JUNE

8th

Phoenix, AZ—Cruise to the Pines—The cruise will begin at 8 a.m. in Phoenix and end in Prescott, AZ, at the Embry Riddle Aeronautical University campus at noon. For more info, please contact Johntrevino_2000@yahoo.com.

Boring, OR—4^th Annual Kickin’ It Ol’ School—At Barton Park. Family-friendly show featuring games, raffle, live DJ, food, Top 39 and Best Ofs. Call 971.219.8926 or email Davebuschow@yahoo.com for more info.

JULY

19-21

Bakersfield, CA—Summer Madness #27—At the Kern County Fairgrounds. Vendors, larger raffle, live DJ, onsite camping and more. Email Summermadness1986@yahoo.com for more info, or log on to Facebook.com/summermadness.

25-28

Chehallis, WA—LowDown Show—At the Southwest Washington Fairgrounds. For more information, call Ralph Stout at 360.239.9247 or email lowwtaco@yahoo.com.

SEPTEMBER

14-15

Mesquite, TX—Habitat Automotive Show—At Devils Bowl Speedway, 1711 Lawson Rd. For info log on to habitatshow.com.

The DA Power System complements the rest of the line of Meguiar’s Car Care Products to help you get the most enjoyable and efficient experience when cleaning and detailing your truck at home. Follow along as we get professional results for a fraction of the cost, effort and time.

The headlights had seen better days. The lenses were oxidized and faded due to years of neglect. It also appears that some tree sap has fused onto part of the lens as well. Thankfully, Meguiar’s has a Heavy Duty Headlight Restoration Kit.

The kit includes 1,000 and 3,000-grit sand paper and a round sanding block to flatten the surface, allowing the headlight to be polished to a clear finish. The headlights have been taped off to protect the paint and are wet sanded smooth with 1,000-grit followed by 3,000-grit.

The rotary buffer supplied in the kit is attached to the drill, PlastX is applied and the headlight is buffed out. Apply pressure on the drill while buffing.

The headlight is wiped clean before Headlight Protectant is applied to seal and protect the plastic.

Here is the clear, almost-new headlight after the restoration. They not only look good but will illuminate better, making for safer driving.

On the inside, Meguiar’s has several options to clean and protect leather, vinyl, plastic, rubber and upholstery. Many are in convenient pull-wipe containers for on-the-go applications.

Many newer vehicles have black plastic bumpers, valances, mirrors, steps and trim. Ultimate Black takes care of them in a flash, restoring the deep black finish and protecting from fading without making the parts greasy.

The wheels and tires are cleaned using Hot Rims All Wheel & Tire Cleaner. This product is safe on most factory, clearcoated and painted wheels. If you have billet or multi-piece wheels, do not use this cleaner, metal polishing with the Dyna Cone will be in order.

On factory, clearcoated and painted wheels only, Hot Rims Brake Dust Barrier works to keep harmful and ugly brake dust from sticking to wheels.

Finally, the windows are cleaned using the Perfect Clarity Glass Cleaner.

The glass cleaner is sprayed on and wiped off using one side of the towel. The towel is then flipped over to dry buff any streaks left behind by excess product.

And you’re done, with clean, eye-popping results done by yourself at home. Street Trucks approved!

Text and Photos by Jason Mulligan

Source

Meguiar’s

Meguiars.com

Meguiar’s – Meguiars.com

The goal of the new DA Power System is to aid the at-home, do-it-yourself enthusiast in achieving a professional detail and finish for a fraction of the cost, with little skill needed. Rather than spending hours hand polishing and waxing, the DA Power System can accomplish better results in a fraction of the time. The dual action head rotates in an orbital pattern, ensuring that the buffer won’t burn through the paint finish accidently. The drill attachment is a less expensive alternative to the usual buffers, and can be attached to a cordless drill. This means that it can be used at car shows and other locations where electricity isn’t available.

