Innehållsförteckning för April 1993 från Hot Rod

MOVING ON It’s always amazed me how a job can take on almost human properties. My wife, Suzy, has chided me often, calling this magazine a mistress with whom I spend too much time. At times, the task of editing this magazine has been frightening, challenging, satisfying, fun, a never-ending learning experience, and never, ever boring. Magazines, like people, are also constantly evolving, and so it has come time for a change. Since change seems to be the one constant that we all face, it is inevitable that someone else should be given the chance to steer this ship for a time. If that sounds like I’m leaving, you’re both right and wrong. I have passed the powerful Editor’s pencil to Group Editorial Director Steve Campbell. While he will now…

And now, the moment you’ve all been waiting for. The rules for the HOT ROD Fastest Street Car In America race are ready. Let’s skip the street talk and pull straight to the line: You need the entire rule book from the National Muscle Car Association (NMCA) before you build a car or show up at the races. Contact the NMCA, Dept. HR04, 3404 Democrat Rd., Memphis, TN 3 8 118, 901/365-3779, and they’ll dial you in with everything you need. Now let’s bench race. The NMCA has added two new heads-up HOT ROD classes for 1993: Pro Street and Super Street. Pro Street is for the types of cars you saw last year (“8 Seconds Over Memphis,” December ’92). Many claim these aren’t “real” street cars, but there is…

The Lingenfelter power plan is very simple. While the statement “torque is king” may be oversimplified, it’s also very dose to the truth. Torque is what accelerates a vehicle. In fact, horsepower is nothing more than torque at a higher engine speed. What Lingenfelter does differently is to look closely at a street car’s acceleration characteristics and optimize power in the rpm range where the engine spends most of its time. John outlines this engine-speed range as 500 to 700 rpm above the stall speed as the low side, which, coincidentally, is very close to the upshift recovery rpm point on automatics. Usually the range ends up between 3500 and 4500 rpm. For example, suppose you have a street car with a small-block, a Turbo 400, a 3400-rpm stall speed,…

When we asked Dick Gazan of Spectra Racing which he preferred, horsepower or torque, he was quick to answer that he prefers to get to the end of the quarter-mile first and keep the engine together doing it! Dick likes to have at least a 2500-rpm spread between the torque and horsepower peaks, which ensures that the engine will pull hard through the gears. He says that making this power is easy; it’s making the engine last that takes a little thought. He realizes that there will be a money limit some-where, so he recommends spending wisely and in an area that won’t limit future growth: the short-block. For $2500, you can build a 300hp 350, but who cares? Yet if you put that money into the short-block instead, you…

Hot rodding is all about making an automotive statement. Perhaps the quickest and easiest way to make that statement is with a set of tires and wheels. Fat, low-profile tires and trick, aluminum, eye-catching wheels make a tremendous image difference in a car. But while image is everything, killer tires and wheels also have to function. Since all hot rodders eventually face the dilemma of what size tires fit, we decided to do your homework for you. We chose five popular body styles and figured out how to stuff ’em with the biggest wheels and the fattest tires possible, with no interference problems. We also uncovered info on how to measure wheels, the best ways to increase fender clearance, and some facts on tire sizes. Ride height has a big…

sleeper (sle’par) One that achieves unexpected recognition or success. What would you say are the minimum requirements to running a 9-second quarter-mile? Big motor, light car, and lots of tire are the obvious answers. But what do you make of Greg Csernai’s innocuous little silver Mustang? The 514-inch big-block is definitely on the large side, but at 3250 pounds, the car’s not a featherweight, and 11-inch tires aren’t what you would consider huge. But with timeslips in the mid-9s at over 144 mph, Csernai’s ’Stang is the epitome of a sleeper and a fitting footnote to the American Heritage definition. Csernai’s Fox-body actually started life as a ’79 model with a turbo-four under the hood. The sheetmetal was updated with ’86 pieces, including an Unlimited ’glass hood, and then painted…

