Shop Truck To AMBR Contender yellow and red typography
1932 Ford Highboy Roadster restored with blue paint job
Modern Rodding white and red logo
It's What's Underneath That Counts typography
Comfort
At Your
Fingertips

Adaptable
Shifter
Wiring Your
Hot Rod

Rests In The
Specifics
Comfort At Your Fingertips
Adaptable Shifter
Wiring Your Hot Rod
Rests In The Specifics
Ed Iskenderian Part 1
… Do We Need To Say More
Ed Iskenderian polaroid
February 2021
Preview Issue
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Modern Rodding CONTENTS
InTheGarageMedia.com
February 2021 Table of Contents article snapshots
Departments
Brian Brennan
Rob Fortier
New Products
Those Supporting Our Industry
Features
Feature of the Month sponsored by Optima Batteries
This 1937 Chevy Business Coupe is the Third “Last Project”
By Brian Brennan
Photography by John Jackson
Feature of the Month sponsored by Optima Batteries
This 1969 Dodge Coronet Convertible is a Great Deal More
By Brian Brennan
Photography by John Jackson
The Tale of Dreams Realized … a 1932 Ford Highboy
By Brian Brennan
Photography by Tim Sutton
Mark Thatcher’s 1966 Olds 4-4-2 Fuses Power and Performance
By Chuck Vranas
Photography & Video by the Author
red video circle icon
This 1956 Ford Country Sedan Wagon has What Today’s Rodders Want … Vintage Looks & Modern Power
By Brian Brennan
Photography by Tim Sutton
Tech
Lokar’s New AxiShift and AxiShift Pro Open Many More Possibilities
By Brian Brennan
red video circle icon
With More Accessories Comes More Time & Effort When Wiring Your Street Rod
By Brian Brennan
Photography by John Winter
How to Pick the Engine Cooling Fan That’s Right for Your Hot Rod
By Ron Ceridono
Adapting 1940 Packard Taillights to the 1936 Ford Fender
By Gerry Burger
Photography by the Author
It’s Time for Some Low-Buck Cover-Ups in a 1936 Tub
By Gerry Burger
Photography by the Author
Lifestyle
Part 1: The Man Then the Hot Rod
By Matt Stone
Photography by the Author and Courtesy of the Ed Iskenderian Collection
Modern Rodding February 2021 cover
On the Cover
Great paintjobs begin with an unimaginable number of hours of metalwork and prep. Inside are the stunning results of the 1937 Chevy coupe belonging to Steve Leon and the 1969 Dodge Coronet belonging to Dennis Hanke. Photography by John Jackson
Duralast official oe replacement parts of Modern Rodding
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EDITORIAL DIRECTOR / EDITOR

BRIAN BRENNAN
bbrennan@inthegaragemedia.com

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ROB FORTIER
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TIM FOSS
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YASMIN FAJATIN
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ART DIRECTOR

ROB MUNOZ

EDITORIAL TEAM

Rodney Bauman, Tommy Lee Byrd, Ron Ceridono, Michael Christensen, Ron Covell, Grant Cox, Dominic Damato, John Drummond, Eric Geisert, Joe Greeves, John Jackson, Barry Kluczyk, Scotty Lachenauer, Ryan Manson, Josh Mishler, Todd Ryden, Chris Shelton, Tim Sutton, Chuck Vranas – Writers and Photographers

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Editorial contributions are welcomed but editors recommend that contributors query first. Contribution inquiries should first be emailed to info@inthegaragemedia.com. Do not mail via USPS as we assume no responsibility for loss or damage thereto. IN THE GARAGE MEDIA reserves the right to use material at its discretion, and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and that said, payment will cover author’s and contributor’s rights of the contribution. Contributors’ act of emailing contribution shall constitute and express warranty that material is original and no infringement on the rights of others.
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Modern Rodding. February 2021, Vol. 2, No. 2 is published monthly by In The Garage Media.

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Modern Rodding STARTING OVER
InTheGarageMedia.com
Brian Brennan Portrait
By Brian Brennan
The
Beginning
of a Long Line of History Makers
Ed

“Isky” Iskenderian represents one of the cornerstones that our industry was built upon. The mere mention of his name elicits a flood of rodding history. I often see Isky at the SEMA Show where he will remove a pen or a pair of calipers from his pocket protector to jot down a note or measure something mechanical. His mind is as inquisitive today as it was decades ago and he represents the hot rodder’s need to know, to tinker, to make our own mark in our chosen hobby. 

I always look forward to seeing him at the Grand National Roadster Show or the L.A. Roadsters Father’s Day Show as he carefully walks down each aisle absorbing the visible craftsmanship. He looks at what today’s builders have accomplished while fully understanding and appreciating their efforts. Yet, it’s us who should be appreciating what he began in a workshop too long ago for most of us to recall. (Isky will turn 100 years old this year, born July 10, 1921.)

