Meet the 1988 Monte Carlo SS Chevrolet Should Have Built

Almost Stock

There was once a time when the term restomod meant taking a car from the ’50s or ’60s and upgrading it with a modern-style suspension and drivetrain. The fact of the matter is that our definition of an “old car” is on a sliding scale, and many of our favorites from the ’80s now qualify for this classification. One such case is Byron, Illinois, resident Mike Personette’s 1988 Monte Carlo Super Sport. While it doesn’t feel like this car is all that old, it’s knocking on the door of 30 years. Like it or not, these cars are the next generation of classic GM muscle cars, and Mike’s is an awesome example.

Mike bought the car in 1997 as a very well preserved survivor with only 14,000 miles on the odometer. At the time, it was only 10 years old, but it had been protected from door dings, bad weather, and everyday wear and tear. Mike continued to preserve the car, keeping the original black paint in tip-top shape, and doing the same with the original maroon upholstery. Mechanically, the car was sound, and even after owning the car for nearly 20 years, it still only has 24,000 miles.

Despite the car’s excellent condition, Mike wanted his Monte Carlo to be a little more exciting, so in January 2013, he decided to give the car a makeover. Unlike most makeovers, Mike wanted to keep the exterior and interior stock appearing, but upgrade all of the car’s mechanical systems. His sons Marc and Matt stepped in to help, and the trio of Personette gearheads decided that an LS swap was the right choice to replace the wimpy 305-cubic-inch small-block, which made 180 horsepower from the factory.

With the wide range of choices within the LS family of engines, Mike was faced with an important decision. He chose the Chevrolet Performance LS376 crate engine, which is an LS3-based engine that has been converted to use a four-barrel carburetor. It all starts with an aluminum block, fit with a nodular-iron crankshaft, powdered-metal connecting rods, and hypereutectic pistons. The short-block comes in at 376 cubic inches (6.2 liters), and features a 10.7:1 compression ratio, which is street-friendly and ready for pump gas. Atop the block is a pair of L92-style aluminum cylinder heads that utilize 2.165- and 1.590-inch valves inside a 68cc combustion chamber. All this is combined with a Chevrolet Performance ASA camshaft, which features a 226/236-degree duration split at 0.050-inches of lift, and a max lift of 0.525-inch on the intake and exhaust. Mike dropped the LS376 crate engine into place using a Holley engine swap oil pan and Hedman 1-7/8-inch headers to make for an easy installation.

The fuel system consists of the stock tank, plumbed with a Walbro in-tank electric pump to feed the Holley 770-cfm Street Avenger Ultra carburetor. Lighting the fire is an MSD 6LS-2 box, which controls the stock GM coils. Cooling system upgrades include an AFCO direct-fit aluminum radiator with a shrouded dual-electric fan system powered by a Painless fan controller. Behind the carbureted LS engine is a Chevrolet Performance 4L70E automatic transmission, fit with a Yank torque converter that stalls to 3,200 rpm. A Compushift II transmission controller keeps the four-speed automatic in check, while a Twist Machine paddle shifter setup offers a fun alternative to the stock floor shifter.

Moving farther back is a bulletproof Moser Engineering 12-bolt housing. Inside is an Eaton Truetrac differential, Moser 30-spline axles, and a 3.73:1 gearset, while a Denny’s “Nitrous Ready” driveshaft is ready for serious abuse. Attached to the rearend is a set of Spohn adjustable upper and lower control arms, as well as a Spohn Pro Touring rear sway bar.

Underneath, the Monte Carlo didn’t need a lot, but Mike concentrated on the areas that would improve the car’s performance to match the newfound horsepower. He lowered the car’s center of gravity by two inches with drop spindles up front and drop springs out back. Then, he moved onto brakes, installing Baer discs on all four corners. The front setup is a Track4 system, consisting of 13-inch drilled, slotted, and zinc-plated rotors, along with major clamping force from T4, four-piston calipers. Rear brakes consist of a Baer SS4 setup, with 12-inch rotors and S4 four-piston calipers. Rolling stock consists of YearOne N90 wheels that measure 17x8 and wear 245/45R17 Michelin Pilot Super Sport rubber.

Aesthetics are very close to original, aside from a Goodmark 2-inch cowl-induction hood to make room for the carbureted LS intake. Otherwise, the paint, trim, and decals are all original GM stuff from nearly 30 years ago. Inside, you’ll find much of the same, with original upholstery throughout. The only interior modifications are the upgraded in-dash tachometer, the Momo Tuner steering wheel, and the Speed Hut transmission temperature gauge in the console. The plush bucket seats are original, and Mike can comfortably roast the tires, while listening to the original AM/FM radio—complete with cassette player—and crank up the original air-conditioning system.

