Build a Traditional or Modern Traditional Hot Rod with polaroid
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1957 ... Once More but This Time With More Power typography
Rebuilding
worn-out

& Tired
Kingpins
HOW-TO:
Cover a Blower Motor

… Fab an Extended Hood
Replacing Thrashed Rear Quarter-Panels

On Your 1969 Ford
Replacing Thrashed Rear Quarter-Panels On Your 1969 Ford
May 2021
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Modern Rodding CONTENTS
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May 2021 Table of Contents article snapshots
Departments
Brian Brennan
Industry News
New Products
Those Supporting Our Industry
Features
Feature of the Month sponsored by Optima Batteries
Joe & Josh Bailey Build an L88-Powered 1957 Chevy 210
By Brian Brennan, Photography & Video by John Jackson
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Feature of the Month sponsored by Optima Batteries
Doyle Thomas’ 1957 Ford F-Code
By Brian Brennan, Photography by John Jackson
Nick Testa’s 1933 ASC Speed33
By Brian Brennan, Photography by Michael Christensen
John Gagetta’s 1932 Ford B-400
By Chuck Vranas, Photography & Video by the Author
Rob Ninkovich’s 1969 Buick Skylark Sport Coupe
By Chuck Vranas, Photography & Video by the Author
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Tech
You Can Have a Traditional Build or a Modern Version of the Same—Your Choice
By Brian Brennan, Photography by the Author
Stretching a Three-Piece Hot Rod Hood
By Gerry Burger, Photography by the Author
Replacing Rusted-Out Quarter-Panels on a 1968-1969 Ford Torino Sportsroof
By Brian Brennan
red video circle icon
Replacing Bushed Bushings With Much-Needed Needle Bearings
By Ryan Manson, Photography by the Author
Lifestyle
Not One But Four 1957 Chevys Found in a “Barn,” Plus a 1966 Dodge Charger!
By James Handy, Photography by the Author & Cheryl Denton
Modern Rodding cover May 2021
On the Cover
It’s 1957 all over again—the big-block Chevy Tri-Five of Josh Bailey and the F-Code Ford belonging to Doyle Thomas bring back great memories amplified with lots of today’s performance tips. Photography by John Jackson
Duralast official oe replacement parts of Modern Rodding
Modern Rodding ISSN 2692-2371 (print) ISSN 2692-238X (online) Issue 8 is published monthly by In the Garage Media, 370 E. Orangethorpe Avenue, Placentia, CA 92870-6502. Application to mail at Periodicals prices is pending at Placentia, CA. POSTMASTER: Send address changes to: Modern Rodding, c/o In the Garage Media, 1350 E. Chapman Ave #6550, Fullerton, CA 92834-6550 or email ITGM at subscription@inthegaragemedia.com. Copyright (c) 2021 IN THE GARAGE MEDIA. Printed in the USA. The Modern Rodding trademark is a registered trademark of In The Garage Media.
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BRIAN BRENNAN
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Modern Rodding is changing our “issue number” system to be a consecutive numbering system. Starting with this issue, you will see a growing issue number that will carryover into each new year (in this issue #8, as this is the eighth issue of Modern Rodding) rather than the previous format (#5 to match the fifth month of May).

Modern Rodding STARTING OVER
InTheGarageMedia.com
Brian Brennan headshot
By Brian Brennan
Modern Rodding is changing our “issue number” system to be a consecutive numbering system. Starting with this issue, you will see a growing issue number that will carryover into each new year (in this issue #8, as this is the eighth issue of Modern Rodding) rather than the previous format (#5 to match the fifth month of May).
Time and Place typography
A

ll of us at some time or another have romped on the throttle and experienced an encounter with another hot rod on the street. It’s all fun and games and we considered it part and parcel of our youth, an integral part of growing up. At least that’s how we justified it. Times haven’t changed, it was as wrong and treacherous then as it is now.

Street racing has long been a rite of passage. All of us reading this editorial know of what I speak, regardless of its lack of social responsibility. Our hot rods are more powerful on the whole than the cars driven by the general public. What does all this mean? Our hot rods are like tools: The more proficient you become with a tool the more effectively (and safely) you should use it—and the results will be reflective. But that’s not what’s happening.

I know I have heard about street racing from back in the ’30s and ’40s from our earliest hot rod heroes. Bad things happened then and, regrettably, some were hurt who were nothing more than an innocent bystander. Here we are closing in on a century later and what happened then is occurring now. But with more forceful and significantly alarming results.