It’s my hope we get back to something approaching normal so I may still have the honor to yell out “Isky.” He’s easily approachable and a living, breathing, walking memory of hot rodding. He possesses a broad smile, eyes bright with life that remain amazed at what he sees. He embodies hot rodding and that’s why we embark in this issue of Modern Rodding on a two-part series on the “Cam Father and his roadster.” (Many thanks to journalist supreme Matt Stone.) 

Modern Rodding THE NEXT CHAPTER
InTheGarageMedia.com
Rob Fortier headshot
The Effie Factor
By Rob Fortier
F

ord versus Chevy. It’s not an “Us vs. Them” thing, rather, it’s just a thing. But despite being on the latter side, preferentially speaking, my role at the helm of a publication that caters equally to both sides requires me being impartial, which, to be honest, I am, despite my Bowtie favoritism.

Nonetheless, when it comes to subject matter covered in Modern Rodding’s sister publication, Classic Truck Performance, no matter where I stand, the scales always seem to tip heavily toward the GM crowd. It’s no secret that 1967-1972 C10s are hotter than ever—and due to the extreme popularity, the earlier C10s are on the rise … and Squarebodies, well, they’re nearly untouchable now. (It doesn’t seem all that long ago that 1973-1987 C10s were not only plentiful, but very affordable … then again, it was close to 20 years ago that I “went against the grain” and built my sorely missed 1975 Cheyenne “Goldie” in Classic Trucks magazine. Not long after, that grain was a mainstay of the classic truck hobby, and it doesn’t look like the Squarebody scene is showing any signs of slowing down!)

So, admittedly, there is a bias, however, it’s not and never has been an intentional one—not by a long shot. I not only welcome but eagerly search out the best Ford content I can find for CTP, from the latest applicable tech to the greatest features. This month’s issue (Feb. ’21) shows just how hot the Bumpside Ford scene is with “El Diablo,” Fred Bishop’s beyond-amazing 1971 Ford F-100. Ironically, we spotted this FoMoCo gem at, of all places, Dino’s “Chevy Only” Git Down in Glendale, Arizona, this past November! (Dino’s had graciously relegated a corner of the parking lot to non-GM trucks, and Fred just happened to attend—luckily for us!)

Modern Rodding NEW PRODUCTS
InTheGarageMedia.com
01. 17-inch two-piece steel smoothie wheel; 02. two-piece finned aluminum LS valve cover set; 03. Duralast brake pad
01. 17-inch two-piece steel smoothie wheel
02. two-piece finned aluminum LS valve cover set
03. Duralast brake pad
01. As Smooth as can Be
Wheelsmith, known for their made-to-order traditional and modern wheels, is now offering a 17-inch two-piece steel smoothie wheel. The popular “smoothie” design is a superclean full-dish style with no slots or holes. The wheel is constructed with a centerpiece and a 17-inch rim with a hub cap ridge with the nubs on the inside to accept a standard hubcap. You can order a smaller hubcap with Wheelsmith’s hubcap adapter. Wheelsmith makes all their wheels to order, so you can order any backspacing you prefer. The wheels fit popular bolt patterns and come in 7-, 8- and 9-inch widths. For an extra-deep look on the wider applications, Wheelsmith can mount the centers in reverse position. The wheels come in bare steel, chrome, or powdercoated to your color specifications.

For more info, check out Wheelsmith by calling (951) 898-4563 or visit thewheelsmith.net.

02. The LS Cover Up!
Eddie Motorsports offers a two-piece finned aluminum LS valve cover with coil cover and coil mounts. Each LS valve cover set includes a low-profile billet oil fill cap, spacers for mounting Gen I– and Gen V–style coils, gaskets, and mounting hardware with rubber grommet covers. The base has a tall internal height to allow for added valvetrain clearance and features provisions for mounting two of the most popular LS coil packs, not included. Each valve cover contains a baffled external port with easy connection to provide crank case venting. The coil cover features cutouts for routing the wiring harness and spark plug wires and comes with a classic, finned top. Available in: polished, Gloss Black Fusion Coat, and Matte Black Fusion Coat. Sold in pairs.

For more info, check out Eddie Motorsports by calling (888) 813-1293 or visit eddiemotorsports.com.

03. Achieving Your Stopping Goals
Duralast brake pads come in three versions: the Duralast Brake Pad, the Duralast Gold Brake Pad, and the Duralast Max Brake Pad.

The Duralast Brake Pad is what dealers sell over the counter, making sure there is a specific OE fit, form, and function. They come in semi-metallic or ceramic friction formulations as provided by OEs and come with a two-layer shim for noise control.

