Bennett’s Customs is an Australian is a traditional builder that does some pretty cool car and motorcycle projects, and they have embarked on a new project that must be done by September in order to go racing at the Perkolilli Red Dust Revival. This is a single seat race car build, like one that you would have seen in the 1940s and they are building it from a mix of scratch made parts, stuff that has been sitting around collecting dust, and some more traditional parts they will no doubt be wheeling and dealing for. If you are into traditional rides, like those we feature from Iron Trap Garage, then you are going to dig what they are doing here. I’m intrigued, and inspired, by projects like this because we all tend to make projects that are so complicated and big that they take forever. If instead we worked on some smaller projects, maybe we could get more of them done.
This project here is no lightweight with regards to the work required, since they are doing this all from scratch, but it sure looks like it is going to be a fun one and we can’t wait to watch it come together. Here are the first two episodes and we’ll bring you more shortly!
In 1940 Packard had 3 Convertible Coupes built by the coach builder Rollson. This particular one was first owned by Carl Bellinger who did the unthinkable, he hot rodded and raced this amazing Packard. Mr. Bellinger had his personal mechanic Richard Tona help maintain and even paint the coupe through out the years. Richard was able to use the car as he wanted while Carl traveled for work as a test pilot. Many years later Carl gifted the car to Richard after he moved to the East coast. Richard eventually gifted the car to his son Tommy who is now sharing the story of this amazing car. If anyone has any history of this 1940 Packard at Muroc Dry Lakes please send us an email!
1] Some 19861993 Mustangs had disc brakes. All SVO Mustangs had five-lug disc brakes, then in 1994, most Mustangs had rear disc brakes.
2] On earlier vehicles, the ID tag is bolted to the diff cover, though they are often missing. Ford started phasing out the metal tags in the late ’80s, replacing them with a sticker located on the axletube by the brakes.
3] The axletubes have been known to turn inside the housing, as they’re held into the third member by just two plug welds, seen here. Use nickel rod and weld the tubes all the way around where they enter the housing.
4] Many models included a Traction-Lok limited-slip differential, which can be identified by a large, S-shaped clip pressing against the inside of the side gears. This can be seen only with the cover off; without an ID tag, you can’t spot a TractionLok from the outside.
5] Plastic covers are occasionally found on ’90s Rangers and Explorers.
6] Fox-body 8.8s have coil-spring perches and tabs for the control-arm bushings. Only truck versions have leaf-spring pads.
7] From the factory, 8.8s use 1330- or 1310-series U-joints. This is the companion flange where the yoke bolts. The 1330 has a 3316-inch width for the U-joint, and the 1310 has a 358-inch width. The 1330 is usually found in Ford trucks. The aftermarket sells flanges of various widths for added strength and conversions for Jeeps, all of which fit either the original 1330- or 1310-series universal U-Joints.
8] These rearends generally use a 28-spline pinion yoke, but some trucks use a 30-spline.
9] This is the plug for ABS found on some 8.8s.
10] Most 8.8 axletubes are 3 inches in diameter and very thin. To prevent warping from heat, don’t use a torch and avoid extended use of a die grinder while modifying an 8.8.
11] The 8.8 is cheaper than a 9-inch, and if you add 31-spline axles, it can be as strong as a GM 12-bolt. The pinion-gear shaft diameter is larger than on a 9-inch and the same size as on a Chevy 12-bolt.
12] Ranger and Explorer axles have a 5-on-412-inch bolt pattern. Fox-body axles use a four-lug wheel pattern.
Updated in preparation for the unpredictability of the automotive industry in the Second World War, the 1941 Ford daw massive commercial success until 1948 thanks to affordable pricing, many options, and a lot of body styles. This particular two-door coupe, however, is a far cry from the original model both inside and out.
Offered by Duffy’s Classic Cars with an all-steel body, the old-timer Deluxe Coupe is now a full-fledged hot rod with General Motors small-block power instead of the Flathead engine that democratized the V8 back in the day. The 5.7-liter motor is joined by a Performer-series Edelbrock carburetor as well as an electric choke.
Shifting comes courtesy of a Turbo 350 three-speed automatic transmission and a Lokar shifter, and all of the suck-squeeze-bang-blow goes to a 3:73 posi-style differential for the Chevrolet S-10 pickup truck rear end. Disc brakes on all four wheels, power steering, dual exhaust, and a chrome alternator are also featured.
