Lancer WRC 2005 vs Honda S2000 Touge
Lancer WRC 2005 vs Honda S2000 Touge
Team Hall & Nass Review the 2010 Cadillac CTS-V Sedan
Been thinking of picking up a new supercharged CTS-V lately? Personally, I’d be happy with a ride in the back seat of this 556 hp/551 tq family sedan. Anyway, head over to The Automotive Adventures of Team Hall & Nass for the dirty details of their fling with the new 2010 CTS-V.
Chris Mays’s 1955 Chevy Belair
What’s your real name? (What’s your online screen name?)
Chris Mays (NASTY55)
Where do you live?
Southaven, MS
What do you do for a living?
Account Manager for Competition Cams.
What GM(s) do you drive?
1955 Chevy Belair, 2003 Chevy Tahoe.
How long have you had your GM(s)?
Three and seven years, owner of Chevy’s for over 20 years.
What got you into GM(s)?
I love Chevrolets; my first car was 1967 Chevy II.
Have a favorite story to tell about your Belair?
My kids love it because of the “airplane” on the hood.
What was your favorite modification to your Belair? Why?
The Vintage Air, because in the summer it is 110 degrees in Memphis.
What’s next for your Belair? Why?
Billet hood and trunk hinges from Fesler, because they are really great engineered parts.
What was the hardest part of building your Belair?
The Air Ride suspension modifications.
What was the easiest part of building your Belair?
The stereo system.
Who has helped you the most along the way?
Tracey, my wife, with patience and understanding.
Is there a particular shop you’d like to recommend?
Kenny Davis Hot Rods in Rogers, AR
Do you spend time on any GM sites? Which ones?
Pro-Touring.com
Modification list?
The car was a frame off restoration. The frame has been dipped and painted body color, the underside of the body has been rhino lined. Crate ZZ4 powerplant, all Comp valvetrain, 700R4, 8” disc rear end and front disc brakes. The suspension consist of a set of tubular uppers and lowers, it gets its stance via Air Ride Bags with a four link rear.
The interior has stayed pretty much a stock configuration with a little flair. Custom front & rear panels, ‘57 GM upholstery on the benches in the front & rear. Daytona black carpet and mats to match. Dakota digital dash, Flaming River steering column, Billet Specialties steering wheel and a 600 watt Pioneer/Kicker sound system unseen and the coldest Vintage Air that I have ever felt. 18” and 20” Billet specialties wheels.
The only other special features are a smooth deck lid with hide-away license plate, shaved side mirrors, one-piece door glass, custom radiator support and cover, smoothed firewall, body color matched engine components.
Copyright 2009 Streetsourcemag.com | Picture by: hotrodgixxer
GEARBOX NEWS | Ricky Vigil Joins Our Team
GEARBOX NEWS | Ricky Vigil Joins Our Team
John Cassidy IV Live and in Maine
Photo Copyright Andrew Harvey.
What’s your name? Where are you located? What do you do for a living?
John Cassidy IV. I live in Bangor, Maine and have worked as a Physician Assistant in Primary Care for nearly 20 years. I currently provide medical care in a clinic for homeless patients. I’ve been married to a VERY tolerant and fantastic woman for the past 21 years and have two teenage boys, John V and Cullen.
What got you interested in rally?
I first saw rallying on ESPN-2 in the late 90’s (you thought I was going to say ESPN-8, The Ocho, didn’t you!?). I was transfixed. Turns out it was the Maine Forest Rally, part of the the then SCCA ProRally series. Carl Merrill won it, and he was a fellow Mainer! I thought it was the coolest thing I had ever seen. I sold my motorcycle (one of my prize possessions at that time) and bought and built a Honda CRX. It was the days before rallyists were connected much via the internet (or maybe it was just me), and it was a lot of guessing. I showed up at my first event, the 1999 Maine Forest Rally, without a skidplate. Mercifully, the car died on the transit to the first stage. That was the first year that Pat Richard, Ramana Lageman and few others started rallying as well.
Tell us about your rally car. How long have you had it?
