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itsworn · 6 years ago

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Nickey Performance Builds New Vintage Continuation Super Camaros

North Aurora, Illinois, carlectors Rick and Patti Coleman are the proud owners of this Mountain Green Metallic Mist Nickey Vintage Continuation Series Super Camaro. It is the second in what hopefully will be a long line of vintage Camaro supercars built by Nickey Performance, Inc., and the first Nickey Vintage Continuation Series Super Camaro to be sold stateside. You may ask, where is Nickey Vintage Continuation Series Super Camaro number one?

“That was our prototype, and it was sold to a collector in Canada,” explains Nickey Performance CEO Stefano Bimbi. “This, our second 1967 Camaro RS/SS, was dubbed ‘Margarita’ by its owners because they like the Mountain Green Metallic Mist color, as it reminds them of their favorite drink.”

We selected this pastoral backdrop courtesy the Leroy Oaks Forest Preserve in St. Charles, Illinois, to feature Rick and Patti Coleman’s Nickey Performance Vintage Continuation Series 1967 Super Camaro RS/SS because at one time the Camaro was stored in a barn. Nickey CEO Stefano Bimbi purchased the 5,990-mile muscle car from broker Mike Wheatly, answering his advertisement on the yenko.com website.

Rick and Patti’s RS/SS was originally purchased new from Conyers Motor Company in Conyers, Georgia, in August 1967. The Hewit brothers, from Hendersonville, South Carolina, drag raced the Camaro at local Carolina tracks. At some point they repainted the car black, as they were taking some heat from friends about driving a green racecar (the color is considered to be unlucky). After the older brother lost his life in a highway accident, his widow parked the Camaro behind the family convenience store and gas station. She eventually tired of people stopping by with offers to buy the car and stored it in the basement of the family’s Lake Hartwell summer home. The car remained there for the next 9 1/2 years.

As it happened, Randy Reynolds, a GM tech retired from Indian River Chevrolet in Coco Beach, Florida, lived in the same neighborhood and kept tabs on the car. On Christmas Eve of 2006 Reynolds, armed with a pocket full of cash, apparently caught Mrs. Hewit in an agreeable mood and purchased the RS/SS for an undisclosed sum.

This is not the original 375hp, RPO L78 big-block that came with the car, nor does the car still have the factory Muncie four-speed transmission. But Bimbi and Nickey Performance technicians Matt Peckham and Joey Pacione did their level best to make the GM Performance Parts ZZ502 look as close to an original L78 as you can get.

Two days later Reynolds and body man Chris Thomas (of Lane’s Paint & Body in Hendersonville, North Carolina) began dismantling the Camaro and eventually stripped it to bare metal. Thomas repainted the RS/SS in the correct, one-year-only Code H Mountain Green Metallic Mist color.

Six and a half years later, Steve Gospodinoff, owner of S.G. Mechanical Repair Service, purchased the 5,889-mile Camaro (which had just 150 miles added since Reynolds’ rejuvenation) and spent the next two years addressing numerous small items about the car that he felt were slightly out of whack.

This 4K trim tag certifies that this is a genuine, one-year-only, 396ci/375hp RPO L78 Camaro big-block car.

“Actually, I had no intentions of ever selling her, but a guy named Mike Wheatly kept coming by and pestering me to sell,” Gospodinoff recalls. “Finally I decided to put such a high number on the car that I figured he would go away, but my plan backfired. He stepped up to the plate!”

Wheatly kept the Camaro for only a short time before advertising the car on the Yenko.net website, as he needed cash to buy a 1969 Z/28.

Affixed to the Be Cool six-core aluminum radiator and dual electric fan assembly (a smart upgrade with a 502 big-block) is a commemorative tag certifying that this Nickey 427 Vintage Continuation Series Super Camaro RS/SS was built for Patti and Rick Coleman.

“I knew it was a pretty special car, a 4K car,” says Bimbi. “What that means is that the trim tag lists the RPO L78 engine option code on the bottom. Chevrolet Division only used that in 1967. It verifies the car as a 396/375hp car. Of the 220,000 or so Camaros that were built that year, only 1,138 were produced as high-horsepower, solid-lifter RPO L78 cars, so it’s a pretty significant vehicle.”

A title search by the NCRS Dealer Delivery Data Report and a thorough examination of the trim tag further indicated that the Coleman’s RS/SS may very well be the last 1967 RPO L78 big-block built at the Norwood, Ohio, GM Assembly Plant on what is generally believed to be the last day of 1967 Camaro production, July 19, 1967.

