I've been fiddling a bit with the Vette. I have a few projects to do now that I've become a lot more familiar with the car in the last two and a half months.
Although the car sounds cool, the cheap aftermarket mufflers are completely rusted inside. The baffles are all loose with lots of holes. On the outside they look new. They are the source of most of the rattles.
The lumbar supports on the sport seats don't work. I can't hear the pumps run so inspecting electrics first on those.
Rear speaker amps are toast. Expensive so it's not high on the list.
Steve’s 1990 C4
Tranny service due. No biggie and not expensive.
PRNDL lights are out. Not bad considering it's 22 years old and all other lights work. I was amazed at the sheer number of lights inside. Courtesy lights and mood lighting. The interior alone must have 15 individual lights.
Drivers side headlight motor needs to be repaired. It works most of the time. LOL.
It's a pretty short list considering the age.
It pretty much sits in the garage. We are in the 100's (110 today) this week so it's morning and evening use. The ac does not work but it still has the factory seals on the service ports so I'm hoping for good news there. We do have R12 available here. I unbolted the roof when I got it and it hasn't been back on since. I always wanted a convertible and the coupe is a good compromise.
The most annoying thing about the car is the static electricity. It doesn't shock me or anything but dust sticks to it like glue and the California duster only moves it from place to place. I never thought about a "plastic" body in that way. The duster works just fine on my steel cars.
(Editor’s note: Shortly after this article was written and printed in Auto Enthusiast (July issue), John Guarnieri was killed in a traffic accident en route to a show with his Dodge in tow. Our sympathies are extended to the friends and family in the loss and it was our privilege to share John’s car and passion with our readers).
Financial bailouts of automobile companies have been in the news but shoring up the auto industry is not something limited to recent times.
This beautiful 1955 Dodge Custom Royal Lancer is proof that sometimes the infusion of extra cash can produce striking results. Almost driven to bankruptcy because of poor sales in 1953 and 1954, Chrysler was saved from collapse by a $250 million loan from Prudential and the talents of automotive designer Virgil Exner. In 1955, a beautiful collection of cars across the board became the result that put Chrysler solidly back into the Big Three.
The redesigned 1955 Dodge emerged from the makeover as a truly representative car of the ’50s. Positioned between Plymouth andDe Soto in the Chrysler lineup, the Dodge sported a six-volt electrical system, kingpin/leaf spring suspension, and 15-inch wheels. Six adults could ride in comfort and the trunk could hold their luggage.
Over-engineered with 20-quart cooling systems and six-quart oil capacities (sixes as well as V-8s) the engines ran on low octane gas and were trouble free. They were good looking cars then and still are today.
Enter John Guarnieri, a retired police officer and lifelong Mopar enthusiast living in St. Augustine, Florida. John is an active member of the Ancient City Auto Club and has owned 64 vehicles over the years. His involvement with this beautiful example began moments before it was headed to the crusher!
In February 2004, he and a friend were on a parts run when they drove past a junkyard in Lake City, South Carolina, surprised to see a distinctive tri-colored Dodge being pushed inside the fence. Except for rusted floorboards from a failed heater core, the car was complete and the body was pristine. A six-volt battery and a gallon of fresh gas brought the 270 Hemi V-8 to life, convincing John that the car had potential.
He learned that the car had been carefully stored for more than 25 years by the grandfather and his son, but the grandson got involved with drugs and never paid the storage fees. Knowing that the Custom Royal Lancer was the flagship car of the Dodge line, John stepped up like Prudential a half century before, intent on saving the car. He wrote a check for the storage fee, paid for a South Carolina title, and took the car home. As an unexpected bonus, the dealer threw in a second ’55 Dodge as a parts car. In all, John acquired five parts cars during the almost four year restoration.
After trailering the car back to St. Augustine, John’s first step was to get the brakes working properly and exercising the engine. Several trips up and down the highway and two oil changes later, the engine stopped spewing black smoke, a sign that it was time for the full restoration to begin.
