It's the subject of innumerable reader letters and plenty message board posts: the price of building a motor or assembling a complete project car. The goal of any car magazine is to entertain and inform, and the information contained in a PHR tech article frequently consists of sources, part numbers, technical guidance, and yes, pricing.

I've yet to meet a hot rodder who didn't have a shrewd business side, whereby everything he absorbs through articles and message boards is processed on the basis of the bang-for-the-buck. At some level, every part of a car or an engine is analyzed for practicality or affordability. You might, for instance, think, what's the point in having that set of killer cylinder heads if it costs more than I make in a month? Your thoughts may then extend to: Those magazine guys are nuts!

There is this imaginary price/performance continuum (think of it as an X/Y axis) with the cost on one scale, and the performance on the other. So representing the four theoretical extremes, you could have an expensive widget that does a great job, an expensive widget that does a horrible job, a cheap widget that does a horrible job, and a cheap widget that does a great job. This ignores other factors, such as reliability, looks, or quality, but the concept really gets at the primary desire of every hot rodder: go fast for cheap.

The actual price is where we get into sticky territory. When pricing out stuff in PHR, we will normally quote the regular-guy street price from a mail-order house like Jeg's or Summit. Think of it like Switzerland-it's the neutral, safe territory which we all can agree upon. We know hot rodders are going to sniff out the lowest price for stuff, kind of like a bolt of lightning branching out to seek the path of least resistance. Guys can be very creative-bartering, trading, borrowing, hoarding, and sometimes even, ahem, developing a case of sticky fingers. (You see most all these traits every month in PHR's more budget-oriented car features.) And when a good price can't be found, there's always the option of cooking the books, so peers and family don't know the real cost. Weird things happen. I used to hang out with a group of guys who considered it dishonorable to put new speed parts on a hot rod. Ingenuity was admired right up there with driving chops. (The thinking: "If I loose this race, at least I spent nothing on my car.")

Which brings me to this month's budget-themed issue. We're gonna get letters again, and there will be two flavors: some crying foul that we picked up a swap meet oil pan for $30, or had something old just lying around. The other batch will say we're suckers for paying full retail for stuff in a blister pack. It's tough, because these criticisms are pretty much the opposite of each other. When this happens, it has me wondering if they're even talking about the same story. The only way I can solve the mystery is by understanding that a lot of readers sort of assume they're in competition with us, so I should be flattered more than anything.

For that reason, it doesn't matter to me if I end up being the punching bag for some guy who can MacGyver a 700hp big-block with chewing gum and bailing wire. Good for him. If he plays his cards right, there's a story in there. It also doesn't faze me if I get called on using reconditioned swap meet parts. Why? Because we're providing all the info (good, bad, or indifferent) for you to make your own judgment. You're grown up, and can decide for yourself if our pricing fits your purchasing habits. The point is, we're in full disclosure of our project pricing with nothing to hide. If you're insulted by the pricing in this issue, we apologize in advance.

There was a time in America when drag strips were dedicated to not only providing competitive racing programs for locals but a way of drawing high school kids to a proper and safe race location rather than street racing. Over the years, many tracks have successfully created and promoted such programs. Flowmaster Mufflers had decided to engage with that cause by creating their first ever High School Safe Streets Track Program, which launched in 2008.

The High School Track Program will involve 25 tracks for 2008 reaching across the country and providing a special cash reward to racers who take the top point awards. Among the rewards are a $1000 US Savings Bond Prize, discounts on Flowmaster(r) products, special Flowmaster apparel and trophies noting their efforts surrounding the racing season.

For more information about the Flowmaster High School Safe Streets Drag Racing Program, a listing of participating tracks and a look at the impressive prize package, do online to www.flowmatermufflers.com or cal1 (800) 544-4761.

In the rural farm country of Kalona, Iowa, you'd expect to hear the monotonous drone of a massive John Deere combine working the fields. But on a good day, you can hear the raw horsepower of Bob Lathrop's badass 351 Windsor punching through the air.

Bob built the AFR-headed engine at his shop, Performance Unlimited, where he works on cars during the day and burns the midnight oil building race engines. He says there is just not a big enough market in the area to support a full-time engine shop, so he does what he has to, in order to pay the bills and keep the wolves at bay.

Let's back up a minute, and start at the beginning. Last spring, one of Bob's customers asked him to build an engine for a '67 Fairlane. Bob had wanted to build an engine for the Engine Masters Challenge, so why not build a 351 Windsor that would satisfy both? A project was born.

Bob and his crew, Jim Keifer and Shawn Horras, found a '71 351 Windsor core from an old van that was in pretty decent shape. The early blocks are known to be way beefier than the later stuff, so he figured it would hold the 500-plus horsepower he was shooting for. For that power range, a main girdle from PRW was added for insurance. A call to the Eagle tech line confirmed that a plain-Jane set of SIR 5.959-inch Windsor rods would easily handle that load.

With an OEM Ford crank resting on a set of Clevite bearings, he found the clearance was dead-on out of the box at .0022 inches on the mains and .0020 inches on the rods. Crank thrust was good at .004 inch, and rod side clearance was again spot-on at .020 inch.

