Feb. March 2006 - Performance in Motion

February/March �00�Volume � Issue No. �

$�.�� Canadian

NEW PRODUCTS FROM THE SEMA SHOW INSIDE!

CANADIAN PUBLICATIONS MAIL PRODUCT SALES AGREEMENT #40609642CANADIAN PUBLICATIONS MAIL PRODUCT SALES AGREEMENT

Roadmates Car ClubFrom Laneways to Highways

50 Years of messing with cars!

P|M • February/March 2006 1

Performance in Motion Publications 1100 The QueenswayToronto, ON M8Z 1P7Phone: 416-259-3678 • Fax: 416-259-6433

EDITOR/PUBLISHERCANADIAN ADVERTISINGBob [email protected]: 416-259-3678

U.S. ADVERTISINGDick Van [email protected]: 1-818-506-7773

PRODUCTION DESIGNRob McJannett

CONTRIBUTORSPhil AdamsThomas AndrewsRalph CaréTyler IppolitoGlen KonorowskiBob McJannettRobert MichaelsStephen MillerKen MitchellJeff NorwellBonnie StaringLen Sly

PROOFREADER“Spike” LaVigne

MOVING? Please let us know! E-mail both your old & new address to: [email protected]

Return undeliverables to: 1100 The Queensway Toronto, ON M8Z 1P7

PUBLICATIONS MAIL AGREEMENT NO. 40609642

PERFORMANCE IN MOTIONis published 6 times a year: February, April, June, August, October and December. Circulation is 30,000+(ISSN 1703-8421)

Contents copyright ©2006 and all rights reserved by Performance In Motion Publishing.

The fine print: We respect your right to privacy, and do not sell our mailing list. This magazine may not be reprinted or duplicated without express permission of Performance In Motion Publishing. (We’re nice guys, just ask) All opinions are those of our writers, and some of them aren’t right in the head. Performance In Motion assumes no responsibility for the validity of those opin-ions. The information presented is from various sources from which there can be no responsibility by Performance In Motion Publishing as to legality, completeness and accuracy. Be good to the environment - recycle this magazine to a friend. Do you like

Proudly printed in Canada!

Just thought I would take a minute to say how well done your magazine is ... and printed in Canada. Nice layouts, good photos and clear advertising locations. And, by the way ... good coverage of the Nostalgia scene. I have been fortunate enough to be in your publication, and the ONDR appreciates your attention to the nostalgia scene as well!

Keep up the good work, and I know more of us will be supporting you as much as possible. Th anks again,

David OpieSt. Catharines, ON

Editorial

Letters

The Province of Ontario has instigated a review of their Drive Clean

program. Drive Clean requires mandatory testing of vehicles to ensure they continue meet-ing emission standards. En-suring compliance is said to reduce air born pollutants coming from the tailpipe.

We are all in favour of clean air, but as with any type of initiative, it is important that the results justify the ef-fort expended and cost of a project.

A number of proposed changes to the program, will aff ect Car enthusiasts. Drive Clean currently requires vehicle testing every two years until they reach 20 years of age.

If the proposed changes are accepted, ve-hicles 12 years old and older will require test-ing annually, and the 20 year exemption will be dropped.

In other words when a vehicle is 12 years old it will have to be tested every year until it goes to the wrecking yard. Th ere is an exemp-tion for vehicles over 30 years old, but only for those with historic plates.

Information provided from Drive Clean indicates that only 20% of 12 year old vehicles fail their test. Th ose of us who are maintain-ing our vehicles, (the 80% who pass), are pay-ing for the 20% who do not.

Why not require a failing vehicle over 12 years old to be tested the following year. Only once it passes two years in a row would it re-vert to bi-annual testing. Th is would ensure the 80% who are keeping their vehicle in tune would not be penalized.

My second concern is the removal of the 20 year exemption. Th e Ministry of Transpor-tation says there are 9.9 million vehicles reg-istered in Ontario. Approximately 60,000 of these vehicles are 20 years or older. Of those,

21,826 have historic plates, and 672 have year of manufacture plates. Th is leaves only 38,042 cars 20 years of age with active regular plates.

