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PREMIERE ISSUE!

SEPTEMBER/OCTOBER 2014

Racy
289 FIA
Cobras

S
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E
J
O
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PR
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Find

Body Conversions for: BMW, Honda,

VW, Miata, Fiero, Corvette and More!

PREMIERE ISSUE!

SEPTEMBER/OCTOBER 2014

Racy
289 FIA
Cobras

Which Ones Right

for You?

S
R
A
C
T
C
E
J
O
R
P
IMO

PR

e
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H
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Find Th

Body Conversions for: BMW, Honda,

VW, Miata, Fiero, Corvette and More!

34 Ford
Body Drop

Loads of DIY
Buildup Tips

Giant-killing
Caterham

THRILLS, NOT FRILLS

Call Today For a Dealer Near You

888.445.5226
USCATERHAM.com
Superformance LLC | 6 Autry Irvine CA 92618 | superformance.com | uscaterham.com | 949-900-1950

TABLE OF CONTENTS
COOL CARS

Shelbys Scaglietti Corvette, Marriage Italian Style . . . . . . . . . . 10

Recreating the 54 Corvette Nomad,

TheWaldorf Wanderer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..16
Honda-Based Exotic,

Invasion Plan for the Attack From Abroad . . . . . . . . . . . . . 40
289 FIA Cobras: Which Ones Right For You? . . . . . . . . . . . . . . . .48
Caterham 480, What a Rev Elation! . . . . . . . . . . . . . . . . . . . . . . . . . 74
Shell Valleys Stealthy Cobra, Losing the Bling for Badass . . . .92
Acmes 550 Spyder

Bringing it Forward With Porsche 911 Power . . . . . . . . .110
Kobra Cladding, Transforming a BMW Z3 . . . . . . . . . . . . . . . . . .118
Bonneville Record-Breaker, Guy Mabees Victress . . . . . . . . . 124
Bertini BMW Rebody,
.
Combining Bangers and Bratwurst . . . . . . . . . . . . . . . . . . . 138

EVENTFUL EVENTS

Hot August Nights in Reno,

Wild n Wonderful Inspiration! . . . . . . . . . . . . . . . .82

TECHNICAL DETAILS

34 Ford Body Drop, Onto a TCI Chassis . . . . . . . . . . . . . 62

Buildup Tips, Hands-On Help for Your Project . . . . . . 98
Summit Racings Cobra Buildup
Part IIRear Suspension . . . . . . . . . . . . . . . . . . . . . . . 124

DEPARTMENTAL MATTERS

Throttle Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
FYI: All the Stuff That Fits! . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Readers Rides. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Shop Time. by Jim Youngs, Editor Emeritus . . . . . . . . .156
Sideview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159

SEPTEMBER/OCTOBER 2014

Car Builder Staff:

Steve Temple Editor/Publisher

Larry Weiner Marketing
Deb Murphy Art Direction
Tina Temple Maven of Morale
Jim Youngs Editor Emeritus

Car Builder Magazine

(formerly Kit Car Builder Magazine) is
published bi-monthly by
SCT Communications, Inc.,
1427 Sioux Trail,
Reno, NV 89521
All Rights Reserved

Free Subscription at
www.kitcarclub.com

Editorial and Advertising inquires

should be sent to
steve@kitcarclub.com
Cover photos by Steve Temple and http://
ted7.com
Contents page photo of 550 Spyder by
Steve Temple; see feature on p. 110 or go
to: http://acmecarco.com

THROTTLE
STEERING

By any
other
name.....

learly weve been

shaking things up a bit
here at the magazine.
But for good reasons. Right
after we acquired Kit Car
Builder from its founder and
former editor, Jim Youngs, we
immediately converted it to a
digital publication in order to
provide a free subscription,
more timely coverage,
additional content, and active
links to resources, among
many other benefits for you,
dear reader.
Now weve changed our
name to Car Builder. This
modification has been in the
works for a long time (note
Jim Youngs commentary on
this topic in his Shop Time
column). It has been our
8

plan all
along to
broaden
the editorial focus, and
now the time is right due
to significant shakeups in
automotive publishing in
general.
There are several reasons
for this title change. One of
the most important is to be
more inclusive of our readers
rides. Weve found that hardly
anyone owns just a kit car
(since its often a work in
progress). Both individuals
and companies have wider
automotive interests.
So the term kit doesnt
adequately cover the range of
replica, restomod and custom
designs, along with chassis,
powertrain and related
parts and accessories that
aftermarket manufacturers
are now offering. The
specialty-car market has
grown up, moving well beyond
its early days that emphasized
VW-based vehicles. It now
includes turnkey and custom-

Get Raffle Tic

kets for This
Meyers Man
x See p. 25

March/April 201

www.kitcarclu
b.com

Room With
A View: Fou
r
Seater 23
T-Bucket

Win a Cobr
a Find a
Cure!

Charity Fun
draiser

for a Shell
Valley Rep
lica

built cars
powered by a broad choice
of powerplants. True, many
kits are still built by hands-on
enthusiasts working out of
their home garage, and well
continue to feature them.
But as auto technology has
become more sophisticated,
a greater number are
professionally built to some
degree or another.
Also, once a project car
is completed, whether by

See Page 14

an individual or a pro, its

really no longer a kit. Car
builders rarely refer to their
rides as a kit car, partly
because this expression has
an inaccurate and somewhat
questionable image. Since
the project cars we feature
typically require a substantial
investment of time and
money, we feel the K-word
hardly does justice to them.
After all, once completed,
theyre not just a box of
parts, but sophisticated,
highly functional vehicles,
in most cases finely tuned
performance machines. Car
builders dont call their pride
and joy a kit car, largely

because this expression does

not match the image they
connect with their vehicle.
In going beyond the
traditional definition of kit
cars, Car Builder will be
embracing a more diverse
spectrum of project cars
and even trucks, too. In
many cases, traditional kit
companies already offer
other types of vehicles and
services in order to adapt to
a changing and challenging
economy, and better meet
the needs of their customers.
So we plan to include these
other vehicles as well. (No
surprise, then, that initial
feedback from various kit and

Coming in
the Next
Issue:

Customized Cobras: How to

Make Yours Stand Out

Well be including a special

section on the SEMA show, the
largest automotive aftermarket
event in the world! To bring
you all the latest product news
for Car Builder readers, though,
means the Nov/Dec issue will
be coming out a few days later
than usual, since this event
runs until Friday, November
7. But well be one of the first
publications to showcase all
the cool new stuff available for
your projects.
Also in the Nov/Dec and
later issues of Car Builder:

A fond look back at the

Fiberfab Centurion,
inspired by the Bill
Mitchells Stingray Racer,
and one of the first Corvette
body conversions ever
done.

Innovations for Porsche

356 Replicas
Cal Spyder History
More Brit Kits

Retrospective: an authentic
Corvette SR-2 racer that
paved the way for Corvette
performance

Mid Americas Funfest, with

all kinds of upgrades for
Corvettes and other cars
on display at this massive
gathering of every era of

aftermarket companies about

our new title has been very
positive.)
Please be assured, though,
that we will stay close to our
roots, and continue to provide
the in-depth coverage on
kits that we regularly have
as we enter our 14th year of
publication. As always, our
goal is to produce the best
magazine possible, geared
to the needs of every kind
of automotive enthusiast.
Weve just decided to shift to a
higher gear, as we rev up our
performance in covering all of
your automotive interests. CB

Steve Temple, Editor

Americas Sports Car

Vendetta Mustang: Bringing

a 65 Fastback Forward
65 Riviera With Modern
Mechanicals

Pacific neoclassicTaking
the Bugattis 37 Atlantic to
the Right Coast

Loads of Buildup Tips on

Body Mounting, Drivetrains,
Suspension, Fiberglass
New Series: Shop Tours
Twin-Turbo Screamers

Superformance GT40 Mk 1
More Readers Rides: Send
us photos and info of your
completed project car to
steve@kitcarclub.com.

Also, get a free subscription by

going to kitcarclub.com
9

Marriage,Italian Style

How Carroll
Shelby
Conjoined a
Corvette and
Scaglietti
Coachwork
Text and photos by
Steve Temple

hile Shelby is
best known for
transforming an
anemic British roadster
into an American muscle
car, he always had a thing
for European road-course
race cars. Especially besting
them on the track.
But before there were
ever any Shelby Cobras
beating out Ferraris to win
the World Manufacturers
Championship, this hardcharging Texan built
another car to take on the
Europeans. It wore a stylish
Italian body, yet those
curves belied the heart of
Americas sports car.
Called the Scaglietti
Corvette, only three were
ever built, two of them for
Shelbys fellow Texans, Jim
Hall and Gary Laughlin.
They both owned Chevy
dealerships, and had leaned
on their connections with
GM execs to acquire three
59 Corvettes, but without
fiberglass bodies on them.

11

They were then

shipped to coachbuilder
Carrozzeria Scaglietti, in
Modena, Italy, and fitted
with a handcrafted
aluminum bodywork.
While certain design
elements such as the
side louvers echo ones
seen on Ferraris Tour
de France sports racer,
not all of the form was
fashioned for aesthetic
reasons. The fastback shape
and recessed rear panel
have a functional aspect,
directing airflow with a
minimum of turbulence,
somewhat akin to the
recessed Kammback tail
of the 64 Cobra Daytona
Coupe.
Inside the cockpit, the
interior is a Euro/Yankee
melange, displaying familiar
American components
such as Stewart Warner
gauges, a T-handle parking
brake, and a Corvette shift
knob. Traditional Italian
touches include a cracklefinish dash, a Nardi wooden
steering wheel, bolstered,
camel-colored leather seats,
and finely finished door
hardware. Exterior touches
also manifest a distinctively
Euro flair, with a pair of
Ansa exhaust outlets and
Borrani cross-laced wire
wheels.
The overall result was
an extraordinarily striking

exotic, one that wowed the

likes of GM Vice President
Harley Earl, Chevy General
Manager Ed Cole, and
Corvette godfather Zora
Arkus-Duntov. As noted at
the outset, underneath that
glorious shape are sturdy
C1 Corvette mechanicals.
Rather than being fitted
with Weber or Dellorto
carbs, though, the 283ci
Chevy V-8 was topped by
a Rochester fuel-injection
system, and pumped out
315 horses. The exhaust
note has an ample, allAmerican sound, as you
blip the throttle through a
four-speed Borg-Warner
T-10, its gears stirred by a
Hurst shifter. Its interesting
to note that the second and
third cars initially had a
pair of four-barrel carbs,
but were later fitted with
fuel injection, and their
stock Powerglide automatic
transmissions replaced with
the four-speed setup.
Given his early
experience with the injected
Chevy V-8, no surprise that
it was Shelbys first choice
for the Cobra. But the Bow
Tie block wasnt available,
so he went with a Blue Oval
engine instead.
For safetys sake, the
Corvettes factory fuel
tank was replaced with a
comp-grade fuel cell. The
rest of the chassis used a

stock setup, drum brakes,

and a live-axle rearend.
While not sophisticated
by todays standards, the
aluminum body shaved off
400 pounds, requiring some
spring adjustments but
also giving the Scaglietti a
significant power-to-weight
advantage. The mechanical
fuel injection was a
newer, more refined 1961
versionall pretty heady
stuff back in the day.

Even so, GMs upper

management took a
dim view of this Italian/
American marriage, and
Enzo Ferrari pressured
Franco Scaglietti to
abandon the project as
well (since he did work for
Ferrari). What happened to
this trio of exotics? Halls
sold at auction in 1990,
and Laughlins went to a
large collection in Japan.
The third one, shown here
and referred
to as the
Shelby Car,
is generally
acknowledged
as the most
attractive of the
three. Thats
partly because
it didnt have
the Corvettes
chrome

teeth in the grille that

Laughlin insisted on for
the first car in order to
pander to GM management
(which ultimately made
no difference anyway in
corporate consent for the
design).
It passed through the
hands of several wealthy
owners before ending up
at the Petersen Automotive
Museum in Los Angeles.
Since founder Bob Petersen
and Carroll Shelby were
longtime friends, this site is
a fitting place of honor for
the car.
Also fittingly, the cars
logo combines Scagliettis
rectangular logo and the
Corvettes crossed-flags,
literally emblematic of the
cars brief yet romantic
Italian-American pairing.
CB

13

http://shellvalley.com

The Wanderer

Recreating
the Corvette
That Never
Was

Text and photos by Steve Temple

t the
1954 GM
Motorama,
held at the
Waldorf Astoria
in New York,
the Corvette
Nomad created a
sensation. While
early Vettes could
barely hold a
candle to the
performance of
todays Stingray, this wagon
version nonetheless wowed
the crowds as a sporty yet
practical concept. So much so
that the Nomad was dubbed
the Waldorf for stealing the
limelight at the Motorama
shows location.
Despite this initial
enthusiasm,
sales of
mid-Fifties
Corvette
roadsters
were so
miniscule
that a
wagonized
model could

not be justified by GM execs,

and the design died on the
vine. Besides, the 55 Nomad
built on a sedan eclipsed
hopes of any further Corvette
versions.
While the Waldorf was
merely a shimmering,
evanescent vision, Ray
Camacho was not one to let it
disappear entirely. Drawing
on his skills as a shop-school
instructor, and his decades
of experience in building and
modifying Tri-Five Chevys
(one of which won Best in
Show title at the prestigious
Grand National Roadster
Show), he created his own
hot-rodders interpretation of
the Nomad.
With help from Hot Rod
Fabrications of Auburn,
Washington, Camacho began
by hacking apart a full-size
55 Nomad. About the only
piece left of the original car
was the roof, he notes. The
rest required fabricating a
fiberglass and steel body to
the alluring proportions of
the diminutive Corvette by
channeling and sectioning the

sedan body, two and three

inches respectively.
While the nose is
fiberglass, mounted on a
custom subframe, the rest
of the body was pounded
out by hand from flat steel,
right down to the molded
exhausts, a distinctive
feature of the original
concept car. The chassis
rides on a 95 Corvette C5
suspension, and slightly
enlarged wheel wells allow
for bigger rims. It runs a
Ram Jet 350 crate engine,
fitted with old-school
touches such as a side-draft
intake and finned Corvette
valve covers, and is backed
by a 700-R4 trannie.
All of which makes this
Nomad re-creation a solid
driver, an actual wanderer
that the original concept
never realized. CB

19

FYI

FYI

Along Came
an Aluminum
Spyderand
Cobra, Too!

pyder Creations has

made great progress in
tweaking its 550 Spyder
project into an even more
exact match of the original, venerable Porsche 550
Spyder. This handmade
aluminum-bodied Tribute
car takes advantage of a
more recent 3D scan of an
original Spyder to smooth
out all the shapes and lines
that this icon possessed in
its day.
Also, the entire body
shop was invited to see a
10,000-mile original car
(mid-production run) and
inspect the build and finish as done by Porsche in
1955. It was an eye-opening

20

experience, as significant
differences were noted
from one side to the other
on this original car: measurements varied by 1.5
inches, in one case, on an
un-molested area of
the car!
Deciding how to
address these inconsistencies required
quite a bit of food
and wine, jokes Rob
Edwards, owner of
Spyder Creations.
Perhaps measuring many cars and
using an average is

the best solution. But, remember only 90 of the 550

Spyders were produced
between October 1952 and
June 1956. Of course, getting access to these cars
with a tape measure is easier thought than done.
Spyder Creations # 002
is in primer and awaiting
the final assembly of the
4CAM Fuhrmann engine
which is being performed
by Jeff Adams of SpeedSport
Tuning in Danbury CT. Car
003 is in aluminum fabrication in Florida (Alloy
Cars) and 003 will also be

fitted with a 130HP 4CAM

engine. These engines
have recently increased
in value from $150,000 to
$165,000 on the open market. There were only 1,500
1.5L 4CAMs produced by
Porsche in total. Hens teeth
is the word you were looking for.
It is a rather interesting
concept, this putting an historic, collector-engine, into
a Tribute car. The engine
will continue to increase
in value while being really
enjoyed by the new owners
in their Giant Killer little

race car. Have fun.

In related news, the
same company hammering out the 550 bodies
for its exclusive distributor Spyder Creations also
has Cobra and Mercedes
300SLR bodies available.
Since 1996, Ingo Poth of Alloycars, Inc., has been producing metal reproductions
of historic race cars. His
team combines the master
craftsmanship of German
handmade, all-alloy body
construction and high-tech
CAD re-engineering of historic race icons.
On the Cobra, highstressed areas are attached
to the tubular steel chassis
using a steel subframe. All
inner liners are in 6061

aluminum alloy including

floor panels, firewall, rear
bulkhead, front wheel wells,
doors, hood and trunk, all
processed by a CNC laser
cutting system for accurate
cut-outs.
Behind the aluminum
door panels are steel inner
structures for personal
protection, and the chassis
provides CAD-engineered
impact protection. These
aluminum bodies are
claimed to be made to exact
dimensions (no stretched
wheelbase) using original
specifications. Even so, a
larger pedal box and leg
space for big guys is available as well.
www.550spyder.net
http://www.alloycars.com

21

FYI

FYI

The Shelby Series 1 Frames Resurface

ver wonder what

ever happened
to all those finely
engineered aluminum frames for the
uncompleted Shelby
Series 1 production?
Bob Wingard of FII
Roadsters snapped
up all 70 or so of
them a few years
ago, and fitted a
few of them with a
torquey Ford FE V-8
and a Cobra-style
body. Now hes at
work on other bodies on this versatile
platform, starting with an
aluminum Series 1 coupe,
powered by a 675hp Shelby

22

Active Power
Brings Back
Its M6GT
Model

I
427. Also in the works is a
modified chassis, with the
frame stretched to 102 inches to fit a 60 Corvette body,

and running a LS7 with a C6

transaxle.
There are no external
changes to the body and it
will look like
a factory car,
Wingard says.
And with a
larger cockpit
we plan on
upgrading a
few things.
http://
fiiroadsters.
com/fii/

n response to numerous
requests, Chris Ardern of
Active Power has decided
to dust off his M6GT molds
and once again offer a
replica version of the legendary Group 4 Endurance
coupe. Known as the GT
that never was, the project
died on that fateful day in
1970 when its originator

Bruce McLarens career was

cut short in a tragic testing
accident. Often regarded as
one of the most beautiful
shapes in the entire automotive world, the M6GT

will feature the same modern, race-bred ZSR chassis

found under Active Powers
MK1. Details: http://www.
activepowercars.com

23

FYI
H

Aldino Is Up For Grabs

eres a rare opportunity

to purchase the rights
to manufacture an established and respected Fiero
rebody firm. After more
than 20 years of operation
and more than 650 units
sold, the Aldino body conversion kit has become well
known for its quality, ease
of assembly, and beautiful
styling. Several magazine
articles have been written
about this replicar, which
mimics classic Italian styling and has won various
show awards.

technical assistance included. Owner will consider a

classic or other collectible
car for down payment. Call
414/761-6097

Transplanted Lotus

he Kokopelli 11 is joining the Kinetic Vehicles

line of 60s-style sports cars.
We already make Locost and
Haynes Roadster (two Lotus
Seven inspired plans-built

24

Complete kits currently

sell for $12K, and completed cars for as low as $36K.
Molds and related production items are being offered
for $75K, with a car and

cars) components, plus our

streamlined bodies for those
cars, notes Kinetics Jack McCormack. I think the Kokopelli 11 will fit right in.
At present, Kinetic Vehicles is probably best
known for its MAX
car, which combines
a Locost chassis, a
Lola Mk1 body, and a
32-horse commercial
lawn mower engine to
get 100 mpg and a 90
mph top speed.
Im pleased the
Kokopelli will stay in
production, and that

current car owners will have

factory support, said former
Kokopelli company owner
Tom Rodgers, Kinetic and
Kokopelli are a good blend.
McCornack picked up the
Kokopelli molds and tools
from Rodgers shop in Maryland on August 28 and expects to have the Kokopelli
11 in production in Oregon
by the end of the year.The
Kokopelli 11 was featured in
the April 2005 issue of Kit Car
Builder. For more information,
see: kineticvehicles.com
kokopelliauto.com

www.jasperengines.com

FYI

FYI

CapeFear Adds Honda S2000 Donor

n addition to using Miata donor parts, a

new Honda S2000-based version of the
CapeFear 7 is now under construction.
Called the CapeFear 7 CF7h, it will be using
the complete Honda drivetrain, but retain
the NA/NB Miata suspension.
In related news, the C.R.S. CapeFear 7
has made a new front-fender style that

Service and Quality Second to None

Voted Best Cobra Replica by Kit Car Magazine
Awarded the Good Manufacturing Practices Award by AHA
Featured build up on the DIY Network
Cobra is a trademark of Ford Motor Company. Unique Motorcars products have no connection with Ford.

