, and he doesnt hold back the keys to all his oth-er cars as well. Now I could be upset, but, on the contrary, I con-sider myself the most for-tunate of motor maniacs, he says. A part of a (large and very loud) family that

shares a passion for things automotive and to have the ability to enjoy a selection of cars acquired over the years that all can enjoy.SOURCE:

Era Replica Automobileshttp://www.erareplicas.

com

Factory Five Racing 289 FIAGoing Back to the BeginningWhat do you do af-ter having built more 427 Co-bra replicas than any other company in the world? And also producing a Daytona coupe, mid-engine exotic, street rod and a world car with a Subaru drivetrain. Whats next? Simplego back to your roots. With a name like Fac-tory Five Racing, you create an exacting reproduction of a legendary race car, the 289 FIA. Whats remarkable is 58

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that FFR wasnt all that concerned about the lack of a strong business case for build-ing yet another Cobra replica, given that several other companies already are do-ing so, as noted in this issue. No, what motivated Dave Smith and his crew to build a 289 FIA was simple: We wanted to. This gear-head pas-sion for motor-sports has been driving the com-pany right from the get-go, and runs deep in its veins. So what dif-ferentiates the FFR 289 FIA from others on

the market? To start with, the original inspiration was from CSX2260 #14, raced by Dave MacDon-ald, Jo Schlesser, Phil Hill, Innes Ireland, and Masten Gregory. Besides its compe-tition pedigree, FFRs Dave Smith prefers the look of this particular cars fender flares and stance, among all the other design variations done back in the Sixties, and went to some pains to make this body dimension-ally correct in all its details. (The specifics are too nu-merous to list here, so we recommend checking out FFRs website for a summa-ry.)The chassis is another key difference. FFR uses a frame with four-inch (in-stead of three-inch, as on the original) round tubes. Also, while most other 289 FIA repros employ solely an IRS, FFR offers a broader range of choices, including a live-axle setup. By offering several setups, the same ones used on the companys 427 Mk4 model, a customer can opt for either the feel of the original IRS, or have the advantage of the sturdy, track-proven 3-link used on FFRs spec-series racers, along with all the shock and suspension options. As we go to press, a

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demo car for driving was not readily available (which we hope to rectify soon), but having driven a num-ber of FFRs 427 models, we have no doubt that this chassis can be made to work in whatever applica-tion, from street to track, that a builder might have in mind. The engine on FFR 289 FIA shown here has way more ponies on tap than the original 289 small-block

Cobras did, which were variously rated anywhere from 271 to 303 hp. FFRs kit comes configured to ac-commodate the 289 or 302 engines, which means a 351 can fit as well.Ford Racing supplied a 347ci mill, rated at 450hp at 6000 rpm (with head-ers and a 650cfm Holley carb), and 400 pounds of torque. But this particular application has Weber IDA 48 carbs from Redline for a period-cor-rect treat-ment. While a Weber induction system has a reputation for being a

bit finicky to work on (especially in order to avoid a flat

spot in the power curve), tuning Webers can be easy if you know how, and make for a truly satisfying setup.In keeping with this historic look, FFRs 289 FIA package includes alternate drive pulley assembly, oil filter relocation kit, and exhaust assembly to adapt a Mustang engine and head-ers to vintage, single-tube side exit exhausts. So basi-cally, in order to head out on the track, all you need to supply is the drivetrain and a paint job with racing livery. CB

SOURCE:

Factory Five Racinghttps://www.factory

five.com

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BODY TALK

Fitting an original 34 Ford on a Modern TCI Chassis

By Steve TemplePhotos by Steve Temple and Lee Ercoline

At first glance, mounting a street rod body on a frame might sound fairly simple. With a little help from your friends, just lower the cab down gently, and then bolt it in place, right? Well, yes and no. As with so many buildup projects, it turns out that theres more to it than meets the eye.

