2013 vol13 no2!

Canadian Publications Mail Product Sales Agreement #40609642

Spring 2013 • Vol. 13 #2

• Performance in Motion • 3

.SPRING

NASCAR returns to it’s roots (sorta) 6_

Intake Manifold 101 10_

8_Time to Scrap the Drive Clean Progam?

Tony Easton shot the Cover photo of the Volvo Special, and the current photos for the article starting on page 21, thanks Tony! 21_

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Coming Soon!


2012 seemed like the year of the Ministry of the

Environment. Throughout the year, we heard tales of roadside inspections regarding the emission legality of specialty vehicles. Some of those tales were real and some imagined. However, the result was much turmoil within the enthusiast community. So much in fact, that Durham MPP John O’Toole created a petition asking the Ontario Legislature to amend current laws and exempt cars over 20 years old. Signatures are still being collected, and if you haven’t signed one, it is important that you do. There are copies at all Performance Improvement locations in Ontario, as well as many other enthusiast businesses; they will also be available at cruise nights when the season begins again.

Unfortunately, McGinty’s proroguing of Parliament brought things to a standstill. However, now that they are back in session, things will start to move again. If you support MPP O’Toole, be sure to sign the petition, and if you are in his district, remember that he is on the car enthusiast side when it is time to vote.

2013 brings new problems. Effective January 1st, Drive Clean testing has taken on a new face. No longer are tailpipe emissions sniffed on vehicles newer than 1997. Instead, they are being tested by plugging into the OBD port on your vehicle.

Unfortunately, this program has many bugs. See “Blowing Smoke” in this issue for full details. Complaints have been numerous, and Conestoga-Kitchener MPP Michael Harris, recognizing the futility in this program, has a petition to phase-out Drive Clean completely. Once again, it is important, if you agree, for you to sign his petition at www.scrapdriveclean.ca.

When the legislature realizes that the voters are angry, they may pay attention. And again when the next election comes be sure you support those who have supported us within the hobby.

Which brings me to the Specialty Vehicle Association of Ontario (SVAO). SVAO is the only province-wide association with the car enthusiasts problems and concerns as its first priority.

The SVAO mandate is:

• to establish the demographics of the specialty vehicle community,

• to guide the provincial and municipal governments in matters that impact or are of interest to the specialty vehicle community,

• to monitor all government initiatives that may impact upon the specialty vehicle community,

• to provide the specialty vehicle community with a forum for sharing information.

During 2012, they were able to hold sit-down meetings between their members and members of the Compliance Branch of the MOE. During these meetings, a number of points were clarified on the subject of emission compliance for specialty and hot rod vehicles.

In addition, SVAO has been providing guidance about VIN number corrections, Historic Plate misuse, Ethanol levels in gas, the current Drive Clean fiasco and other concerns of the specialty vehicle community. There are a number of dedicated volunteers capably led by Chris Willans working behind the scenes with no recognition.

Are you a member of SVAO? Any group is only effective if it has strong membership. With the number of enthusiasts in our province and the low cost of membership, their member list should be out the window. Well, it isn’t.

If you care about the car hobby I urge you to join SVAO right now. The cost is minimal and the result remarkable. Membership for an individual is $10, for a club it’s $25 and a business $50.

Go to www.iwebhosting.ca/svao/ click on Join, print the form and send in your $10. IT IS IMPORTANT.

Now it’s about time to get out those great cars and enjoy the ride. Hopefully, I will see you down the road.

Publisher’s Note

Performance in Motion Publications 87 Advance RoadToronto, ON M8Z 2S6Phone: 416-259-3678 • Fax: 416-259-6433

PUBLISHERBob [email protected]: 416-259-3678

EDITORRob McJannett

CONTRIBUTORS Thomas AndersonBob A. BooeyJim Madigan Robert MichaelsonJeff NorwellJover PapagDave ThomasLeonard F. SlyeChuck Vranas

with Bonnie Staring as the Reluctant Passenger

COVER IMAGETony Easton

PROOFREADERSpike “The Machine” LaVigne

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

Return undeliverables to: 87 Advance RoadToronto, ON M8Z 2S6

PUBLICATIONS MAIL AGREEMENT NO. 40609642PERFORMANCE IN MOTION is published five times a year: Spring, Early Summer, Late Summer, Fall, and Winter. Circulation is 30,000+ (ISSN 1703-8421)

Copyright ©2013 All rights reserved by Performance In Motion Publishing. Be good to the environment, recycle this magazine – give it to your friends. The fine print: We respect your privacy, and do not sell our mailing list. All opinions are those of our writers, (the usual gang of idiots) most of whom have sniffed too many gas fumes to trust as far as you can throw. The information presented is via said gas sniffers from which there can be no responsibility by the Publishers as to legality, completeness and accuracy. If you enjoy our magazine, be sure to let us know! This magazine may not be reprinted without permission of Performance In Motion Publishing. (We’re nice guys, just ask) • Have you checked out our facebook

page yet? Jover is cranking out the cool links & pics: www.facebook.com/PIspeedshops! •

6 • Performance in Motion •

In 2001, Dale Earnhart was killed when he slammed into the wall

during the Daytona 500. This after the year previous when Kyle Petty’s son Adam and former sprint car racer Kenny Irwin were killed crashing into the concrete wall at the New Hampshire track.

This caused Nascar’s “powers that be” to mandate research to create safer cars. By 2007, they started bringing forward the Car of Tomorrow (CoT). They ran about half of the races that season and made the new car mandatory in 2008. Over the years since, there have been ongoing modifica-tions to the car structure and appearance. Until by last year, 2012, all cars looked the same; the only way you could tell which manufacturer you were watching was by the lettering on the front.