A Moroso front-sump pan holds the Pure Power synthetic oil that Bob likes to run. The Melling M-Select pump runs that oil through a Pure Power modular oil filter before feeding the bearings.

"There really isn't anything trick in the engine," Bob claims, though he admits that the pistons are, in fact, pretty trick. "Besides the heads, the pistons are the single most expensive part of the engine," Bob says. He had the gurus at JE whip up a really nice set of lightweight forgings that gave him plenty of piston-to-valve clearance, a very streetable 10.48:1 compression, and a 1.2mm, 1.5mm, and 3.0mm ring package. That package has a back-cut, moly-faced top ring with a .020-inch gap, a back-cut, napier-style second ring with a .022-inch gap, and a low-tension oil ring. A good portion of the friction in an engine comes from the rings, and using the low-tension oil rings and napier second really helped out, in this case dropping the amount of torque required to rotate the short-block to 16 ft-lb.

COMP Cams ground Bob a hydraulic flat-tappet camshaft with 240/246-at-.050 duration, and .576-/.583-inch lift on a 108 lobe separation. COMP also supplied the 1.6-ratio Magnum series rocker arms for this deal.

Oh yeah, and the heads? How about a set of AFR 205 CNC-ported heads that use a proven porting program and flow big numbers right out of the box? Not wanting to get the runners too big, Bob did almost no work on the heads. A small amount of epoxy was used to blend a variance in the pushrod restriction, and just a few minutes were spent with a cartridge roll on the short-side radius, masking the parting line where the CNC program switched from the intake side of the runner to the chamber side. These little touches brought the flow numbers up a solid 10 cfm on the intake. AFR has some of the most efficient combustion chamber designs on the market, and they were left as-is. The exhaust ports were also left untouched. Bob used the valves and retainers that came with the heads, and only changed the springs to a set from COMP that was set up with 140 pounds on the seat and 380 open. That kind of spring pressure can be rough on a flat- tappet cam, so the break-in was done with care.

Tuning this relatively modest combination is what really made the engine shine. "We ran the Innovate ST-12 wideband system and had an O2 sensor in each header tube," Bob says. Bob claimed earlier that the only trick parts of the engine were the pistons, but it's clear that he spent a bit of time on the Edelbrock Performer RPM intake. "I have about 20 hours of work in that intake, raising roofs and reshaping plenums," Bob says. One thing Bob learned about the Performer RPM is that cylinder number one wanted to be lean, and number eight liked being rich. He played around with various dams, and moved some of the port walls around, managing to even out the fuel distribution and bump up the power curve at the same time. "My goal was to get the cylinders to behave as close to the same as possible," Bob says. Playing with valve lash had almost no effect, and he even tried to run a hotter spark plug in the richest hole to combat a possible fuel-puddling problem. Dyno testing with a Victor Jr. never showed the same broad power that the Performer RPM did. The Victor Jr. was a little higher in peak power, but not enough to justify its use.

A good part of the tuning effort was focused on the Charlie Morgan-built 1070 carburetor. Staggering the jets and air bleeds really helped cylinder-to-cylinder variance, and Bob dipped into some emulsion jet changes to even things out. "When I changed the emulsion jets, I got rid of a lean condition I had on all eight cylinders on tip-in," Bob says. Bob tried running an 850 annular booster carb, and it had a little better fuel curve, but just didn't make the power of the 1070. Referring to the ups and downs of power versus efficiency, Bob sighed and said: "That's the game we play. It's a trade-off."

All of Bob's hard work was rewarded with big power numbers, 536 peak horsepower and 488 lb-ft of torque to be exact. Did we mention this was on 91 octane pump gas and all at below 6,500 rpm? Again, with a flat-tappet hydraulic cam.

Bob's philosophy of building engines like this has always been to focus on a combination that's really responsive and torquey. "I've always been a torque guy," Bob confesses. "I think that's what got me into fifth place two years ago," he says, referring to his extremely respectable showing at the 2006 Engine Masters Challenge. That philosophy keeps his customers happy and his business growing.

Bob's engine build sheet sure might not look like it has very many trick parts, but he's proven that he knows how to put together a solid combination that will leave ordinary 351W pump-gas engines in the dust!

BY THE NUMBERS
PERFORMANCE UNLIMITED 358CI SMALL-BLOCK FORD
Bore:	4.030 inches
Stroke:	3.500 inches
Displacement:	358 cubic inches
Compression ratio:	10.48:1
Camshaft:	COMP hydraulic, flat tappet
Cam duration:	240/246 degrees
	at .050-inch tappet rise
Cam lobe lift:	.360/.364 inch
Rocker ratio:	COMP Magnum 1.6 ratio
Lobe separation:	108 degrees
Installed centerline:	102 degrees
Top ring:	1.2mm JE
Top ring gap:	.020 inch
Second ring:	1.5mm JE
Second ring gap:	.022 inch
Oil ring:	3mm JE
Piston:	JE, dished top
Block:	OEM Ford 351W
Crankshaft:	OEM Ford 351W
Rods:	Eagle SIR 5.959-inch I-beam
Main journal:	2.620 inches
Main bearing clearance:	.0022 inch
Rod journal:	2.070 inches
Rod bearing clearance:	.0020 inch
Cylinder head:	AFR 205
Peak intake flow:	295 cfm
Intake valve diameter:	2.080 inches
Exhaust valve diameter:	1.600 inches
Intake manifold:	Edelbrock Performer RPM
Carburetor:	Holley 4150 modified to
	1,070 cfm by Charlie Morgan
Header:	Mac 1 3/4 Fox-body Windsor;
	3-inch collector
Ignition:	MSD 6AL
Damper:	TCI Rattler
Water pump:	Meziere

