1969 Chevrolet Camaro Build at Holohan’s Hot Rod Shop – Date Night

 

It’s a cold hard fact that projects involving classic Camaros commonly carry hidden secrets that lay quietly beneath that thick layer paint and clearcoat. And once you start digging in to add a little personal flavor here and there, the car has a tendency to take on a life of its own. Such was the case with this ’69 being built at Holohan’s Hot Rod Shop in Mooresville, North Carolina.

Dan Holohan gives us the lowdown. “The car started out as a project in which I’d help my good friend Jon White install a DSE suspension system and a set of mini-tubs in his garage a couple nights a week after work hours. We even joked and called it ‘date night’ when we would get together to work on the car. Now, it’s not uncommon for cars like this to need all new sheetmetal, and this Camaro was no exception, but I noticed that the entire roof panel had been cut off and replaced with a donor roof. And not just the skin; it had been cut right through the A-pillar—inner structure and all.”

With the extra sheetmetal work required, the car moved over to Dan’s shop, with the agreement that Jon still help out a couple nights a week and keep “date night” intact. Done deal.

1969 Chevrolet Camaro Build Interior

Motivation will come by way of a 655hp Mast Motorsports 427 LS7, which will exhale through a set of Ultimate Headers and custom HHRS 3-inch exhaust and Flowmaster mufflers. A Tremec T-56 will handle shifting duties, while a Detroit Speed Inc. subframe and QUADRALink suspension system will take aim at conquering all corners and apexes. Billet Specialties Boost wheels and BFG KDW rubber will reside on all four corners.

Dakota Digital VHX gauges will keep Jon informed on engine vitals, and a Vintage Air SureFit A/C system will keep the occupants cool while secured in a pair of comfy Corbeau Sport Seats.

Semi-tucked bumpers, rocker lip extensions, recessed emblems, and new HHRS chin spoiler are on tap for the exterior modifications, while the new sheetmetal will be doused in Porsche Liquid Silver with charcoal “massaged” DX1 stripes.

Dan pointed out that throughout all the trials and tribulations of a long-term project like this, the car usually takes on a name. “Date night is a term we commonly used, so the name just stuck. In fact, Jon liked it so much that he got “DATENITE” personalized plates.

Dan joked that when people see the plates while Jon and his wife are cruising the ’69 they’ll think “awe, that’s so sweet.”

If they only knew …

By: Nick Licata

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Posted in General Motors, Interesting Stuff

One Man’s Collection of More than 600 Vintage Cars and Trucks Heads to Auction

Murray King’s cabinet making business took him from one coast of Canada to the other, and rather than return to Spruce Grove, Alberta, with empty trailers, King began filling them up with interesting and derelict cars he found in his travels. Before long, his focus shifted from woodworking to metal working, and Kustom King automotive restorations was born. Now, after four decades of buying cars, King will sell the 550 cars in his collection (combined with another 87 cars from A-Riverside, his neighbor’s business) in a two-day auction set to begin on Saturday, August 16.

Kustom King

Most auctions of this scope focus on a single brand, but King’s collection is far more diverse than that. Chevrolets make up the largest percentage of his collection, with 141 Bowties from 1932 through 1977 set to cross the block, but Ford isn’t too far behind. The blue oval brand is represented by 106 vehicles, dating from 1928 through 1969, and other makes include Pontiac (70 cars, from 1937-’72), Buick (50 cars, from 1941-’72), Mercury (39 cars, from 1950-’68), Oldsmobile (36 cars, from 1935-’70), Cadillac (24 cars, from 1951-’64), Lincoln (15 cars, from 1954-’62), Dodge (14 cars, from 1937-’74), Chrysler (12 cars, from 1941-’62), Plymouth (11 cars, from 1932-’73), and GMC (four trucks, from 1941-’81).