To find out more, we sought out some tech tips from the crew at Full Circle Restorations, in the process of replacing the chassis on an original 34 Ford owned by Lee Ercoline. The old frame was a bit rusty in spots, but even worse, the suspension had been lowered incorrectly by a different shop, so the ride quality was poor, and the steering rack was hitting the shock.

What made this job even more complicated was the fact that the body had already been painted, so it had to be handled with care. Its also made of metal,

rather than fiberglass, so it was heavier. Plus, the interior and glass were already installed.

Not only that, prior to refitting the body on a modern TCI chassis, the firewall and floorpan had to be modified to make room for the V-8 engine being set back farther on the frame for better balance and more clearance up front. (Even so, the water pump clears the radiator by only a fraction of an inch.)

In addition, the pumpkin on the live axle rearend was too close to the floorpan, so that required

correction as well. Fortunately, Direct Sheetmetal supplied a floor kit that makes room for a bigger Third Member, along with a recessed firewall that clears a small-block V-8.

All this cutting and splicing on the body are worth the extra effort, however, because the TCI chassis improves

on the original setup in a number of ways, while maintaining the correct body mounting locations. This companys 1933-34 frames feature full-length, boxed rails (instead of the flimsier C-channel used back in 1934), plus rectangular X-members for strength and rigidity. Its available with either a stock-style front crossmember with a one-inch drop, or an IFS front crossmember, and a choice of three different rear crossmembers.

On this particular vehicle, the fronts

have dual A-arms with coilovers and an adjustable swaybar. At the rear is a parallel four-bar setup with a Panhard rod (rather than triangulated upper

control arms). Lee also opted for some swanky-looking polished control arms and the extra stopping power of Wilwood brakes. He points out that the TCI frame comes on a pallet, with the suspension components all neatly boxed and ready for installation. Bolting the

whole thing together is a fairly simple matter, notes Tom Van Steyn of Full Circle Restorations. (Well, at least some things went easy on this project.)

While this part was being handled, Van Steyn also welded in the new firewall and fabricated a stronger mount for the Ididit steering

column. Besides being sturdier due to having a big flange, it also seals up the hole in the firewall (which keeps out mice looking to make a nest, which can be a problem at times).

Prior to mounting the body, Van

Steyn dry-fitted and then glued down strips of rubber to the frame rails using 3M contact cement. He prefers using the type of strips with webbing in the middle, since

theyre stronger and last longer. No reason to skimp here.

Once Van Steyn and his burly crew hefted the body on the frame, it fit like the two had been made for each other. Well, it did take a bit of gentle persuasion to line up the mounting holes, but once that was done, the body bolts snugged right down.

Now Lee has a 34 Ford that rides smooth, handles right and puts the power to the ground. And no squeaks from rubbing parts or curious mice. Now thats the kind of body talk we like to hear!

CB

SOURCE:Full Circle Restorations12928 E. Blossom CourtLockeford, CA 95237209/727-3322 www.fullcircleresto.com

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Heres a sequence showing the body being lowered onto the chassis, very carefully. Since the body is made of metal, and already fitted with the interior and window glass, it took several burly guys to put it in place.

The 34 Ford cab is on a dolly awaiting in-stallation on the TCI chassis.

Heres the front view of the TCI chassis, all assembled and ready for body mounting.

The TCI front suspension features an adjustable swaybar with high-quality Heim joints.

The rear view of the TCI chassis shows the boxed main rails and webbing for extra reinforcement, along with an upgraded four-link suspension. The original perimeter frame was not very rigid, since it was designed to handle only about one fourth the horsepower of the 350 Chevy V-8 used instead.

The TCI chassis also has an adjustable torsion sway bar

in the rear.BELOW: The parallel four-bar rearend also has a Panhard rod, fitted with urethane bushings, for better sus-pension control. If the upper arms are triangulated, the Panhard rod is not needed, but there might be clearance issues otherwise.

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Block-hugger headers from Sanderson make routing the exhaust near the frame much easier.

