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Volume V, Issue 5
May 17, 2010
“I think these guys deserve some
recognition…” (Part I)
It was around July of 1995. Over the many years of our friendship, it was always obvious what the conversation
would be about when I called him, whether the call was about getting some otherwise-unavailable information or
simply to visit. Both were always enjoyable. But when he called me, anything was fair game…and it often turned
out that way. When he called this time, as usual, he came right to the point. “I been thinkin’, Jim. We’re right on
top of celebrating the 40th anniversary of the small-block Chevy and there are still some of the original engineers
out that ought to finally get some recognition for what they did. The PRI Show is comin’ up and I’ve told Steve
Lewis (Show owner and producer) it’s time to put these guys on stage in front of the industry.” From this single
conversation, Smokey Yunick made another indelible mark in his long string of historical contributions to the high
performance and motorsports communities.
Mind you, nothing was said about “Is this a good idea?” or “Do you think anybody cares about these people?” It
was already a done deal. The only question up for discussion centered on the best way to accomplish the task. “I
got a list of all the living small-block Chevy engineers. I’m gonna cut it in half, send one half to you and keep the
other. Then we need to start callin’ these guys to see who’s able to be on stage at the PRI Show” (in December of
1995). What followed was a most memorable experience that I decided to share with you. The events will
obviously never occur again.
Up to that particular time in my career, I believed I knew a
fair amount about the small-block Chevrolet V8. I could not
have been more mistaken, as I soon started to realize when
I began phone conversations with my “half of the list.” Plus,
besides contacting these unheralded and aging engineers to
gather their recollections about how the small-block actually
came to life, I was charged with compiling a brief history and
chronology of the steps taken to produce not only the
engine but the ’55 Chevrolet that showcased the venerable
265-incher’s introduction. Both these tasks that I prefer to
now call opportunities were loaded with surprises and stark
revelations. I’d not had a clue about how the small-block
Chevy came to being. An expert I was not.
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Between us, Smokey and I managed to contact twenty-three
of the original small-block engineers. Unfortunately, not all
of them were of sufficient health to travel but, on the fortunate side, all of them were willing to talk about their
respective contributions to the engine. Particularly critical to the project was Ed Cole who became Chevrolet’s
Chief Engineer in 1952 (later President of General Motors), subsequently heading up the development of both the
’55 Chevrolet passenger car and truck designs. It was a consequence and combination of his engineering,
managerial and people skills that he was able to assemble a team that took a “clean paper approach” to
developing the 1955 Chevrolet (engine included) that moved from scratch to arrival of the new vehicle on
dealership floors in just twenty-eight months! By 1955 standards of design, engineering and final production, this
feat was a GM development landmark that still stands today. Perhaps even more remarkable was the fact that
only fifteen-percent of the new ’55 Chevy’s parts were from prior models. Everything else was freshly designed.
Technically Speaking - "I think these guys deserve some recognition ..." (Part I) - Page 1 of 2 - MaxChevy.com
Volume V, Issue 5
In viewing this accomplishment, it’s
important to understand that today’s
computer-aided engineering, rapid
prototyping and production tooling
capabilities were non-existent in Ed
Cole’s day. Quoting Ed Francis, a
member of the original design team,
“There was a profound sense of
teamwork and commitment between
management and the employee
mainstream, perhaps never equaled in
the Division. The leadership strength
provided by Cole and his management
team was highly unusual for the time.”
May 17, 2010
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Because Ed Cole passed away prior to
the small-block’s 40th birthday, I
contacted his son, Dr. David Cole
(currently Chairman of the Center for
Automotive Research in MI) who recalled,
“I can remember how much fun my dad
had driving around in a 1954 Chevy that
had a prototype small-block V8 in it. He’d
stop in service stations and ask the
attendants to check the oil, just to see the
expressions on their faces when they’d
raise the hood. He was really a
performance car guy.”
Among those on Cole’s hand-picked team were two other automotive notables: Zora Duntov and Smokey Yunick.
Actually, Zora (who initially came to GM as a suspension guru) zeroed in on the then soon-to-be small-block FI
system. Cole identified Smokey as a key “outside contractor” to begin exploring possibilities for the new engine in
NASCAR circles, in addition to doing exploratory work on the development of other racing parts for the package.
Looking back, it’s clear how formidable the team Cole brought together became.
As Smokey so aptly crafted his comments, as he usually did, “Over the years, this engine brought me to know
some of the most brilliant automotive engineers, technicians and racers of all time. And, it also dragged up some
that weren’t, but that’s part of living. I remember the first time I went into Ed Cole’s office there was a sign he’d
hung there that said ‘The price of progress is trouble’ which made me think during my years of working on the
small-block we must’ve made a lot of progress. I guess if you never said anything else about this engine, it’s a hell
of a statement to what can be done when
you assemble a group of hard-working guys, give ‘em a clear objective and support their efforts. There’ll probably
never be another small-block Chevrolet engine like this one.”
From a personal perspective, I think PRI’s Steve Lewis should
be given much credit for having supported Smokey’s idea to
honor the engineers who brought us the venerable small-block
Chevrolet V8. Thanks again, Steve. In Part II, we’ll share
some of the events prior to production of the engine, how all
the “wooden” parts played into the project and some additional
insight from Duntov.
Technically Speaking - "I think these guys deserve some recognition ..." (Part I) - Page 2 of 2 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Tom Macklin and Bruce Pascale '72 Cadillac Eldorado.
Words and photos by John Edwin Mason
If hot rodders and street racers are the granddaddies of drag racing, its fathers are the land speed racers of southern California’s dry lakes. Beginning in
the 1920s, stripped down jalopies, homemade hot rods, sophisticated racecars, and autos straight off a dealer’s lot made their way over the mountains
and onto the long, flat surfaces of ancient lakes. There, pioneering drivers pushed their cars as fast as they would go. Top speed was all that mattered.
Set a record and you won the respect of your peers. Prize money? Out of the question.
