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Reservoir Dogs headers

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Tim Roth as Freddy a.k.a. Mr. Orange in Reservoir Dogs (1992) (+edited).

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changed my header (made it myself in case that wasnt. blatantly clear)

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Tarantino

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After another dose of snow fell in the mountains, we were keen to drive up to the Lasithi Plateau to enjoy the scenic views. However, the first couple of days after the snow were dull and grey, so we waited. Then, when the sun shone, we had prior arrangements.

Friends from a nearby village took the drive to Lassithi and posted lovely photos on Facebook. Their lovely dog enjoyed his playing so much he must have thought the snow was especially for him. My thanks go to Mark lloyd-Jones for his kind permission to use the above photo and the one in the header.

If you visit the Skapanis Taverna with its wonderful views out across the plateau, ask to see their photo albums full of dramatic snowscapes. I took the lovely blue sky photo below, the last time I visited this taverna in September 2019. My almost black and white photos are from March 2011, so there is still time for more snow.

  The lush green of the plateau, freshly saturated by snowmelt, looked fabulous rimmed by the circle of snow-topped mountains and reservoir was full.

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With no snow for us to play in, we took a drive around the perimeter road to enjoy views from different vantage points. Without seasonal visitors, most kafenions/tavernas were closed. As we passed a kafenion called Castello, on a V junction just before the village of Agios Georgios, we saw a group of local men enjoying coffee outside in the sunshine. Minutes later we were soon on the table next to them.

We soon deduced that the main topic of conversation was the cost of using phones. Instead of phone bills being sent to each home, a huge stack of envelopes languished at the kafenion. Each man sifted through the pile, took out their bill, opened it, made exclamations and passed it around for comment. Then, without exception, they shrugged, drained their coffee and started chatting on their phones.

As you’ll see in the photo below, it was a lovely spot to enjoy our refreshments. Those trees must create lovely shade in the summer—we’ll return later in the year for a cool drink on a hot day.

As we had driven up to Lassithi via the road from Neapoli, we descended on the road to Stalis to enjoy a different set of breathtaking views on the way down.  As usual, we agreed how lucky we are to get out and about to see a face of Crete that hot summer visitors find hard to imagine.

More snow, this time on Lassithi After another dose of snow fell in the mountains, we were keen to drive up to the Lasithi Plateau to enjoy the scenic views.

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'True Romance' (1993) REVIEW

‘True Romance’ (1993) REVIEW

This review contains spoilers.

Penned by Quentin Tarantino before even a second of Reservoir Dogs had been dedicated to film,  True Romancehas all the hallmarks of one of today’s biggest filmmakers without him even being in the directing chair. Sold for the guild-defined minimum of $50,000, it feels like a love letter to Hollywood and showbiz, from its star-studded cast to the looming presence of…

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LT4-Powered 1970 Chevy Nova Pro Touring Street Machine

No matter what, you can’t escape the past. Like trying to get away from sand in the Sahara. It can’t be done. Just like if you posted on social media or put up an email, it stays out there forever. And somebody else will always remember. First cars are like that, too. You lust after something long enough and it soon becomes a part of you, and then one day the mark becomes indelible.

The car-dawn was breaking for John Gentry 35 years ago. He was a high school kid with his first ride: a 1972 Nova with a green and white exterior, and that was memorable. The 307/’Glide sandwich shaking between its fenders was not, but if he didn’t know it then, his lot was a foregone conclusion. In 1989, John sold the Nova … and joined the Navy. Along about 1992, he discovered his current project slouching against a garage in Niles Canyon, California, and for $1,700 he was allowed to drag it away and into a secure, structured environment.

Right away, though, there was some contention: His best friend Jim declared that he’d been ripped off but John couldn’t see it. “It wasn’t perfect,” he defended, “but was in very good shape for a car that was 20 years old. It was original except for the Turbo-Hydro transmission swap.” He promptly blew the engine up and swapped out the mangled junk for a 400-cubic-inch small-block.

“It was my daily driver … until it started needing things like, you know, parts, gas, and money, all of which were non-existent in my early days. What I really needed was a reliable everyday driver. The Nova went in the garage [several of them, actually] and never moved.”

Forward the motion a decade or so and John was 7,500 miles away working in Iraq. He had time to think about stuff that had nothing to do with his livelihood. So he went into his head and built his dream car there. He ordered lots of parts. “I found Detroit Speed while trying to figure out how to put bigger tires on without it looking all chopped up. Retaining the factory look was very important to me.”

2013 was a big year for John Dog. Goodguys had a show in Nashville, right there in John’s neighborhood, really. While he was there, he wangled an autocross ride in Dan Ballard’s ’72 Nova. Had a blast, he said. What could be better than being able to experience the fruit of his goals before he actually jumped in it with both bare feet? It was an auspicious occasion. “I met Jesse Greening [Greening Auto Company, Cullman, Alabama] and we decided that we could work together. I decided then to build my ultimate street car.

“I really liked everything about the handling and performance of the Detroit Speed product line. The QUADRALink stuff came first, along with mini-tubs to fit the 315 Rivals that were stuck on 11-wide rims.”