On the opposite side of the block, the Sum-mit Racing Mini Hi-Torque starter fits in easi-ly in the tight engine bay.

Prior to transferring the cab to the new chassis, the old firewall had to be neatly cut out.

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The new firewall is temporarily secured with panel clamps to test fit it. Once all the clearances are checked, the panel is then screwed and plug-welded in place.

The transmission tunnel was enlarged to make room for the TH 400 transmis-sion, which is set back farther on the TCI frame.

After test-fitting the block to make sure theres plenty of clearance for all the accessories, the firewall is screwed and then welded in place.

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The finished firewall is then painted to match the body.

Van Steyn welded an extra flange on the Ididit steering column, so it braces securely against the firewall, and fills up the hole.

At the rear, the floorpan needed some more clear-ance for the differential housing. Direct Sheetmetal supplied a floorboard kit with extra room for the pumpkin.

Prior to lowering on the body, reinforced rubber strips are cut to fit and glued down on the frame rails.

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Once the body is on the frame, Tom Van Steyn gives the rear of the body a little extra muscle to make sure it fits on snug.

Use a pry bar to line up the body holes with the frame.

Full Circle uses Grade 5 body mounting bolts with a large washer, and are serrated underneath the bolt head to provide a tight grip.

Once the bolts line up, they simply thread into the frame. No nut is re-quired, since the rails are boxed and sealed.

Once the body is on, the final steps include putting the fenders and original grille shell back on the body. Note the extra cooling fan for the small-block 350 V-8.

Insurance Coverages Available:

www.worldclassins.com

Rev ElationsStomping the Throttle in a Cocky Caterham 7 Makes for Massive Fun

Text by Larry WeinerPhotos by http://ted7.com

Whats it like for a guy whos used to driving big, blown American muscle cars to switch to a light and agile British roadster? The short

answer: its all good.

As the editor of Pentastar Power (the companion magazine to Car Builder), I have the opportunity to manhandle all kinds of high-performance Mopars, both vintage and late model. From no-nonsense Max Wedge Super Stocks to the latest Kenne Bell supercharged Mr. Norms GSS Challengers, the experience of driving Detroit iron is quite a bit different than the kind of tossable, alfresco experience that awaited

me with the Caterham 7, but Im getting ahead of the story.The Superformance facility, which has the U.S. distribution rights to Caterham, is located in a modern Socal industrial park in Irvine, California. Upon arriving, I noted several different models from the Superformance family, such as a 427 Cobra and Daytona Coupe, both dressed in Guardsman Blue with traditional Wimbledon White LeMans stripes. So the Caterham certainly

keeps good company. I was met by Nick Nehrir who gave me a tour of the facility and some background on each of the cars the company offers. And trust me when I tell you, Superformance offers some seriously cool cars. Besides the traditional small- and big-block Cobra and Cobra Daytona Coupe replicas I noted, the company also offers GT40s and the most recent addition, a repro of the 1963 Corvette Grand Sport. (All of which will covered in 76

future issues.) I was highly impressed by this array of performance machines, and am already planning a return visit for some more wheel time. But the Caterham 7, in bare metal with sinister black carbon fiber accents, was the one that I was there to drive. For those not familiar with its background, the Caterham 7 is a descendant of the original Lotus 7, a vehicle whose roots trace directly back to famed racer Colin Chapman, who founded Lotus Engineering in 1952. Looking for all the world like a car right out of the 1930s, the Caterham 7 is anything but an antique. Nick was quick to point out that under the prewar-looking body beats the heart and soul of a thoroughly modern sports car thats more than capable of going toe-to-toe with many of todays modern road rockets. Not only that, this particular Caterham 7 is a cut above a standard model, as it was equipped with a rev-happy, 2.0 liter Ford Duratec, with custom intake, four individual throttle bodies, massaged heads, and performance pistons, plus a special

computer tune. Altogether, these mods deliver 240 horsepower at a mind-bending 8500 rpm, no forced induction needed (although a 320hp Rotrax supercharged engine is available in the rhd-only 620R Caterham). Peak torque arrives at 6300 rpm, so the engine responds well to a heavy foot.At first blush, this power output might not seem like much when compared to the 1000hp Challenger that I piloted on my way to Superformance, but by the same token, the Caterham 7 is a featherweight at less than 1200 pounds. After considering the two-tons-plus poundage of the massive Mopar, suddenly the power-to-weight ratios take on a whole new meaning. I did the math mentally and quickly realized that the Caterham 7 is one bad-