Lumped into an “Other” category are brands like Essex, Fiat, De Soto, Packard, Fargo, REO, Willys, Hillman, Studebaker, Austin, Morris, Nash, Rambler, Mercedes and Nissan. Though this phrase is used a bit too much, the Kustom King sale really will offer something for everyone.

Kustom King

And then there’s the inventory of A-Riverside Auto Enterprises, located across the road from Kustom King. Though focused primarily on trucks, the 87 offerings from A-Riverside will also include both domestic and foreign automobiles from the 1940s through 2001. Still, truck collectors will want to take heed, as the lots are set to include everything from a 1929 Standard REO SpeedWagon Coca-Cola delivery truck through a 1997 GMC 3500HD, with a wide variety of heavy-duty inventory to choose from.

1957 Chevrolet
1957 Chevrolet.

Though Kustom King is selling off its used car inventory, the shop (which specializes in restorations and custom builds) isn’t going away. In fact, King advises that with Alberta’s current oil boom, business has never been better, as mechanics from the oil fields have plenty of discretionary income to spend on custom cars.

Though the shop once built rods and customs to sell at auctions in the United States, back when the street rod market was strong and the Canadian dollar was weak, the days of building cars on speculation are over. As King put it, “There’s too much risk and too little profit” in trying to anticipate what buyers will fight over at auction.

1969 Ford Mustang convertible
1969 Ford Mustang convertible.

Kustom King also houses So-Cal Speed Shop Canada, as King cut a deal with Pete Chapouris in 2008 to become the exclusive Canadian distributor for So-Cal Speed Shop products. Ultimately, that means the 550 cars on his 5.5-acre property are more of a distraction than a necessity because King doesn’t part them out to the general public. Now that he’s past the seven decade mark in age, King has also come to the realization that he won’t live long enough to see them all restored.

1972 Plymouth Duster
1972 Plymouth Duster 1973 Dodge Dart Sport 340.

When asked, “Why sell the collection now?” King’s response was understandable. “I paid $35,000 for this property 35 years ago,” he said, “and I’ve been offered $1.3 million for a portion of it. The question isn’t ‘Why would I sell?’ but rather ‘why wouldn’t I sell?’”

1929 REO SpeedWagon
1929 REO SpeedWagon. Photo courtesy Sekura Auctions.

As for any inventory that remains after the sale, King isn’t concerned. The city of Spruce Grove isn’t pressuring him to pare down his collection (which, King advises, undergoes environmental testing every few years), and even after selling off a portion of his land, King will still have three acres to house the inventory that doesn’t sell at auction.

1952 International
1952 International cement truck. Photo courtesy Sekura Auctions.

A-Riverside is in a similar pressure-free position, but is taking advantage of the Kustom King sale to reduce its own inventory. As Sekura Auction’s Andrew Reeleder explained, “Ron Stropel (owner of A-Riverside) has always focused on trucks, while Murray King has focused on cars. When the Kustom King auction was announced, it just made sense for A-Riverside to capitalize on shared marketing and a shared auction venue.”

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Four years after auctioning off collection, Chevrolet dealer Bob McDorman opens museum

McDormanmuseum_01_800
Photos courtesy Bob McDorman Automotive Museum.

After Chevrolet dealer and longtime Corvette collector Bob McDorman sold off 160 cars from his collection at auction four years ago, the idea of opening a museum almost seemed out of the question – what would he fill it with, after all? Yet this past weekend he threw open the doors of the Bob McDorman Automotive Museum to the public, and said he has as many cars as he can fit in it.

“I wanted to have it ready for my retirement from the dealership,” McDorman said of the museum that he announced two years ago at his induction into the Corvette Hall of Fame. “I’ve got about 14 months until my 50th anniversary as a dealer, and then I’ll be done at the dealership after that.”

McDorman, 82, said he’s been collecting cars since before he bought the dealership in 1965 and moved it to its current location in 1968. He also sold a number of collector cars at auction – once in 2005 and again in 2007 – before the headline-making all-no-reserve 2010 sale of cars, parts, and automobilia that netted $7 million, which he said was necessary to keep the dealership running. In 2011 he sold a majority of his dealership, though he plans to keep a 15 percent stake through 2015.