230 E. Broad Street Gadsden, AL 35903

(256)546-3708 or (256)546-2395
Visit us
us on the Web at: www.uniquemotorcars.com
Visit
www.uniquemotorcars.com

26

decreases the
amount
of water and
road
debris
coming into the car. Making the inside flare of
the fender deeper catches and channels
objects down instead of around the side of
the inner flare. Both the new front fender
and original 7 front fender fit 205/50/15
tires (23-inch diameter or less). CapeFear 7
rear fenders are available any width from 5
to 15 inches, and come with the mounting
flange built on. Although these pieces were
specifically designed for a CapeFear7, they
should be able to fit for many car builders
using tires within the specifications. Call
910/547-3236 or visit:
http://www.capefear7.com

Merlin Waves His Wandto Say Farewell

ooking to start your own

car-builder business?
The M-1 project is now
being offered for sale by
designer/builder Merlin
Cofano. An artistically created, handcrafted, custom
fiberglass sports car, its
based on a standard VW
chassis, and designed to be
ready to wire up and fire
up. The mid-engine configuration can be made
to desired specs as to
engine and suspension on a standard VW
chassis, or your own
custom made chassis.
Currently installed engine on the prototype
is an air-cooled VW
with Porsche shroud.
Interested parties,
whether an exist-

ing manufacturer, startup

company or individual, can
obtain complete rights to
produce and sell the M-1
on the open market. Asking price for this project is
$59,990.
M-1 creator Merlin Cofano, a well known and
respected car designer
and artist, is retiring after
many years in the industry.

Some additional tooling

and shop equipment is for
sale as well. Merlins Z-car
and Bullet designs are also
available for purchase of
both design and production
rights. Contact Merlin at
415/320-0678 or Jonathon
Koch at 707/280-8318;
email: koch.jonathon@outlook.com

27

FYI
Widow
Miata

eres a new panel conversion in the works

be a roll bar inside that

runs the shape of the roof
section from one side of the
car to the other, using the
original factory mounting
points, and also serving as
the main support section
for the clamshell roof, since
there will be a targa top
once completed.
https://www.facebook.
com/widowsportscars

with driver. Thats better

than a 2015 Porsche 911
Carrera S! The fact that this
was done
with a
turbo on
a stock
22-yearold engine is
pretty
impres-

sive.

Buy a $20 raffle ticket

and a chance for you to

20th Anniversary MKIII By

Powered by

Turbo
Catfish

ord Bauer sent us a dyno

sheet that shows when
adding a Flyin Miata turbo
kit and MegaSquirt MSPNP2
to his Catfish, you can expect 225hp and 205 lb/
ft of torque at the wheels,
or 7.5 lbs per horsepower,

28

that uses the TVR Sagaris

bodyshell, cut and sectioned to fit the popular
Miata. The final result will
be much less TVR style and
more of Wayne Blackwells
custom design. There will

video links of the Catfish

jumpin at Streets of Willow:
https://www.youtube.com/
watch?v=NLO5dwvoFOQ
https://www.youtube.com/
watch?v=bZKm4hzDuXA
http://bauerltd.com

$20 Raffle Ticket

The Ohio Cobra Club

is a 5013 Non Profit Corporation

Drawing is
June 27, 2015
At The
London Cobra Show
in London, Ohio

Purchase ticket by
scanning QR code at right
or purchase on-line at the
London Cobra Show website below

www.londoncobrashow.com
Net proceeds will be donated to the
Cystic Fibrosis Foundation

FYI
C

FYI

Lone Stars Open House

obra fans, mark your

calendar: Lone Star
Classics will be hosting a
special event on Sept. 20 to
showcase a number of new
products. If youd like to include a bit of touring and a
car show, too, the fun starts
in downtown Fort Worth at
the Cowtown Cruisin for a
Cure car show. (www.cowtowncruisinforacure.org)
from 10 a.m. to 3 p.m., and
then there will be a caravan to the LSC factory (578
Aviator Dr., Fort Worth, TX

76179).
Once there, after a short
tour of the manufacturing
facilities, the companys
new GT427 will be unveiled, featuring an independent rear suspension.
This design was inspired
by an authentic Shelby

Cobra, CSX3135. Also to

be announced are Turnkey
Drivetrain Packages, a new
Pay-As-You-Go Purchase
Plan, flexible financing for
kits, and much more! Dinner, food and drinks will be
catered, so dont miss all the
fun!
http://www.lonestarclassics.com

LOOKING TO TRICK OUT YOUR Z?

ZTrix

From widebody fenders to complete body kits!

Velo Rossa Spyder

ZGT (BMW Z3)

Subtle Z

280YZ

www.ZTRIX.com 480.229.1831
30

Dove Racing Spreads Its Wings

e hear from Pete Dove

of Dove Racing that
hes working on a left-hand
drive, BMW-powered MEV
Atomic. This whole project
has produced some really
interesting engineering and
fabrication challenges, he
admits. Even so, if there is
interest in the US, hes now
capable of duplicating and/
or assisting customers to do
so as well.
The build started with
a base Road Track MEV
Atomic kit, converted to
left-hand-drive. The righthand-drive MEV Atomic
kits built to date use a Yamaha YZK R1 drivetrain,
but this cannot be used
in LHD configuration. Instead, a shaft-driven 2006
BMW K1200R super bike
was chosen to be used as a
donor. A custom-designed
gear transfer case (engi-

neered by SCS
Gearboxes),
provides correct rotation
of the rear
wheels and
aligns the
transmission
output shaft
through a
custom-made
drive shaft.
This gearbox was designed
to include an electric reverse option.
The drivetrain, fuel and
cooling systems are now
installed. The custom-built
aluminum fuel tank holds
seven gallons and is fitted
with the original BMW fuel
pump and level monitoring system. The braking
system is completed with
Wilwood Powerlite 4-pot
calipers coupled with 11inch drilled and slotted rotors installed in front,
and Ford Focus SVT
calipers and 11-inch
rotors installed at the
rear. The differential
and drive shafts are
sourced from a BMW
3 series. The custom
2.5-inch stainless steel
exhaust system has

been heat wrapped within

the car and fitted with twin
Borla Bullet racing mufflers.
Thermo Wrap insulation is
installed inside the engine
compartment as well. This,
coupled with the engine
cover louvers, should control heat, Dove points out.
The lighting and wiring systems remain to be
completed, as well as the
engine management system
and windscreen. Noting the
180 horses and 165 lb/ft of
torque that the BMW bike
engine delivers, coupled
with a six-speed sequential
tranny, Dove says, This
850-pound hot rod should
really scoot. This is the only
left -hand-drive MEV Atomic in the world and the only
one fitted with a BMW bike
engine. Talk about unique!
http://www.doveracing.net
31

E N G I N E FAC TO RY

Custom
Crate Engines
347

New Transaxle Setup From

Seduction Motorsports

aniel Verwers of Seduction Motorsports provided an update on his 550

Spyder specs. His standard
base engine package uses
a VW 1915cc high performance engine with CNC
billet parts, powder coated
engine tins, dual carbs, rear
mount throttle linkage. But
its now paired up with a
new SM-Pro-Street transaxle with a billet 6061 T6
aluminum heavy duty side
cover, 3:44 ring and pinion,
hardened gears, welded
3-4, powder-coated matte
gunmetal case/tubes/bearing caps, removed shock
mounts, removed brake line
tabs. Not pictured here is a
new internal shift-cable setup from PBS that Verwers
says requires no messing

around with nor adjusting,

which he plans to include
on all future turnkey Spyder
purchases. The companys
standard Bilstein rear fully
adjustable coilovers.
Also shown here is an
option for a 230hp Subaru
EJ25, engine package with
polished option. Not pictured on this one is a new
coilpack conversion. This
Subaru engine is on a build
going to Pixar (the same
company that produced the
wonderful Cars movies).
www.SeductionMotorsports.com

ENGINE FACTORY

Custom
Crate Engines

STROKER

FORD SMALL
BLOCK
POWERPLANTS
LS ENGINES

FYI

CHEVY SMALL BLOCK

AND LS ENGINES
427W STREET BEAST

CARBURETED AND EFI

Ready to Run
out of the Box!!

www.vdo.com/usa

VDO PRT
Tachometers
taking your ride
to the next level
The new VDO PRT 10,000RPM Tachometer adds
style and performance
to your ride. Featuring
configurations for 4, 6
and 8 cylinder engine
applications, its available
in a brilliant white dial face
with silver bezel and an
intense black onyx dial
face with black bezel.
Through-dial lighting
delivers excellent visibility.
PRT features a resettable
shift point and built-in shift
light indicator, an adjustable
mount for multiple mounting
options and positions and
a 4-wire hook up for fast
installation.
Contact: salessupport-us@vdo.com
See the complete line at:
www.vdo-gauges.com

check us out!

1-800-704-5385
ENGINE / TRANNY PKGS.

www.fordcobraengines.com

VDO - A Trademark of the Continental Corporation

CO2127 KitCarBuilder_PRT_Tachs_ThirdV_Sept-Oct-14_v1.0.indd
7/25/14
1 12:14 PM

33

FYI

FYI

Electrifying Shelby
Coupe

ere not exactly sure how ol Shel

felt about battery power, but we do
know that he was always willing to try new
automotive technology. So he just might
have approved of Renovos new all-electric
coupe. And we do know that he would have
liked one aspect in particular: This design is
claimed to accelerate from 0-60 mph in just
3.4 seconds! Thats because every ounce of
its 1,000 lb/
ft of torque
is instantly
available
from a dead
stop.
Developed on a

genuine, specially modified Shelby CSX9000

Daytona chassis, the Renovo Coupe pays
homage to the 50th anniversary of Americas historic victory at Le Mans in 1964.
Starting from this timeless and historic
foundation, Renovo touts the coupe as the
quickest rear-wheel-drive production electric vehicle on the planet. Assembled at
the Renovo Motors facility in Silicon Valley,
deliveries are scheduled to start in 2015.
http://renovomotors.com

Gettin
Buggy

34

ooking for
a place to
hang out with
other aircooled VW
enthusiasts?
The Acme
Car Co. will
be hosting
Bugs on
the River
on Sept.
27 next to

the companys HQ, near

Harrisburg. Both car and
spectator entries are free,
and you can check out the
used parts swap and get a
shop tour, too. Weve visited this facility, and found
it to be a VW paradise,
with lots of cool project
cars. Address: 201 Ross
Ave, New Cumberland, PA
www.acmecarco.com

SEMA Garage Opens

hile most folks probably associate the Specialty Equipment Market

Association with its annual
SEMA trade show in Las
Vegas, this organization also
hosts many other events
throughout the year. One
such event this year was
an open house for the new
SEMA Garage.
What is the SEMA Garage? Its a 15,000-squarefoot facility filled with
nearly $2 million dollars in
equipment. Its primary purpose is to provide a readily
accessible venue for use by
industry professionals and
manufacturers to perform a
wide range of critical tasks
necessary to compete in
todays challenging global
marketplace.
These include using a
complete test cell where
new aftermarket products can be evaluated on
vehicles and performance
gains can be measured.
Today, manufacturers are
faced with ever increasing
burdens by the states and
the federal government
to develop performance
parts and accessories that
pass stringent emissions
standards. This tempera-

ture-controlled test cell

can simulate winter in the
mountains, summer in
the desert or anything in
between. The lab is fully
certified and meets all federal EPA and California Air
Resources Board (CARB)
standards. Capabilities include emissions, fuel economy, acceleration, brake
stopping distances, interior
and exterior noise levels
and handling.
In yet another area, a
cutting edge 3D printer is

available for fast prototyping, while digital race car

scales for precise vehicle
weight measurements are
also available to race teams
looking to achieve the ultimate in weight distribution.
Upstairs on the second
floor, there are offices and
conference rooms. All in
all, a very impressive facility that will provide a wide
variety of services to SEMA
member companies. www.
sema.org

ACTIVE POWER GT
Deluxe Builder Package: $13,495

Standard features include:

Race-bred tube chassis using C5, C6
suspension
Body fitted and mounted to chassis
http://www.activepowercars.com
Doors installed, swinging and latching
DOT safety glass windshield installed
Rack and pinion steering, quick-release column installed

ACTIVE POWER, INC.

2597 Townline Rd. / Madison, OH 44057 / (440) 983-7190

35

FYI

FYI

BMW Body Swap and Z-Car Conversions

eaction Researchs BMW Z3-based ZGT

project continues to progress toward completion. The BMW Z3 is a promising new donor
platform, with a tremendous amount of performance potential and good support from aftermarket manufacturers, plus a well-designed
convertible top.
The first ZGT production hood has been
installed on the mule car, and plug-work has
shifted to the rear of the car. The trunk-lid skin
and liner molds have been completed. Rear
bumper prototyping is in-process, and rear
fenders are being built up to match.
In other news, Reaction Research continues
to expand with other new projects. The companys new Datsun Z-focused website is ZTrix.
com. It features both Euro-style full body conversions and wide-body racing panels supplied

Double Trouble

he Denmat brothers John

and David turn heads,
not only because theyre
identical twins, but also for
transforming the iconic
kits from Bruce Meyers into
remarkable turnkey sport
cars. Their Cape Cod shop
specializes in custom design,
fabrication and assembly
of Meyers Manx kits using
proven components and
attention to detail.
Offered on a commission build basis, this term
refers to the pricing of kits
and components, which are

36

to Datsun
racers across
the country,
including the
Subtle Z
wide fenders
used by Greg
Ira on his
famous orange 240Z. Greg is the reigning SCCA National
Roadracing champion in the E-Production race
class. Also, Albuquerque customer Mark Monda continues to develop his C4 Corvette-based
GTO replica using an Alpha One GTO front clip
and a Velo Rossa rear clip. Both were supplied
by Reaction, which now owns the Alpha molds.
http://www.reactionresearch.com

are custom-ordered for each

build. Because parts are not
held in inventory, all components and related shipping
are invoiced at cost. Basically the customer buys the
parts, and Denmats final
invoice includes the agreedto labor, parts, shipping and
tax.
Denmat Cars can assemble a range of buggies,
everything from a basic
two-seat, air-cooled Manx
up through a 300hp water-cooled (Turbo Subaru)
Manxter 2+2. Currently

in the shop and nearing

completion is a custom,
long-wheelbase Meyers
Kick-Out SS, powered by an
all-new, air-cooled 2007cc
stroker motor to match its
hot rod style. Both brothers
are factory Trained VW (aircooled) and Mercedes-Benz
Technicians, which also
includes professional race
car preparation and driving. And they both have AAS
degrees in Mechanical Engineering Technology. www.
denmatcars.com
37

Imagine nding this treasure in an old secluded barn...

550 SPYDER
Hand Made
100% Aluminum Body

Barn nd at $3.4 million o regular price!

Quite possibly the world's most accurate & authentic tribute car.
S
A continuation Spyder!
The body is an all-aluminum, handcrafted work of
art. We use original 1955 engines and transmissions as well. This car will
not sit in the stable for long so put on your race goggles, throw out that
GPS and hit the road or the track in the same authentic style that James
Dean found so exhilarating and addictive. This is a time capsule that you
can drive!
Duplicated from
f Original Cars #0086 & #0090.

See video at 550spyder.net or call (888) 619-3910

Invasion Plan
How the Attack
Launched an Assault
on American Soil

Text and photos by Jim Youngs, Editor Emeritus

f there ever was a fairytale story in the kit car ranks,

the nonfiction account of the K1 Attack is certainly a
Cinderella tale. And to tell it properly we need to go
back to its once-upon-a-time beginning in a land far,
far away. And yes, there was a castle and a handsome prince involved.