As you can see, our truck has seen recent rain, road grime and a present from one of nature’s bomber pilots. It’s time to clean things up and bring the truck’s paint finish back to life.

Meguiar’s recently introduced its Ultimate Wash & Wax Anywhere that features a special formula to clean the surface by lifting the dirt and adds a small layer of protective wax to the finish without scratching the surface. No water and soap bucket is needed.

Use a two-towel system, one to remove the dirt and spray, and a clean microfiber towel to lightly buff out the finish and remove any streaks or residue. Do not use this for extremely dirty or muddy surfaces—only light dirt or dust— to avoid scratching the clearcoat. A good old-fashioned wash is your best bet for heavy grime.

It’s a good idea to clay bar the surface prior to waxing, this doesn’t need to be done every time you detail, but it helps remove surface contaminants and bugs that washing can’t clean away.

Spray Ultimate Quick Detailer onto the surface and run the clay bar across until smooth, fold the bar to provide a clean contact surface.

The professionals use buffers in order to speed up the polishing or waxing process and gain more friction for a better result. The problem is that rotary buffers require experience and skill and can damage paint if used improperly. Dual-action buffers can be expensive and need to be plugged in as well.

The DA Power System attaches to the end of a cordless or plug-in drill, it comes with a handle, a dual-action orbital head that won’t allow the buffer to burn through and damage the paint. With a cordless drill, the DA Power System can be a portable option for detailing at shows as well.

Meguair’s Ultimate Liquid Wax is applied to the removable foam pad and applied to the surface before being lightly buffed off with a clean microfiber towel.

If the surface has been neglected, you may need to apply Ultimate Compound, followed by Ultimate Polish before waxing in order to further smooth and polish the finish.

Here you can see the difference between the dirty paint finish and the slick, polished and waxed surface accomplished in little time thanks to the portable DA Power System.

Stay tuned for Part 2, which will cover detailing headlights and interiors!

Text and Photos by Jason Mulligan

Source

Meguiar’s

Meguiars.com

Evapo-Rust is easy to use. Simply immerse rusty truck parts in the stuff and come back later to find them clean.

Regardless of why your treasured truck parts are a little rusty, they’ll need to be cleaned before you can use them. The trouble is that sanding takes a lot of time and effort, and sandblasting can remove more material than you want, including paint. Wouldn’t it be nice if you could just wipe off the rust or wave a magic wand and make it go away? Well, you can—sort of.

After just 30 minutes, all of the surface rust was gone from this brake rotor. Even the heavy patches vanished after only an hour of submersion.

Evapo-Rust is a liquid rust remover that is simple to use and works great. We tested a sample on a few rusty parts and found that light rust was quickly removed in about half an hour and slightly heavier patches in an hour, tops. We even soaked some very rusty exhaust manifold bolts, and they were sparkling in only a few hours. Then we poured the Evapo-Rust back into the bottle for reuse on a later project and rinsed off the parts with water. Yes, water cleanup and reusable, too. What more could you ask for?

It only takes about an hour or less to remove light rust from parts. The heavier the rust, the longer the pieces should soak. We found 30 minutes to an hour was about right for lightly rusted parts.

Well, how about for this product to be non-toxic, non-flammable and biodegradable? It is! In addition, 1 gallon of Evapo-Rust treats up to 300 pounds of moderately rusted steel, which would equate to approximately a ½ pound of actual rust (if it were scraped off and put into a can for a weigh in).

You can continue to reuse Evapo-rust over and over until your parts stop coming out shiny clean. We can tell you that the non-toxic part is true: We spilled a little, and it ran off the driveway onto the lawn. The lawn is still green several weeks later.

Evapo-Rust is in the process of changing labels. By the time you read this, most of the shelves will have bottles featuring the new look, but if you find an old label on an Evapo-rust bottle, know that both versions contain the same Evapo-Rust formula. Also note that the chemicals inside have an unlimited shelf life.