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In the 1930s, one of those speed-obsessed Californians was a young man
named Wally Parks. By 1937, he was editing the newsletter of the Southern
California Timing Association (SCTA), the newly formed sanctioning body that
was organizing the dry lakes races. Just over a decade later, Parks saw the
need for another racing association, one for drivers who wanted to go fast in a
straight line, but didn’t want to go out into the desert to do it. They were the
first drag racers, and you’ve heard of the organization that Parks created to
rope them in -- the National Hot Rod Association (NHRA).
Drag racing quickly became more popular than land speed racing. Tracks
could be located close to the cities and towns in which most hot rodders lived.
Racing on them was safer than street racing, and -- good news to some, bad
news to others -- it was legal.
But land speed racing -- on the dry lakes, the Bonneville salt flats, and
temporary airport tracks -- never went away. Some say that it’s stronger than
ever. That’s certainly the case on the southeast, where the East Coast Timing
Association’s (ECTA) Maxton Mile land speed races have become highly
anticipated events.
Pulling into the pits at the North Carolina’s Laurinburg/Maxton Airport, a former World War II training base that the ECTA uses for its races, is like
stepping back in time. They’re all here -- hot rods, racecars, homemade specials, cars that look almost stock, and plenty of motorcycles, too. Also on
hand are the men and women who race, own, and crew them. As with the land speed races of old, there is no prize money to be won or trophies to be
earned. The racers and their crews make the pilgrimage because they’re obsessed with speed, passionate about racing, and in love with the challenge
of building a machine that can legitimately chase a record. Besides, they know a good time when they see one.
On April 10-11, the ECTA’s 2010 season opened in spectacular fashion, with over 60 new top speed records being set on Maxton’s one-mile course.
The highlights were undoubtedly the new absolute top speed records that were set for both cars and motorcycles. On the 10th, Mike Reichen ran his
‘94 Mitsubishi Evo II through the timing traps at 237.63474 miles per hour. No car had ever gone faster at Maxton, and that’s petty darned stout for a
car with the aerodynamics of a brick and is fully licensed and insured for the street.
The Maxton Mile - Records shattered - Page 1 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Eric Yost
Mike Reichen
Not to be outdone, Eric Yost upped the record the next day, pushing his Pontiac Firebird to a blistering 241.40862
mile per hour. Both Reichen and Yost had great weekends, each setting records in two different classes.
(Reichen’s class records still stand, since he and Yost competed in different classes). Among the two-wheel
crowd, Bill Warner was the star, setting a new top speed record for all vehicles at a staggering 272.34073 miles
per hour.
Gerald Davenport
Variety is the spice of life, and it’s one of the things that makes the Maxton Mile a gearhead’s paradise. The pits
and staging lanes are full of cars and bikes that you just won’t see anywhere else. Take Gerald Davenport's '51
Crosley Super Sport. Crosleys are now nothing more than a footnote in American automotive history. But, back in
the day, the Cincinnati-based company was one of the first to promote small, efficient cars. Davenport’s Super
Sport makes a Bugeye Sprite, which it resembles, look like a hulking beast. Powered -- if that’s the word -- by its
original 44 cubic inch straight four, it set a new class record of 100.94643 miles per hour.
The Maxton Mile - Records shattered - Page 2 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
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A number of other drivers proved that you don’t have to be fast to be entertaining. Tom Macklin and
Bruce Pascale couldn’t get their land speed car prepped in time for the race, show they showed up in
a stock-except-for-the-roll-cage '72 Cadillac Eldorado. It wasn’t a thing of beauty, going down the
track, but it sure made you laugh. Macklin got it up to 112.50047 miles per hour, a mere 72.79799
miles per hour off the class record.
Martin McEntire’s '73 Citroen SM was just as much fun to watch, but it was also a much more serious effort. Having
swapped the car’s original Maserati V6 for a Citroen 4 -- a nitrous-injected Citroen 4, if you can believe it -- McEntire
would have made a strong run at the class record, if mechanical gremlins hadn’t appeared on the scene. The electric
motorcycle that engineering students from Virginia’s James Madison University brought to the track also falls into the
slow-but-cool category. With Paul Crisman on board, it set a new class record of 69.34094 miles per hour.
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Steve van Blarcum
There were plenty of very fast cars and bikes on hand, as well. George Gallimore set a new class
record of 212.493 miles per hour in his navy blue Firebird. Steve Benyo and his Mustang missed
setting any records, but still achieved a best speed of 220.78291 miles per hour. Driving a classic
roadster, Steve van Blarcom also went over 200 miles per hour, on his way to setting records in two
classes. His best speed was 206.04490 miles per hour. Gary Hebert and his Firebird also set records
in two different classes. His fastest pass was at 199.75397 miles per hour, just a whisker away from
the prestigious 200 miles per hour mark.
If you’re beginning to think that there’s a class for everything at Maxton, you’re right. Circle track cars,
old and new were well represented.
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Johnny Johnson set a new class record of 143.64319 miles per hour, in his restored ‘37 Chevy Modified.
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Mark Radtke brought a vintage ‘30s style sprint car to the meet. Powered by a Model A
Ford engine, it established a class record of 103.70206 miles per hour.
Allen Patterson’s ex-NASCAR Chevy was the quickest of the modern-era circle track cars.
His best pass of 201.38041 was just a few miles per hour short of the class record.
The Maxton Mile - Records shattered - Page 4 of 5 - MaxChevy.com
Volume V, Issue 5
There was at least one road racer at the race. Mark Weiler, running an open wheel
formula car, established the class record of 120.69739 miles per hour.
May 17, 2010
Ed Brace
While there were many great cars and drivers at the meet, it’s appropriate to close with a man who connects the worlds of drag racing and land speed
racing, a guy who’s been in both games for over 50 years. During his days as a drag racer, Ed Brace lined up against the likes of Chris “the Greek”
Karamesines, among other legendary drivers. These days, he goes land speed racing, and he’s good at it. Brace established a new class record of
166.68627 miles per hour, in his blown, rear-engine modified vintage roadster. That’s an awfully strong performance from a couple of grizzled veterans.
The next race is May 22-23, 2010. Click here for a full listing of records at the Maxton Mile.