Once upon a time there

was an enthusiastic kit
car builder who longed
to offer a slick product to
the American DIY public.
Back in the late 1990s,
Dick Kvetnansky from
Slovakia communicated
with me on a pretty
regular basis. He had built
a Lamborghini Countach
replica and a Ferrari Koenig
Competition replica that he
was considering exporting
to the U.S. That was, of
course, before some Italian
lawyers shot down his
intentions.
Frustrated with the
downside of replicas,
Dick started working
on an original design
rebody based on
the 82-92 Camaro/
Firebird platform.
That handsome kit
was introduced as the
Evoluzione, along with a
second iteration, both of
which made it to the U.S.
shores.
While the Evo was a
very cool car with lots of
performance potential, I
always had a gut feeling that
the ambitious and affable
Dick Kvetnansky had even
bigger ideas. This feeling
was proven out during a trip
in 1999 to Slovakia when I
was on hand to photograph
42

display was be a spectator,

Dick credits that show for
giving him ideas and plans
for his next car, the one in
the secret drawings that I
saw. This new car would
be based on components
of some of the hot sport
compacts in attendance
at Carlisle, specifically the
Accord, which benefits from
a large and enthusiastic
aftermarket support for
Honda powertrains. In fact,
before boarding a plane
back home, Dick purchased
a Honda in Washington

the prototype Evoluzione

at a 15th Century castle in
the countryside. Dick, a
prince of a guy, showed me
some secretive drawings of
a stunning, sporty roadster
in the works, penned as the
Evo by Juraj Mitro a VW
Europe designer working
after hours for K-1 Styling
& Tuning. The design hadnt
been completely fleshed out
then, but in my view it had
to come to fruition.
About a year later, in

May of 2000,
Dick planned
to debut the
Evoluzione at the
Carlisle Import/
Kit Nationals in
Pennsylvania,
but his show car got hung
up in New York customs
and thus couldnt make an
appearance. During this
time frame, the Carlisle
show organizers began
including the burgeoning
tuner-car scene in this show
(which quickly overtook the
event and ultimately got a
different date for the show
grounds).
Disappointed that all
he could do without a

D.C. and had it shipped to

Slovakia to get started on
the new car.
At the following Carlisle
show, Dick showed up
with a full-size cutaway
display of his Attack sports
car sitting on a completed
proprietary tubular steel
chassis. To say it was a hit
is a giant understatement.
The attention received by
this concept greatly boosted
Dicks confidence that hed
hit on a winner.
I couldnt but agree
more. Given that I had
been writing for
some time about
the future of the
kit car business, I
recall saying that
this new Attack
is one of the most

important projects to hit

our ranks in quite some
time. Part of that future
as I saw it was a vehicle
that could take advantage
of what was happening in
the tuner, sport-compact
segment of the automotive
scene, in order to appeal to
younger car guys. This was
it. And apparently I wasnt
the only one who thought
that way. Once word got
out that the Attack would
become a reality, several
forum websites cropped up
rabidly, spreading the word
about this exciting car.
Well, even with such
significant interest in
the Attack, there were
inevitable delays in getting
everything correct on the
design. It took three years

43

before anyone could see

and touch a completed car.
The eye-searing yellow
prototype Attack showed
up in the flesh for the 2003
Carlisle show. Getting
close to it in booth of Euro
Works Exotics took plenty
of patience and elbowing as
it was certainly the handsdown hit of the show.
Afterwards we met up
with the beautiful car in
Ohio for a personal looksee and even a stint at the
wheel. It was everything we
expected and more. It was
well executed, exotic and
stunning.
Long distances and
a somewhat distracted
manufacturer, took its toll
on the launch of the Attack
in the U.S. market. As near
as we can determine, only
19 cars were sold in here,
and something near 33 cars
total were manufactured.
Dick went on to develop
a version of the car as
a formidable and quite
successful European race
car, but sadly let the Attack

44

kit fall by the

wayside.
Well,
theres a
bright spot in
this fairytale
in the form of
a company,
also in a land
far, far away. In 2011, the
Czech firm B-racing, under
the guidance of Petr Benes,
was established to once
again offer the K-1 Attack in
kit form, as well as parts for
the original cars.
The car you see here is
actually one of those 19
original Attacks imported
to the U.S. Bob Duxbury, a
consummate car guy and
retired engineer, purchased
the unassembled kit in
2009 from an individual in
northern California who
had two complete Attack
kits.
The Attack chassis was
originally designed to use a
bunch of components from
a donor Honda Accord (9096) and came with other
suspension components
such as late-model Audi
front suspension and

brakes, steering joints and

those cool Audi Racing
coil-over shocks sticking
through the bonnet. The
front suspension is a
pushrod set-up with Audi
lower control arms.
From the outset
Duxbury knew that he
wanted to use a V6 FWD
package in his Attack, and
thus chose a 2003 Acura
3.2L with a five-speed
automatic transmission. To
accomplish that he had to
modify the rear mounting
locations of the frame to
use a complete Acura TL
cradle. He also modified
the frames upper and
side bracing to clear the
different power plant.
After fitting the engine
with Megan Racing
stainless steel headers
and a K&N cold air intake,
Duxbury judges the output
near 300 hp, or as he says,
powerful enough for me.
He left all the engines
emissions equipment
intact. Additionally he
modified the rear to
accept Cadillac calipers
with integral e-brake.
Also reconfigured was the
steering rack placement,
by employing a Honda
Prelude rack instead of
the Accord unit, in order
to better eliminate bump

steer. This Attack rolls

on 225/45HR18 Cooper
Zenon ZPT rubber wrapped
around seven-spoke Sport
Maxx 18x7.5-inch wheels.
Aside from the
upholstery, Duxbury
accomplished the Attack
build, including the paint
job, in his own five-car
garage. The shiny paint
is about five coats of
Summit Racing single-stage
urethane, topped by seven
coats of clear and about
a month of hand rubbing/
polishing to correct/finalize
my work. To contrast the
orange metallic, he applied
silver urethane on the grille
maw, windshield frame,
taillight surrounds, roll bar

covers, and interior trim.

Auto Trim Specialists,
in Denver, did the cockpit
upholstery in cinnamon
marine-grade vinyl with
matching top-stitching.
Duxbury incorporated
Acura TL instruments
in the dash with several
Faze gauges added in the
center dash for monitoring
temperature, boost
and electrical charge. A
Kenwood sound system
is installed in the center
of the dash and includes
XDMA6415 CD, MP3, iPod
player plus Bluetooth,
all connected to O2 Max
speakers. He describes his
air conditioning as OpenairColorados finest.

Five-point racing harnesses

keep occupants secure in
the unique upholsteredpads fiberglass bucket
seats.
The Attack seems to
be finally a viable kit car
for the U.S., and apparently
a lot of online enthusiasts
agree. Were thrilled that
building one is still a
possibility and if Duxburys
project is any indication,
the Attack is a force to be
reckoned with. CB

SOURCES:

B-racing
www.b-racing.cz/en/
Attack Forums
www.attackforums.com

45

800-297-6253
Superformance.com
Iconic 60's sports and race cars recreated

The
Three
Tenors

This Trio Sings

Tributes to the
TrophyWinning 289
FIA Cobra

By Steve Temple
Photos by Steve Temple and
courtesy Factory Five Racing

hile the 427 Cobra is a big-block

behemoth, the
basso profundo in a symphony of classic muscle
cars, theres a higher note
that cuts through its deep
rumble. And its actually
from the Cobra that made
the cars reputation on the
road courses of Europe.

48

The 289 FIA, (aka USRRC

here in U.S.) was a leaner,
more athletic version of its
broad-shouldered, bigger
brother. Its sorta like the
difference between a scimitar and a battle axe. Both
can slice and dice just about
anything that comes their
way, but the small-block
version is more deft to handle.
Indeed, renowned Cobra racer Bob Bondurant
never minced words about
his preference for piloting
the lighter, more agile 289
FIA over herding a noseheavy 427 when hustling
through the twisties. He felt
a 351 Ford offered just the
right balance of power and
weight.
This advantage, however,
hasnt deterred the majority

of Cobra enthusiasts from

preferring replicas of the
super-sized 427 version.
Ordering a Double Whopper (with cheese, please!) is
simply the American Way.
But as the Cobra replica
market has become more
sophisticated, so has its
aficionados.
Seeking a more toned,
trimmed-down model without excess poundage up
front makes good sense
and not just from a handling
standpoint. On the 289 FIA,
you can fit a more affordable small-block between
the fenders, yet still be historically accurate. And with
the increasing popularity of
stroker versions of the 351
Ford, having 427 cubes of
displacement on tap is still
entirely feasible. Its the

mechanical equivalent of
putting the big pot in the
little one. And man, does
this combo know how to
cookeven hotter than the
original.
Which leads to another
aspect of the reproductions
featured herethey improve on the chassis. After
all, Shelbys small-block
Cobras used the antiquated
Tojero setup, with spindly
3-inch round-tube frame
rails and unpredictable
transverse leaf springs (so
much so that the car would
oversteer and understeer
at the same time on tight
turns). Only after some
suspension modifications
by Ken Miles and using
super-sticky tires could the
car become a track star.
Todays Cobra replicas compensate for these
drawbacks in several ways.
Which is why we rounded
up a trio of smokin 289

FIAs from three different,

well-respected manufacturers: ERA, Unique Motorcars,
and Factory Five Racing
(with the latter being the
newcomer to this trio of
road-course racers). Of
course, companies such as
Superformance, Kirkham,
Shelby American, and others offer variants as well,

but well have to cover them

in a later issue.
For now, well focus on
the merits of these three
examples. Like the three
tenors of opera-house fame,
they each get a solo performance here, and well see
how they hold their own in
hitting all the right notes.

Unique Motorcars
289 FIA
Patterned
After a Specific
Race Car at a
Certain
Point in Time

roject cars are

never really done.
They often go
through many
changes, both big
and small, especially when
the owner decides to emulate a particular race car.
Take Butch Capps 289 FIA
from Unique Motorcars, for
instance. His original plan
back in 2000 was to paint
it ivy green, but Uniques
Alan Weaver convinced him
otherwise, wisely pointing
out that all original 289 FIA
Cobras were Viking Blue.
However, he did let me
have the nose stripe in any
50

color, Capps relates, as

long as it was white, yellow
red or orange, like the five
team cars were in 1964.
Chassis number CSX2323
was orange (designated as
Poppy Red), so he chose
that one, largely because at
that time all the other colors had already been used
by Uniques customers.
While the car was nicely
executed, Capps later came
across a photo of CSX2323
at Targa Florio in Italy,
where it raced with distinction, finishing Second in
GT class (and eighth place
overall), with Dan Gurney

and Jerry Grant sharing

driving duties (note Grants
signature on the hood of
Cappss car). After hanging
this photo on a tool box and
gazing at from time to time,
and thinking, Man, thats
a sweet race car, Capps
knew he had to make some
changes.
Working with Maurice
and Alan Weaver, they added twin side pipes, stone
deflector and huge white
meatballs, as a tribute to
the racing livery worn by
CSX2323 in 1964. This race
car crashed later that same
year, and after being rebuilt

and sold, it competed in the

65 season in several other paint schemes. So this

graphic treatment reflects

a particular point in time,
one of the historical high-

lights of Cobra racing. Other

items added to recreate the
original included Trigo FIA
wheels with safety-wired
spinners, close-ratio
4-speed Toploader, a 3.54
ratio Dana rearend, and
removable steering wheel,
among other detailed items.
Not surprisingly, out
of all the originals paint
schemes, The version I like
best is number 146 with the
Targa Florio specifications,
Capps says. Youre not
going to see another just
like it at the local shows. My
car may be 14 years old, but
meatballs, numbers, brake

51

and is fitted with a Cobra Hi

Rise intake, Holley 715 LeMans float-bowl carb, and
Canton oil pan.
As for the chassis, the
same setup is used on both
the 427 and 289 replicas.
A box-tube frame runs a
custom front suspension
steered by a MGB rack,

and Jaguar independent

rearend, and each corner
is fitted with Wilwood disc
brakes.
So all told, while Capps
289 FIA has a precise period treatment, it benefits
from advances in automotive technology. With modern mechanicals, it improves on the original, and
still strikes like a Cobra.

SOURCES:

Unique Motorcars
http://www.uniquemo
torcars.com
cooler ducts, stone deflector and decals make it drive
like a new car. And the Tri-Y
headers and twin side pipes
play a 1960s tune at 2,000
rpm plus!
This car was actually
not the first Unique owned
by Capps. Back in 1993 he
ordered a 427 Deluxe Pallet
Kit (which comes basically
complete, except for installing the drivetrain and plugging in the wiring harness).
Like most Cobra buyers, he
thought the 427 body style
was the only one to own.
But a chance encounter
changed all that.
When in Uniques shop,
on the showroom floor was
a Viking Blue FIA roadster
that really caught my eye.

70
52

And that led to all the foregoing noted above.

After building Uniques
427 S/C, Capps company,
Mid South Gear Specialists,
began a business relationship with Unique, supplying
differentials and manual
transmissions. We build

all of Uniques differentials

and some of its Toploader
4-speeds.
Feeding power to the
Toploader on Capps 289
FIA is a 289 Ford, bored
.040 to open it up to 294
cubes with a 97.7:1 CR. It
spins Eagle H-beam rods,

Mid South Gear

Specialists
midsouthgear@
netzero.net

ERA 289 FIA/

USRRC
A Hybrid
of a Whole
Nuther
Hue

n amalgam of
sorts, this version of Cobra
combines details from both
the original FIA and USRRC
race cars. The color is a
darker blue, similar to the
USSRC cars, but with a red
recognition nose stripe
as used on the FIA team
cars. (The USRRC cars had
longitudinal white stripes.)
There are other differences, as its owner Jim Holden
points out:
I originally had a short,
plexi, curved racing screen

54

in front of the driver as

utilized on the USSRC cars,
he notes, since they were
not required by the rules
to have a full windscreen.
I eventually swapped that
out for a regular 289 windshield, but laid back at an
angle, as on the FIA cars
that were required to carry
full windshields. Passengers
complained that when they
got whacked in the head
by a bumblebee at 60 to
70 mph, it almost knocked
them out.
Another difference is
that the trunk lid does not

have the dimples as was

needed on the FIA cars to
clear the mandatory suitcase each car was required
by the rules of the time to
carry. The USRRC rules did
not require the suitcase and
thus, no dimples. Holden
made another change as
well
I also installed a curved
baffle around the gasoline
fill flip-cap as on the USRRC cars. It was used, so I
understand, to prevent the
wind passing over the car
at speed, as a result of the
lack of a windshield, from

siphoning the gas out of the

fuel tank.
Taking matters into his
own hands even further, the
drivetrain consists of a Dart
302 Windsor block, stroked
to 331 cubes, and fivespeed TKO trannie. Preserving the period look, the mill
is topped with Shelby Racings Weber intake and four
48 IDA dual carbs. After
describing the sidepipes as
being plugged into an angry
little motor to make music,
Holden says this setup ...
makes for a stout combination and I have enjoyed

55

driving and showing the

car immensely over the
last several years.
When asked about
the power output of this
mill, Holden replied:
Plenty. And he knows
well of what he speaks,
having built seven, yes
seven, ERAs over the last
30 years (two GT40s, 3
ERA 427s, an ERA 289FIA
and an ERA 289). And
that doesnt include a few
Porsches and other projects in progress.
The buildup on this

particular car starts with

ERAs box-tube frame, reinforced with an X-member for more torsional
rigidity. At the front are
ERAs proprietary A-arms
and uprights, and Spax
adjustable coilovers.
For the rearend, Holden
tracked down a dilapidated Jaguar XJ6. After
paying $80 to get the car
towed out a farmers field,
he had the rearend completely disassembled,
and only center section
was re-used with ERAs
outboard custom rear
assembly. All told, this
chassis is the same one
used on ERAs big-block
Cobras, so its clearly
overbuilt.

After ERA mounted

the body on the rolling
chassis, off to paint it
went. When it came back
from Tonys Paint Shop in
Massachusetts, the elves
at ERA installed the inner
aluminum panels and
Holden then took delivery
of the car on dolly wheels,
ready for final assembly.
The car went together in about a month and
a half, Holden relates.
Mostly on weekends with
a lot of standing and sitting
around, wine glass in hand,
and the BBQ grill waiting
just outside the garage.
Once it was up and running, he ran into a minor
problem. When Holden got
remarried (after his first
wife passed away), he acquired a couple of grown

sons as part of a package

deal. They all have the same
passion for motoring as
him, and he doesnt hold
back the keys to all his other cars as well.
Now I could be upset,
but, on the contrary, I consider myself the most fortunate of motor maniacs,
he says. A part of a (large
and very loud) family that

shares a passion for things

automotive and to have the
ability to enjoy a selection
of cars acquired over the
years that all can enjoy.

SOURCE:

Era Replica Automobiles

http://www.erareplicas.
com

57

Factory
Five
Racing
289 FIA
Going
Back to the
Beginning

hat do
you do after having
built more
427 Cobra replicas than any other
company in the world? And
also producing a Daytona
coupe, mid-engine exotic,
street rod and a world car
with a Subaru drivetrain.
Whats next?
Simplego back to your
roots. With a name like Factory Five Racing, you create
an exacting reproduction
of a legendary race car, the
289 FIA.
Whats remarkable is
58

60

that FFR wasnt all that

concerned about
the lack of a
strong business
case for building yet another
Cobra replica,
given that several
other companies
already are doing so, as noted
in this issue. No,
what motivated
Dave Smith and
his crew to build a 289 FIA
was simple: We
wanted to. This
gear-head passion for motorsports has been
driving the company right from
the get-go, and
runs deep in its
veins.
So what differentiates the
FFR 289 FIA from others on

the market? To start with,

the original inspiration
was from CSX2260 #14,
raced by Dave MacDonald, Jo Schlesser, Phil Hill,
Innes Ireland, and Masten
Gregory. Besides its competition pedigree, FFRs Dave
Smith prefers the look of
this particular cars fender
flares and stance, among all
the other design variations
done back in the Sixties,
and went to some pains to
make this body dimensionally correct in all its details.
(The specifics are too numerous to list here, so we
recommend checking out
FFRs website for a summary.)
The chassis is another
key difference. FFR uses a
frame with four-inch (instead of three-inch, as on
the original) round tubes.
Also, while most other 289
FIA repros employ solely
an IRS, FFR offers a broader
range of choices, including
a live-axle setup. By offering
several setups, the same
ones used on the companys
427 Mk4 model, a customer
can opt for either the feel
of the original IRS, or have
the advantage of the sturdy,
track-proven 3-link used
on FFRs spec-series racers,
along with all the shock and
suspension options.
As we go to press, a

demo car for driving was

not readily available (which
we hope to rectify soon),
but having driven a number of FFRs 427 models,
we have no doubt that this
chassis can be made to
work in whatever application, from street to track,
that a builder might have in
mind.
The engine on FFR 289
FIA shown here has way
more ponies on tap than
the original 289 small-block

Cobras did, which were

variously rated anywhere
from 271 to 303 hp. FFRs
kit comes configured to accommodate the 289 or 302
engines, which means a 351
can fit as well.
Ford Racing supplied a
347ci mill, rated at 450hp
at 6000 rpm (with headers and a 650cfm Holley
carb), and 400 pounds of
torque. But this particular
application has Weber IDA
48 carbs from Redline for a
period-correct treatment. While
a Weber
induction
system has
a reputation
for being a
bit finicky
to work on
(especially
in order to
avoid a flat

spot in the power curve),

tuning Webers can be easy
if you know how, and make
for a truly satisfying setup.
In keeping with this
historic look, FFRs 289 FIA
package includes alternate
drive pulley assembly, oil
filter relocation kit, and
exhaust assembly to adapt
a Mustang engine and headers to vintage, single-tube
side exit exhausts. So basically, in order to head out
on the track, all you need
to supply is the drivetrain
and a paint job with racing
livery. CB

SOURCE:

Factory Five Racing

https://www.factory
five.com

61

BODY
TALK

Fitting an original 34 Ford

on a Modern TCI Chassis
By Steve Temple
Photos by Steve Temple and Lee Ercoline
42

t first glance, mounting a street rod

body on a frame might sound fairly
simple. With a little help from your
friends, just lower the cab down gently, and then bolt
it in place, right? Well, yes and no. As with so many
buildup projects, it turns out that theres more to it
than meets the eye.

