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Volume 14, Issue 3, 2019
Terry Denomme
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Instrumental in getting a drag strip in the nearby town of Sparta, ON the Gear
Jammers Car Club also had many members who participated in the sport and
two of them were Gary and Dale Thomas who raced this blown altered T roadster for a few years, at times driven by Charlie Rewbotham. The beautiful car
was competitive at the track as well as the winter show circuit. For more on
the club take a trip back in time with the Tim Sykes story on PAGE 28
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CHR Volume 14, Issue 3, 2019
Welland plays host to one of
the biggest car shows in Ontario
Blowin’ Smoke
Publisher’s column
CHR Mailbag
Readers share their
thoughts and opinions
10 Rearview Mirror
Readers vintage photos
46 Hot Rod Girl
The Cactus Jalopies show
98 CHR online coverage
Sheet metal guru Terry Dyck
make’s a ’68 Barracuda like new
42 CHR’s ’70 D100 Pickup
Wilwood brake install and Coker
Tire white wall install
CHR contributor Adam McMullen pays a visit
to Bob Forester’s barn and finds more than a
few dusty treasures.
It’s time to get back to work on
our ’62 Ford Ranch Wagon
16 ’55 Pontiac Safari wagon
Rare grocery hauler modernized
36 1928 Model A Coupe
Nickel City 5-window perfection
48 1957 Meteor Ranchero
Ontario custom gets updated
64 1957 Ford Ranchero
Mild custom/wild paint
82 1971 ’Cuda convertible
Once a coupe now a drop top
Check out more features at
Call 1-888-753-2111 to
buy a print copy or find
digital versions at
CHR Volume 14, Issue 3, 2019
at Canadian Hot Rods
pages 93-95
Copyright 2013 by My Car Publications. Printed in Canada by
Transcontinental LGMC, 737 Moray Street, Winnipeg MB R3J
3S9. All stories and photos are the property of Canadian Hot
Rods and may not be reproduced in any way without written
permission from the publisher.
Photos by Matt Wakefield
uess it’s time to admit it to all of you. I’m a
burnout junkie. I’m not sure exactly when it
started but probably not too long after I got my
license. Maybe you can relate.
The first time I tried it, behind the wheel of a stripped
down late ’70s Dodge Monaco, I liked it. We’d hauled the
Dodge out of a farmer’s field to use in a Demo Derby until
mom got wind of it and said “no way.” Something about a
concern for my wellbeing.
Anyway, after we got it stripped down, I did a minor
brake stand out behind my dad’s shop. His ’48 Chevy
pickup may have been in the vicinity and I remember dad
giving me crap when he came to see what all the commotion was about. I hadn’t even got the tire smoking yet
when he shut me down due to the possibly of spitting debris in the direction of his freshly painted street rod.
But the die was cast. Ever since then, whenever the opportunity presents itself I turn hot rod hooligan and light
em up.
Such an opportunity recently presented itself when
working on the CHR ’70 D100 shop truck. The box was removed to get the underside sandblasted. Once that was
done it was primed and then I laid down some U-pol Raptor coating on it. It looks great under there now, not that
anybody will ever see it.
But back to the burnout. I had to move the truck to get
some room in the shop and the wheels were out getting
powder coated. The only wheel/tires I had handy happened to be a set of slicks purchased for unknown future
purposes at the Goodguys Puyallup swap meet. The truck
hadn’t run in a while so I started it up and pulled outside
to let it idle for a bit. My buddy Matt reminded me this
might be the perfect opportunity to get a burnout video
for the magazine’s Instagram and Facebook pages. Got to
feed the social media beast. These days it’s journalism
It was mid-afternoon and most of the folks in my neighbourhood were still at work so I figured what the heck —
smoke ’em if you got ’em. I was giggling the entire time
and even the stink eye from one neighbour who did happen to be home and outside couldn’t wipe the smile off
my face. (Sorry, neighbour).
Now I realize I’m a hooligan and many regard this type
of behavior as shameful and irresponsible, especially
coming from a 52-year-old. All I can say is we’ll have to
agree to disagree. I’m not going to do a burnout if there
are pedestrians about. I’m not going to do a burnout in
traffic. OK, I did that once but haven’t been able to work
up the nerve to do it again. I’m not going to shred tire
with a crowd standing beside me...unless it’s at a drag
strip of course. I’m not going to do a smokey burnout as I
leave a car show. Done in the proper setting, it’s harmless
fun....unless you’re a tire.
Of course any gearhead knows burnouts are a gateway
to other shenanigans...such as donuts and not the delicious eating kind. Though eating a donut while doing a
donut sounds like fun.
Many times I haven’t been able to resist the urges. Hell,
I haven’t even wanted to but maybe it’s time to work on
that. Maybe admitting to these tire shredding predilections is the first step to changing my behavior. It could be
step one in a 12-step journey to learning to channel my aggression towards more peaceful pursuits, such as yoga or
I wouldn’t count on it. Just to be safe, if you have any
spare tires lying around your shop and you know I’m coming to visit maybe put them out of sight. That’ll save me
from the urge to bolt them on something and do a smoke
show in your driveway. Really, I won’t be able to help myself. Or maybe you could bolt them on something and we
could both do a smoke show in your driveway.
Come on, you know you want to.
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We’d love to hear from you.
Send your letters to or via
magazines, the Buick in Hot Rod and
the Ford in Rod & Custom.
John Kincl
Port Orchard, WA
In Volume 14, Issue 1 Rear View
mirror feature there were two
unidentified show cars I am very familiar with.
The 1956 Buick was built in Bremerton, WA by Gill Clifford for Lori
Sharp after Lori had an accident with
it and so Gil fixed it by sectioning the
Buick and customizing it front and
rear. Centered quad headlights and a
custom grille in front and four, 1956
Packard taillights and a rolled pan in
the rear. It was a national show winner and is still around today. it is currently painted lavender and was last
seen in a car collection in Oregon.
Lori Sharp still lives in Bremerton,
WA and is currently building a 1927
Ford T coupe hot rod.
The 1959 Ford hardtop was built in
Portland, OR and was sectioned just
six months removed from the dealership. It was called My Blue Heaven
and was shown around the Northwest show circuit as well as down to
California. It disappeared for a while
and then was found and restored
about 20 years ago by Ron Sanders
from the Seattle area, who brought it
back to the Northwest shows. Ron
has since moved to Georgia and I
have seen it featured in some of the
shows in the Southeast States.
Both cars were featured in national
I believe one of the shows where
these pictures were taken was at the
Showmart building at the Vancouver
PNE in March 1960. The Model A
RPU I think belonged to Jim John-
ston. The ’34 coupe belonged to Daryl
Foster from Victoria. I had traveled
to Vancouver on set-up day with Irv
Ross from Duncan with his ’29 roadster. Irv was set up on the other side
of Daryl in what was a two car display from the Victoria Quarter Milers
Car Club.
I don’t remember the ’59 Ford at
that show in Vancouver but in May of
1960 it was at a show in Bremerton
WA where both Daryl and Irv and
several other Quarter Milers were in
The car I remember at the Bremerton show was owned by a fellow
named Chuck (last name escapes me)
from Idaho. It may not be apparent in
this image but Chuck’s car was sectioned along with several other body
mods and that paint job. Car’s
moniker was “My Blue Heaven”. This
was in the Spring of 1960. Given how
much work is involved in sectioning a
car of that size Chuck must have
taken a brand new ’59 Ford hardtop
off the showroom floor and started
cutting it apart immediately. Actually I recall hearing that the bodywork was done in Portland, Oregon.
The whole weekend was quite
memorable to me as I celebrated my
21st birthday there age of majority in
those days.
Jack Mather
Victoria, BC
The Chritmas (Vol 14/Iss 2) was fantastic....maybe the best yet. Loved the
ELTA coverage. Page 18 The Paddy
Wagon. I have all the info you need. I
built this car when I was 21 years old.
Inspired by all the local racers in the
London area. My first car was a ’55
Chev gasser called Hesitation. The
’48 Thames was bought from Bob
Atchison in 1965.
I was just getting out of school and
was broke. I got help from Jim Cushing, Frank Van De Peer Sr. {RIP} and
Jim Pinter {RIP}. It ran D/A hence
the 25% motor setback. As you know
I am still racing today. I got lucky just
bought a Super Stock car. It is a 1988
camaro currently NHRA SS/GTJA
record holder from Blair MacDonald
in Sackville New Brunswick. It is
race ready and he said I could reset
the record first day out in the spring.
I think I am writing a book.
Frank Van De Peer
London ON
CHR Volume 14, Issue 3, 2019
348 Bronte St. S, Unit 21
Milton, ON, L9T 5B6
*Decals are larger than shown in ad
Jeff Norwell Hot Rod art decals
CHR Volume 14, Issue 3, 2019
Knob Hill Speed & Custom was located at 2691 Eglinton
Ave. E., just west of the Danforth in Toronto, ON. Dennis
Warner built this ’65 Plymouth. The car ran an injected
Hemi. It may have been owned by Alex Taylor by this time.
ob Larivee Sr., founder of Promotions Inc., precursor to his late son’s Championship Auto Shows,
may have been based in Michigan, but he got his
start in the indoor car show promoting business with
shows in Canada. He created Speed-Sport in 1960 and it
was held at the Queen Elizabeth building on Toronto’s
CNE grounds. Speed-Sport was his first big success and
solidified his committment to the car show promoting
Notations written on the back of the photos in this feature indicate this was the 1970 show. The photos were submitted to us thanks to Ontario’s Bruce Beedie but Ken
Stanfield of Mississauga took the photos.
Thanks to Larivee’s US contacts there are some big hitters from down south on display, but many local speed
shops were vending including Bob McJannett’s Performance Improvements. With five locations in Ontario, Performance Improvements is the only speed shop pictured
that is still in business.
Speed-Sport lasted until the mid-1980s but we aren’t
sure on the the date of the last show. Enjoy the photos
and as always if you can expand on the info we do have or
fill in the blanks for the photos we don’t know about, we’d
love to hear from you.
Drag Dimensions, founded in 1967, manufactured parts
as well as selling them and was especially known for its
patented traction bars, samples of which can be seen on
the display behind the mutton-chopped gentleman pictured above. This may actually be Carl Rowland, a product designer and part owner at DD who was also famous
for being the part owner and driver of the famed Karbelt
C/A Fiat drag car. Rowland was recently inducted into
the Canadian Drag Racing Hall of Fame.
CHR Volume 14, Issue 3, 2019
The ’57 Chevy at left has Ontario plates so it’s local but not
sure about the T-bucket above which according to the
placque near the front driver’s side wheel won a Ziebart
Quality Award for Outstanding Workmanship.
Thanks to Bob McJannett we know something about both these photos. At left, he writes “It’s hard to see the two folks clearly (far right of frame) but my
guess is the taller one was Les Morris another of the good guys working with us and also he played with Grant Smith and the Power. Far as I know he is retired and living in the east end.” Of the photo above right, which was included in the same envelope as the show photos, McJannett writes “This photo is of
our second location at 1911 Avenue Road, Toronto. The ’55 Chev belonged to Russ Baxter one of our longest employees who passed away about 6 years
ago. Russ was one of those guys who would do anything to help a customer, he is sadly missed.”
Another Toronto
speed shop was
Dragging Unlimited. These photos
were included with
the show photos
but I think they are
older. Internet
didn’t turn up anything but an address.. St Clair &
O’Conner...but not
sure if that is correct. We’d love to
know who the gentleman with the 5window coupe is.
If you’d like to share pics of your old hot rods or drag cars simply scan and email them to You
can also mail the pics to My Car Publications at 978 Waddington Road, Nanaimo, BC V9S 4T9 though also include return
postage if you’d like the photos returned. We’d love to hear from you if you recognize or can identify any of the vehicles in our
Rear View Mirror feature.
CHR Volume 14, Issue 3, 2019
Chuck Beatty and Mike Woods started Beatty and Woods Performance in 1969. It was then located in Etobicoke (Toronto West) and they ran this 302-Ford
powered Comet in C/Modified Production. I say Comet because they had sponsorship from Sheridan Mercury located in Port Credit, ON. The shop, now located in Mississauga, is still in business today and run by Chuck’s son Jeff Beatty.
The Fad-T craze was at full steam in the early ’70 so having one set up at the Stewart-Warner booth was a no-brainer. According to TV Tommy Ivo himself
he built this now iconic Dodge car hauler for the 1970 season so this is an early showing of it and the twin fuel dragsters it hauled around North America. It
also carried a 1970 Corvette on the can just see the top of it in this photo. The Vette was used as a push car for the dragsters and a town car while
the truck was parked at the track. Below left, a custom ’69 Dodge Daytona? Where is this car now? Below right, George Barris took a 1969 AMX 390 and
turned it into the AMX-400, a custom car eventually used in one episode of the TV show Banacek. (George Peppard was Banacek and the episode was titled
The Disappearance of Project Phoenix).
CHR Volume 14, Issue 3, 2019
Cliff Guinand’s 1972 Dodge Dart
Swinger is a real deal factory H code
car o
a ab e North
o o
of the
e Border
o de
The original owner of this ’68 396
SS El Camino traded it away in
71 but g
got it back 46 yyears later
This A/Fuel dragster was called the Race Car Rattler and was owned by Race Car Automotive out of Niagara Falls, ON. The car had an injected small block
Chevy built by Jim Lapey out of Grand Island, NY. It was a 155” wheelbase. The mid-50s Ford pickup has a Cotter’s Auto Shop plaque on the box side.
Below left, e ’30 Model A with Ontario license plate has a drag race vibe thanks to Cheater slicks and mood tank. The Tailgater Fargo pickup was sponsored
by Wheel Spin News so would love to hear about who built and campaigned it.