It was as if there were 43 jelly beans

racing around with exotic paint schemes and sponsor lettering. A far cry from Bill France’s original concept of racing “stock” cars that you would buy from a dealer and modify for the track. The fans didn’t like these clones. How could you “race on Sun-day and buy on Monday” if you could not identify the brand you were watching.

Now the CoT has improved the safety of the driver. They strengthened the frames with the addition of a double frame rail, the cab is more spacious allowing more space around the driver, they also moved the driver farther inboard away from the inside framework. This allowed impact-absorbing material to be inserted in the doors. There are many other invisible changes that were made to protect the drivers. The biggest complaint from the fans remained the simi-larity between the cars.

Well, 2013 will see a return to Sprint Cup brand individuality. The Gen-6 cars will look more like the model they repre-sent on the dealer’s floor. Chevrolet just announced their SS-based race car, while Ford will have a Fusion-based model and Toyota a Camry. If Chrysler hadn’t pulled out of NASCAR this year, they would have fielded a Charger.

Here are some shots of what the year will bring. It should be a great year and yeah! we will be able to recognize the Marques.

Special thanks to Ford for providing the detailed photos explaining the changes they made to a stock Fusion. 2013 should be interesting. •

_TECH_

Bringing the Stock Car back to NASCARStory By: Bob McJannett • Photos courtesy of NASCAR


LOST DRAG STRIPS • Tommy Lee BirdCT514 • 160 pages • 299 images.

In the early 50s and 60s, drag racing was exploding. Drag strips were opening at an unbelievable level. Races were held on virtually any straight paved surface all over the country. Lost Drag Strips looks back at many of those strips that have now become part of suburbia. Gone, but not forgotten.

In 160 pages, author Tommy Lee Bird documents many of those lost racing surfaces and, in some instances, tells the stories behind their demise. Laced with both black-and-white and coloured photos from their hey days, this is a hard book to put down.

Th e great, true stories behind some of the best-known and unknown old tracks in the country. Tracks include: Lions Associated Drag Strip, Orange County International Raceway, Riverside International Raceway, Bee Line Dragway, Motion Raceway, Motor City Dragway, Oswego Dragway, U.S. 30 Drag Strip, Dover Drag Strip, Pittsburgh International Dragway, Connecticut Dragway, Pocono Drag Lodge, and many, many more.

Reminisce About Drag Strips Lost (and Found!)

_REVIEW

Five things every race fan should know about the NASCAR Sprint Cup Series Generation-6 car:

• Brand Identity: Nearly two years in the making, today’s Sprint Cup cars more closely resemble those found on the showroom fl oor, with eye-catching bodylines and stylish features giving each model its distinctive appearance.

• Safety Enhancements: Additions of forward roof bar and center roof support bar to the roll cage reinforce integrity and increase the crush structure of the roof. Larger roof fl aps improve liftoff numbers and decrease the likelihood of the car becoming airborne.

• Slim and Trim: Total weight of the car has been reduced by 160 pounds (100 less on right side; 60 pounds on left). Minimum weight of driver has also decreased from 200 to 180 pounds.

• Stamp of Approval: With exception of carbon fi bre rear deck lid, all body panels are now produced by the manufacturer and individually stamped for verifi cation.

• Your Name Here: Driver names will be featured on the upper portion of the windshield; sponsor decals and car numbers have been removed from headlight and taillight areas and now appear on front and rear bumpers; also, a single sponsor logo will be permitted on the roof of the cars.


Story by Bob McJannett

As of January 1, 2013, the Ministry of the Environment has changed the method that Drive clean test-

ing is done. No longer do you have to have your vehicle run up on a dyno and tailpipe emissions sniff ed under simulated driving conditions. Unless, of course, you own a vehicle model years ‘88 to ‘97, where the old style test is still required.

Th e new test , designed to decrease the amount of time it takes to complete, takes its information from the on-board diagnos-tic system. Here is the explanation taken from the government web site.

Th e modernized Drive Clean program will provide signifi cant benefi ts by:• Providing a faster, more accurate

emissions test;• Identifying vehicles with emissions

systems failures before they become gross polluters

• Identifying emissions systems prob-lems for more eff ective repairs;

• Reducing more smog-causing pol-lutants from vehicle emissions; and

• Minimizing fraud.

However, the new tests have been plagued with problems. While the Govern-ment claims a 93% success rate, mechan-ics who send their customers’ cars for the test are seeing something diff erent. Th e CBC reported that they were seeing a 50% failure rate.

In one instance, a mechanic from the Ottawa area claimed seven out of ten cars he has had tested failed. Source CBC News Ottawa.

Our local mechanic friend has had every car tested fail this week! Machine says “Not Ready.” Th is can be because the car had been boosted lately, had a dead battery, had had the codes scanned or ? Solution; aft er you pay your $35, let the car sit for eight hours and then drive it on the highway for two hours and in city traffi c for two. Th is is supposed to reset everything, we hope.

Since the fi rst of the year, many newspa-pers have been reporting on the fl aws in the new system. One of the suggested problems is winter weather, low temperatures prevent

the correct operation of the evaporative system causing the on-board computer to fail the self test, kicking out a “Not Ready” report.

Drive Clean realizes they have a problem and announced on February 7 that a condi-tional pass can be issued providing that:

• At least 24 hours have passed be-tween the tests.

• Th e vehicle has been driven at least 30 km between the tests.

• Th e battery was not disconnected or the OBD codes cleared within the last 30 km.

• Th e number of “Not Ready” reports has not increased.

Meanwhile, there is no discussion of the amount of money being spent for these bo-gus tests. Th e consumer can spend between $52.50 and $87.50, yet there is no proof any of this is going to help the environment in any measurable way.