Rodding Around
InTheGarageMedia.com
red gear icon In The Garage: Fred Warren
red roadster
What did you do during your COVID-19 lockdown? Well, longtime and well-known hot rodder Fred Warren from Ohio spent a lot of time in his shop and with the help of the boys from Precision Hot Rods & Fabrication (PHRF) turned out this little gem: a Speed33. Fred is known for any one of a number of hot rods, including his AMBR-winning roadsters in 1995 (Smoothster) and 1999 (Shockwave) and, did we mention, a Ridler winner.

PHRF built the custom frame that holds an LS3 with a 4L70 nestled between a Kugel Komponents IFS and IRS fully polished, featuring Wilwood disc brakes all around. More “around the horn” accessories include the Billet Specialties polished 17s in front and 20s in back with Pirelli P Zero rubber, measuring 205/50R16 and 295/45R20.

Mounted to the custom chassis is a Speed33 convertible body with a black top. The body and custom PHRF hood are filled with mods and then sprayed in a custom-mix red from PPG. The interior is stitched in a black leather by Dean Alexander of Hot Rod Garage. Also, inside are Classic Instruments gauges, Vintage Air A/C, ididit column with a Billet Specialties wheel, American Autowire system, Juliano’s seatbelts, and a trunk-mounted Optima battery.

Modern Rodding NEW PRODUCTS
InTheGarageMedia.com
1. Vintage Caddy 429 Distributor; 2. OEM Look With Modern Gauge Performance; 3. Build Your Own IFS
close view of Performance Distributors' D.U.I. distributor
Dakota Digital's RTX-application gauge
Summit Racing Equipment's Hotrod IFS
1. Vintage Caddy 429 Distributor
Performance Distributors now offers the new D.U.I. (Davis Unified Ignition) Distributors specifically designed for the 429 Cadillac engine built in the ’60s.
 
Performance Distributors calibrates the advance curve on a distributor machine to accommodate the timing requirements of these unique engines. The optimized curve provides instant throttle response and maximum performance throughout your rpm range while protecting your engine from detonation. There are two versions available: a street/strip version fires to 7,000 rpm while the Racing version fires to 10,000 rpm.

The distributor comes complete, including the Street/Strip D.U.I. coil (or Racing coil) and Dyna-Module. An additional step that also ensures maximum magnetic pick-up coil power is the hand setting of the endplay between the distributor gear and the distributor housing.  Proper lubrication of the D.U.I. distributor, along with test firing of the electronic components, provide you with not only an excellent-performing ignition system but a reliable one.

For more info, check out Performance Distributors by calling (901) 396-5782 or visit performancedistributors.com.
2. OEM Look With Modern Gauge Performance
Dakota Digital now has RTX-application gauges for 1953-1954 Chevrolet cars.

This six-gauge system includes a new machined rear gauge housing that attaches directly to the backside of the stock front dash bezel. Hidden behind this assembly, the stock steel dash will require trimming for clearance. Styled after the original equipment found in the 1953-1954 cars, all backlight options are user selectable within the RTX Series.

The 1953-1954 Chevrolet car RTX system carries PN RTX-53C-X while the 1953-1954 Chevrolet car RTX System-Metric/Custom variations carries PN RTX-53C.

For more info, check out Dakota Digital by calling (800) 852-3228 or visit dakotadigital.com.
3. Build Your Own IFS
Summit Racing Equipment is offering Scott’s Hotrods IFS–designed packages specifically for individual applications. It takes things like engine type, track width, and ride height into account when determining A-arm lengths and crossmember pivot points. What you get is a front suspension that will make your vehicle handle and ride like it should have when it left the factory.  

Standard features include one-piece, 2×4-inch box tubing crossmember; frame boxing plates; 1-1/8-inch DOM tubing upper and lower A-arms; stainless steel, fully adjustable upper A-arm rod ends; oversized, serviceable press-in ball joints; Aldan American single-adjustable coilovers or Slam Specialties SS-6 airbags with RideTech HQ Series single-adjustable shocks; 11-inch rotors with single-piston GM calipers; manual rack-and-pinion steering; choice of stock-height, 2-inch drop or 4-inch drop forged steel spindles. There are the options available: power rack-and-pinion steering, Wilwood disc brake kit, Aldan double-adjustable coilovers, RideTech double- or triple-adjustable coilovers, and torsion-spline solid sway bar.