PHOTO EXTRA
Gary and Pam Beineke's Mopar didn't look like this when it left the factory in '71. Doesn't matter. It's still bad to the bone…and destined to run 200 mph, if everything goes
according to plan.
Dorr Johnson set a class record of 109.22484 miles per hour, in his Bugeye Sprite.
J. Harold Seagle rode his vintage Indian to a new class record of 91.99435 miles per
hour.
The Maxton Mile - Records shattered - Page 5 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Words by Kay Burk
It has taken longer than environmentalists may have hoped, but finally the automobile manufacturers realize that they have to change the way cars are
made to satisfy the consumers of the future. Going “green” is the byword these days, and General Motors is moving with the times in design of their
cars and the plants that manufacture them.
Ed Whitacre, General Motors CEO, noted that he doesn't know when
electric vehicles will become profitable for GM, but that electric
vehicles are clearly "the way of the future" and that they will become
"a very big part of General Motors."
Continuing its push to market itself as a more environmentally friendly
company, General Motors has announced that more than half of the
1,300 patents the automaker filed last year are green.
Recently, GM announced that several of its plants were "zero landfill"
certified, meaning that all waste is recycled or reused. And there's the
much-hyped Chevrolet Volt, GM's first electric vehicle.
“The move toward electrification is requiring us to reinvent the DNA of
the automobile, requiring massive amounts of innovation,” said Alan
Taub, vice president of GM Global Research and Development.
With the upcoming launch of Chevy's 2011 Volt at the end of this year, electric
cars are quickly becoming a reality. And although they may look and feel like
“regular” gas-powered cars and give drivers the comfort they are used to,
under the hood lays the car of the 21st century. Using millions of computer
simulations that allow more testing in less time, General Motors was able to
build this electric car in less than five years. (General Motors photo)
“There’s almost no component on the vehicle that is not being
reinvented. As a result, our green patent portfolio is helping us
achieve world-class technological breakthroughs in the energy and
environmental space,” he added.
The Volt's 16 kWh T-shaped lithium-ion battery is roughly 6 feet long (1.8 meters) and weighs nearly 400 pounds (181 kg). (courtesy General Motors)
Chevrolet emphasizes environmental responsibility - Page 1 of 4 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Of the more than 650 green products, GM says two have considerable impact in future vehicles. One development
is a new catalyst material for the purification of exhaust from diesel or other lean-burning engines, and the other is
an alloy that changes shape when it is heated. The alloy could be used to build a recovery device that would
convert waste heat from a vehicle’s engine into electricity to power auxiliary equipment such as interior lighting or
the car radio.
"We will continue our rapid pace of technology development in areas that will be most beneficial to our customers,"
Taub said.
What’s next on the ecological horizon? We take a look at a few of the possibilities.
WILL SMALLER SELL?
GM introduced its vision for urban transportation for the future in
2030 at the Shanghai car show. EN-V (Electric NetworkedVehicle) represents the reinvention of the automobile and is part
of the technology solution to make such a vision a reality.
Adopting a new automobile that combines electrification and
connectivity, EN-V address the challenges associated with global
urbanization and offers a future that is free from petroleum and
emissions while making driving more fun and fashionable than
ever before. (General Motors Global)
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GM acknowledges that while the battery technology has some way to go before it is used in commercial electric
cars, the leap in capacity these batteries could offer could yield ranges per charge rivaling that of a conventional
gasoline fueled car.
For many years now lithium has played a part in high-density batteries from laptops to electric cars, but Lithium Air
batteries have remained less common.
All batteries have an anode and a cathode. Electrical current
flows between them when the chemicals inside the battery react
with one another. Traditionally, Anode and Cathode have been
made from different solid elements.
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NEW LITHIUM-AIR BATTERY TECHNOLOGY
General Motors is quietly conducting research into Lithium-Air batteries, the next Holy Grail of electric vehicle
technology, according to an article in The New York Times.
Lithium has an extremely high energy density. If you expose it to
water the resulting chemical reaction produces a large amount
of heat, lithium hydroxide and hydrogen.
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(Lithium Air Battery illustration courtesy of Engineering and Physical
Sciences Research Council)
With Lithium Air batteries, the solid cathode is replaced with
oxygen, which is abundant. A Lithium Air battery does not need
to store a supply of oxygen inside itself, which makes the
battery much lighter and smaller.
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May 17, 2010
Air has been used in batteries before as a cathode, most noticeably in Zinc-Air batteries, often used as long-life
batteries in low power applications such as hearing aids. Traditionally, such batteries could not be recharged and
had to be chemically reprocessed to reuse elements of the spent batteries.
In recent years, Zinc Air batteries have been used in electric car tests, including a version of refillable Zinc-Air
battery that could be ‘recharged' with fresh Zinc when the battery became depleted.
However, they cannot be recharged in a conventional manner--which Lithium Air batteries can be, just by plugging
them in.
Lithium Air batteries could have 10 times
the capacity that now is achieved by
existing lithium-ion cells. This could lead
to EVs with ranges in excess of 400 miles
per charge -- more than many
subcompact cars can achieve on a tank
of gasoline.
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While Lithium Air batteries are at best 10
years away from commercial use and are
still very much in the laboratory stages of
testing, they represent a huge shift in
potential range for all electric vehicles.
HYDROGEN FUEL IS ALREADY IN THE
WORKS
A new all-time record - 11,516 MPG was set at the Shell Eco-marathon
recently by a hydrogen fuel-cell car.
Hydrogen has taken the back burner, so
to speak, to electric, but that appears to
be changing.
General Motors Co. and The Gas
Company, a unit of Macquarie
Infrastructure Co., have just announced
they will work together to develop a
hydrogen fuel infrastructure to serve fuel
cell vehicles in Hawaii.
The Gas Company plans to separate hydrogen from its utility synthetic natural gas stream that runs through a
1,000-mile network of pipelines in Hawaii. Using this pipeline, the company could establish delivery points for
hydrogen that could help start a fuel station network, the two companies said.
Among the hurdles to using hydrogen as a transportation fuel are the lack of a fueling station network and the
higher cost of hydrogen compared with gasoline.