DTS DYNO DATA
BEST QUALIFYING PULL
RPM	TQ	HP
2,500	364	173
2,600	374	185
2,700	383	197
2,800	393	210
2,900	404	223
3,000	413	236
3,100	419	247
3,200	423	257
3,300	421	265
3,400	416	270
3,500	411	274
3,600	410	281
3,700	412	290
3,800	418	302
3,900	427	317
4,000	439	334
4,100	451	352
4,200	461	369
4,300	469	384
4,400	477	399
4,500	481	412
4,600	485	425
4,700	486	435
4,800	487	445
4,900	488	455
5,000	487	464
5,100	486	472
5,200	486	481
5,300	484	488
5,400	481	495
5,500	479	502
5,600	477	509
5,700	474	515
5,800	470	519
5,900	466	524
6,000	463	529
6,100	457	531
6,200	451	532
6,300	445	534
6,400	439	535
6,500	433	536

When we took the wraps off of rocker Kenny Wayne Shepherd's '70 Duster in our March issue, he had just started work on a new project-a '72 Dodge Charger. In the April issue, we gave you a sneak peak of that car with a few morsels of info to tease you. Kenny's Charger is coming along nicely, and we recently had a chance to sit down with him for a quick interview.

The theme of unloved and forgotten cars is one we touch upon a lot at PHR, and Kenny's '72 Charger is along those lines. There once was a time when the roads were full of mid-'70s B-bodies like this one. We miss those days, and so does Kenny. "I'm trying to build a car that is reliable-one that performs, handles, and drives as well as a brand-new car. At the same time, it has classic styling. Also, I'm trying to generate some attention for the third-generation Charger, which I feel is one of those overlooked cars."

Work is progressing rapidly on Shepherd's Charger as the Hot Rod TV cameras roll on. All of the work is being done at Picture Car Warehouse in downtown Los Angeles, under the watchful eye of proprietor Ted Moser. Shepherd: "One of the things we're doing is modifying the floorboards to accommodate a six-speed Viper transmission. That's a lot of work. We smoothed out the keyholes on the car, and the side marker lights. We're also filling in the front bumper to eliminate the license plate recess. We're smoothing the bumpers, welding the bolts to the bumper, and grinding them down, then tucking them tight to the body."

All that work for a Viper transmission will be justified, as the '72 Charger SE will be packing one of Mopar Performance's new fuel-injected 392-inch all-aluminum Hemis. The Charger will be a rolling testbed for some very high-tech, yet streetable gear. The 392 Hemi fits that bill perfectly, with 525 hp and 510 lb-ft of torque at the flywheel. "All the wiring as well as the harness comes with the 392," says Shepherd. "The computer is preprogrammed from Mopar. It's really cool because it's a plug-and-play application."

Following through with the modern high-tech theme is a modern coilover front, and Viper independent rear suspension. "Matt Delaney, a good friend of mine, has come on board by gathering the right components, most especially for the suspension," says Shepherd. "These suspension pieces are from Reilly MotorSports. It's their AlterKtion frontend." For about $3,500, the AlterKtion front K-member kit converts '62-72 Mopar B-bodies from torsion bars, to a modern coilover double-wishbone design.

At the rear, a Viper IRS with factory 3.07:1 gearing will complete the mechanical update of the classic B-body. "This is a Viper rear differential. It's an aluminum housing, so it's light, but it's heavy-duty too. It can definitely take the abuse that the 392 Hemi can put out," says Shepherd. (Having featured many of Matt Delaney's prior Mopars in PHR, we don't even have to ask where Kenny got the Viper IRS idea from!)

From the beginning of this project, Shepherd has worked closely with Shannon Hudson of Redline Gauge Works. The two have shared a common vision for the Charger since day one, when they were initially running down leads for a suitable starter car. Hudson's area of expertise is custom gauges, which have showed up on more award-winning musclecars than we can count. Obviously, the finished Charger interior will feature Hudson's handiwork, along with requisite upgrades from Just Dashes (dash restoration), Year One (various items), and Kicker Audio (Shepherd: "This thing is going to have an awesome sound system!").

As work progresses, more equipment choices are being made. At this point, Shepherd has elected to go with TTI headers and exhaust tips, a custom MagnaFlow exhaust, modified 2008 Sebring convertible seats, BFGoodrich tires, and most likely custom Foose wheels.