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to-the-bone sports car that would need to be taken very seriously. Its typically delivered in the same manner as Superformances other models: turnkey minus (the Caterham comes complete, except for installation of engine and transmission, which are included for a total price of less than $75K). An unassembled kit saves you a few thousand, but requires more more buildup time.Much like the modern Ford Duratec engine that powers it, underneath the aluminum skin of the Caterham 7 is a virtually

race-ready chassis. Strong yet lightweight components make up every part of this vehicle, and the tubular chassis that underpins it is no exception. The suspension uses fully adjustable dampers with Eibach springs, and the extremely precise rack-and-pinion steering is responsive to the slightest inputs. A quick overview of the Caterham 7 was in order before blasting out of the garage and embarrassing some of the unsuspecting BMWs, Porsches, and Jaguars that are so common in this area of Socal. The first order of business was re-

learning how to get behind the wheel. Rather than simply sliding in sideways as I normally would, Nick suggested that I climb up over the coachwork, stand on the seat cushion and slip myself in under the steering wheel. While certainly not something Im used to doing, it did not require the flexibility of a contortionist. One simply needs to be more agile getting behind the wheel of a Caterham 7 than a contemporary car. Once inside the Caterham 7, I found it to be surprisingly roomy and quite comfortable. The next order of business

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was a quick review of the switchgear. The six-speed manual transmission was simple enough, with a traditional gear shift sticking out of the floor and the shift pattern engraved

on the knob. Ditto the straightforward placement of the pedals, but Nick warned me that the travel on the clutch was extremely short, in fact, only a couple inches.

Other than that, the only other thing that took a little getting used to was the turn signals. Rather than a stalk off the left side of the steering column, there are two buttons on the carbon fiber dashboard, one for the left signal, the other for the right. One push on, one push off. Theres also a sport-mode button that opens a bypass on the exhaust, giving it a raspier sound, while altering the throttle response and engine calibrations for even more enhanced performance. The last distinctive item of note was the startup method: turn the key to

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the on position and push the starter button on the dash to awaken the little giant-killer under the hood. Altogether, the Caterham commands driver involvement and manual actuation at every level (in dramatic contrast to the driverless cars of the future), traits that truly endear us to its elemental configuration.The engine responded instantly and settled down to a pleasant burble. Sitting on the left side of the car, the sound was not quite as loud as if it had been a right-hand-drive model with the exhaust right under my ear. Looking out over the long, louvered

bare-metal hood, I slipped the clutch back in, put the short stick into first and carefully let the clutch up. Just as Nick had cautioned, it engaged almost instantly. Pressing down gently on the gas pedal, we were off and running. No, I didnt leave any strips of sticky Avon CR500 directional rubber on the pavement, but it sure would have been very easy to do. A quick familiarization drive around the industrial park and I was ready for to mix it up with anything on the road.