The Duralast Gold Pad is what comes from the factory, which is a factory-match design for application specific to OE fit, form, and function. They come in semi-metallic or ceramic friction formulations that match OEM and come with a three-layer shim for noise and vibration control. The Duralast Max Brake Pads are designed to outperform OE. They also come in premium semi-metallic or ceramic friction formulations and come with a four-layer shim for maximum noise control.

For more info, check out Duralast by visiting your nearest AutoZone auto parts store. duralastparts.com.

Modern Rodding FEATURE
InTheGarageMedia.com
One Last Hurrah typography
This 1937 Chevy Business Coupe is the Third “Last Project”
Optima Batteries logo
closeup of 1937 Chevy Business Coupe grill and trunk
silver 1937 Chevy Business Coupe side profile
By Brian BrennanPhotography by John Jackson
H

ow many times have any of us, or maybe it’s all of us, uttered these famous words: “This is my last project.”? Such is the case for Steve Leon and his 1937 Chevy business coupe. Prior to this Chevy there were two other “last builds,” but that’s how the life of a hot rodder goes.

It’s interesting to listen to Steve tell the story, so we thought we would share his words:

“I needed another project and came upon a stock rebuilt 1949 Chevy pickup. I enjoyed this truck for a good while, using it to do yard work and just driving it around town. I got the itch to do another project and sold the truck. Then I found a 1958 Chevy Fleetside. With the help of John Danner, we rebuilt the 1958 with a few modifications. I still have the truck. At this time in my life I decided that was my last project. I just needed to sit back and enjoy what I had.

Optima Batteries logo
“Well, that didn’t last long. My wife and I were having lunch in a restaurant and a friend came in and told me a mutual friend had a 1937 Chevy business coupe for sale. I gulped down lunch and called our mutual friend Tony Martin and asked when I could come over and look at the car. He told me that he had another guy who was interested in it who lived in Michigan but couldn’t come to terms over the $100 difference that he was asking. After looking the car over, I told Tony I would give him the extra $100. The car was mine that day.”

And so goes the whys and wherefores of another street rod project. Another of Steve’s friends, Jim Samson, helped guide Steve in the direction that has led to this 1937 Chevy business coupe.

Modern Rodding Feature
InTheGarageMedia.com
Optima Batteries logo
steel colored 1969 Dodge Coronet Convertible
Rear Passenger side of a 1969 Dodge Coronet Convertible
passenger side of a 1969 Dodge Coronet Convertible
steel colored 1969 Dodge Coronet Convertible
Rear Passenger side of a 1969 Dodge Coronet Convertible
passenger side of a 1969 Dodge Coronet Convertible
Longtime Coming typography
This 1969 Dodge Coronet Convertible is a Great Deal More
By Brian BrennanPhotography By John Jackson
A

ny of us who have undertaken a major project, especially one that undergoes midstream changes, knows all too well how fast time can fly by. Dennis Hanke, of Algonquin, Illinois, fully understands how and why his 1969 Dodge Coronet convertible took the time it did. Seven years is a long time; during this time our likes, dislikes, and new ideas “trick” us into making changes. Anyone who has built a ground-up project will tell you: “Don’t make changes once you’ve begun, otherwise it will cost you dearly in time and money.” Dennis “survived” his project and he will tell you he couldn’t be happier.

Optima Batteries logo
As is the case with so many rodders the Coronet was a boyhood favorite, having had one. Then came life and time passed. There comes a point when many of us have fulfilled our family responsibilities and find ourselves with the time and resources to go back and enjoy one more try at a boyhood dream. Such was the case for Dennis. He found a 1969 Dodge Coronet convertible and with support and coaxing from family, especially his mom, he bought the car from a used car lot and brought it home.

While it’s true this hot rod started life as a 1969 Dodge Coronet convertible, the reality is the Mopar has undergone numerous changes from bumper to bumper and top to bottom, yielding a stunning drop-top. It’s also proven it’s a delight to look at and has caused many a rodder to scratch their head wondering exactly what was done. All of the effort paid off with its debut at the 2019 Detroit Autorama where it took home a First Place in Class and from there went on to the World of Wheels in Chicago where it won a Top 20 award, Outstanding Paint, and another First Place in Class. Come the summer of 2019, Dennis was invited to bring his Dodge to participate in the Builders’ Showcase at the 50th anniversary of the NSRA Street Rod Nationals where it once again wowed the crowd. Early in 2020 it was back to the World of Wheels in Chicago and another First Place in Class. And then 2020 really dug in and there would be no more outings.

Initially, because of his mom’s help and encouragement, he opted to restore the Coronet with a bit of a restomod touch and tribute by building a Super Bee. It didn’t take Dennis long to realize he had much more on his hands than he’d first thought. The initial go-around started with Craig Hopkins at The Installation Center in Cleveland, Georgia. Turned out there was an extensive amount of work to be done and it included framerails front and rear, complete bottom, firewall, upper cowl, front inner fenders, radiator support, inner and outer rear wheelhouses, trunk drop offs, tail panel, and rear quarters—just your basic stuff!