Walk around any car event, and you will see that over half of the participants have regu-lar plates. It is my feeling that no more than 19,000 of these 20 year old vehicles see daily service year round. If we said 20,000, that would be slightly over 2% of the total fl eet. Th e impact this small group is hav-ing on air quality is negligible. I suggest that there are areas that

need far more attention than 2% of vehicles on our roads. Just check out the tailpipes of the bus in front of you at the next light.

Before making any changes Drive Clean was accepting input from the public. Th e en-thusiast organizations SVAO, CSRA and the NAACCC have all done presentations to Drive Clean, as well as encouraging their members to write with their feelings on the subject. Hopefully you were one of those to express your opinion. As an enthusiast, you should be a member of one (or all) of these organizations, they are your voice when there are subjects that need to be addressed.

Why worry, since everything pre-1988 is being grand-fathered? Well there are a num-ber of cars built since 1988 that will someday be enthusiast rides. Lets be sure that they are available for the next generation to enjoy.

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Prudhomme who’s driving career began in the early 60s, was the driver of such legendary rides as the Greer, Black & Prudhomme dragster, Roland Leong’s “Hawaiian”, the B&M “Torkmaster” car and others, then switching to a successful funny car career, before retiring from driving in 1994.

However “The Snakes” success continues as a team owner. Currently he fields two cars, Larry Dix-on’s Top Fuel Dragster and the Funny Car driven by Tommy Johnson Jr.

For more than 50 years B&M has led the field in performance transmission products. “We are excited to be reuniting with DPR” said B&M’s President Bri-an Applegate “After supplying the Snake with racing transmissions in the early years, it is great to hook up again with the hottest two drivers in the sport”.

2006 will be a great year for both B&M and DPR.

B&M catches “The Snake”

18The top of this 1960 Starliner was sunken 3” into the body.

See page 18 for more of this Little Red 1965 Corvette.10

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P|M • February/March 2006 �

ContentsFebruary/March

Roadmates- 50 years later!A feature article on one of Canada’s longest surviving car clubs.........4

Goldstar ...............................10Nasttee Models ...................17Little Red Corvette.............18

Airaid Install .......................20New SEMA Products ........24Reluctant Passenger ...........28

4 February/March 2006 • P|M

It is diffi cult to corral all 25 members, but here are some of the current Roadmates.

Front Row: (Left to Right) Nick Minialof, Henry Murray, Doug Graham, John Splitt, Craig Murray, Dal Middleton. Second Row: Paul Spiers, Greg Robertson, Nigel Herbert, Tony Brown, Duke Brown, Gary Galt, Bill Tibbles.Back Row: Ross Stewart, Al Cook, Don McCartney, Vic Griffi n.


1956was a very interesting year. The big movies were “Giant” starring Elizabeth Taylor, Rock Hudson and the virtually unknown James Dean; and the “King and I” with Yul Brynner and Deborah Kerr, considered at the time to be the greatest musical ever. However, if you were a young man, it was more likely you went to see “The Girl Can’t Help It” starring nu-merous rock and roll singers, the likes of Fats Domino, Chuck Berry, Little Richard and many others. If that weren’t enough, the film

also featured Julie London and the remark-ably cantilevered Jayne Mansfield.

If you were into politics and current af-fairs, 1956 featured the Suez crisis and the Soviets invading Hungary.

However, most of us were more into music than hard news. In 1956, rock and roll was beginning to make itself heard, but the CHUM chart wasn’t invented until ‘57, and Ronnie Hawkins didn’t begin to tour till ‘58, the same year that WKBW switched to rock and roll.

But out in west Toronto, 1956 was to be a milestone year. That year five young car enthusiasts, who had been scouring the lane-ways in the High Park area looking for cars,

decided to band together to form a car club. The object was to help each other and work together to complete their individual projects, fun and lasting friendships would be the by-product of club membership.

The five were: Derek (Duke) Brown the old man of the group, (an ancient 18 years old) who had a Model A Ford Coupe; his brother Tony with a 51 Studebaker; Bill Sar-kasian and Joe Zykus also with Model As and Rick Youell with a 1951 Ford. Together they formed the Roadmates Car Club, little know-ing that they were in on the ground floor of an amazing adventure. The Roadmates are still active today; yep, fifty years have passed, with many, many adventures along the way.

50 years of messing around with cars!

This Model A is preparing for a laneway makeover. Duke’s 5-window watches as more trophies sprout from the lawn.