"Hawaii is uniquely positioned and motivated to make hydrogen-powered fuel cell transportation a reality because
it depends on imported petroleum for 90 percent of its energy," said Charles Freese, executive director of GM
Global Fuel Cell Activities. "The Hawaii infrastructure could eventually support tens of thousands of fuel cell
vehicles."
GM says it has invested $1.5 billion in fuel cell development in the past 15 years and is developing a fuel cell
system it hopes to be commercial in five years.
Hydrogen fuel may have a better chance in Hawaii because of the alignment of GM with The Gas Company, which
is the state's main natural gas provider, and because gasoline is more expensive in Hawaii than in the continental
United States.
Chevrolet emphasizes environmental responsibility - Page 3 of 4 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
ENVIRONMENTALLY RESPONSIBLE OIL FILTER DISPOSAL
Automotive oil filters are typically a steel canister with the filter housed inside, making proper disposal a rather
difficult task. In order to simplify the process and make the filters more environmentally friendly, General Motors is
introducing a new cartridge-style oil filter on the Ecotec four-cylinders used in the 2011 Chevrolet Cruze.
As the name
suggests, the
cartridge-style
filter is simply a
replaceable filter
cartridge. In lieu
of the separate
steel housing
used on canister
filters, the
housing is
fabricated into
the engine block
itself. While this
reduces the cost
and materials
needed to
manufacture a
filter, it also
improves
(courtesy General Motors)
serviceability.
Instead of crawling underneath the car with specialized tools, owners or mechanics simply remove a cap on the
top of the engine, pull the old filter out, and install a new part.
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Recycling a conventional steel-canister oil filter requires several elements -- including the rubber seal and metal
housing -- to be cut off and disposed of separately. Only then can the actual filter be processed. A disposed
cartridge-style filter, however, does without those extra elements, simplifying the recycling process.
Look for the new filter design to be incorporated on GM’s new 1.4-liter turbocharged I-4, along with its new 1.8-liter
Ecotec I-4. Although both engiens will likely be utilized in a number of different GM products, they will first appear
under the hood of the 2011 Cruze.
As gas prices continue to climb -- and especially since the disaster of the BP oil spill in the Gulf of Mexico -- being
sensitive to environmental concerns are sure to be more important as the technology continues to advance.
Chevrolet emphasizes environmental responsibility - Page 4 of 4 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
This Camaro is Still Reliable
by Joseph Carroll
[Ed. Note: This car is for sale by www.bestofshowautomotive.com , but we thought the car was famous enough to warrant a feature.]
The car is Dave Strickler’s 1968 Camaro Z/28 that won the
1968 Super Stock World Championship, and the man is
Camaro historian and authenticity expert, Jerry MacNeish.
The car has been comprehensively restored to as-raced
condition, including some incredibly rare NOS items that
came from Jerry’s personal collection. If there is a more
thoroughly documented, well-known, and accurate early
Camaro out there, I’d like to see it.
Racing legend Dave Strickler dominated NHRA Super
Stock racing during the 1968 season with this Bill
“Grumpy” Jenkins-prepared Z/28 Camaro. Equipped with a
stock intake manifold and carburetor, stock hood, Stahl
Headers, 5.38 gears, and nine-inch slicks, the “Old
Reliable" ran elapsed times in the 11.70s at 116 mph,
making it competitive with many big-block Super Stock
Camaros. Its dominance culminated in two of Strickler’s
biggest wins: on Sunday, October 6, 1968, Strickler drove
to a decisive victory over a stellar field at the NHRA Super
Stock All-Star Meet at Englishtown Raceway Park. Two
weeks later, he went on to capture the 1968 Super Stock
World Championship in Tulsa, Oklahoma, then the most
prestigious S/S event on the NHRA calendar.
"Old Reliable" is restored and for sale - Page 1 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
The "Old Reliable" Z/28 was featured in over 30 automotive publications during 1968 and 1969, making it the most
famous Z/28 Camaro in race car history! Champion Spark Plugs, and Hooker Headers, two original sponsors,
featured this car in their 1968 national advertising, placing ads in virtually all major automotive publications.
Thousands of Camaro enthusiasts throughout the country were influenced by this "World Class" Camaro.
The Dave Strickler legacy speaks for itself: sixteen national class championships, forty-one national and world
records, and a world championship title.
Following the 1968
season, this car was
retired from active
competition and sold,
presumably lost to
history. This was
common at the time, as
top racers knew that the
factory would supply
them with a new car
each year, and old
racing cars were not
historically noteworthy
at the time. Of course,
we know differently
today, but for more than
20 years, the “Old
Reliable” Camaro
languished in obscurity, trading hands twice, and being raced in relative anonymity at tracks all over the country. It
was always a well-prepped car, but there was nothing beyond its incredible history that would make it immediately
recognizable once the factory Corvette Bronze paint was covered up.
In March of 1993, Jerry MacNeish located and purchased Dave Strickler's “Old Reliable” Z/28 race car. It was
actually through the help of Michael Strickler (Dave's son) that MacNeish was able to track the car down. The
Strickler family had kept documentation with the vehicle's VIN number. Based on that, Jerry located the exact car
used to win the 1968 World Championship and bought it on the spot, knowing what he had found. According to an
article in “Musclecar Review” magazine, the car was just days away from being cut up for scrap when Jerry
rescued it. Later, he discovered that the car still carried its original ball joint spacers, proving that this was
EXACTLY the car Dave Strickler drove to the World Championship.
"Old Reliable" is restored and for sale - Page 2 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
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In the summer of 1993, the detailed restoration began. Jerry’s intention was to restore the car to the
exact condition in which it was campaigned in 1968. Drawing on extensive research, historical
documents, photographs, articles, and other sources, Jerry and his team were able to precisely
duplicate the car’s decals and lettering (all of which was done by hand, as original, by the way).
Mechanically, the car was better than new in every way, with upgrades that would make it competitive
with modern machinery in NHRA's Stock Eliminator Class.
