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Car CraftCar Craft

Car Craft

April 2019

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United States
TEN: The Enthusiast Network
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12 Numerot


access_time3 min.
bangin’ gears

TO PAINT, OR NOT TO PAINT…No, you’re not going crazy, the 1968 Plymouth Valiant on the cover this month has appeared in both Popular Hot Rodding magazine and Mopar Muscle magazine. This Plymouth Valiant has followed me from those magazines to Car Craft, if only for a brief moment. I picked it up in 2012 for the paltry sum of $2,800 as a running six-cylinder, and I’ve been knocking out the punch list line by line for the past seven years.Originally, the plan was to stuff a cheap 383 in it and go to the drags—rusty bumpers and all. That plan went by the wayside when Indy Cylinder Head decided that our Plymouth would be a great way to introduce the public to its (then) new low-deck Indy Maxx block,…

access_time4 min.

A LIGHTWEIGHT RIDEChevy Novas are pretty svelte to begin with, but Rich cut weight wherever he could, with a bolt-on tubular front clip and a back-half chassis he built himself. There are also fiberglass doors, hood, trunk, and bumpers, Lexan windows, and even a lightweight two-speed Powerglide from Mike’s Transmissions in Lancaster, California. The rear suspension is a ladder-bar setup with a Fab 9 rearend, Strange aluminum centersection, and a gear ratio that is dependent on track conditions and length. “When trying to build a truly lightweight car, you can’t just bolt on a few parts, you have to think about every single nut and bolt. Also, none of this would be possible without the help of Pettis Performance, my wife, Gina, Dad, and all my friends,” Rich says.1,500HP, CANTED-VALVE…

access_time15 min.
speed parts: car craft’s favorite parts from the 2018 sema show!

If you pride yourself as a car crafter and like to keep up with the newest products and trends, then we don’t have to tell you how important the SEMA Show is. Each year, the Las Vegas Convention Center swells to capacity as industry folks from around the globe put themselves in face-to-face contact with the parts and people that move the performance world forward. This is where the search begins and ends, as car builders (who are vetted members of the industry) look for inspiration, find information, and in many cases, come home with ideas for building a better mousetrap.Trends come and go, but in 2018 we saw a lot of familiar themes return and gain momentum. The crate engine continues to dominate, with even more powerful versions from…

access_time11 min.
paint like a pro

Paint is one of the last steps of any car project. While every part of a restoration is important, the most visible element is paint. It’s the first thing you notice when walking up to a car. The bad thing is, paint comes toward the end of the project. Car projects start out with great ambition and seemingly endless time, but suddenly, a year has gone by. The boundless energy felt at the beginning—not to mention the budget—has faded, and you’re chomping at the bit to finish the car. Of all the tasks done in a restoration, the one place where shortcuts and budget cutbacks are usually taken is paint. Much of the money has been spent on the drivetrain and the goodies for it; wheels, brakes, and suspension also…

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5 tips for better paintjobs

The primer gun is on the left and the basecoat gun is on the right. The primer gun has a much bigger nozzle opening. That way the thicker paint flows better and applies more smoothly and evenly than it would if sprayed with the basecoat spray gun.1 WHICH SPRAY GUN?Not all spray guns are the same. Try to have two spray guns: one for primer and one for base- and clearcoats. A primer gun has a larger nozzle size to accommodate the thick viscosity of primer.2 TEST YOUR PRODUCTS AND PROCESSIf you’re using unfamiliar products, find an old fender or hood and test them. Find out how the paint sprays and know what to expect before you step into the paint booth. Apply the products just like you would on…

access_time7 min.
let it snow!

When it comes to pump-gas performance, the name of the game is usually compromise. Unfortunately for turbo LS (or other) enthusiasts, real street (and some track) cars walk that fine line between driveability and maximum performance. Who among us doesn’t want big power? But who is willing to sacrifice our daily driven street car for that track-star performance? Not surprisingly, the two are at opposite ends of the spectrum, so catering to one side will negatively affect the other. Nowhere is this scenario more evident than the limitations presented with the use of pump gas. The elevated octane associated with race fuel allows a powerful combination of both boost and timing. The diminished octane offered by pump gas requires one or both of these to be significantly scaled back. The…