The result of two years of wrenching is a very simple and clean car that gets a lot of attention. The original paint and original-style wheels, along with the sanitary LS swap, make this Monte Carlo SS look like something GM should’ve built. And although it looks like a stocker, you can bet this well-preserved G-body is ready for action with 525 horsepower on tap and plenty of great parts to back it up.

TMI Products’ 1972 Chevy Nova is New Take on an Old Favorite

Something Different: TMI Products’ 1972 Nova is a unique ride showcasing some of the company’s newest offerings

In business for 33 years, there are a number of cars that have graced the pages of magazines with interiors from TMI Products, but what you see on these pages is a first, as TMI has only recently started producing products for the Chevy Nova. Debuting at the 2014 SEMA Show in Las Vegas, the TMI 1972 Chevrolet Nova was a first for the company in a number of ways—both as a newly supported platform and carrying a completely new line of their products. “When we debuted the Nova at SEMA 2014, we were known for Camaros, Mustangs, and Chevelles,” explained Larry Ashley, Marketing Director of TMI Products. “We wanted to get into the growing segment of Nova owners, and decided to do it in a big way.”

Once the team decided to get into the Nova market, step one was to locate a car to use not only as a test mule, but also to act as a showpiece for the company. Luckily, a 1972 Nova was right around the corner, literally. “One of the owners of the company had a neighbor with the car in the driveway, that had been just sitting and sitting for years. The car was pretty beat down when we got it,” laughed Ashley. With the serendipitous Nova acquired, it was sent off to JH Restorations & Customs in Riverside, California, to transform the car from a basket case to a SEMA-quality showpiece.

After six months of hard work, TMI’s Nova emerged a totally different vehicle than what had rolled in. The whole body was straightened and smoothed, with Ground Up supplying all of the chrome restoration parts on the build. The front and rear bumpers have been sectioned and pulled in, giving the car a unique, shorter look. A Dynacorn 2-inch cowl hood was sourced and Johnny’s Auto Color and Body Werx sprayed on some PPG Scion Cement Gray paint. Under the hood, the TMI crew opted for easy power, dropping in a GM 350-cube crate engine topped off with an Edelbrock 650 carb and an AFE air cleaner. Champion Radiators supplied the aluminum four-core radiator and Eddie Motorsports provided the alternator and polished serpentine kit, while spark is handled by PerTronix ignition components. Getting the spent gasses out into the atmosphere is a set of Doug’s headers feeding into a Flowmaster dual-chamber 2.5-inch-diameter exhaust. Power goes back through a Bowtie Overdrive High Performance Street model 700-R4 with a Bowtie Overdrive 1,800-stall converter. From there power goes back to a 10-bolt rearend built by DiffWorks with 3.73 gears and a limited-slip differential. SSBC brakes front and rear rein in the Nova, while Viking adjustable coilovers with SSBC 2-inch drop spindles and Church Boys Racing tubular control arms handle the suspension duties. Budnik G10 wheels measuring 18x7 in the front and 18x9 in the rear are wrapped in Mickey Thompson rubber measuring 245/40 in the front and 265/35 in the rear.

Inside the cabin is where this car really shines. Starting with a re-covered OEM dash, TMI opted for some fancy digital gauges from Dakota Digital and a sound system from Custom Auto Sound. A Classic Auto Air air-conditioning system handles the California summers and Quiet Ride Solutions was tapped for the insulation. The front seats are TMI’s Pro-Series low-back seats with headrests in Merlot with Charcoal inserts. The door panels are TMI Sport XR panels with a TMI Center Console. The rear seats are again, TMI Sport series kit, which used the stock frame, but not much else. “The [front] seats that we used in this project actually debuted in that car,” explained Ashley. “It is a full replacement seat, bolt it in and go. We’ve always been known as the upholstery kit guys, but now we offer a complete replacement seat. Not only is it a direct bolt-in seat, but it also has recline built-in, and adds 3 inches of rearward adjustment—something the OEM seats were severely lacking.” In addition to the brand-new front seats, TMI addressed the rear seat, taking a concept usually reserved for really high-end custom upholstery shops, and packaging it into a DIY kit. “In the back, we have our rear sport seats. Basically, you take your stock frame, cut the stock springs out of it and use the foam and upholstery kit with the frame. It becomes like two buckets, with a waterfall console in the middle,” Ashley explained. “Really, the rear kit allows someone to do what used to be a pretty custom job themselves. The car also features a molded-in headliner for more headroom and a one-piece look.”