Three Roadmates member’s cars proudly sit on the lawn of their new clubhouse in the wilds of Mississauga. To the right, Duke Brown nonchalantly leans on his brother Tony’s Studebaker.

The “Brown Brothers” Fiat shown tearing up the now-defunct Niagara Airport Dragway. Below Tony is seen working on the “Brown Brothers” Fiat.

Nick Minialoff launches his Mopar out of Dragway Park. Below a Roadmates-built front-engine dragster doing car show duty before tearing up the dragstrip.


In the early years the group hung to-gether, worked together and held their own cruises, long before it was popular. Taking their cars out to a pre-selected spot for a pic-nic or some other outing. They were regulars at the stock car races both at the Exhibition and Pinecrest. But mostly their time was spent in the back alleys of Toronto’s west end, building cars.

In 1959, a club house was discovered all the way out at Dixie Road and the QEW. The boys moved in and the club expanded. If

a building could talk, this one would be able to blackmail virtually all of the members over one adventure or another.

By the 60s with membership at 15, local drag racing was on the rise. Car guys from all over Ontario were driving their cars to drag strips in Deseronto, Cayuga or St. Thomas to race. The cry “SUNDAY NIAGARA” was heard throughout southern Ontario call-ing us down to the U.S. to compete with our American neighbours. The Roadmates were no exceptions and, as the decade continued,

a number of members built race-only vehicles. Altered and Gas classes were popular.

The club fielded Fiat Coupes from the Brown Brothers and Nick Minialoff, a Street Roadster from Bruce Wilks an Altered Road-ster from Ray Witt. Records were set and broken. In the winter with no racing, the club supported all the local car shows with club displays. They became an integral part of the successful ISCA show Speedsport in Toronto where they displayed their sales prowess by selling programs.


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The Roadmates have created inumerable showcars over the years, many of them built in the original clubhouse.


In the early 70s car shows became even more important, Duke and Tony became of-ficials in ISCA, the group that banded local car shows together, creating a circuit for car builders. They traveled throughout that cir-cuit acting as judges, judging supervisors etc.

Meanwhile back at the club garage, one of their members, Paul Brioux decided to build a car strictly for the show car circuit. Thus the Ox Cart was born. Starting with a 1927 Ford Roadster, all the latest show car tricks were incorporated into the car, as the project progressed many of the members at the time helped bring it to completion. Its name came from the hand fabricated intake system mounted atop the blower looking like a set of horns.

During its tour on the circuit, the Ox

Cart contended for the prestigious Don Ridler award and became ISCA Northeast Division Champion for the 72/73 show sea-son. Not bad for a car built by a bunch of guys who were doing it for the challenge and the fun.

Next decade saw the drag racing bug sub-side, as always the smell of money was taking the fun out of drag racing. You could no longer race on a budget and still be competitive. The Roadmate racers returned to their first love, hot rods. The club house was expanded to ac-commodate more cars and membership rose into the 20’s. Lots of cars were built, outdoor events attended, and car shows supported.

It was during the 80s that they opened up one of their club events to their car friends. 1986 was the inaugural year for the popu-

lar “Roadmates Picnic.” They invited their friends to drive their cars and come to an open house at the club; hot dogs were served and a tradition begun. At the end of the de-cade, membership had peaked at 25.

As they progressed into the 90s it was more of the same. Top quality cars were be-ing built, outdoor events were attended, many of them in the U.S. and time sped by. The Roadmates picnic continued to be one of the year’s best events. Low key, a must attend now by many enthusiasts. Each year, the turnout seemed to expand.

In 1996, the club created their own 40th anniversary souvenir magazine. Treasured old photos were unearthed, and many members contributed their talents to construct a qual-ity product. It quickly became a collector’s

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item and detailed the life and times of one of the most interesting car clubs in Ontario.

The list of Roadmates mile-stone cars contin-ued, in the 90s, Don McCartney’s 38 Ford, that even-tually left Canada and went to Ger-many, and Tony’s Chev pickup immediately leap to mind as cars that were on the leading edge.