Because Evapo-Rust is water based, it is easy to clean up. Your parts won’t require special cleaning before you apply paint. In fact, if you have parts that are a composite of different materials (such as a carburetor), you can dip the entire unit into Evapo-Rust to clean rust off the throttle plates without damaging the non-steel parts. Evapo-Rust is noncorrosive for brass, copper, aluminum, clean steel—in other words, virtually everything but rust itself is unaffected by this great product.

Text and Photos by Trent Riddle

Source

Evapo-Rust

325.692.1135

Evaporust.com

TRUCK SPECS

Engine

1996 Ford 4.6-L Cobra four-Cam, 32-Valve

Ceramic-Coated Headers, Stainless Magnaflow Muffler

Suspension

Gibbons Front X-Member/Volare Torsion Bar

9-inch Ford Rearend

Wheels & Tires

17×8-inch American Eagle five-spoke Alloys

P215/60 & 225/60 Uniroyal Tiger Paw Tires

Body

One-piece Door Glass

PPG Hugger Orange

Stained and Cleared Golden Oak Wood with Polished Strips

Interior:

Tan Leather with Ostrich Inserts

Dakota Digital Gauges

LeCarra Steering Wheel

Power Windows

Vintage Air Climate Control System

Select Audio Head Unit

Text by Travis Noack

Photos by Jason Mulligan

Bob & Brenda Reinfried – 1956 Ford F-100 – Tustin, CA

Dreams. For most automotive enthusiasts the desire to warm the garage floor with a certain set of sheet metal curves is what motivates and inspires. While most people dream of trips to Europe and zip lining in Hawaii, gearheads use the bulk of their head space to craft the ultimate low-slung, rumbling and tire-smoking stunner that will erase all of their stress the minute the key hits the ignition.

For Bob Reinfried the classic lines of the ‘56 Ford F-100 have danced in his noggin for more than five decades. Make no mistake, Bob did not spend the bulk of his life without a hot rod. In 1951, he joined the NHRA and enjoyed the early years of tire-smoking glory when scantily clad women ran the starting lines and guys went down the quarter-mile with a ring-and-pinion grenade under their manhood and a supercharged bomb in front of their open-face helmet. Bob’s early addiction to speed, horsepower and hot-rodding culture led to ownership of several hot rods. He also operated his own body shop where he got to transform his hobby into his craft. A string of rumbling transportation followed, including three ’32 Fords, two ’50 Mercs, two ’55 T-Birds and a ’56 Chevy.

The detailed 4.6L Cobra fuel-injected mill pushes this classic Blue Oval iron down the road with ease.

In 2010, Bob decided it was finally time to create the ’56 Ford pickup he had been dreaming about all these years. A solid small window ’56 was located, the build was put in full throttle mode and completed within one year.

To kick things off the truck was delivered to Bobco Auto in Lake Elsinore, California. The stock frame was fit with a Gibbons front X-member, Volare torsion bar front suspension, a 3.92:1 geared 9-inch, disc brakes and a custom fuel cell under the bed. Finished off in black powder coating, the 57-year-old Ford bones rest on 17 x 8-inch American Eagle chrome five-spoke alloys mounted on P215/60R17 front and P225/60R17 rear Uniroyal Tiger Paw tires.

For power, Bob bleeds Blue so it was Ford all the way with a 1996 Ford Cobra four-cam 4.6L, 32-valve V-8 to roast the tires reliably. Randy Ritchey at Performance Associates in Ontario, California, assembled the mill and it roars through a custom exhaust backed by a Magnaflow Muffler installed by Mesa Muffler in Costa Mesa, California. The engine was dressed in chromed and polished goodies for show stature and pulls nicely through the power band with a Ford AOD-E transmission built by California Performance Transmissions in Huntington Beach, California. A 2200-2400 stall speed converter gets the power to the ground and brings out the true grunt of the raspy 4.6.