Copyright Mark Fleming/Markflemingphoto.com
My current car, is nicknamed T-4. She’s a 2003 WRX with a 2007 front end conversion. All my Subarus have been Silver and have been named, “Steel Tulip.” Contrary to its name, T-4 is our third Silver Subaru. The nickname T-3 was taken by son when he painted a remote control car to look like my rally car. We’ve had T-4 for the past 4 years and she’s still going strong. The front end conversion was necessary after we hit a fairly large tree head-on at about 60mph at the Team O’Neil Rally. It was the first time I’ve gone to the hospital for a check-over after an off. We hit the tree directly on the crankshaft pulley, pushing the entire drivetrain back about 5 inches. Everything needed to be replaced; engine, transmission, subframes, etc. etc. Amazingly, the front fenders weren’t damaged and the windshield didn’t even crack. The car is VERY strong. The video is on our Youtube channel. You can watch both headlights pop out the front of the car and fly down the road!
Did you buy your rally car or build it?
Copyright Mark Fleming/Markflemingphoto.com
What challenges did this cause? What benefits did you realize as a result?
My first Subaru was bought from a local wholesale lot and I had someone fabricate a cage for it. Although I knew a bit about car prep, it was still a pretty humble car. It was a 1.8L AWD 4 door Impreza L sedan with 110bhp (not at the wheels). The second Subaru I bought was already done. I bought it out of Chicago, and it had a JDM WRX motor in it.
Our current car was bought in New England from someone that damaged the transmission. We bought a Custom Cages kit from the UK and installed it ourselves, building the complete car. Building a car from scratch is extremely time consuming, but if you know how you want a car built (and can’t afford to pay someone else to do it), it’s what you need to do. Building a car makes you intimately familiar with all the systems in the car, which is important. It also allows you to integrate features/ideas that you’ve seen in other well built cars.
Cost savings was significant as I have a very talented group of friends that volunteer to help the team out on weekends and any other time their free.
Tell us about a time when you stuffed the rally car (or maybe had a nasty off).
I’ve had three significant offs. The O’Neil off I mentioned above. Broke my tailbone and bruised my elbow pretty bad. Kids-wear your HANS! I had an off at the inaugural Targa Newfoundland. We had a route book with a note that read as a right turn over a crest, so I positioned the car on the right side of the blind crest. Turns out it was a crest INTO a right turn. Both my right wheels were in the gravel shoulder and the rear of the car got light and we spun, nearly whacking the cliff face. I think that was the only time we were seen on the Targa Newfoundland television program! The other off that is memorable is one we had at Corona Rally Mexico in 2006. We had rented a fairly slow (but really fun) Peugeot 206XS and were competing in if for the first time. I carried a bit too much speed into a right hand turn and slid wide, hitting a tree with the front of the car. The impact wasn’t bad, but the fact that there was a serious drop on the other side of that tree made it a fairly big pucker moment! I’m lucky to say we’ve not had many serious offs in the last 11 years of competing.
What’s the most rewarding part of being involved in rally? The most challenging?
Copyright Mark Fleming/Markflemingphoto.com
Great questions! Most rewarding is pushing my personal limits beyond where I think they exist and challenging my co-driver and crew to do the same. Rallying is multifaceted: us versus the car, us versus the weather, us versus other competitors, us versus our ourselves, etc., etc. If you’re not challenged by rally in some way, then you’re probably watching it on the HD Channel! The most rewarding aspects are the friendships we’ve developed and the adventures we’ve had. The rally community is incredibly small. To have names like Sprongl, Richard, L’estage, Mirra, Block, Choiniere, Buffum and so many others in my address book on my laptop, and knowing that we’re all very supportive of each other is a very cool thing. Paul Choiniere needed a HANS for X-Games a couple years ago and rang me up to borrow mine. Stuff like that happens a lot. Hanging out with Marcus Gronholm, Mikko Hirvonnin at Rally Mexico was really cool too.
How many events did you enter last year? Is that trending up or down? Why?
I think we did 4 or 5 events last year. Trending down because of the economy. Rallying costs remain fixed and high (unless you’re breaking a lot of stuff or crashing, and then they go up). With the economy in the hopper, it was hard to justify traveling as much as we had in years past. Being in the extreme Eastern US, we find that we have more Canadian events accessible to us within a reasonable drive time. Cost to compete are also generally lower in Canada and the events are fantastic. The outlook for this season is a bit brighter-we’ve laid out a schedule that includes 2-3 US events and 2-3 Canadian events.
