mod@tech

Date: circa 1980s (source claims 1998)

Location: Santa Monica, California

Source: Richard Guy Wilson, via University of Virginia

What do you see here?

It’s finally time! Time to take our rehabbed 1987 Chevrolet Camaro IROC-Z out for a full road test and review and see if the upgrades we made we’re worth our two-week thrash. To recap, we installed a brand new 380-hp Edelbrock small block with their Pro Flow EFI system, a new Tremec TKX 5-speed manual transmission from American Powertrain, along with a host of suspension upgrades such as KONI Yellow shocks, BMR lower control arms and torque arm, along with QA1 sway bars both front and rear from Summit Racing.From there we hit the cosmetics, and with help from Classic Industries, revamped both the interior and exterior to give the IROC the look and feel we ultimately wanted. Finally, it was time for a proper test drive, and trust us when we say, this 35-year-old Chevy did not disappoint!Click below to start the hunt for your perfect Chevrolet Camaro now!

Date: 1969

Location: London, Ontario

Source: via Rob Croft

What do you see here?

What is so fascinating about classic cars is that they form part of our cultural history, often telling a great story.

And the really greatest examples were instantly identifiable as such the moment they appeared: the Ford Mustang, the XKE, the Chevrolet Corvette, for example.

And – though lesser known – the Sunbeam Tiger, a splendid example of which we presently have at Beverly Hills Car Club, an exciting and desirable 1966 Sunbeam Tiger, available in its factory color code #100 Mediterranean Blue with a black interior. The vehicle comes equipped with a 4-speed manual transmission, strong V8 engine, wood steering wheel, soft top, and front-wheel disc brakes. It is an excellent and well-taken-care-of 1960s’ classic that is mechanically sound.

More niche than such British rivals as the MGB or the Triumph TR4, the Sunbeam Tiger was a 2-seater power-packed version of the Sunbeam Alpine.

How did this happen? First, naturally, we must look at the Alpine, a product of the UK’s significant Rootes Group. By the early 1960s Rootes had appreciated that for the Alpine to have greater success internationally, it required considerably more power. At first there were talks with Ferrari – the cachet of the Italian supercar brand name was at the heart of these – to redesign the engine. But they soon failed.

Then, at the instigation of Formula 1 racing champion Jack Brabham, a connection was made with Ford through Carroll Shelby’s West Coast-based Shelby American operation – Shelby had done a Ford V8 conversion for the British AC Cobra.

Even better, it was found that the Ford 260 V8 would just fit into the Alpine’s engine compartment. It was pretty tight, but it worked.

By the end of April 1963 a trial version of what would become the Tiger – working titled at the time as the Thunderbolt – was being test-driven on Los Angeles roads. Ian Garrad, Rootes West Coast sales manager, and John Panks, director of Rootes Motors Inc. of North America, tested an early version of the car and were so impressed that Panks wrote a glowing report to Brian Rootes, head of sales for the Rootes group: ‘We have a tremendously exciting sports car which handles extremely well and has a performance equivalent to an XX-K Jaguar… it is quite apparent that we have a most successful experiment that can now be developed into a production car.’

The development of what would become the Sunbeam Tiger – twice as powerful as the now apparently rinky-dink Alpine – had taken place without the knowledge of Lord Rootes, the Rootes chairman. At first he was not pleased.

Yet when the prototype was shipped to the UK, and he had personally driven the car, this car manufacturing boss was extremely impressed: Lord Rootes personally contacted Henry Ford II and ordered 3000 Ford V8 engines, the largest order Ford had ever received for them.

Moreover, Lord Rootes ordained that the Sunbeam Tiger – as it became known – should be unveiled at the 1964 New York Motor Show, only eight months away – a remarkably speedy development compared with the three to four years that was often the launch time for a new vehicle.

And the Sunbeam Tiger was given a further unconscious boost by an intriguing synchronicity. That same year, 1964, Esso gasoline started to sell itself via an endearing tiger cartoon character that had been developed along with the tagline, ‘Put a tiger in your tank.’ The Esso tiger was seen throughout Europe, the Far East, and Australia.