Recalling the process with a smile, John says, “It only took two days to tear the car apart and 3½ years to put it back together!” The five parts cars and new old stock items located on eBay gave John everything he needed to complete the project. He accomplished much of the work himself, overhauling the engine on his own and rebuilding the transmission with help from Danny Novello at American Transmission in St. Augustine.
John also redid the brake system, refurbished the gas tank, added a new YnZ wiring harness, and located five Goodyear 7.10 x 15 tires with 2¾ inch whitewalls. The correct combination of Jacquard fabric and Cordagrain vinyl was sourced in Canada and installed by Old City Upholstery in St. Augustine. Several other local experts added their talents, like Tony Puleo at A&R Auto Electrics, along with staff members Jimmy and Charlie, who handled the rebuild of the car’s electrical components.
Boyd’s Glass located and installed new tinted glass and Rick’s Mufflers fabricated the new exhaust system. Tony Castellano polished the stainless steel and Space Coast Plating of Melbourne, Florida, did the chrome. John’s good friend, Hamlet Smith from Palm Coast, Florida, helped in reassembling the car and John’s wife Lynda hand-painted the hubcap spinners, gauges and related pieces.
The refurbished 270 Super Red Ram V-8 came equipped with Hemi heads and a two-barrel carb, producing 183hp. A rare Power Pack option was available from the factory that added a four-barrel Carter carb and dual exhausts, good for an additional 10hp. John’s car is equipped with a two-speed PowerFlite transmission, complete with a unique dash-mounted shift lever. (Those famous Chrysler pushbuttons appeared the following year.) Chrome trim separated the colors on the door panels. Gauges span the width of the dash and on John’s car. The eight-tube pushbutton radio has an optional rear speaker.
Unique colors were part of the mid-’50s experience and Dodge certainly brightened the landscape, taking 13 basic colors and expanding the choices with 16 two-tone combinations. Newly introduced in 1955 were 16 more three-tone combinations. If 45 choices still weren’t enough for you, upper colors, insert colors, and lower colors could be switched, providing a staggering 76-choice color palette. John’s colors of Regal Burgundy Metallic, white, and black were colors that often appeared in Dodge brochures, making them a sought after combination. Handling the spray gun, Billy Walters from Jacksonville, Florida, shot the chassis and accomplished the unique tri-color paint job.
Saved from bankruptcy by Prudential and the crusher by Guarnieri, the Dodge justified their faith beginning in December 2008 when the car was presented to the judges. The hard work and long hours were rewarded with a Junior Award at AACA’s ’08 Winter Meet in Lakeland, Florida. The Senior Award followed at the 2009 AACA Spring Meet in Charlotte, North Carolina.
The following year, John trailered the car to New Bern, North Carolina where it won again, taking home an AACA Grand National Award. John hopes the car will obtain its Senior Grand National Award at the 2012 Grand National Meet in Shelbyville, Tennessee.
When that happens, it will be a genuinely happy ending for an almost bankrupt car once headed to the crusher.
Chuck has customs, trucks and of course, muscle cars in his collection.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
Now 1946 generally wasn’t that exciting as far as new car models. The war just ended and the many of the car manufacturers were recovering from the wartime conversion, they had a lot of Uncle Sam’s money, but no much time to make “new” tooling for creating new sheet metal. So many of the cars were just spruced up. Chrysler was not different.
Their main offerings was the Royal series, Windsor series, the Saratoga series and the New Yorker series. The Royal cam in 3, 6 and 8 passenger and a Limo!!! The Windsor came in 3, 6, 8 passengers and the Town and Country tossed in there was a 2 door convertible. The Saratoga came in 3 and 6 passenger and the New Yorker came in 3 and 6 passenger and the Town and Country 4 door and 2 door convertible.
1946 Convertible
46 Royal
There engines were basically 6 cylinder and 8.
The Royal and Windsor engines was an L6. It had a cast iron block with a bore and stroke of 3.438 x 4.5. It displaced 250.6 cubic inches and had a compression of 6.6:1 (not huge when the shipping weight was 3,000 plus). It was able to produce 114 hp and sported four main bearings, solid lifters. It was topped with either the Fluid Drive (B-B VE1 – Ev2) or Vacumatic (E7L4) carb.