Modern Rodding Tech
InTheGarageMedia.com
axishifts
axishifts
The Right Shift typography
Lokar’s New AxiShift and AxiShift Pro Open Many More Possibilities
By Brian Brennan
E

ngine swaps are at the very core of hot rodding. Without the engine swap you didn’t have the first hot rods and as part of that swap a transmission was sure to be close behind. Engine swaps were really engine and trans swaps with the engine getting all the glory. I remember my first engine swap. Out came the 265 with a three-speed and in went the 327 with a four-speed transmission. Life couldn’t get any better, as driving my hot rod suddenly became a great deal more fun—but there was a hiccup.

“Say, where exactly did the shifter come up through the floor and why isn’t it where I need or want it?” That’s a question heard often and with rarely a simple answer. Clearly, we are talking about manual transmissions as the automatic shifter problems were resolved a while back. It was the manual tranny that posed a bit of a head-scratcher. Lokar Performance Products, long known for their problem-solving throttle, e-brake, and automatic transmission cables, now offers rodders everywhere one more problem-solving solution. Placing the shift lever in just the right position.

The AxiShift and the AxiShift Pro
These two products solve the problem of shift handle location once the lever comes through the floor. There’s little we can do about where the shifter enters the interior (well, without major tranny mods) but we can do something about the final adjustment before locking down the shift handle location. That’s where the Lokar AxiShift and AxiShift Pro come into play. These products were designed with the hot rodder in mind as each shift lever adaptor allows the do-it-yourselfer to make precise adjustments prior to locking in the desired shifter position. This is achieved by providing 360 degrees of axial rotation of the shifter lever as well as having the ability to tilt 15 degrees in any direction. The standard AxiShift simply bolts onto the very popular TREMEC TKO 500/600, T56 Magnum, or the new TREMEC TKX shifter location. It will also fit any manual box that has a standard 7/8-inch center-to-center mounting dimension. The AxiShift Pro is designed specifically for the TREMEC TKO 500/600 manual and requires replacing the shifter stub and ball-joint assembly with the new parts provided in the Lokar kit. The AxiShift Pro has all the features of the standard AxiShift but adds an additional level of both horizontal and axial adjustment by giving you the option to offset the shifter side-to-side or front-to-back. The adaptor also includes a splined, indexable main shaft for more precise tuning of the shifter position. You are afforded the ability to place the shift lever in a comfortable position, in that way enhancing your driving experience.
Modern Rodding FEATURE
InTheGarageMedia.com
BY Matt Stone Photography BY THE AUTHOR & Courtesy of the Ed Iskenderian collection
A dashing, young Ed Iskenderian in his freshly finished T/V-8 roadster on the streets of Los Angeles, likely just after completing his service in the U.S. Army Air Corps. The car, and the guy, have great stance and swagger. Note the DIVCO Helms bakery delivery truck in the left side of the frame, a common sight in Southern California at the time.
Ed Iskenderian leaning on car
Article title
Part 1 … The Man Then The Hot Rod
I

sky’s famous hot rod defines the term: Something great built out of a little bit of this and a little bit of that, mixed with blood, sweat, and gears. The turtledeck body belongs to a 1923 Model T. The chassis, from an Essex of course. The iconic instrument panel came from an Auburn and the grille is made up of Pontiac parts. But it looks cool, sounds cooler, was pretty fast in its day, and was built by two of the early high priests of hot rodding.

Ed “Isky” Iskenderian was born in 1921, so by the time he was of driving age in the mid ’30s, the Ford Model T had come and gone from production, as had the Model A. But the 1932 and later Flathead V-8–powered Fords were the performance leaders on the affordable new car scene, with the older, slower, less-advanced four-cylinder Model Ts and As being rather less desirable; both cheap and plentiful as used cars, but still popular as hot rod and racing car fodder. “It used to be,” recalls the now 99-year-old Isky, “that you could walk into any large parking lot and find a used Model T for sale for $5 or maybe $10 for a good one. We were kids in the early post-depression era and didn’t have much money, so that’s what we all bought for our first cars, and then of course tried to figure out how to make them go faster without spending money we didn’t have.”

The car we now call the Isky roadster wasn’t initially built from scratch by him. Previous to Ed it was owned by his childhood and since lifelong friend, the late John Athan. Even then Athan wasn’t the original builder; that was another acquaintance of theirs named Buzz.