The Coleman’s Camaro features a black vinyl Pro Car bucket-seat interior with factory gauge pack, including the factory 120-mph speedometer. Interior upgrades include a GM six-way-tilt steering column and Vintage Air climate control.

Unfortunately, the Camaro no longer had its original L78 big-block and Muncie four-speed transmission. Currently powering this beauty is a Chevrolet Performance Parts 9.6:1-compression ZZ502 Deluxe crate engine, rated at 508 hp at 5,200 rpm and 580 lb-ft at 3,600 rpm. It’s backed by a GM 4L60 four-speed automatic overdrive transmission by FLT.

The Coleman’s RS/SS does retain the original GM 12-bolt rear axle. Stefano explained that GM 12-bolt rearends don’t have a VIN stamp on them to match to the car, but this one is correctly date-coded and has a one-year-only mount for the traction bar arm.

Bimbi and company even added an original Nickey Chevrolet service sticker to the inside of the driver-side door for nostalgia’s sake.

The remainder of the Camaro’s suspension is textbook Nickey Super Camaro, including Lakewood traction bars and KYB high-performance shock absorbers. When Patti gets on the gas she wants to be assured of adequate stopping power. The Camaro makes use of the OE GM 11-inch four-piston power disc front brakes and 10-inch J65 metallic rear drum brakes. Wheels and tires consist of 15-inch American Racing Torq-Thrust IIs wrapped with Mickey Thompson Sportsman S/R high-performance radial rubber.

Inside, the RS/SS has been updated with a six-way GM tilt steering column and Vintage Air climate control. The Camaro features Pro Car bucket seats with black vinyl and a factory gauge package that includes the special redline tachometer used only on Z/28s and L78s. According to Bimbi, the Camaro also had an A.C. Delco AM radio that has been upgraded to Bluetooth and XM, yet the car still retains the original-style rear-mounted trunk antenna option.

With a “less is better” philosophy, these cars make a bold visual statement. The Coleman’s Nickey comes equipped with 15-inch American Racing Torq-Thrust II wheels and Mickey Thompson Sportsman high-performance radial rubber.

When it came to the Camaro’s exterior, the “less is better” philosophy is carried over from the original Nickey Super Camaros. Note the steel L72 Corvette-type Stinger hood, which were put on the original Nickey Super Camaros. “Most people don’t realize that 1967 Camaros did not come from GM with front and rear spoilers as so many have them added,” says Bimbi. “However, none have been installed on Margarita to maintain the crisp and clean lines of this unique car, as well as to preserve the integrity of the original sheetmetal.”

Prospective Nickey Vintage Continuation Series Super Camaro buyers can purchase these cars to look like 100 percent original Nickey Camaros, in Day Two trim, in Restomod condition (as the Coleman’s is), or full-tilt race. Although some might scoff at taking an original 1967 RPO L78 RS/SS and converting it, Bimbi claims, “Nothing was done to destroy the integrity of the car. It can be returned to stock at any time. What we have here is a very nice, very fast, dependable and comfortable driver.”

As with the originals, exterior branding is minimal with these cars. Note the understated chrome-plated “Nickey” script affixed to both sides of the L72 Corvette-type cowl induction hood. Nickey always preferred to leave the actual “statement” on the pavement with two distinct black strips of rubber.

With Nickey Performance’s past history, it makes Rick and Patti Coleman’s Margarita, shall we say, all the more “tasty.”

At a Glance 1967 Nickey Vintage Continuation Series Super Camaro Owned by: Rick & Patti Coleman, North Aurora, IL Restored by: Nickey Performance, St. Charles, IL; Chris Thomas, Lane’s Body & Paint, Hendersonville, SC; Engine: 502ci/508hp GM Performance ZZ502 Deluxe crate engine Transmission: GM 4L60E four-speed overdrive upgraded by FLT Rearend: GM 12-bolt with 4.10 gears and Positraction Interior: Black vinyl Strato bucket seats Wheels: 15×6 front, 15×8 rear American Racing Torq-Thrust II Tires: 26×6.00/R15 front, 28×12.00/R15 rear Mickey Thompson Sportsman S/R Special parts: KYB shocks, Lakewood traction bars, F41 front sway bar, power brakes, front disc brakes, Doug’s headers, MagnaFlow mufflers, Be Cool aluminum radiator, Vintage Air A/C, GM six-way tilt steering column

With 502 horses of ZZ502 beneath that L72 Corvette-style hood we couldn’t help but run a photo of Nickey Performance CEO Bimbi making like the Chi-Town Hustler on the burnout pad behind Nickey Performance. Sometimes, you got to do what ya got to do!