We look forward to seeing how this forgotten classic turns out. We give Kenny Wayne Shepherd and his posse of Mopar freaks a lot of credit for taking on a '72 Charger SE. Prediction: The market for third-gen Chargers is going to heat up real quick come April-so get yours now. We know we'll be watching the Speed Channel on April 12, when this bad boy hits the small screen.

Long before the great unwashed masses knew the name Boyd Coddington, or the reality TV show, "American Hot Rod," hot rodders revered Coddington for his cutting-edge style. Hand in hand with his ground-breaking designs came the total elevation in the level of mechanical execution that has become the gold standard for car builders around the globe. Boyd Coddington, car builder, entrepreneur, designer, TV personality, and all-around great guy, died at 6:20 am on February 27, 2008 at the age of 63.

Most Americans have become familiar with the La Habra, California-based builder through his hit reality TV show, "American Hot Rod." The show's producers often portrayed Coddington through the miracle of editing as a crotchety, unforgiving soul with a mischievous side, but this editor knows there was another side. In dealing with Boyd, I found him to be open and inviting. He'd look you in the eye and give you the straight story. He was enthusiastic about new ideas, he was accommodating-even when it meant inconvenience to himself, and he loved cars of all kinds, not just '32 Fords. Where I do find agreement with Boyd's TV portrayal is in his extremely high standard of execution. He demanded the best from his people, who often were forced to dig deep, or get the heck out of the way. You don't get to be Boyd Coddington by ignoring the small stuff and taking the easy way out.

Coddington was not without his faults though. Most memorable is his foray into the custom wheel market. While his initial attempt was a critical success-and one which forever changed the hobby for the good-it was nonetheless a financial disaster, which spawned acrimony with many customers and business associates. In some regards, Coddington was not an ideal businessman, but he had tremendous vision that captured the imagination of hundreds of thousands of hot rodders. Most enthusiasts didn't have the monetary wherewithal to own a Coddington creation, but his wheel designs were within reach of the average guy, and could transform the ordinary hot rod into something truly special. It is this foundation laid down by Coddington in the 1980s that has changed the landscape of the aftermarket parts industry forever.

Coddington more recently ran afoul with federal and state officials during a highly publicized sting operation, in which he was accused of laundering the titles of his creations out of state. It is perhaps Boyd's high TV profile that put him on the government's radar screen for a process that, up to that time, was common practice among car builders. Using creative (and legal) loopholes in state and federal vehicle statutes, Coddington and many others had figured out how to streamline the arduous (some say impossible) process of registering and building their masterpieces. Many states, most notably politically liberal California (where Coddington's business is set up), are openly hostile to hobbyists, and Boyd was the largest, most visible target to make into an example. Ironically, Coddington's case has become, to the state's chagrin, a rallying point for hobbyists everywhere, who see the states' tightening regulatory environment as a noose around their neck. We shall continue his fight in his absence.

I was lucky to have known Boyd Coddington. He was, and shall remain, an inspiration to me. It will be impossible to look at any custom street rod, musclecar, or hot rod built after the 1980s and not be reminded of his influence. The car building lexicon of Coddington runs the gamut, from wheel design and vehicle rake, to bold colors, elevated styling, and mechanical excellence. Virtually every OEM designer or car builder who operates at the regional or national level can thank Boyd Coddington for his boldness. We will all miss you Boyd!

-Johnny Hunkins

It was almost three years ago when GM introduced the 7-liter LS7 engine as the most potent mill ever churned out by the General. At 505 horsepower and 470 lb-ft of torque it surpassed everything else in GM's stable and most of the engines put out by the competition. But today, it's no longer the meanest dog in the kennel. That distinction has officially been passed to GM's latest creation-the LS9.

The LS9 engine was developed to motivate GM's latest supercar, the ZR1 Corvette and, if they hoped to surpass the world-class performance of the Z06, GM knew they would need something special under the hood.

Displacement Drops
The new LS9 exceeds the LS7 in every area except one, displacement. The main reason for the drop in displacement was strength. GM's plan for the LS9 included a supercharger and they felt the 427 cubic-inch block wasn't strong enough to reliably hold up to the intended boost. Instead, a beefed up 6.2-liter LS3 block will be used. Starting in '09, all 6.2L blocks, including truck blocks, will feature this 20 percent increase in bulkhead strength. According to Tom Reed, of GM, "All the blocks benefited in '08 with a 20 percent increase because of the LS3 improvements. Therefore, since 2007 the bulkhead area strength has increased 40 percent. Something to keep in mind when the 6.2L blocks start showing up in the bone yards, way down the road." The 319-T5 aluminum block, with forged steel bearing caps, will also be deck plated, bored, and honed. The LS9 will also feature eight block-mounted oil squirters. These squirters will keep chamber temps down and lessen drivetrain noise. This is the first time GM has used oil squirters in a small-block application. By sharing the casting across the LS3 line, costs will be kept down.

Forging Ahead
The use of exotic titanium will continue to be used in the engines rods, but GM has moved to forged 9.1:1 compression pistons. The floating pin- pistons are anodized on the top and the skirts are polymer coated. Turning it all will be a forged steel micro-alloy crankshaft.