For the sheet metal landscape good old Henry Ford knew what he was doing because there’s little that needs to be done to a stock ’56 to turn heads. Bob agreed and kept alterations to a minimum with fresh chrome and stainless bolted up against the deep and rich PPG Hugger Orange paint applied by Specialty Bodyworks in Costa Mesa, California. No Limit Automotive Lifestyles worked on getting the truck arrow straight before the color was blasted on. Finishing touches include one-piece side glass, bat eye blue dot taillights, chrome Ford step plates on the running boards and a Golden Oak stained wood bed floor with fresh polished strips. Even the tilt hood mechanism was chromed for an extra dose of detail in the doghouse.

Between the doors Bob wanted a simple and clean custom interior that would provide comfort for long distance cruising. A blend of tan leather with ostrich inserts in the doors provides the class, while Dakota Digital instruments, a LeCarra steering wheel and a tilt column provide the function. Chrome and billet accents throughout only add to the cruising experience. Bob and Brenda sink into the six-way power bucket seats and enjoy miles of asphalt with a Select Audio head unit, 10-disc CD changer, and two 6-inch midrange speakers backed by a 105-watt amplifier. A Vintage Air climate control system keeps cockpit temps in check for those hot summer adventures.

Since the truck’s completion in late 2011, the Reinfrieds have been showing it off frequently, picking up six Best of Show awards, nine first-place trophies and five more for Best Modified Truck and People’s Choice honors. Bob says his “greatest pleasure is driving the Orange Hugger on sunny days to car shows to share it with show visitors.” We couldn’t agree more, Bob, that the fun is behind the wheel.

Bob would like to thank Ed (father) and Jeff (son) Van Klaveren, Randy Ritchey and Blake Smith for all of their dedication and help on the project, and his wife Brenda for all of the support and encouragement in realizing this sheet metal dream. Also a special thanks to Bobco Auto, Randy Ritchey of Performance Associates, the crew at Mesa Muffler, Art Carr from California Performance Transmission, No Limit Automotive Lifestyles, Specialty Bodyworks, D&S Custom Plating in Garden Grove, California, and South Bay Chrome in Santa Ana, California.

With the garage finally filled with Bob’s 50-year dream we wonder what other classic metal curves he won’t be able to resist.

Text by Travis Noack

Photos by Jason Mulligan

Jon Shaffer’s 1969 Chevrolet C-10 – Mount Vernon, WA

Jon opted for hot rod red on the interior and brought the truck over to Frank Castilleja at Frank’s Custom Upholstery, where he took a 1994 C/K bench seat and reshaped it before covering it with Nu Red material from Ultra Leather. Trick door panels were created and covered as well. Chevrolet script from a valve cover molded into the glovebox, the defrost vents and dash pad were shaved and the entire dash was painted Victory Red before Dave Austin applied his pinstriping skills. A Ron Francis Express fuse block was mounted behind the seat and supplied all of the wiring needs and power to the Classic Audio sound system and Auto Meter Ultra Lite gauges that sit above the ididit steering column and Budnik steering wheel. Finally, a Vintage Air setup was installed to help on those cold Washington mornings and “warm” summer days.

TRUCK SPECS

Engine

1976 355 SBC

Holley 144 Supercharger

Hedman headers

Flowmaster Exhaust

Suspension

Z’d Front Cross member

Porterbuilt Trailing Arms

QA1 Coil-overs

CPP Modular Drop Spindles

3-inch Lowering Springs

Body

Custom Front Grille

Raised Bed Floor

C/K Wheel Tubs

Matrix Systems Bright Metallic Silver Paint

Wheels

20×8.5- & 20×12-inch Budnik Fontana Wheels

245/35 Toyo & 335/30 Michelin Tires

Interior

Ultra Leather Nu Red

Classic Audio Head Unit

Auto Meter Ultra Lite Gauges

Budnik Steering Wheel

Ron Francis Wiring

Interior in hot rod red.