Rick and Patti Coleman called their Nickey Camaro Margarita because the Mountain Green Metallic Mist color reminds them of their favorite drink, says Bimbi.

The post Nickey Performance Builds New Vintage Continuation Super Camaros appeared first on Hot Rod Network.

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cheapfaresnews · 7 years ago

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Carry-On Bags that can be Taken on Any Flight

The last thing you want to do after planning an affordable vacation by checking out your cheap travel options, such as cheap airplane tickets, cheap fares, cheap deals, discount hotel rooms, discount travel deals, and cheap vacation packages, is pay an exorbitant amount of money to place your carry-on bag in an overhead compartment when boarding a plane.

Some low-cost airlines charge as much as $100 per carry-on bag that must be stowed in an overhead compartment when the airline is not notified until a passenger reaches the gate that such space is required. Even if your airline is not charging to place bags in overhead space, many travelers do not want to check their carry-ons at the gate for fear that their luggage may not arrive when they do.

The following are top rated underseat carry-on bags recommended by Ashley Rossi:

· The Samsonite Wheeled Underseater (available in small and large sizes) is one of the highest rated underseat carry-on bags on Amazon’s website. The larger bag is about one and a half inches higher and costs an additional $20. Both bags come with in-line skate wheels, a retractable handle, internal packing compartments, a removable 3-1-1 pouch, a hanging organizer pouch, and a side water bottle pocket.

· The Aerolite Carry-On Underseat Wheeled Trolley Luggage Bag, also available from Amazon, is compact, lightweight, stylish and comes with multiple outer zipper compartments to hold essential travel items, as well as a strap to hook over a larger suitcase.

· The Travelon Wheeled Underseat Carry-On Bag comes in a 15” and 18” version, with both fitting plenty in their main compartments and have a retractable handle. The 18” bag is ideal for business travelers because it comes with a laptop sleeve and front organizer. The 15” bag comes with an additional carry-on tote to appeal to those who tend to overpack or plan on doing some shopping while traveling.

· The Travelpro Luggage Maxlite3 Rolling Tote appeals to travelers looking for a long term/durable underseat carry-on bag. This bag comes with a lifetime warranty and has a water and stain resistant coating. It has zippered internal pockets, an expander, and an external front zip pocket.

· The Olympia Deluxe Fashion Rolling Overnighter appeals to business travelers in part because it is very durable, and easily handles items such as folders, binders, and laptops. It comes with a separate padded laptop compartment and a roomy main compartment, as well as a front zipper pocket as well as two side Velcro pockets.

· The BoardingBlue Spirit Airlines Personal Item Underseat is perfect for frequent fliers who fly on Spirit and/or other budget airlines. This bag comes with a roomy main compartment and a padded sleeve for a tablet or laptop as well as a mesh water bottle holder. It can be transported with either the two attached shoulder straps or rolled.

· The Lucas Wheeled Under the Seat Cabin Bag has earned the highest rating on Amazon and particularly appeals to travelers who are super organized packers. This bag has a large main compartment that has a zippered fold down flap for organizing items, a hanging toiletry case, travel slippers, and a travel neck pouch. It larger size makes it attractive to travelers who are inclined to pack as much as possible. Be warned that reviews indicate that this bag does not fit under an aisle seat on all airlines.

· The Delsey Quilted Rolling Underseat Tote has a spacious main compartment as well as lots of interior and exterior pockets for organization. It is a stylish, rolling carry-on bag that comes with two shoulder straps as well as a sleeve on the back so it can attach to a larger suitcase.

· The L.L. Bean Sportsman Expandable Underseat Bag holds everything needed for a multiday trip. Its expandable zipper adds almost 25 percent more space, but might not fit under a seat when expanded. Reviews note that the bag fits up to a week’s worth of clothes without expanding so long as you are a light packer. It comes with a removable computer sleeve and a lined, liquid-safe pocket.

· The Hedgren Chassis 16” Overnight Spinner is a hard-top bag that fits under airplane seats. This bag comes with a front pocket that opens to a padded laptop and tablet compartment. Its interior has two zippered main compartments and the main zippers lock on the side.

www.cheapfares.com

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designer2017fashion-blog · 8 years ago

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Ruger M77 Hawkeye Bolt-Action Rifle

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uscarssince1935 · 5 months ago

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1946 Ford Super Deluxe Sportsman

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#1946 #ford #super deluxe

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frenchcurious · 1 year ago

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Ford V8 Super Deluxe Sportsman ‘Woodie’ Convertible 1947. - source Amazing Classic Cars.

