Our good friends at Old Yankee Speed have taken the guess work out of the Model A Flathead V8 Conversion. They sell all the necessary brackets and mounts to fully swap a Flathead into your Model A Chassis. The motor and trans mount kit require a few holes to be drilled into the chassis, and the center cross member will require some trimming. The kit is as simple as it gets and made the install of the blown flathead a breeze. Matt usually spends multiple days getting the mounts fabricated and installing and engine. Matt and Steve installed the kit and engine in less than a day! Old Yankee Speed AV8 Conversion – https://www.millworkshotrod.com/colle…
Hershey is a lot more diverse than it used to be, but the AACA Eastern Fall Meet remains one of the nation’s premier sources for prewar cars, parts, and automobilia. Case in point is this 1926 Chevrolet Superior V, seen in the car corral at the 2021 Hershey Meet. That’s V-as-in-Victory, not V-as-in-five; preceding Superiors were the 1923 Superior B, 1924 Superior F, and 1925 Superior K. While not outstanding in any particular way, it was the stylish, slightly more luxurious Chevrolet Superior that finally drove the utilitarian Ford Model T out of the market and made way for the ever-popular 1928-’31 Ford Model A.
Because of their wood-heavy construction and middling metallurgy, surviving General Motors products from the 1920s are thin on the ground today, especially the inexpensive Chevrolet cars, which didn’t often see second lives as hop ups or long-lived, Depression-era jalopies. In 2022, most pre-1936 Chevrolet cars are found as piles of rusty sheetmetal and occasionally as preserved engines running sawmills or other improvised machinery. Encountering a solid, nearly complete Chevrolet coupe that runs and drives for under $10,000 is a noteworthy experience, then.
Of course, this car was far from perfect, and was said to be a restoration project (started circa 1994) that originated as a barn find. The upholstery was slightly mismatched and appeared to be rodent damaged, though it wasn’t stained and seemed repairable. The exterior looked good at a glance, in period colors with nicely applied pinstriping, but the finish (apparently lacquer, replicating the original Duco) had cracked and lost adhesion in several places. The car boasted only a front bumper, leading us to wonder whether that was a later addition, or if the rear had been omitted since new. Nevertheless, those were cosmetic issues only and minor—easily overlooked on a car that already ran (nicely, even), drove, and stopped.
A free-flowing intake and heads, aggressive cams and high compression did a lot of heavy lifting while the exotic flat-plane crank grabbed headlines and helped make lyrical exhaust sounds
In theory, the flat-plane design delivers a V-8 with less reciprocating mass, and superior breathing, which should make an engine lighter, more compact and capable of building rpms very quickly. But it also delivers a lot of what’s known as “secondary vibration” and that paint-shaker quality increases in proportion to the size of the pistons and the speed that those pistons are moving. In a race car, it’s a reasonable tradeoff – especially if there’s a performance advantage to be gained. In a 21st-century street car, stickering north of $60,000, customers are likely to complain about shaking steering wheels, buzzing shifters, blurry rearview mirrors, etc. So, Ford incorporated bits on the GT350 that you wouldn’t find on a race car, like exhaust dampers and a dual-mass flywheel, to help smooth things out.
While the Voodoo’s flat-plane crankshaft grabbed all the headlines, this engine would’ve made tremendous horsepower if it had been built with a cross-plane crank. It inhaled through an 87-millimeter throttle body, the largest ever used on a Ford engine. The cams were aggressive, producing .55 inches of lift with 270 degrees duration and using low-friction roller followers to bump the valves. Compression is key to making power and, with a lofty 12:1 compression ratio, the Voodoo had plenty.
Has there ever been more universal engine solution than the Chevrolet LS V-8? It’s compact, it makes a lot of power even in stock tune, it’s reliable, and General Motors made a number of different variations in vast quantities. LS-based power has become such a default engine swap choice that it almost seems like cheating. There is a reason for its popularity, though, or even many reasons. Primarily: the Chevy Small block can fit in almost any engine bay. From junkyard finds to brand-new, emissions-certified plug-and-play crate engines from the GM Performance Parts engines, there’s one for every budget. And there are plenty of tune-up parts.
They say veterans proudly wear their scars and decorations for all to see, and that apparently goes for cars, too, not only for the humans that have served in wars.