McDormanmuseum_02_800 McDormanmuseum_03_800 McDormanmuseum_04_800 McDormanmuseum_05_800

The new museum, located in downtown Canal Winchester, Ohio, has enough space for about 50 cars, McDorman said, and while visitors at the grand opening on Friday saw 38, McDorman said he has another dozen to fill it. The museum isn’t just Corvettes, either, with an assortment of Chevrolet cars and trucks and other GM vehicles inside, including cars as old as a 1936 Chevrolet coupe with dual sidemounts and as new as the sixth-generation Corvette. Perhaps the highlight of the museum is McDorman’s 1953 GM trifects – a Cadillac Eldorado, a Buick Skylark, and an Oldsmobile Fiesta – accompanied by a 1953 Corvette.

McDorman said the museum is not a non-profit museum, but he hopes only that he can get his expenses out of it and maybe turn a little profit. He told the Canal Winchester Times that he plans to keep a few cars on consignment in the collection. “If I sell anything out of my collection, it’ll be so I can buy something of the same year but rarer,” he said.

Along with his nomination to the Bloomington Gold Great Hall in 2010, McDorman was selected for the Corvette Hall of Fame in 2012. As noted in his biography for the latter, McDorman had accumulated and sold off Corvette collections three times in his life, showing his persistence when it comes to building such collections.

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Posted in General Motors, Interesting Stuff

Barn-Find 409 Engine Rebuild

Super Chevy’s barn-find 409 gets buttoned up and hits the dyno.

409 Engine Rebuild

If you’ve followed along with our 409 build (June, July ’07), you’ve seen a forgotten W-motor get a new lease on life. The engine’s mysterious past and flawless short-block encouraged us to retain the rotating assembly, and update the top end of the engine, as well as the valve train. So far, the progress has been smooth and steady, with few hiccups along the way.

Without question, a 409 engine build has some peculiar details, and we hope we’ve covered most of them in parts 1 and 2 to prevent any hard times if you plan to tackle a similar project. This month, we’re putting the finishing touches on the 409, and putting it through the wringer on the dyno.

To button up this W-motor, we opted for dual quads, because it only seems natural on a high-performance 409. We used Edelbrock’s Performer RPM large-port intake manifold and a pair of Edelbrock Thunder Series (1803 and 1804) carburetors. Coming in at 500 CFM each, the dual four-barrels provide plenty of fuel for the thirsty 409, which utilizes a 110-gallon-per-hour mechanical fuel pump.

During the finishing stages of the build, we also install a Pertronix Flame-Thrower “Plug N Play” billet distributor, which is an easy solution for updating the engine to electronic ignition. The small-body distributor doesn’t take away from the old-school looks of our 409, but the electronic module certainly outperforms the original points-style ignition system. One of the cool features of the Pertronix distributor is a built-in rev limiter, which will be set to 6,000 rpm to keep our engine alive and well. We also used a Pertronix Flame-Thrower III coil and a set of Pertronix 8mm plug wires. Edelbrock suggests RC12YC spark plugs for use in its Performer RPM cylinder heads, so that’s exactly what we used.

409 Engine Rebuild Edelbrock Pertronix  2/20

It seemed fitting to give our 409 the dual quad treatment, so we used an Edelbrock setup consisting of a Performer RPM intake manifold and dual Thunder Series 500-cfm carburetors. The finned aluminum air cleaner is an old-school touch.

Once all of the vital details were completed, we finished off the engine with Edelbrock Classic Series finned aluminum accessories in the new satin finish, for the raw, as-cast look. An Edelbrock aluminum water pump keeps the engine cool, at half the weight of the original cast-iron pump.