After putting some miles down on surface streets, a freeway on-ramp appeared and away we went. Hitting the ramp at a 25mph roll in Second gear, stomp the pedal to the metal and in what seemed little more than a split second it was time for Third, followed by Fourth and into Fifth. Throttling up engine

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through the gears in the Caterham 7 is like riding a fire-breathing dragon thats capable of scorching the countryside. Yee ha, were having fun now! Looking down at the speedo, I realized that we were well on our way to approaching triple digits and common sense dictated slowing down to at least the pace being set by the traffic in the fast lane.After a quick jaunt up and own the freeway, Nick suggested that we pull off and install the side doors. This would eliminate much of the buffeting and wind in the face from our freeway blitz. It took mere moments to install the doors and we were off and running again. Sure enough, the

small doors may not look like much, but they work wonders and made driving at high speed a much less windblown event. After about an hour in the seat, it was time to head back to Superformance. I can honestly say that driving the Caterham 7 was a hoot, and I would do it again in a second. The experience is so much different than a regular car. When youre driving a Caterham 7, it boils down to simply a man and his machine. As noted, its devoid of all of the distractions and the cosseted, cocoon-like cockpit environment that is so typical of production vehicles today. Trust me, you will not be texting,

sipping a caramel latte or chatting on a cell phone when youre driving a Caterham 7. Quite the opposite really, because its just you, the car and the road, in that order. Anything else just gets in the way. After my time behind the wheel of the Caterham 7, I think that The Rocketeer put it best after the first time he took off with a jet pack strapped to his backI like it! CB

SOURCE:Superformance LLC

6 AutryIrvine, CA 92618

Phone: 949/900-1950direct: 949/900-1961

www.superformance.com

www.b-racing.cz/en

WILD N WONDERFULOur Hot Picks at Renos

Hot August Nights

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Text and photos by Steve Temple

W e go to car showsa lot. Big and small, from classy and sassy to wild and wonderful. One event, however, combines all these intriguing traits into one massive event, filling up an entire city. While it started out in 1986 as a way to boost tourism in the slow summer season, today Hot August Nights is hands down the best and biggest happening of the year held at The Biggest Little City in the World. Primo collections of cars and trucks gather at each of the major casino resorts and surrounding venues, about two dozen locations in all, and showcase spectacular rides, cruises, auctions, and entertainment. Celebrating Americas love affair with cars and rock n roll, Reno turns into a capital of car-culture capital for a week or so in early August, displaying an amazingly diverse range of 76-and-older models. Everything from classics to kustoms, rods to muscle cars, restos to restomods, along with

A hot, flamed 39 Ford, possibly from the Land of Ozes hot rods.

A Bad to the Bone 69 El Camino with a B&M blower and some menacing graphics.

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swap meets and nostalgic automobilia. You name it, you can find it at HAN.So what does this all have to do with readers of Car Builder magazine? In one word: inspiration. HAN has so much innovation and creativity of expression, that car folks can get all sorts of ideas and motivation for their own projects, whether for the engine, bodywork, upholstery, paint, or whatever else strikes their fancy.While we dont have space to show more than a choice selection out of the many thousands of spiffed-out rides on hand, we were able to glean some tasty-looking plums for your pleasure. Enjoy, and let us know if you plan to attend next year, so we can be sure to check out your ride!

SOURCE:Hot August Nights

http://www.hotaugustnights.

net

The Grand Sierra Resort is one of the key HAN hangouts, with loads of cars and free concerts. This 428-powered FFR Cobra wore its plate well: IDOBITE

We totally agree with the statement in the rear window of this multi-col-ored 31 Ford Phaeton.

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A Track T with some provocative hood bulges.

This 41 Chevy pickup is just what the Forest Service needs for patrolling the High Sierras.

A 48 Ford rat rod with a rubber rodent chained to the grille.

Showing a little tyke how to han-dle an authentic 56 Porsche 356.

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Got lug nuts?An Auburn Boattail Speedster replica shows off its sensation-al bodywork.

Wounded Warriors offered a raffle Cobra to support their cause.

Above: Is that a whiskey still or a Chevy V-8 in this 37 Ford pickup? (Note the mini-kegs and copper tubing.)

We came across more than a few Cobra replicas at the event, even though

most were likely built after 1976, so its the year

of the model, not the ac-tual manufacturing date,

that matters.

Cars and crowds pack the streets both day and evening Reno for Hot August Nights.