Boosting Up The Power
For the first time ever the new super 'Vette will come from the factory with a supercharger under the hood. The Eaton Gen VI Twin Vortices Series (TVS) supercharger exceeds the previous Gen V supercharger in several key areas. The main area is in blower displacement. The larger displacement of the new Gen VI unit expands the range of the compressor's effectiveness, building power more quickly at lower rpm and sustaining it through higher rpm. The 2.3L displacement of the Eaton will provide maximum boost of 10.5 psi.

Inside the supercharger is a new, four-lobe rotor arrangement that tops 15,000 rpm, thus helping sustain airflow at high engine rpm. Also, the intermeshing design of the lobes helps quiet the supercharger, even at high rpm. In fact, the new Gen VI four-lobe blower design provides up to 10 dBa less case-radiated noise than the Gen V blower.

Air To Water Intercooler
The new air to liquid tube-in-fin intercooler will help to lower inlet temps by up to 140 degrees Fahrenheit. The dual aluminum brick intercooler will have its own separate dedicated system with a 3.62-liter reservoir mounted in front of the radiator. One of the most impressive feats of this new system is how it's packaged into such a compact form. GM engineers were tasked with keeping the overall dimensions of the new LS9 in line with the LS7. This way, no huge bulge will be needed on the new ZL1 'Vette.

Other Improvements And Details
To keep the engine as low as possible, GM opted to run a two-belt system on the LS9. The air conditioning and alternator will run on a separate 6-rib belt while the blower, power steering, and water pump will run off an 11-rib belt. To handle the extra strain, the water pump bearing was beefed up.

Oil capacity was increased for the system since the ZR1 has an expanded performance envelope compared to the Z06. The result is a 33 percent increase in oil capacity. That means you'll need 10.75 quarts of oil instead of the previous 8 quarts when you do an oil change. The increased oil supply will result in the mill handling 30 percent more g's. This increase in oil capacity will also be integrated into the LS7 engine in the Z06.

The Bottom Line
While GM didn't give the final power number of the LS9, Sam Winegarden stated that: "There's no way it's leaving Wixom with less that 620 horsepower and 600 lb-ft of torque!" That would equate to an output of 100 horsepower per liter of displacement, making it the most powerful production vehicle engine in GM's history. Equally important to GM, was the LS9's refinement, driveability, and durability. Despite having 23 percent more power over the LS7, the LS9 delivers an 11 percent improvement in idle performance over the LS7. The GM engineers have also increased the thermal efficiency by 15 percent and lowered parasitic loss by 35 percent over the last generation supercharger. Manufacturing has been easier since 76 percent of the parts in the LS9 carry over from other GM small-blocks. In terms of durability, the LS9 has already been validated to over 100,000 miles. That's 6,800 hours on the dyno with more than 100 of them at WOT. This is a good thing since we bet these new engines will be spending quite a bit of time clawing at the upper rpm.

You really have to feel pity for "the other guy." He's the one you always hear about, and bad luck seems to be his constant companion. Maybe his car was stolen, wrecked in a crash, or burnt to a cinder in a fire. May 5, 2007, was the day I became the other guy. I had just taken my '68 Camaro out of the shop, and was finishing the last details. Two weeks on the road and 500 miles on the odometer was all I got to enjoy before an inattentive driver crushed my car, along with my hopes of a summer filled with cruising. I was just happy the guy had insurance, and that I wasn't on a gurney. I was simply in the wrong place at the wrong time, and it can happen to anyone.

In a way, I lucked out. I was zero percent at fault, and the other guy had a good policy through State Farm. My car was also freshly done and heavily documented. The rough estimate to fix the carnage was $35,000, and State Farm offered $21,000 to fix it, to which I chuckled. Insurance companies are not used to dealing with classics-they generally deal with wrecked Toyota Camrys. Because of this, their labor rates are based on "production shops," and not shops that do classic cars. They wanted to pay $48 an hour for the repair, but our shop charges $75 an hour. Again, since I wasn't at fault, I was in a good position to negotiate my point. After several more discussions between the adjuster, the estimator, and my shop, State Farm agreed to fix the car at our chosen shop. They also agreed to our shop's labor rate, so long as all the work would be documented. Don't be afraid to argue your case with the insurance company, and if you feel you're in the right, there's always small claims court as a last resort. Consider this a victory for the little guy. But there are so many ways this could have gone badly-very, very badly.

The GPS Snitch
Protecting your car can be as expensive as an alarm system, or as low-buck as a cleverly hidden kill switch. Neither will protect you from a pro with a flatbed, but every bit helps. Another option is a GPS tracking device. A brand-new one we like a lot is called the GPS Snitch, sold through MuscleRodz. It can be hidden anywhere, and is programmable to call your cell phone if your car is tampered with. Once notified, you can pop online to see exactly where your car is, and, if necessary, notify the cops. Or take matters into your own hands, if you prefer. Look for a story on the GPS Snitch in an upcoming issue of PHR.