Modern Rodding Tech
InTheGarageMedia.com
All the Right
Connections
With More Accessories Comes More Time & Effort When Wiring Your Street Rod
BY Brian Brennan Photography BY John Winter
W

iring has always been a point of contention with rodders and it probably explains why all of us try and keep our cars as simple as possible for as long as possible. Fortunately for us, the street rod industry over time has given rise to companies such as American Autowire that has designed parts to make our jobs easier. American Autowire offers a complete line of OEM restoration harnesses called Factory Fit and are replacement parts for original General Motors parts. From here, American Autowire also makes the Classic Update Kit that’s intended to fit ’50s, ’60s, and on up years of cars and trucks that allow customization to account for the modern-day mods we install in our projects. Next up, and the subject of this story, is the Universal or Street Rod Kit that’s a complete, full-feature kit that allows for all of the customization you could possibly want in your next build.

This story is going to deal with a Universal or Street Rod Kit called the Highway 22 Plus, but we would be remiss if we didn’t point out one of our favorite kits, the Highway 15 Nostalgia, which is the retro version of their popular 15-circuit universal kit. It has all the features of the Highway 15 and features the ’50s-inspired braid and lacquer–coated wire. Underneath is the standard high-temperature GXL wiring but with high-gloss finish and textured wires to give the correct look. This kit would be ideal for those of you who want the nostalgia look. But I digress.

We pulled fellow street rodder John Winter’s 1936 Ford sedan out of the garage and installed a Highway 22 Plus, which is the top-of-the-line wiring system for a street rodder who wants to include lots of the bells and whistles. Accessories such as fuel-injected engines, electronic overdrive transmissions, air conditioning, stereo, halogen lights, electric fans, the latest in instrumentation, and on and on. The Highway 22 Plus is ideally suited for this type of project.

Modern Rodding Feature
InTheGarageMedia.com
Shop Truck or AMBR Contender?
The Tale of Dreams Realized …a 1932 Ford Highboy Roadster Pickup
The Tale of Dreams Realized …a 1932 Ford Highboy Roadster Pickup
BY Brian Brennan PHOTOgraphy BY Tim Sutton
T

here’s a wide chasm between building a “shop truck” and an America’s Most Beautiful Roadster contender. We have a vision of what we want to build and how we want to use it. Some are drivers, some are show cars, and some are a combination of weekend driver and local car show competitor. Gary Devine (wanted the AMBR contender) had a chance meeting with Dennis Lesky (wanted a shop truck), which led to the “shop truck turned AMBR contender” in the 1932 Ford highboy roadster pickup splashed on these pages. To pull this off a third piece to the puzzle was needed, which was Dave Shuten.

Modern Rodding Feature
InTheGarageMedia.com
Shop Truck or AMBR Contender?
The Tale of Dreams Realized …a 1932 Ford Highboy Roadster Pickup
The Tale of Dreams Realized …a 1932 Ford Highboy Roadster Pickup
BY Brian Brennan PHOTOgraphy BY Tim Sutton
T

here’s a wide chasm between building a “shop truck” and an America’s Most Beautiful Roadster contender. We have a vision of what we want to build and how we want to use it. Some are drivers, some are show cars, and some are a combination of weekend driver and local car show competitor. Gary Devine (wanted the AMBR contender) had a chance meeting with Dennis Lesky (wanted a shop truck), which led to the “shop truck turned AMBR contender” in the 1932 Ford highboy roadster pickup splashed on these pages. To pull this off a third piece to the puzzle was needed, which was Dave Shuten.

932 Ford Highboy Roadster Pickup interior view
1932 Ford Highboy Roadster Pickup leather seat and gear shift
1932 Ford Highboy Roadster Pickup mechanics
BY Brian Brennan PHOTOgraphy BY Tim Sutton
T

here’s a wide chasm between building a “shop truck” and an America’s Most Beautiful Roadster contender. We have a vision of what we want to build and how we want to use it. Some are drivers, some are show cars, and some are a combination of weekend driver and local car show competitor. Gary Devine (wanted the AMBR contender) had a chance meeting with Dennis Lesky (wanted a shop truck), which led to the “shop truck turned AMBR contender” in the 1932 Ford highboy roadster pickup splashed on these pages. To pull this off a third piece to the puzzle was needed, which was Dave Shuten.

When Lesky began this project back in the ’90s he had a vision, but life has a way of giving us new visions and roads traveled. Living in Michigan, and after retiring from General Motors (journeyman welder) in the late ’90s, he and his son (Matt) opened one of the coolest hot rod shops in the country, Ionia Hot Rod Shop (IHRS). Meanwhile, Dave Shuten of, at the time, Dave’s Customs, another Michigan hot rodder, and Lesky’s paths crossed and they fast became friends. In time Shuten moved to SoCal and now produces amazing hot rods under the Galpin Speed Shop (GSS) banner. If there ever were a series of unforeseen dreams that blended into one superior build it’s the 1932 Ford highboy roadster pickup owned by Gary with a little additional fine-tuning from Eric Black Design. Others believe this to be an outstanding hot rod as it took home the Best Hot Rod at the 2020 Detroit Autorama and the Barris Award at the 2020 Grand National Roadster Show. It didn’t capture the coveted AMBR trophy but it was most definitely one of the eye-popping contenders.