Put a tiger in your tank? Put a Tiger in your driveway.

The task of putting together the new Sunbeam Tigers fell to Jensen in West Bromwich in the English Midlands. They completed 300 Tigers a month, all of which initially were only for sale in the USA, where the car was an instant hit.

This blending of a US engine with British manufacturing was a marriage made in heaven. ‘No combination of an American V8 and a British chassis could be happier,’ decided the UK’s Motorsport magazine in 1965.

But a downside was on its way. Under-capitalized, Rootes from 1964 onwards was taken control of in stages by the Chrysler Corporation, who finally bought total control in 1967.

However, Chrysler did not have a suitable engine to replace the Ford V8.

With just over 7,000 built, the reign of the Sunbeam Tiger king of the freeway forest came to an end.

Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line courcourse cars; you are sure to find your dream car!

-Alex Manos, Owner – Beverly Hills Car Club

Looking to Sell Your Classic Car? Let’s Talk!

It has been said that Mopar enthusiasts are the most loyal group of car people in the world. These men and women are dedicated to their brands, and it trickles down to their daily drivers, their tow rigs, and even their apparel. We had the opportunity to get the full experience at the 2022 Holley MoParty event, held at historic Beech Bend Raceway Park in Bowling Green, Kentucky. Holley has struck gold with its awesome event format, which originated with the LS Fest several years ago. The MoParty is in its third year, and provides a huge variety of activities, compared to regular car shows, and keeps people entertained for the entirety of the three-day festival of Dodge, Chrysler, Plymouth, AMC, and Jeep.

Along with the variety of activities comes a variety of cars. From street rods with old school Hemi engines to new Hellcats, and everything in between, the Holley MoParty has something to please every Mopar enthusiast. The swap meet is an excellent place to find rare parts or a piece of Mopar memorabilia. Dozens of vendors provided plenty of options, whether you want original pieces or even vintage speed parts. The car show featured hundreds of awesome cars and trucks, representing all generations of Mopar. After making the rounds at the car show, the action continues in the autocross, which takes place inside the paved oval track on site. Additionally, Dodge Thrill Rides took place throughout the weekend inside the track. It was also used for parade laps, awards presentations, the insane General Lee launch, as well as the burnout competition on Saturday evening.

Coated in flawless F7 Green with a green vinyl top and white interior, this 1971 Dodge Charger R/T features an unusual combination of options. Tim Wellborn brought it up from his incredible Wellborn Musclecar Museum in Alexander City, Alabama. The 440 Six Pack breathes through the Air Grabber hood and power is put to the ground through a Dana 60 rear axle with 4.10:1 gears. Those Goodyear G60-15’s don’t stand a chance!

When an altered-wheelbase car rolls into the show field, everyone takes notice. The Dodge and Plymouth camps were creative when it came to transferring weight to the rear tires and debuted several revolutionary altered wheelbase cars in 1965. Originally a rule-bending maneuver in the A/FX class, the wheelbase alterations became the norm for the match race cars that eventually led to what we now know as Funny Cars.

The drag racing action at the Holley MoParty was intense all weekend long. With several classes to enter, there was a home for anyone with enough nerve to rip his or her Mopar down the quarter mile. Wheels-up launches were plentiful, as evidenced by this Plymouth Barracuda and Dodge Dart two-door sedan.

Paul Rossi was set up in the Manufacturer’s Midway with his incredible Dodge Challenger Super Stocker. The early ’70s was a magical time in NHRA Super Stock, and Dodge and Plymouth had lots to offer with wedge and Hemi combinations. Rossi is a Super Stock legend, who piloted many different cars, but this striped-and-stickered Challenger is by far his most recognizable.

The Holley MoParty celebrated winged warriors with a parade lap around Beech Bend Raceway Park’s oval track. In the crowd was a great selection of Plymouth Superbirds, Dodge Charger Daytonas, and a few custom creations thrown into the mix.