To find out more,

we sought out some
tech tips from the
crew at Full Circle
Restorations, in the
process of replacing the
chassis on an original
34 Ford owned by Lee
Ercoline. The old frame
was a bit rusty in spots,
but even worse, the
suspension had been
lowered incorrectly by
a different shop, so the
ride quality was poor,
and the steering rack
was hitting the shock.

What made this job

even more complicated
was the fact that the
body had already been
painted, so it had to
be handled with care.
Its also made of metal,

rather than
fiberglass,
so it was
heavier. Plus,
the interior
and glass
were already
installed.
Not only
that, prior to
refitting the
body on a
modern TCI chassis, the
firewall and floorpan
had to be modified to
make room for the V-8
engine being set back
farther on the frame
for better balance and
more clearance up
front. (Even so, the
water pump clears
the radiator by only a
fraction of an inch.)
In addition, the
pumpkin on the live
axle rearend was too
close to the floorpan,
so that required
correction as well.
Fortunately, Direct
Sheetmetal supplied
a floor kit that makes
room for a bigger Third
Member, along with a
recessed firewall that
clears a small-block
V-8.
All this cutting and
splicing on the body are
worth the extra effort,
however, because the
TCI chassis improves

on the original setup

in a number of ways,
while maintaining
the correct body
mounting locations.
This companys 193334 frames feature
full-length, boxed rails
(instead of the flimsier
C-channel used back in
1934), plus rectangular
X-members for strength
and rigidity. Its
available with either
a stock-style front
crossmember with a
one-inch drop, or an
IFS front crossmember,
and a choice of
three different rear
crossmembers.
On this particular
vehicle, the fronts

have dual A-arms

with coilovers and an
adjustable swaybar. At
the rear is a parallel
four-bar setup with a
Panhard rod (rather
than triangulated upper

control arms). Lee also

opted for some swankylooking polished
control arms and the
extra stopping power
of Wilwood brakes. He
points out that the TCI
frame comes on a pallet,
with the suspension
components all neatly
boxed and ready for
installation. Bolting the

whole thing
together is a
fairly simple
matter,
notes Tom
Van Steyn of
Full Circle
Restorations.
(Well, at least
some things
went easy on
this project.)
While
this part was being
handled, Van Steyn
also welded in the new
firewall and fabricated
a stronger mount for
the Ididit steering
column. Besides
being sturdier due to
having a big flange,
it also seals up the
hole in the firewall
(which keeps out
mice looking to make
a nest, which can be
a problem at times).
Prior to mounting
the body, Van
Steyn dry-fitted and
then glued
down strips
of rubber to
the frame
rails using
3M contact
cement. He
prefers using
the type of
strips with
webbing in the
middle, since

theyre stronger and

last longer. No reason to
skimp here.
Once Van Steyn and
his burly crew hefted
the body on the frame,
it fit like the two had
been made for each
other. Well, it did take a
bit of gentle persuasion
to line up the mounting
holes, but once that was
done, the body bolts
snugged right down.
Now Lee has a 34
Ford that rides smooth,
handles right and
puts the power to the
ground. And no squeaks
from rubbing parts
or curious mice. Now
thats the kind of body
talk we like to hear!
CB

SOURCE:

Full Circle Restorations

12928 E. Blossom Court
Lockeford, CA 95237
209/727-3322
www.fullcircleresto.com

Heres a sequence showing the body being lowered onto the chassis, very carefully. Since the body is
made of metal, and already fitted with the interior and window glass, it took several burly guys to put it
in place.

The 34 Ford cab is on a dolly awaiting installation on the TCI chassis.

Heres the
front view
of the TCI
chassis, all
assembled
and ready
for body
mounting.

The rear view of the TCI chassis shows the boxed main rails
and webbing for extra reinforcement, along with an upgraded
four-link suspension. The original perimeter frame was not
very rigid, since it was designed to handle only about one
fourth the horsepower of the 350 Chevy V-8 used instead.

The TCI chassis also has an

adjustable torsion sway bar
in the rear.
BELOW: The parallel four-bar
rearend also has a Panhard
rod, fitted with urethane
bushings, for better suspension control. If the upper
arms are triangulated, the
Panhard rod is not needed,
but there might be clearance
issues otherwise.

The TCI front suspension features an adjustable swaybar with high-quality Heim joints.
66

67

Block-hugger headers from Sanderson make

routing the exhaust near the frame much
easier.

On the opposite side of the block, the Summit Racing Mini Hi-Torque starter fits in easily in the tight engine bay.

The new firewall is temporarily secured

with panel clamps to test fit it. Once all the
clearances are checked, the panel is then
screwed and plug-welded in place.

The transmission tunnel

was enlarged to make room
for the TH 400 transmission, which is set back
farther on the TCI frame.

Prior to transferring the cab to the new chassis, the old firewall had to be neatly cut out.
After test-fitting the block to make sure theres plenty of clearance for all the accessories, the
firewall is screwed and then welded in place.
68

69

Once the body is on the frame, Tom Van

Steyn gives the rear of the body a little extra
muscle to make sure it fits on snug.

The finished firewall is then

painted to match the body.

Van Steyn
welded
an extra
flange on
the Ididit
steering
column,
so it braces securely against the
firewall, and fills up the hole.

At the rear, the floorpan

needed some more clearance for the differential
housing. Direct Sheetmetal
supplied a floorboard kit with
extra room for the pumpkin.

Use a pry bar to line up the body holes with

the frame.

Full Circle uses Grade 5 body mounting bolts with a large washer, and are serrated underneath
the bolt head to provide a tight grip.

Prior to lowering on the body, reinforced rubber strips are

cut to fit and glued down on the frame rails.
70

71

Once the bolts line up, they simply

thread into the frame. No nut is required, since the rails are boxed and
sealed.

Once the body is on, the final steps include putting

the fenders and original grille shell back on the body.
Note the extra cooling fan for the small-block 350 V-8.

Insurance Coverages Available:

www.worldclassins.com

Rev Elations
Stomping the Throttle in a Cocky
Caterham 7 Makes for
Massive Fun

Text by Larry Weiner

Photos by http://ted7.com

hats it like for a guy whos used to

driving big, blown American
muscle cars to switch to a light and
agile British roadster? The short
answer: its all good.

As the editor of
Pentastar Power (the
companion magazine
to Car Builder), I have
the opportunity to
manhandle all kinds of
high-performance Mopars,
both vintage and late
model. From no-nonsense
Max Wedge Super Stocks
to the latest Kenne Bell
supercharged Mr. Norms
GSS Challengers, the
experience of driving
Detroit iron is quite a
bit different than the
kind of tossable, alfresco
experience that awaited

76

me with the Caterham 7,

but Im getting ahead of the
story.
The Superformance
facility, which has the
U.S. distribution rights to
Caterham, is located in a
modern Socal industrial
park in Irvine, California.
Upon arriving, I noted
several different models
from the Superformance
family, such as a 427 Cobra
and Daytona Coupe, both
dressed in Guardsman Blue
with traditional Wimbledon
White LeMans stripes. So
the Caterham certainly

keeps good company.

I was met by Nick
Nehrir who gave me a tour
of the facility and some
background on each of the
cars the company offers.
And trust me when I tell
you, Superformance offers
some seriously cool cars.
Besides the traditional
small- and big-block
Cobra and Cobra Daytona
Coupe replicas I noted,
the company also offers
GT40s and the most recent
addition, a repro of the
1963 Corvette Grand Sport.
(All of which will covered in

future issues.) I was highly

impressed by this array
of performance machines,
and am already planning
a return visit for some
more wheel time. But the
Caterham 7, in bare metal
with sinister black carbon
fiber accents, was the one
that I was there to drive.
For those not familiar
with its background, the
Caterham 7 is a descendant
of the original Lotus 7, a
vehicle whose roots trace
directly back to famed
racer Colin Chapman, who
founded Lotus Engineering
in 1952. Looking for all
the world like a car right
out of the 1930s, the
Caterham 7 is anything but
an antique. Nick was quick
to point out that under
the prewar-looking body
beats the heart and soul
of a thoroughly modern
sports car thats more than
capable of going toe-totoe with many of todays
modern road rockets.
Not only that, this
particular Caterham 7 is
a cut above a standard
model, as it was equipped
with a rev-happy, 2.0 liter
Ford Duratec, with custom
intake, four individual
throttle bodies, massaged
heads, and performance
pistons, plus a special

computer tune.
Altogether, these
mods deliver 240
horsepower at
a mind-bending
8500 rpm, no
forced induction
needed (although
a 320hp Rotrax
supercharged
engine is available
in the rhd-only 620R
Caterham). Peak torque
arrives at 6300 rpm, so the
engine responds well to a
heavy foot.
At first blush, this power
output might not seem
like much when compared
to the 1000hp Challenger
that I piloted on my way to
Superformance, but
by the same token,
the Caterham 7 is a
featherweight at less
than 1200 pounds.
After considering
the two-tons-plus
poundage of the
massive Mopar,
suddenly the
power-toweight ratios
take on a whole
new meaning.
I did the math
mentally
and quickly
realized that
the Caterham
7 is one bad-

77

to-the-bone sports car that

would need to be taken very
seriously.
Its typically delivered
in the same manner as
Superformances other
models: turnkey minus (the
Caterham comes complete,
except for installation of
engine and transmission,
which are included for
a total price of less than
$75K). An unassembled kit
saves you a few thousand,
but requires more more
buildup time.
Much like the modern
Ford Duratec engine that
powers it, underneath
the aluminum skin of the
Caterham 7 is a virtually

78

race-ready chassis. Strong

yet lightweight components
make up every part of this
vehicle, and the tubular
chassis that underpins
it is no exception. The
suspension uses fully
adjustable dampers with
Eibach springs, and the
extremely precise rack-andpinion steering is responsive
to the slightest inputs.
A quick overview of the
Caterham 7 was in order
before blasting out of the
garage and embarrassing
some of the unsuspecting
BMWs, Porsches, and
Jaguars that are so common
in this area of Socal. The first
order of business was re-

learning how to get behind

the wheel. Rather than
simply sliding in sideways
as I normally would, Nick
suggested that I climb up
over the coachwork, stand
on the seat cushion and slip
myself in under the steering
wheel. While certainly
not something Im used to
doing, it did not require the
flexibility of a contortionist.
One simply needs to be
more agile getting behind
the wheel of a Caterham 7
than a contemporary car.
Once inside the
Caterham 7, I found it to
be surprisingly roomy and
quite comfortable. The
next order of business

was a quick review of the

switchgear. The six-speed
manual transmission
was simple enough, with
a traditional gear shift
sticking out of the floor and
the shift pattern engraved

on the knob. Ditto the

straightforward placement
of the pedals, but Nick
warned me that the travel
on the clutch was extremely
short, in fact, only a couple
inches.

Other than that, the only

other thing that took a little
getting used to was the
turn signals. Rather than a
stalk off the left side of the
steering column, there are
two buttons on the carbon
fiber dashboard, one for
the left signal, the other for
the right. One push on, one
push off.
Theres also a sportmode button that opens
a bypass on the exhaust,
giving it a raspier sound,
while altering the throttle
response and engine
calibrations for even more
enhanced performance.
The last distinctive item
of note was the startup
method: turn the key to

79

the on position and

push the starter button
on the dash to awaken the
little giant-killer under
the hood. Altogether, the
Caterham commands driver
involvement and manual
actuation at every level
(in dramatic contrast to
the driverless cars of the
future), traits that truly
endear us to its elemental
configuration.
The engine responded
instantly and settled down
to a pleasant burble. Sitting
on the left side of the car,
the sound was not quite
as loud as if it had been a
right-hand-drive model
with the exhaust right
under my ear. Looking out
over the long, louvered

80

bare-metal hood, I slipped

the clutch back in, put the
short stick into first and
carefully let the clutch up.
Just as Nick had cautioned,
it engaged almost instantly.
Pressing down gently on
the gas pedal, we were off
and running. No, I didnt
leave any strips of sticky
Avon CR500 directional
rubber on the pavement,
but it sure would
have been very
easy to do.
A quick
familiarization
drive around the
industrial park
and I was ready
for to mix it up
with anything
on the road.

After putting some miles

down on surface streets, a
freeway on-ramp appeared
and away we went. Hitting
the ramp at a 25mph roll
in Second gear, stomp the
pedal to the metal and in
what seemed little more
than a split second it was
time for Third, followed by
Fourth and into Fifth.
Throttling up engine

through the gears in the

Caterham 7 is like riding a
fire-breathing dragon thats
capable of scorching the
countryside. Yee ha, were
having fun now! Looking
down at the speedo, I
realized that we were well
on our way to approaching
triple digits and common
sense dictated slowing
down to at least the pace
being set by the traffic in
the fast lane.
After a quick jaunt up
and own the freeway, Nick
suggested that we pull off
and install the side doors.
This would eliminate much
of the buffeting and wind in
the face from our freeway
blitz. It took mere moments
to install the doors and
we were off and running
again. Sure enough, the

small doors may not look

like much, but they work
wonders and made driving
at high speed a much less
windblown event.
After about an hour in
the seat, it was time to head
back to Superformance.
I can honestly say that
driving the Caterham 7
was a hoot, and I would
do it again in a second.
The experience is so
much different than a
regular car. When youre
driving a Caterham 7, it
boils down to simply a
man and his machine. As
noted, its devoid of all
of the distractions and
the cosseted, cocoon-like
cockpit environment that
is so typical of production
vehicles today. Trust me,
you will not be texting,

sipping a caramel latte or

chatting on a cell phone
when youre driving a
Caterham 7. Quite the
opposite really, because its
just you, the car and the
road, in that order. Anything
else just gets in the way.
After my time behind the
wheel of the Caterham 7, I
think that The Rocketeer put
it best after the first time
he took off with a jet pack
strapped to his backI like
it! CB

SOURCE:

Superformance LLC
6 Autry
Irvine, CA 92618
Phone: 949/900-1950
direct: 949/900-1961
www.superformance.
com

www.b-racing.cz/en

WILD N
WONDERFUL
Our Hot Picks at Renos
Hot August Nights

Text and photos by

Steve Temple

e go to car
showsa
lot. Big and
small, from
classy and sassy to wild
and wonderful. One event,
however, combines all these
intriguing traits into one
massive event, filling up an
entire city. While it started
out in 1986 as a way to
boost tourism in the slow
summer season, today Hot
August Nights is hands
down the best and biggest
happening of the year held
at The Biggest Little City in
the World.
Primo collections of cars
and trucks gather at each of
the major casino resorts and
surrounding venues, about
two dozen locations in all,
and showcase spectacular
rides, cruises, auctions, and
entertainment. Celebrating
Americas love affair with
cars and rock n roll, Reno
turns into a capital of
car-culture capital for a
week or so in early
August, displaying
an amazingly diverse
range of 76-and-older
models. Everything
from classics to
kustoms, rods to
muscle cars, restos to
restomods, along with
86

A hot, flamed 39 Ford, possibly from the

Land of Ozes hot rods.
The Grand Sierra
Resort is one of the key
HAN hangouts, with loads of
cars and free concerts. This
428-powered FFR Cobra wore
its plate well: IDOBITE

swap meets and nostalgic

automobilia. You name it,
you can find it at HAN.
So what does this all
have to do with readers of
Car Builder magazine? In
one word: inspiration. HAN
has so much innovation and
creativity of expression, that
car folks can get all sorts
of ideas and motivation for
their own projects, whether
for the engine, bodywork,
upholstery, paint, or
whatever else strikes their
fancy.
While we dont have
space to show more than a
choice selection out of the
many thousands of spiffedout rides on hand, we were
able to glean some tastylooking plums for your
pleasure. Enjoy, and let us
know if you plan to attend
next year, so we can
be sure to check out
your ride!

SOURCE:

Hot August Nights

http://www.
hotaugustnights.
net

A Bad to the Bone 69 El Camino with a B&M

blower and some menacing graphics.

We totally agree with the statement

in the rear window of this multi-colored 31 Ford Phaeton.

87

This 41 Chevy pickup is just what the Forest

Service needs for patrolling the High Sierras.
Above: Is that a whiskey
still or a Chevy V-8 in this
37 Ford pickup? (Note
the mini-kegs and copper
tubing.)

A Track T with some provocative hood

bulges.

A 48 Ford rat rod with a rubber

rodent chained to the grille.
Showing a little
tyke how to handle an authentic
56 Porsche 356.

We came across more

than a few Cobra replicas
at the event, even though
most were likely built
after 1976, so its the year
of the model, not the actual manufacturing date,
that matters.

An Auburn Boattail Speedster

replica shows off its sensational bodywork.
88

Cars and crowds pack the

streets both day and evening
Reno for Hot August Nights.

Got lug nuts?

Wounded Warriors offered a

raffle Cobra to support their
cause.
89

An exclusive 10th
Anniversary Diamond Edition Superformance replica
with a Roush stroker motor.

A four-seat Meyers Manxster

with King Shocks and a whimsical Hudson Hornet Piston Cup logo.

A 37
Chevy couple tastefully modernized a tad.
Check out
the Bowtie-shaped
gas filler
door.

The owner of this

collectible classic 57
300C Chrysler tampered with history
to turn it into a Pro
Street version.

Can you say Cuda? Heres a really clean 70

in purple and black.

Was this what the Joads drove on Route 66 in

the Grapes of Wrath?

One fine-looking kustom with flames, whites,

pinstripes and loads of chrome.
Gleaming Inglese induction on 1HOT26T
(note license plate).