_Petition

One in every two cars fails new emissions test, mechanics say

Blowing Smoke


Ontario’s Auditor General in his 2012 report questioned the continuing need for the program. Here is a small part of his report:

Th e Ministry of the Environment’s Drive Clean vehicle emissions-testing program does ensure vehicles get properly tested, but the reduction in vehicle emissions in Ontario is due largely to factors other than the program, Auditor General Jim McCarter says in his 2012 Annual Report.

On-road vehicle emissions have declined so signifi cantly fr om 1998 to 2010 that they are no longer among the major domestic contributors of smog in Ontario. However, ministry emissions estimates show that more than 75% of the reduction in vehicle emissions since the program’s inception is actually due to factors other than the Drive Clean program, such as tighter manufacturing standards on emission-control technologies, federal requirements for cleaner fuels and ongoing retirement of old vehicles.

As the papers have been reporting, it certainly appears that Drive Clean has outlived its usefulness. Th e question is will the government be willing to give up this cash cow?

Kitchener- Conestoga MPP Michael Harris, and Prince Edward-Hastings MPP Todd Smith are promoting a web site encouraging everyone to sign their petition to scrap Drive Clean that they will present to the legislature. Check out www.scrapdriveclean.ca for all the information.

We recommend you print out the form and get all your friends to sign, they say hard copy gets more respect than internet petitions. Be sure to fi ll out all the spaces when sign-ing since they will not accept signatures without a name and address.

Th ere is an election coming, sooner than later. Be sure you tell all the candidates about the problems car enthusiasts have been facing for the last couple of years, then vote for the ones who you feel have listened! •

PC MPPs SMITH AND HARRIS VOW TO SCRAP DRIVE CLEAN

“The Liberals have refused to seriously address the costly technical fl aws with their new computerized emissions test and have instead opted to force Ontarians to foot the bill,” Prince Edward-Hastings MPP Todd Smith said, joined by his colleague PC Environment Critic Michael Harris.

“What’s truly unfortunate is that the Liberals gave no thought to the unwarranted fi nancial hardship and stress these ‘false fails’ would have on drivers and car dealers, who are required to get an emissions test every time they sell a vehicle no matter how old it is,” Smith stated. “I encourage Ontarians to voice their opposition to this government program by signing our online petition today at ScrapDriveClean.ca.”

Up until the Liberals introduced their new and technically fl awed Drive Clean test this year, 95% of vehicles met the program’s requirements.

“Such a high pass rate indicates that improvements in technology and fuel effi ciency standards have rendered the Drive Clean program redundant. That’s why the Auditor General questioned the overall effectiveness of emissions testing in his report last year,” Harris said. “Instead of acknowledging advances in technology, the Liberal government forged ahead with their new emissions test in a cynical attempt to raise the failure rate and justify what has obviously become a useless program.”

Now – less than two months after the introduction of this test – the failure rate has more than doubled.

www.scrapdriveclean.caDrive Clean Impact On Emissions Decreasing, Auditor General Says

“It’s always something!” - Gilda Radner


_TECH

Story & Photos by Len Sly & Smitty Smith

It all started in the late 30s. Vic Edelbrock Sr. was running a So Cal

repair garage and working on a 1932 Ford Roadster project to race on the dry lakes. He had installed a dual carb intake to increase the power, but felt it didn’t fill the bill. He thought he had a better idea, and created the first Edelbrock manifold the “Slingshot”, a 180-degree design running two Stromberg 97’s.

Other racers took note of how fast Vic’s car was running and wanted to try one of these new intakes. By the time the War came Vic, had built about 100 “Slingshots.” With his success, a manufacturing business was born. Now almost 75 years later, the Edelbrock name is found on hundreds of high-quality performance parts, still “Made with pride in the USA.”

Looking through a current Edelbrock catalogue at intake manifolds, you will find literally dozens of applications for almost any type of performance engine, with mul-tiple models for the really popular ones. Ex-ample: there are 28 versions of single four intakes for both race and street listed for the popular small-block Chev engine. That is, before you add in the differing finishes, polished, powder coated, EnduraShine.

Which one is right for my engine? Should I buy a single plane or a dual plane? To find out, we went to Smitty Smith, Edelbrock’s Technical Sales Coordinator. “Every manifold serves a different pur-pose,” explained Smitty.

For years we have heard single plane is for racing, while the dual plane versions are for street. As with most things, it’s not that simple.

Dual or Single?

Basically a dual plane intake has a divided plenum under the carburetor with a higher floor on one side and lower floor on the other. The dual plane design offers a wide power range starting at a lower RPM. Generally these are best for street use since you will not be running at wide open throttle often (at least you shouldn’t be on the street). The two separate plenums feed individual intake runners that are very similar in size. These connect with every other cylinder in the firing order. Dual plane intakes receive an induction pulse every 180 degrees of crank rotation. Smitty noted “these dual plane designs offer bet-ter balancing of the air from cylinder to

cylinder through the whole RPM range”. The dual plane design sends induction pulses to one half of the carb (assuming a divided plenum) enhancing low air velocity creating more efficient low RPM booster function, this typically results in better low-end performance, smoother drivability and more importantly for a street engine, better fuel mileage.

Single plane intake manifolds intro-duce the fuel/air mix into a large open plenum which feeds all eight cylinders. This design receives overlapping induction pulses every 90 degrees. At lower RPMs, your engine will feel a bit sluggish and to perform at peak efficiency the single plane design needs high port velocity. In order to quickly reach higher RPM ranges where this design shines, consideration should be given to higher numerical rear end ratios and depending on transmission type, a high stall torque converter or a more ag-gressive clutch release. So the single plane design is usually best for race applications.

Seems simple so far, but wait, there’s more.

The inside story behind Intake Manifold design 101Single Plane or Dual Plane?


If for example, you have decided to run more cubic inches by converting your small block to a 383 stroker motor, you may con-sider a single plane for the street. According to Smitty, “the larger engine allows a wider operational range, the additional cubic inches provide more cylinder volume help-ing to dilute the air to fuel ratio providing a more forgiving lower RPM combination.”