Cool drag coupe features dual quad engine and Racemaster Dragster slicks out back. Love
to hear from you if you recognize it. Of course the famous Red Baron was a car show staple
that Larivee Sr had a hand in. The Red Baron was first conceived in 1968 by industrial designer Tom Daniel, who was working as a consultant to Monogram models. The model was
based on the popularity of German military items, especially the World War 1 helmet, combined with the growing interest in Model Ts. The model sold so well that Larivee Sr started
seeing many at the model contests he held in conjunction with his full scale shows. With permission from Monogram he commissioned Styline Customs Chuck Miller (located close to
Larivee’s office) to build a full scale version..and this is it. Monogram went on to sell 3-million
Red Baron kits and the Red Baron full scale version is on display at the Smith Collection at
the Museum of American Speed in Lincoln, Nebraska. The Purple Haze was an A/FD running out of Wayne, New Jersey. Pretty good haul. Hope they got some appearance money.
CHR Volume 14, Issue 3, 2019
These photos are from the first ever Speed-Sport held in 1960. This was the third ever show put on by Bob Larivee Sr’s Promotions Inc and it was his very
first succesful show. Reportedly he made a $10,000 profit and the rest as they say was history.
This is the only photo that was identified and it’s Bill
Balzer’s roadster. Tim Sykes wrote a feature on the roadster in CHR’s June/July 2018 issue.
CHR Volume 14, Issue 3, 2019
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Story by Britton Ledingham & Terry Denomme/Photos by Britton Ledingham
loyd Gathercole says this ’55 Pontiac Safari wagon
was built by accident. Boy, what a beautiful accident.
Acquiring the car was a combination of opportunity
and Gathercole’s wife Linda being onboard with the purchase.
Built at Canadian Hot Rods Inc. (CHRI) in Tappen, BC,
this rare wagon — just 3,760 were produced in 1955 — was
for years parked in Murray King’s Kustom King yard in
Spruce Grove, AB. The Safari was fairly complete but the
frame had been damaged and after years of sitting outdoors the car was definitely going to be a restoration challenge.
In August of 2014 King auctioned off more than 550 vehicles and the ’55 Safari wagon....Pontiac’s version of the
Chevy Nomad...was one of them. A friend of Gathercole’s
had purchased the car but soon learned he was in over his
head. Gathercole has been into cars all his life but in the
last 15 years started to get serious about creating a collection. He and wife Linda’s tastes vary and the cars they already owned included numbers matching muscle cars to
street rods and British sports cars. He wasn’t looking for a
wagon but when a friend called saying a very rare Pontiac
wagon was for sale he was intrigued and bought it. “We
figured maybe 50 to 60% of those wagons still existed,”
says Gathercole. “It was going to be refinished to an original, numbers-matching car, but everything was too far
gone. Because it was too far gone, it made sense to put a
frame under it, and then once you put it on a new frame,
it didn’t make sense to put old parts on a new frame.”
The familiar story continues. “I think we should call it
the true definition of a snowball...a runaway restoration.”
CHR Volume 14, Issue 3, 2019
Just 3,760 1955 Pontiac Safari wagons were reportedly produced so Lloyd Gathercole’s
wagon is both a rare and beautiful hot rod. Built at Canadian Hot Rods Inc. in Tappen,
BC, this wagon rides on the company’s killer custom built chassis which features C4
Corvette suspension and 4-wheel disc brakes. Wheels are American Racing Torque
Thrust Ds (17x8 front and 17x9.5 out back) and tires are BF Goodrich gForce
(225/45/17 up front and 255/45/17 out back).
CHRI chassis are CNC machined and then TIG and MIG welded together in a
jig. Some features include rack and pinion steering, electropolished C4
Corvette suspension, 4-wheel disc brakes with fuel and brake lines hidden inside the frame. Frames are powedercoated black or to customer specs.
CHR Volume 14, Issue 3, 2019
“Once I get into a mess, I stay until I’m finished,” says
It was at SEMA in 2016 when Gathercole spotted the
crate 6.2 litre GM LT1 (460 hp/465 ft. lb of torque) that
would become the heart of the resto-mod build.
With that settled, suspension, transmission, driveline
and stopping power had to be upgraded. Gathercole was
at show in Red Deer, AB when he met CHRI owner Wayne
Booth and took a look at one of their custom chassis
packages which come complete with C4 Corvette suspensions and many other upgrades. (CHRI makes custom
chassis to fit Tri-Five Chevys, ’58-’64 Chevys, ’60-’72 C10
Chevy pickups, ’48-’56 Ford pickups C1 Corvettes, ’78-’88 G
Bodies and more.)
Besides building custom chassis, CHRI’s shop is full
service and capable of building a turn-key hot rod so
Gathercole not only decided to use a CHRI frame but to
have them build the entire car.
The Safari’s wheelbase is seven inches longer than its
cousin, the Chevy Nomad, meaning a one-off chassis had
to be built, though it still incorporates all the features
and C4 components used on all CHRI chassis.
CHRI owner Wayne Booth is proud of the build. He
emailed Gathercole, saying, “I know in years to come you
will always enjoy looking at it and riding in it.”
The attention to detail carries throughout the whole
car, leaving the undercarriage as good as the top.
Booth pointed out details like the stainless steel fuel
tank and fuel lines, hidden brake lines and battery cables,
electro-polished suspension, sway bars, red poly bushings
CHR Volume 14, Issue 3, 2019
and 2.5” stainless steel custom exhaust built so it can’t be
seen hanging below the chassis.
Lee Baxter (Lee Baxter Hot Rod Interiors, Kelowna, BC)
was tabbed to do the interior upholstery. “He’s got to be
one of the best in North America,” says Gathercole. We
Baxter stitched the interior of JF Launier’s 2014 Ridler
winning 1964 Buick and has stitched the interiors on multiple show winning cars. His effort with the Safari continues that trend. The green and creme leather-soaked cabin
features a custom console tucked nicely between modified
Lexus bucket seats, custom door panels, custom rear
seats and a luxurious modern style cargo area prominently featuring Pontiac’s iconic indian head logo. The
steering column is an Ididit tilt/column shift unit topped
CHR Volume 14, Issue 3, 2019
by a custom-made steering wheel incorporating the Pontiac logo. All the stock gauges were converted to electronic and the original temp gauge’s Bourdon tube had to
be modified to work properly with the LT1. An entertainment centre including DVD, backup camera and mp3
player was incorporated into the CHRI-built console.
The Safari was a utility vehicle of its era, and most of
the original 3,760 produced were scrapped long ago, leaving few donors.
“Safari's have unique front sheet metal which meant
that nothing Chevrolet fit,” noted Booth. “Lots of pieces
needed refurbished as they were in bad shape.” The floors
and trans tunnel was custom built as was the firewall and
all the sheet metal was repaired and smoothed out. The
cowl mounts were all frenched in as well.
Gathercole chose a Jaguar factory green for the main
exterior color and in a nod to a 1998 Honda Shadow Ace
he used to own, went with a cream secondary color on a
portion of the doors, quarters and tailgate. This is also a
nod to 1955 factory styling options.
While most of the Safari’s trim came with the car, some
parts were missing or couldn’t be repaired. The job of
finding those parts fell to a CHRI employee who ended up
finding various parts from across Canada and the US.
The build, completed in the summer of 2018, took almost three years in total. It was delivered in the fall so he
didn’t get many chances to break it in before tucking it
away for the winter, but Gathercole plans to unleash it
this spring and break in the LT1/4L70E combo.
“The queen says I can’t drive, but I want to drive it,” he
said, noting he’ll try to wear his wife Linda down over the
While Safaris were an upscale version of Pontiac’s
wagon platform they weren’t built to be show cars. With
that modern CHRI chassis under it and 460HP to play
with it would be a shame to turn this Safari — which literally suggests an expedition — into a trailer queen.
“We ain’t getting rich off that car. I’ll be working a long
time and I’ll spend a longer time dead,” says Gathercole,
presumably testing out one of arguments to convince
Linda the ’55 needs to be driven.
Seems like this is one runaway restoration that will be
running down Alberta roads for years to come.
CHR Volume 14, Issue 3, 2019
Introduced on the 2014 Corvette Stingray, the LT1 shares similarities with the LS engine family but has different heads and a unique cast block. It features direct injection and Active Fuel Management (cylinder deactivation) and has a different oiling system than LS motors. The version in our feature ’55 Pontiac
Safari is a Connect and Cruise 2017 crate motor kit which, as GM advertising explains it, means you’re buying not just the engine, but the transmission and
“all the specially calibrated controllers designed for retrofit installations in older vehicles.” This means you get the engine control system and the transmission
control system all calibrated to work for your engine and transmission. Ideally this eliminates the need for third-party tuning.A custom aluminum radiator was
built for the car and a custom fuel tank was also built.
CHR Volume 14, Issue 3, 2019
By Terry Dyck
s car enthusiasts, some of us prefer to drive cars
that are not necessarily the most common. There
can be real appeal to something a little different
that the norm. For most people our cars are an expression
of our personality and taste. But what happens when
your pride and joy is involved in an accident?? Sure you
might have a good insurance coverage, but what if aftermarket parts are not available and good original part are
In this segment we will have a look at some of the challenges to repairing damage when good parts are not necessarily available. At the time when this repair was
completed there were no aftermarket fenders available. I
understand they may be now.
I was contacted by John Edwards of Dream Machines.
Edwards is the builder of this killer 1968 Barracuda. He
informed me that the owner, James, had and accident
with the car and needed some help repairing it while
maintaining the high standard that was present though
out the entire build. After a few conversations with
James, I began to realize the difficulty he was having locating quality parts. He had been successful obtaining
some very rare NOS pieces but was having trouble finding a suitable fender. In fact, it was difficult locating any
fender. After some time had passed I got a call from
James saying he had finally found a fender but it was located in North Carolina.
As fate would have it, he was able to meet the gentleman selling the fender in Buffalo which saved a 13 hour
drive. I was contacted by James to let me know he had the
fender in his possession, but it might require some
The fender, at left, took a heavy hit to the front , subsequently
buckling the entire fender. As well, the fender was pushed into
the leading edge of the door. Above, here is our replacement
fender during the chemical stripping process. By the look of all
the paint layers it’s lived a colorful life.
CHR Volume 14, Issue 3, 2019
With all the paint removed, we can see rust, dents and poorly executed repairs. Above right, a trip to the blast cabinet removed all the surface rust.
As you can see from the photo above left, we also chemically stripped the inside and blasted around the headlight structure and inner brace. As soon as the
media blasting was done the fender was epoxy primed. This is important because the part has had significant rust and it can return within hours. Now it is all
sealed up.
CHR Volume 14, Issue 3, 2019
Above left, this is the lower heal of the fender. The lower section is rust though and the four upper holes were from a previous repair. It was once common to
drill holes to accept a slide hammer for pulling dents and creases. Above right, this is the front upper section. Again previous repairs and some minor rust
Above left, we performed some hammer and dolly work to remove the dents and creases. Followed up by welding the slide hammer holes shut. Above right,
this is the repair section metal finished. It is interesting that the original repair was approached with the slide hammer because there is full access to the inside of the fender even mounted on the car.
Here is the original damaged fender we removed from the car. After stripping off the paint it revealed how solid the lower heal was, so we chose to use this to
repair the replacement fender. The outer sheet metal was removed as well as the inner brace. Notice the brace was cut above the sheet metal piece. This
was done to allow access to the welded seam during install.
CHR Volume 14, Issue 3, 2019
Our replacement fender was measured and trimmed to accept the brace and new sheet metal. The fender was mounted on the car to ensure our measurements were correct before tack welding the heal in place.
The fender was removed and the seam was solid welded and ground
smooth. After metal finishing the seam on the inside a coat of epoxy primer
was applied to protect it.
The brace was installed and metal finished, this makes for a nice clean repair. Final fit on the car, everything lines up nicely. Notice the consistent gap and
that all body lines mate correctly.
CHR decals
Jeff Norwell
*Decals are larger than shown in ad
CHR Volume 14, Issue 3, 2019
After priming and prepping the fender inside
and out, the inside was painted completely.
Once the paint had cured, a factory Mopar under coat was applied (inset) to match the original. The
fender was reinstalled. The yellow was applied and blended in to door and hood to ensure colour
match. The panels were followed up with several coats of clear, and once properly cured, a sand and
polish. As always I welcome your metal work questions at
CHR Volume 14, Issue 3, 2019
By Tim Sykes
Doug Kennington poses with his Willys sedan beside the timing tower at St. Thomas Dragway.
had known that the straightaway just feet from their club
s in nearly every city and town in North America,
house was rarely used, as it was registered as an emercar club activity was prevalent during the late
gency-only landing strip. It all seemed to make sense to
1950s in St. Thomas, a small city near London, Onthe Gear Jammers. There was a need for a drag strip in
tario. The St. Thomas Gear Jammers Car Club conducted
the area, they knew the interest was there, and here was a
member meetings in garages and homes, spent time
ready made track lying before
building hot rods, cruised their
cars up and down Main Street,
The club members knew that to
and held Road Runs and other ofbe taken seriously by the airport
ficial club functions throughout
management and city officials,
the years. Each member was also
each step of a drag strip proposal
an active enthusiast in the relatively new sport of drag racing,
would have to be methodically
often crossing the U.S. border to
planned out in a properly organized operating plan for such an enwitness the racing activities at
deavor to work. Once the plan was
nearby Detroit Dragway and
finalized by the members, they apMilan Dragway.
In late 1960, members of the
proached a committee from the airclub’s executive committee apport and the city of St. Thomas.
Both branches were impressed
proached the mayor of St.