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Ashley was quick to note that while the final product was far beyond their expectations, that the process wasn’t without its quirks. “It was odd. Some simple things that should have been easy proved to be difficult—like shaving the lock from the trunk. After some head scratching, we had to turn the mechanism upside down to get it to work with the popper,” he said, chuckling. “And we are still getting sand out of the car from sandblasting. We thought we got it all before we reassembled, but it’s still coming out of all sorts of places at odd times.”

As the car was designed to be a SEMA car—it excelled in that task—we couldn’t help but wonder what was next for the Nova. “It mainly stays in our showroom now, but we do take it to local shows now and then,” related Ashley. “We haven’t done any track driving with it yet, but we’re planning to. One of the big reasons we haven’t done it yet, is because we didn’t want anything to happen to the car before we got all of our photos done. With that done, we’ll probably run some autocross with the car to start and see where it goes from there.” We’re happy to hear that, a car as nice as TMI’s Nova will get to stretch its legs and be appreciated out in public.

Tim Kerrigan’s maximum-performance 1957 Chevy Bel Air

This 1957 Chevy is all about producing the definitive statement in maximum performance

It’s the nature of a hot rod to be powerful. But we want them to handle, to drive, and as such this brings about compromise to the amount of horsepower we desire. Tim Kerrigan of Sonoma, California, has a history of good-looking, powerful hot rods. When it comes to performance Tim has a background steeped in it, as the principal behind Red Line Synthetic Oil Corporation. He wanted the timeless appearance and presence that a 1957 Chevy Bel Air post car provides. He wanted comfort and driveability like the rest of us, but he also wanted undeniable amounts of horsepower that could be tapped when needed while otherwise at rest.

We asked Tim why Red Line wanted to build a 1957 Chevy for Red Line Oil. He says, “I always enjoyed the individuality of the styling of a 1957 Chevy, especially the bodylines. I was a high school freshman in 1957, so that was the new hot car when my love for cars was just developing. I had a 10-second 1957 drag car that was great fun, but not refined like the cars with street rod build quality that we’ve been building and admiring.

“When I was in high school, a sleeper was the ultimate car; stock body and big engine. This car is now like a dream come true, a 1957 Chevy that you can actually drive down the road with more than 1,600 hp.”
In order to get his dream package on the road, Tim contacted Leonard Lopez from Dominator Street Rods, in Tracy, California, who Red Line has built cars with before. It was Tim who felt that Lopez’s background as a hot rod builder and someone who had a great deal of background with race cars would understand the required suspension to handle the horsepower the Chevy would eventually have.

Lopez began with an Art Morrison Enterprises (AME) frame and began the quest for a chassis that would corral the monster motor that would rest between the ’rails. The IFS is made up of AME components and electric Flaming River steering. Wilwood jumps into the picture with their Pro-style spindles matched to Wilwood six-piston calipers on 14-inch rotors. More from Wilwood includes the pedal assembly with a bias-bar (adjusts brake pedal influence) and another pair of six-piston calipers and 14-inch rotors in back.

Also at the corners are QA1 coilover shocks and Americana series Schott Performance Wheels. The wheels are wrapped in aggressive but streetable Michelin Pilot Sports in front and Hoosier R6 compound in the rear. The wheel and tire combo offers just enough rubber-rake to illicit a response that says this isn’t a boulevard cruiser but rather a Bow Tie with pop—lots of pop!
The Michelin front rubber is 245R50/18 on 18x8.50 wheels; these tires are often recognized as the best-performing street tire with outstanding handling and braking characteristics. This tire is often found on Dodge Vipers. In the rear 19x13 Americana wheels are shod with 30-inch-tall Hoosier R6 345/30ZR19 rubber. The tire looks very much like a drag slick with two water grooves. There’s no question that this is a serious tire for serious horsepower. Again, Lopez was called upon again to fit the mini tubs required to properly cover the tire's 14-inch section width.

The ’57 has Americana model Schott Performance Wheels that measure 18x8.50 in the front and 19x13 in back, which are all mounted with Michelin and Hoosier rubber.

The rear suspension is housed around a Chrisman Driveline rearend with 3.73 gears and a Detroit Locker differential plus Strange Engineering axles all “floating” in Red Line 75W90 GL-5 gear oil. Outwardly a Morrison antiroll bar is used along with a triangulated four-link. All of the required chassis hardware came by way of ARP who also supplied the engine fasteners.