Two more years pass and he’s talking to Greening again about the next phase, which includes a Detroit Speed subframe, spindles, and rack steering with a tight ratio. Greening planted double-adjustable Detroit Speed/JRi coilovers and splined antisway bar. At the rear, the Detroit Speed four-link is backed by an antisway bar, a Panhard rod, and Detroit Speed/AFCO double-adjustable coilovers. To enhance the whole and button up the shirt real tight, Greening Auto lined the Nova’s interior with a RideTech TigerCage.

The next steps were the Detroit Speed water-formed subframe and frame connectors. Then, after it assumed the position on a spit, scouring and painting the underside. So John had a very capable, very cool roller. He and Greening mused about the powerplant. Rather than build a bomb from scratch, it would be a very strong engine that required no work at all. They didn’t need to go any further than a wet-sump LT4 crate engine. The six-speed TCI automatic is based on a 4L80E case, but all the internals are replaced with TCI parts and engineering. Certainly out of the ordinary, but its controls are even more so: gear changes can be made manually by moving the usual lever, or met with a FAST-controlled TCI paddle shifter.

When we wrote this, John was “shaking it out, tuning it, and enjoying it.” Recently, the rollers revealed 501 horsepower and 475 lb-ft. Since that blower engine is officially rated at 650 hp/650 lb-ft at the crank flange, there’ll be a bit more shaking out. Since the bottom end is ready for a whole lot more, the option would be forcing it for additional positive manifold pressure.

“I still have a long way to go and at least one more phase to finish the build,” said ol’ Johnny. “If there was a challenge, then I’d say the most challenging part of it was cash. If I did it over again, what would I change? Not too much … check back at a later date.” Okay then, John. We’ll go for a coupla beers and a coupla burgers—and kick them up a skosh with those troublesome little yellow peppers we told you about. You in? CHP

Tech Check

Owner: John Gentry, Rockvale, Tennessee

Vehicle: 1970 Nova SS

Engine

Type: 2017 GM LT4

Displacement: 376 ci

Compression Ratio: 10:1

Bore: 4.065 inches

Stroke: 3.622 inches

Cylinder Heads: A356 T6 Rotocast, 65cc combustion chambers, 2.13/1.59-inch valves

Rotating Assembly: Forged steel crankshaft, forged powdered metal steel connecting rods, forged pistons

Valvetrain: OE 1.8:1 rocker arms, pushrods, and lifters

Camshaft: Hydraulic roller (0.492/0.551-inch lift; 189/223-deg. duration at 0.050)

Induction: Direct injection, Eaton 1.7L R1740 TVS supercharger (at 9 psi), Greening Auto Company custom air cleaner, Rock Valley stainless steel 16-gallon fuel cell

Ignition: LT4 engine controller

Exhaust: Ultimate headers, 1 7/8-inch primaries, Greening 3.0-inch stainless system, MagnaFlow mufflers

Ancillaries: C&R aluminum radiator and fan, Drive Junky accessory drive system, Dynamat insulation, RideTech stainless steel rollcage (installed by Greening Auto Company)

Machine Work: GM

Assembly: GM

Output (at the wheels): 501 hp at 6,000 rpm, 475 lb-ft at 4,600 rpm

Drivetrain

Transmission: TCI LX6 (2.97, 2.31, 1.57, 1.18, 1.00, 0.75:1 ratios), TCI 2,200-stall converter and flexplate, paddle shifter

Rear Axle: Detroit Speed 12-bolt, Truetrac differential, 3.73:1 gears, 33-spline axles

Chassis

Front Suspension: Detroit Speed subframe, Detroit Speed springs, Detroit Speed/JRi double-adjustable shocks (remote reservoir), splined antisway bar; half-height solid Detroit Speed body bushings

Rear Suspension: Detroit Speed QUADRALink, Detroit Speed springs, Detroit Speed/AFCO double-adjustable shocks, antisway bar, Panhard rod, half-height solid body bushings

Brakes: Baer 14-inch rotors, six-piston calipers front; Baer 13-inch rotors, four-piston calipers rear; Wilwood proportioning valve, Greening custom-machined caliper brackets to accommodate wheels

Wheels & Tires

Wheels: Budnik E85 18×8.5 front, 18×11 rear

Tires: BFG g-Force Rival 245/40 front, 315/30 rear

Interior

Upholstery: Greening Auto Company

Material: Leather

Seats: Corbeau LG1, RideTech five-point harnesses

Steering: ididit tilt column, Detroit Speed steering box, Budnik Trestle wheel

Shifter: OE-type floor selector in conjunction with TCI paddle shifter (FAST controller)

Dash: OE

Instrumentation: OE

Audio: Kenwood head unit, installed by Greening Auto

HVAC: Vintage Air

Exterior

Bodywork: Michael Jordan (Oakland, CA (1992)), custom front spoiler by Greening Auto

Paint By: Michael Jordan

Paint: PPG Forest Green

Hood: OE SS

Grille: OE

Bumpers: OE

Photography by Josh Mishler

The post LT4-Powered 1970 Chevy Nova Pro Touring Street Machine appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/the-bfg-1969-corvette-rides-again/ via IFTTT

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REVIEW: WSU Battle Tested

WSU hosted its event Battle Tested on May 13th in Voorhees, New Jersey in a double header with CZW. You can catch Battle Tested on the Women’s Wrestling Network and CZW Studios.