In the summer of 1994, “Old Reliable” made its debut at Super Chevy Weekend held at Maple Grove
Raceway in Reading, PA. It was still equipped with an original balanced and blue printed 302 engine.
In 1994, the "Old Reliable" Z/28 Camaro won the prestigious "Best of Show Award" at the US Camaro
Nationals held in Dearborn, Michigan. In 1995, MacNeish finished the racing season placing 11th in
Division One out of 185 drivers in NHRA's Stock Eliminator Class. In 1998, "Old Reliable" ran
consistent elapsed times in the 11.20s at over 119 mph, (and that's without a crossram!). Not too bad
for a stock 302 engine.
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In 2002, “Old Reliable” with Jerry at the wheel won the Delmar, Delaware US-13 NHRA divisional
points race and finished out the season in the top 10 placing 8th for the year in Division One and
24th in NHRA world points. At that point, the "Old Reliable" ran 10.80s at almost 123 MPH. Since
1998, it has accomplished many NHRA class wins and several Stock Eliminator wins.
In January of 2008, Jerry MacNeish’s company, Camaro Hi-Performance, dismantled this car and did
the necessary restoration work to put this Z/28 back to its original 1968 race configuration when it
won the NHRA world championship title. Every detail is correct, down to the virtually unobtainable
original Stahl front drag tires, Stahl tachometer, and rare cowl plenum air cleaner.
"Old Reliable" is restored and for sale - Page 3 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
According to the original Pennsylvania title that comes with the car, this Camaro was never registered—and as a race car, why would it be? As a result,
it might be one of the lowest-mileage 1968 Camaros in existence and despite its history at the race track, much of it was in astoundingly original
condition. During the 1993 restoration, the floors were replaced, and the hood and trunk lid were replaced with new pieces because a previous owner
had installed fiberglass reproductions. All the original trim was still on the car and it was fully polished and restored as well. The car’s original Corvette
Bronze paint was duplicated in 2-stage urethane for a killer shine that will last for another 40 years. You’ll note that the stripes have been embedded in
the clear and are not decals as original, but this is definitely an improvement. Before you accuse them of taking the easy way out, however, note that
they even went so far as to duplicate the decal’s cut-out around the trunk-mounted “Camaro” emblem—most painters paint the strip and just install the
badge over it. The quarter panels required a great deal of restoration work, since they had been cut and mangled by a previous owner to fit larger slicks,
but those are, indeed, the original quarters.
Once the paint was in place and polished to perfection, Jerry and his team of
craftsmen painstakingly duplicated every decal, every stripe, every letter on the
original car’s paint scheme. If the original decal was vinyl, the new ones were
made in vinyl. If it was hand-painted, it was again hand-painted on the car.
Nothing was overlooked, and comparing photos from 1968 and from today, you
need to look at the clothes people are wearing to determine which is the
original and which is the restored car. Although the car was actively raced for a
decade since it was restored, there’s very little evidence of it. The chrome is
beautiful, the paint is unblemished, and the car is completely show-ready. Of
course, we know that the original was never, ever this nice, but it sure is
amazing to see it in the flesh looking this spectacular.
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Similarly, the interior of this car is 100% original from headliner to carpets. As I
mentioned, the car really doesn’t have any notable mileage on it, and the
driver’s seat is the only one to ever carry a human posterior. The only change
from original race configuration is the addition of a 6-point roll cage and safety
harnesses, which were required when Jerry started campaigning the car
competitively, and surely an addition that no purist will object to. You’ll also
note that this is an original radio delete car with the original block-off plate still
in place within the dashboard. The original gauges are bright and clean and
the odometer shows a little over 5 miles! An original Stahl tach is perched in its
original location on the steering column, and the two original accessory gauges still hang proudly below the center of the dash ahead of the original
Hurst shifter. The correct RS wheel is still in place (this is a real RS Z/28 according to the window sticker), the original seats are still soft and
comfortable, and the door panels show no signs of elbows ever resting on the armrests. This car is truly a time capsule, not only for race enthusiasts,
but for Camaro restorers anxious to see exactly how the factory assembled these cars when they were new. Surprise: they were awfully damned nice.
"Old Reliable" is restored and for sale - Page 4 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
The engine is a correct Z/28 302 that has been built
largely to the specifications it used in 1968. There’s an
original 30-30 (Z/28) camshaft in the center of the block
acting on a set of solid lifters, a pair of cast iron
#3917291 cylinder heads (completely stock, no porting
allowed), along with stock rocker arms and valve
springs. The intake is a correct 302 aluminum intake,
casting #3917610, topped by a Holley #4053, 780 CFM
4-barrel carburetor. Compression is around 11:1, and it
currently generates right around 400 horsepower
according to Jerry. Shocking that a 400 horsepower car
could be a national champion, but when you can launch
as hard as this one does (there are photos showing this
small block car with its front wheels a foot in the air), it’s
not surprising. Up top there’s an incredibly rare factory
cowl plenum air cleaner that draws air from the cowl
area instead of from a hood scoop—if you can even find
one of these today, expect to pay several thousand
dollars for it. You’ll also notice the twin groove pulleys
that were designed to eliminate belt jumping at high
speeds (this engine’s shift points are at 8200 RPM!). Exhaust is handled by a set of Hooker long-tube headers and there is no exhaust system. This
monster sounds AMAZING!
Living behind the engine is an as-original Muncie M22 4-speed manual
topped by a Hurst shifter. There’s a photo in the vast stack of materials that
comes with this car that shows Dave Strickler examining the car’s
transmission during servicing, and thanks to the window sticker, there’s no
doubt that this was a 4-speed car from the beginning. There’s also a 10inch 3-finger clutch from Advance Clutch Technology, twisting a set of 5.57
gears in the GM 12-bolt out back. It’s interesting to note that the car was
originally raced with a set of 5.38 gears, and was factory delivered with
4.88s, which were the tallest gears available on the Camaro in 1968. _The
suspension is amazingly original, from the as-raced A-arms, springs, and
shocks up front, to the leaf springs out back assisted by long traction bars.