Sparky Howard from Santa Rosa, California, put in the required time to massage all of the finer points to give this hot rod its meticulous appearance. The secret is in the detail and on this 1957 it meant matching all of the bodylines often poorly matched from the factory. It was Tim’s intent that Howard maintain the near-stock body appearance. All of the stainless needed care to be brought back to show quality and then to make sure all pieces fit as the designer originally intended and not the way these cars came off of the assembly line.
Howard also was in charge of the bodywork and paint effort and if you look closely you will see the use of DuPont paint in a subtle two-tone silver effort. Tim worked with DuPont to achieve a custom blend of colors; the top in a Mercedes Benz–inspired silver and the bottom sheetmetal in a darker complementary color.
Accenting the Tri-Five are the apparent use of stock three-piece bumpers. Upon closer inspection you will see the combined efforts of Lopez and Sherm’s Custom Plating, of Sacramento, California, to fabricate a single-piece bumper that carefully matches the stock bumper in appearance.

Inside the 1957 it resembles stock but the plush leather seating was something you would be hard pressed to find today, much less back in the day. The Franzini Brothers handled the interior chores that included seating, door and kick panels, headliner, package tray, and carpeting, and also included all of the trunk detail. There is a six-point rollbar and Crow lap belts all fabricated and installed by the crew at Dominator. The Flaming River tilt steering column is topped with a stock-appearing wheel but downsized from its original 18-inch diameter to a more modern and comfortable 14 inches by Dennis Cook of San Diego. The interior is outfitted with Classic Instrument (CI) custom gauges that fit into the original cluster. One seemingly would get a chuckle out of the 180-mph speedo and 8-grand tach if it weren’t for the fact the car is capable of putting a strain on both. The tale of the tape, so to speak, didn’t end with the exposed custom instruments. When one looks inside the glovebox there is a CI five-pack of custom dials; a 320-degree oil temp, 100-pound fuel pressure, 35-pound boost, 280-degree trans temp, and 280-degree differential temp gauges. The one gauge that ties in the car’s history and the present is the reworked analog clock; something a 1957 had and vintage rodders affectionately recognize. All of the car’s required wiring was handled by the crew at Dominator.

Clearly visible is the rollbar, but more on that later! The Franzini brothers handled the stitchwork in the light saddle leather with matching wool carpeting. While the look of the interior is based on a ’57 retro look, with the presence of the rollbar you see its potential. Supple seating is based on split bench in the front, with Crow racing seatbelts, and a stock-appearing solid bench in the rear.

5/17 The stock dash is outfitted with Classic Instruments while the factory wheel was downsized to 14 inches and mounted on top of a Flaming River tilt column. The series input comes from these custom Classic Instrument gauges neatly packaged within the glovebox; oil temp, fuel pressure, boost, trans temp, and differential (yes, rearend) temp.

A tribute to the ’50s is the analog clock the way it was done in 1957, nicely refurbished by Classic Instruments.

 

A close-up look at the Classic Instruments four-pack (speedo, volt, rpm, and oil) reveals a clue on the car’s performance; note the 8,000-rpm tach and 180-mph speedo. Oh, at the time of this photo shoot, note the nearly 3,000 miles!

OK, there is a rear seat and it is as neatly upholstered as the front but don’t plan on jumping back there anytime soon. The rollbar comes first. Rear quarter windows are 150-series—they are fixed and do not roll down (or up).

We have waited to tell the story of the engine, its management system, and trans. It’s here the car develops its personality; something akin to the Incredible Hulk. Mild-mannered throughout the day, going about the chores of a very streetable hot rod until the mood arises and then, look out—enough power to spin the earth beneath its tires. We will get to it but a key component to this Chevy’s soul is the engine management system that allows the power to be doled out as needed, allowing the chassis and rubber do their job to the max.

From any angle this is an impressive and intimidating engine; a 540-inch Dart Big M steel block (Chevy), 80mm Precision turbos, and 60mm HKS wastegates. Did we mention 1,695 hp at 16 pounds of boost at 6,500 rpm? Can you say traction control! Look and enjoy: the headers, and the remainder of the exhaust system, were masterfully built by the crew at Dominator Street Rods. There are no mufflers! Heat is horsepower and this big-block is plenty hot, requiring the use of a Meziere electric water pump and a pair of SPAL electric fans matched to the Steve Long brass radiator. Additional cooling is required and aptly handled by two more SPAL fans hidden in the front fender area that evacuates air from the engine compartment. Should Red Line want to dial back the horsepower by “only” 10 pounds of boost, the V-8 will produce 1,225 hp on 93 octane.

The foundation of the engine comes by way of the Chevy-configured Dart Big M steel block sporting 540 inches with aluminum heads and Moroso dry sump oiling system. From Mike Moran Racing Engines in Taylor, Michigan, they designed the motor using a Lunati crank, Oliver billet rods, JE 8.5:1 pistons, Speed Pro rings and bearings, and a COMP Cams camshaft, Manton pushrods, and Jesel solid roller lifters. From here a pair of Dart Northeast modified dirt track aluminum heads were used and coupled with stainless valves and LSM springs, and Jesel Mohawk 1.7 ratio rockers.