A smoothed-andfrenched sedan delivery with a sweet

orange paint job.
90

91

STEALTH
BOMBER

Shell Valleys
Shop Cobra
Drops the Bling
for Badass

97

Text and photos by

Steve Temple

obody
ever
said
a Cobra is subtle.
Its loud and proud,
announcing its
presence long before
even arriving. So why
bother with a whole
lot of bling? Indeed,
why not go to the
other extreme and
eschew all the shiny
metal?
Thats exactly
what Travis Roth
and his crew at Shell
Valley did with their
shop Cobraand
more. As Roth notes,
Everything on this
car was blacked out
the windshield,
roll bar, bumper,
mirrors, louvers
everything!
We frankly give
him and his staff
credit for breaking
from tradition,
considering just how
many replicas with
chrome and other
car jewelry weve
seen over the years.
Not that theres
anything wrong with
a bit of flash, but
variety is the spice of
life.
94

Which is right in keeping

with the companys history,
since Shell Valley has
done all sorts of various
designs over the years.
Besides the understatedyet-menacing Gen II Cobra
shown here, the lineup of
cars produced over the last
four decades or so includes
the following other replicas:
Daytona Coupe, 29 A
Roadster, Cheetah, and Jag
C-Type, along with a line
of fiberglass replacement
Jeep bodies. This firm
also produces custom
fiberglass products for the
agricultural, marine, sports,
auto racing and industrial
sectors. (And that doesnt
include all the original-spec
components produced for
other kit and restoration
companies.)
How did the firm develop
such a diverse range of
offerings? Shell Valley was
originally founded in 1970

by Jim Swoboda, producing

fiberglass pickup covers,
boats, canoes, and Jeep
bodies. He then partnered
with his brother, Robert,
in 1972. His brother Steve
joined the business in 1982
and Shell Valley began
producing the 427 SC Cobra
Replica.
In 1997, Rich Anderson
purchased Shell Valley and
acquired Midstates Classic
Cars and Parts from Bob

Kallio in 1999. Anderson

combined both technologies
and the best features of the
Shell Valley and Midstates
Cobra Replicas to develop
the Generation II Cobra
Replica, introduced in
2007. In 2009, Travis and
Deanna Roth purchased the
company and assets, and
has continued to refine this
mainstay of the line.
Today, the body benefits
from extensive engineering

in the mold design, allowing

it to be laid up in one piece.
This setup includes the
shoulders for the hood,
trunk lid, and doors.
Inner liners are
laminated into the outer
door panels, creating a
conventional full-cavity
door. Both hinge and latch
locations are molded in
as well for a clean fit and
finish. The same is true for
the hood and trunk fit. The
use of a Kevlar/fiberglass
hybrid lamination makes
for an even stronger body
than a conventional layup.
Beneath the tough skin
is a 2 x 4-inch box-tube,
ladder-style frame. A
standard feature on the
Shell Valley frame is the
use of dropped foot boxes
on both the driver and
passenger side for more
cockpit comfort, which fits
customers as tall as 6 2.
This frame is fitted
with tubular Mustang II
fronts and a Ford 9-inch

96

rearend. The latter features

a custom Shell Valley
housing with Moser axles
(3.50 gear with Detroit
Truetrac Locker) and a fully
adjustable aluminum 4-link
suspension setup. QA-1 coilovers are at all four corners
(350-pound springs in the
front and 225-pounds in the
rear). The steering system
consists of a Ididit steering
column, 9-bolt black leather
wrapped steering wheel,
and a Mustang II quick-ratio
rack and pinion (3 turns
lock to lock).
The mill under the
hood is from BluePrint
Engines, a 351 Ford bored
.040 over and stroked to
408 cubes. It started out
as a standard crate engine
(though BluePrints version
of standard goes further
than some bare-bones
crate engines, since it
comes complete with fuel
system, ignition system,
plugs, wires, and the water
and fuel pumps). Added

to this base package is

a balancer and Petronix
Flame Thrower distributor,
plus some dress-up items
such as polished aluminum
heads and intake (the only
shiny metal on the whole
car).
The hydraulic roller
camshaft and Holley 750
carb combine to deliver an
output thats somewhat
elevated over BluePrints
stock numbers: 435 horses
and 505 lb/ft of torque.
These figures funnel
through a Tremec TKO
600 fitted with a Quick
Time bellhousing and Ram
Clutch.
For better of venting
exhaust gases, the block
is fitted with Shell Valleys
custom, ceramic-coated
headers. The companys
custom sidepipes have a
new type of heat treatment
as well:
We are experimenting
with a hi-temp black
powder coat that has held
up well over the past year,
Roth notes. We are also
experimenting with a new
sidepipe on the drivers
side with a louvered case
around the muffler on the
inside of the car so you
dont see it. While no hard
data on the performance
is available at this point,
but he does say it keeps

muffler casing much cooler!

(Thus reducing the risk of
a snake bite from a hot
pipe.)
Continuing with the
ebony color scheme,
recessed into the dash are
VDO Vision Black series
gauges. And the seats,
carpet, and door panels
are all done in black. Silver
stitching in the upholstery
echoes the silver pinstripes
on either side of the black
racing stripe, laid over a
custom mix for the main
body color.

Black trim rings

surround the Tri-bar
H-4 Halogen headlights,
bringing up the rear are
Shell Valleys new LED
rectangular taillights.
The American Racing
Torq-Thrust II rims (17x7
front; 17x11rear) are
coated in satin black (of
course). Tires are Nitto
NT555 (245/45R17 front;
315/35R17 rear). So all
told, this stealthy bomber
shows that black is the new
black! CB

SOURCES:

Shell Valley Classic

Wheels, Inc.
23119 287th Street
Platte Center, NE 68653
Toll Free: 888-246-0900
Website: www.
shellvalley.com
BluePrint Engines
http://blueprintengines.
com

Build-Up
Rod Rework
Tips
T

Products and Techniques to

Make Your Project Go
Easier, Faster

ver the years weve seen all

sorts of automotive projects,
some simple, others much
more challenging and time consuming. Whatever the type of buildup,
everybody agrees that its better to
work smarter, not harder.
So thats why weve collected a
batch of buildup tips to make your
life easier. Granted, not all of these
apply to every type of project, but
you never know when one of them
comes in handy, perhaps on friends
vehicle, or even on a completed car
that needs an upgrade or some TLC.
Some of these tech items came
from various aftermarket companies, and others from our readers.
So we invite you to share your experiences, as we plan to run this
feature as a semi-regular series.
Just send us an email with some
photos to steve@kitcarclub.com

98

om Van Steyn of Full Circle Restorations (featured elsewhere in this

issue on a body drop for a 34 Ford),
has shared a number of practical,
hands-on tips with us over the years.
While hes worked on a few kit projects, his main line of work is restorations and restomods of a wide range
of cars and trucks. The replica rod
shown here (no longer manufactured)
required a number of modifications,
such as cutting and re-glassing the
dashboard and reworking the gaps
between body panels. If youre encountering some challenges on your
project car, hes a talented and knowledgeable guy to contact.
http://www.fullcircleresto.com

Battery Balancing Act

F
or optimum weight distribution, relocating the battery to the right rear
corner is a time-honored tactic, since it
offsets the weight of the driver to some
degree. Space is sometimes limited in
the engine bay of certain types of project cars (such as Cobra replicas and this
street rod completed at Full Circle Restorations), so this setup solves another

issue as well. When extending the battery cables,

though, reduce the electrical resistance with either
1- or even 0-gauge wiring.
And be sure to secure the
battery in box or tray.
99

Big or Small Block V-8?

D

ecisions, decisions.
Sometimes engine
choice is dictated by the
engine bays dimensions,
but if not, which size is better? Christian Nelson at the
Engine Factory shared a few
pointers, since its a common question he hears.
At one time, getting the
desired displacement meant
stuffing a big-block between
the frame rails. But with
the advent of stroked smallblocks, you can have it both
ways, and put the big pot in

100

the little.
Even so, a big block really fills out the engine compartment, and delivers gobs
of torque and a menacing
rumble to boot. But keep in
mind that its heavier on average, (200 pounds or so),
making the car harder to
handle. It also runs hotter,
consumes more fuel, and
costs more to build.
Thats why Nelson usually tries to steer customers
to a stroked small-block,
anywhere from 331 to 363

cubes, depending on the

brand. And a 351 can be
stroked to 427 cubes. This
approach makes for nimbler
handling and stopping, plus
theres more room to work
on it. He points out that
with todays technology, a
stroker can develop 400 to
500 lb/ft of torque easily,
without a stretch. And with
a properly matched cam it
can still sound very impressive.
www.fordcobraengines.com

Paint
Protection

efore you hit the road,

protect your project cars paint from debris damage with XPELs
Tracwrap, an affordable,
temporary paint-protection
film. Designed to prevent
rock
chips and
other
paint
damage,
it can be
easily
self-installed
for one-

time use. Developed to protect vehicles at race tracks,

it preserves the finish on
all types of vehicles with a
thicker, 8mil urethane film,
@AcmeCarCo

Facebook.com/
AcmeCarCo
Parts, Builds,
Restorations, Shop Services

AcmeCarCo.com

@Acme
Composites
Facebook.com/
AcmeComposites
Fiberglass Manufacturing & Prototyping

Acme-Composites.com

@BerrienBuggy
Facebook.com/
BerrienBuggy
Dune Buggies, Sand Rails,
Component Manufacturer

BerrienBuggy.com

and will not harm a vehicles finish. www.tracwrap.

com

THE ACME COS

ARE AVAILABLE TO HELP WITH YOUR

AUTOMOTIVE PROJECT, FROM
BEGINNING TO FINAL COMPLETION.
We are looking for Berrien Buggy by Acme
dealers, domestic or foreign.

201 ROSS AVE, NEW CUMBERLAND, PA

(717) 774-9450

TheAcmeCompanies.Com
FULL SERVICE SHOP SERVICES AVAILABLE

Bigger Webers for More Power

im Inglese has been building Weber 8-stack carburetion for V8s for over 35
years, and its fair to say he
offers more configurations
and accessories for customizing them than just about
anyone else in the business.
Among his latest offerings
are these billet aluminum
velocity stacks that enhance
the visual impact of 48IDA
Weber carburetors. Theyre
noticeably larger in appearance than the factory steel
stacks, emphasizing the
8-stack look.
All of Ingleses 8-stack
units are custom-built and
calibrated to order. This
type of carburetor is actually extremely simple

Cover Me

ranslife oil coolers from

Flex-a-lite have long
been trusted to protect
automatic transmissions,
power steering and other vital components from
damage caused by oil overheating. Now Flex-a-lite has
developed a line of cover
plates to protect these oil
coolers from rocks and other debris.
102

with very
few moving parts.
There are
no metering rods,
power
valves,
rubber
seals, diaphragms,
or plastic
parts. The
accelerator pump on the 48
IDA is a brass piston, and
the throttle shaft rides in a
set of precision roller bearings.
These carbs are have a
reputation for reliability,
so theyre not just for racing, but also well-suited to

Flex-a-lite cover guards

are made in the U.S., formed
and punched from 1/8-inch
aluminum. They securely
mount on Translife oil coolers using Flex-a-lite Gator
Clips. The design allows

VDO Gauge
Meister

street use and long-distance

cruising. By feeding each
cylinder individually, they
make much more power
over the entire rpm range,
an ideal trait for both the
street and road course.
www.jiminglese.com
airflow, but protects the
cooler from larger items
that could potentially damage it. The covers also adds
a cool, performance appearance to the oil cooler. They
can be painted black to hide
the cooler from being seen
through the grille. Coolers
come with either 3/8-inch
barbed or -6 AN fittings,
and they are available with
a new J style return line.
www.flex-a-lite.com

eveloped in association
with Continental/VDO
by both Kevin Hines of Special Edition and Henry Reisner of Intermeccanica, these
gauges feature 100mm
metal cases, the same size as
the original Porsche gauges
of the day. They also have a
green glow and are face lit,
as original, instead of back
lit. What else is different?
The Speedo is a 12V
electric unit, with no speedo
cable, and uses a concealed
GPS antenna for the speed

info (or a Hall type sensor

as well). The tach is also
electric, reading from zero
to 8000rpm, with a redline
at 6200rpm. This cluster
has the turn indicator light,
emergency brake warning
light and driving light indicator in the bottom (six
oclock position). The DIN
switches on the back can
be set for 4, 6, or 8 cylinder
engines. The Combo gauge
displays oil temp and fuel,
along with the row of four
warning lights.
In related news, a new
smartphone app is available
for the innovative VDO instrument line. Called Gauges2Go, the new VDO app
is available, free of charge,
from iTunes for use on all
iOS smart devices and Google Play for Android.
The new VDO Gauges2Go app allows enthusiasts
to view VDO gauges in a
virtual simulation as if they
were mounted right on their
dashboards. It includes a ful-

ly functional GPS speedometer, so any mobile device or

tablet with the application is
able to produce an authentic
looking dashboard.
The dashboard is easily
customizable and can display any of the current VDO
gauge lines, allowing users
to toggle between displays
and pick the instrument
look they like best. The app
also gives the user the option to change the gauges
illumination as well as its
bezel type and style.
In addition to the dashboard simulation, the VDO
Gauges2Go app provides a
direct link to the entire VDO
Instrument online catalog
and offers easy access to a
dealer locator.
www.vdo.com/usa
http://www.beckspeedster.
com
http://www.intermeccanica.
com

103

In the Clutch

pace in the drivers footwell is usually pretty limited in many project cars,
so being able to adjust the clutch pedal is
a real advantage. In addition, compared
with factory-style originals, most modern
high-performance aftermarket clutches
require less travel to disengage. As a result,
the pedal often sits higher than the enthusiast might desire. In fact, the factory pedal
could often benefit from a slightly lower
position.
Ram has pioneered a new clutch pedal
adjuster (PN 78300) that not only corrects the pedal height of all aftermarket
high-performance clutch
systems, but
also OEM
systems. It is
designed to
function with
any OEM or
aftermarket

hydraulic clutch system and to minimize

any concerns associated with the over-travel of the release bearings. (Release bearings
with excessive travel can destroy the bearing or cause the clutch diaphragm to travel
over center, resulting in high rpm engagement troubles.)
This new Ram HSA (Hydraulic System
Adjuster) is easily installed and is adjustable without lifting the car if the valve is
mounted under the hood. www.ramclutches.com

Beat the Heat

o provide some natural convection

in a hot rod, try installing
some of the aero plastic vents.
Aircraft supply houses can be a
great source for all sorts of cool
accessories to customize your
project car. Heres a couple to
check out:
http://www.lpaero.com
http://www.aircraftspruce.com

104

Throttle Up at Lower Cost

ight Stack Injection

systems are used by a
number of crate-engine
companies, especially those
supplying Cobra replica
companies. Eight Stacks
ITB (Individual Throttle
Body system), was introduced earlier this year at
the Grand National Roadster Show, and it has become a hit with car and
engine builders looking for
a stack injection system at
a lower cost. Available on a
number engines, including
Ford FEs, the latest offerings include both a small-

Exhaustive
Efforts

hen installing a custom exhaust system,

its usually better to start

block Ford package and the

new Coyote engine, which
includes a transmission as

well. http://www.eightstack.com

at the rear and work forward, since most of the

clearance problems have
to do with placing the muffler(s) and tubing that goes
over axle. In some cases,
though, you might need to

make sure that a pre-welded component, such as an

H-pipe, is compatible with
the manifold configuration.
Whichever approach you
use, dont clamp anything in
place until you have everything in the correct location and cut to the correct
length. Fit the pipes together and hang them with rope
and/or bungee cords. This
method helps to determine
the right height of the pipes
relative to the floorpan,
crossmembers, and driveshaft.
105

Tube
Bending
C
ustom automotive modifications such as engine
swaps, disc brake upgrades,
transmission changes, and
fuel line routing all require
custom tube bending. Routing tubes on a project car,
though, can get exasperating and be really time
consuming. Classic Tube
can minimize the hassle by
precisely bending stainless
steel or OEM steel tubing
to match your supplied
patterns. The company will
also install the correct fittings and create the flares
you need for your custom
project regardless of the

application, import or domestic, car or truck.

If you need one custom
tube or the plumbing for a
completely custom vehicle,

Available now from $13,900

www.bauerltd.com

catfish 1/4h.indd 1

106

7/1/14 6:06 AM

Classic can make it exactly

as you require. Complimenting its stock replacement
pre-bent fuel, transmission,
brake, vacuum and hydraulic lines, this firms custom
work can fill in any gaps
you have in the project. The
company also offers DIY
bending tools, fluid, fittings,
distribution blocks and
more for your custom job.
Classic Tube can create
whatever you need in 1/8 to
5/8-inch tubing, along with
oversize fuel lines for high
horsepower applications.
www.classictube.com

Draining Experience

lowered suspension
can make even routine
maintenance a challenge.
Changing your engine oil
might require a floor jack
and/or ramps just to get
at the pan with a socket
wrench. But Femco has an
easier way.
The Femco Compact
drain plug is designed to
replace the factory drain
plugand never have to
be removed to complete an
oil change. The Compacts
design is the lowest profile
of drain plugs that Femco
manufactures, and is best
suited for low-profile vehicles or applications where
space is limited. This setup
allows consumers to install
the quick oil drain plugs on
passenger vehicles that only
have a few inches of ground
clearance or when skid
plates are mounted close to
the engine.
When it is time to do an
oil change, remove the dust
cap, attach the drainer and
drain the oil. As the drainer is being screwed on to
the Femco Compact drain
plug, the drain valve will be
pushed open so the oil can
be drained. The Compact
drainer comes with a hose
attached so the oil can be

directed to a catch container. With the use of the hose

there is no chance of spills.
Once the oil is completely drained, remove
the drainer. As the drainer is unscrewed the drain
valve will recess and the
Viton O-ring on the drain
valve will seal the drain
plug. Once the drainer is

Frame
Cushions

ere big on safety

tips, to prevent getting injured when working around a bunch of
loose car parts. To avoid
scraping or banging your
shins, cover up your cars

removed, replace the dust

cap and new oil is ready to
be added. The dust cap has
twin O-rings to prevent dirt
getting between the threads
and dust cap, for an easy
way to remove the cap and
start the draining of oil, as
well as an added seal. www.
femco-drain.com
frame horns with an old
towel, and secure it with
bright-colored hazard tape,
such as this red-and-white
striped type.