For more info, check out Summit Racing Equipment by calling (800) 230-3030 or visit
summitracing.com.
Modern Rodding FEATURE
InTheGarageMedia.com
Dreams Come True cursive typography
The Father & Son Team of Joe & Josh Bailey Build an L88-Powered 1957 Chevy 210
By Brian BrennanPhotography & Videography by John Jackson
J

oe and Josh Bailey, a father and son team, are no strangers to hot rods of any make or year; when it comes to Chevys, especially Tri-Fives, these boys “stand tall.” Over the years they have built a number of them. Back in 2015 Joe’s 1956 210 took home the Tri-Five of the Year honors at the American Tri-Five Association’s inaugural event in Bowling Green.

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Modern Rodding FEATURE
InTheGarageMedia.com
Dreams Come True cursive typography
The Father & Son Team of Joe & Josh Bailey Build an L88-Powered 1957 Chevy 210
By Brian BrennanPhotography & Videography by John Jackson
J

oe and Josh Bailey, a father and son team, are no strangers to hot rods of any make or year; when it comes to Chevys, especially Tri-Fives, these boys “stand tall.” Over the years they have built a number of them. Back in 2015 Joe’s 1956 210 took home the Tri-Five of the Year honors at the American Tri-Five Association’s inaugural event in Bowling Green.

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Optima Batteries logo
The 1956 was Joe’s dream, so this time around it was Josh’s turn to have his dream come true—a 1957 210. He’s always thought of this specific Tri-Five as his favorite. Back when Josh was 9, Joe bought three 1957 Chevy 150 two-door sedans and over the course of time sold two but kept one for Josh. To listen to Josh tell the story, “Well, that car had been set up for a big-block 427, but our friend Bobby Alloway told him I needed a ‘training motor’ to start with. It ended up having a 327 with a TH350. This is the black and turquoise 150 Utility Sedan I still own today.”

The Baileys’ day jobs are working at Alloway’s Hot Rod Shop. While the two of them perform a myriad of jobs, most days you can find Joe in the paint and detailing area working his magic while Josh is fabricating on a fresh build. Night, and all other free time, is spent working on their own projects. Turns out building a Tri-Five is the perfect father/son project and now that sufficient time had passed it was Josh’s turn to have his dream 1957 Chevy 210 Delray sedan. This time the “training motor” was kicked to the corner of the garage and in went the mack daddy of all Chevy big-blocks: the L88, or at least their adaptation.

Modern Rodding FEATURE
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Moonshine Runner title typography
A Modern-Day Interpretation of a 1957 Ford F-Code
By Brian BrennanPhotography By JOHN JACKSON
D

oyle Thomas out of Texas is no stranger to hot rods of all years and makes. This time around he wanted something that was subtle to the eye yet potent when ordered. According to Doyle, “The car had to appear simple and plain and could slip through the night without drawing too much attention. Yet it had to handle the roads and definitely had to have enough power to motivate it when needed!” This 1957 Ford Custom is more than capable of fulfilling its bill of lading. According to builder Mike Rutter of Rutterz Rodz in Bristol, Tennessee, he knew exactly what was needed.

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Modern Rodding FEATURE
InTheGarageMedia.com
Moonshine Runner title typography
A Modern-Day Interpretation of a 1957 Ford F-Code
By Brian BrennanPhotography By JOHN JACKSON
D

oyle Thomas out of Texas is no stranger to hot rods of all years and makes. This time around he wanted something that was subtle to the eye yet potent when ordered. According to Doyle, “The car had to appear simple and plain and could slip through the night without drawing too much attention. Yet it had to handle the roads and definitely had to have enough power to motivate it when needed!” This 1957 Ford Custom is more than capable of fulfilling its bill of lading. According to builder Mike Rutter of Rutterz Rodz in Bristol, Tennessee, he knew exactly what was needed.

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1957 Ford F-Code driving on the road, front view

In the beginning, the 1957 Ford Custom came from a Texas-based friend of Doyle’s and had been socked away for years in a barn. Yet it was Doyle’s first remarks upon seeing the car that should give you a clue as to its condition. “You didn’t tell me the barn had no roof!” The 1957 Ford suffered from an abundance of rust that had ravaged the floorpan, trans tunnel, firewall, rear wheeltubs, and trunk. But there was more, as the bottoms of the fenders, rockers, and doors also suffered the wrath of rust. Fortuitously, these components were to undergo replacement or modification as the plans called for an Art Morrison Enterprises (AME) chassis to be slipped under the artist-inspired sheetmetal of Eric Brockmeyer.