The exterior of the big-block sees a Wilson custom billet intake manifold and throttle body.
Next up, the induction system: a BigStuff3 EFI with a pair of Precision 80mm turbos, a pair of HKS 60mm wastegates, MRE 160-pound injectors, Spearco intercooler all lit off by the 570 primary volts (47,000 secondary voltage) of an MSD 7AL-2 ignition control with MSD wires. The spent fuel is sent through Dominator stainless steel headers and exhaust system sans mufflers. Cooling chores fall to a Meziere electric water pump, a pair of SPAL electric fans attached to the Steve Long brass radiator. The final touch on cooling comes by way of two more SPAL fans hidden low in the front fender well area that evacuates air from the engine compartment. This good-looking and extremely potent big-block produces 1,225 hp at 10 pounds of boost on 93 octane all the way to 1,695 hp at 16 pounds of boost on race fuel.

Tim worked with Moroso to develop a streetable dry sump oil system that’s neatly packaged in the trunk (Peterson tank) that’s filled with Red Line 10W40 motor oil.

The BigStuff3 Engine Torque Management (ETM) System is a critical component to the engine but also makes this 1957 an extreme performance vehicle and also an around-town driver. BigStuff3 founder John Meaney and Moran worked to develop the fuel, spark, and transmission mapping. Traction control will make any high-horsepower car driveable as we see on many of today’s modern hi-po factory hot rods. The traction control on the 1957 isn’t based on wheel speed sensors but rather on controlling engine acceleration under throttle. The system allows any hot rod with massive amounts of power to be easily controlled for street use.

From here the BigStuff3 computer controls the 4L80E transmission screwed together with a full complement of beefed up internal goodies by Gordon Stoney coupled with a Precision converter, all running Red Line ATF. The computer controls the converter lockup, shift points, and shift hunting, all making the car enjoyable to drive in town.
There’s a hot rod term, “sleeper.” This 1957 isn’t your garden-variety used car rescued from the classifieds but then again one wouldn’t see it as the ultimate asphalt eater that it truly is—it must be a sleeper.

The ’57 gives the appearance of using stock bumpers but look more closely! Upon closer examination you will see the joint craftsmanship of the crew at Dominator and Sherm’s Custom Plating who fabricated a single-piece bumper that, upon a casual look, matches the stock bumper in appearance. Much of the remaining sheetmetal is stock but, once again, never be fooled until you look under the hood!

A Comic Book Illustrator’s Take on the Perfect 1955 Chevy 210

The Outlandish One: Greg and Trish Land’s Sweet ’55 Has a New Lease on Life

 

So many of us fondly remember the days of high school and the opportunity to slide behind the wheel of our first car, but we’re willing to bet that most of you reading this didn’t get to cruise a machine like Greg Land’s 1955 Chevy 210 hardtop to school every day. Of course, back then the ’55 didn’t quite have the same appearance, but the old-school cool, without a doubt, rocked the blacktop in his Indiana homeland.

“My parents took me to see American Graffiti as a young teenager, and then we looked for a ’55. Dad found ours for sale in southern Indiana,” says Land.

When the car was purchased, it was all black with a 283ci engine wearing a single four-barrel carburetor, and according to Land, was “mostly stock.” The car’s been in his possession ever since, and the story only gets sweeter.

Land enlisted his then-girlfriend Trish to help him polish a tunnel-ram manifold for the car in his unheated garage in the Indiana winter. When she agreed, that’s when he knew he had a keeper.
“When I proposed to her, I had the ring, flowers, champagne, and candles in the trunk. I invited her to the garage with the pretense of showing her something new to the car. I asked her to grab me a screwdriver out of the trunk, and as she went to the back of the car, I turned out the lights as she found the ring presentation. She said yes, and we just celebrated our 30th anniversary,” says Land.
In fact, Trish was picked up for their first date in the car, and it’s been a focal point of their relationship ever since, as it was used in their wedding with Land’s brother acting as chauffeur.

“I drove this car to work and Indiana State University before we started hot rodding it,” says Land. “As life went on and the old 283 and original master cylinder and brakes grew tired, the car was stored in the garage.”

Sometime around 1981, Land sanded the car down to bare metal in his parents’ garage/alleyway before his cousin Bill Simrell welded in new headlight buckets and painted the car. His mother, who was an upholstery professional, helped to restore the full interior around 1982 with a light grey velour fabric, but those hard miles piled up and eventually it was time for a full restoration.
It’s also made it through two job relocations and the birth of a daughter in 1999. Although it was pushed to the back burner for quite some time—the car was stored from 1996 to 2008.
When there was finally enough time and money to turn the car into his dream restoration, Land dropped the car off at Time Machines in Hudson, Florida, for the full, wallet-emptying, frame-off restoration treatment it deserved.
Land, who is a comic book illustrator by trade, laid pen to paper and came up with his vision for the “Outlandish” project, depicting his vision of the perfect ’55.