A smoothed-and-frenched sedan de-livery with a sweet

orange paint job.

A four-seat Meyers Manxster with King Shocks and a whimsi-cal Hudson Hornet Piston Cup logo.

The owner of this collectible classic 57 300C Chrysler tam-pered with history to turn it into a Pro Street version.

Can you say Cuda? Heres a really clean 70 in purple and black.

A 37 Chevy cou-ple tasteful-ly modern-ized a tad. Check out

the Bow-tie-shaped

gas filler door.

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An exclusive 10th Anniversary Dia-mond Edition Su-performance replica with a Roush stro-ker motor.

Was this what the Joads drove on Route 66 in the Grapes of Wrath?

One fine-looking kustom with flames, whites, pinstripes and loads of chrome.

Gleaming Inglese induction on 1HOT26T (note license plate).

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STEALTH BOMBER

97

Shell Valleys Shop Cobra

Drops the Bling for Badass

Text and photos by Steve Temple Nobody ever said a Cobra is subtle. Its loud and proud, announcing its presence long before even arriving. So why bother with a whole lot of bling? Indeed, why not go to the other extreme and eschew all the shiny metal? Thats exactly what Travis Roth and his crew at Shell Valley did with their shop Cobraand more. As Roth notes, Everything on this car was blacked out the windshield, roll bar, bumper, mirrors, louverseverything!We frankly give him and his staff credit for breaking from tradition, considering just how many replicas with chrome and other car jewelry weve seen over the years. Not that theres anything wrong with a bit of flash, but variety is the spice of life.

Which is right in keeping with the companys history, since Shell Valley has done all sorts of various designs over the years. Besides the understated-yet-menacing Gen II Cobra shown here, the lineup of cars produced over the last four decades or so includes the following other replicas: Daytona Coupe, 29 A Roadster, Cheetah, and Jag C-Type, along with a line of fiberglass replacement Jeep bodies. This firm also produces custom fiberglass products for the agricultural, marine, sports, auto racing and industrial sectors. (And that doesnt include all the original-spec components produced for other kit and restoration companies.)

How did the firm develop such a diverse range of offerings? Shell Valley was originally founded in 1970

by Jim Swoboda, producing fiberglass pickup covers, boats, canoes, and Jeep bodies. He then partnered with his brother, Robert, in 1972. His brother Steve joined the business in 1982 and Shell Valley began producing the 427 SC Cobra Replica. In 1997, Rich Anderson purchased Shell Valley and acquired Midstates Classic Cars and Parts from Bob

Kallio in 1999. Anderson combined both technologies and the best features of the Shell Valley and Midstates Cobra Replicas to develop the Generation II Cobra Replica, introduced in 2007. In 2009, Travis and Deanna Roth purchased the company and assets, and has continued to refine this mainstay of the line.

Today, the body benefits from extensive engineering

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in the mold design, allowing it to be laid up in one piece. This setup includes the shoulders for the hood, trunk lid, and doors. Inner liners are laminated into the outer door panels, creating a conventional full-cavity door. Both hinge and latch locations are molded in as well for a clean fit and finish. The same is true for the hood and trunk fit. The use of a Kevlar/fiberglass hybrid lamination makes for an even stronger body than a conventional layup.Beneath the tough skin is a 2 x 4-inch box-tube, ladder-style frame. A standard feature on the Shell Valley frame is the use of dropped foot boxes on both the driver and passenger side for more cockpit comfort, which fits customers as tall as 6 2.