Lesky spent his youth thinking about hot rods. (Haven’t we all!) His desire to build was always there, although he was sharp enough to follow the exploits of builders he respected. One particular hot rod builder he appreciated was Jim “Jake” Jacobs. Jacobs proved to be an inspiration both in the world of rod building and welding. (Editor’s note: Following along with the exploits of Jake was, is, and will always be an excellent choice for any aspiring or hardened rodder. —B.B.) Lesky knew he wanted a 1932 Ford roadster pickup to serve as a shop truck to let everyone know there was a place in town that could bring their dreams to life. While progress was made over the next 20 years, he and Matt had a great deal of work that consumed their day-to-day hours keeping IHRS moving forward. As reality set in it became apparent to Lesky that the project, his dream, was vanishing in life’s “rearview mirror.”

When Lesky began this project back in the ’90s he had a vision, but life has a way of giving us new visions and roads traveled. Living in Michigan, and after retiring from General Motors (journeyman welder) in the late ’90s, he and his son (Matt) opened one of the coolest hot rod shops in the country, Ionia Hot Rod Shop (IHRS). Meanwhile, Dave Shuten of, at the time, Dave’s Customs, another Michigan hot rodder, and Lesky’s paths crossed and they fast became friends. In time Shuten moved to SoCal and now produces amazing hot rods under the Galpin Speed Shop (GSS) banner. If there ever were a series of unforeseen dreams that blended into one superior build it’s the 1932 Ford highboy roadster pickup owned by Gary with a little additional fine-tuning from Eric Black Design. Others believe this to be an outstanding hot rod as it took home the Best Hot Rod at the 2020 Detroit Autorama and the Barris Award at the 2020 Grand National Roadster Show. It didn’t capture the coveted AMBR trophy but it was most definitely one of the eye-popping contenders.

Lesky spent his youth thinking about hot rods. (Haven’t we all!) His desire to build was always there, although he was sharp enough to follow the exploits of builders he respected. One particular hot rod builder he appreciated was Jim “Jake” Jacobs. Jacobs proved to be an inspiration both in the world of rod building and welding. (Editor’s note: Following along with the exploits of Jake was, is, and will always be an excellent choice for any aspiring or hardened rodder. —B.B.) Lesky knew he wanted a 1932 Ford roadster pickup to serve as a shop truck to let everyone know there was a place in town that could bring their dreams to life. While progress was made over the next 20 years, he and Matt had a great deal of work that consumed their day-to-day hours keeping IHRS moving forward. As reality set in it became apparent to Lesky that the project, his dream, was vanishing in life’s “rearview mirror.”

Modern Rodding Tech
InTheGarageMedia.com
a large, effective fan displayed on a car in a garage
1. OK, it’s ridiculous; the extension cord limits how far we can travel. The point remains, a large, effective fan can prevent your hot rod from overheating.
Blowin’ in the Wind
How to Pick the Engine Cooling Fan That’s Right for Your Hot Rod
By Ron Ceridono
O

ne of the common problems with hot rods is that they are often just that, hot—and not in a good way. Occasionally your hot rod’s cooling system may burp out a little coolant after the engine is shut down and the reason is simple enough. Although coolant is no longer circulating, it will continue to absorb heat and in some cases that will cause enough pressure to build in the system to exceed the pressure rating of the radiator cap. The result is some coolant will be released and there will be a puddle on the ground. The biggest problem with this situation is that if it happens repeatedly the coolant level may drop to a dangerously low level and that will result in a serious overheating problem. A couple of simple cures for this condition are a coolant recovery tank and/or allowing an electric engine cooling fan to run for a short period after the engine is shut off.

While losing a little coolant on a hot day is annoying, severe overheating is a far more serious problem. It can lead to catastrophic engine failure—piston rings may be stuck to the cylinder walls, pistons may seize, exhaust valves can stick in their guides, heads and block often crack. In other words, a good engine can be reduced to junk in short order by overheating. So, what is the ideal engine operating temperature? With today’s fuels, 180 degrees is considered the minimum operating temperature for efficient combustion and is ideal for vintage engines on the street. It’s generally agreed that 190 degrees is a safe operating temperature for modern carbureted engines and contemporary computer-controlled, fuel-injected crate engines 195-220 degrees is considered the norm. The trick is to achieve the proper temperature without exceeding it.

A vital component of the cooling system for maintaining the proper engine temperature is the fan. Granted, once a car is moving at a speed sufficient to provide ram airflow through the radiator a fan isn’t really necessary in most circumstances. While it depends on the design of the car, 30 mph is usually fast enough to provide the necessary airflow, but reality dictates we often move slower, or not at all, which is where a fan comes into play. Ironically, as important as fans are, the space required for one isn’t always taken into consideration. Many a hot rodder has performed an engine swap only to find there was no room for a fan and then went on a frantic search for one that would fit—the results are seldom satisfactory. The secret is to plan ahead by positioning the radiator and leaving plenty of room for a fan before the engine location is finalized.