And what a perfect machine it’s turned out to be. For simplicity’s sake, and ease of restoration, the choice was made to use one of Art Morrison’s GT Sport chassis, which features mandrel-bent rectangular tubing and a triangulated four-bar rear suspension design. The suspension holds up a 9-inch Ford with 5.35:1 cogs that rides on a set of Strange Engineering coilover shocks.

In the front of the car, Heidt’s suspension is installed, including fully chromed tubular control arms, 1-inch-diameter sway bar, power rack-and-pinion steering gear, and ididit tilt-wheel steering column. Strange coilovers keep the stance just right, while Wilwood brakes are placed at all four corners to slow the heavy Chevy down.
Assisting in achieving stance perfection, are a set of Bonspeed Thrust wheels that are custom-made for Time Machines. They measure 19x7 in the front and 20x12 in the rear, with 225/35R19 and 335/30R20 Michelin Pilot Sport rubber wrapped ’round.
In the interest of solid performance without a monster price tag, Land selected a Chevrolet Performance Parts 502ci Ram Jet crate engine. The engine wears a set of aluminum cylinder heads, a tunnel-ram-style high-rise intake, and pumps out 502 horsepower at 5,100 rpm along with 565 lb-ft of torque at only 3,200 rpm. The Ram Jet has been dressed up with a Spectre Performance pulley system, Billet Specialties valve covers, and had the intake manifold color-coordinated to the car. It’s backed by a 4L80E transmission.

Mike Staveski and the team at Time Machines went above and beyond on the reconstruction of this mean machine.

On the inside, the dash was smoothed out, the heater controls and ashtray were removed, and the A/C vents moved to the dash insert area. Although Land spends more time listening to the rumble of the big-block through the custom-bent Time Machines 2.5-inch exhaust, the car does have a full Sony audio system installed by Brian Bojinoff of Time Machines along with a full complement of Classic Instruments gauges so he can keep tabs on the engine. The audio and HVAC controls are hidden in the glovebox and the transmission controller is hidden in the console.

Vintage Air’s retrofit A/C system blows through a set of Billet Specialties vents, while the interior upholstery was designed by Land and executed by the Time Machines crew. A set of mid-’90s Mopar seats had the headrests removed and were reworked and re-covered by Bojinoff in Velocity Dune/Ostrich Ultra Leather, while the custom console was a Land/Bojinoff collaboration. A black carpet and custom Time Machines door panels finish off the interior.

The Time Machines crew continued their work on the exterior. The floorpan, trunk pan, and lower quarter-panels have all been replaced, while the firewall received the smoothing treatment and any non-essential holes in the inner wheelwells have been filled in.

The exterior of the ’55 has numerous modifications to bring it to Land’s standards. The original steel hood has been shaved, an Eckler’s re-pop grille is installed, and the front bumper is one of Eckler’s Smoothie designs.

Addition by subtraction also took place when finishing off the exterior, as the hood bird, emblem, antenna, fuel door, and fender scripts have all been removed. A Rocky Hinge electric fuel filler setup is installed behind the driver’s taillight for that trick finish.

“I just wish my mother was still alive to have been able to do the interior this time,” says Land. “I keep a square of the old upholstery with the registration to honor her.”
Outlandish, for sure. It’s also one man’s vision of his perfect ’55 sedan. Who are we to argue?

This 1980 Chevrolet Camaro is a Legitimate 1,000 Horsepower Street Car

What would you do with 1,000 horsepower behind the loud pedal?

 

Some folks get into the car hobby late in life, choosing it as a great retirement project. Others come into the world with the automotive gene solidly in place, thanks to a family who fosters the excitement of all things gasoline-powered. Ed Zimmerman from Ocala, Florida is one of those early adopters. He grew up on a farm where he learned the essentials of keeping equipment working. Whatever breaks better be fixed quickly if you want to eat! It was not only a vital lesson in fabrication skills but also in self-reliance. Those early talents were responsible for his current welding career and now Ed builds fire trucks and crash crew vehicles used by fire departments and airports throughout the country.
He loves all facets of car design, anything with wheels and an engine. Although he has built a collection of track cars over the years, this fire-breathing Camaro was a distinct departure. A few of his automotive friends challenged him to build a blower car and although he had very little familiarity with Pro Street-style cars, he quickly learned how. “I do a lot of thinking when I go to bed at night” he told us with a smile. “I wake up in the morning with the answers! I don’t write it out. Everything is designed in my head.” The search began for a suitable donor car and he found his 1980 Camaro at a local swap meet. The stripped Unibody was perfect since he intended to fabricate everything else.