Depending on the desired operational RPM range, some racers are using a dual plane configuration. In fact, some race series specify a dual plane intake as the spec piece. Some of the dual plane designs come with larger cross- sectional runners that allow the intake to run strongly into the 5,500 to 6,500 range. As a way to accommodate those racers desiring the dual plane design, Smitty explained that on certain models they will cut down the centre divider. The amount varies per model, but it is based on extensive dynamometer and flow testing to ensure maximum power in the range noted in the Edelbrock catalogue.

Edelbrock also offers “Air Gap” intakes in both single and dual plane configurations.

These designs feature a separation of the runners from the intake base. By separating the runners from hot engine oil splashing on the intake base and providing cool air flow under the runners and plenum, the intake charge is denser and cooler, providing more power.

Smitty is quick to point out there is far more to gaining the greatest useable power than simply changing the intake. The whole

combination has to be taken into consider-ation. Camshaft, carburetor, ignition and exhaust all feature in achieving maximum power.

As the leader in intake design, Edelbrock is a strong proponent of the complete power package. For most applications, they can provide proven performance with no guesswork. The power package is made up from dyno and flow tested components

that Edelbrock’s R&D division has vetted for maximum horsepower. You can be sure that all the pieces will really fit together and provide the power you are looking for.

Throughout all of their 74 years, Edel-brock has been the leader in testing their products. As well as time on the dyno and the flow bench, Edelbrock’s parts are tested on the street under all types of circum-stances. For years, Vic Edelbrock Jr has said,

“We promise you the quality performance you deserve or I won’t put my name on it. PERIOD”

We have only touched the surface on this subject. To ensure you make the right choice, visit your nearest knowledgeable per-formance retailer and discuss exactly what you want to accomplish. •

Dual-plane manifold with separate plenums that feed four cylinders each.A defining characteristic of a dual-plane is the divided plenum layout, separating the manifold into two units, with a high and low plenum bisecting the intake. The corresponding runners branch out to alternating cylinders in the firing order, essentially isolating induction pulses by half the natural frequency, from 90 to 180 degrees.

Single-plane manifold feeds all eight cylinders from a common plenum.With an open plenum and short direct runners conveying mixture from the carb to the intake ports, the single-plane intake configuration is the master of maximum airflow. High rpm, high flow and high-demand situations are where the engine can really use one.

Single-plane manifolds are used in drag racing, on oval tracks, and on NASCAR engines--anywhere that maximum horsepower and torque are needed to win races.

Dual-plane manifolds improve torque for excellent throttle response, especially off-idle through the mid-range. They are ideal for passenger cars, Street Rods, trucks, 4x4s, tow vehicles and RVs.

For street use, a single-plane manifold works great on stroker motors. — Smitty Smith

See More In Our Catalog:Fuel Injection Harnesses4x4 and Race HarnessesSwitch Control PanelsCirKit Boss Fuse BlocksRelay KitsConnectors & Pigtails

LS Engine HarnessesPowerStar AlternatorsPowerStar StartersBattery CablesPower Braid Wire WrapBulk TXL Wire

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We Make Your Performance WiringHarness Installation “Painless”

Ease of installation was one of the keygoals for our wiring products from the

very beginning. Of course we specifiedthe very highest quality ThermalCrosslinked Polyethylene wire stock

too. Then we print each applicationthe entire length of each color-coded

wire. And most important, we do half thejob for you by pre-terminating each wire into the main fuse

block for optimum reliability. Painless is not just a name.

Then we go further; We build-in a 70amp Maxi-Fuse to protect the entire circuitsystem, we use only the finest quality connectors, relays and switches, and weinclude a comprehensive instruction manual to guide you through to completion.Finally, we offer the only Lifetime Guarantee in the performance wiring business.

We offer a wide variety of vehicle-specific applications for many popularAmerican muscle cars and classic trucks. Plus we have universal harnessesin 8, 12 and 18 circuits for custom and race car applications.

012 McJannett ad half 4c:09 McJannett ad 1/2 June 3/9/12 5:54 PM Page 1


EDELBROCK MANIFOLD GUIDE

SERIES STYLE RPM RANGE

PERFORMER SERIES DP LOW RISE IDLE TO 5,500

PERFORMER RPM DP HIGH RISE 1,500 TO 6,500

PERFORMER AIR GAP DP HIGH RISE IDLE TO 5,500

TORKER II SP LOW RISE 2,500 TO 6,500

VICTOR SERIES SP HIGH RISE 3,500 TO 8,500

DP – DUAL PLANE SP – SINGLE PLANE

Sources: Smitty SmithTechnical Sales CoordinatorEdelbrock, LLC2700 California StreetTorrance, CA 90503PH: 1-800-221-1666 X 2817

PERFORMER AIR-GAP & RPM AIR-GAP MANIFOLDSThe air-gap design features an open air space that separates the runners from the hot engine oil resulting in a cooler, denser charge for more power. RPM Air-Gap manifolds are modeled after Performer RPM intakes for high performance street power from 1500-to-6500 rpm, and the Performer Air-Gap manifolds are ideal for street performance from idle-to-5500 rpm.

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SO-CAL New Traditionalist™ Forged Steel I-beam Front Axle: SO-CAL’s engineers refi ned a design that takes into account the idiosyncra-sies of a reproduction part that must fi rst work with original Ford spindles. This new 4” dropped axle does that and more. The real test is trying to install stock spindles and having them go lock-to-lock. SO-CAL’s axle shows a 30% improvement over the competition in turning radius alone. So when it comes time to install reproduction parts, there’s no problem. The axle measures 47” through the kingpin centers, 34” at the 2-1/4” inch thick spring perch boss and fi ts a 29-1/4” spring.