We have chosen to refer to this hot rod as “Moonshine Runner” and, as such, a bit of history on the moonshiners of the past is in order. Many of us have some, if limited, knowledge of these oftentimes-colorful drivers and their cars. I’m guessing when all of us hear “moonshine car” we conjure up a 1940 Ford shod with oversized rubber, its deepened trunk, hefty commercial leaf springs, a beefy rearend, and as much power as could be squeezed out of an ol’ Ford Flathead. Yet it was these young men who learned what it meant to drive “wide-open throttle” on country roads, setting the groundwork for a world of performance to come. A healthy dose of youthful testosterone, fearless mental and emotional makeup, and little regard to what might happen should things go awry made these drivers and their cars legendary.

Modern Rodding Tech
InTheGarageMedia.com
Having
it Both
Ways
You Can Have a Traditional Build or a Modern Version of the Same—Your Choice
By Brian Brennan Photography by THE AUTHOR
I

t sounds like an oxymoron—“modern traditional”—but that appears to be what’s going on today when we take a knowledgeable look at what appears to be old-timey hot rods running the streets. There’s nothing like a traditional-built car. While traditional builds are true to form, adhering to the old-time look and performance via nostalgia parts and pieces, there’s also the modern-traditional build that visually replicates the bygone era look but taking “license” as to what’s required to get the job done for today’s look and performance.

And that’s where we find ourselves when taking a look at effectively the same car before us but with notable changes. A quick inspection tells us they aren’t the same, with each getting its own “point” across. In our story the basis for both hot rods is the Brookville Roadster steel 1932 Ford three-window coupe body. Both coupes are highboys, both have three pedals, both are chopped (well, the modern traditional is yet to be chopped but it’s coming), both run solid front axles (one an original tube and one a modern drilled I-beam), and both run a venerable version of the Chrysler Hemi (one vintage and one a modern V-8), but for all of the similarities there’s no mistaking they are 180-degree different approaches. Let’s take a look at what it takes to arrive at your destination from two different build routes. On a current visit to Veazie Bros. Fabrication (Evin and Justin) in Pomona, California, we found two similar but different builds. One was clearly the traditional execution and the second build showcases the modern traditional implementation.

Modern Rodding FEATURE
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Plenty of Legroom title
Nick Testa’s 1933 ASC Speed33 Gives Him What His Other Hot Rods Just Couldn’t
By Brian Brennan Photography by Michael Christensen
C

hange is inevitable. Nick Testa, who lives in one of the SoCal beach communities, has a collection of Deuces that includes a roadster, a coupe, and a sedan. Where the 1932 comes up short is literally in legroom. Nick will tell you, as time has gone by, being comfortable for those cruises up and down the coast has become more and more important. There’s still the desire for the open air a roadster or convertible provides but enjoying the drive is now an important part of the equation.

Several years ago, Nick joined “forces” with Roy Brizio of Roy Brizio Street Rods and a Deuce roadster was the end result. In time, having walked the aisles of the Grand National Roadster Show, Nick saw the ASC Speed33 and over time became more and more fascinated with the looks and what appeared to be ample leg and body room. Next, Nick and Brizio came up with a plan to build one of these convertibles. What you see in front of you is the end result.

Modern Rodding Tech
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Bill Sather ’s 1934 five-window is pure hot, and that whirring sound you hear is from the 3-inch drivebelt on the BDS 4-71 blower.
Bill Sather ’s 1934 five-window is pure hot, and that whirring sound you hear is from the 3-inch drivebelt on the BDS 4-71 blower.
COVERING A BLOWER MOTOR CAN BE … A STRETCH
Stretching a Three-Piece Hot Rod Hood
By Gerry Burger
B

ill Sather has been around hot rods for a long time. Living in the Austin, Texas, area you just know he has an eye for traditional hot rods. Sather acquired this coupe a few years back as part of a trade. It was just an old 1934 five-window coupe body with typical battle scars but well worth saving. Sather purchased the chassis from a fellow in California, part of a stalled project, but Sather liked the magnesium Halibrand wheels, quick-change rearend, and the dropped front axle with hairpins. So, the coupe was mounted to a vintage hot rod chassis and with the top chopped it became the classic image of a bad-boy hot rod coupe. Oh, and did we mention Sather has a thing for blowers? Adding a BDS 6-71 blown small-block to the profile completed the hot rod packaging. There was just one problem, while the profile was there, the craftsmanship was not up to contemporary standards. A call to BBT Fabrications in Mahomet, Illinois, would take care of that problem. After talking with Troy Gudgel, Sather was certain he could come up with the perfect blend of old-school hot rod attitude and world class craftsmanship.