107

amber lights signal to add

or let-off gas. Engine warning lights can be connected
to any two engine warning
signals to prevent missed
engine warnings and blown
engines. LightSpeeds patented technology provides sharp
images and allows use with
polarized sunglasses.
The HoloShift features
quick-control dials for rpm
calibration and brightness
innovative optics by proadjustment for day or night.
viding key information that
A transparent reflective film
can be interpreted instantly
applies to the windshield
without the need to divert
at the drivers height prefeyes from the road.
erence. Wire installation is
A series of five rev lights
similar to most aftermarket
plus shift light, 500 rpm
tachometers with the addiapart, provide shift timing
tion of optional engine warnoptimization. Launch lights
ing signals. http://www.
result in faster reaction
lightspeedautotech.com
times, with a green light
that lets drivers know they
are at launch rpm , while

Shifty Business
F

or an electronic display
to aid in high-performance driving, check out
LightSpeed Automotive
Technologys new the HoloShift windshield Head-Up
Display (HUD). Featuring
rev lights, shift light, launch
control, and engine warnings, its designed to optimize driver performance
through intelligent human
factors engineering and

All-Purpose
Adhesive

etting various items to

stick together, especially made
of
dissimilar
materials, can
be challenge.
But

108

weve found that Plastex works remarkably

well on everything from
fiberglass to metal to
particle board (better
than wood glue). Simply sprinkle the powder onto the surface,
and add a few drops of
the solution. In a matter of minutes the mixture
sets up. Its ideal for fixing
cracks or crazing in old

Hello Dolly

Getting
Wired

ntangling a nest of loose

wiring can be a real pain,
but our friends at Panavia
recommend using harnesses
from American Autowire, as
shown on this Cobra replica.
This shop handles repair and
restoration on a wide range of
projects, mostly Cobras and
Corvettes. They point out that
the wire gauge is heavier, the
connectors work well, and the
diagram is clear and understandable. Also, they say the
fuse box is nicely designed as
well.

http://www.panavia.com
http://www.americanautowire.com

fiberglass, and you can use

this kit to make small parts
as well.
http://plastex.net/

eve seen some very

nice metal dollies
used by professional
shops to move around
project cars, such as this
locking, adjustable Zendex unit in high-visibility
pink paint. But a much
more affordable alterna-

tive (strong enough for

just a frame or body), is a
wooden dolly from Harbor
Freight. And if the
height isnt right,
just stack some
2x4s on it.

In the Clear

ne of the more common problems on a project

car, especially one with a classic design, is finding
enough clearance, such as between the steering shaft
and exhaust headers. Unfortunately, theres no quick
fix (short of banging on the pipes with hammer), so
its better to mock up the location of your steering
column and size of the headers prior to installation.
U-joints can make this job simpler, but if you need to
use more than two of them, some
sort of shaft support is necessary.
Borgeson is a good source for this
component, along with a shorty
column thats mounted higher,
under the dash, to make for more
leg/pedal space as well.
http://www.borgeson.com
109

BRING IT FORWARD
How Acme Achieved a New Peak of Performance

in a Classic Fifties-Era 550 Spyder

Text and photos by Steve Temple

aking some liberties with

historical accuracy is hardly
uncommon in the replica
world. After all, if the original
can be improved upon, while avoiding
throwing out the baby with the
bathwater, then why not revise history
a bit? The key is to capture the flavor of
the authentic item, but spice it up a bit
or a lot.
Thats exactly what Acme did by
powering a 550 replica from Thunder
Ranch with a 215hp, 2.4L from a 71
Porsche 911. This Spyder has way more
beans than youd normally see in a
car that weighs a mere 1500 pounds.
Typically 550 replicas employ the triedand-true VW Type 1, delivering 50 or so
horses in stock trim (though most are
breathed on to produce higher levels of
output).
Thats right in keeping with the
origins of the car, because the first Type
550s built back in the Fifties used the
Volkswagen-based Super 1500 opposed
four-cylinder engine that produced
70 hp in street trim. Even though the
Type 528 1500 S engine wasnt much
of a threat to the Jaguars, Ferraris
or Maseratis, the original prototype,
Type 550-01, won its first race on the

110

famed Nurburgring, and

then it, along with the
second example, Type
550-02, scored a First and
Second finish in its class
in the grueling 24 hours
at LeMans. And those
same two cars went on
to triumph in the Carrera
Panamericana, the fabled
Mexican Road Race (hence
the use of the Carrera name
to this day, since this era
represents the cornerstone
of Porsches storied racing
successes).
Even so, Porsche
engineers went onebetter with a sophisticated
(and complicated)
4-Cam engine built by Dr.
Ernst Fuhrmann, which
eventually churned out
as much a 135hp at
7200 rpm. Less wellfunded privateers ran
the Porsche 356s 1.7L,
110hp pushrod engine.
So no two original 550
Spyders were exactly
alike.
All the more reason,
then, to experiment with
a hotter mill in a repro,
since that was done
on the original as well.
Over the years Porsche
engineers refined
both the body and the
mechanics of this model,
culminating in the all
112

new 550 in 1955.

All of which leads us
to the 550A-6 option
previously offered by
Thunder Ranch (soon to
be offered by its successor
company, Rock West
Racing). It uses the 550A
wide body with motor
mounts for a 911 six-

cylinder engine, and a

transaxle from either
a 911 or 914. Chassis
modifications include
a four-link DeDion rear
suspension, Panhard
bar, Aldan coilover
shock absorbers and a
modified 914-6 header
exhaust system.

On this particular build,

the donor parts came from
a Porsche 911 (model E),
which included the engine,
transmission, rear bearing
carriers, rear axles, CV
joints and rear brakes. The
engine was completely
rebuilt to newer specs by
Translog of York, PA, which
also handled the trannie,
with the ring and pinion

114

flipped for a mid-engine

application, using a 914
shift system.
To add further stability
to the DeDion suspension,
and compensate for the
torquier engine, Acme
installed reinforcements
behind the rear bulkhead.
Also, additional frame tubes
run parallel to the frame
rails in the rocker panels

to join the front and rear

hoops together and provide
more cockpit protection.
At the front is a VW
Type 1 suspension: torsion
spring/ trailing arm
suspension, ball joint style,
with the torsion tubes
welded into frame. The
tire and wheel fitment is
in a staggered setup, with
205/55ZR16s up front, and
225/55 ZR16.
Other mods
done by Acme
include dual
12v power
outlets, and
a custombuilt heater
that uses the
hot engine
oil circulated
through an
aluminum heat
exchanger. Air
is circulated
by two 12v
computer fans
(is that high
tech or what?).
As for
aesthetics, the
cars cockpit
is finished off
with Mercedes
leather seat
upholstery,
German
square-weave
carpeting, and

custom door handles. The

back of the cockpit has a
slight intrusion from the
engine area between the
seats to accommodate the
larger Porsche drivetrain.
The exterior color is a PPG
single-stage British Racing
green based on a mid-80s
Land Rover color code.
These sorts of upgrades
are standard fare for the
company. In business for
30 years, Acme is very
experienced in a variety
of builds and types of
vehicles. This company and
its subdivisions currently
manufacture four models
of Berrien Buggy dunebuggy bodies. Berrien

115

manufactures three
models of frames for
street-driven, VW-based
buggies/kit cars, and 11
models of off-road sandrail
frames.
The firms other
divisions include Acme
Car Co., which sells parts
for air cooled VWs and
other components for
the specialty car hobby,
and provides build and
repair services for kit
cars and other specialty
vehicles. Acme Composites
manufactures a wide range
of fiberglass products for
industrial and automotive
applications, and provides
mold-making services, too.
All told, this 550 Spyder
repro displays a number
of newer influences, but
all for the good. With

116

the configuration of a
classic racer and some
contemporary touches,
it makes the most of its
performance potential.
Which is pretty what Dr.
Porsche probably had in
mind to bring it forward.
CB

SOURCES:
Acme Car Company
http://acmecarco.com
Rock West Racing
http://www.
rockwestracing.com

Builders
Tips
By John Mickle of Acme Car
Company

e believed early in
the build that we
would have space issues at
the rear of the transmission
due to the exhaust system.
For that reason we decided against the normal cable-shift setup and elected
to go with a 914-style shifter. Because we were having
the transmission rebuilt,
and the ring gear flipped for
front engine, the extra cost
to install the 914 side-shift
parts was minimal.
We used the transmission end of a 914 shift shaft,
and the shifter from a 914.

We fabricated a mount
for the shifter, then built
a custom shift shaft using
U-joint assemblies from a
VW Super Beetle steering.
Everything is close as we
had to go around the drivers side, lower-cam cover.
Making sure the shaft is
securely held in place by
bearing blocks, and using
new U-joints which had
no radial play, enabled it
to work.
This last item is a key
point for a shift linkage.
Any play, whether foreand-aft or radial, will
make for a lousy shifting
car. Most people do not
realize that 1/8-inch
of play in the linkage
can cause huge shifting
problems.
Every build has a
story, usually about
what went wrong at
some point during the

process. This car is no exception.

The original agreement
was for Acme to completely build the car to a ready
to be titled condition. The
owner was to supply the engine and transmission, delivered to our shop, which
were being totally rebuilt at
a shop in Ohio.
We got the car built to
the point where we had to
have the engine to continue,
but the Ohio shop seemed
to be dragging its feet on
the rebuild, (running at
least four months late). At
about the six-month passed
the due point, the owner of
the car called to tell me that
the shop rebuilding the engine declared bankruptcy,
the engine was still disassembled, and some of the
major engine parts were in
a machine shop, with the
machine bill unpaid.

We worked out
a plan where the
owner would pay the
machine shop bill,
and with his lawyers
help he retrieved all
the parts at the rebuild shop. I drove
to Ohio, picked up
all the engine and
transmission parts
and hauled them
back to our shop
where I convinced a
local Porsche shop
(Translog) we deal
with, to assemble the engine and rebuild and modify the transmission, but
of course we had to have it
worked in between regular
jobs.
We did what we could
while we waited and borrowed a 91 engine and
transmission to keep the
build going. Eventually we
got the engine and transmission and finished the
build. Overall the engine
issues delayed the build
almost 14 months due to
the problems getting the
engine done and in the car.
To say that there were some
anxious moments during
the build would be an understatement, but, now that
the car is done I have to
say that the end result was
worth the aggravation. CB

The Transformer
Kobra Cladding

on a BMW Z3

Text and photos by Rob Hawkins

ppearances

can be deceiving,

on a number of levels.

When we first saw the

Kobrabasically a rebody of the BMW Z3we
knew thered inevitably
be some love/hate comments from Cobra
36

enthusiasts.

Visually, the Kobra isnt exact and

doesnt pretend to be, especially with
the Z3s windscreen, doors and electric
windows, not to mention the fact that
the Z3s hood and hardtop can be
fitted. However, what it lacks from the
standpoint of accuracy, it makes up for in
many other ways.
Simplicity, for one: It takes only five,
thats right five, panels fitted onto the Z3
to create the Kobra. These consist of a
complete front end, which hinges at the
rear in the same manner as the Z3 (it
uses the same hinges), a combined side
sill and lower wing panel, a rear tub and
separate trunk lid.
It uses an affordable, high-quality
donor car, for another: Introduced in
1995, the BMW Z3 lasted until 2002. At
present, the price of secondhand Z3s
is dropping. Roadworthy bargains can
be found for $3000 to $6000, especially
if you look for neglected examples.
Damaged body and paintwork always
brings the price down, which is of no
concern for a Kobra because the majority
of the exterior panels are removed
anyway.
Another advantage of a Z3 donor is the
range of power options (though achieving
an original Cobras output would require
an engine transplant). Factory
choices include 1.8 and 1.9-liter
four-bangers, and a range of
straight sixes from 2.0 to 3.2 liters,
mated to either a five-speed manual
or four-speed automatic gearbox.
(Note: LS V8 swaps are feasible,
and supported by the aftermarket,
so you dont have to settle for a
sheep in wolfs clothing.)
Plush extras not normally seen

on classic Cobras abound in

the Z3. Luxury and safety
items that are standard
on the Z3 include ABS,
power steering, traction
control, heated seats,
standard side airbags
(99 and later), and disc
brakes. In addition, the Z3s
suspension is more modern
and refined than Cobra
replicas that use either
Jaguar independent setups,
or the manufacturers own
dual A-arms with outboard
coilovers, along with a live
axle rearend.
Instead, the Z3 has
MacPherson struts at the
front with lower arms
and an anti-roll bar. The
dampers and coil springs
fitted to the struts can be

changed to
alter the ride
height and
handling of
the car. At the
rear, there is
a differential
carrier, plus
trailing arms
and separate
coil springs
and dampers, which can
also be upgraded. All
suspension bushings are
rubber as
standard,
but can be
changed for
polyurethane.
Teardown
and basic
buildup: The
standard Z3
panels that
are removed
to make a Kobra include
the front and rear bumpers,
hood, front and rear crash
beams, rear wings, trunk lid
and all the lights. The Z3s
trunk area is a heavy piece
of steel, which includes
the upper half of the front

wings, leaving only a small

area from the A-post to
the front wheel that can be
classed as a lower wing.
This area isnt removed,
but part covered with a
fiberglass panel.
All of the panels that
need to be removed from a
Z3 are un-bolted, so there
is no cutting or welding
involved and the stripped
car can still be moved.
Nubodi Automotive (a

dealer/builder for Tribute

Automotive, manufacturer
of the body panels) has
produced a strip-down
manual to guide customers
in dismantling their Z3.
This company estimates
that most people will

121

take roughly one day to

complete the required
work. Once the Z3 has been
stripped of its exterior
panels, the Kobras GRP can
be fitted.
The new panels are
bolted onto the original
BMW mounts, explains
Nubodis Richard Bird.
Mounting brackets are
bonded in at the factory.
There is a small amount of
adjustment on each panel to
correct the panel gaps. The
panels can be bolted on in a
couple of days.
Aside from aligning
panels, other work involved
in the conversion includes

122

wiring up the electrics for

the front and rear lights
and indicators. New lights
are supplied in the kit
and Nubodi recommends
sourcing suitable plug
connectors that can be
fitted to the BMW Z3s
original plugs.
With the Kobra kit
priced at $4200 (shipping
to the U.S. not included),
add on the price of the
donor Z3 and a professional
paint job (Nubodi charges
less than $3500), and a
realistic total cost should
run in the low to mid-teens,
allowing for approximately
100 hours both stripping
the Z3 and fitting the kit.
Costs can be saved in
many ways. For instance,
Nubodi has found it can sell
unwanted panels, often for
more than the price paid for
the donor car. A Z3 trunk lid
alone usually sells for more
than $500.
The demonstrator seen
here is based on a 2001 3.0i
M-Sport Z3, so its equipped

with interior accessories

such as air conditioning
and heated electric seats.
With a standard 231
horses at the flywheel, this
output can be increased to
around 270 hp by fitting
a cold air induction kit,
modifying the exhaust
system (rear silencers
have been removed) and
remapping the ECU. The
rear exhaust silencers have
been replaced with straightthrough pipes, which help
to produce a throaty growl
from the straight six motor.
The noise is similar to a
vee-engine and the power
output is comparable to
many V8s.
The seating position
inside the Kobra is typical of
a modern, open-top sports
car with the windscreen
and door glass keeping
you protected from the
elements. These creature
comforts come at a tradeoff
of sorts, since theres no
escaping the BMW origins
in this particular Kobra. On

the plus side, all of them

are standard, including the
upholstered dashboard.
Its not the image youd
expect of a classic Cobra
with a flat dashboard full of
gauges, so theres no point
in pretending. Instead, the
level of luxury, finish and
safety features have the
advantage here.
On the move, Nudbodis
Kobra feels sure-footed
and stable. The suspension
hasnt been altered and
doesnt seem to have been
affected by the new exterior
panels that have shaved
roughly 220 pounds off the
total weight of the vehicle.
There are also no worrying
panel rattles or vibrations,
especially when driving
over rough sections of the
road. This car appears to be
well screwed together and

is as easy to drive as any

modern production sports
car.
Nubodi built this first
demonstrator in time for
the show at Stoneleigh
in the U.K., and currently
offers turnkey conversions
for less than $19K, plus the
price of the donor. For the
same price as the Kobra
kit ($4200), this firm will
strip a Z3 and fit the panels
correctly in preparation for
painting.
The Kobra is a viable
alternative to anyone
who likes the shape of the
classic Cobra, but is willing
to give up authentic-style
details for comfort, cost
and convenience. If you
really want a car that looks
and performs exactly like
a classic Cobra, then this
body conversion isnt for

you. But if youre prepared

to compromise over
originality, then the Kobra is
a practical alternative that
wins on price and speed of
build. And thats no illusion.
CB
SOURCES:

Nubodi Automotive
(Kobra build agent and
dealer)
Tel: 011 0800 44 88 700
Email:
nubodi.autos@gmail.com
Website: www.nubodi.co.uk
Tribute Automotive (Kobra
manufacturer)
Tel: 011 07901 544241
Email:
info@tributeautomotive.com
Website:
http://tributeautomotive.com

123

SUMMIT MEETNG II
Rear
Suspension
Setup on
Factory Fives
Cobra Project
With Summit
Racing
By Steve Temple
Photos by Steve Temple

n our first installment

on Summit Racings
Cobra Project, we
covered in general the
scope of the buildup, and
then got down to the details
on installing the front
suspension and steering

124

rack. With the front end

basically done, we next
proceeded with assembling
the rearend.
First, though, we should
point out that Factory Five
Racing (FFR) offers three
different setups: four-link,
independent and three-link.
About a third of all Factory
Five Racing (FFR) roadsters
use the standard four-link,
which is well suited for
solid street performance.
Its the most affordable
choice, since its fitted with
a Mustang 8.8-inch live axle
and related suspension
parts sourced from a used
donor vehicle. (FFR also
offers new 8.8-inch Ford
rearends with Mustang
brake kits.)
On the other hand,
the independent rear

suspension (IRS) option

is a more exclusive choice,
as it features a welded-in
cage and custom assembled
axles and CV joints. An IRS
setup generally performs
better on uneven pavement
and tight turns, but doesnt
hook up as well as a
live-axle on straight-line
acceleration. The IRS on the
Mk4 kit employs an 8.8-inch
center section from a 19891997 Ford Thunderbird,
plus rear spindles and
brakes.
FFRs three-link rearend
is the most popular for a
couple reasons, and is the
one used on this Summit
Racing buildup project (and
also the companys new
289 FIA replica, covered
elsewhere in this issue).
The Mk4 complete kit

consists of all-new parts,

saving time over chasing
down parts from a Mustang
donor vehicle, since the
frame brackets, Panhard
rod, tubular control arms,
and coil-over shocks are
included. Used on FFR
Challenge Series cars, its
performance is better as
well, as the tubular control
arms are stronger and
lighter. Also, the transverse

Panhard rod stabilizes

the rearend, eliminating
binding on the upper
control arms under hard
cornering or acceleration,
and providing smooth,
predictable handling on
both the track and street.