Fast forward until today, this year will be their 50th as a club. An amazing feat for any organization! Even though hairlines are reced-ing and waistlines expanding, the “boys” con-tinue their passion for hot rods. Cars like Rick Hill’s Track T roadster, Al Cook’s 36 Coupe, Greg Robertson’s 39 Ford convertible and Mitch Mitchell’s 55 Ford Pickup continue the Road-mate reputation for top quality construction. Don McCartney and Jeff Norwell have embraced the “Old School” and created cars that could have been Roadmate cars from the 50s. Inside the shop all the spaces are filled with numerous projects in various stages of completion. Next to be completed will be the 32 Ford coupe of Gary Hamilton. Last January, Nick Minialoff unveiled “Nick’s 33” his remarkable 1933 Ford Cabriolet that was judged one of the “Great Eight” in the competition for last year’s Ridler award. A feath-er in anyone’s cap.

The club has big plans for their 50th. To start off the year, they are returning to the Au-tomotive Building at the CNE as the host club of the revamped Speedorama show. They will be on hand with a huge display of their own cars, and will welcome old friends and former car show participants. This year will be the first ever awarding of “The Dean” a trophy celebrating “Dizzy” Dean Murray’s contributions to the car show and racing fraternities in Canada. Plans are for “The Dean” to become the most sought-after award by Canadian car show participants. It will be awarded to the year’s most outstanding Canadian car

Roadmates Picnic reservations are now be-ing taken! Participation will be held to 150 cars and nearly all the spots are gone. It plans to be the “Picnic of the Century.” If you can’t get a space, we will be there to photograph the event and bring coverage to you.

Our congratulations to the Roadmates! If this was a marriage it would be your golden an-niversary. Well, from my point of view, memories are golden, your efforts for the sport are golden, and your future is golden. I hope to be writing about your 60th, ten years from now!

10 February/March 2006 • P|M

Rob Crane fi rst had his in-terest in cars tweaked by weekly trips with his dad to the stock car races at Wasaga Beach. Th is early experience led to a life-long

fascination with all types of modifi ed auto-mobiles. In his stable over the years, there have been a Chevy V8-powered 1946 Stude-baker, a 1923 T roadster drag racer that was converted to street use, a 1967 Chev pick-up, a 51 Mercury four-door that he chopped 3½”, and a 1954 Studebaker Champion coupe, chopped and dropped to emulate the look of a Bonneville racer. By 2002, it was time for a new project.

Th is time, Rob wanted to create his own version of a 60s-style custom, long, low and sleek. He fi nally decided on a 1960 Ford Star-liner. When it was new, this car was to be Ford’s entry into the horsepower race; it could be ordered with engines as large as 352 cubic inches, developing 360HP. Th ese were soon seen on the streets racing the W block Chev-rolets and wedge-engine powered Mopars and winning their fair share of races.

Rob’s choice did not come without a stumbling block; the Starliner is considered the widest car ever designed by Ford, mea-

suring 82” across the rear bumper. With its length of 18’-5” the Starliner is a big car. Rob works from his 14’ by 20’ home garage; so work space is at a premium.

To make his Starliner sit the way he thought it should, Rob installed 3” dropped spindles with air bags in the front. Th is re-quired the front shocks to be relocated. In the rear, leaf springs were removed and replaced

with air bags and three-inch blocks. All the air suspension pieces are from Firestone. To further enhance the low look, Rob lowered the top! Note, I say lowered, rather than chopped, he removed the top completely from the body, modifi ed the body tub and sank the top into the body three inches. Th is left him with the original front and rear window openings.

With the stance where he wanted it, the

GoldStar

Story & Photos by: Bob McJannett

Ford’s 352 cubic inch V8 produced 360 horsepower and gets Rob’s Starliner down the road with enthusiasm.

Another way to lower your lid.

4w_suv.id 20/1/03, 2:11 pm1P|M • February/March 2006 11

rest of the body was tackled. Door handles were shaved, wipers hidden under the filled cowl, badges and other trinkets were removed and the bumpers were smoothed. When it came time to replace the side windows, Rob did away with the vent windows creating a true hardtop. Attention now moved to the in-terior. Since the plan was to use this car as a real cruiser, it had to be comfortable, easy to maintain, yet still look the part of a 60s-style custom.

Rob turned to Richard Vincent of Wasa-ga Beach to do the job. The original seats were rebuilt, and everything was upholstered with white vinyl in a traditional pleat pattern. The headliner is perforated white material. When you are sitting inside the car, it is a vast sea of white.