What kind of cash prize structure would entice you to enter more rallies or push the car harder?
Copyright Mark Fleming/Markflemingphoto.com
The Canadian Rally Championship has been far more innovative and aggressive at supporting their competitors than the US. Both Mitsubishi and Subaru have significant contingencies in place that benefit drivers of any of the vehicle’s product, not just a specific classed vechicle. Tow funds are very important and helpful. Our fixed costs; tow fuel, hotels, food, entry and recce day are where we need the help. At one point, Canada had an agreement with a rail transport company to get cars across the continent, which was great-until they put our car on the wrong train. We enjoy Canada [and] not because we pay less to race than we do in the US. A big thanks to Subaru Canada and Mitsubishi Canada for their support of the series.
Should rallies be run as for-profit corporations?
Absolutely. Rallying is a sport. I’m the rally organizer’s customer. They need to advertise, plan, obtain road permissions, recruit volunteers. Last year the organizers of the New England Forest Rally worked hard to get the grassroots competitors back out on the stages with reduced entry fees and other incentives. Organizers need to be dynamic, innovative and above all, know who their customers are. If I don’t enjoy an event, I’ll likely not spend my money at the event or in that town again. The events we’ll attend this year are either important for Championship consideration or simply because we love that event.
How important are car classes? What class/region do you race in? How many competitors in your class at each event?
We’ve raced in the Open Class for many years in the Eastern Region. We’ve been the Eastern Regional Open Class Champions for the last three years. I’d prefer to race in the SP class currently, and our car is eligible EXCEPT that it’s had the nose conversion. It’s a shame, because we’re stuck in a no-man’s land. Our engine is smaller than most Open Class competitors, so it’s hard to compete with them. Open Class ends up being cheaper for us to run due to the flexibility of the rules. On event, there are usually 8-10 Open cars racing.
What do you think about recce vs pacenotes?
If Recce’s available, we’ll do it. We were early adopters and have a lot of experience with making our own notes. We can drive faster and safer on notes than we can with a route book or supplied notes. The extra time is well worth it to me – I enjoy the event much more and am less likely to damage the car. It takes the driver/co-driver interaction to a higher level because we’re engaged constantly.
Spectators: Dream come true or worst nightmare? Why?
Mark Fleming/Markflemingphoto.com
Dream come true! Come to Canada and see the bonfires at night and hear the cowbells and air horns. You’d think you were at a European event. From my perspective, the more folks that see rally the better. There’s nothing like seeing a rally car at speed in the woods in person. Rally spectating is hard work and most spectators are knowledgeable and safe. The larger the group, the more likely you’ll have someone a bit rowdy. In Canada, I find that spectators often police each other. If a fire breathing rally car passes in the woods and there’s no one to see that spectacle, that would be a shame.
How do you get local gearheads involved in rally?
They usually find me. We’re very active in social networking and try and keep our team and brand relevant locally, as well as in the rally community. All of our crew are local. Friends-of-friends or folks that e-mailed me out of the blue asking to help. I always give them the disclaimer that once they attend a rally, they won’t be able to stop! We have two drivers in the team and three co-drivers currently. LDR’s reach has extended to other teams and I like to think that we give folks opportunity to progress in the sport.
What do you see is the most critical issue needing addressed by the rally community today? How would you address that issue if you were in charge?
Entries and promotion of grassroots rallying. We need more people like me in the sport. The bread-and-butter racer. I’ve been in the sport for the long haul. I got involved at the grassroots level. Cost was not prohibitive and I had a great time. I learned and grew within the sport, gradually progressing to faster gear. I think we need a spec series and Ford may be in the best position to do this with the new Fiesta coming out. They have a complete progression of cars for rallyists in Europe, and hopefully soon here in the US. From my experience with the Peugeot 206 Cup car in Mexico, I know how much fun it is to flog a slow(er) car, competing with a bunch of folks in identical cars.
How do you help out at rallies when you aren’t racing?
I’m always racing when I’m at a rally. I don’t feel I’ve done everything I can do from inside the car yet. I’ve spent the last two years working on fitness and it’s showing in our results. A third Regional Championship and 5th Overall at New England Forest Rally 2008 show that we’re getting quicker.
