On this particular project, the customer voiced the idea to me that he would like fog lights on the front of his '67 Camaro that was already in my shop for the install of Holley fuel injection, subframe connectors, ladder bars, rear diff repair, rack and pinion steering, engine freshening, etc. He said that he was fond of the '69 Camaro's front valance with the round marker lights, and knew that a fog light conversion was available for a '69 after seeing them in an issue of Hot Rod magazine. I decided to to preserve his factory '67 RS valance in case he changed his mind, and started by ordering a new '69 Valance, and a new '67 base model Camaro valance (no marker light holes to fill). I laid out the cuts so that the lights would be in the exact same location on the '67 as the '69. I also cut out and moved over the the finished part of the opening from the center so that the opening for the bumper brackets would look factory and finished. After slowly welding the now 5 pieces together to minimize warpage, the valance was metal finished and prepped for paint. The back side was prepped and undercoated, and the front was sprayed in-house with color-matched to the car PPG black pearl base coat, and ALSA clear coat. I then installed the foglights, which I obtained directly from Morris Concepts, who had discontinued them, but were nice enough to sell me a pair still on the shelf in the warehouse. I then installed the Valance, bumper brackets, bumper, and wired the fog lights through a relay triggered by a vintage looking switch mounted discreetly on the Camaro's dash. I'm currently finalizing a rework of the hood latch release, (the original setup would not work with the new valance) and I will post an update soon showing how the bumper looks and how the new hood latch release works.
This Patina'd Model T hot rod project came in for a top chop and roof insert to match the already shortened windshield frame the owner had for it. Our first step was to square up the body as much as possible from corner to corner and make sure it was level and securely mounted to the frame. Temporary bracing was welded in to make sure it stayed that way when the roof was cut free. Then, after ascertaining just how much to cut by measuring the windshield frame, we laid out the chop and began cutting. Care was taken to maintain a rear window size that was proportionate to the side windows, as merely cutting evenly on all four sides would have resulted in a mail slot rear window that would be very hard to see through. after cleaning up the cut seams, we started tacking the roof back on slowly and carefully to minimize warpage on the 94 year old sheet metal.
The window openings on the doors and quarter windows required significant reworking to flow back together properly, and the body required two relief cuts by the rear window to meet back up properly. After everything was securely tacked back together, the roof insert (from an early 1960's Ford Station Wagon ) was cut out large with the plasma cutter, then slowly cut down to size after being fit and squared up to the car. The Visor was massaged and blended into the roof. Then everything was finish welded, ground smooth, planished, and made as nice possible in bare metal as the car will stay patina'd and the owner has no immediate plans for paint.
We're currently mounting the pedals, steering column, steering box, and other necessities. I'll post an update about that soon.
This 2007 Shelby GT came in with faded black factory paint, and some prior poorly repaired damage to the passenger rocker panel and door. After properly repairing the old damage and prepping the rest of the car for a repaint; including a new hood and front fascia, it was shot in the factory shade of black. Next, custom stripes were laid out on the hood, roof, trunk lid, both fenders, and both doors to mimic some old decals brought in by the customer. The first layer was shot in a metallic silver, followed by back taping, then a translucent candy red. Afterwards, the entire car was sprayed with multiple layers of clear to sufficiently bury any paint lines, then wet sanded and buffed to a nice finish.
If you read the last blog post, you'll recognize the Cobra. This time around, we decided to wake up the all original but otherwise low mile 302 HO. The first order of business was deciding wether to stick with the stock fuel injection, and just have it tuned, or swap it out completely. The customer wanted a more retro look, as he tended to avoid opening the hood at car shows, as the stock setup wasn't much to look at, and kind of looked out of place in a Cobra. But he also wanted to maintain the ease of use and reliability offered by fuel injection. Holley's Sniper Injection fit the bill perfectly. Modern EFI disguised like an old carburetor at an affordable price. The first order of business on the performance side was to remove the stock intake manifold, valve covers, camshaft, and valve springs. A Ford Racing Camshaft with .512/.512 lift was installed, a significant gain over the stock specs of .444/.444. Next, Crane beehive valve springs and retainers were installed to handle the now increased valve lift. Then, a polished Weiand Street Warrior dual plane intake was installed in preparation for the new fuel injection setup. in the process of installing the intake, the factory EGR crossover pipe on the cylinder heads was deleted, along with the smog pump. A smog pump delete Pulley was installed in its place. Next, the factory wiring harness was pared down to only include the wires necessary for the gauges and the new injection. new -6AN fuel lines were fabricated and connected to the stock fuel lines on the frame rail, a fuel pressure test verified that the stock fuel pump was more than adequate for the Sniper injection. After a not insignificant amount wiring; including tapping into the stock electric fan relays so the sniper can control them, and some initial tuning on Holley's free Sniper tuning software, the car fired up immediately and settled into a nice idle, with a noticeable rumble now thanks to the new cam. The first and only test drive before fresh snow fall consisted of mild driving and tuning for the first half hour, then a couple pulls that verified a significant increase in acceleration, and a now noticeable lack in traction through the first two gears. The throttle response is quick and crisp, and it ran well under all circumstances. Once the snow melts of again, it will receive a bit more tuning, then a return to its owner.