The final, and most intimidating, step of the entire build was the dyno session. Taking a brand-new engine and putting it through its paces can be unnerving, especially when you consider the volatile nature of the 409. It’s a short stroke engine that really wants to rev, but the heavy pistons can wreak havoc if the connecting rods aren’t up to the task. So we kept the engine below 6,000 rpm on the dyno to prevent carnage.

The end results were very pleasing, as the 409 screamed to its peak horsepower figures at 5,800 rpm. It cranked out 504.8 hp at 5,800 rpm and 515.3 lb-ft of torque at 4,500 rpm on the dyno at Hixson Motorsports in Soddy Daisy, Tennessee. Hixson Motorsports builds cars for the ARCA racing series, so owner Wayne Hixson was very particular about the dyno setup. He provided the fuel (Sunoco 260 GTX), as any traces of other fuel in one of his engines could result in a fine or disqualification. With an octane level of around 100, the racing fuel allowed us to get a little more aggressive with our ignition timing, and we also had the advantage of Hixson’s fresh air duct, which replicates the cowl pressure experienced when one of his racecars is at speed. Our dyno pulls were a maximum effort for our combination, but we can expect this engine to make around 470 hp on pump gas and a standard timing tune-up of 34 degrees.

Originally, this 409 would’ve been rated at 425 hp, so we made substantial gains without any fancy machine work or exotic parts. We simply bolted a fresh top end onto a mostly stock bottom end, and added a hydraulic roller camshaft and an upgraded ignition system. We also need to give some credit to the exhaust, as we ditched the original manifolds in favor of Hooker Super Comp full-length headers (PN 2171HKR). With 17/8-inch primary tubes and 3-inch collectors, the headers let the 409 breathe easily, and it sang quite a tune at 5,800 rpm.

With the engine and testing complete, it makes for a great story when you consider these components went through this same sort of abuse in a drag car 50 years ago. The fact that the old engine can still scream after all those years of neglect is part of the cool factor of our mysterious barn-find 409, but it wouldn’t be possible without the companies that do the research and make these updates simple and effective. And while many 409 builders would’ve abandoned the original parts and given this engine the stroker treatment in an effort to make more horsepower, we’re happy with our 505 horses, and happy it survived the dyno thrash session. Now this 409 is ready for the street or the track. The real question is, what are we going to put it in?

409 Engine Rebuild Rivets  3/20

1. Before we install the intake manifold, we must first install the baffle, which is included in the kit. This baffle is held in place with three rivets, which are hammered into three bosses in the intake. The rivets are a tight fit, but it doesn’t hurt to use a few drops of red Loctite for extra assurance.

409 Engine Rebuild High Temp Silicone  4/20

2. Edelbrock offers high-performance intake gaskets but suggests using a bead of high-temperature silicone on the front and rear surfaces where the intake meets the block.

409 Engine Rebuild Performer Rpm Intake  5/20

3. After allowing the silicone to tack up, the Performer RPM dual-quad intake was lowered into place. We tried our best to align the boltholes without disturbing the silicone in the process.

409 Engine Rebuild Arp Thread Sealer  6/20

4. Once again, we’re dealing with wet boltholes, so we used ARP thread sealer on all of the intake bolts just to be safe. The intake is held in place with 16 stainless steel ARP fasteners.

409 Engine Rebuild Tighten Intake Manifold  7/20

5. Starting in the middle, and working our way out in a clockwise pattern, we tighten the intake manifold. After all of the bolts are snugged down, we tighten the bolts to 30 lb-ft of torque.

409 Engine Rebuild Pertronix Flame Thrower Billet Distributor  8/20

6. Now we can drop in the Pertronix Flame-Thrower billet distributor, which features an Ignitor III module. Out of the box, this distributor is set up to provide 24 degrees of timing by 3,500 rpm, so setting our initial timing at 10 degrees (resulting in 34 degrees total timing) is a good place to start tuning.