2016 Chevrolet Camaro

$25,700 Base Model (MSRP) MPG Fuel Economy

From the outset, the Camaro was scheduled for an ultra high performance engine so the first step was ensuring that the chassis could handle the load. Ed began the eight-year project by fabricating his own frame, using a combination of 2x3-inch rectangular steel tubing welded to the Camaro sheet metal and augmented with Chassis Engineering suspension components. The upgrades began with tubular A-Arms up front and a 4-link in the rear holding a Ford 9-inch with 3.73 gears and Strange 35-spline axles. Wilwood dual-caliper, power disc brakes team up with QA1 adjustable coil overs to snub all four wheels. The car became a roller thanks to Centerline Warrior 15x6-inch rims up front and 15x10-inch rims in the rear. Ed chose the tires carefully, wanting to fill the wheel wells without looking cartoonish. He opted for Mickey Thompson 15x6-inch Sportsman Pro rubber up front and fat 29x18.5-inch Mickey Thompson Sportsman Pros in the rear. A set of wheelie bars helped to plant the power. All the heavy-duty changes were necessary since the car was scheduled to receive a supercharged 572, an engine capable of twisting a standard Unibody into a corkscrew. Sheet-metal changes were few with Ed replacing the original firewall with an aluminum panel and moving it and the engine mounts back to make room for the radiator.

With the chassis and suspension complete, the motor was next. Ed gave Al Lombardo from Big Al’s Toy Shop in Gaylordsville, Connecticut a list of his requirements. Their 572ci Merlin block was fitted with a Callies Performance Products crank, H-beam rods, and Ross pistons, running 10.5:1 compression and using a COMP roller cam to activate the valves in the Brodix aluminum heads. The big gulp of pressurized air mixed with 112 octane Sunoco is supplied by a polished BDS 8-71 blower and a pair of 850 Holley carbs filtered by a Shogun air cleaner. MSD electronic ignition provides precisely timed sparks with 3-inch, ceramic coated Hooker Headers scavenging waste gasses and dumping them into a pair of Flowmaster Super 44s. The brute of an engine sends a staggering 1000 hp and 800 lb-ft of torque to the Turbo 400 reverse-valve-body transmission, equipped with a 3800 stall speed Hughes torque converter, trans brake, line lock, and Hurst Pro shifter. Big Al’s did the engine work and Transmax in Ocala, Florida upgraded the transmission. Ed eased everything into place himself.

Moving inside, the car uses a 2.5-inch, five-point roll bar and Simpson five-point harnesses that keep driver and passenger securely in the JAZ Products seats. An ididit column and Lecarra wheel ensures the driver stays in close touch. An Alpine stereo head unit with a 1000-watt Alpine amplifier and four Memphis speakers provide entertainment when the mighty Merlin is silent. In the trunk, the 21-gallon fuel cell shares space with a Red-Top Optima battery. The Upholstery Shop in Ocala Florida did the stitch work inside and Ed handled the finishing touches, smoothing the body work, adding a custom billet grille from Classic Industries along with a Harwood fiberglass cowl induction hood. Chris Shuhart from Ocala sprayed the Brandywine paint. Ed told us that throughout the build, his goal was “to create a factory look, rather than something that was just thrown together.”
How is the finished car to live with? Ed has run it on the strip just one time, turning in the low 9s. After that, it’s been strictly street-oriented. Ed and his wife Dawn (a car gal in her own right, driving a 350/350 powered 1947 Plymouth) enjoy supporting community events and charitable causes in their hometown, arriving with their head turning Camaro to create excitement and publicity. They team up with their car club friends from Classic Cruisers, Ocala Street Cruisers, Ocala’s Most Wanted Street Cars, Twilight Cruisers, and Cruising With A Kid. Special thanks to Chris Shuhart who regularly details the car, Anthony O’Brien from O’Brien’s Garage who tunes the motor, and of course, Dawn.

A 1957 Chevy Bel Air As Only A ’60s Hot Rodder Could Build It

We had only been in Reno for a few hours when we ran across this ’60s-inspired 1957 Chevy Bel Air. There’s nothing quite like a jet-black 1957 Chevy built the way a hot rodder in the ’60s would have done it.
The occasion was Hot August Nights and the Chevy was displayed with an explanatory sign in the open trunk. The last paragraph read, “I built Midnight with memories of my first car and those days gone by. This is the way I would have finished my original 1957 back in the day, had there been the time, money, and resources available. It’s built to drive and drag. But, like most of us, I’ll use this car to cruise back in time and relive those warm summer nights some 50 years in the past.”