The Saratoga and New Yorker had an L8. This engine too, had the cast iron block, but displaced 323.5 cubic inches and sported a bore of 3.25 and a stroke of 4.875 inches producing 6.7:1 compression. With the 5 main bearings, solid lifters and topped with B-B E7A1 carb could produce 135 hp.
In some cases, a slew of random images just don’t do a build any justice. Case in point, this well-done footage of Yannick Sire’s dual-engined, open-wheeled speed machine. As a gearhead, you’re probably well aware that the birth of hot rodding was nurtured from the sunny west coast of Southern California. It’s there you’ll find custom rod builders like George Barris and the infamous S0-Cal Speed Shop.
Following along in their footsteps, Yannick Sire is not only taking inspiration from those before him but indeed, pushing it beyond most peoples comfort levels. We couldn’t help but post such an amazing build. Although this might not run bottom 11s at the track or clip an amazing lap time during an autocross course, its pretty awesome.
If this doesn’t inspire you, we aren’t quite sure what will. For the most part, we’ll let the video do most of the talking on this one. West Los Angeles rod builder, Yannick Sire has reinvigorated the West Coast’s tradition of radical street rodding with his full-custom hot rod, a hybrid creation of many different parts from different cars.
Sire, is truly an inspirational genius. Sire even hand-crafted each of the 16 individual header tubes himself.
The real trademark, however, of Sire’s custom rod are the two, 450-horse Chevy small-blocks, both outfitted with a heavy-breathing set of Air Flow Research (AFR) cylinder heads. Not only does this combination sound amazing, its equaling out to fire-breathing 16 cylinders.
Sire’s wheel choice consists of a 20 x 9.5-/20 x 10.5-inch front/rear combination from an ’02-’03, BMW X5. The Continental tires are P275/35R20 and P315/35R20, respectively. The front suspension uses custom, unequal length A-arms with second-gen Camaro, two-inch drop spindles.
Since slowing down is just as, if not more important, Sire upgraded the braking system to 14-inch Corvette Z06 on all four corners. Stering is handled by a Subaru STI rack-and-pinion. At the front of Sire’s V16 rod are a set of QA1 coilovers with a rate of 650 lb/in, and the completed vehicle weighs in at an estimated 2500 pounds.
For the last several years in the performance craft, we’ve had made the general statement that there are two ways to make any car or truck go fast: make it lighter or else more powerful. In the case of Yannick Sire and his 16-cylinder hot rod, both principles have been exercised to the absolute extreme!
I love reading about cars. While reading a book entitled “CAR WARS” by Mantle, I ran across some interesting cars. So I thought I’d toss down some notes on them see what you think.
The first one was called the Tatra T87 and it was actually a Czech car, built in the city of Koprivnica. During WWII it was occupied by the Germans. Stories have it that the V8 was too much for the German officers could handle and “so many were killed the German high command” ordered the factory to stop producing the cars.
After the war of course the Russians, by agreement with the Allies, got control of the Czech country and had the Tatra T87 produced. The Tatra painted in Russian colors were used to smuggle out scientist from behind the Iron Curtain. Part of the agreement with the Allies was that each party was allowed to drive from Austria to Czechoslovakia freely. The West German intelligence would transport the “specially painted” T87’s in an enclosed van and then unload them, grab the scientists and drive back to Austria in Tatras painted with Russian colors unchecked.
So what the heck did this cars look like? What were the spec? Take a look!!
The finned T87
Image is from the Lane Motor Museum
It was powered by technically advanced 2.9 liter air-cooled overhead cam V8 produced 85 hp, and had a top speed of over 100 mph. (Image from the Lane Motor Museum)
Listen if it’s a Corvette and you want to make it go faster…I’m fine with that. Who cares, why you want to make it go faster?
From http://www.corvetteonline.com
What would possess someone to create a Corvette with over 2,200 horsepower? Does it really matter? With an amazing feat like that, we didn’t think so. Take a look at the unbelievable Top Speed C5 Z06 that has over three times the amount of horsepower as a modern ZR1 at the April Ohio Mile event in the Wyldfantasies Media Studios video above.