Painted in Tuxedo Black with custom flames, the 1941 Ford sweetens the deal with a leather interior with dual power seats from Mercedes-Benz. The one-of-one restomod retains the split front windshield of the original yet the bumpers have been deleted in the process. The hot-rodding theme continues with 15-inch steelies that match the flames on all four corners, wrapped in 205/70 and 255/60 rubber shoes, respectively.
If the title of this Readers’ Rides feature didn’t already give it away, the 1984 Ford Mustang you see here is not your average Fox Body Mustang. Owner Phillip Landry of Lafayette, Louisiana took his 1980s Mustang build in a very unique direction—the car was put together for land speed racing and is powered by a 1950 Mercury flathead V-8 engine that Phillip can switch between a roots-style supercharger and a turbo depending on the event.
“We race this car at Bonneville where we hold the XF/BFALT record at 142.822,” Phillip told us. He also races with the East Coast Timing Association (ECTA) at Wilmington, Ohio, and Blytheville. With help from his friend Damon Braus and brother John Landry, the trio has the car dialed. So much so, Phillip said, “At Wilmington we would change over from a single four barrel to the supercharger setup while waiting in line.” He also added, “Of course I couldn’t do all this without my wonderful, supportive wife Mary.
One of the best chances to experience what those early years felt like—the sights, the sounds, the smells—is at the RPM Nationals held in beautiful Rancho Santa Margarita, California. In its third year, the event seems to be a simple flag-start, no-time, two-lane race down a piece of tarmac, but it actually represents much more than that. The people who put it together, Justin Baas and Russ Hare, live and breathe this stuff, as do the racers and spectators. The event has even attracted some of the most iconic hot rods to exist, names like Bill Niekamp, Ray Brown, and Eddie Dye, whose historic builds have graced the tarmac at the Ranch. Vintage Drag Racing with Ford Flathead V-8s
In our ongoing series dedicated to resurrecting one 1936 Ford Phaeton (which admittedly has a 1935 body and frame with 1936 front sheetmetal) we have stayed the course of keeping things simple. How simple? Well, we decided to build the car without removing the body. It seems the body has never been separated from the frame and far be it from us to break an 83-year bond. We converted the rear to an open 9-inch Ford with leaf springs, hopped up the 59AB Flathead, and adapted an S-10 five-speed to the motor. Now it was time to attach the front suspension, and in keeping with the simple approach we opted to use one of Super Bell’s new forged, 4-inch dropped axles.
Suspension decisions are a critical part of building any hot rod and we gave ample thought before deciding the buggy spring and bones would work just fine for us. First thought was theme. This car is going to be a very traditional, late-’50s tub with Flathead motor between the rails. This seemed to call for a straight axle suspension. The next consideration was performance. Yes, IFS (independent front suspension) will out- perform a straight axle in ride and handling, and disc brakes are most certainly superior to their drum counterparts
Retaining the vintage vibe on a hot rod you really want to pile the miles on can lead to compromises. Old engines and speed parts that have the look you want may not perform the way you expect during a 400-mile journey, and, in many cases, you may just have to settle.
Many find they have to swap original fans for electric ones for efficiency, for example, hide a stealthy fuel-injection system, or even use an alternator in place of a generator. Since it’s mounted right out front on most engines, a generator certainly carries the traditional vibe, but it falls far short of current output compared to an alternator.
The Forgotten “Elvis Roadster” is For Sale! – Zach Martin @HotRod
The Forgotten “Elvis Roadster” is For Sale! – Zach Martin @HotRod
On August 31, 2019 the roadster that Elvis Presley drove in the hit film Loving You will be auctioned off in the Kruse GWS Auction titled The Artifacts of Hollywood & Music at the Hollywood Hard Rock Café. This car only had one owner, and it wasn’t The King. It was owned and built by hot rodding pioneer John Athan in 1937. It is a Ford Model A body sitting atop 1932 Ford frame rails powered by a Flathead V8 with twin Stromberg carburetors.
The car was driven by Elvis himself in his first role in the 1957 film Loving You. It was all but forgotten even by his biggest fans because according to GWS Auctions, Athan had a lot of sentimental attachment. So much so that one of the biggest music and pop culture icons, Elvis Presely, couldn’t even buy it.