The coupe was shipped up to BBT Fabrications and work began. The metalwork was extensive and so we decided to follow along, starting with fitting the hood. The coupe came with an original four-piece hood but that was set aside in favor of a new three-piece Rootlieb hood. This three-piece configuration would allow for four vintage-style breathers to protrude through the hood. The hood sides carry stock louvers but without the lower body reveal and the two holes for the hood latch handles.

Modern Rodding FEATURE
InTheGarageMedia.com
By Chuck Vranas Photography & Videography by THE AUTHOR
World Traveler typography
John Gagetta’s 1932 Ford B-400 Adds Plenty of Classic Elegance to a Rare Body Style
F

or a young John Gagetta of Pittsburgh, Pennsylvania, discovering hot rods as a young teen in 1959 paved a path that led him on a lifelong journey—the pinnacle of which can be seen across our pages with his freshly completed 1932 Ford B-400.

His indoctrination started thanks to the sounds of a rumbling V-8 filled with a hot cam, leading him to a neighbor’s garage to discover a hopped-up 1932 Ford pickup packed with a 352ci Ford V-8 being worked on. Soon after, he fell under a spell of traditional hot rods that eventually led to weekly visits to Pittsburgh International Dragway. Once he earned his license he began racing there as well as becoming part of the local street racing scene. There was always plenty of action happening nightly running across the iconic Westinghouse Bridge since it had a perfect 1/2-mile stretch, making it a great platform to see who ruled the streets on a regular basis.

Modern Rodding Tech
InTheGarageMedia.com
Here Craig Hopkins (foreground) and Wesley Kennedy (background) have the Torino supported on jackstands by the suspension. By doing it this way you have the car level and the weight (load) is supported.
Replacing Rusted-Out Quarter-Panels on a 1968-1969 Ford Torino Sportsroof
Sharp-Dressed Torino Title
By Brian Brennan
M

etalwork is one of, if not, the most demanding projects any of us can undertake when working on our hot rod project. It can start out as a sheetmetal repair, patch panel replacement, right on up to rear quarter-panel replacement, which is one of the more ambitious projects to undertake.

Here Craig Hopkins (foreground) and Wesley Kennedy (background) have the Torino supported on jackstands by the suspension. By doing it this way you have the car level and the weight (load) is supported.
Replacing Rusted-Out Quarter-Panels on a 1968-1969 Ford Torino Sportsroof
Sharp-Dressed Torino Title
By Brian Brennan
M

etalwork is one of, if not, the most demanding projects any of us can undertake when working on our hot rod project. It can start out as a sheetmetal repair, patch panel replacement, right on up to rear quarter-panel replacement, which is one of the more ambitious projects to undertake.

On a recent visit to The Installation Center, we checked in with Craig Hopkins as he and Wesley Kennedy were about to undertake a massive sheetmetal project on a 1969 Ford Torino Sportsroof (fastback). In fact, this particular project was on a highly desirable Torino Cobra Jet 428 car, making it advantageous to perform whatever sheetmetal work it took to bring this body back to life. The Installation Center had on hand all of the common panels required for a 1968-1969 Torino Sportsroof, such as the quarter-panels, tail panel, inner fender panels, and a few others, all from Auto Metal Direct, commonly known as AMD. For our story we zeroed in on the rear quarter-panels (PN 700-8469-L, driver side; PN 700-8469-R, passenger side). Also, the 1968 and 1969 are similar sheetmetal with the discernible difference being the side markers. (It should be noted that AMD has replacement sheetmetal for the 1970 and 1971 Torino as well, but this is a different body style.)

The AMD sheetmetal is known for its OE condition, meaning that it’s stamped from high-quality OE gauge steel on AMD’s own tooling. Each quarter-panel displays features that are as correct as original shape, size, bends, curves, and body lines. Like all AMD parts, these items arrive EPD coated to help protect against rust and corrosion. (EPD stands for electrophoretic deposition. It’s an industrial process that includes electrocoating. E-coating, as it is commonly referred to, is an immersion wet paint process that uses electrical current to attract material, paint, to the metal surface.)