To create the low look, the complete top was sunken 3” into the body tub.

Wipers are hidden by the filled cowl.

Smooth lines and body colour bumpers really bring “Goldstar” together.

No matter which direction you are looking at “Goldstar” is really sanitary.

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Same at the rear, the top was sunken into the tub.

Front and rear glass remains stock.

Power comes from a freshly rebuilt 352 cubic inch Ford Thunderbird engine that in-cludes an upgraded camshaft, intake and car-buretor. The engine work was performed by Dan Palmer.

By now the car was looking good, the fi-nal steps were the installation of polished 17” American Torque Thrust wheels with B.F. Goodrich G-Force T/A tires and applying the final paint. The colour choice was crucial; to have a true custom flavour, it had to be just right.

After a lot of thought, a lime gold, highly-metallic colour from Sikkens was laid down in base/clear by Bodyworks.

When you look at this car, you immedi-ately know that this was the right choice, as it travels down the street the color changes from a bright gold to a more green gold shade, just as one of those trick customs from the 60s would have done.

Rob has truly created the custom that he wanted; today, “GoldStar” goes everywhere - and everywhere it goes, it attracts attention. Watch for it at an event near you and drop over for a closer look. It truly is an example of great execution. Looks right, sits right and drives right. What more could a builder want?

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GUELPH 519.821.6740672 Woolwich St.

Please be aware that descriptive, typographic or photographic errors sometimes occur and are subject to correction. Prices are valid from Feb.1 - March 31, 2006. We reserve the right to limit quantities.

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P|M • February/March 2006 1�

Wayne Venedam is a hot rodder faced with change. After a

career in the refrigeration indus-try, his health took a turn for the worse and he required a trans-plant. While his health improved, he is restricted from returning to the refrigeration business. This left him with the opportunity to return to a loved childhood hob-by: model building.

Before he knew it, Wayne was making specialized resin parts for other modelers, do-ing custom paint jobs for local hobby shops and building one-off models for other enthusiasts. As he got better known throughout Canada and the USA, he found that a lot of people wanted some-one to build a model of their cher-ished car. Thus Nasttees Custom Diecast and Resin Parts was born. The Nasttees name comes

from the licence on his 1926 Tall T. Wayne liked it and wanted to incorporate it into his business name.

To build a model, he will totally disassemble the basic car, correct all the body flaws and prime the bodies with high grade primer sealer. All of the chassis parts are either modified or created from scratch. Each project brings its own unique challenges. Replica race cars re-quire hand-built roll cages and a lot of detailed engine parts. In some instances, specialized parts have to come from as far away as Australia. Wayne uses the same

techniques to build a full-size car except he is dealing in 1/18th-scale. In model building, it’s the fine details that separate a good model from a great one.

Once he has all the building done, the car is treated to three coats of the base colour and up to five coats of clear. Lettering and graphics are applied by hand, along with all the other details that are needed to complete the transformation to a specific car model.

Depending on the com-plexity of the project, Wayne can take anywhere from two to four weeks to build you the car

of your dreams. Since restart-ing his model-building career, Wayne has won several awards from hobby shows where he has entered his creations.

We have included a number of photos of completed cars for you to see. For more go to the Nasttees web site. www.nasttees.com.

Nasttee ModelsStory by: Bob McJannett Photos by: Wayne Venedam

R ick Seip and his wife Michelle worked in the bar and restaurant business, for the past 20 years in Wasaga Beach, and are now re-tired. Anyone that has

ever been involved with one of these business-es knows that they bring long hours and lots of stress. Being in Wasaga, there were many nice cars cruising by the door; they noticed that all the drivers and passengers were smil-

ing. Seeing all those smiles sealed the deal, it was time to get out and go cruising too.

A 1965 Corvette roadster was found with the help of Bill Mitanis of B & B Cor-vette Restoration. The first year was spent disassembling the car, sourcing parts, having the body carefully media blasted and getting everything ready for restoration.

The engine and transmission went to Singhampton’s Henry Mueller, who did a complete rebuild on them both, keeping ev-erything period correct. Then, it was off to

Bill Matanis’ shop where the Corvette began its second life. The body was stripped, body lines straightened and everything made ready for paint.