In the world of cars, only the ones that get to race end up becoming veterans, as you can’t really slap that moniker on your daily. And in most recent times, one didn’t get to look and feel to us as veteran as the Ford we have here.
Born in 1938 in the Blue Oval’s stables, it quickly embraced a racing career, and was often seen doing its thing at the Brewerton Speedway in New York state. It ventured beyond that, from time to time, making its present felt at tracks in Atlanta, Virginia, or South Boston.
As far as we were able to find out, no major name in the racing scene is linked to this Ford, but that doesn’t make it less appealing. Sure, it probably impacts the price, which reads just $15,995, but not its appeal.
Like any proper racer of its kind, the Ford got some of its body parts stripped and others added from place to place. Up front, the exposed sides of the vehicle let the image of a 1949 Ford flathead engine come to light. The powerplant works by means of a Ford truck 3-speed manual transmission and truck differential and breathes courtesy of a new exhaust system.
From the listing
1949 Ford Flathead
STK 3086 1938 Ford Coupe Race Car
1938 Ford Stock Car #3086
According to lore, and old markings on the car, this classic stock car ran races at the Brewerton Speedway in New York state. At some point, the Ford found its way south to Atlanta and then on to Virginia where it continued to participate in Vintage Races at tracks like South Boston well into the ’90s. This ’38 Ford is a vintage stock car from another era. When the coupe was converted into a race car, the body was moved back 5” on the frame for better weight balance. The exterior’s current respray is white enamel with period correct vinyl logos and numbers. Inside this interior is classic racer. A WWII bomber donated the tub seat/seat belt and the driver compartment is protected by a steel roll cage (no Hans device needed). The dash holds period correct Stewart Warner gauges and the driver’s door is welded shut. A Ford Flathead, circa 1949, furnishes horsepower and is backed by a Ford truck 3-speed manual transmission and truck differential. Other mechanical upgrades include:
• Rebuilt carburetor
• New ignition components
• Rebuilt Ford truck radiator/new hoses
• Rebuilt water pumps
• Manual and electric fuel pumps
• Aluminum fuel tank
• New exhaust system
• New 6 volt battery (positive-ground)
• New master cylinder/wheel cylinders
• Bassett Wide-5 steel wheels
• New Hoosier asphalt tires w/period-correct Firestone logos
The suspension was modified for racing and a competition right front hub has been installed. This old-school Ford stock car will be a fun addition to someone’s collection. The vehicle is sold on a ‘Bill of Sale’. ALL VEHICLES SOLD “AS IS”.
The mid-Fifties weren’t much of a boom time for electric vehicles here in the United States. Gas was cheap, the chrome was thick, and conformity was high. Despite all the advancements in aerospace and pushbutton gizmos, the state of electric drivetrains at the time wasn’t that much more advanced than 25 years prior, when the first wave of electric vehicles sparked their last. Of the half-dozen or so American EVs that one can count from that time, one stood out partly for making the effort in the first place and partly for proposing a novel means of propulsion that has otherwise dwelt only in the realm of myth.
When the Electronic debuted in June 1955, it brought along with it a bevy of dubious claims. F.B. Malouf, president of the Salt Lake City-based Electronic Motor Car Corporation, boasted that it was a multimillion-dollar company with two manufacturing facilities already in operation (in Detroit and in Oxford, Michigan) and a third forthcoming in the Utah capital city with production expected to reach 400 cars per day within the year. The car itself Malouf described in terms bordering on technobabble: It had a “turbo-electric” drivetrain with a “dual-torque” electric motor capable of propelling it to 100 miles per hour. If the press release didn’t come with a photo, it would’ve been simple to write the Electronic off as a pipe dream
The press release did come with a photo, though, and from that photo it’s plain to see that the Electronic was merely a LaSaetta selling under a different name. As an August 1955 Motor Life article reported, the LaSaetta was the fiberglass sports car dream of two brothers, Cesare and Gino Testaguzza, who relocated from Italy to the Detroit area – specifically Oxford, Michigan – and worked for multiple carmakers before setting out to build their own car. Not a kit car, the LaSaetta was instead meant to be tailored to each customer’s specifications. Most had altered Ford chassis with Oldsmobile V-8 engines, though Motor Life reported on one that had a Hudson six-cylinder, and then there was the Electronic.