409 Engine Rebuild Adjust Valves  9/20

7. With the engine still on top dead center on the number one piston, we can begin adjusting the valves. For this setup, we adjusted to zero lash (when we could no longer spin the pushrod) and then made another half turn.

409 Engine Rebuild Mechanical Fuel Pump  10/20

8. Other small pieces of the puzzle can now go together, such as the mechanical fuel pump, rated at 110 gallons per hour.

409 Engine Rebuild Thunder Series Carb  11/20

9. The Thunder Series carburetors go on next, and they slide over the stud kit we picked up from Edelbrock. For this dual quad setup, one carburetor features an electric choke, while the other is a standard manual choke model. Both are rated at 500 cfm.

409 Engine Rebuild Linkage  12/20

10. Dual-quad linkage can sometimes be tricky, but Edelbrock makes it simple with this adjustable linkage setup. It can be used as direct linkage or progressive linkage, and you can adjust how quickly the secondary carburetor comes in.

409 Engine Rebuild Champion Spark Plugs  13/20

11. It’s always a good idea to thumb through the paperwork that comes with new parts. Otherwise, you might find yourself wondering what spark plugs to use. Edelbrock suggests using Champion RC12YC spark plugs with its cylinder heads.

409 Engine Rebuild Distributor Cap  14/20

12. Now we can install the distributor cap, then snap the Pertronix 8mm plug wires into place. The wires were pre-assembled, which saved us a lot of time.

409 Engine Rebuild Valve Cover  15/20

13. Cosmetically, our 409 has lots of old-school style, which is quite fitting for this historic engine. The finishing touches are the Edelbrock finned aluminum valve covers and air cleaner, which feature a satin finish.

409 Engine Rebuild Synthetic Blend  16/20

14. Before we fired up the 409 for the first time, we poured in 6 quarts of Comp Cams Muscle Car & Street Rod 10W-30 oil. It’s a synthetic blend that has all of the necessary zinc to keep our old-school engine happy.

409 Engine Rebuild Break In Oil Additive  17/20

15. And, for good measure, we poured in a pint of Comp Cams Break-In Oil Additive to make sure our camshaft and lifters are protected. Luckily, we don’t have to worry so much about camshaft failure with a roller setup, but this is a crucial step for a flat tappet setup.

409 Engine Rebuild Balancer  18/20

16. As we near completion, the 409 gets a new Edelbrock aluminum water pump. After the four bolts are tightened, we installed a 63/4-inch harmonic balancer we picked up from Show Cars Automotive. Although similar in size to a regular small-block balancer, a 409 balancer has the timing mark in a different location.

409 Engine Rebuild Headers  19/20

17. For our dyno testing, we bolted on a set of Hooker Super Comp full-length headers. These 17/8-inch headers are designed for ’58-’64 fullsize GM cars, and they are the perfect size for our dyno pulls.

409 Engine Rebuild Dyno  20/20

18. At Hixson Motorsports, the 409 made several pulls, with the best of 504.8 hp at 5,800 rpm and 515.3 lb-ft of torque at 4,500 rpm. This test was performed on racing fuel and an aggressive tune-up. A pump-gas tune with 34 degrees of timing should result in approximately 470 hp.

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Source: SuperChevy.com

 

Posted in General Motors, Interesting Stuff, New Parts, Restoration Tips

1963 Chevrolet Corvette Split-Window Coup- Rare finds

1963 Chevrolet Corvette Front Side View

“Can you run that story by again?” I asked Paul Kerner.

We were looking at his ’63 split-window coupe, tires dug into the desert floor after sitting there for the past three years. The white car was highly modified, but a real split window coupe.

“I thought I heard you say a dump truck went around a corner, a boulder rolled out the back end, crashed through the side of a barn, and skipped across the hood of a Vette.”

“That’s right.”

“And you mean this Vette right here, in front of us?”