For our upcoming
installments in future
issues, well be focusing
on assembly of Fords 427
Stroker engine, along with

body prep and finishing off

the interior. CB

SOURCES:

Factory Five Racing

www.factoryfive.com
Summit Racing
http://www.
summitracing.com

SKJ Customs
http://www.skjcustoms.
com

The three-link components of

FFRs Mk4 complete kit, designed specifically for the chassis, are all new so you dont
have to pull parts off a used
Mustang. The Wilwood brakes
shown here are an optional
upgrade. The sliding rear calipers are for a C-clip axle (a fixed
caliper is for a non C-clip axle).

This bracket being fitted to the

back of axle serves as a mount
for both the Panhard rod and
coil-over shocks. Made of plate
steel, it has multiple mounting locations to adjust the
anti-squat setting, for a better
hookup under hard acceleration.

125

After attaching the Panhard rod, use a floorjack

to lift the rear axle into
place.

FFRs tubular trailing arms are custom-made

in-house. They have the same length and
geometry as the stamped-steel units found
on a Mustang, but are lighter and stronger,
and use stiffer polyurethane instead of soft
rubber bushings. The Grade 5 bolts included
as well.

The Wilwood rotors are slotted and vented

(drilled rotors are an option). They fit on a
five-lug axle flange (instead of the standard
four-lug unit), which also accepts a Halibrand-style wheel.

This adjustable upper link with rod ends sets

the pinion angle for anti-squat. (By comparison, the four-link option has two upper arms,
but no transverse Panhard rod to stabilize the
rearend.)

Before attaching the Panhard rod, the tube

mount at the aft end of main rail, which
serves as its forward brace, has to be drilled
out. Installing the top mount of the coil-overs
prior to installing the Panhard mount ensures
that the axle is in the correct location, above
this support tube.

Install spacers at the rod end for the third link

at the forward bracket.

126

Center the axle by adjusting the length of the

Panhard rod, and measuring from inside of
tire to main frame rail. In addition to checking your measurements, make sure the body
lines up with and wheels. Also, set the ride
height before leveling out the rod.

After bolting on the lower end of coilover,

adjust ride height by measuring from bottom of frame to ground. The recommended
height is 4 3/4 inches in the rear, and 4 1/2
inches in front.
127

Definitely,
Mabee

Discovering and Restoring

a Record-Setting,
Fifties-Era Victress,
the Guy Mabee Special

By Bruce Gross (based on an

article that appeared in Victory
Lane magazine and on the web
site www.Forgottenfiberglass.
com)
Photos by Steve Temple

exas Oilmen Guy and

Joe Mabee set out
to build the best car
in the world.What
transpired was a Bonneville
World Record holder; a Pikes
Peak entrant, an SAC and SCCA
Road Racer, a show car, and even
a Dragster. No maybes about it,
you can certainly call this racer
Special.
Midland, Texas Oilmen Guy
and Joe Mabee had a dream of
building their own sports car
that would compete with and
defeat the best that the world
had to offer.Created in dreams
and pushed into reality through
the ideas of Chuck Mannings
articles in Road and Track, the
talents of Denny Larsen and
engine ace Ray Brown, Guy and
Joe Mabee built their special to
1953 world-class standards.
The Guy Mabee Drilling
Company Special used threeinch chrome moly tubing for its
main frame structure, Kurtis
front and rear torsion-bar
suspension with Ford front
straight axle and a Ford tubular
rear axle with Halibrand quickchange center section.As per
Mannings plans, Lincoln drum
brakes were modified with
welded finning on front and rear,
to help the 1800-pound car slow
down from its planned speeds.
Ray Brown modified a
Chrysler Hemi, one of the first,
boring to 353 cubic inches using
a Harmon & Collins magneto,
Hilborn injection, a Chet Herbert

130

roller cam and Belond headers

mated to a Ford gearbox that
drove Ford 16-inch steel wheels.
The fiberglass Victress-bodied
Special was ready for Bonneville.
Plans called for the car to
do double duty as a Bonneville
record car and a road racer, but
the Salt Flats were to be first.
The 1953 Bonneville Nationals
were the cars first steps of
many into competition.Running
on alcohol-nitro, Joe Mabee
piloted the car to a 203.105

mph two-way average. The

Worlds Fastest Sports Car
and Streetliner (owing to
its sleek Victress body) were
names coined by the press
and advertisers of the Mabee
Special.
The year 1954 saw rule
changes at Bonneville. The
Sports Cars were now to run
on gasoline.And 1954 also saw
the car prepared to run road
races.The Mabee received reworked suspension, a Kurtis

tubular front axle and diagonal

torsion arms, Kurtis pitman arm
and a relocated steering box.The
drum brakes were discarded
in favor of new Halibrand Indy
double-spot brakes all around.
Halibrand pin-drive, 16-inch
knock-off disc wheels replaced
the Ford items.Because of its
road race plans, a German ZF
four-speed was mounted behind
the Chrysler mill.Now 389 cubic
inches and running a modified
injection system, the engine
produced about 350 horsepower
on gas.Three Stromberg dualthroat carbs were to handle duty
on road courses.
That year at Bonneville,
in the Open Sports Car Class
over 1500cc, Joe Mabee
averaged 187.66 mph with
a top speed of 196.50 on the
down run.Not a bad speed
for a full-bodied sports car on
pump gasoline.The Mabees
took the car home to Midland
and began prepping it for road
racing.Painted red and white,
the car was being readied for
another young Texan to drive:
his name was
Carroll Shelby. (If
you dont believe
this, read The
Carroll Shelby
Story, c1965, 1967
by Carroll Shelby,
Chapter 6).
Ol Shel was
to help develop
this V-8 powered,
tubular chassied,
built-in-America
sports car and
drive it to blow off
the Europeans, but
good.Shelby never did get to
drive this 200 mph car.Instead,

Guy Mabee agreed to buy Carroll

an Aston Martin and help
finance his European racing.

This particular rest-ofthe-story is another part of

history, one that continues
to this very day.The Mabees
and this car possibly could have

131

been responsible for some of the

ideas and successes of Carroll
Shelby.The January 1955 issue
of Road and Track magazine ran
a race report about the last SAC
race at March Field Air Force
Base.
There in a picture is the
Mabee Special, starting on the
front row, car #104, racing with
the best of them.Joe Mabee
and the cars teething problems
bested them a ninth place finish
in their first race.Guy and Joe
took the car back to Texas to
race in local SCCA events at
tracks such as Bergstrom, Fort
Worth, Dallas, Corpus Christi,
and events in Oklahoma and
Arkansas.
Joe usually drove the car
but he also loaned it out to
friends and fellow racers to
try.The car was fast but even
with its four-wheel disc
brakes (and small master
cylinder), stopping the
car became its biggest
problem.Handing was
good but by the end of
1955, the European cars
were just getting better
and better. Even Joe
decided to give up on his
dream car.
Guy put the car up
for sale at a used car
lot in Midland.El Paso,
Texas car dealer (and 2nd
place finisher in the 1st Pan
AmericanRoad Race in 1950)
Tommy Deal, bought the car.
Tommy entered it in a couple of
road races in the El Paso area as
The Deal Special.
From this point, ownership
of the car becomes harder to
follow. Deal owned it up until
about 1958. A couple of owners
132

later, George Brazil, a local

hot rodder/fabricator/engine
builder, bought the now aging
car.George fabricated a manifold
for the big Hemi and mounted
a Roots-type blower under the
now scooped and bubbled hood.
The Chrysler Special was
raced in SCCA events in Arizona
and New Mexico, with driving
chores shared with Tommy
Drisdale (also an ex-Mexican

road racer). George even

raced the car in a few
drag races in El Paso
and Sunland Park, New
Mexico.Road racing came
to El Paso in 1959. The
local 20-20 Club and the
SCCA acquired use of the countyowned Ascarate Park.
One regional and two
national events held at Ascarate
Lake entertained such cars as
Porsche, Ferrari, Maserati, Lotus
(one of which even ended up
in the lake) and Scarabs.Yes,
in 1960, Augie Pabst and his
Meister Brauser team showed
up and blew the Europeans in

the weeds at
the tracks last
race.
The treelined course
following one shore of Ascarate
Lake, and using the drag strip as
its straight, lent itself as a great
prospect to racers.The ex-Mabee
Special was entered by Brazil
and driven in the first race by
Jim Siegel.Siegel practiced the
car and he too complained about
the lack of brakes.Needing to
get a good start, an over-anxious
Siegel blew up the engine at the
start of the race.
In need of a new life and new

engine, the car was sold to

another local used car dealer,
Bob Feste.Apparently Bob had
grand visions for the Mabee.
Feste commissioned expert
panel beater and local color
Herman Kluge to pull the old
Victress body off and design and
hand-build a new aluminum
body.
It is said that Herman used
to pilgrimage to Indy each year
to straighten out bent bodies
for the boys of the 500. Hes

also credited for inventing the

first automated louver-making
machine.Hot rodders would
bring in hoods, trunks and
panels for Herman to punch in
louvers while they waited.
The late 50s saw the
Detroit automakers go to dual
headlights on their cars.Along
that style, Kluge beat a beautiful
body onto the old chrome-moly
frame. A modern envelope body,
large front grille, sculptured
fenders, head fairing and dual
head and taillights.
Bob Feste, Charlie Royal
(yes, another old Mexican road
racer) and friend Brazil took
the newly bodied car up to
Albuquerque to have a Buddy
Carter-built Buick V-8 installed.
The Buick would be a lighter,
more modern and more capable
road engine.Hilborn injection, a
Vertex magneto and a new longrange fuel tank were installed
to complete the new Buick
Special. Final tuning was done
at the Unsers garage for an
assault at Pikes Peak.
Up to Unser Mountain, Pikes
Peak.Trying unsuccessfully to
convince Tommy Drisdale to
drive the car on the famous hill
climb, Charlie Royal entered
and drove the car in the 1960
event.Untried and unproven,
Charlie qualified the #8 Buick
Special in 10th spot.Group 1,
3001ccunlimited Sports Cars
was the last class to run.
An unwelcome July 4th
storm played havoc on the
event. Up on the hill, rain, fog
and snow made the course
dangerous.Before the last three
cars could make their runs, a
crash occurred and a safety
vehicle started down the hill to

133

check the course.Spectators,

thinking and hoping that the
event was over, started down
the hill.The organizers had no
choice but to put an end to the
race.The Mabee Special didnt
get to make its run.
The class was won by
Ak Miller in his home-built
Devin-Olds special. Miller beat
Corvettes, Dick Morgansons
Testa Rosa, three Bocars, an
Austin Healy and a Buick Special.
Like a bad novel, the story of the
cars racing history fades away
without a real climax.
After considerable time and
money, Bob Feste had to sell the
Mabee.Tommy Deal brokered a
transaction to a Mexican named
Hector Porky Chacon.The

car was entered in a few races

and car shows in Mexico in the
early 60s.The last documented
race entered by the Buick
Special was a minor road race
celebrating the opening of a
shopping complex in Juarez on
November 7, 1965.
El Primer Gran Primo
Juarez. Chacon had
sponsorship from Hotel Sylvias
on his maroon-colored #91 race
car.Also identified as a Curtiss,
the Mabee Special is not listed in
the results.
In 1983 I was told about
a Ferrari sports car on a
ranch west of Juarez. A friends
brother, a Mexican national,
brought in a local Mexican
magazine from 1965 with this

car on the cover. Here was

Hector Chacon standing in front
of his proud possession, in
color. A Ferrari it was not. The
magazine said it was an injected
Buick Curtiss.I had to see this
car.
As my guide, Joe Franco took
me further into Mexico than I
really needed to be.Finding the
correct dirt road and heading
into the unknown, we finally
found the ranch.Amongst the
cacti, weeks, trash, chickens, old
junk and old junk cars, there it
was. But what was it?
A deteriorated aluminum
body, no doors, hood, trunk,
engine, transmission, etc.There
were, however, real Halibrand
mags on front, huge Halibrand
disc brakes behind the wheels,
Kurtis suspension complete
with Houdaille shocks at all
four corners, Engelbert racing
tires, maroon paint and faded
lettering, Hotel Sylvias. I didnt
know why (yeah, sure) but I
wanted this car.
For ten years I told no one
about this car and for ten years
I tried to get the owner to sell it
to me.Finally, one day in 1993,
Joe showed up to tell me that the
ex-wife and
son of Hector
Chacon were
ready to
sell.From
one day, outof-sight-outof-mind, to
sitting in my
driveway the
next day.
Now the

research.Phone calls.Lots of
phone calls.With the Kurtis
suspension, I started looking
for and calling Kurtis experts.
Was this perhaps a Frank Kurtis
special? You know, a one-off
Hagemann bodied Kurtis, or
maybe a Sutton or maybe even a
lost Troutman-Barnes? Sending
out detailed photos of the car
finally produced results.
No it definitely was not
a Kurtis, yes it had Kurtis
suspension, but the chassis
definitely wasnt.I learned
that Frank sold chassis and
suspension kits to the public.
This was a home-built special
early, but the body dictated late
50sdual headlights?
Going backwards from
Chacon towho?Posting
drawings of the car at local
shops, talking to old roadracers,
asking anyone and everyone I
knew, old drag racers, old hot-

rodders, call George Brazil,

I think hes still alive up in
Albuquerque.
Sure enough, though a little
fuzzy, George knew the car. The
more we talked the more he
remembered. He said what I had
was the old Mabee Special.The
what? Said it came out of
Midland.Said it ran over 200
mph at Bonneville (sure).Said
it had a Chrysler Hemi at one
time and a Devin body (yeah,
right).He told me about Herman
Kluge, Herman the German?
And, I was told about Charlie
Royal and Pikes Peak.
I couldnt yet put it all
together but I believed this man,
after all he did work on cars that
ran the old Mexican Road Race.I
lookedup Mabee in the Midland
phone book.There were a lot
of things with Mabee before
other namesMabee Oil
Exploration, Mabee Foundation,

135

Mabee Ranch, etc.

A few phone calls and
messages later and I had Joe
Mabee on the line.He confirmed,
told stories, shed light, answered
questions, told all.Next came
the magazine search.I have a
few old magazines lying around
and of the one I have, there they
were, articles, write-ups, results
and pictures. At least I identified
the chassis as the real thing.
I had confirmed the cars
history up to Pikes Peak.I
even found a picture of the
car running in the local
Ascarate Lake event in the
newspaper.The book, The

Pikes Peak Race by Stanley

L. DeGeer, 1992, showed that
Carroll Royal entered a Buick
(homemade) in the 1960 event.
I needed a picture.A trip to
the Pikes Peak Auto Museum
produced nothing.Visits to the
archives of Colorado Springs
newspapers provided the story
of the event, a mug shot of
Charlie Royal and a mention
of his Buick Special #8.I made
calls to Road and Track, Petersen
Publishing, Dean Batchelor (who
actually remembered the Mabee
Special as a Bonneville car
surprise) and Dave Friendman,
looking for a man named Jack
Brady.
Jack had a photo
credit and a story
in the 1960 R&T
about the Pikes Peak
event.Perhaps he had
other unpublished
photos. Jane Barrett of
Petersen Publishing and

Craig Schafer of the Pikes Peak

Auto Museum came through,
not with Jack Brady, but with
a photo of the car.Pikes Peak,
1960, going uphill, Charlie Royal
driving, Kluge body, #8, dual
headlights!
I own the Mabee Special
or whats left of it.It needs
to be totally restored, but to
which event, which era, and
with what body? Surely there
must be a Victress body lying
around.What engine, wheels,
transmission? The Mabee was
Special: Bonneville World
record holder, SAC Road Racer,
local SCCA racer, dragster, show
car, Pikes Peak entrant. Maybe it
will be special again. CB

Bringing the Guy

Mabee Special Back
to Original

he Guy Mabee Drilling Company

Specialachieved what its owner at the
time, Bruce Gross, wished for back in
1995, when he wrote his fascinating article.
Itbecame Special again under the patient
and meticulous stewardship of Jim and Lea
Ann Robinson. They brought it back as close
as possible to the historical shots shown here,
taken in 1953 at Bonneville.
Jim, who has restored about 10 different
cars over the years, everything from a Model A
Ford to an original Shelby 427 Cobra, related
how he came across the Mabee Special around
2001 while visiting a friend in El Paso. After
seeing it behind the garage of Bruce Gross (who
at that time was involved in shifter
karts), they agreed on a price. Now the
real work began.
It took about two and a half years
to find a Victress body, Jim recalls.
I found one in Orange, California in

Taken at Bonneville in 1953, this photo of

the Mabee Special shows famed engine
builder and racer Ray Brown sprawled under
the dash. At right is Guy Mabee, and son Joe
Mabee is behind him (facing away from the
camera). Note the solid shaft for the steering wheel, which had no collapsible coupler
for safety, in order to prevent impaling the
driver in the event of a front-end crash. And
a braided rope was added for hanging on in the event
of a roll-over.

and a skim
coat of Bondo,
he applied
PPG primer
and a rare
Packard color,
Inca Cream,
duplicated
by scanning a
color photo of
the original
A Muntz Jet used as a pusher car for
Mabee
the Mabee Special. Guy Mabee had
Special. The
Ray Brown drop a Chrysler Hemi into
racing livery
the Muntz. Joe Mabee (Guys son) is
was hand
behind the wheel; Guy Mabee is in
lettered, again center, right; in white Denny Larsen;
from original ranch hand on left, center; unidentified individual is at far right. The
photos
grille opening was closed off for this
from the
particular run, but other shots show
Bonneville
it opened up. The cockpit tonneau
era.
cover was made of aluminum.
As for the
engine, Jim
located 52 Hemi 331 long block and bolted
on a set of marine heads, topped by Hilborn
injection. To qualify for vintage racing, he
backed up the Hemi with a cast-iron Chevy
4-speed. If he wanted to hit the track, all hed
have to add is a set of racing tires and shoulder
harness. But when I found out how much the
car is worth, after somebody offered to buy it,
Jim notes, Ive decided to just show it around.
Its certainly one
of the most known
Victresses. Guys
with retro rods
get a real kick out
of seeing it.
And we do, too.
Steve Temple

pretty good shape, on a running car. The frame

was completely different, though, from a 52
sedan. So after parting out the donor car, he
had to fabricate new, through-bolted body
mounts for the Mabee Specials custom frame,
along with repairing some stress cracks and
adding reinforcements.
After smoothing out the body with resin

This shot really captures the look of Bonneville

in the early Fifties. The person in the pith helmet
is SCTA official. In the background, note the push
truck and 40 Ford, and a PA system. Here the grille
is open, as the team might have been experimenting with changing the airflow. No shots from this
era show hubcaps on the rear tires, only on the
fronts.