#ford

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uscarssince1935 · 5 months ago

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1947 Ford Super Deluxe Sportsman

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#1947 #ford #super deluxe

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frenchcurious · 5 years ago

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Ford Super Deluxe Sportsman Convertible 1948 - source 40s & 50s American Cars.

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frenchcurious · 5 years ago

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Ford Sportsman Super Deluxe Convertible 1947 - source 40s & 50s American Cars.

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itsworn · 7 years ago

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Giant 100-Photo Gallery of Inaugural Hurst Nationals at Carlisle

Many muscle cars were available with a gimmick in the late 1960s, but it was raw power that helped Oldsmobile and Hurst establish the street notoriety that made them among the most important examples to emerge from the era. Indeed, the Hurst brand was not limited to Olds, as the company was also involved in vehicle changes for Chrysler and AMC. However, the Olds connection, first with 455-inch conversions and later with dress-ups and power, was by far the most visible, and has been a focal point for the entirety of the muscle car hobby.

The inaugural 2017 Hurst Nationals, held at Carlisle Expo Center in July, showed them all off, as well as some of the late-model iron from Performance West Group, a number of specialty cars, and a grand selection of luminaries who had helped make the history. The event was held only a couple of blocks from the Carlisle Fairgrounds in central Pennsylvania, and a free shuttle ran between it and the annual All-Chrysler Nationals occurring at the same time. The Hurst show ran for two days and featured a select group of invitational cars on display inside, as well as outside participants in the large front parking lot, which had been secured solely for this show field. With basically every year of the Olds packaging on display, plus multiple examples of the SC/Ramblers from 1969, Chryslers from 1970, Pontiacs from select years, and PWG’s latest Dodge and Mustang builds with Hurst badging, the event could honestly be called epic and will be repeated next year, with a focus on the legendary 1968 Hurst Hemi drag cars on their 50th anniversary.

Meanwhile, former Hurst employees and other individuals on hand allowed owners and fans to hear tales from the past and get background on development thanks to historic seminars held daily. Hemi Under Glass pilot Bob Riggle came in from Arizona, and several of the guys involved in the construction and development of the package cars were there as well. Bill Campbell, who was the cofounder of Hurst-Campbell, inventors of the Jaws of Life life-saving tool, was able to attend, as did Howard Maseles, who once represented the company to sportsman racers. Missing was Linda Vaughn, who had planned to attend but was beset with health problems serious enough to require hospitalization. We hope she will be part of the 2018 follow-up, which will happen on July 13-14, 2018.

The outdoor show mixed a number of brands that were all approved to help showcase the Hurst packaging, including AMCs, Oldsmobiles, late-model Dodges, and a handful of assorted cars.

From among the number of excellent examples on hand, we liked this 1972 pace car edition convertible best for its historical interest. This car actually took the top three qualifiers for the 1972 Indy 500 on their parade lap during that year’s event, and the owners had a lot of authentic memorabilia with it.

The top qualifiers were listed on the car. Unfortunately only Bobby Unser survived through 1976 during the he-man racing era of the 1970s.

A real rarity at the event was the proposal car for the 1977 Hurst/Olds program, which was never constructed. This car, now owned by collectors Glen and Ann Marie Katterson, has a well-documented history. The planned 403-inch package died when Olds could not free up manufacturing capacity to build it. We think it would have been a contender for the king of the hill in 1977.

This beast is the prototype for Hurst’s 1970 Chrysler 300 program, with a custom-fitted decklid treatment, a specialized interior, Kelsey-Hayes custom rims with H70-15 Goodyear rubber, and more. Owned by Cecil Montgomery of Canada, it is in need of restoration but shows excellent potential and drew a lot of attention even in its present state.

Jack Hooks drove in with this 1975 Hurst/Olds. That year was a high-water mark in terms of Hurst/Olds production, with more than 2,500 examples made. His W-25 car, as the earlier W-31 package had been to the Cutlass line, denoted a 350ci engine under the hood. Coupled to the extras from Hurst, the sticker on these cars topped $5,000 even in the more base forms; T-tops were standard.

SC/Ramblers are nasty cars, and a number of them were here, including this example owned by Paula and Steven Ward of Dallas. It showed some of the changes made for the race environment and had a great display of extras in an ISCA-type display surround.