Thomas about possibly using an Don Mailing, Gary Thomas, Bruce Campbell and Tom Wright with the club’s detailed plan, and
with track owner Helen Harvey at the 1962 London Autorama the Gear Jammers were given full
unused building at the local airapproval.
port as their new club garage and custom car show.
meeting room. When granted perOnce approval was granted, the
mission to use a small building at the airport, the Gear
club went into high gear. According to their operating
plan, several buildings would not only need to be conJammers immediately began setting up in their new digs.
structed, they would have to be portable. Since the runDuring their first meeting at the new club house, memway that was to be used as a drag strip was active, it was
bers could see the potential of organizing drag meets at
the airport, much like what had been effectively done at
necessary that each building would have to be moved into
place on race day, and then be moved back to the club
Kohler Airport Drag Strip several years previous. They
CHR Volume 14, Issue 3, 2019
The Red Rake, a 1929 Model A sedan that was built and
driven by St. Thomas Gear Jammers member Charlie Birdsey.
house building after each race event was completed. No
permanent grandstands for spectators were allowed to be
built, and several portable toilets were set up near the
club house, a safe distance from the strip. A small PA system was set up inside a tiny portable timing stand at the
edge of the strip. A makeshift pit area was designated
near the strip.
A race schedule was drawn up for Sunday events
throughout the summer of 1961. Club members used a
copy of NHRA’s 1960 rulebook as a guide to set up the various classes and events. Several members were chosen as
tech inspectors, deciding which class to register each participating race car. Two club members were chosen as of-
ficial flag starters, and two others were chosen as finish
line judges.
As predicted, drag racing at the St. Thomas airport became a very popular event on any given Sunday throughout the summer of 1961. Cars from across the southern
Ontario area drove out to compete. Of the many local racers competing at the make shift drag strip was St.
Thomas hot rod enthusiast Doug Kennington. He drove a
1952 Oldsmobile coupe around the streets of St. Thomas,
and raced a street-driven Model A coupe every Sunday at
the airport. Kennington’s role with the continuation of
drag racing would take on bigger proportions in the coming months.
The “Beakmobile”, a hot
rod roadster owned and
built by Gear Jammers
member Ron “Beaky”
Stevens. It is shown in the
pit area at the St. Thomas
airport drag strip in the
summer of 1961.
CHR Volume 14, Issue 3, 2019
Gear Jammers member Bruce “Soup” Campbell (centre of picture) is shown looking over the chopped and channeled Deuce coupe of London racer Gil
McNorgan. The coupe leads a long line of cars in the staging lane at the St. Thomas airport drag strip.
ing months.
Drag racing at the St. Thomas airport in 1961 not only
began the racing career of several prominent Londonarea drag racers, it was also a launching pad for early
speed shops and local race mechanics. George Gray, Al
Wright, Craig Hill, and Doug and Keith Riddler are
among the local legends that got their drag racing start
during this era.
Every Sunday, the club worked hard at providing drag
racing action for racers and the few hard core spectators
that witnessed the action from the sidelines. In late August, after an especially long race day, the tired club members decided to leave the timing booth and other
structures beside the runway and put them away the next
day after work. As fate would have it, an airplane with
Ontario’s Minister of Transportation on board was in the
air that Monday morning, and due to a malfunction, the
plane was forced to land at St. Thomas airport on the very
runway used for racing. The plane landed safely, barely
avoiding a disastrous collision with the timing booth set
up along the edge of the runway. Due to this unfortunate
incident, racing at the airport was immediately cancelled
by the airport authority.
Now without a place to race, it was Doug Kennington’s
ingenuity that devised a permanent solution to this problem. Single-handedly, he was able to convince local entrepreneurs Bob and Helen Harvey that drag racing was not
only a solution to the street racing issues plaguing local
car enthusiasts, but that building a drag strip would be a
very profitable endeavour. After several club members
took Bob Harvey to nearby Detroit Dragway and showed
him what drag racing was all about, Harvey agreed to
build his own drag strip on a 100 acre dairy pasture in
nearby Sparta, Ontario. St. Thomas Dragway opened in
Jim Young (left) was the first flag starter at the St. Thomas airport drag strip. Here he starts a race between a 1955 Chevy and a 1956 Ford. Note that
Young is wearing his Gear Jammers club jacket.
CHR Volume 14, Issue 3, 2019
Doug Kennington, driving his Olds-powered Model A coupe, is shown on the starting line at the St. Thomas airport
drag strip. Taking on track announcing duties in the booth in the background is Gear Jammer member Al Pimlatt.
Sparta in 1962.
The St. Thomas Gear Jammers were hired by the Harveys to operate the drag strip, much like they had done at
the airport, only this time; the facility was state of the art
for its day with full sanctioning by the NHRA. In the early
spring of 1962, the Sparta site was developed into a work-
ing drag strip with non-stop around the clock activity.
As drag strip construction began at the track site in
Sparta, the Gear Jammers presented local hot rod enthusiasts with a preview of upcoming activities in a special
display at the London Autorama custom car show in
March of 1962. Several club member cars were shown to-
Members of the Gear Jammers pose together at the new St. Thomas Dragway display at the London Autorama in 1962. They are wearing their matching white official track jackets with their first name on the front, and St. Thomas Dragway written on the back. Love know who they all are.
Front row: Jim Young, Tom Wright,
John Campbell Back Row: Don Mailing,
Charlie Birdsey, Bruce Campbell, Doug
Kennington, Jim Burgin, Dale Thomas,
Gary Thomas
CHR Volume 14, Issue 3, 2019
Don Mailing, Gary Thomas, Bruce Campbell and
Tom Wright with track owner Helen Harvey at the
1962 London Autorama custom car show.
gether, including the Chevrolet of John Prance, the beautiful Model A sedan of Charley Birdsey, and the green
Oldsmobile of Doug Kennington. Up on a wall behind the
cars was a large banner announcing the name of the new
local drag strip, as well as the official green and red flags
that were to be used by the starter. Event posters were
also posted on the wall, and detail announcement flyers
were handed out to curious spectators. There was also a
large detailed display of the proposed new drag strip in
miniature, using model cars alongside buildings that
would eventually be seen at the new track.
During the first few racing seasons at St. Thomas Dragway, members of the Gear Jammers were used in key
roles of track operation. Without their interest, dedication and support, the track simply could not have func-
tioned effectively.
By the mid-1960s the club member’s direct roles in track
operations began to change. As drag racing grew into a
more professional sport, Bob Harvey chose to hire people
outside the car club in several key roles.
After the Gear Jammers were no longer in charge of operating the track, several of the club members began to
get seriously involved with actual racing. Charley Birdsey
and Doug Kennington partnered together in a Willys
gasser and competed with other racers each week. Brothers Gary and Dale Thomas built an Altered T roadster
that was very competitive. This beautiful car was driven
by fellow club member Charlie Rewbotham, competing at
drag strips across the province, and at the NHRA Nationals in Indianapolis.
Jim Young, seated middle, is shown manning the information
table at the London 1962 Autorama. Interested enthusiasts were
encouraged to sign up for the all new St. Thomas Dragway mailing list, months before the track officially opened.
CHR Volume 14, Issue 3, 2019
CHR Volume 14, Issue 3, 2019
Charlie Birdsey’s “Red Rake” Model A
sedan at the London Autorama custom
car show in 1962.
By the late 1960s, the Gear Jammers Car Club had all
but faded into history. Now, decades later, the club’s efforts during this exciting era are rightfully remembered
for uniquely shaping the history of Canadian hot rodding.
For clarification, it should be noted that Doug Kennington was not an official member of the Gear Jammers car
club, although his close association with the club is acknowledged. However, without Kennington’s extraordi-
nary role, his tireless effort and incredible foresight, St.
Thomas Dragway would likely never have come to
fruition, and hot rodding in the province of Ontario may
have evolved quite differently.
Photos from the collections of Judy Harvey, Gary Thomas, Doug Kennington, Harold Pettipiece, and Ken Taylor. Memorabilia from the Tim
Sykes collection. Acknowledgements: Al Pimlatt and Charley Birdsey.
This flyer was posted all over the walls at the 1962 London Autorama, and given out at the Gear Jammers info table. It was the first official announcement for
the opening of St. Thomas Dragway in Sparta, operated by the St. Thomas Gear Jammers car club. Doug Kennington’s 1952 Oldsmobile, on display at the
Gear Jammers booth at the 1962 London Autorama custom car show.
CHR Volume 14, Issue 3, 2019
John Prance’s Chevrolet on display at the ’62 London Autorama. Note the banner in the background to the left promoting St. Thomas Gear Jammers, operators of St. Thomas Dragway, and the cool club jacket to the right. Prance’s helmet is on the hood, and club trophies and plaques are on the floor in front of
car. Below, from left to right, Gear Jammers club members build the timing tower for the new St. Thomas Dragway in Sparta, during the early spring of 1962.
Bruce Campbell, Bob Harvey, and Charlie Rewbotham during the construction of St. Thomas Dragway in 1962. Charlie Rewbotham, Gary Thomas, Bob Harvey, and Jim Young at the base of the newly constructed timing tower at St. Thomas Dragway in 1962.
Clockwise from top left, Gear Jammers members inside the timing tower at the first race at St. Thomas
Dragway. Al Pimlatt is the track announcer, Bruce Campbell, Charlie Rewbotham and Gary Thomas
operated the Chrondek timing equipment. The St. Thomas Gear Jammers pose in front of the St.
Thomas Dragway timing tower during the official grand opening ceremony in July of 1962. Ron
Stevens, wearing a bowler hat and sunglasses, joins the huge crowd at the first ever race in 1962.
CHR Volume 14, Issue 3, 2019
Photos Kenny Kroeker/Story Terry Denomme
lose your eyes and imagine the perfect ’50s era hot rod. You’re probably seeing a
coupe, something fenderless. It could be a ’32 Ford but they weren’t as cheap and
plentiful as a Model A. The everyman’s hot rod. That tall top has to be shaved a bit
and some slim ’40s Ford steel wheels wrapped in skinny big & little bias ply rubber are key.
A V8 is mandatory and a flathead would be tempting,
but with so many Model A’s on the streets you want to
stand out and the Hemi was already king by the end of
the ’50s. Even then, you want it to really stand out and
multiple carbs not only catches the eye, it might actually help you go faster.
If this is the coupe you imagined, imagine no more because Sudbury, ON’s Gil Gaudet recently finished building it. A seven-year effort, Gaudet says it was largely
inspired by Brian Bass and the appearance of his now
almost iconic hemi-powered Model A coupe in a Mad
Fabricators Society video. “I have the whole collection
of videos and I think it was the fourth one they have a
thing on Brian Bass out in Texas,” says Gaudet. “In the
video you get a driver’s perspective of this Model A on
’32 rails and to me that video of that car just said it all
and at that point I knew I wanted three things: A ’28-’29
coupe, ’32 rails and it had to have a hemi.” If you
haven’t seen any of the images of Bass’s coupe, just go
to Youtube and punch in his name and Model A. You’ll
know within seconds why the Dallas-based builder’s
coupe can be so inspiring.
Shortly after the seeing the video Gaudet was on the
H.A.M.B. and found a ’28 Model A on ’32 rails. It was in
CHR Volume 14, Issue 3, 2019
There are no missteps in Gaudet’s seven-year build. It’s hard to make a car look so simply perfect but Gaudet’s research and a devotion to old school esthetics did the trick. Like a true old school hot rodder, Gaudet did most
everything on the car, including fabricating the six carb log intake.
CHR Volume 14, Issue 3, 2019
In the Oct/Nov 2014 issue of Canadian
Hot Rods we had a 2-page feature on
Gaudet’s custom ’55 Ford which has
since been sold in part to help finance
the build of this Model A. The car was
originally built in 1966 by Doug Wilson of
Kitchener, ON and members of his Highwaymen Car Club. In the 1970s Ray
Belecque of Kirkland Lake, ON bought
the car and Gaudet first saw it in the late
’70s. The car dissappeared at some point
but Gaudet managed to track it down in
Edmonton, AB and bought it in 2005.
Regina, SK...a 4,253km round trip but the 5-window coupe
was exactly what Gaudet was looking for so he made the
trip to take a look and bought it. The body was pretty
tough and once back in Sudbury, ON it sat around for a
couple of years before Gaudet got to work on it.
There was no hurry, he’d been thinking about this car
in one form or another for a long time. “I’ve been into hot
rods and customs every since I was kid but I could never
afford to build one back then,” he says. Instead he was a
Mopar muscle car guy first. His older brother Andre
planted the gearhead seed when he inherited the family’s
’73 Satellite Sebring. “My dad passed away in May, 1977
and Andre got the family car and he was into the street
machine and muscle car scene in the late ’70s and early
’80s. Andre took his little brother everywhere and ended
up handing off that ’73 Satellite to him when he was just
13. “I screwed around with that car and I haven’t stopped
since then,” says Gaudet.
He never drove that Satellite, legally anyways. “I didn’t
have my license but I’d take the back brake drums off and
drive it to the high school parking lot and do brake stands
and then drive it back home.” The Satellite was followed
by a ’66 Barracuda he bought for $400 when he was 15. It
didn’t have a drivetrain so he built a 318 with 340 heads
for it. He bought the 340 heads from a speed shop in North
Bay called The Steering Wheel. Owned by a guy named
Glen Porter little did Gaudet know that 30 years later that
same speed shop would play a vital roll in getting our feature Model A built. A 1972 Demon 340 and 1973 Duster 340
got Gaudet through his younger days but it was customs
and hot rods that would become his real passion.
There were a few cool hot rods around Sudbury that
caught his eye, including a Model A Ford he really liked
but it was a custom 1955 Ford Fairlane that he fell in love
with that solidified his love for customs and hot rods. “I
first saw it when I was a kid and I swore I would own it
then,” says Gaudet. “It took me 27 years before I finally
got it.” (Editor’s note: He found it in Edmonton, AB in
2005 and we had a 2-page feature on the car in CHR Vol
10/Iss 1.) Customs and hot rods go together and Gaudet
knew he’d one day built a hot rod and he was right.
As mentioned earlier, this ’28 Model A coupe was showing all of its 80+ years of existence. Gaudet, a machinist
by trade, jumped right in.
“Every panel was removed from the main structure
prior to any other work to fix major body twist,” says
Gaudet of the body’s condition. “Every bolt was removed
and every spot weld was drilled out to repair the twist.”
