When the first legal drag race in the Detroit area took place in Livonia in 1953, the Michigan Hot Rod Association began making plans for the construction of a drag strip. MHRA was started as a partnership of local hot rod clubs. As part of their fundraising strategy for the strip, they put on a hot rod show, the Detroit Autorama, in an arena at the University of Detroit.
Dave and Al Tarkanyi belonged to the Downriver Modified Car Club, one of the clubs making up the MHRA. The brothers drove a chopped and channeled 1932 Ford three-window coupe with a hopped-up Flathead engine. The car was at the 1953 Livonia race. Five years later, when the Motor City Dragway in New Baltimore held its first race, the car was there too. It also continued to show up at the annual Detroit Autorama
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.
Is the new 2019 GT350 faster than the old King of the Hill?
The new 2019 GT350 is an amazing car, but just as prevalent as media reports are of its new performance upgrades, what is as noteworthy is the scarcity of any mention of its stablemate, the GT350R. The lack of any mention or comparison between the two has led some to wonder if the R model still exists or whether it still has any purpose in Ford’s lineup. We asked representatives from Ford to discuss the comparison between the two GT350 models and to see if the newly improved 2019 base GT350 defanged the former king of the GT350 family.
If you’re old enough, you may have seen this car before, perhaps when it was featured in the July 1958 issue of HOT ROD. Since then, the hot rod hill climber originally built by Bob Davis of Boone, North Carolina, has been a few places. Now it’s back, completely restored and updated to modern specs for hot rodding, hill climbing, and vintage road racing.
After that, though, the car spent more than 25 years in a junkyard in Waynesville, North Carolina, rusting away until vintage sports car enthusiast Jimmy Dobbs of Memphis rescued it from obscurity in 1992. The cost of restoration was so high that Dobbs sold the car to Chuck Rahn, a talented fabricator based in Phoenix. Rahn attempted to sell it to Jim Herlinger, who owned a similar car, the Baldwin Special, in northern California. Herlinger passed, but called a friend of his in Michigan to tell him about the car.
Excellent article from Dan Kahn that does what it says on the tin, taking the reader through the history of solid axle front suspension in great detail. This piece is not only of interest to the historians amongst us, it will also be of great use to those who are building or modifying a car with the suspension of this type.
Bangers are bitchin’, and prehistoric bangers are better yet. There are many dedicated fans of the old-and-slow 201ci, L-head four-bangers originally found in millions of Ford Model Ts, and Model A/B/C-equipped ’28–’34 Fords—and especially of the speed equipment manufactured for them. The good news is they’re popular enough that you don’t need to sweat scouring endless swap-meet spaces to score a find—much of it is reproduced and better than new. Bangers are now hotter than ever