The Ward’s SC/Rambler display was fantastic, with lots of detailing to both car and accessories, including special matched SC/Rambler fluid containers and vintage race team clothing with AMC patches that was hung up in the trunk.

Bob Riggle, noted longtime pilot of the Hemi Under Glass and best known now for giving Jay Leno the actual ride of his life, was among the personalities from Hurst’s heritage on hand. Like many, Riggle came from a long distance to be at the show. Several seminars were well attended during the event.

Of the Hurst-equipped cars displayed outside, few could compare to Orvil Osche’s 1965 Pontiac GTO with its Royal Bobcat modifications and great Hurst wheels with deluxe spinners. The tri-power, four-speed car with white interior and Royal Pontiac identification was a terrific combo.

A look at the impressive detail on the Osche Goat. The Hurst wheels were not marketed for very long, due in part to their high price, but were probably among the highest-quality street rims available at the time. To see a minty set on a car, especially with the extra-cost centers, is a real treat.

The 1968 455ci Toronado-powered W-30 models were the first H/Os unleashed onto America’s boulevards. This spectacularly restored example with original driveline and 47,000 miles is now in the collection of Charles Lingenfelter, brother of late racer John. Charles also had two 1990s-era Firebirds on display that John had done for Hurst.

In addition to the trio lined up indoors, two more of the SC/Ramblers were on display outside. The special paint and functional hoodscoops on these cars helped give them a lot of notoriety in 1969, and they are not easy to find or restore today.

Sal Barberi’s highly optioned 1969 Hurst/Olds in our lead photo displayed its window sticker and the suggested cost of the Hurst upgrades: $4,831.69 for the car as delivered from the factory plus $683.94 for the Hurst equipment. In 1969 dollars, this particular car topped out at more than $5,500 brand new, which was above the cost of most convertible muscle cars!

Most odd of all Hurst machines were the 1971 Jeepster Commando models, of which fewer than 100 were reportedly built. With a V-6 and four-wheel drive, all-around performance was the goal. Two were here, one outside and one inside. This example, owned by Lee Tidwell of Maryland, was once a plow vehicle and took five years to restore.

Howard Maseles was noted for his own sportsman drag racing efforts but also worked for Hurst in the 1960s. Among his display items were rare snapshots he personally took that showed the original Hurst Hemi drag cars being built back in 1968.

A couple of Maseles’ snapshots show the Hurst Barracudas and Darts being assembled in March 1968. None of those cars attended this year, as their 50th anniversary in 2018 will make them a centerpiece for next year’s event.

Here is the front entrance to the center where the show was held. Two blocks away, Carlisle’s All-Chrysler Nationals was going in full force. Shuttles kept the events connected.

Meanwhile, through the large windows, other Hurst-themed vehicles arrived for the outside display each day during the Friday-Saturday event.

Late-model vehicles wearing the Hurst name have proven to be popular thanks to the efforts of Larry Weiner and the Performance West Group. Here is a pair of Hurst-badged Mustangs, with the 2017 R-code prototype facing the camera topped with a Kenne-Bell supercharger and 750 “Demon-eating” horsepower on tap.

Larry Weiner (in yellow shirt) gives an onlooker a chance to sit in the 2017 GSS Challenger, a Hurst identity car he is creating in conjunction with Mr. Norm Krause that features unique upgrades, some akin to the 1971 ’Cuda, and enough power to give the aforementioned blown 2017 Mustang a run for its money.

Mathew Markline had a great example of the 1980s Hurst/Olds revival, with a 1984 example that featured T-tops, a red interior, and the Lightning Rod shifter setup. That year would mark the final appearance of the nameplate until the 21st century.

The Markline car as seen through the open T-top showed off its distinctive interior. The Lightning Rod package required a special pamphlet to explain what lever did what. Perhaps attempting to emulate the multistick design of a Lenco, it remains perhaps the most exotic floor shifter to ever come through a new car dealership in North America.

Miss Hurst Linda Vaughn was dealing with health issues or would have been here. In her absence, a number of owners showcased this figurine of her from back in the glory days. We hope she will be able to make the reunion in 2018.

Showing the legacy of Hurst performance is still alive, even if it is through tuner orders rather than the OE production market, these late-model versions will help continue the heritage of the Hurst name.

Oh, Chryslers Too?

