Pontiac
A stroll through the pits at the local 1/8-mile dragstrip is always fun for us, as you’re likely to see any number of cars that use a full-tube chassis, fiberglass body and monstrous slicks to click off consistent 5-second elapsed 1/8-mile times. However, it’s far more entertaining to see a stock-appearing car hit those same numbers, and that’s exactly what Greg Corbin’s ’98 Trans Am is capable of doing.
“It looks like a Chevelle, but what’s up with that grille? Why does this Chevelle have a Pontiac dash in it? Where did you get the special side trim?” These are questions often heard by muscle car enthusiast Nick Hedgecoth, shortly after pulling his ’64 Acadian Beaumont into position at a car show or cruise-in. This mixture of components puzzles many enthusiasts, but it makes for a great-looking car that will always get attention because of its unique styling.
If you’re all about upgrading your ride’s steering game, then the Borgeson G-Body, F-Body, S10 Steering Shaft is your ticket to automotive nirvana. Designed to fit snugly into 1979-1988 GM G-Body, 1982-1992 GM F-Body, and 1982-1993 S10 pickup models, this bad boy brings a whole new level of performance to the table.
Gone are the days of struggling to find restoration chemicals and parts. The article highlights how the availability of reproduction parts and user-friendly chemical solutions has revolutionized car restoration. It introduces popular and effective chemicals like 3M Underseal Undercoating, Eastwood Self-Etching Primer, and OEM Paints React, highlighting their benefits and applications. It even delves into restoring cast-iron parts, suggesting solutions like OEM Paints’ Steering Gear Box Finish. Get ready to be amazed by the latest advancements in car restoration!
The Specialty Equipment Market Association (SEMA) Show engulfs Fabulous Las Vegas annually. It brings together the biggest names in the automotive world to show off the latest and greatest, whether it’s new products, amazing custom builds, or the newest trends. TheAutoBuilder is excited to be in the thick of it all.
You can’t throw a stone these days without hitting an aftermarket aluminum cylinder head. They perform as good or better than anything the factories put out, and then some. They are much lighter than iron heads, and they’re now extremely affordable. Thanks to competition in the aftermarket, it could easily be said that for the performance and price benefits of a new set of aluminum heads, why would anyone bother refurbishing a set of iron castings?