Mark Fleming/Markflemingphoto.com
If you could enter any WRC event, which rally would that be? Why?
Corona Rally Mexico with Rally Ireland. Corona Rally Mexico because we’ve run it and had a fantastic experience. Great organization and amazing fans! Rally Ireland because I’m sure I know it would be crazy to race on tarmac on those squiggly roads with the rock walls on either side!
Your favorite Group B car?
Peugeot 205 T16. An obscene, cartoonish car with one of the biggest wings I’ve ever seen! I’ve always wanted to drive a Group B car. One of the short wheelbase, rear/mid engine cars would be nuts!
We’ve all got a rally hero. Who’s yours?
Colin McRae. So dynamic and emotional. Pick the car up by the scruff of the neck and make it do what he wanted it to do. We all miss him. Petter Solberg is my other hero. He was coming up around the same time I was and I met him at Rally Mexico. What he’s achieved running as a privateer is phenomenal and I don’t think he’s gotten enough credit.
Do you have a local rally club? Tell us about it! (If not, why not?)
Nope. LDR kind of is the local rally club. There are no other rallies in Maine besides the New England Forest Rally. Many of the LDR team race Rally-X across New England.
How often do you get together with other rallyistas to talk shop?
Due to our remote location from other rally shops/teams, we only converse over the internet. If the internet went down, that would be a very bad Force Majeure!
Tell us about some people who have made your rally dream a reality.
On our way to a record 116 feet at the famous Camp Brule jump at Rallye Baie des Chaleurs 2008
A couple of people made my rally dream a reality. Carl Merrill, even though I never met him before his untimely passing. Seeing him on TV all those years ago got me hooked. Terry Epp during his time as CARS president welcomed us to our first CARS rally, Rallye Baie des Chaleurs, making sure he found us and welcomed us personally to the event. Something I won’t forgot despite the passing of time.
My family and the LDR crew have made the dream a reality, though. When I mention rallying in a place like Mexico, Calfornia or Newfoundland, the crew just asks, “When!?” No hesitation. Dave Getchell has been in integral part of the team for many of our recent years and we’ve been able to do together, what neither of us could do individually.
Thank a volunteer (or group of them) here.
I need to thank all the competitors and organizers. Without them, we’d have no quality events and I’d have no role models. Subaru Canada and Subaru USA rally teams and the Mitsubishi US team all set the bar higher for those of us racing. We soaked as much of that up as we could and integrated some of the practices of a larger team into ours. Tom McGeer, Pat Richard, Frank Sprongl, Paul Choiniere, John Buffum, Sylvain Erickson and ACP all were folks that I watched and tried to emulate.
I have to thank the LDR crew, which consists of a core group of car/engineering fanatics, with some other folks moving in and out. Without their support, the car would never leave the jack stands and I couldn’t look nearly as sexy as the car makes me!
My wife, who tells me to go faster and supports me, despite the time that rally takes away from family. When we’re in rally prep mode and the shop lights are on late at night, she’s gracious enough to gift me the time and space needed to make things happen.
What’s the most important lesson you’ve learned from your time in the rally community?
Rally is a microcosm for life. Control what you can and the rest will be what it’s going to be. Rally is a fantastic lesson in where your control ends and fate (or whatever you want to call it) begins. At an event where we had gone out due to a mechanical issue, a spectator came up to me in the service area expressing his condolences. I told him that a bad day rallying was better than a good day at work. He replied that I must have a crappy job. I told him that he obviously had never rallied…..Enough said.
Photo Copyright Dirtyimpreza.com
Mark Brazelton’s 1960 GMC Truck
What’s your real name? (What’s your online screen name?)
Mark Brazelton (markeb01)
Where do you live?
Spokane Valley, WA
What GM(s) do you drive?
Currently I own a 1960 GMC short bed ½ ton stepside. My first car was a 46 Chevy two door sedan in about 1964, followed quickly by a 47 Chevy coupe. I tore the coupe down to just the body and frame ready for a V8 installation, but with no money, garage, income, or drivers license my parents got tired of the car and it had to go.