Text and Photos by Jason Mulligan

Owner

Jon Shaffer

1969 Chevrolet C-10

Mount Vernon, WA

First, the chassis was Z’d up front to raise the front cross member 1.5 inches for better ground clearance and a lower stance. Out back, a Porterbuilt rear trailing arm Dropmember was installed into the notched frame. A 12-bolt rearend was narrowed, outfitted with Dutchman axles and held in place by a pair of QA1 coil-overs and a Competition Engineering panhard bar. Rear disc rotors for a 1996 Impala were used to help bring things to a stop. Up front, CPP modular drop spindles and 3-inch CPP lowering springs with QA1 shocks brought the nose closer to the asphalt. A set of 3/16-inch custom-bent brake lines connects the CPP Corvette manual master cylinder to a Kugel Komponents pedal assembly. Jon opted for a set of clean Budnik Fontana billets measuring 20 x 8.5 inches up front and a wide 20 x 12 inches in the rear, wrapped in 245/35 Toyo and 335/30 Michelin tires respectively.

This clean small-block puts out more than 450 hp, thanks to the Holley supercharger.

In order to fit the rear notched frame, coil-over suspension, Optima battery and 17-gallon fuel cell under the bed floor it would have to be raised. Luckily, since Jon was starting from scratch, he pieced together a bed that uses a shortened 1985 long-bed C-10 for the raised floor. Looking for a smooth looking wheel tub, C/K tubs were widened 6 inches to accommodate the wide rear rubber, and then welded up before the inside of the bed was hit with bedliner. The rear bumper was raised up and tucked closer to the body before being smoothed out and rechromed by Queen City Plating. Up front, a 1968 hood and grille shell were used but with an upper insert in the lower location to remove the turn signal lights. A Key Parts smoothie front bumper was used and everything was polished and rechromed by Queen City Plating as well. Then the body was sanded smooth before Manuel Padilla sprayed the truck Dodge Bright Metallic Silver using Matrix Systems paints.

Under the hood, the firewall was shaved and slicked smooth, custom inner fenders were crafted and everything was painted and polished to match. A crown jewel of a motor was built in contrasting red. A 1976 350 was machined and bored .030 over by Mark Huson at Shark Racing Engines. A stock crankshaft was used, but the rods and mains were machined .010 under. Hyperutectic pistons were used and a Comp camshaft and double roller timing chain were installed.

The cylinder heads were then outfitted with Summit Racing pushrods, Comp CAMS hydraulic lifters and Summit Racing aluminum roller rockers. Providing the air intake and helping push the motor over 450 hp is a Holley 144 supercharger with a Holley 4150 700-cfm carburetor on top. Summit Racing pulleys with a Be Cool high flow water pump and Summit Racing cooling fans keep things running smoothly. For the exhaust, a set of ceramic-coated Hedman headers run to a 2.5-inch stainless steel exhaust with Flowmaster muffler with side exit.

The raised bed floor was a marriage between an ’85 long-bed floor and widened C/K wheel tubs.

The engine was dressed up with Cal Custom finned valve covers and Billet Specialties reservoirs before everything was coated in Victory Red. The power plant is backed by a 700R4 transmission with a Trans Go shift kit installed by Transmission Outlet, all controlled via a Lokar shifter.

Jon Shaffer has created a stunning, clean hot rod C-10 completing most of the work himself throughout the last three years. But nothing can be done without the support and help of family and friends. Jon would like to thank his brother Emmett, father Gregg, Brandon Dowe, Troy Crookshank, Rick Ammons, Josh Rowell, Manuel Padilla, Mark Huson and Frank Castilleja.

Text and Photos by Jason Mulligan

Owner

Jon Shaffer

1969 Chevrolet C-10

Mount Vernon, WA

Now that the intake design was mastered, the proper camshaft was needed to take advantage of the increased velocity that the air/fuel mix now incurred. Comp Cams LSR camshafts feature higher exhaust duration and overall lift, making them the right choice for anyone looking for the most advanced camshaft designs you can purchase off-the-shelf. With this increased exhaust duration and overall lift, the modern, aggressive lobe profiles of these cams offer the broadest power band and the most top-end horsepower of any LS cams ever created by Comp Cams. Add a set of Comp’s 1.82 ratio Ultra Gold ARC series roller rockers and Comp’s Hi-Tech pushrods to complete the recipe.