Jim Manley is the owner, builder, and driver of the Bel Air—and was a hot rodder in the ’60s. His purpose in building this car was, “to grab a piece of history from my past, use it in the present, and preserve it for the future.”

The past Jim refers to starts in 1965, when, as a teenager, he bought his first car—a 1957 Bel Air hardtop. Like many young guys, he ended up selling his first car, and like many older guys, he always regretted that move. “So in 2010, when I found myself in possession of another 1957, the wheels started turning,” he said. “my plan was to build a new, late-’60s muscle car with modern hot rod equipment and a 1957 body.”
Jim bought the car from the widow of the previous owner. Built in California, the Bel Air has spent its entire life around Sisters, Oregon, (Jim’s home), and had been restored to stock about 40 years ago. It was complete, rust-free, and had never been wrecked—and was about to be transformed into a hot rod.

He decided to tackle the job himself, recruiting his friend Dave Reiss for advice and assistance. The first step was to tear the car completely apart and start as a frame-off rebuild. The original Chevy framerails were kept but shaved of unnecessary brackets and other components. He went to Classic Performance Products for many of the Chevy’s frontend components, including the tubular A-arms and 2-inch dropped spindles. CPP also provided the 14:1 power steering box. The rearend is a narrowed Ford 9-inch with 3.89:1 gears and Truetrac limited slip. New stock coil springs and Bilstein shocks in front and heavy-duty GM five-leaf springs and Monroe shocks in the rear smooth out the ride.

Being a perfectionist, Jim worked hard to ensure that the Bel Air’s body panels, gaps, and angles were as perfect as they could be, exceeding original standards. Hood and decklid emblems were shaved, but other trim pieces and hardware were repaired, repolished, and rechromed. A smoothie front bumper from Danchuk replaces the stock piece. The wheel openings have been reshaped to accommodate the larger tires and wheels, and the hood rockets have been trimmed. The body and chassis were delivered to Bob Twigger in Redmond, Oregon, for paint. Midnight’s perfect black exterior is the result of a custom paint mix from House Of Kolor with a bit of metallic added to make it come alive.

In keeping with its ’60s muscle car personality, Midnight rolls on 15-inch Cragar SS wheels wrapped in blackwall rubber. The five-spokes are paired with 225/70R15 and 275/60R15 BFGoodrich Radial T/As. Front disc brakes from CPP feature 11-inch drilled and slotted rotors. The rear brakes are Dutchman drums. The master cylinder and booster are CPP parts.

Jim’s first 1957 Chevy ran an early small-block. It’s fitting that his new 1957 Chevy runs a new small-block. The 2012 Chevy 383 stroker was machined and assembled by White Performance & Machine in Kingsport, Tennessee. Probe FPS 10.6:1 compression flat-top pistons and White Performance rods spin an Engle cam to help produce 461 hp and 482 lb-ft of torque. A Top Street Performance Ready-To-Run ignition fires the fuel/air mix provided by the Pro Comp high-rise cross flow intake and Quick Fuel 750-cfm carburetor. Gases exit via powdercoated Doug’s Headers, custom exhaust pipes, and Flowmax mufflers—or uncorked through Quick Time electric cutouts. A Hurst shifter operates the Tremec TKO-600 equipped with a ram clutch and flywheel.

In preparation for the interior, Dave Reiss constructed a custom console for the shifter, and Auto Meter voltmeter and oil pressure gauge. The console’s authentic cherry veneer continues on the dash.

Jim and upholsterer Andy Smith of Larry’s Upholstery in Albany, Oregon, came up with an interior design incorporating the original stainless trim and new black leather. New front seats were constructed using Glide Engineering frame. Mercedes plush carpet covers the floor. The steering wheel is a 15-inch replica on an ididit tilt column.

Continuing the vintage appearance, a 1957 Chevy Wonderbar audio head unit from Antique Automobile Radio is backed by an amplifier and speakers from Kenwood. Concealed vents provide fresh air from a Vintage Air A/C system with a Sanderson compressor.

The Chevy was finished in the fall of 2014 and had to wait for spring to hit the road. Since then, the Bel Air has been accumulating miles and car show awards. Jim likes winning all the honors the Chevy has earned, but he says that the most fun is visiting with car show participants and spectators—not to mention driving the car.

There are a couple of surviving components from Jim’s first 1957 on this one. One is the Dixco tach on the dash, which had saved in a dresser drawer for 50 years, waiting to re-emerge and monitor engine rpm once again. The other surviving component from the first 1957 is Jim himself. He says that driving Midnight is a trip back to “those warm summer nights some 50 years in the past.”