(A) SC70503 Forged axle plain: $349. ea. (B) SC70505 Forged axle plain, drilled: $499. ea.(C) SC70503C Forged axle chrome plated: $679. ea.

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• The strength of an unground fi llet weld on the boxing plates.• Recessed boxing plates which increase clearance for: Brake lines Fuel lines Power cables Exhaust systems Steering components• A “swept C” in the rear which minimizes the stress of the cut and spreads the load over a greater area.• A universal trans mount that cleverly accommodates TH350, TH400, 700R4 transmissions, as well as 4- or 5-speed manuals. • Front cross member angled at 7 degrees for correct caster.• Brake proportioning valve mounting pad• In-line fuel fi lter mounting pad• Rear cross member• Steering box mount• Front panhard bracket• Front brake line tabs• Master cylinder bracket• Rear radius rod tabs• Brake pedal mount• Hiboy front cross member 1” forward• F1-style Front shock upper mounting tubes (threaded)• Rear shock upper mounting tubes

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Coil-Over Rear

B.

Forged Steel Front Spindles: These forged 1045 heat treated steel spindles are a direct replacement for ’37 to ’41 Ford spindles. They come with center mounted grease fi ttings that clear bolt-on steering arms and are available in either plain or show chrome fi nish.SC60104 Forged steel spindles, plain: $259. pr.SC60106 Forged steel spindles, plain, bushed & reamed: $299. pr.

B.

C.

GT2 S/S Front Spindles: These investment cast stainless steel spindles utilize a pressed-in 431 heat treated S/S spindle shaft and are a direct replacement for ’37 to ’41 Ford spindles. They come pin fi t with bronze kingpin bushings, S/S grease fi ttings and spindle nuts. They are only available polished. SC60101 S/S polished spindles: $599. pr.

Front Axles


SO-CAL Coil-Over SpeedshocksManufactured in the USA to the highest standards in the industry, featuring:• 6061 brushed alloy body.• 10 position rebound adjustment.• Black silicone wire springs.• Adjustable pre-load collar nut.• 9/16" piston shaft.• Unique shock eye design.• Urethane bushings.• 10" closed, 13-1/2" extended.

Alloy Gas Filled Coil-Over SO-CAL SpeedshocksManufactured to the highest standards in the industry, these brush fi nished 6061 aluminum coil-over shocks have a ten position rebound adjustment, black powdered coated Silicon wire springs (offered in 220lb., 250lb., 300lb. and 350lb. increments) and a collar nut for quick pre-load changes. There is a 9/16" piston shaft for added strength, urethane bushings and the unparalleled design of the upper and lower shock eyes.

SC60646220 Rear Speedshocks 220lb: $499. pr.SC60646250 Rear Speedshocks 250lb: $499. pr.SC60646300 Rear Speedshocks 300lb: $499. pr.SC60646350 Rear Speedshocks 350lb: $499. pr.

B.

C.

Speedshocks

New Traditionalist Speedshocks

Speedshocks in Steel: These nitrogen fi lled gas shocks are engineered specifi cally for hot rod applications and offered in the “Standard” length of 9-1/4” closed x 14-1/4” extended or in the “Shorty” length of 7-7/8” closed x 11-1/4” extended. They are manufactured with or without dustcovers and can be run on the front or rear end of the car in either confi guration. The distinctive design of the dustcover is reminiscent of the “airplane shocks” used on early hot rods during the 40’s and 50’s. Other features are 90 durometer replaceable 5/8” ID lower and 7/16” ID upper neoprene rubber bushings and they come fi nished in either high gloss SO-CAL red or show chrome.

• Nitrogen Gas Filled• Engineered for hot rods• Fits all popular shock kits• 90 Durometer Neoprene Bushings• Comes in SO-CAL red or show chrome

(A) SC60680 Covered shocks painted, steel: $79. pr.(B) SC60683 Shorty covered shocks chrome: $133. pr.(C) SC60684 Shocks painted, steel: $69. pr.(D) SC60687 Shorty shocks chrome, steel: $123. pr.

New Traditionalist Coil-Over Speedshocks

Stainless steel badge, polished. Measures 2-5/8” x 1.5”. SC60663: $5.99 ea.

Cast metal badge. Measures 2-3/8” x .75”. SC93038: $9.99 ea.

SC93036 SO-CAL Logo keychain: $8.99 ea.

A.

D.

More Parts AvailableCrossmembers • Hairpin Radius Rods • Spring Perches • Pitman Arms • Steering Arms • King Pin Kits • Steering Stabilizer • Shock Mounts • Front Springs • Shackles • Coil-Over Shock Mounts • Ladder Bar Kits • Column Drops • Accessories & More!


Accessories

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SC60754: $49.95 ea.

Headlight Parking Switch

SC60753: $39.95 ea.

Keyless Ignition Switches

SC60766: $39.95 ea.

Horn Push Switches

SC50447: $29.95 ea.

Off-On Switches

SC60750: $39.95 ea.

Wiper Switches

SC60768: $39.95 ea.

SC50470: $49.95 ea.

SC50448: $29.95 ea.

SC60763: $49.95 ea.

SC60760: $39.95 ea.

SC60762: $39.95 ea.

(A) SC50405 Art Deco knob, polished: $18.99 ea.(B) SC50425 ’40 Style knob, polished: $18.99 ea.

A. B.SO-CAL Switch Knobs:

SC50467: $49.95 ea.

3/Position Headlight Switches

SC60757: $49.95 ea.

2/Position Headlight Switches

SO-CAL ’40 Style GM Column Shift Dress-Up Kit: This polished kit replaces the knobs and levers on the popular GM steering column less the shift knob. SC62018 ’40 Style GM Dress-Up: $59. kit

B.

C.

D. E.

SO-CAL Art Deco GM Column Shift Dress-Up Kit: SC62005 $79. kit

B.C.