I got a bargain on a 54 Chevy two door utility sedan with a busted transmission for $35. I repaired the transmission and that became my first driver/high school car. After joining the Marines the car was sold to pay the phone bill. My girlfriend inherited a 57 Chevy 150 four door, so I completely rebuilt it, which was relatively simple during the period when everything at the wrecking yard cost $5.00. Mint condition fenders, hood, grille, Bel Air seats, and trunk lid were all $5.00 each.
After that came a series of five more 54 Chevys. The last was the best. It was an original owner 210 sedan. It was in beautiful condition with only a few worn spots in the paint. It ended up in the January 1976 issue of Street Rodder magazine in the Early Iron section. Along the way I also had time to buy a green over yellow 54 Olds two door hardtop from the original owner, a 57 Chevy ½ ton short bed stepside, 64 Impala, 67 Chevelle, 68 Firebird, 76 Firebird Formula, 83 Chevy C10, and an 86 Trans Am.
How long have you had your GM(s)?
I got my first GM car over 45 years ago. I’ve owned my present truck for 18 years. It was a birthday present from my bride. It was in the care of the nephew of the original owner, and was in remarkable condition for a 32 year old truck.
What got you into GM(s)?
I grew up in a GM family. My parent’s first car was a 48 Oldsmobile model 66. It was the small version with the Chevy body, and had a flathead six and Hydramatic transmission (my mother never learned to drive a stick). They owned that car from 1949 until 1962 and never had the head off. During ownership of the 48, my dad had a 39 Chevy coupe with a 54 Chevy Powerglide engine. It was a beautiful car with dark green metallic paint, whitewall tires and 54 Chevy wheel covers. Replacement for the 39 came in the form of a brown 52 Chevy four door. The 48 Olds was replaced by a 52 Olds Super 88 two door hardtop. I was in love with that car. My dad was a life insurance salesman, and purchased the engine from the estate of one of his young policy holders. It was a race engine with Jahns pistons, McGurk rockers, and a ¾ cam. The transmission was beefed up with Buick clutches, and really slammed into gear when pushed. It had a Sun tach on the dash, and truly was a rocket.
Eventually it was sold when a nearly new 59 Buick two door sedan became available. A man named Hempy was the best friend of our next door neighbor Joe, and bought a new Buick every five years. He barely drove, and each 5 year old car had roughly 2,000 miles on the odometer. Joe bought the 49 Buick Roadmaster when Hempy bought a new 54 Buick Special four door, and bought the 54 when it was replaced with a new 59. When the 59 became available Joe wasn’t interested in another new car so my dad bought it. The car was virtually brand new, and still had the delivery plastic covering the lower half of the door panels. It turned out however, to be just too much iron for my mother. She was about 5’ tall and maybe 100 pounds, and the 59 was so big she couldn’t see to drive it. It was soon traded in on a new 64 Buick Skylark two door hardtop, along with a 62 Buick Special sedan for my dad. After I left home they bought a 70 Buick GS, which was my mother’s all time favorite car. With that history it was somewhat inevitable I would end up preferring GM cars.
Have a favorite story to tell about your 1960 GMC?
It would probably be our first shake down run after completely rebuilding the truck. It had been down and apart for a year, converting to a 1975 front suspension with power disc brakes, and complete disassembly for new paint. We traveled over 2500 miles round trip without a single problem. At the time I had a Gaylord hard cover on the bed, which made for the biggest trunk ever seen. It was fun being in it for such an extended period, and returning with no problems after having such extensive changes and having been disassembled for so long.
What was your favorite modification to your 1960 GMC? Why?
The chassis/power train improvements. Power steering allows it to go places it couldn’t before, the discs brakes allow it to stop on a dime, and the 350/4 speed/4.09 Dana 44 allows it to accelerate like a bullet. In stock form it was durable and loaded with torque. As a street rod it’s just plain fun.
What have you learned about yourself while building your 1960 GMC?
After suffering many component problems with a non-GM street rod for 8 years, I was determined my next daily driver would be a 60-66 Chevy or GMC truck. I wanted something durable, with better engineering. It’s been proven over time to be one of the smartest automotive decisions I ever made. We’ve put over 165,000 miles on our 60 and it remains in tip top condition. I’ve also learned picking the right wife can make or break a car hobby (and overall happiness). My wife has been involved in every aspect of the build, ownership, travel, and participation in street rod events. I understand patience, determination and knowing when to walk away can see you through just about anything.