We start with Maven Bentley who explains that the main event is going to be survivor games, that the main event will be elimination style and in the “Cage of Death” mkay.

And we start off with personal fan favorite, Faye Jackson hitting the ring, dancing with the fans and coming out to Milkshake. You can see our own, Dave Muscarella in the audience tonight. Out next is Jordynne Grace who has been on quite the roll in WSU. This match was hard hitting and a hot opener to start the show. Jordynne is very talented and Faye is so charismatic. For only wrestling just over a year, Faye is incredible. There is a sick rope hung DDT spot that I hurt watching. Especially in comparison to past Jordynne Grace WSU matches, this was very competitive and nice to see, and Faye proved she was a good person to have debut for WSU. Jordynne ends up winning after a huge second rope powerbomb, but both women looked incredible and I definitely hope we see more of both of these women in WSU.

Up next we see the Fella Twins coming out with only one WSU belt. Out next is Maria Manic, alone. Maria and Penelope Ford were supposed to be challenging for the Tag Team Championships, and Maria looks frightened. Rick takes a mic and calls out Penelope not being there and is asking where she is. Rick then calls out Maria for being a rat ratting Cataldo out and then proceeds to call Maria a slut. Cataldo then yells at Maria that she is part of the Fella Twin Academy and they are going to finish her initiation. We then learn that this will be a handicap match for the WSU Tag Team Championships. Rick instantly attacks Maria with a belt with some of the most vicious shots I’ve heard in quite some time, and Maria’s back is lit up red. Where is a DQ? McQueen ends up accidentally striking Cataldo and Maria Manic is able to pin McQueen to win the match and the tag titles for her and Penelope. Definitely more of a storyline match here, but exciting to see new champions, and Cataldo has an utter meltdown.

After that we get a debuting Willow Nightingale against Lufisto coming off of her huge win against Leva Bates at Shine the night previous. This match starts quickly with a lot of quick pin attempts. Lufisto and Willow battle a lot on the outside and directly in front of Dave! Hi Dave! This match has a lot more of your traditional ring psychology and working. Lufisto targets the knee of Willow and Willow is the fun babyface in peril. It does just throw me a bit when Willow then has no issues with her knee after Lufisto has been really working it over, and then goes back to selling it after a back stabber. Lufisto is clearly a veteran for a reason, but Willow really held her own. There are some weird slow spots here, but Willow definitely has potential, Willow eventually taps to an inverted kneebar, and Lufisto is our winner. Lufisto looks to go shake Willow’s hand but ends up kicking her in the knee for good measure. This match wasn’t as good as her match with Leva, but still not anything bad.

Another debut follows with the UK’s, Lana Austin challenging for the Spirit Championship against current champion, Kiera Hogan who is clearly over with the WSU Crowd, and doesn’t have Candy Cartwright with her, so it’s great. Kiera just looks incredible on her own, and is so over with this crowd, WSU made a great decision putting the spirit title on her. Kiera lives up to her Girl on Fire name attacking Lana quickly and this match is off and hot.Lana slows the pace down and jaw jacks with a fan. Lana definitely has a strong character and very charismatic, and her heel tendencies does an even better job putting Kiera over as a strong babyface. Kiera ends up getting the win in her first defense of the Spirit Championship. Kiera showed in this match she doesn’t need a faction, she’s so good on her own and can really go.

In our pre main-event Nevaeh challenges Mercedes Martinez for the WSU Championship, in what the commentators tell us is a first time one on one match. Let’s be clear. Nevaeh got a concussion in this match, and the match did not stop. Nevaeh clearly is an incredible wrestler to be able to go with a concussion. I can’t even keep my eyes open with a headache, and Nevaeh kept wrestling with a concussion. Unreal. We here at SCS hope you are okay, Nevaeh! These two gave the match that was expected, it was hard hitting, it looked like it hurt, and It was a really solid championship match. Mercedes ends up winning with a fisherman buster in a very solid contest.