Hemmings sponsored the 3S Challenge for this year’s Holley MoParty. This is a special event that took place on Sunday and offered a cool blend of drag racing and autocross racing. The premise is this: Two cars line up side by side and drag race down the middle of the oval track. Then, the cars make a hard turn away from each other and accelerate through a small chicane before having to stop inside a “box.” The event is fast-paced and fun to watch. Check out this road-race-prepped Dodge Challenger barely edging out a Dodge Omni GLH.

Historic drag cars roamed the property at Beech Bend Raceway Park, and many of them were more than just static museum displays. Such was the case with this Hemi-powered Dodge Challenger, a SS/EA-prepared crowd pleaser. This car had NHRA participant decals from the ’80s, legit hand lettering, and wheels-up launches all weekend long.

Another historic drag car was the Loose Caboose, a Plymouth Road Runner with hundreds of race wins under its belt. Johnny Labbous is a sportsman racing legend, and he drove this car (and many others) in his 40-plus-year racing career. He’s still turning on win lights in the Loose Caboose, even though the car is now owned by Bradley Smith.

The autocross action was exciting all weekend, with a wide variety of cars. This Plymouth Duster might be a little rough around the edges, but it carved through the corners and put a smile on its owner’s face. A simple set of rules and safety requirements allow for mild to wild combinations.

The final act inside the paved oval track was the Hemmings 3S Challenge, a special competition that can be defined as Speed, Stop, and Steer. This challenge puts racers side-by-side for a quick drag race, and then sends them in opposite directions on a quick chicane and they must then stop inside a box to complete the run. It was exciting to watch and puts a new I spin on autocross racing.

Shifting gears over to the drag strip, the historic quarter-mile track offered great action during all three days of the event. Classes included Hemi Super Stock, Hemi Outlaw, Mopar Rumble, Street King, Nostalgia Super Stock, 1320 Shootout, True Street, Stick Shift Shootout and the Hellcat, Redeye, and Demon Challenge. In addition to these quarter-mile classes, the MoParty staff put together numerous eighth-mile classes, including Pro Bracket, Super Pro Bracket, and Vintage Stock. Hundreds of drag cars came out for the event, with some entering more than one class. The action was intense, with Pro Mod exhibition cars, and cars dipping well into the 8’s in the other classes.

For cars and drivers who wanted to get a taste of all competitions, there was the Grand Champion division, which covers autocross, drag racing, and the 3S Challenge. Just for fun, the Holley MoParty crew also assembled the mullet competition and the Jeep obstacle course. Overall, it was an exciting weekend of fun that would thrill any Mopar enthusiast.

This pair of Pro Touring style Dodge Challengers battled it out on the quarter mile. Both cars were part of the Grand Champion competition, which had a one-hour drag racing session each day. Even though these cars were set up to carve corners, they turned surprisingly quick elapsed times, thanks to big-time horsepower and extra-wide rubber.

The Holley MoParty also featured a dyno competition, which provided entertainment for spectators and insightful information for participants. This Plymouth looked tough with its bead locks and drag radials. It made a beautiful noise, thanks to a centrifugally supercharged wedge engine with dual FiTech EFI throttle bodies on a fabricated sheetmetal intake.

This pair of Butch Leal California Flash drag cars made a parade lap down the historic Beech Bend Raceway Park drag strip. The ’65 Plymouth in the far lane features a cross-ram Hemi set up for Super Stock. The Plymouth Duster in the near lane was a Modified Production car, powered by a dual-plug Hemi with a pair of thirsty Holley Dominator carburetors

The swap meet and car corral offered an impressive collection of vintage parts, ranging from engine parts, speed parts, wheels, body panels, interior pieces, and everything in between. If you like scrounging for a good deal, you’d enjoy the swap meet, as it was packed with cool Mopar goodies.

Competing in the Super Pro bracket class, this Limelight green 1970 Plymouth Superbird commanded attention with its famous nose and giant wing, in combination with fender exit headers, slammed stance, and steam roller tires out back. Brian Knight piloted the head-turning drag car.