This frame is fitted with tubular Mustang II fronts and a Ford 9-inch

rearend. The latter features a custom Shell Valley housing with Moser axles (3.50 gear with Detroit Truetrac Locker) and a fully adjustable aluminum 4-link suspension setup. QA-1 coil-overs are at all four corners (350-pound springs in the front and 225-pounds in the rear). The steering system consists of a Ididit steering column, 9-bolt black leather wrapped steering wheel, and a Mustang II quick-ratio rack and pinion (3 turns lock to lock).The mill under the hood is from BluePrint Engines, a 351 Ford bored .040 over and stroked to 408 cubes. It started out as a standard crate engine (though BluePrints version of standard goes further than some bare-bones crate engines, since it comes complete with fuel system, ignition system, plugs, wires, and the water and fuel pumps). Added

to this base package is a balancer and Petronix Flame Thrower distributor, plus some dress-up items such as polished aluminum heads and intake (the only shiny metal on the whole car). The hydraulic roller camshaft and Holley 750 carb combine to deliver an output thats somewhat elevated over BluePrints stock numbers: 435 horses and 505 lb/ft of torque. These figures funnel through a Tremec TKO 600 fitted with a Quick Time bellhousing and Ram Clutch.For better of venting exhaust gases, the block is fitted with Shell Valleys custom, ceramic-coated headers. The companys custom sidepipes have a new type of heat treatment as well:We are experimenting with a hi-temp black powder coat that has held up well over the past year, Roth notes. We are also experimenting with a new sidepipe on the drivers side with a louvered case around the muffler on the inside of the car so you dont see it. While no hard data on the performance is available at this point, but he does say it keeps

muffler casing much cooler! (Thus reducing the risk of a snake bite from a hot pipe.)Continuing with the ebony color scheme, recessed into the dash are VDO Vision Black series gauges. And the seats, carpet, and door panels are all done in black. Silver stitching in the upholstery echoes the silver pinstripes on either side of the black racing stripe, laid over a custom mix for the main body color.

Black trim rings surround the Tri-bar H-4 Halogen headlights, bringing up the rear are Shell Valleys new LED rectangular taillights. The American Racing Torq-Thrust II rims (17x7 front; 17x11rear) are coated in satin black (of course). Tires are Nitto NT555 (245/45R17 front; 315/35R17 rear). So all told, this stealthy bomber shows that black is the new black! CB

SOURCES:Shell Valley Classic Wheels, Inc.23119 287th StreetPlatte Center, NE 68653Toll Free: 888-246-0900Website: www.shellvalley.com

BluePrint Engineshttp://blueprintengines.com

Tom Van Steyn of Full Circle Resto-rations (featured elsewhere in this issue on a body drop for a 34 Ford), has shared a number of practical, hands-on tips with us over the years. While hes worked on a few kit proj-ects, his main line of work is resto-rations and restomods of a wide range of cars and trucks. The replica rod shown here (no longer manufactured) required a number of modifications, such as cutting and re-glassing the dashboard and reworking the gaps between body panels. If youre en-countering some challenges on your project car, hes a talented and knowl-edgeable guy to contact.http://www.fullcircleresto.com

Rod ReworkBuild-Up TipsProducts and Techniques to Make Your Project Go Easier, FasterOver the years weve seen all sorts of automotive projects, some simple, others much more challenging and time consum-ing. Whatever the type of buildup, everybody agrees that its better to work smarter, not harder.So thats why weve collected a batch of buildup tips to make your life easier. Granted, not all of these apply to every type of project, but you never know when one of them comes in handy, perhaps on friends vehicle, or even on a completed car that needs an upgrade or some TLC. Some of these tech items came from various aftermarket compa-nies, and others from our readers. So we invite you to share your ex-periences, as we plan to run this feature as a semi-regular series. Just send us an email with some photos to [email protected] Battery Balancing ActFor optimum weight distribution, re-locating the battery to the right rear corner is a time-honored tactic, since it offsets the weight of the driver to some degree. Space is sometimes limited in the engine bay of certain types of proj-ect cars (such as Cobra replicas and this street rod completed at Full Circle Res-torations), so this setup solves another issue as well. When ex-tending the battery cables, though, reduce the electri-cal resistance with either 1- or even 0-gauge wiring. And be sure to secure the battery in box or tray.98 99

Big or Small Block V-8?Decisio

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Car Builder Magazine September 201