Onto our main event, the Survivor Games match between The Reckoning (Chrissy Rivera, Samantha Heights, Brittany Blake, Annie Social and Su Yung) against Team Leva (Leva Bates, Mia Yim, Veda Scott, Missy Sampson, and Xandra Bale) sporting a Reservoir Dogs gimmick. Amy Lee is announced as the outside enforcer for this match. I will say this cage is significantly better than the last cage we had in a WSU War Games match, but I digress. The match starts with Brittany Blake and Missy Sampson. After a few minutes of battle, Annie Social joins the mix and it’s a 2-1 advantage for the Reckoning. Veda Scott is in next to even it back up. The transition of Veda entering is a little slow as all of the girls are just waiting for the entrance, this gets a little messy before we see Missy Sampson get eliminated in a rollup after an enziguri from Brittany Blake and getting rolled up by Annie Social. Next, Samantha Heights enters the cage and adds to the beatdown on Veda. There is a spot where Veda takes on all three and has a cool top rope clothesline to Blake and Heights and hits a nice german on Blake. The three try multiple times to pin Veda but nobody can pin her. In comes Xandra Bale and she comes in hot against both Sinister Sweethearts while Annie and Veda battle in the corner. Finally Veda and Xandra are able to take on all three and bring us to our next entrant, Su Yung. Su decides to climb into the cage while Veda Scott gets eliminated and it is a 4 on 1 assault on Xandra Bale, who is able to stay alive until the next entrant, Mia Yim! Mia comes in hot and attacks everyone. Mia ends up nailing a package piledriver on Annie Social to eliminate her and Annie Social looks hurt. Right as we get a countdown to Chrissy Rivera coming in, Brittany Blake gets eliminated somehow, but the camera doesn’t really catch it. It’s a 3-2 battle as Leva is still on the outside. Eventually there is a 5 person tower of doom with Mia and Xandra suplexing Chrissy while getting powerbombed by Heights and Yung. This leads to our final countdown and Leva Bates entering the match who attacks everyone. There ends up being a Su Yung assisted sliced bread from Heights to Yim which eliminates Yim after a pinfall. Samantha Heights ends up climbing the cage and stands on top as the other four trade blows. She jumps off the cage in a Swanton Bomb on the four of them in the spot of the match so far! This leads to Xandra vs Samantha while the others are down and Xandra ends up applying an octopus getting Heights to tap, but is quickly then eliminated, leaving it down to Bates, Yung and Rivera. Chrissy ends up drinking some kind of liquid and tries to spray it in the face of Leva but Leva moves and it hits Su which leads to Leva hitting the Pepsi Plunge on Su (slightly awkwardly) and eliminates Su Yung. This leads to a much anticipated Leva and Chrissy battle, but Su isn’t leaving the ring. Leva applies a dragon sleeper, but Su comes up and breaks the hold which brings in Amy Lee to get Su out, but this brings Brittany Blake out with a Kendo Stick. Chrissy tries to swing, but misses and hits a sick German Suplex. Eventually Chrissy is able to take over Leva, grab the Kendo stick and nail a sick shot straight to the head and gets the win over Leva and makes her to lone winner of this match.

Overall, this was a very consistent show, albeit a little short. It is hard to pick the match of the night here. Clearly, the Survivor Games match had the biggest story and still leads us to wonder where this takes us. However, with that many women in one match there were some delayed spots which hindered the overall flow. However, it was still really good. With that being said there is no "bad" match on the card. You can argue the tag titles wasn't much of a match, but the story behind the Fella Academy carried this match for us, and those belt shots were sick. If I had to pick a match of the night, I would personally go with Kiera Hogan vs. Lana Austin. In the very least, Kiera Hogan is my MVP. I'd give a runner up match of the night to Mercedes and Nevaeh and Faye Jackson and Jordynne Grace. But again, there simply is no match to bat an eyelash at. But will I remember any of these matches in a year? Probably not. Especially in comparison to what Lufisto/Bates and Green/Kay did at Shine.

REVIEW: WSU Battle Tested

REVIEW: WSU Battle Tested

60

60%

Consistent

Overall, this was a very consistent show, albeit a little short. It is hard to pick the match of the night here. Clearly, the Survivor Games match had the biggest story and still leads us to wonder where this takes us. However, with that many women in one match there were some delayed spots which hindered the overall flow. However, it was still really good.

With that being said there is no "bad" match on the card. You can argue the tag titles wasn't much of a match, but the story behind the Fella Academy carried this match for us, and those belt shots were sick. If I had to pick a match of the night, I would personally go with Kiera Hogan vs. Lana Austin. In the very least, Kiera Hogan is my MVP. I'd give a runner up match of the night to Mercedes and Nevaeh and Faye Jackson and Jordynne Grace. But again, there simply is no match to bat an eyelash at. But will I remember any of these matches in a year? Probably not. Especially in comparison to what Lufisto/Bates and Green/Kay did at Shine.

I give this show the same rating I give Shine 42, but for a completely different reason. To me, WSU was more consistent in the fact that there wasn't a bad match, or a super weird story out of left field, and everything was good, and I never looked at my watch once to see how long this was going. But I feel each of these matches, with a bit more time, and some with flow could have had some show stealers, but did not give us a single bad match. Still very much worth a watch.

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reservoir dogs

© briesIarson (ex cumbesbatch)

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Bounty Hunter Street/Strip 1966 Chevrolet Chevelle SS396 Is No Dog

Muscle cars were a common sight at Jack’s Esso in Lockport, New York, during the late 1960s and early 1970s. Owner Jack Poyfair kept busy performing typical bread-and-butter auto repairs, but he would also work on high-performance street cars, street/strip cars, and racecars.

“It was gas station, but we changed motors and transmissions, and we rebuilt a lot of components,” Poyfair recalls. “I installed a lot of headers. There were a bunch of guys hanging around the station who had fast cars. One guy had a 427 Ford medium-riser. There was a guy with a 1958 Pontiac with a late-model engine in it. We had a couple big cars with 283 motors that wanted to go fast. I owned a white 1965 GTO convertible, 360-horsepower Tri-power, four-speed close ratio transmission, and 4.33 gears. The GTO didn’t have any headers, it was more of a street car, but it was pretty quick. We had a lot of fun.”