Dodge Thrill Rides gave spectators and event participants the chance to ride shotgun in a tire-smoking exhibition. A pair of Challengers and a pair of Chargers slid around the oval track for hours at a time in between autocross sessions. It was one of the most popular attractions at the event.

Many Mopar enthusiasts are purists at heart, but there were hundreds of engine-swapped muscle cars on hand, proving that horsepower wins that battle every time. Although many participants chose the Gen III Hemi for a modern engine swap, this 1968 Dodge Charger was equipped with a Dodge Viper V-10. Interestingly, it looked right at home in the engine bay, and gave this custom Charger a distinct exhaust note, one unlike any other Charger on the road.

One of Saturday’s premier events, the Burnout Contest, allowed participants to cut loose inside the oval track. About a dozen contestants created a cloud of smoke that loomed over the Beech Bend facility.

There’s a video on YouTube from about 10 years back that features famed rock musician Peter Frampton being handed a black Les Paul, with palpable anticipation on his face. The guitar was allegedly the very one Frampton had played on some of his most well-known recordings and in many concerts during the ’70s, including the shows recorded for his massive Frampton Comes Alive album. However, that guitar was lost decades prior when a cargo plane carrying gear for the band crashed and burned in Venezuela. It was assumed the instrument had been destroyed with everything else on the plane, and Frampton has said the crew’s loss of life made investigating the equipment further seem trivial. He accepted that his cherished Les Paul was gone for good.

In the video, when Frampton gets his hands on the guitar in question, it takes mere seconds for his expression to change as he proclaims, “It’s my guitar.” A reunion transpires that is nearly incredible, the odds of it happening so slim, but even after further investigation, there seems to have been no question that this was indeed the same customized guitar Frampton had played more than 40 years prior. I couldn’t help noting the parallels between Frampton’s guitar recovery and some of the stories of vintage car owners rediscovering long-lost rides.

Electric guitars like the ones played by most rock musicians usually begin as mass-produced items, then over time, the custom touches of their owners and the wear and tear that occurs from use can leave each one somewhat unique, if only subtly so. It’s essentially the same way for vintage muscle cars.

Chevrolet pumped out Camaros just like Fender made as many Stratocasters as it could feasibly produce each year. And just as certain Camaros are more desirable than others (trim, model year, options, etc.), so too are particular Strats more prized. But they all roll off their respective production lines and out into the world, and some lucky owner starts enjoying each one. Some changes are made consciously — a set of mag wheels, an upgraded set of pickups — and other changes are not so intentional — a scratch here, a bump there. All become part of the signature of that individual item.

Muscle cars and electric guitars are things associated with youth, and the sorts of possessions many people let go of when the next phase of life begins. Sometimes thieves or accidents make the decision for us, but whatever the case, years on, we tend to long for those once-treasured bits of our younger years. Most of the time, a reasonable facsimile of the original is the best we can muster.

But there are those somewhat rare cases when that very same car is rediscovered after years of absence, and when a paper trail doesn’t exist to prove its origins, all those signature details are often what make the connection.

I’ve had a taste of the exhilaration that can come from finding a long-lost car a few years ago, and it wasn’t even one of my own that resurfaced. During our teen years in the ’80s, one of my close friends owned a ’69 Charger that we’d had a lot of good times with. He sold it to another friend as the decade was winding down, and that friend sold it to a stranger as the ’90s were getting under way. The car was still quite fast thanks to its 440 Magnum, but it was showing its age in every other respect, and we all assumed it had probably been parted out long ago. But then I was contacted by someone who told me about a Charger they had in the same area at the same time. The similarities stacked up and it was soon obvious that this was the same car.

The elation I had at the thought of maybe being able to see that car again was strange, especially since I had never actually owned it myself. Still, I couldn’t wait to check it out, even if it was thrashed. Alas, in this case, it was not to be — the person who’d reached out owned a few Chargers, but the one from my younger days ago had passed through his hands and was now gone.