This was the AMC Javelin that won the “Bonneville Speed Spectacular,” setting a new C-Production class record of 161.733 mph at the Bonneville Salt Flats with Craig Breedlove at the wheel in 1968.
The competition was sponsored by AMC and CarCraft Magazine. They took three Javelins and assigned them to three separate three-man teams who had applied to enter the contest. The team with the fastest car then won all three cars – one for each man.
Fast Facts – A “Bonneville Speed Spectacular” AMC Javelin
- The name Craig Breedlove needs to introduction to anyone even vaguely familiar with land speed record racing. He’s a five-time world land speed record holder and the first person in history to reach 500 mph and 600 mph on the ground.
- The car you see here is the winner of the 1968 “Bonneville Speed Spectacular,” a competition that was held at the Bonneville Salt Flats. This car set a C-Production class record of 161.733 mph.
- Three 1968 AMC Javelins were entered in total, each was modified by a team of three contestants, the winning team with the fastest car then won all three cars – one each.
- The AMC Javelin was developed as an answer to the Ford Mustang and the wildly popular “Pony Car” genre. The Javelin was released in 1968, and the “Bonneville Speed Spectacular” was developed to drum up publicity for the new car.
The 1968 Bonneville Speed Spectacular
In 1968 with the release of the Javelin, AMC set to work creating a publicity stunt that would win the company coverage from coast to coast, and permanently link the new pony car challenger with two things: a world speed record at Bonneville and the Craig Breedlove – the national hero and famous land speed record setter.
This competition was co-sponsored by Car Craft Magazine. Readers of the magazine were invited to enter a competition to join one of three teams that would be modifying three Javelins in the hope of setting a new C-Production class record.
The Three Teams
Each applicant had answer some true or false questions and write a paragraph selling their mechanical aptitude. Nine winners were selected and divided into three teams, they were: Carl Tracer, Alynn Luessen, and Bruce Nottingham on Team #1.
Charlie Seabrook, Pete Darnell, and Matt Strong on Team #2, and Bill Tinker, Jim Riley, and Larry Lechner on Team #3.
Interestingly, Pete Darnell of the winning team was flown in from the Vietnam War to compete.
Each of the teams modified their AMC Javelins to the best of their abilities and Breedlove drove each of them down a marked course on the Bonneville Salt Flats in November of 1968.
This is the 1977 AMC AM Van, a concept vehicle that was planned to have a four-wheel drive powertrain headed by a turbocharged engine – both quite novel ideas for a production car in the 1970s.
This van was part of AMC’s seven car “Concept 80” traveling motor show, intended to showcase to the American public their vision for the future of the automobile. The AMC AM Van was by far the most popular vehicle in the show, resoundingly winning the public vote everywhere it was shown.
Fast Facts – The 1977 AMC AM Van
- The 1977 AMC AM Van was penned by legendary automotive stylist Richard Teague, the creator of the AMX, Javelin, Jeep Cherokee and a slew of other designs.
- AMC was known for unusual and oftentimes quite prescient vehicle designs, including the likes of the Gremlin, the Eagle 4×4, and the SX/4 4×4.
- Had it been approved for production the AMC AM Van would likely have sold well, the 1970s were a time when vans were king, and with the included turbocharged engine and 4×4 drivetrain the van would have ticked a lot of boxes for a lot of consumers.
- Sadly the van didn’t get the green light for production, and now just this single fiberglass bodied concept vehicle remains to show the world what might have been.
The AMC “Concept 80” Traveling Motor Show
The AMC Concept 80 traveling motor show was unveiled in 1977 and sent on a seven city tour of the United States, to showcase the future direction of the American Motors Corporation
Only a handful of photographs depicting Leopold Garcia’s El Chicito are known to exist. Even fewer of his other car, known only as the City Car. Garcia himself remains something of an enigma to automotive historians, and the whereabouts of his vehicles were kept so secret that some supposed the cars no longer existed. Yet all of that stands to change later this year when a Route 66 Visitors Center and museum in Albuquerque, not far from where Garcia built his cars, will open with the two cars on display.
“It’s an honor to have these cars showcased at the Route 66 Visitor’s Center,” said Klarissa Peña, an Albuquerque city councilor whose district includes the visitors center. “Leopoldo Garcia lived in New Mexico, so it’s a fitting tribute to honor his innovative work here along Route 66.”