We would be remiss if we didn’t mention what is one of the most important shows on the annual Chrysler-oriented schedule, Carlisle’s legendary All-Chrysler Nationals, which in 2017 played host to the second-largest crowd in the event’s long history. As always, the T and Y buildings were filled, with an FM3 Panther Pink invitational, a class of 1967 display including Super Stocks, a GTX heritage gathering, and an amazing four-door “what if?” Barracuda whose builders had even reproduced a factory brochure with four-door car illustrations. Of course, thousands of cars and tens of thousands of attendees filled out the show fields, car corral, Dodge thrill ride display, and swap meet.

This year we chose to focus on the first-ever Hurst event, but even without that going on there was no way we could have seen the entire All-Chrysler Nationals. The annual Mopar Hall of Fame banquet on Saturday evening was a special blend this year. Hosted by Mopar Collectors Guide and emceed by Mr. Four-Speed, Herb McCandless, the event honored the Rod Shop, Direct Connection, engineer Willem Weertman, all the former Hurst-employed attendees, and more. A great time was had by all!

It seemed like every one of the thousands of attendees at Carlisle had an opinion about Frank Waldon’s just-completed 1970 four-door “what if?” Barracuda. Built on a G-series Satellite base by ECS Automotive, it was a remarkably well-executed project. Here he and builder Steve Been show off the brochure reproduction with illustrations.

Seen here at the Mopar Hall of Fame banquet is Chrysler’s top powerplant engineer Willem Weertman, who described the effort he put into creating the first race Hemi engines. Designer Tom Hoover said this engine survived to win the 1964 Daytona 500 only because of Weertman’s tireless efforts working around the clock at the foundry in Indianapolis just weeks before the event. In his 90s, Weertman came in from Washington State for the honor.

For the man with everything carried in a Haliburton suitcase, dreams could come true. Here was a real 1971 Hemi ’Cuda in the car corral, with an asking price of a mere $449,000.

You have no Haliburton suitcase full of Benjamins? Among the treasures in the swap meet was this Golden Ram GTX pedal car. We do not know if Chrysler had anything to do with it, but it was a perfect item for the Mopar man cave. Hey, ever see another one?

Yep, you can find it at Carlisle. Most car shows have a row for Mopars, most Mopar shows have a row for B-bodies, but where else can you see a row of nothing but 1970 Chargers? See you here next year!

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itsworn · 8 years ago

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This ‘70 ‘Cuda Triple Crown Winner Beat All Street Rods!

The act of swapping a high-horsepower Hemi engine into a radically modified Barracuda has been a tradition since 1965 when Hurst’s Hemi Under Glass debuted on drag strips nationwide with a fire-breathing 426 beneath its rear glass. Since that time even the factory got into the Hemi ’Cuda act. Most recently, the Hemi-in-a-Barracuda theme upped the ante once again, this time dominating a universe normally populated with ’32 Fords and ’49 Mercs. The street rod world was taken aback as our featured car swept the prestigious Triple Crown of custom car building in 2016 with another Hemi in a Barracuda. Mopar guys are used to winning against long odds, but this venue is indeed new territory.

There’s an old adage seasoned customizers often cite when the query is how to begin a build, and that is to start with the very best example of the desired car one can find. That’s really good advice, but here’s an exception to the rule: this stunning 1970 ’Cuda that took Best Street Machine at the inaugural Triple Crown of Rodding held within the 34th Annual Hot Rod Roundup, hosted by Shades of the Past Car Club in Pigeon Forge, Tennessee.

The saga of Zach Ingram’s Z Rodz and Customs (Knox, IN) resurrecting Casey Hornik’s 1970 ’Cuda into a show winner began when the prime-year Plymouth was found stuffed in a semi trailer in a salvage yard on the outskirts of South Bend, Indiana. It was an extremely rusted hulk, so rusty that plucking it out of the trailer on the prongs of a forklift and plopping it onto a car trailer didn’t seem overly disrespectful. Underneath its hole-riddled cancerous shell, the skeleton of the 1970 ’Cuda was intact. DNA-wise the car had excellent bones; it rolled off Plymouth’s Hamtramck, Michigan, assembly line as a 340 ’Cuda. It’s guessed somewhere in the ’80s that the 340 ’Cuda was cloned to AAR specs using genuine AAR parts.

Typically when a hard-core Mopar fanatic spots a 340 ’Cuda as heavily modified styling-wise as this ’Cuda, an outburst of preservationist tongues start wagging, but the truth of it is few would have gone to the trouble and expense it took to bring this ’Cuda back from a totally rusted hulk. This car would have never been whole again if hadn’t been entrusted to the right hands. That means a capable shop with a good client and a good wallet to match. The process of putting a car body back together panel-by-panel has to be done exactly right or the fenders, doors, and quarter-panels aren’t going to square up, and that’s after the trunk floor and roof have been put back precisely where they need to go. And that doesn’t even begin to cover the extreme process involved to convert this ’Cuda from unibody construction into a body-on-frame configuration.