Factory disc brakes up front and drums out back provide adequate stopping
power. You’ll notice a fresh stock-type gas tank out back assisted by an
electric fuel pump for consistent fuel supply under load. The wheels are
original Cragars, with the aforementioned and incredibly rare Stahl skinnies
up front and a pair of Mickey Thompson slicks out back.
Documentation? What do you expect when the car is one of the most
famous race cars of all time and the restorer is the foremost expert
on early Camaros? There are pages and pages and pages of period
articles, print features, photographs and other literature that I can’t
possibly catalog it all. Jerry MacNeish has also compiled several
concise histories on the car that are included along with a certificate
of authenticity signed by Bill “Grumpy” Jenkins and Susan Strickler,
Dave Strickler’s widow. As I mentioned earlier, there’s also a copy of
the original Pennsylvania title and a letter from the National Insurance
Crime Bureau that officially identifies this car’s VIN as the same one
Dave Strickler campaigned in 1968. Then there’s the registration from
the previous owner dated 7/14/1984, where he paid $1900 for the
car. We also have duplicates of the original window sticker, which
shows that this is a real 4-speed, Rally Sport Z/28 car, and that it
was delivered to Ammon R. Smith Auto Company in York,
Pennsylvania when new. Jerry has also collected extensive period
photographs of the car, advertisements from Hooker, Pennzoil,
Champion and others that feature this car prominently in their advertising. This car was also duplicated as a 1:18 scale model by ExactDetail Replicas,
and was featured in much of their advertising as well. There’s even a biography on Dave Strickler himself that prominently features The “Old Reliable.”
This is an absolutely astounding documentation package that removes any doubt about this car’s incredible history and provenance.
"Old Reliable" is restored and for sale - Page 5 of 5 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Open Mic: Mike Johnson
Crew chief for Stevenson Motorsports
Words by Mike Johnson
Photos by Rod Short
Stevenson Motorsports was founded by
John and Susan Stevenson to promote
their Extensive Dealership Network based
in Jacksonville, Wilmington, Goldsboro and
Swansboro, N.C. John Stevenson began
drag racing but his love for sports cars led
him to GRAND-AM first as a driver and
then as a team owner. In John's first race
at Watkins Glen he finished second and
has been a staple in the paddock ever
since. He retired from the cockpit in 2005 to
concentrate on running the team and his
expanding business.
For years, the team ran Corvettes with
limited success, but when finally they
purchased a Pratt & Miller-built Pontiac
GXP.R, the podiums quickly followed. In
2008 and 2009, Stevenson Motorsports
scored a class leading six wins and 14
podiums but fell just short of the
championship both years. The 2010
season will bring on a new challenge for
the team as they will enter two Chevrolet
Camaro GT.R's in the Rolex Series and two
Chevrolet Camaro GS.R's in the
Continental Tire Sports Car Challenge.
I started working for my father’s race team when I was about 14 years old. When I turned 16, I
went to Skip Barber and raced in the USF National Championship for a few years with guys like
Buddy Rice and a few other Indy 500 winners. In 2000, I started my own team called Arch
Angel Motorsports and we ran in the new Grand Am Rolex series. In 2001, we won the 24
Hours of Daytona and a second championship. In 2002-03 we continued and once the Daytona
Prototypes were introduced, we moved our cars over to the AMS and won another
championship with TPC Racing in 2004 and won a class victory at Daytona. Worked for Speed
Channel. Did a partial season with John Stevenson’s Corvette in 2007. In 2008, we purchased
a Pontiac GXP-R, and won three races and had nine podiums. Last year, we won three races
and had 5-6 podiums.
Ford had hired Multi Matic, who builds a lot of the OE stuff on their cars, to build, test and race
a Mustang for the Grand Am Cup. After they had done all of the development on the car, the
parts found their way into the Ford Performance Parts catalog. Anybody could buy the parts
and it was a huge success. They sold some cars. They started the Mustang Challenge. The
whole thing took off. When General Motors introduced the Camaro, they thought it was a great
idea and decided to do the same thing.
Here, crew chief Mike Johnson tells how he
got involved in sports car racing and the
Stevenson team.
Open Mic: Mike Johnson - Page 1 of 3 - MaxChevy.com
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Volume V, Issue 5
May 17, 2010
GM did an in-house program with the GM Powertrain division to build a Koni Car Challenge Camaro. With the
delays and eventual bankruptcy, it just never happened. They had put bids out to four different people to build the
car. When one of our partners, Pratt Miller, heard about this, he said, “Let’s do this!” We had known Jeff Bucknum
from racing against him and knew that his father was one of the original drivers of the Sunoco Camaro, so thought
about replicating the 1969 Sunoco Camaro and try to get Bucknum and Donahue involved.
So, we started working on it. Bill Reilly got the
contract. We were the first ones to purchase
the car and it took a long time, but it was
finally took delivery just a week before we
were scheduled to introduce it at VIR (Va.
International Raceway). We qualified
thirteenth, ran as high as third for a good
while before we had a failure in the clutch.
That worked out well for us, because the
whole purpose of making this event was to
drive it as hard as we could to find out what
we broke. Now we’ll be testing extensively
getting ready for the 2010 season.
It started as a body in white. Of the 7 cars that have been built by Reilly Technologies in Concord, NC, this is the
only body in white.
Open Mic: Mike Johnson - Page 2 of 3 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
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Right now, our relationship with both GM and Sunoco is more on a merchandising standpoint, but I
don’t anticipate our car changing from its current configuration. We do hope to add a #9 car, however,
in the traditional livery as well.
Jeff Bucknum really spearheaded
the project. He had called David
before he had called me. They
already had a lot of the Sunoco
contacts in place before we got
involved. Grand Sport is the only
place where this car is legal. We are
currently re-bodying the GXP-R car
to a Camaro body. Our plan is to
have 1-2 GTP Camaro’s and 1-2
Grand Sport Camaro’s.
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Everybody in Virginia was really
excited to see it. Jeff and David will
be driving next year.