Garcia, according to researcher Robert Cunningham, studied engineering and sculpture at the University of New Mexico before apparently coming to own a salvage yard in El Llanito, a tiny settlement just north of Bernalillo, which in turn is just north of Albuquerque. Cunningham noted that Garcia built a small three-wheeled electric vehicle able to “be operated by a person with only one good limb” before he set out to put his own stamp on contemporary auto design.
According to an April 1957 Motor Life article on his El Chicito, Garcia “looked at the current boxy styles from Detroit and concluded that he would create something not so square.” He started with a 1940 Ford chassis that he cut down to a wheelbase of just 80 inches. (The AMC Gremlin, for comparison’s sake, rode on a 96-inch wheelbase.) The Motor Life article reported that Garcia worked out his design on paper and in clay before roaming his junkyard in search of “curved sections which came closest to approximating the pre-conceived form.” Garcia apparently characterized that form as “fleshy,” Motor Life described it as “organic rather than geometric,” and in that vein Garcia later rechristened El Chicito as Bubbles.
Once he had all his pieces, he then started to weld them together, adding a couple late Thirties Ford taillamps, a Continental-style spare tire cover, headlamps in the shape of eyes, and a homebuilt convertible top. The design essentially precluded doors, so Garcia decided to make entry easier by hinging the windshield to tilt forward.
For power, the Motor Life article claims an unspecified Ford V-8 engine, but Cunningham wrote that Garcia used a 1954 Mercury V-8, which would make it a 161-hp, four-barrel, 256-cu.in., overhead-valve Y-block. No details on the transmission, but Garcia apparently decided that the exhaust pipes could double as rear bumpers. In total, he claimed to have spent just $800 building the 2,200-pound car and displayed it as far afield as Sioux Falls, Minneapolis, Des Moines, and Indianapolis
At 7:00 a.m. on a Saturday, in an industrial Southern California suburb a stone’s throw from Disneyland, the guttural rumble of a straight-eight thundered ever closer. Stanley Chavik arrived with the squeal of cross-ply tires, climbed out of his replica 1933 Buick Shafer 8 looking like a Viking headed to battle, then cracked a broad, gap-toothed smile. “Oh, I remember you.” Stanley’s thick Czech accent rolled over his respectable English, which he learned only four years ago. “Come in!”
Stanley hails from the Czech Republic, where his father and grandfather were both car guys. It was a pale yellow 1940s DeSoto, its bumper heavy with metal spikes for an Italian Mad Max knockoff called I Predatori Di Atlantide, that captured his attention. Stanley got hooked on American hot rods.
The internet nourished his hot-rod daydreams. He’d browse classic images from the likes of Gene Winfield, George Barris, and modern builders like Chip Foose. After opening his own welding and fabrication shop in the Czech town of Zlín in 2003, Stanley married Daisy, who applied her business savvy and determination to the venture.
European automotive regulations choked the Chaviks when it came to how they built their cars, but a ramshackle 1939 Buick he’d acquired made Stanley’s dreams manifest when he rebuilt it into a replica of a Shafer 8, inspired by Phil Shafer’s early Indy racers.
After the car’s completion, and much contemplation, the Chaviks packed up the Shafer 8, their U.S. E-2 visa for new businesses, and what money they had. The family, now three with the birth of their son, Stanley Jr., landed in California in late 2017.
Hot-Rod Chavik USA, in sunny Orange County, isn’t large—only about 2000 square feet, with three garage doors that roll skyward to the lofted ceiling. The space owns its Eastern European orderliness. Any color comes thanks to the candy-hued cars that roll in and out.
Upon arrival to the States, Stanley had to buy the cheapest tools he could afford from Home Depot. “We don’t do credit. When we have money, we buy tools,” Daisy says. Stanley does most of his shaping with a Pullmax and his hammers. “I stopped using the English wheel. I prefer a pummeling hammer,” he explains, as if the famous British machine were too delicate.
Aluminum has always been Stanley’s medium. Daisy revealed that he used to shape metal roses for the girls at school. “I like weapons, also,” Stanley interjects, slightly puffing his barreled chest lest I think he’s just a flower guy