“Yes, a boulder, about basketball size, shot out of a dump truck on a road in California and punched a perfectly round hole in the side of the old, rotten barn. The farmer tried to get a new paintjob out of the insurance company, but the coupe desperately needed a new paintjob, anyway, as you can see.”

1963 Chevrolet Corvette Rear View

The original moldings are intact around the split window.

Apparently, the car hadn’t changed much since the boulder-skipping incident, 13 years previous. I could see chipped paint on the hood and fenders, possibly the result of contact with a basketball-sized boulder or rock. The ’63 needed a new front clip, modified as it was, including enlarged wheelwells at all four corners.

Kerner got a lead on the Vette in 2000. His co-worker said a neighbor had related the Vette story to him and the car was for sale. Kerner’s neighbor wasn’t interested, but Kerner was.

“When I looked at the ’63 coupe, this accident had recently happened, like in the last 30 days.”

The price was reasonable, if not cheap at $7,500. Kerner gave the farmer a $1,000 deposit. He would have paid the entire amount, except the farmer would not release the car until he got his insurance check.

A week passed, and Kerner called the farmer. The settlement was still not over. Kerner called after another few weeks and heard the same response, “I’ll call you when I know something.”

“I called him in a month. The answer was still no. I kind of halfway forgot about the car. A month, or so, later they were still going back and forth about the settlement.”

A year passed. Kerner got a call. It was the farmer. Funny thing, Kerner was closing on a house this same day and had to come up with $50,000 or $60,000.

1963 Chevrolet Corvette Engine View

The engine, Paul believes, is a 350.

1963 Chevrolet Corvette Dashboard Interior

With a cleanup, the interior would look decent.

Kerner remembers the farmer explaining, “I got my check. But, I sold the Corvette to you too cheap. I’m a man of my word. You can buy the car, but you have to come get this car today or I’ll give you your $1,000 deposit back.”

At the time, the year 2000, Kerner felt the Vette was worth “20ish.” The Vette did run, but was highly modified, as seen here. Somebody removed the pop-up headlights and added four huge wheelwell flares. They modified the front end with gills or grilles. Kerner still wanted the car due to the very reasonable price.

“Luckily, my girlfriend at the time, who is now my wife, had some money, and I borrowed money from her to get the car.”

Kerner testdrove the ’63, discovering no brakes. He’s logged maybe 2 miles on the car since 2000. He believes the engine is a 350 and the original Vette was a base small-block backed by a four-speed. The big option was factory air. The original color combination was sweet—black with red interior.

The original wheels are long gone. The car wears a set of turbine-style Westerns. Kerner says the ’63 would probably still be sitting in that barn in California except that boulder shot out of the back of that dump truck.

All I could think of, as a writer of “Rare Finds” stories for 25 years was, “Wouldn’t that have been a great picture, the car in the barn and the boulder sitting there?”

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Posted in General Motors, Interesting Stuff

150 Mopar Pasture – Treasure Trove!

Restorer Brian Semancik runs Speedos Paint & Body in Staatsburg, New York. He contacted me and let me know something about 150 Mopars. He seemed cryptic, so I began to wonder what was there. After all, a bunch of half-crushed Furys and four-door Volares is all that seems to be left at several of the antique “boneyards” around. Still, a ’Cuda convertible anything being found in 2012 is very cool.

The cars are the long-time private parts collection of Larry and his wife, who are residents of the Empire State as well. We’re going to keep the info there for one simple reason: This stuff has been tucked away for decades, and woods walkers who like to gather stuff they don’t own aren’t welcome. What is news is that Larry is looking for somebody who might be interested in all of it. How this collection came about is an interesting story.

“Oh, this is all my wife Beth’s fault. She told me to get a hobby!” laughs Larry. “I started searching for a car I had as a kid, a ’68 Satellite, so I went for a ’68 Road Runner. That was about 22 years ago. I just bought all the cars I would find. Things kept popping up, and I just kept buying. The big dream was Hemi cars and Superbirds, and I even ended up finding some of them. Eventually, people just started calling me when they were selling.”

