Street Rods
Are you driving an old truck, or perhaps you are driving a newer, modified pickup that is being upgraded as you go?
Either way, both present their own set of challenges, which when not addressed, will turn normal operation into a nightmarish chore. No one enjoys breaking down along the side the road, so you do what you can to favorably stack the odds against such breakdowns. Truth is you do this by eliminating the simple oversights and by selecting the right parts that enhance the performance and operation of your daily driver.
During the latter part of the 1950s, as America fell into a recession, the American industry machine suffered. The Big Three Detroit automakers felt the hit and quickly began building affordable cars that would appeal to the public.
When you’re located far to the North, as in north of the United States border, it isn’t always easy to gain the attention needed to grow a hot rod shop through creative statements alone. Then again, quality workmanship is difficult to miss and is rarely overlooked by knowledgeable people.
Every detail matters when it comes to restoring or customizing a vehicle. Whether you’re smoothing out seams, fine-tuning trim, or upgrading outdated systems, the right techniques can make the difference between a show-stopping build and a project that falls flat. We’ve compiled 34 expert tips to help you refine your restoration skills, sourced directly from the pros at Jeff Lilly Restorations. Dive in and discover actionable advice that will streamline your workflow, enhance your results, and help you achieve the classic car of your dreams.
As enthusiasts, when we build our cars, we tend to stuff as much tire under those cars as possible. This is especially important for rear tires that hook the car to the ground while improving its stance. For those interested in drag-racing their cars, you will need to accommodate larger rear tires or slicks. The current hot trend is the 10.5-inch slick, which seems to work well on many applications, but depending on the make and model of your car, it may require modifications to enlarge the rear wheel openings to accommodate the larger rubber.
For the hot rodder who demands usability and performance, Smeding Performance’s 408” LS3 engines are designed to take your project to the next level. These aren’t your typical cookie-cutter kits—they’re full-fledged, turnkey engine packages built to drop into your classic chassis and turn it into a road-ready rocket. Whether you’re chasing street-friendly power or show-stopping performance, Smeding has you covered with engines dialed in for hot rod perfection.
This is an easy-to-apply product that was designed to prevent dulling and oxidation of aluminum, retaining the polished brightness and luster.
Some of it involves learning, but, for the most part, we’re pretty sure it’s something you’re born with, and you either have it or you don’t, and you can’t “fake it ’til ya make it.” We’re talking about vision—not the 20/20 version, but the ability to squint your eyes and see past the ugly duckling and uncover a swan. Tom Flurry has that even more special blend of vision and the ability to perform the work. Before your eyes is colorful proof that below the somewhat homely skin of a stock ’36 Plymouth there is indeed a swan, and Flurry uncovered most of it in his home shop in Mattituck, New York
Some of the most interesting conversations around the office usually center on whether a rod built without shiny paint can be considered a finished rod or something else. There are some trendy names floating around that are often associated with these cars, but we don’t particularly think these names are appropriate or accurate for a proper description. Just because a rod has a satin finish doesn’t mean it is lacking any aspect of a finished rod. Rick Nowak’s ’48 Chevy pickup definitely falls into the latter category. As its owner and builder say, “It’s not a ratty rod; not perfect, just a radical-looking driver.”
When it comes to adding power to your small-block Chevy, the camshaft is an integral part of the performance equation. Luckily for owners of Chevy’s latest iteration (Gen III) of the famous small block, the modern fuel-injected LS1 responds just as well to camshaft upgrades as the LT1s, L79s and L48s of old. Naturally, cam technology has come a long way since the days of the Duntov 30-30 profile. The improvements in cam technology are important, as the new LS1 is head and shoulders above any of the old ’60s and ’70s muscle-car small blocks, regardless of the advertised power ratings.