The lower six inches of the body was replaced and the
rear wheel wells were also cut out and replaced with new
sheet metal. New rear sub rails were made to follow the
’32 Ford frame rail’s curve and new floors and transmission tunnel were also fabricated. The roof was chopped 5”
although Gaudet, who stands 6’4”, says he would have
chopped it another inch if he could have gotten away with
it. The modified bench seat sits right on the floor on a custom floor brace and the rear package tray was removed to
get him all the room he could get. “When shorter people
CHR Volume 14, Issue 3, 2019
The Oxford Maroon rolled and pleated upholstery was done by
Gaudet was his first time doing it and the results look great.
get in it they complain they can’t reach the pedals,”
Gaudet says. While many ’28/’29 Model A builders will
ditch the car’s original visor in favour of a ’30/’31 style
piece, Gaudet likes the original and kept it.
As for the car’s spine, Gaudet linked a pair of original
’32 frame rails with a Model A front crossmember, a ’37
Ford x-member and a flattened ’37 rear crossmember. The
rear of the frame was narrowed and the front pinched at
the firewall to follow the ’28/’29 Model A’s cowl.
The rear suspension consists of a 1948 Ford Banjo rear
end with a ’48 Ford reverse eye, transverse leaf spring, ’48
Ford wishbones and So-Cal chrome tube shocks. A few
leafs were removed to lower the rear a bit. The car has a
nice rake aided by a big and little tire combo: 7.50x16 Firestone pie crust bias ply tires out back on 16x4.5 Wheel
Vintique wheels and 4.50x16 Firestones up front on a ’48
Ford 16x4 rim. Up front the suspension consists of a Chassis Engineering reverse eye, transverse leaf spring with
’48 Ford split and drilled wishbones and So-Cal tube
shocks. Brakes are 1948 Ford drums front and back with
all the parts sourced through Mac’s Antique Auto Parts.
The backing plates are all drilled and powdercoated with
a couple of custom vent scoops on the front brakes. The
entire chassis was painted black and what wasn’t
chromed or plated on the suspension parts received black
powder coating.
Gaudet says if he had it do over again he’d choose a 9”
Ford rear end over the more traditional ’48 Ford Banjo
unit. “They are a pain in the ass to set up,” he says. “I put
CHR Volume 14, Issue 3, 2019
all new (3.78) gears, bearings and seals in it but to set the
back lash you have to use shims and you’re constantly
taking it apart and putting it back together to get it right.
“It’s unreal but we got it done.”
While the Brian Bass coupe that inspired the build is
hemi powered, Gaudet at first didn’t think it was going to
happen. “I started pricing out hemi stuff and realized,
man this is too expensive.” He actually set up the car to
receive the Y-block drivetrain that was in his ’55 Ford custom. “I bought all the speed parts for it and everything,”
says Gaudet. Thankfully fate and The Steering Wheel
speed shop in North Bay, On saved the day. “I hadn’t seen
Glen (Porter) for years and I thought man I’m going to go
see him. “He said he vaguely remembered selling me
those 340 heads back in the ’80s and then he said ‘come
out to the back I have to show you something.’ He had a
Hemi sitting on the floor on the oil pan and he hooked it
up to a battery and fired it up right on the floor. It ran and
didn’t rock or anything I was like ‘whaaaat’. I couldn’t afford it but I went back home and couldn’t stop thinking
about it. I made it happen though I just got the funds and
bought it.”
The hemi he bought was a 1959 354ci truck motor that
had a 1966 factory rebuilt tag on it. The guy from The
Speed Shop said it had 50psi oil pressure and didn’t think
it had been run much after the rebuild. Gaudet opened it
up and discovered it had a .060 overbore but it looked good
so he disassembled the engine, honed the cylinders, put
new rings on the pistons and plastigauged the crank to
The rear nerf bar is from Jeff Norwell’s Diamond
Deuce pickup which was originally built back in
the late 1950s. It is one of Gaudet’s favourite
pieces on the car. Taillights are 1950 Pontiac.
Hubcaps are from a ’40 Ford Standard.
make sure the bearing tolerances were up to spec. They
were. A Isky Mega 280 cam was installed (.280 duration
and .485 lift) the stock heads were decked .020” and bolted
back on. A chrome SBC water pump was used with a Hot
Head Timing Chain adapter cover. The Brian Bass coupe
that inspired the build had a multi-carb log-style intake
but again the price of a new unit seemed a bit steep to
Gaudet. As a machinist he figured he could build his own
out of aluminum. He went online and found the Victory
Library series of books that showed the science behind
log intakes. “It told you what your runner size and length
should be, what your plenum size and length should be
based on your cubic inches,” explains Gaudet. “So I borrowed a buddy’s mill and machined all the parts. I had the
mill for a year.”
He fabricated 18 parts in total to build his six-carb intake and when it came time to put it all together he ran
into a snag. He had many skills but welding aluminum
wasn’t one of them. He asked around and was put in contact with 70-year-old college instructor Mike Levesque.
“He spent 30 hours welding all of it together and he
wouldn’t take a penny,” says Gaudet. “You don’t build
these things alone.”
On top of the beautiful aluminum log intake sit six Holley 94s sucking fuel from a black braided fuel line linked
to a custom fabricated 16 gallon fuel tank located in the
trunk. Gaudet says setting up the sextet of Holly carbs
was not easy and he’s still not 100% satisfied with them.
“I bought linkages from Speedway and thought they were
junk and ended up building all new linkages myself,” he
says. “It was a pain in the ass honestly. I used stainless
steel heim joints for it and find they are tight so have to
loosen them up. It runs pretty good, the two centres are
the primary carbs, and I found a lot of help on the
H.A.M.B. and that’s why I put the H.A.M.B. plate on the
firewall. If it wasn’t for that forum I’m not sure how far I
would have got.”
The carbs are topped by Speedway Motors air cleaners
while the heads are topped by chrome valve covers,. An
Offy remote thermostat regulates water temperature and
a Powergen alternator is the key to the charging system.
A vintage Mallory dual point distributor was updated to
electronic ignition with at Pertronix Igniter II unit and a
Flame Thrower coil keeps the sparks flying. The exhaust
currently consists of chromed Gear Drive lake style headers with Car Chemistry baffles but that will soon be
“The only change I’d make is those headers...they are
loud like you wouldn’t believe and I wear ear plugs to
drive it,” he says. “I like the style but I have the original
factory truck exhaust manifolds...very sought after because they breathe so good. I’m going to put them back on
and have the pipes come back out just in front of the rear
The interior styling follows Gaudet’s traditional hot rod
leanings so it’s spartan but stylish. The bench seat is a
modified Dodge Minivan rear seat covered in rolled and
pleated Oxford Maroon naugahyde. The door panels are a
CHR Volume 14, Issue 3, 2019
Stock door handles keep it simple and below the
shifter knob has a 1928 Nickel on the top. Both the
date and the nickel are appropriate as Sudbury is
known as the Nickel City.
custom made ABS plastic covered with the same rolled
and pleated Oxford Maroon naugahyde as is the area behind the seats. The exposed top wood bows make up the
headliner. It was Gaudets first attempt at stitching upholstery. The a plain rubber floor mat takes place of carpet.
The dash is stock with the stock gauge cluster fitted
with Stewart Warner gauges. A SW speedometer and
tachometer were installed in the dash beside the original
gauge panel. So Cal switches operate lights, wipers and
horn. A stainless steel boat lighter with integrated map
light was installed in the centre of the stock gauge bezel.
Gaudet machined the top bell of a ’56 Ford truck column
so it would match up with a 1940 Ford Standard steering
wheel. He fabricated the column drop from scratch. The
shifter was from his ’55 Ford and is a vintage Fenton
Roger 300 which was named after Indy driver Roger Ward.
(Editor’s note: Ward, who passed away in 2005, was a
WWII P38 fighter pilot and after the war got into racing.
He won the Indy 500 twice and two USAC open-wheel
championships. In all he won 26 top echelon races in a 10year career between 1951-1960, ’63. He also had a hand in
designing Pocono International Raceway’s tri-oval track.)
The shifter is linked to the only concession to modern
machinery in the coupe...a Ford World Class T5 manual
transmission mated to the 354-hemi with a Wilcap
adapter plate. It has a Ram clutch and throwout bearing
with a Wilwood hydraulic master cylinder. Gaudet rebuilt
the transmission himself.
“I want to drive it so the T5 just makes it more civilized
CHR Volume 14, Issue 3, 2019
on the highway.”
The black chassis and suspension was preordained as
black was the only colour Gaudet considered for the
Model A’s exterior paint. The body work and paint was
done at Lou’s Body Shop in Chelmsford, ON by the
brother and sister team of Jeff and Tony Scarrow. It was
Tony who laid on the miles deep, black paint job.
“She’s a real up and coming painter and it was one of
her early paint jobs and she did a nice job,” says Gaudet.
The one body part that didn’t get painted black was the
’28 Model A grille. “I had a ’32 grille shell and I put that
on there at first. It’s funny I didn’t even think about why
it’s just what everybody did. But then I was going to put a
steel ’28/29 rad shell on it and just paint it black but then
Jeff Norwell said ‘that car needs a chrome grille shell.
I’ve got one and you can have it.’ It just worked out for
me. It’s weird for me..the common receipt is that on ’28/’29
Model A’s you use a ’30/’31 sun visor and a ’32 grille and I
didn’t want to do it. I think the original stuff looks great
and I don’t know why people are changing that stuff all
the time.”
The build was basically completed towards the end of
2017 so the bulk of the 300 miles on the coupe’s odometer
came in the spring and summer of 2018. The Hemi of
course makes driving the 2,500lb coupe a blast and
Gaudet says once he makes sure all the bugs are worked
out he plans to drive it...and not just a little.
“I’d love to drive it to Bonneville,” he says.
The perfect destination for the perfect hot rod.
Photos & Story by Terry Denomme
he upgrades to our project ’70 D100 shop truck continue. Most notably we finally were able to install
our Coker Tire-source BF Goodrich Silvertown Radials and also bolted on our Wilwood front disc brake kit.
Our 15x10 Wheel Vintque rear wheels were ordered offthe-shelf with a 4.5” backspace which we had hoped
would fit in the rear wheel wells. Almost, but not quite.
After grabbing the tape measure and straight edge we calculated we needed another inch of “positive” backspace.
This meant the centre of the wheel would have to be
moved an 1” forward towards the outer wheel lip. We sent
the wheels off to Green’s Wheel Repair in Richmond, BC
and they did a great job making the adjustment. Once
back on the island all four wheels (15x7 up front) were
sent to Brady’s Powdercoating to be coated and baked
with semi-gloss black material. Wrapped with those gorgeous Coker Tires (285/70/15 out back and 235/70/15 up
front) and accented by chrome spider caps, the pickup’s
appearance is drastically altered. It’s as cool as we
thought it would be.
With an updated front suspension and cool new boots,
we wanted to ditch the drum brakes up front as we anticipate throwing a little more horsepower at this old D100
later down the road. We chose to go with Wilwood’s Dynalite Front Brake Kit which comes with
11” vented rotors and Dynalite calipers.
The kit not only saves weight on the front
of your vehicle (up to 35 pounds when
compared your drum brakes) it also offers the superior clamping force of the 4piston Dynalite calipers and the better
performance and cooling capacity of the
competition-style vented rotors.
As you can see from the photo at left,
the kit comes with everything you need
to upgrade your brakes from drum to
disc. Our Gerst Tubular IFS setup uses
Mustang II spindles so our kit can be
used on any spindle from a 1974-78 Pinto
or Mustang II.
Our kit (part # 140-11017) only took a
few hours to install and we also upgraded
our master cylinder with an aluminum
Wilwood Tandem M/C kit which comes
with the combination proportioning
valve, mounting bracket, fluid tubes and
mounting hardware.
CHR Volume 14, Issue 3, 2019
The caliper mounting bracket, above left, mounts to the spindle with two bolts and you want to make sure the flanged heads of the clinch nuts in the bracket are outboard. Above
right, this is the passenger side spindle and we’re about to tighten the mounting bolts after making sure the mount fit squarely against the mounting point on the spindle. WE
used red Loctite and torqued the bolts to 45 ft-lbs. Next, below left, install the wheel studs into the hub. We were using Dodge/Ford 5x4.5 bolt pattern but it’s made to accomodiate Chevy pattern as well. Next, pack the inner cone bearing with high temperature gress and drop it into the hub and then, as photo below right shows, install the grease seal.
The aluminum rotor adapter shown above bolts to the rotor in a specific bolt pattern
so orient it and attach the rotor to the adapter using the bolts and red Loctite.
Torque to 25 ft-lb.
CHR Volume 14, Issue 3, 2019
Now that you have the rotor adapter bolted to the rotor it’s time to install the hub assembly using the five 3/8-16 bolts. Using an alternating sequence, apply red Loctite to the
threads and torque to 45 ft-lbs. The rotors are directional (red arrow, photo below right) so make sure you mount them on the correct side of the vehicle.
jOnce the hub assembly is bolted to the rotor, slide it onto the spindle and then pack
the outer wheel bearing with grease and push it on the spindle. Secure using the supplied spindle washer and OEM spindle nut and install the nut luck and a new cotter
pin. Screw in the dust cap. The caliper is then installed and make sure it is centred on
the rotor. At first install the caliper using two .035” thick shims (below, red arrow) on
each bolt between the caliper and the bracket. Temporarily tighten the bolts and view
the rotor through the top opening of the caliper. If the rotor stays centered no more
shims are needed. If not, adjust by
adding or subtracting shims. Always
use the same amount of shims on
each of the two mounting bols. NOTE:
The end of each bolt must be flush
with or slightly protruding from the
head of the clinch nut engagement.
You may need to add a shim between
the washer and caliper mounting ear
(yellow ear, photo left). The kit comes
with braided steel brack lines and I
drilled a new hole in the frame to get
the correct position I wanted. At right,
this is the disc brake after about a
1,000 kms..not the black coating has
burned off.