Modern Rodding FEATURE
InTheGarageMedia.com
Title of Article
Mark Thatcher’s 1966 Olds 4-4-2 Fuses Power and Performance
By Chuck VranasPhotography & Video By THE AUTHOR
T

he mid-to-late ’60s were one of the most exhilarating times for performance enthusiasts since the horsepower wars were peaking between all of the domestic automakers to see who would dominate the streets and dragstrips. Regardless of whether you lived in a major metropolitan area or a small country town, the sounds of big cubic-inch mills echoed across the landscape. For Mark Thatcher of East Bangor, Pennsylvania, this was only part of the formula that led him to the wicked 1966 Oldsmobile 4-4-2 you see before you.

Modern Rodding FEATURE
InTheGarageMedia.com
Title of Article
Mark Thatcher’s 1966 Olds 4-4-2 Fuses Power and Performance
By Chuck VranasPhotography & Video By THE AUTHOR
T

he mid-to-late ’60s were one of the most exhilarating times for performance enthusiasts since the horsepower wars were peaking between all of the domestic automakers to see who would dominate the streets and dragstrips. Regardless of whether you lived in a major metropolitan area or a small country town, the sounds of big cubic-inch mills echoed across the landscape. For Mark Thatcher of East Bangor, Pennsylvania, this was only part of the formula that led him to the wicked 1966 Oldsmobile 4-4-2 you see before you.

Man next to 1936 Ford
For Mark, growing up in a family with a loyalty to the Oldsmobile marque, he was drawn to them from the beginning. Luck just so happened to be in his favor since he lived down the street from Stewart Chevrolet/Oldsmobile growing up in Belvidere, New Jersey. While most kids his age were building scale models, he was frequenting the dealership to check out the latest performance offerings from GM, especially the arrival of the very first Olds 4-4-2s.

It wasn’t long till he fell under the spell of Dr. Oldsmobile, a mad scientist wearing an iconic white lab coat who was creating a monster for the street in an exciting advertising campaign. At that moment he pledged allegiance to the Dr. and by the time he was 17, traded cash for the keys to a 1969 model. As the years passed there were a number of Oldsmobiles that spent plenty of time under his watch. Mark always had a particular passion for the 1966-1967 4-4-2 design ever since seeing the first one arrive at the dealership as a teenager.

Without wasting any time, he started a nationwide search for the perfect candidate for the transformation. He eventually located a rust-free, unrestored 1966 4-4-2, which was complete in every respect. Although the car had seen far better days, it was rock solid, so a deal was made and the keys changed hands. Soon after acquiring the car he met with close friend and builder, Dave Vrankin of Forest Hill, Maryland, to evaluate the purchase and discuss his ideas for the project. The pair shared many of the same ideas for retaining the near-stock elegance of the original body lines while also upping the ante by checking off all the go-fast boxes to give the car canyon-carving capabilities fused with a supercharged modern V-8.

Modern Rodding Tech
InTheGarageMedia.com
Traditional Lighting/Modern Techniques
Adapting 1940 Packard Taillights to the 1936 Ford Fender
1936 Ford back fender
1. We measured very carefully to ensure both lights were the same height from the bottom of the fender. However, we still slotted the holes so the lights could be tweaked into perfect position during final assembly. The lights will look perfect above our custom-made, split rear bumper.
By Gerry BurgerPhotography By THE AUTHOR
L

ike most projects, our 1936 Ford phaeton has found its own direction. When we purchased the car, we knew this would be a traditional hot rod with a 3/4-race Flathead underhood. Like all hot rod projects, this one seemed to be talking to us and it has slowly morphed into an early hot rod/custom. We have a set of 1941 GMC headlights waiting to be adapted to the front fenders, and of course that got us thinking about the rear lighting. When the 1936 first rolled into my garage I actually thought the stock lights were very cool, long sweeping arms; simple design. However, after permanently removing the spare tire to expose that sweeping back panel those long arms suddenly looked too long; we’ve heard the 1936 taillights compared to wheelbarrow handles.

And then you have friends. In a simple exchange with longtime friend Rick Love at Vintage Air, he simply asked, “What are you going to do about the taillights?” It may have been formed as a question, but it was also at least a suggestion. That did it; the stock taillights would have to go.