New and aggressive restyling for the Chevelle in 1966 brought the bulging rear quarter-panels and swept-back C-pillars with the signature tunneled rear glass design found on other GM intermediates.

A certain Regal Red 1966 Chevelle with skinny Cragars and “Bounty Hunter” scrawled on its fenders was part of the landscape at Poyfair’s gas station. The car was owned by Nick Colaizzi, a loyal employee at the GM Harrison Radiator plant in Lockport, New York. Bounty Hunter was powered by an L78, and it was no dog.

For early 1966 models, Chevrolet offered two engines in the newly introduced Chevelle SS396. Standard was the L35 396ci Mark IV big-block with two-bolt mains and oval-port heads rated at 325 hp at 4,800 rpm and 410 lb-ft of torque at 3,200 rpm. Initially, the only optional powerplant in the SS396 was the L34 engine. With a hotter cam, it was factory rated at 360 hp at 5,200 rpm and 420 lb-ft of torque at 3,600 rpm.

A few months into the model year, Chevrolet quietly began to offer a top-dog performer underrated at 375 hp and branded with the RPO code L78. Simple math deduced that its upgrades—four-bolt-main block, compression increased from 10.25:1 to 11:1, solid-lifter cam, bigger rectangular-port heads with bigger 2.19-inch intake valves, and bigger 780 Holley on new aluminum intake—would add up to more than the advertised 15hp bump over the L34 motor. Later tests would put the motor closer to 425 hp. Those in the know knew about the L78. Nick Colaizzi knew.

The 396/375hp L78 engine option was installed in 3,099 Chevelles, including SS396 hardtops, SS396 convertibles, and El Caminos. The idler pulley assembly mounted on the passenger-side head was installed on the 1966 L72 427/425 fullsize cars and the L78 Chevelles. Owner Larry Robison has heard that the purpose of the idler pulley was to provide an extra belt that would keep the water pump running in case the alternator belt broke.

He Persisted

Early in 1966, Colaizzi entered Heinrich Chevrolet in Lockport, New York, to order a 1966 Chevelle SS396 with the L78 engine. Though the people at Heinrich Chevrolet were (and still are) great people, the salesman had not received notice from Chevrolet of the L78’s midyear introduction. Fearing the order would not go through, he suggested ordering the L34 360hp version. Colaizzi persisted. The salesman ordered an L78, and the order was accepted. One month later, Colaizzi became the first owner of what would become one of the most desirable Chevelles ever built, one of 3,099 1966 Chevelles built with the L78 engine.

For the first six months of ownership, Colaizzi’s SS396 served street/strip duties. His passion for drag racing grew, as did his pursuit of making his Chevelle faster and more competitive. He sought out Jack Poyfair to help him make the Chevelle faster. Poyfair answered, “If you can beat my GTO, I’ll work on your car.” They raced, Colaizzi won, and the two men became fast friends building a fast car.

The single-reservoir master cylinder worked fine in 1966 and still does the job today. The trim tag mounted on the firewall shows the crucial 13817 code, which indicated in 1966 that this car was indeed a Chevelle SS396 Sport Coupe.

Many hours were spent working on various combinations and trick parts. Colaizzi says, “Those were good times spent together working on the car and racing it with Jack. He’s a great guy. At one point, I asked GM for sponsorship, but they said no. The Chevelle did well, and we did our best to make it fast.”

The Bounty Hunter’s racing career spanned from 1966 to 1974. Colaizzi put the Chevelle in storage with the hopes of restoring it sometime. It would remain in storage until 1993, when he decided that he would have to sell his prized Chevelle.

For 1966 Chevelle SS396 cars, the L35 and L34 versions of the engine used oval-port heads with the casting number 3872702. The L78 engines used casting number 3873858 rectangular-port heads with 2.19-inch intake valves and 1.72-inch exhaust valves. The spark plug heat shields are absolutely spotless in the highly detailed engine compartment.

Enthusiast Extraordinaire

Enter Larry Robison, Chevelle enthusiast extraordinaire and longtime employee at the GM Parma Plant in Cleveland, Ohio. Robison likes 1966 Chevelles—he likes them a lot. Though many Chevelle guys trumpet the glory of the 1970 LS6, Robison says, “I would stand on the hood of a ’70 to get a look at a ’66.”

Robison was checking out the Cleveland Trading Times in 1993 when he came across a 1966 Chevelle SS396 race car for sale. His interest was piqued when he learned it was an original L78 car, only showed 2,109 original miles, and had been campaigned on the dragstrip as the Bounty Hunter. He called Colaizzi, who was moving to Nevada and not able to bring his Chevelle with him. Robison made a deal to buy the car and all the spare parts as a package. The parts filled a box truck, and the car was transported back to Robison’s home in Ohio.