Way back when, in the days before supersonic rear-engined formula cars and high-visibility former road racers hit the Brickyard at Indy, the Sprint Car was king as both a race car and a training ground for Indy hopefuls. A.J. Foyt, Parnelli Jones, and nearly all of the pre-1970 Indy stars learned their trade in open-wheel dirt cars—high-horse power, low-weight, short-wheelbase monsters that spent more time sideways than they did straight. In fact, the early Indy cars were just dirt cars with different tires and suspension settings. While the steps up the IndyCar ladder have changed in the last 20 years, many race fans and officials rank the winged Sprinters of the World of Outlaws (WoO) as the most entertaining and brutally awesome racing machines on the planet. And their drivers…

IMPROVED HAULING Q I recently bought an ’88 Chevy Silverado 1/2-ton pickup with a 350 throttle-body-injected engine, a TH700-R4 transmission, and a 2.73:1 rear axle. The truck is stock except for a stock-type replacement muffler necked down to 2/4 inches on the inlet side. It runs pretty well once I get it moving, but it’s dead out of the hole. Would a 3.42 axle, a computer chip, or an improved exhaust system help the most? Mike ParkGeneseo, Illinois A Since you say that the truck accelerates fine once it’s rolling, a deeper rear gear (3.42 is a good choice) will probably help more. However, a good exhaust system will make a noticeable difference in performance and should be considered in addition to the gear change. Most exhaust companies offer systems…

You may know it as the Carter AFB, but since 1988 a new version of this timeless four-barrel carburetor has carried the Edelbrock name. Originally produced by Carter in St Louis, Missouri, in the ’60s, the AFB or “Aluminum Four-Barrel” design has been produced in recent years by Weber USA. Even then, Vic Edelbrock was lending his company’s expertise to assist in improving the design, but it wasn’t until the late ’80s that he decided to purchase and begin producing a refined, recalibrated version of the AFB. Since that time, tens of thousands of Edelbrock four-barrels have made their way to just about every application in the hot rodding marketplace. To help you get the most from your Edelbrock carb, we talked with two of Edelbrock’s most valued gearheads, Don…

RIGHT WING Right-hand drive? Yawn! No NameSan Luis Obispo, California Can you be more specific? We aren’t sure what No Name was trying to say, but the photos are cool. This probably has something to do with the Roddin at Random piece called “What’s Wrong With This Picture” in the November ’92 issue. We later found out that the right-hand-drive roadster we featured in Roddin is owned by Gary Kennedy of Applied Friction Techniques, which makes Top Fuel clutches. 8-SECOND COUNTDOWN I have a neat idea to make the Fastest Street Car race a bit more “street” looking. It’s a special Christmas Tree that would help give more of the “Saturday Night on Woodward” feel. The Tree would have the normal stage and pre-stage lights but would have traffic lights…

BILLET ROLLER The engineers at Center Line have been on the drafting table dulling pencils again. The result is a very stylish Convo Billet Directional. The wheel features two-piece construction and a three-dimensional, directional center that adds a new flair to wheel design. The Convo Billet Directional is engineered for increased wheel strength and is up to 30 percent lighter than O.E.M. steel wheels. For more information, contact Center Line Tool Corp., Dept. HR04, 13521 Freeway Dr., Santa Fe Springs, CA 90670, 310/921-9637.…

It’s appropriate that Lingenfelter Performance is located on Winchester Road in the quiet Midwest town of Decatur, Indiana. Appropriate because John Lingenfelter enjoys a reputation for building internal-combustion bullets that can turn your peashooter into a high-powered rifle. And he makes it look so easy. While anything well-executed looks easy on the surface, John’s engineering background has led him to break down the requirements of a hot street engine into some basic but usually over-looked parameters that dictate the way a street engine should be constructed. As with any good engine, the first key is the intended application. Is this engine to be used in a weekend-only tire-fryer or a daily driver that must have get-me-to-work-on-time reliability? Another critical consideration is the vehicle itself. Often, an engine builder will assemble…

Dear HOT ROD, After seeing the Fastest Street Car In America race, I questioned whether these 8-and 9-second cars are really driven on the street. Well, I found out for myself when I was at a race in Indianapolis with two of my friends. As we cruised the streets of Indy that Saturday night, we stopped into a joint called Bill’s Fabulous ’50s Cruisin’. As we ate our burgers, who pulls into the drive-in but Rick Dyer in his ’69 Comoro. We couldn’t believe this car was actually on the street! So my question was answered. We introduced ourselves and talked for a while, and Rick asked if one of us wanted a ride back to the hotel. It was my 27th birthday, and I was the first person to…