Modern Rodding FEATURE
InTheGarageMedia.com
Pure Luck title text
By Chuck VranasPhotography & Videography by THE AUTHOR
Rob Ninkovich’s Simply Wicked 1969 Buick Skylark Sport Coupe
N

othing makes a better impression on a youngster than taking them to a car show. Regardless of whether it’s a local cruise night, large national event, or the yearly pilgrimage to the Auto Show, it’s a surefire way to influence their formative years. For a young Rob Ninkovich of Foxboro, Massachusetts, growing up near Joliet, Illinois, the yearly countdown to February when the Auto Show was in town became a rite of passage. It’s a place where he and his dad, Mike, would spend the day studying the latest designs being offered while also dreaming of what they’d bring home if the sky was the limit. Easily, the freshly completed 1969 Buick Skylark Sport Coupe displayed across our pages brings many of his dreams to life in this alluring presentation.

Modern Rodding FEATURE
InTheGarageMedia.com
Pure Luck title text
Rob Ninkovich’s Simply Wicked 1969 Buick Skylark Sport Coupe
By Chuck VranasPhotography & Videography by THE AUTHOR
N

othing makes a better impression on a youngster than taking them to a car show. Regardless of whether it’s a local cruise night, large national event, or the yearly pilgrimage to the Auto Show, it’s a surefire way to influence their formative years. For a young Rob Ninkovich of Foxboro, Massachusetts, growing up near Joliet, Illinois, the yearly countdown to February when the Auto Show was in town became a rite of passage. It’s a place where he and his dad, Mike, would spend the day studying the latest designs being offered while also dreaming of what they’d bring home if the sky was the limit. Easily, the freshly completed 1969 Buick Skylark Sport Coupe displayed across our pages brings many of his dreams to life in this alluring presentation.

grey rebuilt 1969 Buick Skylark Sport Coupe
Many times it’s the simplest experiences growing up that are the longest lasting. Building scale models at the kitchen table and devouring performance automotive magazines brought everything to life, augmented by an endless stream of hop-ups making the scene on local streets. It was obvious that a path was set when he’d sneak into his grandfather’s, John Bukovac, garage to peel back the cover of his new 1985 Corvette and slip into the driver seat to dream of what it might be like to lay into the throttle. Nothing, however, could match the scent of nitro and burnt rubber he experienced on a regular basis while visiting Route 66 Raceway in Joliet to watch his hot rod heroes compete for total dominance on the quarter-mile.

As the years passed, Rob went onto an 11-season career in the NFL, becoming a two-time Super Bowl Champion during his time spent as a member of the New England Patriots. One thing that never changed was his passion for performance cars, leading to a 2008 Corvette as well as a 2012 Camaro ZL1, however a fire still burned in the back of his mind for a classic muscle car. This eventually led to a restored 1970 Chevelle SS packing a 454ci big-block. While the car had plenty of brute force in a straight line, he longed for something that could also handle the curves and stop on a dime. Reaching back to his fascination with second-generation GM A-body muscle, it was time to take on the build of something that would be unique enough to stand out in a crowd.

Modern Rodding Tech
InTheGarageMedia.com
Early Ford Kingpins, Rekindled
Replacing Bushed Bushings With Much-Needed Needle Bearings
By Ryan Manson Photography by the Author
A

tight frontend can make all the difference between an enjoyable early Ford and a downright rotten roach of a hot rod. A car that wanders around the lane, is hard to steer and control, or clunks, clangs, and creaks while going down the road is not only uncomfortable, it’s dangerous. Thankfully, early Fords are easy to work on, simple to fix, and easy to find parts for because of companies like Speedway Motors. They stock everything from aftermarket, modern upgrades to OE-style replacement parts for 1928-1948 Fords and beyond.

When it comes to restoring an early Ford frontend or solving any of those aforementioned issues, most attention is usually paid to the area of the kingpin. Over time this is usually the spot that has seen the majority of abuse and is one of only a few items on an Early Ford frontend that requires any kind of maintenance. Put simply, a kingpin attaches solidly to the straight axle via a lock pin and the spindle rotates around the kingpin on brass bushings. Years of regular use eventually wear the softer brass bushings down, allowing the spindle-to-kingpin clearance to increase, resulting in negative handling characteristics. Caught early, it was a simple manner of installing new brass bushings, honing them to match the kingpins, and reassembling the frontend. But many Early Fords were driven into the ground, scrapped, and then scavenged for useful parts. That means buying an old axle at the local swap meet can be a bit of a gamble. Oftentimes, the wear that first attacked those brass bushings, moved on to attack the axle, hogging the kingpin bores out to an undesirable shape. This makes the job of the restorer/rebuilder that much more difficult. Thankfully, there are solutions to even the most clapped-out early Ford axle, one of which bears little resemblance to the old bushing kingpin design.