The black SS’s interior had virtually the same layout as standard Chevelle models. The A51 Astro Bucket seats were a $110.50 option. Check out the crazy-expensive D55 Center Console With Clock, which came in at an outrageous $47.40, the typical tab for your daughter’s wedding reception at the local Howard Johnson’s.

Bounty Hunter stayed in storage until 2009 while Robison worked on a few of his other project Chevelles. Once work began, he took the body off the frame and restored it to original condition. The rear quarters had been pushed out to make room for slicks. Rather than replacing the quarters, Robison worked the metal to get the quarters close to straightened out. He then had paint and body expert Paul Clark finish the metal work and paint the car in its original Regal Red hue.

Robison brought the car back to his house and began assembly with the help of friends and Northern Ohio Chevelle Club brethren Ron Thompson, Mark Meldrum, the late “Big Ray” Tumbry, and George Kelovski. The car was finished in 2015, and debuted at MCACN that year.

Behold the reason that the 1966 SS396 is superior to all other Chevelles: the “knee-knocker” tach. Since original owner Nick Colaizzi went with the $79 U14 Special Instrumentation Package with the L78 motor, he got the 7,000-rpm tach, plus a mechanical oil pressure gauge and gauges for amps and water temperature. The knee-knocker tach could be ordered separately as RPO U16 on any V-8 Chevelle.

In 2017, Robison and Mark Meldrum arranged to reunite Colaizzi with the restored Bounty Hunter. Jack Poyfair was also called in for the occasion. “It was great meeting Larry and Mark, and seeing Jack again,” Colaizzi says. “Larry did a great job restoring the car. Seeing it again, and getting to drive it, brought back a flood of mixed emotions. It was really a tremendous experience.”

These days, Robison proudly displays the Bounty Hunter at various shows. Mark Meldrum will sometimes park his Bounty Hunter tribute car next to it. Robison’s not a tough guy to spot at a car show. He’s the one jumping on the hoods of 1970 Chevelles to look at 1966 Chevelles.

The swept-back cut in the fenders for the entire 1966 Chevelle line created lots of traffic in Chevrolet showrooms. According to Chevellestuff.net, total 1966 Chevelle production was a strong 447,364 units. Of those, 66,843 were SS396 sport coupes and 5,429 were SS396 convertibles.

At a Glance 1966 Chevelle SS396 Owned by: Larry Robison, Avon, OH Restored by: Owner, Paul Clark, and friends Engine: 396ci/375hp L78 V-8 Transmission: Muncie M21 close-ratio 4-speed Rearend: 12-bolt with 4.10 gears and Positraction Interior: Black bucket seats Wheels: 14×6 steel with caps Tires:  7.75-14 Firestone Deluxe Champion redlines Special Parts: 7,000 rpm “knee knocker” tachometer, best e.t. 11.73

The body-colored rear cove treatment on the SS396 was often painted black by Chevelle owners. Larry has spoken to a number of people on the subject and has concluded that the coves on SS396 cars were never painted black at the factory.

Bounty Hunter at the Dragstrip

Nick Colaizzi’s Bounty Hunter Chevelle was raced most often at Niagara International Drag Strip. It proved to be an excellent race car that brought Colaizzi and Jack Poyfair a good measure of success, thanks in large part to Poyfair’s mechanical efforts.

“We worked on the cylinder heads, tried different camshafts, stagger-jetted the carburetors, used steel and aluminum flywheels, and changed the collector length on the headers just to get a tenth of a second out of the car,” Poyfair recalls. “Nick had an edge in driving. He was good on the tree, pulled the gears really good. He knew he had to go through the traps at 7,400 rpm to get a good run.”

Colaizzi is thankful for the support and friendship of Poyfair, as well as the help he received from his brother Dick and his son Nick. Over the years, Colaizzi had a few racecars, but the Bounty Hunter Chevelle was always his number one race car.

The Bounty Hunter is the third Chevelle that Larry Robison has restored. Northern Ohio Chevelle Club member Mark Meldrum was so committed to giving Bounty Hunter its proper due that he created a tribute “as-raced” Bounty Hunter from one of his 1966 Chevelles.

The absence of lettering suggests that this shot, taken at Niagara International Drag Strip, was early in the car’s life. Cragar SS wheels and the tow-bar plate are installed.

When Colaizzi was asked how the car’s name came to be, he said, “I told Jack we’re going to name it like we’re going to go after somebody.” Interestingly enough, Colaizzi would later purchase the big-block 1966 Impala you see in the far lane.

The lettering on Colaizzi’s car was very typical for any race car of the day. “Jack’s Esso” was painted on the quarters in appreciation for all the work Jack Poyfair put into the car.

Check out the M&H Racemaster tires on the back. “I set up the rear that used to jump out of the gate hard,” says Poyfair. “I wedged the control arms so that they would be stiff with brackets from the rear housing to the control arms. It worked well.”

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[itsworn]

This 1966 Nova is a Race-Engineered Daily Driver

David “Dang” Marin is an unsung hero behind the Le Mans-conquering, championship-winning Corvette Racing program. He’s one of the team’s superstar race mechanics who keep the C7.R Corvettes at the front of the pack with meticulous preparation and lightning-fast pit stops. Skills honed in the most demanding environment, a circle of friends with equally mad skills, and access to a wide array of “obsolete” racing parts from cars designed and fabricated at Pratt & Miller Engineering, all proved invaluable when Marin decided to build a wickedly cool daily driver out of this 1966 Nova.