137

BANGERS

BRATWURST
&

Text and photos by Rob Hawkins

The Bertini GT25:

Bavarian Engineering
With Some Saville
Row Style

hen pressed,
automotive stylists
will occasionally admit
in confidence that
basically all car designs are derivative.
Down through automotive history, various
shapes and styles repeat themselves,
largely because they work so well. As just

one prominent example, the new Corvette

Stingray echoes traits of its namesake
predecessor, while exhibiting a profile and
proportions that are surprisingly similar to
a couple of late-model Ferraris.
So with the Bertini GT25, a new British
body conversion, it should come as no
surprise that it manifests influences from

Jaguar, TVR, and Aston Martin. But could

you tell right away whats underneath this
smooth British tailoring?
Cutting to the chase, its based on the
BMW Z3. Developed by Anthony Cherry,
a designer and part time chiropodist and
property developer in the UK, the Bertini
panels can be fitted on BMWs in the UK,

Europe and the USA.

While weve seen a number of donor-car
platforms over the years, the BMW Z3 is a
fairly rare foundation for a rebody project.
It was produced between 1995 and 2002
with engine options including four-cylinder
1.8- and 1.9-liters, and a range of straightsixes 2.0- to 3.2-liters, mated to a five-speed
manual or four-speed automatic gearbox.
The under-skin ingredients are perfect
for a sports car, with rear wheel drive,
disc brakes all round and coil springs and
dampers at each corner that can be uprated
if required.
Thankfully, second-hand prices for the
Z3 are cheap. Tatty examples sell for as
little as $1700 (in the U.K., allowing for
currency fluctuations) and even the top of
the range 321bhp Z3M roadster sells for
less than $8400. The 3.0-litre donor that is
the basis for the demonstrator seen here
cost a mere $3850.
A Bertini GT25 conversion starts with
removing a number of body panels from a
standard Z3. These include the front and
rear bumpers, hood, front and rear crash
beams, rear wings, trunk lid and all the
lights. The factory hood is a vast expanse of
steel, which covers the upper section of the

140

front wings, leaving only a

small area from the A-post
to the front wheel that can
be classed as a lower wing
or A-panel area. This area
isnt removed, but part
covered with fiberglass trim
to change its appearance.
All of the panels that
need to be removed from
a Z3 are simply un-bolted,
so there is no cutting or
welding involved and the
stripped car can still be
moved (or even driven a
short distance if need be).
The only minor surgery
involved is a little trimming
around the headlights to
allow the hood to open.
The new panels that
form the Bertini GT25
are all constructed from
fiberglass, with inner and
outer skins for the hood and
trunk lids to help increase
rigidity. Looking at them
underneath, the shape of
the fiberglass replicates
the original structure of
a metal panel and several
people have asked whether
the panels are indeed made
from steel.
At the front, the Bertini
GT25s one-piece hood
is a substantial piece of
fiberglass and resin. It uses
the Z3s standard hinges
that are mounted below
the base of the windscreen,
allowing the entire piece to

hinge upwards. It includes

a set of headlights with
indicators (two on each
side), which can either be
taken from a modern Fiat
500 or a similar aftermarket

I felt I needed to

create and style my

own car, so I took the
plunge and designed
the car I wanteda
hybrid of Italian
and British styling
with the benefits of
German engineering,
practicality and

reliability.

item. Cherry recommends

the aftermarket option as
it comes with wires, which
can be easily connected
to the Z3 loom (original
Fiat 500 headlights have
no wiring or bulb holders
as they are on a separate
loom).
The Z3s headlight and
front indicator wiring
needs to be lengthened by
approximately two yards
(wires are supplied in the
kit) to be able to re-route
it from the original fixed
location at the front of the
vehicle to underneath the
full length of the hood.
Its only when you lift
the hood that you start to
understand the structure
of the Z3 and how compact
it really is. With the front
crash beam missing, the
Bertini nose knocks a
141

few inches off the front

end when compared
to a standard Z3. Key
components such as the
crash panel, inner wings
and chassis legs remain
untouched.
At present, fitting
the hood requires a kit
builder or a body shop to
measure the best location
for the lights, hood hinges
and release catch before
bonding them in position.
This is a difficult aspect to
incorporate in production,

142

but Cherry plans

to find a suitable
answer in the
near future to
save on the build
time.
Other parts
to fit at the front
include some
trim panels that
are bonded over
the standard
panels between
the A-posts and
front wheels.
This consists of
a small piece of
fiberglass, which
surrounds the
original side repeater lens
and can be easily secured
with a bonding agent.
The doors and
windshield remain
untouched, allowing a
standard top to be used
on the GT25 with leakfree electric windows.
At the back, a fiberglass
wraparound rear clam
makes up the wings, rear
panel and bumper. This unit
is bolted in several places,
including down the B-posts

and inside the trunk, using

the original wing mounting
points.
The trunk lid includes
a Z3 high-level third brake
light and is hinged using the
original Z3 hinges. Perhaps
the most intriguing aspect
of the rear is the lights.
Anyone with a keen eye
will probably recognize the
Porsche 911 traits, but the
height of the light units is
smaller because they have
been chopped down.
Just like the nose of the
GT25 loses a few inches
off the length of the base
car, the rear clam loses a
few more. Consequently, a
standard exhaust system
cannot be fitted, but Cherry
has tried running the
demonstrator without any
rear silencers, relying on
the standard systems cat
with straight through pipes
to the rear. The results are
hardly catastrophic, with a
meaty but not intolerable
burble from the straight six
engine that is civilized at
highway speeds.
For a first attempt at car

design, you have to admit

that Anthony Cherry has got
it right and he undoubtedly
has an eye for flowing lines.
Engaging the services of a
bodyshop/fabricator called
Whitspeed that specializes
in Mk1 Ford Escorts, Cherry
handed over his road-legal
Z3 and asked this firm to
use the original hood and
rear panels to help form
the buck for the molds.
This process involved
using small sections of
other car panels including
Jaguar D-Type, Fiat 500,
Vauxhall Corsa and Jaguar
XK stitched together like
a patchwork quilt, before
shaping and sanding them
to create the sweeping
curves seen here.
So theres surely
no denying the GT25
demonstrator looks
stunning, but what about
the ride quality? Stiffer
suspension bushings,
lowered springs and
aftermarket dampers could
be a recipe for disaster.
Thankfully they are not
and a credit to the likes
of Eibach and Bilstein
suspension components,
which dont come cheap,
but you cant get something
for nothing and a few extra
dollars per corner to keep
your fillings intact is money
well spent.

On the road, the GT25

provides a sure-footed,
but refined ride quality.
Potholes and bumps dont
need to be avoided as the
suspension soaks them
up without complaint.
Similarly, throwing the car
around corners doesnt
worry the handling. And the
sound and performance of
the 3.0-liter straight six is
music to your ears. It may
only have 231 bhp at the
flywheel, but its more than
enough for exhilarating
acceleration that sees a
standard car reach 60
mph from stationary in
5.8 seconds (and Cherry
reckons the GT25 is nearly
90 pounds lighter).
At present, the GT25 kit
is priced at less than $6300
(shipping not included)
with various stages of build
being available. Turnkey
conversions start from
$21,700
and there
are hopes
to engage a
number of
build agents
around the
UK and the
world who
can be called
upon to help.
Fitting time
is estimated
at around 40

hours, depending on the

level of finish required.
The Bertini GT25 is
one of the kit industrys
simplest offerings in terms
of whats involved to create
such a car. There are only a
handful of panels to unbolt
and some very minor
modifications. Most of the
work involved concerns
panel alignment with a
minimal amount of nonstructural bonding. All of
which makes for a simple
combo dish of both British
bangers and German
bratwurstplus a bit of
Italian seasoning.

SOURCE:

Bertini
Website: www.
BertiniGT25.com
Facebook: www.
facebook.com/
BertiniGT25

143

D
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READERS
RIDE
Uttered Again and
Again to Stay on

GTM
Mantra
GTM

Mantra

Task, it Ultimately
Proved to be Only
Partly Right
As Told by Michael Ehrlich
Photos by Steve Temple

his GTM wants to

be built. I must
have heard that
statement about 30
times over the course of the
three years it took me to
finish my Factory Five GTM.
I started the project in
September of 2010, when a
large tractor-trailer stopped
at my house and delivered
my kit. I watched in
anticipation as the
chassis and body
were unloaded
from the truck,
placed on a dolly,
and wheeled into
my garage. About
15 of my neighbors
crawled out of the
woodwork and

146

147

looked on as well, curious

as to what such a large
truck was delivering on
such a small street. Also
in attendance was a guy
named Ron Preston, who
had contacted me through
one of the GTM forums. He
offered to lend a hand if I
needed help. At the time, I
didnt appreciate just how
148

much help he would end up

providing.
Like most
folks, I was
eager to start
the build once
I had the kit
in my garage
(along with new
parts from SMC
Performance).

Power would come from a

Chevy LS3 crate engine, fed
by an Aeromotive fuel pump
and filter system, with a Jet
Hot ceramic-coated Kooks
exhaust. The LS3 would
drive a G50/20 6-speed
transaxle with a limited-slip
differential, sourced from
a 1996 Porsche 993. The
power to the wheels would
be managed by a Race Logic
Traction Control system.
After my first official
day of building, when I
had hung my front and
rear suspension without
a single problem, I heard
Ron say, This GTM wants
to be built. Ron repeated
that phrase day after day,
week after week, when each
milestone in the build was
reached.
Master cylinders and
brakes installedThis
GTM wants to be built.
Engine dropped in and
mated to the transaxle
This GTM wants to be
built. Coolant system

installedthis GTM wants to be built.

And so on and so on, like a mechanical
mantra.
And Ron was right. Almost everything
about my build did go smoothly. The engine
started and ran well the first time the key
was turned, and ever since. No coolant
leaks. No brake line or clutch line leaks. The
wiring harness was straightforward, no
sparks, blown fuses, or dead battery. I even
charged the A/C system successfully on my
very first try.
Ron attributed the smooth progression
to an other-worldly characteristic of my
GTM, that somehow it wanted to be built.
Like a benevolent Christine (that possessed
Plymouth Fury from the movie of the same
name). I, of course, was convinced that it
was my careful planning, research, and

149

support from Factory Five

and other GTM builders out
there that made the process
smooth and successful.
Certainly there were
challenges to overcome.
For me, those almost all
arose from body
modifications that
I wanted. These
included a functional
roof scoop and upper
body side scoops to
help wash cool air
over the engine; full
side-body scoops
for my cold air
intake; GT40-style
hood scoops to help
evacuate hot air from
the radiator; and
shaved door handles.

150

The list goes on and

on (kinda like Rons
mantra).
Eventually, though,
my GTM was ready to
be painted. I assembled
a $119 wedding tent
(from eBay) in my
garage, added furnace
filters at one end and
industrial blowers at
the other, settled on a
paint scheme, and went to
work. Or rather, Ron went
to work.
It turns out he is a
retired body shop guy with
years of bodywork and
painting experience. And

anyone who
has seen my
GTM can
attest to his
skills. As
we buffed
the final
clear coat,
marking the culmination of
the project, I heard him say
it one last timewell, you
already know the words.
As of June 2014, I have
2800 miles on my GTM.
I drove it on a three-day,
1,069 mile road trip to
attend the annual Factory
Five Racing Open House.
Over 400 miles were driven
in a torrential downpour.
The GTM performed
flawlessly. And so I think
that Ron was mistaken. My
GTM didnt want to be built,
my GTM wants to be driven!
CB

CELEBRATING 40 YEARS OF

CORVETTE PASSION

MID AMERICA MOTORWORKS would like you to join in

celebrating our 40th Anniversary. We are changing the way
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Key code: 780

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Turn-key Commission Builds

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Call John today at 774 487 7826

....ask about our East Coast Special

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A single donor kit,
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Not a replica. Not a kit car. A continuation GT40.

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SHOP TIME

On Baggage
Handling and
Semantics of
the K-Word
By Jim Youngs, Editor Emeritus

bout 12 years ago, during our

humble beginnings of Kit Car
Builder magazine, Ed Shipp, one
of our most stalwart subscribers and
a charter member of this magazines
roots in a kit car club, called to apologize
for removing the National Kit Car
Club sticker from the window of his
spectacular Regal Roadsters Thunder,
a customized T-Bird replica. And his
reasons were at once completely
understandable and thought provoking.
As I recall, Ed was on his way home
to the Phoenix area after picking up his
new Regal in Madison, Wisconsin. His
inaugural, shakedown road trip would
additionally take in the 2002 Hot Rod
Magazine Power Tour, a stop at the Kit
Car Builder home office for a photo
shoot, and a Goodguys Colorado Classic
car show at Pikes Peak International
Speedway. Ed proudly affixed the said
sticker to the window in Madison but
156

discovered early on that

since it identified the
car as a kit car, it was
pretty much snubbed
by hot rod purists and
generally overlooked,
when in fact it could
easily go head-to-head
with the best pro-built
cars anywhere.
So, for the Goodguys
show, to give him a
chance at some of the
awards, Ed decided
to ditch the kit-car ID
badge. And it worked.
Afterward he struggled
to find a spot for a
huge trophy in his already
packed car.
The point is that the
words kit car carry
some undeserved baggage
acquired from our early
history, that of poorly
finished, flimsy, odd, cheap
vehicles built on anemic
VW chassis or a collection
of mismatched components
that were never designed to
work together.
Folks, we are not the
same industry today as
we were in the 1970s
and earlier. While the
kits being built today are
certainly distant cousins,
theyve come a long, long
way in terms of cost,
sophistication, style and
quality. But, were still stuck
with the persona that all the
components to build a car
come in a box, and are built
like a Revell model kit. That
is, all constructed the same,
one car to the next. In fact,

This is a kit.
quite the opposite is true.
It is also a fact that
once a kit car is built and
on the road, it becomes a
real car worthy of all the
accolades that describe a
custom car. Isnt it also true
that most of us cease calling
it a kit car when asked
the inevitable question of
what is it? Dont replica
builders often let the casual
observer believe its the real
deal? Dont we all refer to
ourselves as car builders
instead of kit-car builders?
While there will
doubtless be some
pushback to the magazine
name change being phased
in (effective with this issue),
allow me to provide some
insight that will shed some
light on the fact that its
not being done suddenly or
without much thought.
I mentioned that were
not the same industry

profitable.
Sure, weve
always been
passionate
and totally
immersed in
the subject
matter and
delight in
delivering
intelligent,
Regal Roadsters Thunder T-Bird. Since its
useful
now a driver, its no longer a kit, right?
information.
But the
bottom
line was to
deliver that
information
for a return
on our
investment.
With the
revenue pool
effectively
shrinking,
This is a carconstructed by a car builder.
weve needed
that we were back in the day.
to cast our
And while the cars are better
lines in some other allied pools,
and more expensive to be sure,
which we did in the form of
the size of the kit car business
powertrain components and
is significantly smaller than
others.
it once was. I suppose part
So whats happening now is
of the reason is that as the
were casting into yet another
quality and sophistication of
new pool, but this one has the
kit cars increased, along with
added potential of an expanded
the growth of buying new
knowledge base and sources
parts from the aftermarket, the
for even more car building
once prolific cheap kits for the
information. In my own search
entry-level buyer have virtually
for how to accomplish the many
disappeared. Weve also seen
tasks of car building Ive long
significant growth in the probeen a reader of a wide variety
built and turnkey car arenas,
of automotive publications
and that too can be a pricey
including street rod rags, custom
option.
car mags, and even custom
Make no mistake, from the
motorcycle publications. All
outset Kit Car Builder magazine
of these publications provide
was established as a business
plenty of crossover information
with the ultimate goal of being

and valuable resources that

perhaps dont typically appear
in a kit magazine, but apply
to any car wrenching project.
So, changing the name to Car
Builder magazine doesnt really
lose anything; rather, it gains
the ability to draw on a broader
reserve of useful information
and deliver even more resources
for your project cars.
Truth be told, the discussion
of whether to drop the arguably
derogatory term kit from a
magazine title has been going
on for a long, long time, as
long (or longer) than your
esteemed editor and I have been
associated with the industry.
And that eclipses 20-plus years.
At Petersen Publishing, Kit
Car was thought of as the ugly
stepchild of all the automotive
titles in the building (yet was
secretly heralded as the lowmaintenance magazine, and
had a loyal and enthusiastic
following among fellow editors).
A name change to Specialty
Car was briefly attempted, but
proved to be too vague and was
not well received.
In more recent times, if
you look closely at the Kit Car
Builder logo, you can see that
it was originally designed to
easily drop the word kit and
still appear as a familiar brand.
Our intention from the outset
was at some point to become
Car Builder magazine, mostly to
broaden the reach, and in the
process potentially attract a new
audience and new marketing
partners. In fact, long ago we
even secured domain names
that would reflect that brand
157

and even some that would serve as

natural spin-offs of the magazine, such as
Carbuilder TV for example
Well, I tell you all that we are
reconfirming the commitment made
to you at Kit Car Builders birth. Our
dedication to kit building will still be
in effect, and thanks to the production
capabilities of a digital magazine, as
opposed to a printed magazine, there is
much more space to present much more
car building information and resources
than ever before. From issue number one
we promised to deliver cutting-edge
information, lots of how-to projects,
insider news as to whats going on in
the business, useful products and lots of
other stuff youll just plain enjoy.
Nothing in that statement will change
as we continue to present cool cars,
technical innovations, and hands-on
building tips and tricks, in addition to
new wrenching information, products
and features that youve probably not
seen before. But theyll all share one thing
in common: being of interest and value
to car builderswhatever they choose to
call their projects. CB

Vintage Wheels
San Diego

Wheels, Tires, Brakes and Parts

(888) 339 7572 sales
(619) 952 4717 tech
www.vintagewheelsus.com
vintagewheel@live.com

The Biscuit

a fun-sized Biscayne.
Just the thing for a light snack.
Got a weird or funny photo to share? Please email it to Steve@kitcarclub.com and well come up with
a caption if you dont have one...
158

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