Though I didn’t get the full thrill with that one, the experience left me with a sample of what some of these people must feel when they do get to lay eyes on that once-lost object of affection. In this very issue, we have a story of someone building a car to replace one he once had, another tale of someone being reunited with the car he’d purchased brand new decades earlier, and still another story of someone finally filling in all the long-questioned blanks in the history of another rare car — in this case, helped by some of those unique details imprinted years prior. In each case, I suspect there was a bit of that same elation of rediscovery — just like I saw on Peter Frampton’s face as he clutched that special Les Paul.

Whether hauling your car to the track or from an unexpected breakdown, owning a trailer and knowing how to use it can make all the difference in the world. To get a better understanding of how to prepare for any occasion, we sat down with Carl Carbon at Trailex and asked the questions that most frequently come up when thinking about buying the right trailer.

C&P: Will my tow vehicle do the job?

Carl: The best way to find out how much weight your tow vehicle can handle is to check the vehicle’s towing weight capacity. This will vary, but it is based on what its OEM says it can carry. If you have any questions, your dealer should know all the specifics for your particular application.

Carl Carbon

C&P: How much tongue weight do I need?

Carl: This is more important than most people imagine. There is no hard and fast number. Many factors such as the type of vehicle, the vehicle’s suspension and even the tires used on the vehicle will all play a part in the correct tongue weight. A more “cushy” riding tow vehicle, like an Escalade or other SUV, will require more tongue weight than an HD2500 series truck. The goal is to be reasonable and position the vehicle being towed on the trailer to give some pressure on the hitch. Measure the ball height with the trailer loaded. You want to have it as level as possible. If the ball is too low, it will increase tongue weight, too high and it decreases. Whenever you see a trailer swaying all over the road, it’s due to not having enough tongue weight. The trailer and tow vehicle will let you know when it’s correct – another reason to do some towing before setting out on that 1,000-mile jaunt.

C&P: How fast can I run with a trailer?

Carl: First off, speed is one of the main considerations for trailer tires. ALL trailer tires are ST-rated for 55mph (and “ST” stands for “Special Trailer”). Trailer manufacturers MUST use ST-rated tires on their trailers. When you consider that most trailers sit dormant for most of the year before being pulled out into service, it makes sense to constantly check their tires for weathering and cracking. Wear isn’t always measured in tread depth: remember, when a trailer tire fails, it’s more catastrophic because it’s running much more pressure than a standard car tire (50psi or higher).

Carl Carbon

C&P: When should I repack/replace my bearings?

Carl: It’s recommended to inspect the bearings once a year. Even though trailers are typically limited in use, condensation does more damage to the bearings than mileage. Get in there and inspect them. Repack with fresh grease and if they need it, replace them.

C&P: Does the trailer come with a title?

Carl: New trailers come with an MSO (Manufacturer’s Statement of Origin). This is necessary to determine taxes and to get a plate. Not every state requires a title, so you’ll have to check with state regulations to see if your state requires one. If it does, then the MSO becomes the title for your state. Even if it doesn’t, don’t throw away your title or MSO! We give customers a state weight slip and MSO: it helps determine what the trailer weighs, taxes to pay and what license the owner might need (over 10,000 pounds might require a CDL driver’s license).

Carl Carbon

C&P: Do I need a CDL to tow my trailer?

Carl: All states are different, depending on weight or length. There is no easy answer, but most single-car trailers shouldn’t require one.

C&P : Can I store my car in/on the trailer long term?

Carl: Yes. But, be sure to prepare it for long-term storage, just like in a garage and, be SURE to secure the trailer as well. You don’t want your trailer rolling around with your car in or on it!

Carl Carbon

C&P: How do I clean my trailer?

Carl: Same as your car. Your trailer has the same considerations for cleaning and protection, just like a car.

C&P: Does size matter?

Carl: I recommend buying the smallest trailer that will work for you. If you only have Corvettes and that is all you will ever have, why buy a trailer big enough for a 1959 Cadillac? If you collect all makes and sizes of cars, then get a trailer that can handle all cars made. Initial cost, towing concerns and even storage considerations are all based on the size of the trailer.

Carl Carbon

Date: December 1984

Location: Fort Worth, Texas

Source: via University of Texas Arlington Libraries Digital Gallery

What do you see here?