CHR Volume 14, Issue 3, 2019
The Wilwood master cylinder will mount using the ’70 Dodge original mount holes, however a large hole
was left open after removing the stock master cylinder. We just use a piece of scrap sheetmetal to create
a plate which we then cut a hole in just larger enough for the Wilwood master cylinder to fit through. Once
we were sure the fitment of the Wilwood master cylinder was good with the plate, we bolted it in with stainless nuts and bolts. Then we mounted the master cylinder, brackets and proportioning valve and bend up
some lines to run to the rest of the brake system. Once all the lines are tight, we added some fluid and
bled the master cylinder. (First we disengaged the two main lines to the proportioning valve and added the
hoses and fittings for bleeding. This was not the ideal way to do it but of course we forgot to bench bleed it
before getting carried away and installing it.) Once the brakes bled you take it out for a drive and you can
play with the proportioning valve a bit to get the right front brake/rear brake bias.
*+tax & $1 shipping
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CHR Volume 14, Issue 3, 2019
’m just a girl having fun in
the mechanical world. What
this means to me, is that I
never expect to win anything
with my truck, nor do I expect
everyone to like it. I’m not building it for that reason.
So when I received an email
back in November from one of
the Cactus Jalopies committee
members indicating that my dad
and I along with our
Father/Daughter project, had
been invited to their show in Osoyoos, I was in shock. With a giant smile, I excitedly
emailed them back saying, “I would love to however, I
should let you know, my truck is nowhere near finished.”
Gary, my contact at Cactus Jalopies said, “No Worries
everyone on the committee is good with that.” He then
went on to tell me that the hotel room at the Watermark
Hotel would be covered by the committee and to send photos of my truck so they could have a rendering done for
the shirts and posters. WOW! Never in my life did I think
my truck would be on a poster, let alone a shirt. Time
rolled on as it does and show weekend crept closer and
closer. May 30,2018 a friend helped me detail the truck and
get it loaded into the trailer. The next day, my family and I
hit the road for Osoyoos.
After a 1.5h ferry ride and an interesting and slightly
nerve racking 6-hour drive, we arrived in Osoyoos safe
and sound and more important, without a scratch on the
truck. The first night was the Sage Pub Cruise In. As soon
as we arrived, the truck was unloaded and off we went.
When I pulled up, I was directed to park right in front
of the pub. There were hundreds of cars ranging from imports to American Iron, stock to full-on custom tire roast-
ing machines. A small square of
pavement was blocked off as a
burnout box. Needless to say, I
was in heaven and I hadn’t been
in town for five minutes yet.
Already I was on Cloud 9,
when someone walks up to me
and asks for an interview. Now, I
was never comfortable talking
in front of a crowd and I had
completely embarrassed myself
attempting announcements in
high school. As you can imagine, not only was I stoked, I was
also nervous as hell. But, the interview went smoothly to
my surprise and in the end I was thinking “Wow, that actually happened!” Later, my dad and I walked around the
cars then went to the Sage for dinner. Sitting out on the
patio having some of the best pizza ever, I looked over to
the west side of the valley only to see rain coming down
the mountain. Time to go. We hopped in the truck and
half way back to the hotel everything was soaked. I drove
slowly and when we arrived at the hotel under ground
parking, we dried the truck off and all was good.
The next day was sunny and warm. It was full of events
you could choose to attend. Everything from wine tours
to shop tours. A bucket list wish of mine was to get photos of my truck at the historic Haynes Ranch. And, this
was a perfect opportunity to do that.
Later that afternoon, we went on the cruise out to a
property that was reportedly covered in yard art and old
barn finds near the town of Keremeos. If you have been to
this area before then you probably know that I am talking
about Ken Helms’ place. I have never seen anything like
his property. It is a car enthusiast’s paradise.
CHR Volume 14, Issue 3, 2019
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CHR Volume 14, Issue 3, 2019
CHR Volume 14, Issue 3, 2019
ore Than A Car! More Than A
Truck! That was the slogan
Ford used to promote the
Ford Ranchero. Introduced in December of 1956, the 1957 Ford Ranchero
was part of Ford’s all-new ’57 lineup.
It filled a niche the buying public didn’t know
existed but Ford’s introduction of the model
would prove prescient. Basically a Courier Delivery (Sedan Delivery in Canada) with an open, reinforced bed, the Ranchero — Spanish for rancher
or farmer — sold well. According to US productions numbers 21,705 Rancheros were
produced...almost double the production of F100
pickups built that year.
For some reason the Ranchero proved less popular in Canada and Ford of Oakville built just 558
units. Ford of Canada also built 300 Meteor
Rancheros. The Meteor lineup was created so
Canadian Lincoln-Mercury dealers would have a
lower price option for its customers.
The Meteor Ranchero didn’t arrive on the market until March of 1957 and this could in part explain why just 300 came out of the Oakville plant.
Don Sparks of Carrying Place, ON now owns
our feature Ford Ranchero and since it’s a low
production number vehicle it might make you
wonder why he decided to customize the car. The
answer is he didn’t. Well, at least didn’t originally.
He purchased this car in 2013 and it had already
been mildly customized.
He knows what happened to the car after 1994,
but between 1957 and 1994, when it was discovered
abandoned in a downtown Toronto warehouse,
nobody knows anything about this Ranchero.
The Ranchero, less engine and transmission
was stored under a tarp along with a couple other
custom cars, and the warehouse was being sold.
The landlord couldn’t tell the prospective buyer
anything about any of the cars. The Ranchero
had no ownership papers and nobody was claiming it or the other custom cars so the buyer
bought the building and sold off the cars with the
Ranchero ending up with his brother-in-law Louie
He started working on the car and in about 1998
brought the Ranchero to Roger Roberts’s shop in
Concord, ON to help get it back on the road.
Roberts removed the ’57 Ford clip and replaced it
with an ’84/’85 Olds Cutlass front clip, also using
the Chevy 305ci engine that was in the Olds.
“We really cut up that Olds and used everything
we could,” says Roberts, adding that the car had
come to him after a friend’s daughter had hit a
Sparks bought the Ranchero in 2013 and the Edsel taillights were already installed. The ’55-’57 Corvette grille and paint are his handiwork.
CHR Volume 14, Issue 3, 2019
The date stamp shows at least one of these photos is from 2001
but they are all from that year. The top photo shows basically the
condition of the body when Louie Devuono, behind the wheel in
the date stamped photo, got it out of the warehouse. The trim
holes were welded up because he couldn’t find the correct trim. At
right this is the finished version that came out of Roger Roberts
shop in 2001.
deer, which wrote it off. Roberts even used the gas tank,
fuse box and wiring harness from the Olds.
The Ranchero’s bodywork was farmed out to a “Rastafarian guy” named Francis and the paint was done at
Elite Auto Collision in Toronto, ON. It was painted a blue
colour, but Devuono can’t remember the name of it. After
the paint was laid on a custom tube grille was installed
and then the late John Connory, a well known Ontario
custom painter and striper, did some pinstriping on the
car and lettered the name Summertime Blues on the tailgate.
In 2001 it was ready to go and Devuono enjoyed the car
for seven years before selling it to Mark Cummings, who
essentially used it as an everyday driver while adding a
few custom touches of his own, most notably the killer ’58
Edsel Roundup taillights which cost a pretty penny to
“Back in the day it was a common thing, there were
quite a few Fords rolling around with the Edsel taillights,” says Sparks. “It’s a simple touch actually,” explains Sparks, who’s been a member of Kustom Kemps of
America since the early ’90s and has a long history of
building cool, custom cars. “All you need is the lower beak
or fin as you call it. The Edsel was actually a bolt in if you
get lucky enough to find the upper taillight housing and
the lower beak. You’ve got to change the upper moulding
slightly to take the shape of the beak of the taillight but
that’s it. It works beautifully.”
Cummings also swapped out the tube grille for a ’57 Meteor grille. Sparks knew Cummings and says they both
grew up in Scarborough often chasing around the same
vehicles that were for sale. He remembers seeing Cummings driving around in the Ranchero with two big dogs.
He really liked the Ranchero and had loved the 1957 Ford
styling since he was a kid.
“Dad would take me down to the original Speed-Sport
that Larivee used to run and one there caught my eye,”
says Sparks. “It was the ’63 show down at the Queen Elizabeth building..there was an all-white ’57 convertible with
a mild chop, tuck and roll interior and I said ‘Man, I’ve got
to have a Ford..that’s what I got to have.’”
He did have Fords over the years, including one ’55 Fairlane Custom called Poison Kandy. “This car was an orignal Canadian Kustom, built in Truro Nova Scotia between
1956 - 1963,” says Sparks. “It was a brand new car sold in
Ontario in 1956 and driven to Truro to begin a journey as
a full fledged custom. It is still alive and unchanged since
I rebuilt it in 1984-1994. It is back home in Ontario after
CHR Volume 14, Issue 3, 2019
Poison Candy, the 1955 Ford Fairlane vintage
custom that Sparks rebuilt in the mid-1980s
four owners since I sold it in 1994.”
In 2013 Sparks was building a lead sled custom out of a
1957 Ford Fairlane 500 but he didn’t
have anything cool to drive so he went
searching for something on Kijiji. He
found Cummings’ ’57 Ranchero and
thought “Jeez, I’ve always wanted a
Ranchero and I better go look at it.”
He drove out to Cummings place in
Mount Albert and struck up a deal to
buy it that day.
While it was an OK driver, Sparks
knew he wouldn’t be able to leave it
alone. “It had a lot of miles thrown at
it,” he says. “It was used and showing
its age. The paint was cracking so it had
to be stripped bare,” says Sparks, an autobody painter by trade who had
worked in the autobody business for his
entire career.
What Sparks found once the paint
SPARKS ’58 Ford
was removed was sheet metal that was
still in really good shape. “It wasn’t
mucked up, it was a good, solid car,” he says. “There were
a few patches in the front fenders but that was it so I
thought ‘let’s get going on this thing.’” He brought in his
buddy Dean and they spend about six months on the body
to get it back to shape and straightened out and ready for
new paint. They found that portions of the right floor had
been replaced and he wasn’t surprised. “The rear windows used to leak like a sieve in Rancheros.”
During this time Sparks took out the Meteor grille and
created a custom grille using two reproduction 1955-57
Corvette grilles sourced from Pacific Corvette. “We cut
and sectioned the grilles, we did it underneath the two
end teeth, third one in, so we could weld it right down the
middle of the teeth without it being visible...just used a
bit of ingenuity,” Sparks explains, adding because they
were reproduction grilles they also didn’t have to be
rechromed after the work was done.
He also added a custom touch to the ’58 Ford hood, removing the factory scoop-style hood ornament and constructing a custom version with four chromed bullets to
draw the eyes to the scoop opening. “That was something
I always wanted to do,” says Sparks of the modification.
CHR Volume 14, Issue 3, 2019
For front signal lights, Sparks incorporated a set of ’71
Harley Davidson Sportster taillights into the custom
Corvette grille. “I was looking for
something small and the local Harley
shop tipped me off about these. We put
an amber lens on them and they fit
right under the end of the grille shell.
It keeps it simple and I wanted to make
sure the grille was highlighted. Some
guys make a mistake and stick gross
looking signals in there...these small
STOCK ’58 Ford
lights kept it lean and the horizontal
lines flowing.”
Sparks painted the car in a 2013
Corvette colour with one of the coolest
names you’ve ever heard. “It’s called
Blue My Mind,” says Sparks. “We
played with the pearl in it to give it
more of a ’60s metalflake look. We
used a bigger silver pearl and through
in some extra blue to give it the candy
looks it’s got.” Sparks used Dupont Axalta waterborne paints. There is just a
coat and half of base and three coats of clear on the car.
Watson style scallops were also part of the plan and
Sparks laid out the design and Rollie Guertin did the
paint slinging. All the paint work was done at Sparks’
buddy Dean Dylan’s bodyshop in Ottawa.
“It was one of those things where we had to have it out
of the shop in 36 hours because it was back to regular
business in the shop on Monday,” says Sparks. “We
prepped it in my shop first then brought it to his shop on
a flatbed. On a Saturday morning at 8 am we started and
worked right through but it got done by Monday morning.”
Connory’s Summertime Blues lettering on the tailgate
had to be sacrificed during the repaint and Sparks say he
had intended on redoing it but it conflicted with his scallop layout. “Perhaps I’ll letter the dash just to keep his
memory with the car,” he says.
The bench seat and white tuck and roll leatherette upholstery were installed when Cummings owned the car
but the Olds Cutlass gauges in a custom bezel and tall
handle, floor mounted shifter, were the handiwork of Devuono and Roberts. The ’59 Impala wheel does not look
out of place and the Ranchero also has power windows thanks
to aftermarket parts. Sparks says the interior shows some wear
and tear but the only thing he would change is returning the
radio opening, altered to fit a modern stereo, back to stock.
Mechanically the car was pretty sound and other than replacing some ball joints and bushings there wasn’t much to do. The
motor, says Sparks, was still pretty decent. It has a mild RV
cam, an Edelbrock 650cfm carb and Mickey Thompson valve
covers and ’62 Ford aircleaner that have been on there since it
belonged to Mark Cummings. “It’s a driver quality engine,” says
Sparks. The original Ford 9” rear end has 3.00 gears so in unison
with the GM 200R4 tranmission the Ranchero is a great cruiser.
“It goes down the highway at 70 mph at about 2,300 rpm,” says
Sparks says almost everything he did with the car was preordained. “I’d seen all the things I wanted to do from older stuff
I’d reviewed and looked at,” he explains. “I was showing cars
with the Kustom Kemps of America in the early ’90s and won
some awards and I’ve always had an eye for custom stuff but
I’m a firm believer that if it’s got good factory design you just
cleaned it up and modified it a bit. Radical changes aren’t sometimes conducive to the car itself.