At this point, Rick called in an old fa-vour with Glen at Parkway Collision. He wanted to use their brand new, state-of-the-art paint booth. Permission was granted, and Bill worked late one night and part of the fol-lowing morning spraying the Torch Red base coat and then the clear coat. With the paint completed, it was back to Bill’s for the interior

1� February/March 2006 • P|M

Little Red Corvette

Story & Photos by: Bob McJannett

P|M • February/March 2006 1�

and final assembly. Wheels and tires were ordered from Sean at McKee tire and then reordered with a custom offset to allow as much tire as possible to be fitted.

Once their car was finished, it was off cruising. Today you will find them at cruise nights, weekend car shows or just plain cruising down the road. This dynamite looking car is fun to drive and attracts at-tention wherever it goes.

If that’s not enough Michelle and Rick and a great group of volunteers, the Wasaga Beach Cruis-ers, organize a regular cruise night of their own. If you are near Wasaga on a Monday night in the sum-mer check them out. They run every second Mon-day during the summer.

In 1965 General Motors sold a total of 23,562 Corvettes, 15,376 of them were roadsters. A road-ster like Ricks, 4 speed, side exhaust, with the 350 hp option, would have sold for about $4,535. a load of money at the time. Imagine what this car would bring to-day!

�0 February/March 2006 • P|M

We have been working with the owner of a 5.7L Hemi-pow-ered Dodge Ram pickup. Our idea is to add a number

of popular parts to this already great perform-ing truck just to see what they will do. Our first additions will be a free-flowing air intake system from Airaid and a Poweraid throttle body spacer. We chose these Airaid products for a number of reasons.

Airaid intake systems come complete, in truth with the model we chose, you actually get more parts than you need. Rather than make two or three kits for the different years of truck, the engineers at Airaid designed their system to fit all of the 2003 - 2005 mod-els, simply by adding a number of extra parts that you use only if necessary to fit your year. Everything in this kit is top quality. They also include a very detailed installation sheet. We liked the look of the system noting that it will flow more than 400 cfm of intake air than the restrictive factory intake system.

Installation was very straight-forward. First, you disconnect the negative battery ter-minal, then begin the removal of the OE air intake boxes.

Remove the factory accordion hose that connects the air box to the throttle body box. This is accomplished by loosening the clamps and removing the hose. This will expose the two 10mm bolts that attach the throttle body box to the intake. Remove those bolts and dis-connect the air temp sensor connector wire.

Remove the box and twist the sensor from the factory air box. This sensor could be eas-ily damaged, if you are not careful. With the throttle body exposed, remove the factory rubber seal from the throttle body housing.

Before we went any further with the in-take system, it was time to install the Pow-erAid throttle body spacer. The Poweraid spacer is designed to greatly improve low end torque and horsepower. It will space the throttle body out a half an inch and has a he-lix machined in the bore to create a vortex effect on the air entering the throttle body.

Air entering the throttle body and on into the combustion chamber has taken on a cy-clone effect that results in far better fuel/air automization.

Simply remove the four bolts holding the throttle body to the intake and separate. Clean the throttle body and intake surfaces if necessary. Be careful of the factory O-ring. Remove the spacer from the package and in-stall the O-ring provided in the spacer. Place the spacer onto the intake; there are two locat-ing pins that will ensure the spacer is properly aligned. Bolt the throttle body back on using

Here is what our Dodge truck looked like under the hood before we started.

Start by removing the air filter box cover and the original air filter.

Two bolts remove the throttle body cover and take off the OE rubber seal.

Airaid Install

Makin’ the most of a HEMI!

Story by: Thomas AndrewsPhotos by: Robert Michaels

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Taylor-PIM 1/2-Feb 06 12/23/05 12:58 PM Page 1

Auto Services Ltd.

60 Bullock Dr. Unit #8Markham, ON L3P 2P2Doug Lamb

P• 905-471-3335F• 905-471-7274C• 647-228-3434

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P|M • February/March 2006 �1

�� February/March 2006 • P|M

Loosen the four throttle body bolts and remove the throttle body.

Install the Poweraid spacer, be careful that both O-rings, and two locating pins are in their proper place.

The Airaid air filter mounts to the cool air dam.

the longer bolts provided. Tighten evenly. Now back to the intake system install.