Forty-four years ago, there was no such thing as a dragstrip, a H Top Fuel class, or four-second/300-mph inns. Back then, hot rodding was a totally regional affair that focused its competitive juices on cars that went fast at El Mirage, a dry lake located approximately 100 miles northeast of Los Angeles. The hot dogs during that bygone era ran roadsters, and those who liked coupes were relegated to second-class status. Even so, three guys decided to build what was to become hot rodding’s most famous ’33 three-window coupe. Bob and Bill Pierson wanted to Smoke off the roadster lovers, but their ’36 was too fat to fly. However, Bobby Meeks, the president of their car club, had a better idea. Meeks—who was well into his still-active association with Edelbrock—suggested…

No matter what “ugly” slander you read in HOT ROD, Mopar B-bodies are cool. So what if they’re devoid of contemporary style? At least they have style Resides there’s something about a full-boogie, 2-ton B-body that’s more brutal than anything with a small-block Chevy. So for the maniacal “Mopar or No Car” fringe, we present some B-body-specific tech so you can have a sense of humor about that “ugly” comment as you leave ’em in your wake. ATTACK OF THE KILLER B’S Sad but true, Chrysler did offer small-block B-bodies. So let’s talk big-block swap. One beauty of muscle Mopars is the K-shaped front crossmember of the frame that the engine mounts bolt to. This is commonly called the K-member, and it drops out with four bolts. The key to…

Dan Barclay’s ’39 Chevy project culminated with a “Best Fat Rendered” award at the Goodguys Northwest Nationals a scant 4 1/2 months after the buildup began. Barclay is a longtime hot rodder/drag racer, and his penchant for fast quarter-mile machinery is not lost on the ’39, as its 10.30 at 130.61-mph timeslips will testify. Perhaps the most impressive aspects of Barclay’s Chevy are the chassis and suspension. Fabricator Dale Gerry, located in Barclay’s hometown of Kelowna, British Columbia, adapted an Art Morrison crossmember and MacPherson strut assembly to the ’39 rails and finished off the back end with a Morrison four-link setup, coil-overs, and a Panhard bar. Rounding out the chassis stuff is a narrowed Ford 9-inch rearend with 5.25 cogs and JF’Z disc brakes front and rear. More of…

THE GREAT COVER UP Owning a clean street machine dictates that the owner be vain. Every nut, bolt, wire, and hose must be dean, painted, or new for an immaculate underhood appearance. You’ve undoubtedly used wiring conduit to conceal the wiring, but how about slipping a length of it over some of the smaller, unsightly hoses? This high-heat conduit is available from M.A.D. Enterprises (Dept. HR04, 15180 Raymer St., Van Nuys, CA 91405, 818/786-5725) and other manufacturers in diameters ranging from 1/4 to 3/4 inch. The conduit from M.A.D. is very durable and will withstand temperatures over 300 degrees Fahrenheit (believe us; we’ve tested it), while common conduit will melt at 140 degrees. It cleans up easily with soap and water and really helps caver things up under the hood.…

L A. AUTO SHOW THE DREAM TEAM With few exceptions, the ’93 Los Angeles Auto Show was a snoozer, but it did let us finally drool over the beautiful Dodge Viper GTS, lust after the Mach III Mustang, and check out a few real additions to the new car/truck lineups. While this just a sneak peek, soon we’ll be getting our hands on the Viper GTS and the, Mach 111—live and in person—for an exclusive comparison. —Rob Kinnan Responding to the popularity of mega-stereo minitrucks, Ford slammed a Ranger pickup, lopped off the roof, added a speedster wraparound windshield, molded in some ground effects, I added a wing and roll pan to the rear, stuffed 2500 watts of thumpin’ tunes into it, and named it, appropriately enough, Jukebox. Frightening, isn’t…