Take a look at the the final steps of how we woke up this LS series engine:

Comp Cam’s Ultra Gold roller rockers gave us a better ratio at 1.82 over the stock rockers.

We set them in place and torqued them down to 20 ft-lbs at zero lash.

Moving over to the manifold, these FAST O-ring-style gaskets are set in place by just pressing them into the corresponding port grooves.

Before placing the intake on the engine, check to see that the monitoring ports are clear.

Some may need to be drilled out and the shavings removed prior to the install.

Due to the fact that we planned ahead a bit, our RC Engineering 44-pound injectors had enough supply and fuel pressure for this combination’s reqirements.

They did, however, need a different O-ring to seat into the FAST manifold, which was no big deal since FAST did the homework for us and included the correct versions.

After we checked the bottom fitment of the injector to the manifold, we moved on to the fuel rail. We loaded all of the injectors to the FAST fuel rail and set them into place on the manifold.

FAST supplies the fuel rail hold-down brackets to keep the rails sung to the injectors and the manifold. The company also supplies these O-ring AN-style fuel fittings.

The 92mm Big Mouth throttle body was bolted in place. Why only 92mm instead of 102mm? The driving style of the owner of this truck is better suited to the 92mm in the low rpm range, so we went that route instead.

Next we set the intake in place and replaced all of the essential components to get it running again. Bright and early the next morning, the truck spent some time on Westech’s dyno.

Thanks to the Comp Cams camshaft and FAST LSX-R manifold swap, the truck now put down TK hp and TK ft-lbs of torque to the rear wheels, a great improvement!

Thanks for reading! Be sure to check out the May issue of Street Trucks magazine!

Text and Photos by Marcel Venable

Here’s the second part of our exclusive tech spotlight featured in the May issue of Street Trucks mag! Make sure you catch up on Part 1 first!

Rather than building on what GM had started, FAST engineers started by building computer models that would accurately represent the stock manifolds in digital form. After testing almost every possible configuration of the factory GM manifold, FAST engineering used a Computational Fluid Dynamics program or (CFD) as a virtual model to test air flow on these drafted models in the computer, thereby creating a virtual flow bench. What they were in search of was the proper combination of velocity and pressure diagrams, flow initiations and evaluations of energy loss.

The models proved crucial in the design of the shape of the interior of the manifold, particularly the precise contours of the runners. Important flow considerations included requirements for turning air, because air is naturally lazy and doesn’t like to change direction. Flow separation played a major role because the LSXR manifold needed to simplify the air/fuel distribution in the plenum, including upstream/downstream flow. Just as important were tuning considerations, including wave tuning, inlet shape, orientation, runner length, taper, area shape and plenum volume.

Take a look at the second part of how we woke up this LS series engine:

Comp Cam’s Hi Tech pushrods were put into place to ensure that the lifters were making contact with the cam lobes.

We wanted to have the ability to advance or retard the cam if need be during tuning, so a Cloyes adjustable timing gear set was installed.

First we installed the lower gear followed by the oil pump drive gear.

The secret behind the Cloyes adjustable timing set is this offset bushing that acts just like a cam lobe. When adjustment is needed, the three locking bolts are loosened and the bushing is turned backward or forward to advance or retard the cam timing. Grease was added to make sure it would slip out while the install process happened.

Once we had the cam timing dialed in at 4 degrees advance, the cam bolts were treated with tread locker fluid and tightened into place.

To access the timing set without removing the timing cover, this slick two-piece timing cover set from Edelbrock was installed. It’s equipped with an O-ring seal to avoid damage to gaskets and set neatly in place on the front of the engine.

Check back for Part 3 of this tech spotlight! And remember to check out the May issue of Street Trucks magazine!

Text and Photos by Marcel Venable