D.

E.

A.

(A) SC62007 Art Deco Standard $29.95 ea.(B) SC50420 Early Ford Standard $39.95 ea.(C) SC50600 3-Speed Art Deco $54.95 ea.(D) SC50601 4-Speed Art Deco $54.95 ea.(E) SC60619 SO-CAL Cue Ball $49.95 ea.

(F) SC60676 Black w/ inlaid Ivory $49.95 ea.(G) SC60622 SO-CAL Wolf Knob $49.95 ea.(H) SC60620 Jimmy Shine Knob $49.95 ea.(I) SC60621 Black SO-CAL Knob $49.95 ea.

C.

D.

I.

B.

A.

E. F.

G. H.

SO-CAL Voodoo Shift Knobs: Shift knobs come and go but these are the best I have ever seen. I don’t know how they’re made and quite frankly don’t care. Simply put I think it’s voodoo, just fl awless. —Pete Chapouris Includes inserts, from $29.95.

(A) Shift knob(B) Turn/tilt knob(C) Flasher knob(D) Turn signal lever and knob(E) Tilt lever and knob

Art Deco Ignition Switch: Key operated ignition switch.SC60752 $39.95 ea.

Shift Knobs


SC60768: $39.95 ea.

SC50470: $49.95 ea.

SC50448: $29.95 ea.

SC60763: $49.95 ea.

SC60760: $39.95 ea.

SC60762: $39.95 ea.

New Traditionalist Instruments

Instruments

SO-CAL Instrument Panels: Designed in the style of luxury cars of the Thirties, each SO-CAL in-strument panel is individually sand cast and polished and comes with an engine-turned stainless steel fascia. The panels are available in two sizes: 16" wide (5-1/2" high) for mounting fi ve gaug-es, and 20" wide (5-3/4" high) for mounting six gauges. Auburn-style panel measures 18-1/2” wide by 8” high at the centre. Each panel is pre-machined to accept standard 2-1/16" gauges (often referred to as 2" gauges) and standard 3-3/8" speedometer and tachometer. Detailed in-stallation instructions and hardware are included. Gauges and switches are not included. (A) SC60700 5-gauge panel—stainless steel fi nish: $269. ea.(B) SC60710 6-gauge panel—stainless steel fi nish: $279. ea.(C) SC62093 SO-CAL Auburn-style instrument panel - polished: $329. ea.

A. B.

Actual Size Shown

SO-CAL Speed Shop Direct Mount Gauges: We offer two types of direct mounts gauges; (A) water temperature 0-250 degrees and (B) fuel pressure 0-15 psi, 1 1/2" dia. The fuel gauge is 1/8" npt male direct mount and the temp gauge is 3/8" npt male direct mount. Both are anti-vibration liquid fi lled.(A) SC6265812 Water temp: $64.95 ea.(B) SC62657 Fuel pressure: $49.95 ea.

A. B.

SO-CAL Speed Shop Instruments: The SO-CAL 5 gauge kit includes either a mechanical 3 3/8" 200mph or electric 140mph speedo. The auxiliary 2 1/16" gauges; electric oil pressure, electric water temp, electric fuel and volt meter all include the appropriate senders and hardware. They have black faces with a small SO-CAL logo, chrome bezels, steel cases and convex glass. All instruments are available separately including our new 10,000 RPM electric tach and electric 140mph speedo.

SC62650 SO-CAL 5 Gauge set, w/mechanical 200mph speedo: $299 setSC62663 SO-CAL 5 Gauge set, w/electric 140mph speedo: $399 setSC62655 SO-CAL 10,000 RPM Electric Tach: $144 ea.

C.

SO-CAL SPEED SHOP®

EASTERN CANADA

SO-CAL Speed Shop® Eastern Canada87 Advance Rd. Toronto, ON M8Z 2S6Call Toll Free: 1-877-471-6700

This fl yer is just a taste of the hundreds of SO-CAL Speed Shop Products available!

While stocked at 87 Advance, they can be ordered through all Performance Improvements locations.

• Note: All SO-CAL prices are subject to change without notice and prices do not include shipping, handling or sales tax. •

Nothing says hardcore hot rod more than a set of hairpin radius rods and a dropped I-beam axle. This is our most popular complete front end package. Clearly there are countless confi gurations and by using the components detailed in this catalog you (or with the help of our skilled sales staff) can put together just about any hot rod front end package imaginable. Note: Front end packages come unassembled. Call for pricing.

Complete Front End Packages

3” Diameter

(A) SC9011 Vicious Aviator(B) SC9014 Speed & Power(C) SC9012 Daredevil(D) SC9013 Vicious Hot Rods

SO-CAL Nose Art Patches Set: Get them all! Save a few bucks. SC9015: $27.99 (4)

A.

C.

D.

B.

Embroidered twill logo patchesSC9001S: $5.99 ea. Small (3.5”) SC9001L: $18.99 ea. Large (12”) Vicious Aviator Patch: Felt base with

embroidery and chainstitch. (10”x10½”)SC9010: $29.95

Wolf Chenille Patch (9”x11”)SC9002: $27.99

Script Felt Patch: (5”x3¾”) SC9005: $11.99

Patches

Vicious Patch: Felt base with embroidery, chenille and chainstitch. (9½”x10½”) SC9009: $26.95

SO-CAL Shine Shift Knob: Cast from the very part that Shine crafted for his bare nekid ’34 pickup, this 7-pointed shift knob is great for all applications, even paperweight. Includes inserts.

SC98023 Shine shift knob: $49.95 ea.

.FEATURE.

TIMEMACHINE


How oft en do you wonder what happened to something you were involved with when you were young? In the case of car guys, it is usually, where is a certain car. If it

was really something special, had a lot of meaning to you in your young life, you might even regret letting it go in the fi rst place.