The cars have to be as close to stock as possible, meaning that they come straight from the
showroom floor for the most part. These cars aren’t designed for what we put them through, so if a
car comes with some inherent problems, the teams might be allowed to do some bracing or stiffening
where needed. They want everybody to race and do well. We have aftermarket brakes, performance
exhaust systems & safety equipment, but the biggest changes involves the suspension with shocks,
springs & sway bars. We also replace a lot of the rubber bushings to stiffen everything up, but
everything has to be in the stock location. Other than that, everything else is basically bone stock.
We do run a Bosch
engine
management, which
allows us to track
and manipulate
more data and a
Motec data
acquisition.
Everything inside
the engine remains
bone stock, but they
are allowed to go
inside and “clean things up”. With the Camaro’s 6.2-litre engine being the biggest in the field, they have to run a 64mm restrictor that fits in the throttle
body which takes about 30 hp off the top end.
Open Mic: Mike Johnson - Page 3 of 3 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Words by Clifford Tunnell
Photos by Jay Abitz
Generally, when our readers send in pictures or stories of their cars, it’s one of three things. First, there’s the guys with money to burn who paid for
pros to restore their beauty with all the bells, whistles, and original chrome. The chrome strips may have been handcrafted by blind Algerian monks over
the course of decades. Second, there’s the guys who do everything themselves. Working on a budget, they’ve lovingly reworked every piece of the car
in their garage. It took them years and years, but it’s done and it’s done by them. And finally, we have the guys who just bought a rustbucket off
Craigslist, but are inordinately proud anyway. With few exceptions, every car we get photos of falls into one of those categories.
Then we heard from Jay Abitz. Jay is a teacher at
Freedom High School in Freedom, Wisconsin, and
leads the Freedom Auto Club, a group of students
learning practical experience in automotive
maintenance through hands-on work. The kids do
everything from sanding and painting, to cutting and
welding. That kind of story is just too cool to pass up,
especially when we got a look at some of the cars his
kids have made right. Now a word of warning: These
aren’t every one of them Chevys, but we figured we’d
cut them a little slack. They’re young. They still have
time to embrace the Bowtie wholeheartedly.
Jay not only leads the Auto Club, he founded it, way
back in the hoary mists of 2008, a time when dinosaurs
and Studebakers roamed the earth, devouring any cars
smaller than themselves. The tools and facility weren’t
getting a whole lot of use, and Jay saw a need for a
quality after school activity. The club was born. Many of
the club members are students at Freedom High, often
taking regular classes in auto mechanics and auto
body. Some don’t take any car classes at all, but join the club to have a place to work on their own cars, as well as helping with club projects.
Freedom High School's Project Cars - Page 1 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
It was a long way from the bright lights of the Indy 500 when this '82 Camaro pace car made its way to the Freedom Auto Club, but
with loving attention of Jay Abitz and his students, it was restored to its glory before too long. Here's Derek Hauser doing some
work. Don't you just love a happy ending?
Freedom High School's Project Cars - Page 2 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Dan Nelson worked on this '86 Camaro. Before....
During....
And after.
Freedom High School's Project Cars - Page 3 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
About those projects. There’s a new batch of cars in the shop every semester. Most of the cars belong to the students themselves, from the local
community, or from Jay’s own collection, though there are exceptions.
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Freedom High School's Project Cars - Page 4 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
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In 2008, the club restored a oneof-a-kind Mohs Ostentatienne
Opera Sedan that belonged to the
car’s designer, Bruce Mohs
himself.
Now, before you start lighting the
torches and sharpening the
pitchforks for the mob attack on
our palatial Phlegm Towers
offices for showcasing a nonChevy in the hallowed pages of
MaxChevy, do yourself a favor
and learn a little bit about this car
and we’re sure you’ll find it worthy
of a place. Sporting solid steel
frame rails slong the sides, a truck
engine, a single rear hatch style
door, nitrogen filled tires, and available (optional) refrigerator and Ming rug, this is truly one-of-a-kind.
This year they’ve already
restored a 1948 Buick
Roadmaster hearse for the Green
Bay Shriners to use as a parade
car. You could fit a lot of funny
little hats in one of those.
Wait a second! Aren’t they
supposed to drive those little tiny
cars? Either way, the Shriners
are a good cause, and we
applaud their tireless efforts to
support the various Shriners’
Children’s Hospitals.
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Freedom High School's Project Cars - Page 5 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
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Freedom High School's Project Cars - Page 6 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
No matter where the cars come from, the club enjoys plentiful donations, not just of materials, but time as well, and the club’s annual car show is a big
hit with the other students, as well as the community at large.
Freedom High School's Project Cars - Page 7 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
Finally, we have to plug the club’s own website. If you’d like to see more of these extremely talented kids’ work,
head over to www.freedomautoclub.com to check out all manner of projects, as well as their latest show.
Freedom High School's Project Cars - Page 8 of 8 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
NEW 16" FAN GASKET AVAILABLE FROM SPAL USA
SPAL USA, a leading manufacturer of OEM and aftermarket electric cooling fans since 1959,
introduces a 16" Fan Gasket for hot rodders and enthusiasts who want to mount their fans
directly to the radiator core without a shroud.
The specially designed rubber Fan Gasket provides an additional 1/4-inch clearance from the
cooler core and is ideal for mounting pusher style fans. It features universal brackets and
works exclusively with SPAL's 16" fan line, which includes their popular High Performance
Push Straight Blade fan ) and High Performance Push Curved Blade fan.
SPAL also offers medium and low profile 16" fans where improved airflow is needed on
vehicles with tighter space requirements.
All SPAL fans and blowers can be purchased direct from SPAL USA at www.spalusa.com or through an authorized SPAL USA dealer.
7.25" STEEL V-DRIVE BELLHOUSING KITS FROM QUARTER MASTER
Offering the lowest moment of inertia and the best quality of components in the industry, the Quarter Master 7.25"
Steel V-Drive Bellhousing Kits ensure that both acceleration and deceleration are improved, while still giving you
maximum driveline durability and rules legality. These lightweight kits combine state-of-the-art engineering and
years of racing expertise to give you the perfect combination of quality and value.