Unsnap the factory OE airbox cover and re-move the cover and the factory air filter. If the air box bottom contains any dirt, remove it. The Airaid cool air dam snaps into the bot-tom of the air box. We found it easier to install the cone air filter before installing the dam. Clamp the air filter to the air dam. Attach

the coupler hose to the throttle body with the clamp provided, and the hump hose to the air dam with the other clamp. All you have to do now is to install the air tube. But first install the O-ring and the air temp sensor that you removed from the factory throttle body box.

Now insert the air tube all the way in the throttle body coupler, then insert the other end of the tube in the hump hose. Tighten

the clamps. Re-install the air sensor wiring; this was the only hiccup, the sensor wiring is a little short, to solve that all we had to do was loosen off the outside covering to release more wire.

Install the weather strip provided along the top of the air dam, this creates a seal around the filter when the hood is closed. Double-check all your connections, reattach

P|M • February/March 2006 ��

Connect the air tube from the throttle body with the couplers provided. Here is the finished product. Neat, well engineered and easy to install.

the battery cable and you’re done. Our installation was done in the pits at

the drag strip and took about 30 minutes; if we had been home with everything easily at hand, my guess it would have only taken 20 minutes.

Results, well first off, it now has a more throaty sound, it sounds more powerful! To tell the truth, we found ourselves driving the

truck harder just to hear the sound, hardly a scientific test. So here is the plan: weather has kept us from drag testing the truck, and our heavy foot will certainly not give us a fair comparison of fuel mileage. In the early spring we will do both tests and report our findings, probably in our May issue. Meanwhile we are having a ball driving the truck!

�4 February/March 2006 • P|M

LOKAR - has added a direct replacement throttle pedal assembly for 1964 thru 1970 Mustangs. This high quality aluminum assembly bolts directly where the factory as-sembly fits. When combined with the Teflon lined Lokar throttle and kick down cables will provide smooth and easy carb opera-tion. Matching aluminum pedal pads are available to complete the look. Installation of the Lokar assembly replaces the old style steel linkage and offers far better adjustment capabilities for the AOD equipped Mustang. These assemblies would make an EFI swap a snap.

AUTOMETER - wide band air/fuel ratio gauges offer the ultimate in detailed tuning information. No matter what face style you have now there will be a wide band gauge to match your current gauges. Wide band is available in the six most popular styles.

MSD - spark coil kits for the GM LS1 and LS6 engines. Replace your stock OE coil packs with MSD high output versions. These produce multiple sparks to each cylinder for complete combustion in the GM Gen 111 engine family. Direct bolt in design that ac-cepts the factory wiring harness.

FLEX-A-LITE - have added the 52000T down flow radiator to their Flex-A-Fit aluminum radiator offerings. This new concept in aluminum radiators features an internal fin design that absorbs heat faster and provides superior cooling. In addition they have designed external finned tanks and side plates that also act a heat sinks, making their radiators more effective and provid-ing easy installation points for electric fans, transmission coolers and air conditioning condensers. Best of all these extrusions make the Flex-A-Fit radiator far stronger than a normal aluminum rad.

CENTERFORCE - is offering a complete, direct replacement, 11” dual friction high performance clutch assembly for the popular 2005 4.6L Mustang. This unit is designed for hot street and/or weekend racing service. These are particularly necessary where per-formance upgrades have been added. Order #DF611679

BAER C LAW - extreme-plus brake systems for Chryslers 300C, Magnum and Charger models. With all the power of the new Hemi engines you will want to upgrade the brake system. Baer has designed a complete front and rear system featuring full 15’ diameter cross drilled and grooved rotors and their forged monoblock performance calipers. Easy direct bolt installation.

New Products from SEMA

The annual SEMA show is the spot where the performance manufacturers announce their proposed new product offerings for the following year.

In some cases these products never see the light of day, in others they will not be available until late in the year. With over a thousand new products on

display it is always difficult to decide just which ones will be the next big thing. Here are just a few of the items that caught our eye.


Performance Business Directory


FROGWORKS - Hitch Critters, animated hitch ball covers. The bass flops like a fish out of water and the Deer bullseye lights up when the brakes are applied

CHASSISTECH – Billet steering wheel. Talk about bling! Check out this design, wouldn’t it make a great belt buckle? Where do you put your fingers though?