Fickle Finger Of Fault
There are two things that determine how well things will work out for you if something happens to your ride: fault and insurance. If the accident is your fault, then the quality of your insurance comes into play. If it's the fault of another party, then their insurance matters most. Nonetheless, even if you bear no fault in the accident, you can still get hosed if the other person is uninsured or under-insured. In this case, your insurance comes back into play, but only if you have uninsured motorist coverage.

When buying insurance for your musclecar, assume you'll use it. Buy it like you know that any accident will be your fault, and that the other party thinks insurance is something only bought at the blackjack table. Going cheap on auto insurance is a bad investment. If the guy that hit us was uninsured, we would've been in much worse shape, because we hadn't yet upped the Camaro's coverage.

"Stated" Versus"Agreed" ValueThe most important part of your insurance is whether your car is covered under a "stated" or "agreed" value policy, and it's critical that you know what your current policy is. Many people are in a cleverly worded stated-value plan, and mistakenly think they have an agreed-value policy. We asked McKeel Hagerty, CEO of Hagerty Insurance, about the differences. "Both stated-value and agreed-value policies can cover a collector vehicle for its full value," he says. "But because stated-value policies are only required to pay up to that amount at the time of a total loss, there is still wiggle room for the insurance company. Only agreed-value policies guarantee that a collector will be fully paid in the event of a loss. This is why we only sell agreed-value policies." The wiggle room mentioned here is where you can really get screwed. According to Chuck Wasoski of Grundy Worldwide, "In a stated-value policy, the insurance company will pay the lesser of the stated value, the cost to repair the covered auto but not to exceed the stated value, or the actual cash value. With the agreed-value policy, the insurance company would either pay the total agreed amount, or the cost to repair the auto (not to exceed the agreed amount)."

As you can see from the stated-value plan, the insurance company can always exercise the "or" option, and opt to pay you based on the actual cash value. This isn't the same as the value you stated-it's what they think the car is worth. After all, they never agreed with you about the value of your ride in the first place, they merely wrote you a policy for what you stated it was worth. Get the picture?

Some people have neither of these policies, and just add their classic car to the policy covering their daily drivers. In these cases, the insurance company is most likely going to pay based on Blue Book value. Good luck convincing them to cover that new 383 stroker motor you dropped in last month. To them, it's just an old car with little worth. What's the moral of this story? Go with an agreed-value policy, or suffer the potential consequences.

Specialty Insurance
Classic musclecars are all the rage, and given their surge in popularity, many traditional insurance companies are getting into the collector coverage game. This isn't necessarily a bad thing, except that their appraisal and claims departments are sometimes geared more toward normal cars-not one-of-a-kind customs. According to Hagerty, "While several of the general auto insurance companies now offer agreed-value policies and try to convince collectors that a multi-policy discount is the way to go, they are really not in this business, and their claims handling would prove it. The big companies are great at regular cars, but classic cars need special attention."

At Grundy, Wasoski echoed this idea. "The advantages with a specialty company will basically come down to cost," he says. "Collector rates could be as much as 75 percent less than standard car insurance companies. If a claim occurs, a collector car insurance company has more experience with how to handle it properly."

Protecting Against Theft
It's said that the best defense is a strong offense, and this is true of protecting the investment in your hot rod as well. Having your ride swiped is about as bad as it gets, for several reasons. First, in most cases, the insurance company will want to wait a certain amount of time (sometimes several months) to see if your car is recovered. Second, you will only have documentation like receipts and pictures to argue what the car's worth. Having a current appraisal or an agreed-value policy will really help in this regard, but it's no guarantee. Take the time to make your car a less tempting target. While no single thing will make you 100 percent safe, there are a few tricks that may convince the crook to move on to an easier target.

Limits On Use
One way specialty insurance companies can charge you lower rates is by putting rules into place that limit the chances for a claim. Many companies place restrictions on how many miles you can drive your car each year; but other companies, like Hagerty and Grundy, don't have actual mileage limitations-they have limits on use. Both want to know that this isn't your primary means of transportation, and that it's mostly used as a hobby. Both also want your ride stored in an enclosed garage, and neither will cover you at the race track. Almost all specialty insurance companies have some restrictions. In general, we found that as restrictions decrease, cost increases-and quickly. Shop around and find a company that will sell you an agreed-value policy at a price you can afford, with restrictions that work for you.

It's important to note that racing modifications are a touchy area. Some specialty companies won't insure a car with a rollcage or nitrous, while others will make you sign a statement that you won't race the car. Again, when shopping around, it's critical that you ask questions specific to the way you use your car. We asked Hagerty about his take on modified cars, and he said, "We are definitely more cautious about certain types of racing modifications. We have a fairly strict racing restriction in the policy, so we are not too concerned about racing itself when people are open about it, because we simply do not cover racing losses. Nitrous is a bit of a special case, as we have seen spectacular losses resulting from faulty installations and poor storage and handling. So we will not currently insure vehicles that have active nitrous systems. We will occasionally make exceptions if a vehicle has the system but it isn't activated." When we called Grundy for a quote, it didn't exclude cars that have nitrous from coverage, but when hearing of our Camaro with a rollcage, we would have had to sign a letter stating we wouldn't race it. Like we said, shop around for a company that fits your automotive lifestyle. If you find a smaller company willing to cover your 10-second street car-even at the track-be sure to dig around about its rating and how good its service is on claims. Only go with companies that have an A or A+ rating. It won't matter how good the policy sounds if it can't, or won't, pay out on a claim.