Are there Hemis? A couple, plus buildings full of better engines and parts, along with some of the sheetmetal you don’t see in the photos. As you can tell, the elements have taken a toll on some of the cars (after all, many of them had already been well-used when they ended up here), and Patrick did a very admirable job of documenting them for us in this environment. What’s even cooler—Larry remembers the details about many of them.

“I have one car that I bought off a grandson whose grandma had taken his mother to the hospital and brought him home as a newborn in it. It stayed in that family for years, and he was a grown-up when I picked it up from him. That car’s a ’71 Barracuda with a 318, and I got that one about six years ago.” Larry admits it might be the one car he gets restored, so we’ve left that picture out of the story. Yes, grandma’s Plymouth is baby blue…

The logistics of buying and/or moving this trove is likely out of the hands of all but the most ardent Mopar parts guys. If you are interested in making them yours, you can email us with your contact info and some background, and we’ll forward it to Larry. He’ll respond to serious inquiries. Larry told us that he would even sell the property if the price is right. There are several barns of parts in addition to the cars.

I Think It’s Time To Get Rid Of The Whole Collection. It’s Been Fun Over The Years, But Somebody Else Should Enjoy This Now. I’m …

Brian did get two vehicles out of the yard—a ’Cuda 340 convertible is being done by Speedo’s right now for a new owner, and he also dragged a Warlock truck out. The wing car is for sale on its own for the right price, but Larry would truly like to see it and what else has been tucked out of sight for all these years of collecting to go someplace where new owners can rehab or reuse them.

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Source: Moparmuscle.com

Posted in Interesting Stuff, Mopar, Stuff For Sale

Ratty Muscle Cars: Cool or Lazy?

photo 5[1]

During our trip from Los Angeles to North Carolina for the start of HOT ROD Power Tour 2014, we were pretty much accosted by Austin Griggs. He was driving a loud, ragged 1969 Dodge Super Bee—rusty, lettered, and well flogged, but loaded with cool Cragars and a decent 383 under the Six-Pack hood. Austin’s mission: to promote the use of ratty muscle cars. With a Facebook page dedicated to the cause, he’s all about encouraging people to actually use their old V8 iron whether it’s in perfect shape or not. “What good’s a muscle car rotting in your yard because you’re going to fix it some day? Fix it enough to get it street worthy, and use it!” he says. This matches my own philosophy in the face of time and money challenges: don’t get it right, just get it running. Too often, perfect gets in the way of good.

Check out the pics of Austin’s Mopar below, then scroll all the way down to vote in the poll. Are you ready to overlook the perfect paint and chrome and hit the road in ratty muscle?

photo 21 650x446 imageThis Mopar was a yard find that wears much of the original paint and stripe. It’s rotten around the edges, but semi-presentable when viewed from a block away. Austin let it sit forever thinking he was going to restore it before he decided to just get it on the road.

photo 211 650x446 imageOne of the keys to the style is not too let the junky part go too far, hence cool wheels and tires and the fiberglass hood.

photo 12 650x446 imageSometimes the patina of weathered original parts can provide more character than nice clean replacements. Or is this just garbage?

photo 3 650x446 imageThe interior in the Bee isn’t totally shot, but far from show quality. The keys are function, comfort, and ability to drive it anywhere without ever worrying about it.

photo 5 650x446 imageThe car’s original 383 B-motor has been freshened up and carries some speed parts—not including headers.

photo 41 650x446 imageHere’s where our opinion and Austin’s part company. We’d leave the sketchy retro lettering to the rat-rod crowd.

photo 31 650x446 imageIn addition to the door art, the car has reproduction drag decals slapped all over it. Want to see more? Check out Ratty Muscle Cars on Facebook and @RattyMuscleCars on Instagram.

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Source:   – Hot Rod Magazine 

Posted in Industry News