We’ll start from the ground up. The frame is Art Morrison Enterprises (AME) new Max G chassis built on mandrel-formed 2×4-inch rails that feature the company’s latest design, a dropped steering arm that operates Corvette C6 spindles and allows the Detroit Speed rack-and-pinion steering to be mounted lower. This translates into more engine clearance with a lower center of gravity. The independent suspension doesn’t stop at the front wheels. The AME multi-link independent rear suspension features a Strange Dana 60 packed with 3.55 gears and a limited slip. JRi Pro Touring coilovers and Wilwood 14-inch disc brakes equip all four corners. The Wilwood brake master cylinder and hydraulic lines are plumbed in stainless steel with Aeromotive fittings and flex hoses. Contributing to the stance, Michelin Pilot Super Sport tires are on 19×10 Nutek Series 755 wheels in front, and Michelin Pilot Super Sport tires on 20×12 Nutek Series 755 wheels in the rear.

Converting the ’Cuda to body-on-frame meant cutting out the entire stock floorpan with its boxed support structures beneath and inner fenderwells tied integrally to the radiator core support. In its place, Z Rodz fabricated a one-off floor from 16-gauge steel, and punched-in ribs with a Pullmax to strengthen it. With the beefy new floorpan in position and welded to the original ’Cuda skeleton, the next step was hanging Auto Metal Direct quarter-panels, roof, trunk floor, front fenders, and trunklid into place.

Adhering to the concept illustration penned by Problem Child Kustoms’ Brian Stupski, Zach created Barracuda gills on the front fenders, formed a detail line in the roof, and notched the quarters for recessed door-release buttons. It’s a tossup which is more unique between the custom tail panel with flipped and switched sides, 1971 Dodge Charger RT SE Digi-Tails taillights, or the custom-fabricated hood with 1970 Charger insets. Z Rodz modified the stock 1970 ’Cuda front bumper. Caliber Mold & Machine of Akron, Ohio cast the one-off grille mounted between Oracle Halo headlights. The flush-mount acrylic windshield and rear window were made by AM Hot Rod Glass of Fontana, California.

The 340 ’Cuda came from the factory in Alpine White, but Zach repainted it Viper White in PPG products, starting with Deltron DP90LF epoxy primer followed with PPG V-Prime acrylic surfacer, sealed with PPG V-Seal, basecoated in Viper White, and cleared with VC5700 Ditzler Custom Clear. The finishing touch was a complete color sand and rub.

Stupski designed the interior and then John Mayer at Ogden Top & Trim of Berwyn, Illinois put it to gray European leather stitched with heavy gauge orange accent thread. In front between a custom-fabricated console by Z Rodz sits a pair of GT3 Carbon sport seats with Impact Racing seatbelts. The rear seat Mayer scratch-built by sculpting a block of high-density foam. Sound deadening is handled with Hush Mat laid front to rear underneath gray and black German square-weave carpeting. The sound system was installed by Deluxe Auto and features a Pioneer 2-DIN Flagship head unit with JL Audio speakers and components. Creature comforts include Vintage Air air conditioning and a leather-wrapped Billet Specialties steering wheel on an ididit tilt steering column, all highlighted by instrumentation from Classic Instruments of Boyne City, Michigan.

There’s a group of guys, friends actually, who Zach accredits as major contributors to constructing the ’Cuda. Dave Daunheimer of Competition Fabrications in Maple Park, Illinois, is where Zach transported the car to fabricate a 21-gallon aluminum gas tank, four-point chrome 4130 chromoly rollbar, and custom-bent 4.5-inch oval exhaust system with SpinTech mufflers. Dave also wired the ’Cuda using an American Auto Wire wiring harness.

An over-the-top car deserves an over-the-top engine and transmission, so Zach looked to Moran Motorsports of Taylor, Michigan, to build an all-aluminum 572-inch Hemi reported to produce 850-plus horsepower with 800-plus pounds of torque. Ancillary devices like the power steering pump and high-output alternator keep spinning thanks to a Billet Specialties Tru Trac system. Competition Fabrications built custom headers for the Hemi with the engine installed in the car.