Built by Hinson Motorsports, “Record Hunter” is among the most powerful Corvettes we’ve ever seen and there’s reason for that. Bringing the car to its astounding 2,246 HP rating at 7,800 RPM is a massive build the crew completed back in March.
Under the car’s hood you’ll find a 427 cubic inch RHS Aluminum Tall Deck Block assembled and machined by Butler Performance. Stuffed inside this block are aluminum connecting rods, Diamond pistons and a Callies Ultra Center Counter Weight Billet Camshaft, as well as a custom high capacity oil pan from Doug Lee Engineuity.
Making up the engine’s top end are TEA-ported Trick Flow 245cc heads, Crower roller rocker arms, COMP Cam pushrods, a custom COMP solid roller camshaft and a GM EFI carb-style intake manifold. But these components alone aren’t what gives Record Hunter its massive amount of horsepower.
That extra boost comes from an intricate custom turbocharger system featuring a 118mm turbo, custom air to water intercooler, Tial wastegate and blow off valves, and a 5-inch downpipe all working to the tune of 34 PSI manifold pressure.
Of course, a build like this makes for extra fuel needs, which the team has dialed in using a Holley Dominator EFI system and Bosch 160 pound-per-hour injectors, as well as a regulator and fuel pumps from Fuelab.
The whole build is backed by a RPM-built TR6060 transmission with a SPEC twin disc clutch and an RPM ZR1 differential with Quaife LSD.
Surprisingly, the Corvette looks relatively like the C5 production car it started out as, minus the modified hood, roll cage and custom adjustable rear wing, of course. But obviously, looks can be deceiving. And 18-inch wheels from True Forged Wheels wrapped in Hoosier R6 rubber make sure that as much of Record Hunter’s power as possible is delivered successfully to the ground to turn heads like no other C5 can do.
After completing the build in March, the Hinson Motorsports crew took Record Hunter to the Ohio Mile, an East Coast Timing Association event in Wilmington, Ohio on April 29th to see what it could do. As the first standing mile event the Corvette raced at since its build, the April Ohio Mile proved to be a great tuning opportunity for the crew since the mile race was speed-limited to 150 MPH.
It may not look too far off from stock, but Record Hunter packs nearly 2,000 more horsepower than a stock C5 Z06.
As the car’s name suggests, future goals for Record Hunter are to set new standing mile records. With a car potentially capable of topping out at over 250 MPH, we’re sure Hinson Motorsports will be making history with the car this season. Be sure to watch out for Record Hunter at any of the standing mile events this year. To check out some in-car footage of the first standing mile pass the Corvette did since its build, watch the video below.
1976 I was a senior in high school, that was the year I had my first tasting of racing – not legal. My ’66 Impala against a Mustang ( a 1973 Mach I) and I got dusted, well almost, the knuckle head (he was a friend) stopped for a red light, I didn’t. My little 283, 2bbl engine (about 195 hp) was hauling about the same curb weight as the Mach I with its 351 CJ engine (about 266 hp) the outcome was certain. But traffic lights are the great equalizer!!!
But would it have had a different outcome if I was racing the new’s Mustang offering for 1976? Let’s see.
If looks were matched with speed, the 1976 Mustang would open of a can of whoop a$$ on my plain jane Impala. With the look of the Stallion Trim or the Cobra II you’d think they were carrying a no less than a V6 and hopefully a V8.
Cobra II
A spin on the original Hurtz rental Mustang.
Cobra II in Blue
Stallion Trim Package for 1976 (I’ve seen this paint job on a couple of Pintos too.)
But underneath the Shelby type exterior or the Hurtz type color palate the cool exterior lay a 4 cylinder engine, nothing special. But with Carrol Shelby’s endorsements and Farrah Fawcett driving one on TV the Cobra II (which was intended to be limited to only 5,000 units) sold over 25k units.
But with the best engine you could shove under the hood, my 283 would’ve made pretty easy work of the 1976 Mustang.