Well, 54 years ago, 1959 to be exact, two friends built themselves that special car. Th ese young men Don Davy, 19 and Fraser Earle, 18, were already dedicated hot rodders. Th is at a time when the hot rodder was looked down upon. You know the type, jeans and white T-shirts with the smokes wrapped in the sleeve, engineers boots etc. But what they really were was talented enthusiasts. Don was a body man’s apprentice so he created his own custom. His ride was a customized 1949 Mercury, frenched headlights and all the other popular body modifi cations of the day. Meanwhile, Fraser was working on his 1940 Ford Coupe powered by a 1959 V8 engine.

About this time, they began to grow an interest in sports car racing. First, it was Don, with Fraser going along for the ride. Soon, they were both really interested in the cars that they were seeing at Harewood acres, Watkins Glen and other tracks in the north east. Th ey began to ask how can they could participate in the races themselves. It was obvious that they were not in a position to own one of the elite sports cars of the day. Aff ording a Scarab, D Jag, Porsche 550 Spider or a Ferrari 412 was defi nitely out of the question. Th ey began to focus on the home-built specials that were turning up at the track. Th ey thought that one of those could be within their reach. So the hunt for parts began.

One day in 1958, Don came across what was left of a Volvo PV444 that had been crashed at Watkins Glen. Th e car was being driven by the owner’s son and was virtually new before the accident. A deal was struck, $101 changed hands, and all the useable parts of the Volvo moved to Don Davy’s Dad’s barn in Vineland, Ontario.

Th e design came from the fertile mind of Fraser Earle; he drew the pictures of the swoopy body that eventually became the Davy Volvo Special.

Plans were drawn out in chalk on the barn fl oor, pieces were set approximately where they thought they should go and work was started fi lling in the missing spaces that would make a race car. Over 100’ of 1” square tubing was used to create the space frame. Th e body was built in three sections, the front and rear clips were fi berglass, the center section, the cockpit, was built

Story by Bob McJannett • Photos by Tony Easton • History & Build Photos courtesy of Fraser Earle

Don Davy proudly squats beside his automotive creation, circa 1959

Whatever Happened to…


from aluminum. Not just any aluminum, but aluminum scavenged from old “free” scrap sheets. Fraser’s description of the fiberglass portion of the construction is priceless. “We created a mold using chicken wire and burlap over plywood. Then laid up the fiberglass, and ground off anything that didn’t look like the sports car we had in mind.” The body was completed at the Provincial Institute of Trades in Toronto where Don was completing his training.

At this point, it should be pointed out that this was to be a budget project. Don Davy was a second-year apprentice body man earning 85 cents an hour; Fraser Earle had taken a year off from high school and was earning an enormous $30 a week. Needless to say, money was tight. To keep expenses at a minimum, they fueled their space heater with (free) seasoned peach pits. This is where their experience as real hot rodders came into play. To keep costs as low as possible, parts were scavenged from a ‘48 Studebaker, a ‘52 Morris Minor with a small amount of Jaguar parts thrown in the mix. In fact, the most expensive pieces Don purchased were a pair of Gabriel shocks.

The rolling chassis was completed in about three months and driven around the

neighborhood with no exhaust, while the driver sat on a box. By the end of the year, the body was mounted and painted, ready to go to the first race.

Along the way, the guys had been keeping their eyes on other local builders. In particular they were inspired by the cars that Bill Sadler was building in his St. Catherine’s shop.

The Davy Volvo Special in front of the unheated Barn where it was born in ‘59.

The Davy Volvo racing at Cayuga. Don Davy is behind the wheel, while Fraser Earle (third from the Left) waits for his next turn - behind the safety wall!

(L-R) Don Davy, Murray Howard, and Fraser Earle


Bill has since been inducted into the Canadian Motor sports Hall of Fame and is considered the preeminent Canadian builder of sports cars in this era.

With the car completed, the first step was to license it and put some miles on it to see what bugs they would have to deal with. It was quick, but quirky, recalls Don. After a few miles, they took it to some local tracks to see what they had.

Unfortunately, what they had was a lack of funds. It soon became apparent that racing, even with a home-built, was beyond their budget. In January 1962, an era ended, Don sold the car to the son of the gravel pit owner in Wiarton, who drove it on the street. The car sold for $1,000, the amount that Don had invested. It soon became nothing but a memory. Don moved to England where he worked for a year at Merlyn Colchester Racing Developments before returning to Canada. Fraser went into business and the Davy Volvo Special became simply a reminiscence of what might have been. Meanwhile, the new owner had a couple of accidents and finally parked it. They soon lost track of their baby.

Fast-forward 30 years. Tired of listening to Dad’s stories of the “good old days,” Fraser’s son convinced him to find their old car and restore it. The search was on; luckily Don believed he knew where it was. It turned out the fellow who bought it put it away in a barn where it sat until Fraser located it and offered to buy it back from his widow. Time had not been kind to the Davy Volvo Special – the body was pretty torn up and the engine and transmission had gone missing. But it was still their car and once found, Fraser determined that it would not be lost again. $400 changed hands and the remnants were moved to Fraser’s garage.

Work began in earnest. The custom space frame had stood up fairly well, a couple of the mounting points needed repair and refitting, then it was repainted. Since the original B16 engine had gone missing, this time they installed a B18 1.8 litre Volvo engine, modified by Cesar at Mississauga Engines

Inside a barn in Wiarton rested the remains of

The Davy Volvo Special.

Badly damaged body, missing it’s engine and transmission,

covered in straw and rust, it hibernated while awaiting it’s

resurrection.


to produce 150hp.They had decided that this would not be a completely original restoration. This time they would add things that they would have liked to do originally, but at the time were beyond their means. It became a painstaking restoration that took five years to complete to the point seen in these pictures.