“A few things drove all of the choices I made with this car,” explains Marin. “I want to participate in the HOT ROD Power Tour, so it was built to drive, to be super reliable, and to be easy to fix roadside if a problem does arise. In about an hour, using a jack and simple handtools, I can have the nose off the car and the entire front chassis clip off. The way we built it, I can do killer burnouts, comfortably run down the highway at high speed, get through corners quickly, and most important by far, do road trips with my sister.” Marin’s sister is disabled, he’s her caretaker, and she gets immense joy from cruising around in this Nova.

A 0.50:1 overdrive Sixth gear delivers 85 mph cruising at only 2,400 rpm, making for a great highway cruiser.

When Marin bought the car a little over a year ago, it was a worn-out shell, complete with vintage ladder bars, a massive hoodscoop, and other remnants of its early drag-racing days. His initial plan was to replace some scabby sheetmetal, get an engine and drivetrain into the car, and go cruising. For some expert help with the sheetmetal, he turned to pal Bryan Barker, a master fabricator at Pratt & Miller. Barker took one look at the car and suggested addressing all of its functional deficiencies before tackling the bodywork and paint, and Marin agreed.

For motivation, Marin wanted to install a ferocious, old-school big-block, but then someone he works with suggested he take a look at an LS3 that was sitting unloved on a shelf in the restoration department at Pratt & Miller. It was believed to have come originally in a Camaro SS that got transformed into an IMSA GTD–class road racer, though nobody remembered for sure. It looked a little rough on the outside, so Marin was able to buy it for an excellent price and was delighted to discover that it was definitely a new car take-out once he opened it up.

Forgeline ZX3R wheels, which completed the 24 Hours at Daytona on a Pontiac GXP.R, were modified to work on Marin’s Nova.

One important aspect of the engine Marin was not so delighted with was its OEM sound. “LS motors sound too refined for me, and I really wanted it to sound like the car looks, so I asked Kevin Pranger for some help,” he recalls. “I was hoping he could come up with a cam that would make an LS3 sound more like a vintage big-block.” Pranger is the lead engine genius at Katech, one of the country’s foremost engine development and build facilities, and he happened to have exactly what Marin wanted. It was a lightly used, custom grind that Katech had utilized for development work. “All Kevin told me was it’s going to sound awesome at idle, pull like a mean mother from 3,500 rpm up, and it’s as big as you can go without valve-relief pockets in the pistons. It was too aggressive for the consumer engine package Katech was putting together, and it found a home with me, much like my dog rescues!” The cam in question features a 0.621-inch intake and 0.624-inch exhaust lift, 235/251 duration at 0.050, and a lobe-separation angle of 113-degrees. Comp Cams rockers and dual valve springs complete the package.

To feed the LS3, Marin installed a K&N inlet and filter sourced from the GT4.R Camaro racer and put together a custom fuel system using a 21-gallon Aeromotive Stealth tank fitted with a high-flow 340 Stealth in-tank pump. Camaro GT4.R-spec fuel lines produced by Brown & Miller Racing Solutions links the tank to Holley fuel rails via an Aeromotive regulator, and a Bosch filter setup borrowed from a Corvette C7.R keeps the flow scrupulously clean. A Chevrolet Performance 525 engine controller kit manages fuel and other crucial engine parameters.

The ride height was lowered 4.5 inches in the front and 5.5 inches in the rear.

Waste gasses are channeled out of the engine via ceramic-coated TCI long-tube headers. A 3-inch X-pipe from Pratt & Miller’s C6RS Corvette test car, 3-inch pipes, and glasspack mufflers complete the dual exhaust system. That same C6RS test car also donated its twin SPAL Automotive electric fan setup, which works with a DeWitts aluminum radiator to keep engine temperature in check.

Marin was able to buy an orphaned Tremec TR 6060 six-speed gearbox that came out of a new Cadillac CTS-V. The Caddy had been transformed into a Pirelli World Challenge racer with a race-only transmission. Joe Dunn at D&D Transmission reworked the original CTS-V gearbox to accept a slip-yoke and a Magnum shifter. He also changed Sixth gear to a 0.50:1 overdrive. An integral pump and transmission cooler in the car’s DeWitts radiator keep the Tremec’s gear-oil temperature under control. The transmission cooler lines started life as high-pressure air-conditioning lines in a C6.R Corvette race car. A McLeod RST clutch assembly and McLeod aluminum flywheel inside the CTS-V bellhousing firmly link the Tremec to the LS3.

To get the power to the ground, Marin installed a Chevy 12-bolt rear axle from DTS. It uses an Eaton limited-slip, Moser 35-spline billet axles with 5X5 5/8-inch NASCAR wheel studs, and an aluminum preload cover. A 3-inch aluminum DTS driveshaft marries the rearend and gearbox. The differential is fitted with a 4.56 ring-and- pinion set, which gives great off-the-line acceleration and fantastic high-speed cruising performance, thanks to that 0.50 overdrive Sixth gear. At 85 mph in Sixth, the engine is turning only 2,400 rpm.

