illions of Mopars left the factory with the ubiquitous 8-3/4-inch rear axle. It was Chrysler’s midrange muscle car axle, offering greater torque capacity than the pedestrian 8-1/4-inch rearend used on most Slant-6–powered and other lower-end, V-8 vehicles, but not quite the bomb-proof strength of the Dana 60 used with Hemis and other top-shelf V-8s.

Introduced in 1957 and employed through about 1974, Chrysler produced three basic versions of the axle, which varied by the size of pinion bearing and corresponding pinion stem diameter. There was a 1-3/8-inch pinion stem diameter, a 1-3/4-inch pinion stem, and the later style with a 1-7/8-inch tapered pinion stem.

Each variant is generally known by its ’64-and-later casting number. The 2070741, or “741,” axle used the smaller pinion bearing and is consequently the least desirable from a performance standpoint. The 2070742, or “742,” and 2881489, or “489,” castings feature the larger pinion bearings and are more desirable when scanning Craigslist and swap meets for a suitable axle.

f you’ve been around the hobby for a while, you know what it was like when rod runs had energy. The type of energy that would motivate you to load up in a hot rod and head across country just so you could say you were there. That’s the kind of energy that radiates at the Danchuk Tri-Five Nationals. In its eighth rendition, the event drew more than 2,500 Tri-Five Chevys into Bowling Green, Kentucky, from every corner of the United States and some from abroad. The event takes place at the historic Beech Bend Raceway Park, a venue that offers lots of shade, a quarter-mile dragstrip, and plenty of room to continue growing.

The event is open to all ’55, ’56, and ’57 Chevrolet vehicles. Obviously, that includes all variations of the famous Bel Air, 210, and 150, but it also includes pickup trucks and Corvettes. While some folks might assume that the Tri-Five Nationals is repetitive in nature because of the narrow three-year focus, the variety of the cars in attendance is incredible. Gassers, restomods, pro touring cars, restored stockers, and so much more are on the grounds each day.

ithout mentioning anyone by name (mostly to keep from hurting Brennan’s feelings), there are those on the Modern Rodding staff who are old enough to remember when 1 hp/ci was a big deal. Chrysler did it in 1956 with the 355hp 354ci Hemi. Chevrolet’s ’57 Ramjet-injected 283 made 283 hp in 1957 and horsepower numbers kept growing from there. But back then no one would have believed it would be possible to produce the horsepower numbers that are common today, and do it reliably.

To prove that very point a team at AMSOIL, made up of Len Groom, senior product marketing manager of powersports/power equipment; Chris Orr, mechanical lab manager; and Garret Gibeau, product development engineer, set about building an engine that would make 1,000 hp with readily available parts. But there was more to their plan than just big dyno numbers. Their objectives were to emphasize the benefits and durability of AMSOIL products as well as prove an engine could be tractable enough to be in a daily driver and still perform as expected on a dragstrip or autocross course—and do it all on 91-octane pump gas.

nless you’re new to the hobby, you should recognize the name Troy Trepanier and his company Rad Rides By Troy. He has been building highly innovative, tastefully styled, and performance-oriented cars since 1995, winning a multitude of awards, including the Ridler award at the Detroit Autorama and the America’s Most Beautiful Roadster award at the Grand National Roadster Show in California.

Trepanier built a Ridler-winning ’36 Ford coupe for Ross Myers in 2007. The idea to build a fenderless ’36 was hatched a few years later. This is a body style you rarely see presented with no fenders, since the fat fender body style can look awkward when shorn of its fenders.

Myers presented Trepanier with the challenge to see what he could do with this design brief, and he had so much confidence from his previous dealings with Trepanier that he allowed the Rad Rides By Troy team to build this new car in the best way they could imagine, with essentially no restrictions on the design or complexity. From this point Adam Banks is now in charge of the project and is responsible for most of the work on the project.

ack in the old days, no one had a second thought about driving a car with unassisted drum brakes and a single pot master cylinder. But as age creeps up on any car, the brake system can deteriorate. That means a simple leak can cause major driving concerns in a vehicle with a single pot master cylinder, as the car’s entire supply of brake fluid can be evacuated quickly. The government mandated dual circuit master cylinders for automobiles starting in 1967 to prevent these brake failures.

If you’re restoring a ’66 or earlier vehicle for points-style judging, then the single reservoir is a must-have item to be factory correct. If you’re planning to drive your car, a dual-reservoir master cylinder provides peace of mind that if you spring a leak under the car you’ll have at least two wheels of braking power. Dual reservoir master cylinders do not typically provide a difference in performance, but safety is the main concern. However, improper piston size or valving can create poor performance. That’s why pre-assembled kits work best for regular driving. Classic Performance Products (CPP) offers a booster and master cylinder combo that simplifies the conversion process on many makes and models.

t’s just around the corner, well within a month or so, the 2024 Grand National Roadster Show (GNRS), the 74th presentation, will be upon us. The GNRS is known for many things but the America’s Most Beautiful Roadster (AMBR) award, you know the perpetual nearly 10-foot trophy itself, is older than many of us (although not all) and represents more than a “car show” trophy. The list of and the accomplishments that these roadsters represent to the history of hot rodding cannot be underestimated.

Winning the AMBR is indeed a “big deal” but often these cars represent trends in design and style, stance, color, and accessorizing. These hot rods represent where our hobby was, is, and where it is going. This year should present a great look as to what’s happening in our arena for “what’s new.”

The perpetual nearly 10-foot trophy is an iconic fixture itself and when a hot rodder sees it he or she instantly recognizes what it represents. The trophy has been around since 1950 and is always one of the elite awards our hobby has to offer. Something not understood about the rules regarding the AMBR … it is awarded to a roadster (no roll up or fixed side glass) that represents roadsters, roadster pickups, phaetons, and specially built hot rods that resemble a ’37 or older U.S. manufactured roadster). It should also be mentioned that this award is also held for roadsters shown in competition for the first time. To get these amazing builds as much publicity for the builders and manufacturers who participate, the owners may release build photos on social media and in print such as the tech stories we do in Modern Rodding prior to the AMBR competition.