This time there would be more people involved. Don Davy brought the original body back to perfection then they sent it out to have a mold taken from it. The new body would be much lighter than the first version. Unfortunately the first “fibreglass expert” messed it up, having created the new body with no mold release on the mold. It came apart in pieces. Finally the body was repaired to perfection by Arnold Galadhar who was also responsible for the paint. Brian Hunter put in many hours fabricating aluminum panels and aiding with the other mechanicals, including the magnificent hand-built headers. After assembly, the car was race prepped with the help of Tony Martini, Steve O’Connell and Richard Sharpe.

Fraser licensed it for the street and took it out for a few blasts in the neighborhood. Finally, it was ready to go to the track. Since completion in its current form, they have raced the car at Mosport, Watkins Glen, Pittsburg and Beaver Run in Michigan. Both Fraser and Don chose not to drive the car, instead putting it in the hands of the more experienced Brian Hunter, Steve O’Connell or Richard Sharpe.

When asked what was best about the Davy Volvo Special 2.0 Fraser replied, “The fact we have been afforded the luxury of reliving an important part of our youth, while making the car into a viable vintage race car. We hope to see it performing for years into the future.”

As with any project it remains ongoing. Fraser has located a B16 engine and a Judson supercharger that once completed will be installed. While this combination puts the car in an awkward class for vintage racing it can compete in a VSCCA hill-climb. Besides, “we want to see how it runs with a supercharger”. Proving no matter what the age you cannot take the hot rodder out of the man. •

Before & After


The Special makes a triumphant lap around Watkins Glen with Richard Sharpe at the Wheel, and Fraser Earle riding shotgun. Below is Fraser parked in front of the very Barn where the Special came to life!

Performance Directory


CAMARO & FIREBIRD PERFORMANCE PROJECTSJe� Tann • SA237 • 176 pages • 485 images

A lot has been written about the fi rst generation of GMs popular Camaros and Firebirds. Th is book moves on to the second generation. Th ose cars built between 1970 and 1981. Compared to the fi rst generation cars, these cars are more attractively priced and more available. Many of these were sparsely equipped vehicles with six-cylinder or small V-8 engines and are perfect can didates for a full pro-touring treatment.

In 176 pages, Jeff Tann details many of the performance improving projects the owner can easily complete. Jeff covers everything from simple bolt-ons to complex chassis modifi cations. No matter if you want more power, improved braking or better handling, this book can help you make the right decision.

Detailed step-by-step instructions are provided with full colour photos, so you can confi dently tackle the biggest projects. Th ese include: installing mini tubs, an aft ermarket front subframe, a multi-link rear suspension, aft ermarket brake kits, and performing a full LS swap. With these upgrades, per formance increases by leaps and bounds. Th is book is an essential tool for all second-generation enthusiasts looking to modify their car. •

Modify your Second-Generation Camaro or Firebird

_REVIEW

This one-of-a-kind Volvo is always a hit at Volvo gatherings. No Trailer Queen, the Special has been on the track at Pittsburgh, Mosport, Cayuga, Watkins Glen International, & Beaver Run in Michigan.

Performance Directory



Part Three! It’s that time of year again, when glimpses of the road bring new shocks, struts and, in some cases, leaf springs to mind. Potholes, however, are the least of a reluctant passen-ger’s worries.

Why? I shouldn’t have to spell it out for you. Have you noticed the way your driver’s been acting lately? Gathering up parts and cleaning products in the basement or garage, hoping you won’t bug him about going to the garden centre?

He’s got Spring Fever. And no, it’s not the groovy kind of fever where John Travolta suddenly appears in a white suit, ready to hustle—this is Automotive Spring Fever. The kind that gets into a man’s soul and won’t stop until a vehicle is completely waxed.

Don’t get me wrong. There are worse things a driver could be excited about. Like Yeti hunting. But this is the time of year when our automotive knowledge is put to the test. So I’ve taken the liberty, yet again, to provide you with the correct definitions* of random words and phrases overheard at PI and car shows to help you make an impression.

* Please note that the words “correct” and “definition” may have been used incorrectly in this sentence.

Automatic ChokeWhat marriage counsellors try to prevent.

Big EndWhat some people see in three-way mirrors.

Chrome SurroundWhat Iron Man wears.

Clay BarA place where Clay Aiken sips mint juleps.

Clutch DiaphragmWhat happens when you wear Spanx.

Controller BoxWhere the guy with OCD sits during a game.

CreeperA type of horror film that features a dodgy-looking man in a trench coat.

Dash VentWhat joggers with issues do.

Dished PistonsReally fancy bedpans.

Dome LightThe shine reflecting off a bald spot.

Exhaust BafflesWhen you start imaging things because you’re so tired.

Flooded CarbPotatoes smothered with butter and gravy.

Fuel InjectorsThe IV bags they use in hospitals for patients who can’t eat.

Grease GunThe weapon used during a fry truck holdup.

Park AssistA ranger who helps you when you get lost in the woods.

Rad FinsWhat stoned surfers think they see in the waves.

Side Air BagAn opinionated person who sits next to you.

SqueegeesA failed vocal trio from Argentina.

Steering ColumnThe part in the Leaning Tower of Pisa that went kaflooey.

Tap SetA pair of shoes with metal bits on the bottom.

Tie Rod EndWhat happens in the last chapter to a guy named Rod in a 50 Shades-esque novel.

Universal JointA place where humans and aliens are welcome.

Hey, I never said whether the impression you’d make would be good or bad. I leave that up to you.

Enjoy the ride •

About the Author: Bonnie Staring is a comedic triple-threat (writer, performer, coupon user), and she appreciates the road of life a lot more than she might let on. Bonnie has plans to master social media one day, right after she learns how to machine rotors. www.bonniestaring.com

2013 vol13 no2!

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Transcript of 2013 vol13 no2!