Wicked, smoky burnouts are a big part of the joy Marin gets from his Nova.

Marin wanted this car to be equally at home on a highway, a road course, a dragstrip, or Michigan’s awful, pothole-scarred streets, so the chassis and suspension would need a serious makeover. This is where he really benefitted from the expertise and fabrication skills of friend Bryan Barker. The two modified an older TCI subframe to accept Mustang II­–style Viking double-adjustable coilovers. They also modified TCI control arms and fitted drop links originally fabricated for a GT3-spec Cadillac ATS-V.R to work with a 1-inch TCI sway bar. TCI drop spindles carry hubs designed and fabricated by Pratt & Miller for GT class Pontiacs that raced in Grand Am. As with the Moser axles in the rear, the P&M front hubs were fitted with 5/8-inch NASCAR studs.

For easy cruising, Marin installed a Ford steering rack that’s fed by a Corvette C6.R hydraulic pump. The system uses a reservoir that came out of the Corvette C7.R that caught fire at the Daytona ROAR test in 2017.

This Nova was built to drive, and Marin uses it almost every day.

Stopping power comes from a Wilwood brake setup. Six-piston Superlite calipers clamp 13-inch slotted and drilled rotors at all four corners, and high-performance, street-compound Wilwood BP-10 pads provide smooth engagement, a flat torque curve, and relatively low dust levels.

Forgeline ZX3R wheels deliver both the performance and look Marin wanted. The three-piece wheels have 6061 T6 forged centers and spun rim halves. With Chevy truck hats on the rotors, the wheels clear those big Wilwood brakes. The fronts measure 18×10 inches with a 7-inch backspace, and the rears are 18×11.5 inches with a 6-inch backspace. They started life as race wheels for the Pratt & Miller­–built Pontiac GXP.Rs, and the particular set on this Nova completed the 24 Hours at Daytona about ten years ago. Steve and Dave Schardt, owners of Forgeline Motorsports, modified them to properly fit Marin’s car. They wear Continental ExtremeContact DW tires sized at 265/35-18 in the front and 295/35-18 in the rear.

Master fabricator Bryan Barker (left) and David “Dang” Marin put a lot of time, thought, and effort into Marin’s Nova.

Though Marin initially planned to attack the body first, to date he still hasn’t done most of what’s needed. Parts of the floor and the transmission tunnel were cut out and replaced with new sections that pal Bryan Barker made to provide adequate clearance for the new drivetrain, and a new 2-inch cowl hood replaced the original, which had been cut up for a giant scoop back in the day. Under the hood, Marin installed carbon-fiber inner fenders fabricated at Pratt & Miller with sample material that otherwise would have gone unused.

In keeping with the build’s overall ambiance, interior work has been primarily limited to improving performance. Low-back, big bolster seats are upholstered in black vinyl, and insulating Boom Mat covers the floor and firewall. The billet steering wheel is from Eddie Motorsports, and a Racepak IQ3 digital dash display tells Marin everything he needs to know. For safety sake, the six-point rollcage was made with removable door bars using Corvette Daytona Prototype rear-engine brace mounts as couplers. All electrical functions are controlled with the help of a modified American Autowire harness. For his sister’s sake, Marin installed a Vintage Air A/C system.

An Aeromotive bypass regulator and BMRS lines deliver fuel to the Holley rails.

Though there’s still plenty he plans to do with his Nova, Marin is having too much fun driving it to do anything big that would take it off the road for an extended stretch. “It’s our cruiser,” he says, “and it brings so much happiness to my sister. I drive it whenever and wherever I can. It’s fast, handles well, stops well, does killer burnouts, and motors down the highway in total comfort. A lot of people went above and beyond to help get it to this point, including Gary Pratt, who loved watching old, obsolete race parts get off the shelves and on the car. I owe a huge thank you to Gary and all of the friends who helped out. The whole project was special because of everyone who got involved, everyone who went to extremes to help me get this car built. I simply can’t thank each and every one of them enough. I love driving the car, and it puts a giant smile on my sister’s face, which is the most important thing of all!”

The power-steering fluid reservoir came off the Corvette C7.R that burned at a Daytona test in 2017.

The original trim tag tells us, among other things, that this Danube Blue/blue interior Nova was built the fourth week of December at the Norwood Assembly Plant.

The K&N inlet and air filter were sourced from a GT4.R Camaro racer.

This LS3 came out of a Camaro SS that was converted to a GT4.R class race car.

Much of the plumbing and wiring was sourced from the obsolete parts bins at Pratt & Miller, including this battery cable.

The Chevrolet Performance 525 engine controller is commonly used for LS engine installations in older cars.

One of Pratt & Miller’s composite specialists built the front wheelwells from carbon, working on his own time to help out Marin.

Racepak’s Data Systems IQ3 display dash puts all critical information right where the driver needs it.

The mostly Spartan interior features custom seats, a six-point rollcage, and Boom Mat insulation.

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