So, we began searching for a suitable replacement. We looked through old books and scrolled around the Internet in search of a taillight that would be simple yet elegant. An old trick from early customizers was to add bits from expensive cars to give the car a more expensive look—that became our goal. It was pure happenstance that led us to the 1940 Packard. I was online looking at expensive vintage cars for ideas when I came across the 1940 Packard. I instantly recognized the lights, although I had long forgotten about them. They were exactly what the car needed, slightly newer than the fender with a clean, elegant design. An added bonus is the lights are familiar looking yet most people will be left scratching their heads. So, I knew I wanted 1940 Packard lights, the next chore was finding a good pair. Once again, the Internet took us where we wanted to go. We secured a pair of original lights from Tucson Packard, a vintage Packard parts dealer. After securing a nice pair of lights we ordered a pair of taillight pads from Steele Rubber Products.

Modern Rodding FEATURE
InTheGarageMedia.com
Perfect Weekend Cruiser typography
This 1956 Ford Country Sedan Wagon Has What Today’s Rodders Want … Vintage Looks & Modern Power
This 1956 Ford Country Sedan Wagon Has What Today’s Rodders Want … Vintage Looks & Modern Power
BY Brian Brennan PHOTOgraphy BY Tim Sutton
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agons of all types became noticeably popular back in the early ’90s and have continued to be immensely so with rodders to this day. The 1956 Ford Country Sedan wagon belonging to Rob Hervey, who lives in a SoCal beach community, believes this hot rod is the perfect weekend beach cruiser/surf wagon. It has all the vintage-appealing looks, a 5.0L Ford Coyote V-8, and state-of-the-art suspension.

Of course, today’s rodders aren’t happy with vintage performance; they want today’s “have it all” engine and chassis performance, too. Throw into that everyone wants the vintage looks to remind them of the “good old days.” In this case Rob knew what he wanted, given his first car was a bright red 1955 Ford wagon, which satisfied his urge to tinker and was also his daily wheels to get to and from the beach for those early morning surf appointments. That was back in the ’60s and time has a way of marching while life takes over, but dreams don’t fade so easily.

About two years ago Rob found the 1956 Ford Country Sedan wagon you see on these pages. First a little more on the backstory. Rob initially saw the wagon in a Mecum Auction brochure in 2015. He went through the usual steps to buy the car but it wasn’t to be. In his search for something similar he happened upon the same car in Sioux Falls, South Dakota, but this time he was able to strike up a deal, packed it in a “box,” and shipped it home. It was through the simple task of installing seatbelts that he realized the floor was rusted—seriously rusted. We’ve all heard the term “Swiss cheese,” well that’s being kind. At this point the decision was made to “go for it” and build from the ground up, making the perfect cruiser/surf wagon, as Rob still surfs to this day.

Modern Rodding TECH
InTheGarageMedia.com
By Gerry Burger Photography by THE AUTHOR
Flooring the Five-Speed
It’s Time for Some Low-Buck Cover-Ups in a 1936 Tub
Gerry Burger welding metal
By Gerry Burger Photography by THE AUTHOR
Flooring the Five-Speed
It’s Time for Some Low-Buck Cover-Ups in a 1936 Tub
O

ur 1936 Ford phaeton is powered by a 59AB flathead motor, hopped up with all the good stuff, like Sharp heads and intake and a couple of Stromberg carbs; headers complete the performance package. We recently coupled a five-speed from an S-10 pickup to the back of that motor using a Speedway Motors kit. The installation went super smooth. We used the stock clutch linkage to complete the mechanical side of the swap.

However, as you know, the fun part about using nice new parts to adapt a tranny is often followed by the grunt work of modifying the floor to accommodate the new shifter location. The original early Ford three-speed shifter came through the floor in a gaping hole located well forward of our T5 shifter. That meant we would need to fill one hole and create another. Actually, since we had removed the original 1936 Ford parking brake, we had two holes to fill. The original parking brake was eliminated in an effort to clean up the floor area of the car. The factory brake was replaced with an underdash unit from Lokar.

The job of filling the original holes in the floor was an exercise in simple sheetmetal fabrication and welding. Make a template, cut and shape the sheetmetal, and weld it in place. But wait, before we could do that, we had to remove the Dynamat-type insulation that had been installed by a prior owner. Great stuff that Dynamat. Keeps things cool and quiet and sure stays in place once it is installed. As a matter of fact, removing the dense material proved to be quite a task. First, we used a heavy scraper and hammer to remove the foil portion and most of the thick, sticky black stuff. To weld, all of that material must be gone. Wire brushes, grinding discs, lacquer thinner, and numerous other methods proved to be no match for the black goo. Then, simply by accident, we discovered the magic formula. While cleaning the aforementioned scraper we picked up a shop towel and poured a bit of Prep-Sol on it to wipe off the handle. It was like magic, the black material instantly wiped off. We then tried it on the residue left on our floor panel and sure enough we were down to bare metal in no time. Plan on a couple pairs of rubber gloves, lots of shop towels, and Prep-Sol, but it actually came off quite quickly. After that, the welding was easy.

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