These premium kits feature a lightweight CNC-machined steel bellhousing (18 lbs.) that ensures proper
concentricity for reduced driveline wear, an ultra light flexplate that reduces the moment of inertia and a 2 or 3-disc
V-drive clutch with a balanced button flywheel. The 7.25" V-drive multi-disc clutch offers better cooling, allows
clutch dust to easily escape the unit and lowers the moment of inertia. The balanced button flywheel is the
best complement to the ultra-light flexplate, as it provides the lightest clutch for your performance dollar.
The CNC-machined lightweight steel bellhousing accepts Quarter Master Tri-Lite or Floating Hydraulic Throw-Out
Bearings to increase concentricity and parallelism. With features that significantly improve throttle response and
deceleration, along with advanced Quarter Master engineering and manufacturing techniques, this kit a “must have” investment for the Chevy crate
racer.
THE NEW "REMOVABLE REAR CROSS BAR" ACCESSORY FOR "HAULER II" & "UTILITY BODY" RACKS
Hauler Racks now has a kit that converts their rear cross bar into a removable cross bar that is quickly and
easily removed. Works on all "Hauler II" universal truck racks and "Utility Body" racks. Just ask for the RCBH21 when you place your order for the hottest selling universal aluminum rack series.
Quick Turnaround Time: Hauler Racks prides itself with a fast turnaround time to get the product shipped to
you. Most items are in stock at all times. Small orders ship same day or next day depending on when you
place your order. Larger orders may take 3-4 days.
For more information, contact Hauler Racks at 800-843-5445, or online at haulerracks.com .
Check It Out! - Page 1 of 2 - MaxChevy.com
Volume V, Issue 5
May 17, 2010
AEROMOTIVE NEW STACKABLE FUEL PRESSURE REGULATORS
Aeromotive is proud to announce the release of their new Stackable Carbureted Fuel Pressure Regulators. Ideal
for carbureted nitrous engines, these regulators allow you to “stack” them together to control multiple pressures
with a single fuel pump. The new “Stackable Regulator” is a clean, lightweight solution, ideal for nitrous engine
combinations where unique pressures are desired.
No longer will sportsman and professional racers have to screw together unsightly brass T’s and pipe fittings to
create a so-called “fuel log”. The Aeromotive Stackable Regulator solution creates its own integrated fuel log, by
utilizing a patent pending flow-through designed modular regulator body. Using a positive O-ring seal, simply bolt
as many of these regulators together as needed using the provided cap screws and O-rings. Each billet
aluminum, CNC-machined regulator is adjustable from 5-12 psi and is equipped with O-ring and ORB-Ports
including; ORB-10 (flow-through) ports and (2) ORB-06 outlet ports.
Capable of feeding single or dual carburetors and 1, 2, 3 and 4 or more stages of nitrous, all with total control of
unique fuel pressures at every distribution point. For the ultimate nitrous fuel system, it’s easy to combine
Aeromotive’s Pro-Stock 2 or 4-port regulators with the new Stackable Regulators, where all flow and pressure
control is consolidated for a much cleaner, lighter package. Screw the combined Stackable Regulators to the inlet of an Aeromotive Carbureted Fuel
Pressure Regulator, either dead-head or bypass style and control your carburetor system pressure separate from each stage of nitrous.
With the new, Aeromotive Stackable Regulators you have more flexibility than ever before. These regulators are completely serviceable in the field
without removing them from the car and can be combined with the Aeromotive A2000 fuel pump or the A1000, Eliminator and Pro-Series Pump. For
more information about a system for your application, visit our website or call our tech lines.
For more information on Aeromotive Fuel Systems or their extensive line of components and the advantages they can provide, go to
www.aeromotiveinc.com . Or to speak with one of the highly qualified technicians, call (913) 647-7300.
RHS LS ALUMINUM RACE BLOCKS
GM LS engines have truly set a new standard for V8 performance and durability. However, there are limitations for the
aftermarket shopper when it comes to finding a high performance replacement for the factory block. Aware of this
dilemma, the research and development team at RHS went to work designing and testing several different versions of
GM LS engine blocks until they found the optimal solution for performance engine builders and racing enthusiasts.
The LS Race Block is designed for added clearance and mass customization. Available in both standard (9.240”) and
tall (9.750”) deck heights with an extra-thick deck surface (.750”), this RHS block features a raised cam
centerline and priority main oiling via an oil galley that is shifted outboard to allow rod clearance for a much larger
stroke (4.600”) while also minimizing windage in the crankcase. Using CAD, the cylinder walls are Siamese cast with
press-in spun cast iron liners. Cylinder liners are available in both standard deck (5.67”/5.87” – same as the LS7) and tall
deck (5.94”/6.38”) lengths. Also featured is a 6-bolt head design with a full water jacket around each cylinder (based on the LS7 design).
For quality control assurance, RHS performs a CT scan on each block (similar to a medical CAT scan) to maintain maximum casting
precision and consistency. Combine all of these features with a superior finish quality, thanks to the RHS patented Clean Cast Technology, ultraprecise computer aided design and extra surface material to allow custom machining, and you’ve got a GM block that sets a new benchmark for LS
horsepower, torque and durability.
DO-IT-YOURSELF PROFESSIONAL GRADE TUBE BENDING WITH HANDY TOOLS FROM CLASSIC TUBE
The swivel handle model shown here easily bends ¼-inch OD steel or stainless steel tubing, with a radius to
center of the tube of 9/16-inch. The complex bend on this stainless tube was accomplished effortlessly and
quickly, saving time and eliminating frustration.
This CLASSIC TUBE bender is calibrated to show 0-degrees through 180-degrees right or left hand bends,
and features a wide hook that grips the tube securely. This bender has an open side design, which can slip
over the tube during any point in the bending process. This creates smooth, tight radius bends up to 180degrees with minimal effort. Swivel handle tube benders can be repositioned midway through the bend for
compound angles with no scoring or flattening of the tubing. It retails for $74.95.
Visit www.classictube.com to preview their complete line of stainless braided brake hoses, replacement
tubing, tools and supplies.
Check It Out! - Page 2 of 2 - MaxChevy.com