Budget Trans Kit
If you've got a street rod or muscle car with a mild V-8 making 400 hp or less, you may not need the most bulletproof (read: expensive) transmission on earth. And with money being tight like it is, why throw it away unnecessarily when you might not need to? This GearStar Street Performance trans and torque converter package might be the answer. It's designed to provide firm, positive shifts that aren't abusive. And while this Turbo 350 Level 2 package is not intended as a racing application, it will live nicely behind a pretty snotty street piece.
Each Turbo 350 comes with all-new steel plates, Raybestos frictions, a new performance band, a TransGo shift kit, new low/reverse roller assembly, new chrome pan with drain plug, a high-capacity pump with new gears and bushings, a high-capacity heavy-duty third-gear clutch drum with custom-matching piston and HD hardened race, a 2,000-stall torque converter (computer welded and balanced), and a new speedometer drive gear. Finally, all Turbo 350 transmission and converter packages are extensively dyno tested, and shipped with 7 quarts of 100 percent synthetic ATF and a 20,000 GVW Hayden cooler. GearStar gives it a three-year warranty, and ships it out the door for the unheard-of price of $795. How's that for a recession buster?
Gearstar Performance Transmissions
Cylinder head technology has come a long way since the '60s, and many of today's raised-port big-block heads have a hard time living under the hood of first-gen Camaros due to a lack of headers designed for raised-port heads. Answering the need is Doug's Headers, which has announced PN D321, a tuned, long-tube header, that is specifically designed to fit tall-deck big-block Chevrolet V-8 engines (like the 572) when installed in '67-69 Camaros and '68-72 Novas.
These headers are built with 3/8-inch-thick flanges at the cylinder head, and have three-bolt outlet flanges. The four-tube, round-port, under-chassis exit design is made from 16-gauge tubing for durability, with large 2 1/8-inch primaries and 3 1/2-inch collectors for increased horsepower and torque at higher rpm. They're also designed for maximum allowable ground clearance. These come standard with a metallic ceramic coating for a rich appearance and long life. Street price for the tall-deck header is $791.95, but they're also available in natural finish for $648.95.
Juliano's Replacement Belts
If you're looking for period-correct seatbelts for your muscle car, check out these early GM-style "starburst" belts from Juliano's. The satin metal push-button is right out of the '60s, and they come in a rainbow of colors. These are perfect for a period-correct restoration, and the available options satisfy a broad range of requirements. The new starburst belts are available in 60- and 74-inch lengths, and can be ordered for either bench or bucket seats. Get just the lap belts, or opt for OE-style three-point restraints, with or without original factory-style floor retractors. All Juliano's belts meet or exceed the government's FMVSS 209 and 302 safety standards, and Juliano's also supplies the special seatbelt anchor bolts and anchor plates to ensure that your installation is safe. Prices range from $24.95 (each) for lap belts, to $119.95 per side for three-point sets with floor retractors.
A headlight is just a headlight, right? Normally, that's right, but Delta has an interesting solution: What if you could have a headlight that not only contained high and low beams, but also a choice of a low-output running light, a colored LED mood light, or amber turn signals? This opens up a huge number of design possibilities for street rods, customs, and muscle cars. Exteriors can be smoothed and made aerodynamic, front fascias and grilles can be redesigned, and car builders can have the freedom to express a much wider palate of design influences. Delta Tech Industries' line of 7-inch performance headlights now include one of four available built-in auxiliary lights, and all of them come equipped with a standard third beam 4-watt "city light"-a European version of parking lights. Other available options are amber directional blinkers, a 20-watt Halogen daytime running light, or an LED mood light for cruising at dusk.
|SEEING THE LIGHT:
|Halogen with 4-watt city light
|Xenon with 4-watt city light
|Xenon with Amber directional light
|Xenon with 20-watt Halogen DRL
| Xenon with LED mood light
Delta Tech Industries
Retro DOT Slicks
We're really digging Coker's line of reproduction Firestone "piecrust" slicks. They're spot dead-on for the originals, which we remember seeing on dragsters back in the day. At over 30 inches tall, they're just a bit too big to fit inside the wheelwells of most muscle cars, but one of these days we'll figure it out. In the meantime, if you've got a tubbed Pro Street machine, street rod, or roadster with a retro or rat rod vibe, you won't find a better looking tire to put on the back. These meats come in 820-15, 1000-15, 820-16, and 1000-16 sizes; the 820 is 30.5 inches in diameter with a 10.7-inch cross section (8.5-inch tread width), and the 1000 is 30.2 inches in diameter, with a 12-inch cross section (9.5-inch tread width). Prices start at $280 for the 820-15 with a black sidewall (whitewalls are available too). The Firestone "piecrust" is DOT approved for highway use, and is built in the USA from new molds from Firestone drawings.
COMP Elite Race Lifter
It's no secret that recent developments in cam lobe profiles and valvesprings have left current lifter technology a bit behind the curve. And while it may seem like the lifter is the culprit in many valvetrain failures, it's actually an unhappy accident of sorts, resulting from technology that moves forward in uneven spurts. COMP Cams has identified the lifter as an area of opportunity, and has put the finishing touches on their best solid roller lifter yet: the new Elite Race lifter. The Elite Race solid roller lifter features a host of advantages over competing race lifter designs; these advantages include an SAE 8620 stainless steel alloy body that is CNC machined and REM finished. Extensive improvements to the rollers and needle bearings have also been made (micro-polished and micro-sized roller wheels and micro-sorted bearings).
These lifters feature an exclusive body design that does not include an oil band, maximizing rigidity and reducing lifter bushing wear. While the construction and body design make them incredibly strong, the Elite Race solid roller lifter is also lightweight, weighing less than 100 grams individually. All lifter bodies are "tall" and will clear both stock and aftermarket .300-inch-tall lifter bores. Possibly the most critical element of this lifter design is the fact that the oversized (.400-inch) axles are dual-pinned, whereby pins go through the lifter ears at each end and leave a small gap in between for oiling. This pressure fed oiling provides wear-reducing engine lubrication when and where it's needed the most. The oil actually flows through the center and the top of the axle-directly to the needles.
For maximum control and durability in high-rpm race applications, these lifters also feature captured link bars and an exclusive modular pushrod design that allows the pushrod insert to be swapped out for centered, left, or right offsets. Folks, these are some serious pieces, and they're designed for the most punishing environments. They're also fully heat-treated, machined to high tolerances, fully rebuildable, and available for a number of Chevy, Ford, and Chrysler applications.
Fat Man Suspension
The '62-67 Nova suffers from a malady common to many '60s cars: poor suspension geometry. Today's roads and superior tire traction require updates to make these cars work as well as they look. By installing Fat Man's strut-type suspension-based on '82-93 Camaro spindles and brakes-you'll eliminate the factory bumpsteer while gaining an adjustable ride height and five-lug disc brakes. The original steering column can be modified to accept a lower U-joint, or an aftermarket tilt column can be installed to simplify the job. A recent upgrade to this kit includes the use of a newer OEM rack-and- pinion with larger tie rods and a different U-joint connection that allows much more room for headers. A front-steer rack can be used in manual or power versions, and allows standard rear-sump oil pans to be used, including LS1. TIG-welded tubular steel lower control arms eliminate the strut rods, and attach to a new K-member plate, which bolts to the original lower control arm mounts and reinforces the body. Since the Camaro McPherson strut suspension eliminates the upper control arms, you can choose to trim the fenderwells for header clearance or leave them stock. Fat Man's Nova front suspensions start at $1,995.
Fat Man Fabrications