As part of this story, we asked John Lingenfelter to come up with o representative small-block that would underscore his street-engine theory. Luckily, John’s guys were just finishing a 420ci small-block Chevy for a customer. The engine was intended to use one of the Lingenfelter-designed ACCEL SuperRom intakes, but they also tested the engine with on 850 Holley carburetor and a Victor Jr. intake. The 420 is based on a, 030-over 400 small-block using a 4.155-inch bore with a 3.875-inch stroker Collies crank (versus the 400’s stock 3.75-inch stroke). This engine uses production 5.7-inch rods connected to a set of forged pistons to complete the short-block. The com is a Lingenfelter 219/219-degree (at, 050-inch tappet lift) hydraulic roller with.560-inch lift using 1.6:1 roller rockers and a 112-degree lobe separation angle.…

We asked Joe for an example of a thumper street engine, and he showed us this ’65 Chevelle, owned by Doug Moore of Hermosa Beach, California. Under the all-steel front clip is a Sherman-built 406 small-block with 14.5:1 compression, 6.150-inch aluminum rods, World Products iron heads, a monster Isky roller cam with 280/288 duration (at.0501),.675-inch lift, and 108-degree lobe centers, a Holley Dominator on a Victor Jr. intake, and 1 3/4-inch headers. How much power? Try 652 horse-power at 7000 rpm and 550 Ibs-ft at 5200. The 3300-pound car has 4.56 gears and meager 10-inch tires, and runs 10.37 at 129 mph. Ooof! Sherman said this motor had the most cranking pressure he’s ever seen—260 pounds. With pump gas, he said the cranking pressure limit is about 175 pounds.…

CLASSIC STYLING When Danny Myers got his hands on this one-owner, six-cylinder ’55 Chevy, the intent was to build a modern-day version of his high school ’55. This one would differ in stance, rear tire width, and motor-vation, but otherwise be basically stock. Danny knew that the key to making a contemporary car appeal to classic enthusiasts was to leave the body stock. This meant leaving all the trim in place, including the bird on the hood, and using a factory paint scheme. Non-factory options include wheelie bars and five-spoke Americans widened by Gibson’s Hot Rod Repair in Santa Ana, California. CLASSIC GO Even though Danny stepped up to a big-block, he wanted something from the old days and chose a 427 as the heart of his drivetrain. The vintage…

Reaction time can win or lose a drag race. Assuming two cars run identical e.t’s, the car with the quicker reaction will reach the finish line first. And.010 second at the starting line is worth approximately one foot at the finish line for a typical 12-second car. Reaction time is the amount of time it takes the car to roll out of the Stage beam, which is the same action that begins the elapsed time (e.t.) clocks. The placement of the front tires in the staging beams will affect reaction time. “Shallow” staging means the front tires just barely break the Stage beam, increasing rollout and helping e.t. Deep staging will reduce rollout and cut reaction time but hurt e.t. Rollout is the distance the front tire travels before clearing…

It’s been 45 years since the birth of HOT ROD. The magazine has since evolved into the number-one auto-motive high-performance publication in the world. To celebrate our birthday, BFGoodrich T/A Tires (BFG) is planning a sweepstakes giveaway of a pair of ’48 fat-fender coupes—coinciding with the year of our inception. Flattered, we decided to follow along on the buildup of the “Porky-Eights"—one Ford and one Chevrolet—as they are readied for BFG’s giveaway. The cars are being refurbished, modified, and assembled by California Street Rods (CSR), known for its complete and quality craftsmanship, and the resultant stories should provide both street rodders and other custom car builders with examples of how things ought to be done. BFG decided to make the most of these buildups by showing HOT ROD’s readers two…

A brisk autumn afternoon is forming. The leaves on the trees are yellow and brown, the wind is puffing at I about 5 mph, and the sky is the bluest you’ve seen in a long time. If you’ve never owned a convertible, you’re probably I thinking, “Hey, great football weather!” But while millions of I couch potatoes are watching the Chicago game, Jack and Pam Pieknik are cruising the streets and backroads of Michigan in l their beautiful open-air ’47 Ford ragtop. No strangers to street I rods, the Piekniks’ previous rides include a ’29 Ford Roadster, a ’34 Vicky, a ’47 Ford Cabover, and a Boydized late-model Chevy pickup. But it’s the ’47 that gets pulled out of the garage on those perfect driving days. As nice as a…