Heacock Classic insurance does it a bit differently. With this company, you buy your policy based on use (1,000, 3,000, or 5,000 miles, for example). According to its underwriting manager, Gary Gandy, "We are less concerned with racing-style modifications than we are with the way the car is used. We won't cover a stripped race car with license plates, but we have no problem with a modified street car." Grundy also allows for liberal pleasure cruising, and will cover your drive to the track-but don't expect coverage in the staging lanes and on the track. Want to take the wife for a spur-of-the-moment cruise up the coast? No problem. Just don't drive it to work or to Home Depot for a load of lumber.

Remember, you ask plenty of questions when shopping for insurance. Find out if your car is covered if parked overnight at a hotel. It would sure be a buzz kill if you couldn't attend a multi-day event like the Power Tour because of an insurance restriction. Also, ask if they offer discounts for security systems like alarms and GPS tracking devices.

Appraisals
The amount for which you need to insure your car is determined by its value. Many specialty companies don't require you to get an official appraisal; instead, they rely on what the owner feels their car is worth. Hagerty tells PHR, "We work very closely with owners to make sure they feel completely covered before we issue a policy. When someone has no clue what their car is worth, we often suggest a value range. Because hot rods and customs are unique by nature, we sometimes have the owners complete a worksheet to help us understand what the car actually is, and how much went into it. Only on very rare occasions do we require an appraisal from a certified appraiser." If you bought your hot rod already built, then you can go by the bill of sale for value. Even if not required, having your ride appraised can serve as proof of its value in case of loss. It's also a good idea to keep detailed records with pictures and receipts. Just make sure you keep that information in a safe spot where your wife can't find it.

The Bottom Line
Do your research and shop around. Besides the big guys, there are many smaller companies providing specialty policies. We didn't find any that would cover a car while it's racing-and who can blame them? Nonetheless, we did find some that would cover your trip to the track, and even cover you while in the pits or paddock. One such company was Heacock Classic. We asked Gandy what tip he would offer to someone shopping for coverage, and he said, "People often get too fixated on covering the car, and forget to get enough liability and uninsured motorist coverage. This coverage should be the same as that which you carry on your daily driver." You also need to look at all the benefits each policy offers. For example, Grundy and Hagerty both offer roadside assistance for an extra fee, whereas Heacock Classic includes this at no additional cost. When comparing prices, make sure you're doing a fair "apples-to-apples" comparison. A cheaper policy isn't necessarily a better deal if it offers less protection or fewer benefits.

The scene was surreal. I'm standing in the innermost sanctum of GM's Warren Tech Center, watching the world's most famous '57 Chevy being artfully reassembled by the best crew in the business-the artisans of the GM Performance Division. Where do I start? Do I talk about how I idolized Project X as a kid? Do I reminisce about how many Revell '57 Chevy model kits I botched as an 11-year-old? Then there's the Warren Tech Center itself, a building most cars guys can only dream of gaining entrance to. This is where America was built. If you're a car guy, it's the automotive equivalent of Capitol Hill, the White House, and Area 51 all rolled together. The place vibrates power, secrecy, style, and technology. The Tech Center complex itself is a work of art, designed by world-renowned architect Earo Saarinen. (He built a little thing called the Gateway Arch in St. Louis. You mighta heard of it.)

And no less of an environment would do for Harley Earl, whose world-class staff of stylists worked around the clock in 84-hour work weeks to design the '57. Fifty years later, Project X-the world's most recognized '57-has come home to its birthplace. The ghosts of its creators vicariously caress the '57 through the GMPD staff. Gingerly, tenderly, motherly. I can't help but wonder, who owns Project X? The answer, my friends, is everybody and nobody. It's just too big, too important, for one man. I'll even argue that Project X owns a part of us, not the other way around.

Of course, I'm standing in this hallowed place because I'm the editor of Popular Hot Rodding, but at the end of the day, I'm just an observer. The guys at GM Performance Parts and the build crew from GM Performance Division are the real heroes. My role isn't entirely insignificant though. I'm a witness to history in the making-like the guy who drew the picture at the signing of the Declaration of Independence. As I hover at the edge of activity, asking questions and taking photos, you can sense the energy and excitement of it all. Everybody knows the car and its history, its role in the movie The Hollywood Knights, its many magazine cover appearances, and its many mechanical iterations over a 42-year period. You'd have to go to Madagascar to find someone who hasn't heard of "X."