It takes a bulletproof transmission to handle the extreme amount of horsepower and torque produced by the Moran-built 572-inch Hemi, so that’s exactly what Bowler Performance Transmissions did—beef a GM 4L80E automatic to the utmost degree. It takes a special bellhousing to adapt the 572-inch Hemi to a GM 4L80E, and from there back it’s beefed with the goodies to keep it together.

It took a tremendous amount of work and attention to detail to transform the ’Cuda from a rusted-out hulk peeled out of a salvage yard shipping container into winning Best Street Machine at the inaugural Triple Crown of Rodding at the 34th Annual Hot Rod Roundup. We’d have to say the payoff was big!

The Pro Touring build trend has been slow to infect the Mopar world, but when it does—as in this Zach Ingram-built ’70 Plymouth ’Cuda—the results are stunning. No expense was spared to nail the perfect stance and put handling on a supercar footing.

Getting that stance just right while optimizing the handling and ride is an Art Morrison GT Sport chassis. Starting from scratch allows the full frame to be mounted to the body in the ideal orientation for ride height, ground clearance, and chassis performance.

Fans of truly fast street cars know the name of engine builder and racer Mike Moran. His quarter-century reign of terror in Sportsman, Pro Stock, and numerous outlaw ranks runs unabated. Tapping Moran for the build of an indestructible all-aluminum fuel-injected 572ci Hemi that tops 800 hp was a no-brainer.

In contrast to the traditional street machine tradition which tends toward a racecar aesthetic, the Pro Touring style of the ZRodz ’Cuda embraces a European touring car look and feel. Ogden Top & Trim gets kudos for knocking this one out of the ballpark.

Nutek wheels take the unsprung weight and the rotational moment of inertia down a notch with carbon-fiber spun hoops mounted on an alloy hub/spoke assembly. As with many world-class supercars, Michelin Pilot Sports get the nod for their tenacious grip.

Fast Facts

1970 Plymouth ’Cuda | Casey Hornik; Lemont, IL

ENGINE Type: V8 Chrysler second-generation Hemi Bore x stroke: 4.500 X 4.500 Stroke (572 ci) Block: Indy Maxx aluminum Gen II Hemi Rotating assembly: Callies crank & rods, Diamond forged and coated pistons Compression: 11:1 Cylinder heads: Stage V, aluminum Hemi heads and rockers; 2.25-/1.94-inch diameter valves Camshaft: MRE solid roller, .700-inch lift, 262-/272-degrees duration at .050-inch lift, 116 degree LSA Valvetrain: Stage V rockers, 1.6:1 intake/1.7:1 exhaust ratio, two-piece billet aluminum valve covers by Moran Motor Sports Induction: MRE custom designed all billet aluminum intake Fuel system: sequential multi-port electronic fuel injection, Bigstuff 3 engine management system tuned by MRE Oiling: Dailey dry-sump oiling system Exhaust: custom stainless headers by Competition Fabrications, 4.5-inch oval exhaust tubing, Spin Tech mufflers Ignition: Big Stuff 3 LS coil-on-plug Fuel: 91-octane gasoline Output: 825 hp at 7,500 rpm Engine built by: MRE

DRIVETRAIN Transmission: 4L80E built by Bowler Performance Transmissions Rearend: Strange Engineering Dana 60 with 3.55 gears Driveshaft: custom chromoly steel

CHASSIS Frame: Art Morrison Enterprises GT Sport Chassis, body and frame built to a front ride height of 6 inches, rear set at 7 inches from bottom of frame rail Front suspension: Art Morrison IFS upper/lower control arms, JRi double-adjustable coilovers, AM swaybar Rear suspension: Art Morrison multi-link IRS with JRi double-adjustable coilovers and AM swaybar Steering: DSE 20:1 rack & pinion steering, ididit tilt steering column, Billet Specialties steering wheel Brakes: Wilwood 14-inch rotors & 6-piston calipers (front), Wilwood 14-inch rotors & 4-piston calipers (rear) Electrical: American Auto Wire kit, Phantom Works Tough & Go ignition wiring by Competition Fabrications

EXTERIOR & INTERIOR Seats: carbon fiber GT-3 seats Instruments: custom by Classic Instruments Interior: dash and console built by Z Rodz Trim: carbon front splitter, rear diffuser, rocker moldings

WHEELS & TIRES Wheels: custom Nutek rims, 19×10, front; 20×12, rear. Rims feature carbon fiber outer drums Tires: Michelin Pilot Super Sport, 295/40R19, front; 335/30R20, rear

The post This ‘70 ‘Cuda Triple Crown Winner Beat All Street Rods! appeared first on Hot Rod Network.

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