One thing is certain, this custom Ranchero hits all the right
notes. It’s a ’50s song on wheels fittingly called Summertime
CHR Volume 14, Issue 3, 2019
The Dayton wide whitewalls are matched with
painted steel wheels and ’57 Dodge Lancer hubcaps.
Sparks thinks the tonneau cover might have been a Chevy pickup unit modified to fit
but either way the bed beneath still serves the purpose for which it was built. At lower
left, this B&M shifter handle is actually linked to the tailgate latch. It was installed
when Devouno owned the car and Sparks left it as part of the car’s heritage. Below,
the ’57 Ford Fairlane 500 custom Sparks is working on. Can’t wait to see it done.
CHR Volume 14, Issue 3, 2019
Photos & Text by Terry Denomme
ou might never know what you’re going to get for
weather at the end of September in Ontario but
there is one thing we learned at this year’s 38th edition of the Last Chance Car Show and Swap Meet in
Welland, ON: No matter the weather you’re still going to
see a great car show as Niagara and area gearheads aren’t
afraid of rain. It was raining when we left Kitchener, ON
at about 4:30 am Sunday Sept. 30 and by the time we
reached Welland, just shy of two hours later, it was still
drizzling. We were pretty surprised by the scene that
greeted us as we arrived at the Niagara Regional Exhibition Grounds. There were already dozens and dozens of
cars parked on the side of the road waiting for the gates
to open. It stopped raining before 9 am and while it was
still grey and overcast for the rest of the day cars just
kept rolling in. While the numbers were down from last
year’s show, more than 1,000 cars and thousands of spectators were still on hand. The following pages highlight
some of the cars that stood out to us as we roamed the
grounds throughout the day.
Hosted by the Sunset Cruisers Car Club, the show is
one of the premier annual gearhead gatherings in Ontario and worth the trip to attend. For many Ontario car
folk this show is the last one of the cruising season. It’s
also a great fundraiser for local charities and SCCC president Tom Kirkwood said the show broke its own record
by donating $10,142.26 to both the Tender Wishes Foundation and the David Gregory MacKinnon Foundation. In
2019 the show will be digging up a time capsule that was
buried 20 years ago so come check out the cars and the
history in 2019.
Check out the show’s Facebook page for more info.
CHR Volume 14, Issue 3, 2019
Port Robinson, ON’s Al Kish had this gorgeous custom ’57
Meteor Rideau Custom. We will try to track down a feature
on this car in the spring.
CHR Volume 14, Issue 3, 2019
Just loved Larry Lethby’s 1940 Ford coupe...the color, wheel and tire choice with a nicely detailed tri-carb flathead under the was just a nice, super
clean street rod. We picked it to receive the Canadian Hot Rods Magazine plaque. Below, another slick 1940 Ford and a ’36 Ford 3-window coupe.
CHR Volume 14, Issue 3, 2019
A couple of nice Tri-Five Chevy wagons, the ’56 above is a little more
contemporary in style while the wheels on the ’57 at left gives it a
more late ’90s early 2000s vibe. The ’60 Chevy Brookwood wagon
was rough around the edges but still a very cool cruiser.
CHR Volume 14, Issue 3, 2019
CHR Volume 14, Issue 3, 2019
CHR Volume 14, Issue 3, 2019
Rob Grenier’s 1964 Dodge Polara was a tribute to the 426 Max Wedge Super Stockers that
terrorized drag strips back in the day. Cross Ram dual quad carters and a manual shift are
highlights. There is a lot more rubber and wider rear wheels than factory cars. Black on
red/black interior is killer combo. I awarded Grenier’s Polara the Bone Stock & Modified Muscle Cars Magazine top muscle car plaque. Chasing down a feature for a future issue.
Nice ’66 Plymouth Satellite...looks
like Daffodil Yellow exterior colour.
CHR Volume 14, Issue 3, 2019
Frank Behro’s Matador Red 1972 442 was one of my favourite
muscle cars at the show. I’ve said it before but I’ll say it again, the
OAI W-31/W-30 hood was the best looking of the factory muscle
car era so can see why Behro added it to his 442. The 70-72 Cutlass was my favourite body style but the “Colonnade” stye Cutlass,
like the one to the right, that appeared in ’73 was also attractive.
CHR Volume 14, Issue 3, 2019
Story and photos by Terry Denomme
hen Duncan, BC bodyshop owner Ryan Isherwood purchased a local garage called Dickson &
Fraser in 2016 he saw an opportunity to promote
the business and fulfil a lifelong desire to own a 1957 Ford
Dickson & Fraser opened its shop doors in 1957 and was
an institution in the Vancouver Island community. Isherwood, ironically, is a diehard Mopar guy and basically
grew up at the drag strip watching his day race Mopars
until he could race one of his own. The first car was a ’68
Dodge Dart he bought when he was 15 and owned until he
was 30. Mopars are still No. 1 in his heart but ever since
he was a kid reading car magazines ’57 Rancheros always
caught his eye.
“I’m not really sure why, maybe it’s the tunnel like
headlights, I just always thought they were super cool,”
he says. At about the same time he bought the garage, a
friend of his, Rick Trentin, a bodyman in Victoria was
selling his ’57 Ford Ranchero, which you can see pictured
in the photo on the bottom of the opposite page.
“I was drooling over it the whole time he owned it and I
heard through the grapevine he was thinking of selling
it. I called him up and struck a deal,” says Isherwood.
“The 60th Anniversary of Dickson & Fraser was coming
up (in 2017) and I thought how cool would it be to have
this old car that was also new in ’57 and we’d make it into
a little parts hauler to promote both the garage and our
autobody shop.”
The Ranchero as he bought it was, other than a lowered
stance, basically stock in appearance. Isherwood was always a fan of the panel paint jobs made famous in the late
’50s by Californian Larry Watson and thought it would be
CHR Volume 14, Issue 3, 2019
This is the car as it looked when Rick Trentin of Victoria, BC owned it.
CHR Volume 14, Issue 3, 2019
After panel painting the dash, Isherwood realized he’d have to step up his game for the exterior paint job.
cool to try something like that on the Ranchero. During
the teardown process Isherwood and his crew, Lawrence
Veinotte, Scotty Murray ad Ty Dyrland, at Carstar Collision & Glass Service,discovered the Ranchero needed extensive sheet metal repairs. “The thing with these old
cars is you really don’t know sometimes, and neither did
Rick, who is also a bodyman, what you have until you
take it down to bare metal,” says Isherwood. “You can
poke around and kind of know but can never be sure until
you start peeling back the layers and paint. It’s like peeling an onion.”
What Isherwood found was a car that needed all the
body mounts and floors replaced, as well as half the box
floor bed. The floor pan had already been braze weld
patched in some spots and so had the quarterpanels. The
blue enamel paint, as well as the repairs, might have been
done back in the early ’80s but it’s hard to know for sure.
He did find other layers of paint, including a teal green
and a light baby blue and when the windshield and glass
were pulled out, white paint which is probably the color
the Ranchero wore when it left the Oakville, ON Ford
plant back in ’57.
“It was pretty gross and I got so far into it I either had
to make the decision to push forward or grab the sawzall,
cut it up and throw it in the scrap bin,” says Isherwood.
Work started in February of 2017 and Isherwood had
planned to have the Ranchero done that summer. What
followed was a six month thrash to get the car completed
in time to get a few good months of promotion and cruising in.
Veinotte and Isherwood tackled the bulk of the metal
work and fabrication and then it was time to throw some
paint at it. “I was always going to go with a custom paint
job and wanted Watson-style scallops but I wasn’t plan-
Isherwood didn’t initially plan to to a frame-off body job
but when most of the body mounts were found to be compromised he had no choice. Here it is in the shop after
most of the metal work had been done.
CHR Volume 14, Issue 3, 2019
Isherwood provided all the in-progress photos and this main photo is the Ranchero with the base coat of Chrysler PS2 silver with three coats of House of Kolors mini flake.
Below, House of Kolor Teal Candy was sprayed to create the patterns. The varying shades are created by layers of paint, so the darker the pattern the more layers of paint.
ning on going full metalflake,” says Isherwood. “My
thought was metalflake the crap out of the interior, the
dashboard and stuff and that would be pretty cool so
that’s where we started. But after it was done I started
looking at it and chatting with the guys in the shop and
we decided that’s going to look pretty silly. You’ve got this
really exciting thing inside the car and
the outside of the car is not going to
have the same pop I wanted so I said
‘What the hell..let’s just do this.’”
After experimenting with an old
fender to get the metalflake consistency
where they wanted it, it was time to roll
the car in the paint booth. (The formula
they settled on included a he can’t remember how many ounces of House of Kolor mini flake
mixed with a litre of clear).
In saying that, Isherwood admits that he and his paint
crew, consisting of himself, Dyrland and Murray, didn’t
really have a plan for how they were going to lay out the
patterns on the car. “We just kind of winged it,” he says.
“I mean I stared at that car for basically a year at that
point so I kind of knew some of the lines I wanted to play that character line down the centre and the side
trim obviously would dictate some of the patterns, but
aside from that when we got into the spray booth I didn’t
really know what we were going to do.”
They mocked up a few things with tape and ended up
pulling it off because it didn’t look good. “We were going
to put spears off the top of the headlights onto the fenders and that looked silly,” says Isherwood. “It was a trial
and error sort of thing.”
The car entered the spray booth already
coated in primer and then sealer and then
a base coat of a generic Dupont Axalta
Chrysler PS2 Silver with three coats of
House of Kolors miniflake. “Then we
sealed that in some pretty heavy coats of
clear and then sanded that all down flat.
Then we laid down the House of Kolors
Teal Candy and the patterns were created
with varying layers of that same colour. Some of the patterns are one coat, some are four coats but it’s all the
same colour.” Three coats of clear covered the patterns,
which was sanded down before two more coats of final
clear were laid down.
Isherwood figures there were at least two people in the
booth for about three days and in total the trio spent
eight “honest to goodness” days in the paint booth. “It
took five days, eight to 15 hour days, just to complete the
Teal Candy paint and probably about three days with the
base and metalflake.”
“What the
hell...let’s just
do this.”
CHR Volume 14, Issue 3, 2019
Isherwood says it was a grind but the results are spectacular as this Ranchero dazzles in the sunlight.
Mechanically, the car came to Isherwood powered by a
1968 302 Ford bolted to a Toploader 4-speed manual linked
to the Ranchero’s original 9” rear end with 3.73 gears. He
changed the gears to 3.25s but the motor and tranny remain.
“It ran fine but we took it apart because we didn’t know
the history of it,” says Isherwood, mentioning that Bruce
Barton and Brandon Mytts at Dickson & Fraser Auto Repair took the motor down the short block and made sure
all the Ranchero’s mechanicals were in good working
order. As for the engine, “It looked pretty good, no ridges
in the cylinders, somebody had rebuilt it at some point so
we just left well enough alone,” he adds. Aside from a gasket match so the stock SBF head ports matched the Edelbrock Air Gap intake manifold runners, Edelbrock carb
and a new water pump the motor is as he bought it. A
new clutch and flywheel were also part of the mechanical
upgrades. The car still has stock points type ignition
setup and manual choke, something Isherwood is proud
of. “I love that it doesn’t have electronic ignition. If ever
break down on the side of the road I want to be able to fix
it with rock, file down the points and back you go,” he
says with a laugh.
The car retains four wheel, manual drum brakes, manual steering and stock 14” wheels and stock ’57 Ford hubcaps. The tires are 215/75/14 generic radials although
Isherwood plans to replace the stock steel wheels with a
set of 14” Astro Supreme mag wheels over the winter.
The frame was also stripped, power washed, wire
brushed and painted with a satin black rust paint. All the
stainless trim on the car was pick, filed and polished to
perfection by Veinotte.
When it came to the interior, tuck and roll leatherette
upholstery was the only thing Isherwood wanted so he
took it to Rod’s Auto Glass in Duncan to get the stock
bench seat stitched and door panels done. The stock steering wheel was a cracked mess but Dyrland repaired it
using a urethane bumper repair filler and then painted it
pearl white. Looks great. The headliner in the car had a
4” tear in it and by that time Isherwood said he had run
out of time and money for an expensive fix. “I had an old
’62 Chrysler 2-door HT and I had put angel hair on the
package tray. I loved the way it looked when I was driving
down the road with all four windows down and it would
be blowing in the breeze. So I went down to Fanny’s Fabric’s and bought a couple yards of the stuff...all the girls
there were looking at me funny...and Ty (Dyrland) and I
spent a couple hours after work one night gluing it in. “I
swear now it gets more attention than the paint job. People just love it.”
The car was finished in July of 2017 and Isherwood
says he has to thank his wife Marnie for giving him the
time to make it happen. “She held down the fort during
my many 3-4 am shifts during those hectic six months,”
he says.
The combination of wild paint job and mild mechanicals is a timeless custom formula and Isherwood and his
crew nailed it. He figures they spent 2,000 hours on the
car, most of it in bodywork and paint, but the results were
worth it. He only has one problem now.
“It’s probably a little too nice to use as a shop truck.”
Good problem to have.
CHR Volume 14, Issue 3, 2019
The Ford emblem below the hood and the quarterpanel Ranchero script was removed but the stock door handles, Steer head tailgate logo and tailgate handle remain. Ryan
Yeomans out of Ladysmith did all the pinstriping in the interior (see inset and below right). Previous owner Rick Trentin had installed Ford Aerostar front coil springs to drop the
front end along with 3” lowering blocks out back.