As the day winds down, we set up for the cover shoot, which includes the Anniversary 427 ZL1 that Project X will brandish. The idea is to visually meld two icons together-the notorious all-aluminum ZL1 and Project X-into one image. Over the next few issues of PHR, you'll see Project X come together in grand fashion, from its C6 Corvette front suspension to the one-off triangulated four-link rear. You will witness incredible feats of fabrication, such as the ducted ram-air hood that uses the '57's hood "spears" as inlets. You will be in awe of the side-exit exhaust, which opens at the push of a button to vent, unmuffled, the big-block's full fury. We'll be hard-pressed to show everything though. Without seeing it in person, you'll be unable to appreciate the instrument panel, console, interior detail, trunk, side moldings, trim, bumpers, wheels, and overall attitude. And it will ride like a Cadillac, handle like a Corvette, and cruise like-well, Project X!

We can let the cat out of the bag now, since this will hit the newsstand after the SEMA Show. GM has been working around the clock on Project X for its SEMA Show debut since July. In a nutshell, Project X is the debut vehicle for GM Performance Parts' line of 427-inch big-block crate motors, of which the ZL1 Anniversary Edition is the first. If you missed SEMA, you'll be able to catch Project X in person, if you can hoof it to the 2008 Hot Rod Power Tour. We'll be driving it on all legs and displaying it at all stops, so let us uncork the exhaust for you-we'll be more than happy to oblige.

Got something to say?I want to hear from you.Drop me an e-mail at john.hunkins@primedia.com.

The late, great editor Steve Collison once told me, "It's not about the money, it's the psychic pay." That was in 1992, and at the time, Steve had just hired me as a cub tech editor for Muscle Mustangs & Fast Fords magazine. I was making thin gruel-about $25,000 a year-living in an old, cramped, over-priced New Jersey apartment, and having the time of my life. Before taking the job, I remember being concerned about making ends meet in a new-to-me urban landscape, but the job sounded too fun to pass up. In the intervening years, I've piled up tons of great memories, most of them centered around cars:

1987 Mustang LX 5.0:
Quickest Car I've Ever Owned
My first magazine project car would eventually run low-10s, carrying the wheels on launch, and running straight as a string. It had a Vortech blower, a DSS-built 310-inch small-block Ford, a killer C4 trans, and enough grunt to rip the tires in third gear from a roll. It split stock blocks in half with alarming regularity, and had to be sold because it got too expensive.

1993 Firebird Formula:
Fastest Car I've Ever Owned
This thing would do 145 mph down the back straightaway at Watkins Glen without breaking a sweat. MTI built the fuel-injected, normally aspirated 396-inch small-block LT1, which made 420 hp to the wheels. A full-tilt Kenny Brown suspension, T-56 six-speed, Nitto R-compounds, and huge Baer brakes made it easy to drive fast. I still can't forget the look on that M5 driver's face when I left him in the dust on I-81.

Trans Am Series Racecar:
Most Amazing Car I've Ever Driven
Trans Am driver Lou Gigliotti must be crazy, because the day after he came in Third Place in the Houston Grand Prix, he let me flog said race car at Texas Motorsport Ranch. The specs: 2,450 lbs, carbon-fiber body, 725hp Bobby Cronin-built 310ci SBC, Hewland five-speed clutchless trans. Nothing beats an 8,000-rpm clutchless upshift into third gear at 120 mph.

Katech Cadillac CTS-V:
Most Embarrassed I've Ever Been
I'm at Gingerman Raceway with a 500hp Caddy, the in-car camera is rolling, and Le Mans-winning driver Andy Pilgrim is in the passenger seat. Ever since having driven Gigliotti's Trans Am racer, I'm hot dooky. I'm doing reasonably well, until I go agricultural in a decreasing-radius turn. On the good side, it's funny as hell now, and makes a great story at parties. Thanks to my peeps at Katech for keeping the video under wraps!

1968 Chevelle:
Coolest Car I've Ever Owned
Our current Chevelle project car drips cool everywhere it goes, which by default makes me the coolest guy at my kid's school, any supermarket parking lot, any stoplight, any burger joint, etc. Even with the old motor, it was cool, but with a rumpity Thumpr cam in a 496-inch big-block, a Ferrari could roll up, and not get noticed. The other day at McD's, three schoolgirls asked, "Sir, can we take pictures of your Chevelle?"

1989 Mustang LX 5.0:
Most Frustrating Car I've Ever Owned
I loved my '87 so much, I made the mistake of buying one for my wife-then modifying it. It blew itself up so many times, I stopped counting. It had like $800,000 in parts, and ran 12.50s. And the psychic pay part? I discovered how much my wife actually loves me. It's also the car I drove my wife to the hospital in (at over 100 mph) when she went into labor at three in the morning.

1988 Firebird Formula
350:Best All-Around Car I've Ever Owned
This one was a fully loaded driver with cold A/C, power windows, cruise, a fuel-injected 396-inch small-block, bulletproof 700-R4 overdrive, big Baer discs, a tight Hotchkis suspension, S&W rollbar, and bright red paint. It was super comfy, got great mileage, turned heads, and ran 11.90s on motor. I sold it to pay for a new septic system when I sold my New Jersey house. Easy come, easy go...

Photo Gallery: Johnny Hunkins - Editorial - Popular Hot Rodding Magazine

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