3D HITCH - how about a genuine, stainless steel, three dimensional bulldog hitch mount with it’s tongue hanging out?

MC MOTORSPORTS - Want everyone to know how tough you are? Replace your Chev truck door handles with a set of door handles shaped like brass knuckles. What will they think of next?

What the... ?At SEMA there are always a number of, shall we say, weird or unusual products on offer, here are some that made us laugh.

PROFORM #68068. The no mess funnel will be a must have item for every tool box. A simple shut off prevents drips and spills from marring your ultra clean engine compartment.

LAKEWOOD - EZ adjustable dowel pins. These pins will fit into any engine block and can be easily adjusted with a wrench. A set screw running down the centre of the pin is tightened to lock everything in place.

EDELBROCK -Performer RPM dual quad air gap intake manifold. In the 60s the street guys wouldn’t have been seen dead with a single carb. Multiple carbs’ were the way to go. Edelbrock has brought the dual quad intake into the 21st century. These new manifolds are taller than the older model and feature the Edelbrock air gap design that ensures a horsepower increasing cooler charge. Performance improvements are in the 1500 thru 6500 RPM range. Available in both “as cast” or “Endurashine” finishes, to fit the pre-86 and Vortec Chevy engines.

SEMA New Products

Performance Directory

:: 95% Free Flowing:: 5.25” Overall Diameter:: Fully Welded Deflectors:: 5 Year Limited Warranty:: Lightweight B2 Stainless Steel:: No Packing or Perforated Tube:: Round Body Eliminates in Car Drone:: Custom Inlet Bracket for Additional Support* DNA Race Series Mufflers Only

Uses an internal vent tube design that dissipatesthe extreme temperatures created by exhaust gases, which improves longevity and efficiency of the muffler on high performance race cars.


What the... ?


When I first married my automotive enthusiast, I never dreamed that I’d compete for his attention

with an object that was inanimate for most of the year. So, like any normal person, I’d get a wee bit “cranky” when I was feeling neglected.

That just led to him spending more time in the driveway. Even in February. My ac-tions were literally driving him to that other woman for comfort. Not quite the romantic future this reluctant passenger envisioned for herself.

What made his mistress so darn appealing?

It couldn’t be that she was rare; I consid-ered myself a true one-of-a-kind. Well, that’s what my parents always said. Some report cards too.

Then I realized that this man-magnet made my husband feel needed. Without him, she was just a shapely frame on four wheels. Who else would check her levels, adjust her throttle and grind out those rough spots around the edges?

Perhaps I was being too darn indepen-dent. It was time this wife of a car nut used a few of the other woman’s attention-getting tactics. Maybe they could work for you as well. Here are some of them:

Stop suddenly at the worst possible times.

For no apparent reason at all, just sit down and take a calm five minutes. In the middle of preparing dinner. During a heated discussion. Gasp a bit before you “shut down” for the best effect, which leads to the next point.

When things are running smoothly, make unexpected noises.

Sputtering is good, but nothing beats a loose fan belt-like squeal. Better still, wait until company’s over. Or when you’re at the mall.

Insist on constant refuelling, at a premium.

Pick your poison: fine Belgian chocolate, Louis Vuitton handbags, good Scotch, spa treatments…

Only go out on sunny days.

If you’re living with a person who happens to check precipitation, barometric pressure and wind patterns for weeks coming up to an outdoor car show, using this tactic will be particularly enjoyable. According to an unnamed source, of course.

Every once in a while, refuse to start at all.

Some days, his pride and joy won’t turn over. Your version of this can be turning over and staying under the covers. Hey, if she can do it, why can’t you?

This reluctant passenger advises these tactics should be employed at random and never all at once. That might get him suspi-cious.

Of course, you might consider actually having a conversation with the man. Best to wait for when he’s not lying under the car or waiting for an online auction to end. Maybe there’s something that you happen to be showing a lot of interest in that has him feel-ing a little left out too.

Nah, I didn’t think so either.

Lessons I’ve learned from the other woman

About the Author:Bonnie Starring is a comedian, advertising copywriter, coupon

user, and a baker of unusual things. To see the real Bonnie and some of her other work,

check out her website:www.weirdbonnie.com.

by Bonnie Starring

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Feb. March 2006 - Performance in Motion