CHR Volume 14, Issue 3, 2019
By Marty Mayer
Basically if you can
s a diehard car guy from
think of a big automotive
youth, I’ve basically albrand name, they are
ways known what the
there. There are also a
SEMA show is. Most car guys do
pile of small or lesser
too, but many can’t attend the
known companies on site.
annual gearhead bacchanalia
For example, let’s say that
that takes place in Las Vegas,
you have a parts store and
NV the first week of November.
you want to find a manuSEMA is an abbreviation for
facturer to make you 5000
the Specialty Equipment Marcans of glass cleaner or a
keting Association, an organization that provides education
truckload of brake pads
and professional development
or maybe car covers with
your brand on them. Well,
for its members. SEMA is also
you can find that at EAM.
active in automotive legislative
SEMA is the biggest auand regulatory advocacy, market research and producing intomotive trade show you
dustry publications specific to
will likely ever go to.
If you’re into acquiring
the automotive aftermarket inautographs or selfies with
Me and Jay Leno chatting at the SEMA show this year.
famous car people, you
This year when my friends
can do that as well...they are as thick as flies.
and I used Uber we learned from the driver that SEMA is
the second biggest convention that comes to Vegas each
I met Jay Leno this year. I decided to wait in line to get
year. Google was kind enough to tell me that there are
my daughter an autograph, which normally I would not
do but I thought she would like that. When I got back to
165,000 attendees 70,000 of which are registered as corpoAlberta and gave her the picture she immediately knew
rate buyers. More than 3,000 media people cover the event
and around 3,000 vendors set up displays. Vendors include Jay was...Tim Allen from Last Man Standing. Drum Roll
most major auto makers as well as the who’s who in the
Please. Yeah, she basically had no clue who Jay Leno is.
If you like going to huge car shows, SEMA is also that.
hot rod/automotive aftermarket.
CHR Volume 14, Issue 3, 2019
Me and Jon Kosmoski, founder of House of Kolor paints.
Some of the best builders in the world are at SEMA and
they are focused on catching your eye and your wallet
should you be so inclined to get a car built by a famous
builder. There are also a pile of not yet famous car
builders. It’s simply not possible to see all of the cars or
the vendors or the displays. If you get bored of all of that
and you just want to soak up some sun, lean on a barricade and watch pro drivers torture new cars on a road
coarse or drift track, you can do that all day. There is always the aroma of tire smoke and a chorus of screaming
engines. If you can go to SEMA even just once, you
One of the reasons I am even able to go to SEMA is because I have a very generous friend who has a place in
Vegas and he allows us to stay for free. Another reason I
go is flights are cheap. I have been three times and even
though I am getting almost a free ride, I still have to justify to myself why I am losing a week’s worth of earnings
walking around in Vegas. Maybe I should just stay home
and work on one of my personal projects for a change?
It’s one thing to see six digit cars in magazines and on
TV but to see them in person is an education. How do you
know how good you are until you have seen the best. As a
builder myself, it’s really nice to see with my own eyes
where the bar is set. Is the paint that perfect? Is the fit
that perfect? Seeing some of those cars is a great confidence booster, so that’s one of the reasons to go to SEMA.
The first year I went to SEMA, I basically walked
around for four days wasting a lot of time figuring out
CHR Volume 14, Issue 3, 2019
where I was going, or where I was trying to go and just
seeing a lot of cool random things along the way. Everyone seems to agree that the first year of attending SEMA
is close to overwhelming.
That was also the year I ran into Jon Kosmoski. He is
the man who invented House of Kolor paints, he’s legendary. I went to the House of Kolor booth and started
asking a paint rep particulars of spraying Kandy & Flake.
Minutes later I was handed off to Kosmoski himself and
Jon spent easily a half hour schooling me on things I
would have never learned on my own. I can’t really describe what its like to be able to have a good solid conversation with one of the inventors of custom painting, to
talk to him like he is a peer. He gave me his card and I
have actually called him once when I was in need of some
advice, the number wasn’t a dud. Again, he was very generous with his time and knowledge. Being able to talk
shop with guys like Jon Kosmoski is another really good
reason to go to SEMA.
The second year I went, 2017, I realized that the information desks had huge paper maps and that made navigation so much easier. I highly recommend the paper
maps. That was also the year where we decided to focus
on looking at metal shaping equipment. We spent hours
walking from one vendor to another and getting a really
good look at shrinkers, stretchers, English wheels, brakes
and shears. We looked at American made stuff, Swiss
stuff, Chinese made stuff, we looked at it all and I really
can’t think of anywhere else you could do that.
Above, with metal shaping guru Ron Covell at the
2016 SEMA Show and testing out my TIG welding
skills at the Miller booth. Canadians Don and
Elma Voth (BC residents) had their Chip Foosebuilt 2015 Ridler Award winning 1965 Impala at
the 2018 SEMA show this year. It’s the first time
I’ve seen it up close so that was cool.
In the end we made some equipment buying decisions
we have yet to regret. We did all of that and looked at
some incredibly beautiful cars.
2018 was my third go around and I had a plan and a
map. I did a lot of research in the months leading up to
SEMA because I wanted to focus on watching the demonstrations that are put on primarily by famous metal
shapers. For example, I knew Mittler Brothers would be at
SEMA, and we have a lot of Mittler equipment. I started
following Mittler on Instagram and that’s where I found
out they were having Jamey Jordan doing demonstrations. It worked out well, Initially I was able to watch Jordan start to roll out a piece and before I knew it, he said,
“here, you try it.” Jordon is the Hand Made Seat guy and
he does absolutely beautiful work and I can make that
statement with confidence because I saw him doing it.
Last year we bought a Metal Ace English Wheel. The
wheels have a flat surface on them which allows you to
shape faster but at the same time, it can cause track
marks. I was able to talk with Ron Covell and he showed
me the easiest way to roll out the track marks. A personal
demo from Ron Covell, now thats service. From social
media I knew that Miller welders had a bunch of machines set up and I was able to try them out. I definitely
came away from SEMA this year with a few new tricks
that will absolutely improve the quality of metal shaping
that I can do.
In order to go to SEMA they require that you are an industry professional. I simply go to the SEMA website and
submit an application that includes a copy of my business license, a copy of my personal I.D and a copy of my
journeyman tickets. I know a lot of people like to make it
sound like getting into SEMA is a mountain you can’t
climb, but if you meet the requirements it’s easy.
If you work in the automotive industry or are a car collector, they will let you in and its only 40 bucks Yankee.
Go to SEMA, you will come home smarter. You will
come home with new ideas. You will come home entertained. It’s time well wasted. Remember, these articles are
not about what we can do, they are about what you can
Marty Mayer is a journeyman body mechanic and welder with ibuildm
inc located in Southern Alberta. Got a project in mind, give him a call.
CHR Volume 14, Issue 3, 2019
Everywhere you looked there was some old iron. He had
some early Fords, GMCs, some European cars and even an
all leather car all strategically scattered all over the farm.
Even the buildings on the property were heritage. The
place is absolutely full of history. Ken had an old McLachlan there that was in original running condition. Ken is
one of those guys that’s easy to talk to and has so many
great stories. While we were at his place, someone came
up to me and said “Nikki, did you see the wine bottle and
Boston Pizza glass with your truck etched on them?”
At first, I honestly thought they were joking. My truck
on wine bottles and glasses? No way! It’s unheard of. Sure
enough, they weren’t joking. I could not believe it. I only
knew about the shirts and posters so this came as a complete surprise to me.
Since I simply cannot fully describe this incredible
show in one article, I am going to split this article into
two parts. So to find out how the rest of this car show
weekend went, well you will just have to wait.
Yes there were flying dirt bikes at the show..and more including an open
house at the Ridler Award winning JF Launier-owned JF Kustoms.
CHR Volume 14, Issue 3, 2019
Our ’62 Ranch Wagon
soon to become Ranch
Mayhem courtesy a
431-ci stroker motor
ack in our April/May 2018 issue we
mentioned we were going to get
started on building a stroker FE
motor for a 1962 Ford Ranch Wagon we’d
picked up at the Portland Swap Meet. I
even sold a couple of cars (my ’65 Ford
Country Sedan wagon and 1966 Plymouth Satellite) to help the project
along. But then I did a dumb thing and
bought a 1970 Dodge D100 and got really
into making some changes to it. You
know, so I’d have something to drive
while I worked on the ’62 Ford wagon.
Yeah, right. (See page 42 for an update on
that project).
Well, starting in January we’re getting back on the
wagon project and we’ll finally be assembling our motor
using a SCAT rotating assembly kit (part # 1-47710) which
turns a 390 into a 431ci torque monster. It includes a Scat
forged steel 4.125 stroke crank and Chevy style 6.700”
forged I-beam connecting rods. With a
standard .030 overbore (making the final
bore 4.080) you get 431-ci inches. The kit
also includes Mahle premium forged
dished pistons, Mahle main bearings
and rod bearings. We’re bolting on a set
of Edelbrock RPM Performer aluminum
heads (part # 60065 72cc chamber, 170cc
intake runner). As you can see from the
above photo it’s going to have a ’62/’63
Ford vintage tri-carb setup and in the
summer I scored a set of the rare 406/427
cast iron factory headers. Heavy as hell
but cool as hell. Behind this beast we’ll
be bolting up a Gearstar Performance Transmissions, Inc.
4R70W automatic transmission and to make that possible
we got in touch with Bendtsen’s Speed Gems ( and picked up their FE to AOD-style
tranmission adapter (FO1000201). So pick up up the
April/May issue for more on this project.
CHR Volume 14, Issue 3, 2019
Forester, at left and in photo top
of opposite page, stands beside
his dusty ’46 Ford Deluxe with a
dream of having it running
again one of these days.
am going to fix it up someday. We have all heard that comment and many of us have repeated
it with sarcasm when we see a neat old car sitting neglected. It is easy to criticize someone
else without knowing the whole story, and sometimes it is easier to understand when you
know the person and take a minute to talk to them.
I was strolling around a swap meet and stumbled across
a couple nice fellas, including Bob Forester, selling some
Ford Model A parts. There was a piece of paper on the
front of the table that advertised a bare Model A frame for
$100 with the phone number written on little tabs so you
could take it with you. I tore off a number and put it in
the stack of little notes, scraps and business cards that I
seem to collect and the same pile that I am told regularly
to tidy up.
I had been gathering parts for a Model A project and decided to call Forester roughly a year later and surprisingly he still had the frame. I drove about an hour to his
place, where he had the frame stored under a lean-to, and
while I was there he was proud to open the door to show
me his neat 1946 Ford Coupe in the garage, but I couldn’t
stay long and left after a short visit.
Now we will fast forward eight years later where I ran
into Forester at another flea market. I asked him how he
was making out with his projects and he responded with
a “Ho Hum” kind of answer. He invited me over for a
visit, so later that summer I made some time to stop in
and say hello. Forester’s garage is chock-full of interesting things, is very well organized and an unintended time
capsule. The big attraction in the room, covered in a layer
of dust is the 1946 Ford Super Deluxe Coupe he has owned
since 1973. His brother in-law drove it from Montana to
Ogdensburg New York, then relayed it for Forester to
drive it home to Ottawa. The car was driven for many
years until the engine was burning oil and smoking too
much for his liking. He picked up another 59A Flathead
V8 to rebuild, so he could have it ready to do a quick swap
so the car wouldn’t be down for very long. When the fresh
engine was all redone, the hood came off, the oil burner
went under the stairs to the loft, the replacement flatty
slipped in, new dual exhaust with headers installed, he
converted the car back to original 6V electrical system as
it had been swapped over to 12V sometime along the way,
then the project halted.
CHR Volume 14, Issue 3, 2019
A rebuilt 59A flathead V8 looks like
a few hours of tinkering away from
running, but somehow has been
sitting dormant since the summer
of 1987.
CHR Volume 14, Issue 3, 2019
The seemingly simple engine swap that appears to be
short of installing the radiator, breather, battery and
hood, has been sitting that very same way since the summer of 1987. The rebuilt engine has never tasted a drop of
fuel. While standing looking at the rust free Super Deluxe
Coupe, it is hard to understand why it is not out driving
around and making memories. Forester’s response to why
it is not done is “I’ve been too busy”. The coupe is not
alone in the garage either, parked crossways behind it, is
a solid little 1929 Ford Model A Pickup truck that believe
it or not, arrived at Forester’s place in the early 1970s the
same way his 1946 Ford did. His brother in-law drove the
Model A truck with its whopping 40HP four cylinder flathead from Montana to Ogdensburg NY. Yes drove, not
trailered and in the wintertime no less with only his arm
around his girlfriend to keep him warm.
When looking around a garage like this, there are many
interesting tools, equipment, parts, wall hangers, antiques and hidden gems to look at and often a story to go
along with it. One item in particular that caught my eye
A Super Deluxe model was loaded up with
all of the goodies that there was to offer.
Some of the items include a radio, clock,
trim rings on the 16” wheels, and extra stainless trim including a piece on the top of the
tail light. Little details like that are some of
the reasons antique cars are so interesting
to look at.
CHR Volume 14, Issue 3, 2019
The interior has received custom upholstery at some point in its history but the stock seats and door handles remain. With a bit of soap and water, it should
clean up nicely. The original (?) Flathead was pulled and stored under the stairs when it started belching too much smoke.
The stainless-steel trunk handle is fancy and
chock-full of details with a built-in license plate
light, and a small ribbed cover that flips out of the
way to insert the key. Bumperettes and the Ford
logo stamped in the bumper add a touch more
flare. Below the stainless.
CHR Volume 14, Issue 3, 2019
is an old homemade toy airplane hanging by the door. I
asked him if he made it and he went on to tell me that his
Aunt Mable was a nurse during WWII working in a recovery hospital. She had been attending to some wounded
soldiers in France and one of them gave her this airplane
as a thank you. When she came home in 1946, she handed
10-year-old Forester the plane to play with. He admits to
breaking off the propeller blades, but would like to fix it
one of these days.
Parked in the main garage at the house is an older restored 1929 Ford Model A rumble seat coupe that Forester
has been driving around and enjoying for the last 40
years, so he is not without a running early Ford. He admits that the rumble seat coupe is due for a bit of maintenance and he needs to find a bit of time to get to it. A
friend of his told him that if he woke up early every
morning, worked hard all day with maybe a quick break
for lunch and if he did that day in and day out for years,
he might get all of his projects done. Forester chuckled
and said he’s too old for that now. He realizes he might
not get everything done as planned, as life just tends to be
busy and glide right by. Still, at 82 and counting, this old
stuff still brings a smile to his face when he’s out in
“Dads Old Barn”.