If you're interested in replacing a Carburetor with fuel injection while maintaining the stock appearance, feel free to send an email and I can answer any questions you might have.
This is a 1966 Shelby Cobra made by Excalibur from about 1990-1995, this example being a '95, powered by a '95 Ford Mustang 5.0 HO 302, with a 5 speed manual, and 4 wheel disc brakes. The customer brought it in to have the entire ignition system (distributor, coil, plug wires, plugs, ignition module) replaced with high performance parts, the oil changed and coolant flushed, and for repair of the door latches and trunk latch. The doors were hard to open, and the trunk would very rarely latch. The trunk required fabricating a mount for and installing an entire new latch with a vintage T handle, which worked out quite well while maintaining the 60's look. A plan to increase the performance of the engine significantly once the customer is done driving it for the season was also laid out, so we will be seeing this cool little Cobra again soon.
The completed Original Cross Ram "Sonoramic" intake installed on Tom's '55 Plymouth. Installation required the fabrication of many impossible to find parts, such as the throttle linkage, intake spacers, and balance tube; and the modification of the valve covers for intake clearance. Installation also required relocating the ignition coil, swapping to a more compact master cylinder, and rather significant modification to the carburetors to maintain a good air/fuel ratio after changing over from a single four barrel. It runs well with this setup, and will only require some light tuning before attending the Goodguys Car Show in Spokane August 18-20th.
Here are the parts that arrived today for the upcoming intake manifold swap on Toms 1955 Plymouth Belvedere Gasser, an original '60-'61 Chrysler cross ram intake. They're in excellent original condition, which is surprising for these particular pieces. They will require some fabrication to install on the Plymouth's 413, as it has fender well headers, and these intake manifolds were intended to utilize a specific exhaust manifold to support they're substantial weight. Some minor fabrication is a small price to pay though for the visual appeal of this rare and performance enhancing intake from the early days of the muscle car.
After many hours of custom metal fabrication, including some troublesome areas that proved quite tough to make both functional and aesthetically pleasing; such as the drip rails, the '40 Ford 3 window conversion got a skim coat of body filler, sealer, and primer. After being partially assembled, Its now at home with a very happy customer who's doing some chassis work on it. It will be back though, to our new, larger, and soon-to-be in operation shop for block sanding, and paint on this truly one off '40 Ford.
I aquired this 1968 Oldsmobile 442, with less than 38,500 known miles, from a gentleman in Florida who was only the second owner of it. It has a numbers matching engine, trans, and rear diff. 6.6 liter/400 cubic inch V8, turbo 400 3 speed auto, T series (same as W-30) 3.42 geared 12 bolt posi differential. Power steering and power brakes. Factory Rally Pac gauges with in dash Tic-Toc-Tach. Code E Nocturne blue paint. I added brand new four wheel slotted/drilled disc brakes with powder coated calipers, powder coated BMR lowering springs, pst sway bar ends links and bushings, new gabriel shocks, stainless steel brake hard lines, and braided stainless flex lines. A New Corvette master cylinder, booster, and proportioning valve. Fitted new New 18x8 & 18x9 staggered wheels and tires to it, then rebuilt the original qaudrajet carburetor, installed a pertronix ignitor in the original distributor, which is used to trigger an MSD 6 box I hid behind the battery. I also installed an aftermarket quick ratio steering box. The car also has the W30 ram air cold air intake with twin scoops under the bumper. The car even has the original bumper jack assembly in the trunk. Only 36,000 1968 442's were ever made. Finished the last week of April 1968 at the Fremont, California plant, this ones build plate matches the vin, unlike some 442's that were taken off other assembly lines to be finished. It came with the original protecto-plate, and owners manual still in the glove box. This car runs and drives great. Stops and turns corners better than any factory 442. I wouldn't hesitate to drive it across the country. It's also won multiple trophies at local car shows, despite its relative rarity, everyone recognizes the 442.