What’s next for your 1960 GMC? Why?
My truck has been through many phases during our ownership. It was originally a work truck, then a polished street rod and long distance daily commuter. I spent 10 years trying to keep my truck at an immaculate level, to the point I wasn’t really using or enjoying it enough.
Forced retirement also had a sizeable impact on the hobby budget (killing my new engine project), so last summer it went through another conversion back to a simple street rod. Gone is the bed cover and shiny paint, and concerns over chips and scratches. I repainted it with John Deere Blitz Black so it would be cheap to paint and easy to fix. Since it is no longer needed for daily service, it’s stored in the winter and will be my daily driver during the non-winter months. I may still fabricate a diamond tufted headliner and firewall cover. If finances allow I’ll rebuild the engine with better heads/cam, and get exhaust cutouts installed.
After nearly 20 years of ownership it’s the closest I’ve ever been to having a finished street rod. There isn’t much more I would do to it beyond drive and enjoy it constantly. That is unless I win the lottery of course, in which case I’ll install a supercharged roller motor with dual quads and a BDS scoop sticking through the hood, a 59 Impala dashboard, and dip half the truck in a chrome tank!
If you could build any car or truck – what would it be? Why?
If I had the money and enthusiasm I’d love to build a 1948 Chevy Fleetline Aerosedan. I spent most of my childhood in a 48 Olds and always loved the body style, but preferred the more proportioned nose of the Chevy. I have a model of what it would look like – black paint, full trim, fender skirts, spotlights, in fact all external accessories except for the windshield visor. Two sets of wheels – stock wheels with white walls, and 54 Chevy Bel Air wheel covers, and a set of American Torque Thrust 5 spokes that could be switched back and forth. Drive train would be a 327/4 speed. The interior would be dead stock with only a Hurst shifter poking through the floor to indicate the performance potential. I think it’s one of the most beautiful automotive designs ever created, and was a revolution when it was introduced. Legions of loyal fans remain today.
Do you spend time on any GM sites? Which ones?
http://67-72chevytrucks.com
http://www.stovebolt.com
http://talk.classicparts.com
http://www.chevytalk.org
http://sixty7ss.proboard.com
http://www.6066gmcguy.org
http://www.64moneypit.pages.qpg.com
1960 GMC Mod list
- 305 V6 replaced with GM Targetmaster 350. Basically stock with Pete Jackson gear drive, engine modified to look like a 327 via hidden smog connection at rear of passenger side valve cover.
- Original 1960 torsion bar front end upgraded to 1975 Chevy C10 disc brake suspension, including all steering linkage.
- Granny 4 speed replaced with a Turbo 350 for about 15 years, converted back to manual with installation of Richmond Super T10 four speed, with custom hydraulic clutch setup.
- Original Dana 44 rear axle changed from 3.73 to 3.08 with automatic, then to 4.09 with addition of Richmond 4 speed.
- Rear axles redrilled to 5×5 bolt pattern.
- Heavy chrome steel differential cover.
- Custom wound rear coil springs for soft ride.
- Custom 2.5” exhaust system with Flowtech Terminator mufflers.
- Custom Rock Valley 33 gallon stainless fuel tank under bed floor.
- Custom brackets mounting four 1959 Cadillac tail lights.
- Optional bumper guards and Unity fog lamps added.
- Eliminated Barden bumper in favor of original deluxe style.
- Ron Francis wiring system.
- Police car headlight flashers wired into Ron Francis yellow bright lights at top of stake pockets for collision avoidance.
- Chrome radiator aprons and hood latch.
- Original style recirculating heater adapted to Fiero motor and fan, along with electrically operated controls.
- Several custom fabricated instrument panels.
- Handcrafted diamond tuft upholstery on door panels and behind seats.
- Procar Lowback bucket seats.
- Moon tachometer adapted to original Sun cup mounted on dash.
- Cal Custom gas pedal adapted to original throttle linkage.
- 1960’s era Covico steering wheel.
- Custom made handle for Hurst Street Super/Shifter.
- Red aircraft switch covers for electric choke, wig wags, and electric exhaust cutouts.
- Perrycraft mini-tube bed rails.
Bodo Engemann’s Sapporo & Galants
Bodo Engemann’s Sapporo & Galants
Coming Soon!
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