CHR Volume 14, Issue 3, 2019
This toy airplane has been around since WWII
when it was given to Forester’s aunt Mable by a
wounded soldier whom she helped out in France.
At right, the1929 Ford Model A rumble seat coupe
has been in his collection for more than 40 years.
A 1929 Model A pickup truck has a fresh engine and a rebuilt chassis.
Every part required to finish the restoration and then some are stashed
away in the building. It is on Forester’s to-do list.
Upstairs in the loft, shelves are organized with the original parts and
replacement parts for the project vehicles along with a few extra items.
Bob was proud to show off the Fenton two carburetor intake manifold
that he has squirreled away with intensions to add it to the fresh flathead in the blue coupe. The hardware section is like a garage size
spice rack and is neat and tidy.
CHR Volume 14, Issue 3, 2019
Story and photos by Ken Sanders
Between 1971 Barracuda and ‘Cuda models just 1,014 convertibles were built and this isn’t one of them. Of course,
genuine ’71 Hemi convertibles are multi-million dollar cars as just 11 were produced with Hemi engines...three were
4-speed cars, the balance were automatics. Chrysler ended Hemi engine production in 1971.
CHR Volume 14, Issue 3, 2019
ost guys in their mid teens have already decided what their dream car is even if they
know from a financial point, it is totally out
of reach for them.
Growing up around the East Van – Burnaby area
Stefano Passaglia was the odd one out amongst all
his friends. They were all dreaming about Corvettes
or ’68-’69 Camaro’s while he was dreaming of something a bit rarer, a ’71 Cuda convertible.
Like most people his dream stayed like that for
CHR Volume 14, Issue 3, 2019
many years however somewhere along the way Passaglia became a big swap meet fan. He was soon
making many treks to the annual Portland swap
meet with Elvis, no not that Elvis, his brother-inlaw, Elvis Moniz. Each year he would go hoping to
stumble across a ’71 Cuda but always returning with
some piece of automotive memorabilia which he
was collecting for a show room garage. It wasn’t
until his trip to the Portland swap meet in 2008 that
Passaglia finally struck gold.
Walking in at 8am on the opening Friday he spotted a
1971 Barracuda wasn’t his dream car but it
would be the start of building it. It wasn’t a convertible
and was a bit of a rust bucket but for Passaglia it was “a
Mopar like no other.”
After thoroughly looking over the car he had a lengthy
conversation with Andy the owner and a deal was struck.
A couple of weeks later Passaglia was back on his way
down to Portland with his buddy Zelko who just happened to own a flat deck, perfect for bringing the ’Cuda
back to BC. Needless to say, the drive home was an exciting one for Passaglia as his teenage dream was becoming
a reality.
For the next few years Passaglia tinkered with the car
before realizing there were certain things he was not able
to do. The car was sent to a local hot rod shop where the
roof was removed and an Art Morrison Custom G Force
Chassis put under it. Before the car was completed the
business unfortunately closed so Passaglia had to find another shop to finish it.
B&N Hot Rods in Maple Ridge, BC was chosen. The father-and-son team of Bill and Neil Lemon painstakingly
went through every inch of the car making sure the basic
body work was correct and fixed anything that wasn’t.
When Neil initially saw the ’Cuda he noticed the engine
bay had been enlarged and suggested to Passaglia a Viper
engine would fill the space nicely.
At the time, Passaglia decided against it, however right
when the car was to go out for paint he changed his mind
but it wasn’t a V10 that caught his attention. He decided
to upgrade to 2014 345ci Hemi backed by a TKO 6-speed
manual transmission. New mounts were fabricated and
the engine and transmission fitted. Sheet metal mods in
the engine bay and around the transmission area were
completed and the ‘Cuda was once again ready to go out
to Glen Bittle to paint it Passaglia’s favourite ’Cuda color,
Curious Yellow. A set of ’70 Cuda taillights replaced the
’71 units and of course a set of black Hemi billboard decals were applied to the car’s quarterpanels and a shaker
hood was added.
CHR Volume 14, Issue 3, 2019
With the ’Cuda looking all nice and shiny after painting
it was taken over to Audiolines Integrated Systems in
Burnaby BC to have an ear shattering sound system put
in it.
An Alpine controlled 2000 watt system was designed
and installed by Audiolines. Two 10” Focal E25KX subwoofers use 1000 watts of power while the other 1000
watts are divided between the front and rear 6.5 inch
Focal ES165K2 speakers.
While the sound system was being installed Neil’s wife
Michelle, who runs Inside Edge Custom Upholstery, was
busy covering modified RPC seats for the ’Cuda with Ferrari leather. In fact, the whole interior of the car including the custom door panels and custom trunk interior,
which were made to fit the sound system, plus the custom
dash would be upholstered in this luxurious leather.
Other cabin features include Dakota Digital VHX gauges,
a Flaming River tilt steering unit and Lokar door handles.
Once the sound system was complete the ‘Cuda went
back to the shop where Bill and Neil set about getting the
CHR Volume 14, Issue 3, 2019
running gear working as it should and Michelle did the
final fitting of the upholstery. It took a little longer than
normal to get the engine dialed in but in the end the extra
time was worth it as Passaglia is absolutely thrilled with
how the car performs and drives. Anyone standing close
by when it takes off are likely to jump as it has a real
nasty bark that surprises even those used to being around
loud engines.
Since completion the car has won two first place trophies at the two shows it has been shown at.
2017 BC Custom Car Show – 1st Place Bob Phinney Memorial Trophy
2016 Port Coquitlam Car Show – 1st Place Best Mopar
Now knowing what he had to go through to get the car
he wanted, Passaglia was asked if he would do it all over
again. Yes, definitely but this time around he’d maybe
chose a Challenger or Charger.
Asked if there were any changes he would like to make
to the ’Cuda in the future he was quick to respond with
“drop a Hellcat in it.”
CHR Volume 14, Issue 3, 2019
Car: 1971 Plymouth Barracuda
Chassis: Art Morrison Custom G Force
Front Suspension: C6 Corvette, Viking
Springs, Viking Shocks, 14” Wilwood brakes
Rear Suspension: Triangulated 4 bar,
Viking shocks, 9” Strange Diff
Wheels/Tires: Forge Line 19x9 rims and
Michelin 245/40 R19 tires – Front. Forge Line
Rims and Michelin 335/30 R20 tires – Rear.
Engine: Stock 2014 345 cu in Hemi, Holley
Dominator Fuel Injection, Hand made mandrel bent BBK Headers
Transmission: TKO 6 Speed, McLeod Flywheel, B&M shifter
Body: Modified ’71 Plymouth Chysler Barracuda, Stock shaker hood,
Interior: Dakota Digital VHX gauges, Custom interior panels Modified RPC seats,
Kugel 90° Brake and Clutch Pedals, Lokar
hand brake
CHR Volume 14, Issue 3, 2019
askatchewan’s Rob Trask says he built this 1969 Ford
Falcon Futura Sports Coupe as “a supposed fix for my
midlife crisis.” The car was completely stock, 2-owner
65,000-original mile car when Trask purchashed it in 2012.
The car was apparently repainted in 1985. “I repaired the
brakes and cleaned out the fuel system then drove it for
three years,” Trask writes. “I became bored with the car’s
performance and reliability. During the Fall and Winter of
2015 a good friend and master mechanic, John Buss and
myself completely rebuilt everything mechanical.”
The car is now powered by a professional built full roller
331 stroker with AFR Renegade heads, Edelbrock 650 carb
and Air Gap intake, FPA long tube headers & MSD ignition.
A modified C4 automatic with Hughes 3200 stall converter, built by Gerrys Automatic spins the power back to a
a stock 8” rear end housing with an Eaton Tru Trac posi.,
Moser axles and 3:55 gears. The car was also lowered 2.5”
up front with Fatman dropped spindles and lowering
springs from Energy Suspension, the rear is lowered 1.5”.
The cars now has Wilwood disc brakes on all four corners with a Wilwood master cylinder and proportioning
valve. Sub frame connectors were also installed.
Everything rubber was replaced. New carpet, gauges and
an aftermarket shifter round out the stock interior, while a
boss 429 hood scoop from Crites was added as well as a
homemade chin spoiler to complete the exterior.
“I entered the car in the 2016 Majestics Car Show and received first place in class and a Big Brothers Choice award.
The car competed in the 2018 Majestics Car Show and
again beat out a collection of high quality cars including
Mustangs, Camaros & Chevelles. It won 1st in its class and
also won the award for Best Street Machine.
“I have logged over 7,000 trouble free mile since the rebuild.”
CHR Volume 14, Issue 3, 2019
1970 Challenger R/T Six Pack car
1964 Dodge Polara super stock tribute
1967 RS Camaro and
1969 El Camino SS park
in the same garage
This Manitoba-based 1970 426 HEMI
Coronet R/T IS ONE OF 14 produced but
it’s the only one that came to Canada!
MUSCLE ON DISPLAY: Spied at the show & shine
Sold new in Langley, BC, this
Moulin Rouge ’70 GTX could
be the only one with the 4406 B ar r e
BLOWIN’ SMOKE: The musings of a chronic gearhead
One owner
’62 Impala
a conver tible
$7.95 for the first copy, $6.95 for additional copies. Canadian orders tax must
be added (13% for Ontario, 5% for BC, AB, SK, MB, QC, NWT, YK, NU, 15% for all Atlantic provinces).
SHIPPING in CANADA is $3.50 for one copy, $5.50 for two copies. U.S. SHIPPING is $5.50 for one copy, $10
for two copies.Call for shipping prices on bulk orders.
1951 Meteor
Chris Dery’s 1951 Meteor Club Coupe has a rollerized
Boss 302 under the hood and a C4 automatic transmission
with a Stage 2 shift kit. It has a 9” rear end with 4.10 gears
and a front disc brake conversion with an IFS front suspension. Door handles and hood and trunk emblems have
been shaved, body seems have been smoothed and the
headlights Frenched. The side mouldings were relocated
from the stock door/front fender location to the rear of
the door and onto the quarters. Hot Rod Black is the exterior paint. The interior has the Mexican blanket treatment and custom painted dash with an collage of
Autometer gauges and a Painless 18-circuit wiring harness was used.
Provide high resolution photos (300 dpi) and maximum
200-word description. Email to
CHR decals
Jeff Norwell
*Decals are larger than shown in ad
CHR Volume 14, Issue 3, 2019
Burnout’s Garage T-shirts
Calgary World of Wheels show
D&E Distributors LTD
Flatla Autowrecking
Gary Steeves Insurance
Gerst Tubular Suspensions
Golden Leaf Automotive
Hot Nights Hot Rods
Horton’s Hot Rod Parts
Lift King
Old Car Centre
Summit Racing
Western Corvette Services
Wilwood Disc Brakes
Zehr Insurance Insurance
*Decals are larger than shown in ad
page 90
page 33
page 9
page 33
page 9
page 47
page 2
page 23
page 9
page 3
page 100
page 7
page 92
pg 45/99
page 6
CHR Volume 14, Issue 3, 2019
*+tax & $1 shipping
1-888-753-2111 in Canada
1-888-674-6757 from the US
CHR Volume 14, Issue 3, 2019
CHR Volume 14, Issue 3, 2019
FIND OUT HOW AT 1-888-753-2111
CHR Volume 14, Issue 3, 2019
$3.50 shipping
for first mag,
$5.50 for two
’57 Buick
’31 Model A
’69 AMC
Brent Welta, Regina, SK
1936 Chevy
v 2
door Sedan
JF Kustoms builds a
kiiller 1967 Acadian
Ear ly ’60s
60s built ’49 Meteorr custom
is a road war rior once morre
Dave Heykants’
1930 Model A coupe
25274 70981
Homebuilt hot rod
25274 70981
Creating Patina
Ford’s Model A was a hit upon its debut in late 1927 and 9
decades later hot rodders, such as Steve March with his oval
track inspired 1929 Model A sedan, are still showing it love
Volume 14/Issue 1
The CHR ’70 D100
logos and lettering with
the patina tre
Volume 13/Issue 6
Volume 14/Issue 2
‘55 CHEV
Ken Bayko’s ’34 Ford
Volume 13/Issue 5
Volume 13/Issue 4
g ffo
under $5,000
25274 70981
Volume 13/Issue 3
Volume 13/Issue 2
25274 70981
Volume 13/Issue 1
Volume 12/Issue 6
Digital readers click here
Photos by Terry Denomme
Jeremy Mang of Victory Rod & Custom in Nanoose Bay,
BC debuted Gerry Swan’s Model A roadster at the show.
he Seaside Cruizers car club in Qualicum Beach, BC has for 25 years hosted a 3-day car show, starting with a Friday night cruise that sees hundres of hot rods, customs, street rods, exotics, classics and more cruise throughout
the community, a downtown outdoor dance on Satuday and the big show on Sunday. Check out the photos on our
website and plan for the 2019 show by going to the Registration is limited and must be
done before the show. Worth the trip that’s for sure.
Les Woodward’s 1965 Plymouth Barracuda made the trip over from the mainland. This Hemi-powered beauty was the cover car on CHR’s April/May 2015 issue. Islanders sure
know how to build roadsters. Here is Port Alberni, BC’s Neil Siermachesky and his hemi-powered ’31 Model A. Below, 1957 was a good year for both Ford and Chevy.
CHR Volume 14, Issue 3, 2019
s fo
or strengtth and durability
s fo
or applica ons fr
equipment replac
1 7 Chevy
CClassic Series Kits for
M and Aftermarket Spindles
2.5 ” DROP
Street Rod
Classic Parts
Журналы и газеты
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30 295 Кб
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