One Goodguy’s Roller Coaster Ride to Puyallup

Buick Skylark’s LS2 Engine Swap:

Most car guys make like-minded friends, and Jason Rushforth is proud to know car guys all over the world. Take a half-dozen of his friends who live close by him in the Pacific Northwest, throw in some emotional roller coaster moments, one ’64 Buick,  a high-tech engine swap and a few late nights. From there, subtract proper nourishment and numerous hours from the daily schedule, and you get the story of some of the best friends any guy could hope for… And collectively the reason his car made it to their big, local Goodguys show.

The following tale comprises all of the above, and makes for the memories we all share in late-night benchracing sessions, and throws a decidedly modern twist on the engine swap gone- bad-but-brought-back-from-peril-by-good-pals tale. It’s one of those MyRideisMe-style blips in hot rod history, where the car brings the big picture together, and all seems right in your high octane world. In Jason’s words:

Every car guy has a story about a late night thrash getting a car ready for a show whether it’s debuting a million dollar piece of rolling art at the Detroit Autorama to contend for the Ridler Award, unveiling a car at SEMA or just getting your ride to this week’s cruise night. This is our story and I think it’s a good one.

About 6 weeks ago, I drove the Rushforth Wheels company car, our ’64 Buick Skylark, into Chris Holstrom Concepts,which belongs to my long-time good friend, Chris Holstrom. This would be the last time the Buick ran with the 300 c.i. V8 it left Detroit with. The car only has 98,000 original miles and ran like a top but the little 2 barrel 300 and Powerglide weren’t getting it done, if you know what I mean, so we commenced to swapping them for an LS2 and a Keisler 6 speed. The little Buick mill came out ninety minutes later and went to it’s new home in a T-Bucket the next day thanks to Craigslist. All along, the plan was to finish the car in time for the Goodguys 23rd Annual Pacific Northwest Nationals in Puyallup, WA… right down the hill from Chris’ shop. We knew it would be kind of close, but we were up to the task.

Things were going very smoothly and we were knocking out the punch list, one item after another, and the car was looking good… And then, the day before the show (while hooking up the last bit of the miles of wiring harness to the drive by wire Corvette gas pedal) I found that the connector from the ECM did not match the pedal. The computer was from a C5 Corvette and the pedal was from a C6! I thought for a second and called my friend John Annon who has owned Corvettes for the entire 20 years I’ve known him, so I figured he might know someone with one at a local Corvette shop or extra parts or a wreck or some kind of Corvette source and told him what I was up against. What does this guy do? He climbs his 6’7″ frame under the dash of his Lingenfelter Twin Turbo C5 and yanks his gas pedal out and runs it across town for me!

On the same day, one of the things on the punch list is an alignment because we swapped to L&H Kustoms tall billet spindles, Hotchkis upper control arms to match the new spindles’ geometry and Baer T4 calipers (as if we didn’t have enough to do before the show) so I called Luke Mau from L&H Kustoms to get the alignment specs for his billet spindles, which correct the factory geometry flaws and allow for increased camber gain… without dangerous and annoying bumpsteer. Luke sees that it’s Thursday and knows the show starts Friday, and starts picking my brain to see what else is left to do and knows there’s no way we’re going to get it all done… so he jumps in the car with a few extra parts, tools, an alignment kit and some shims and drives two and a half hours from Oregon to align it! Unbelievable.

We couldn’t align it at Mike Sader’s American Muffler shop at quitting time when it came off the lift (after receiving a complete MagnaFlow system under it), so Mike threw us the keys to his dually, and we loaded it back in the trailer that Chris dropped it off in. We hauled it over to Jared Hancock’s shop,  J-Rod and Custom, where we rolled it out and Luke began double-checking the suspension install that Art Stohrmann and I had performed (Mostly Art), while Jared’s crew and I started to try to figure out why the car wouldn’t stay running.

It would fire for a few seconds and then die every time. Fuel pump? Check. Ignition? Check. MAF clean and hooked up? Check. O2 sensors threaded in and wires attached? Check. What the hell? One of Jared’s main guys is Howard Wolf who works for a Ford dealership by day so he doesn’t flinch at the snake pit of wires and tubes associated with a new EFI computer-controlled motor the way analog old-school car guys like me do. Howard also carries a scan tool in his truck, so he hooks that up to the data port and there’s still no red flags.

Once Luke finishes up the alignment and the punch list he came up with all on his own, we tried in vain to start it again and again, and I finally said to Hell with it and just pushed her out in the midnight darkness and set about to washing the car and have a zen moment alone with the car. When I finally left at 3AM defeated, I just told Jared I’d be back for her on Monday and figure it out then.

The next day, I had accepted the fact that I’d be attending the car show on foot, so I wouldn’t grind my teeth all weekend and went to the show with as positive of an attitude as you can have while suffering from malnutrition and sleep deprivation while retelling the same damn sad story all day when someone asks; “Hey Rushforth, where’s your Buick?”

Around 3:00 in the afternoon, I’m enjoying the show with my daughter, Carly eating ice cream and visiting with friends in the Summer sun on the opening day of the show when my phone rings. It’s Jared exclaiming that he and his right hand man, Justin had loaded the car in his trailer and taken it to his computer tuner; Horsepower Ranch who plugged it into their laptop and found that an anti-theft code for the column lock had been left in the new aftermarket computer! The tuner eliminated the code so the computer stopped thinking we were stealing the car and it fired right up and idled away like it had wanted to do all along. Unbelievable! We had just about all but eliminated every variable and assumed it was something in the computer but I had personally given up the notion it would be resolved on Friday since we didn’t have the ability to hook up a laptop and I was too exhausted to mess with it again so my friends did it!

I dropped my daughter off at home and Chris and I head over to Jared’s to button up the last couple things like bolting the seat back down over the computer, bolt the newly acquired C5 pedal to the firewall and a few of those last minute things that come up on every project and take it for the maiden voyage which is completely surreal. The car sounds killer with the lumpy Comp Cams bump-stick aggressively burbling through the MagnaFlow system as you hear the idle smoothing out while the computer and the motor figure each other out.

On the drive, I lift off the throttle and hear the unmistakable sound of driveshaft smacking trans tunnel as the rearend tips upward and angles change ever so slightly. We pull back into Jared’s and jack it up, slide under and see that the little balance weight attached to the driveline is in perfect alignment with the underfloor brace that runs through the tunnel so Chris takes a cut off wheel to it and removes every part of the brace that touches and Jared expertly welds it back in 3/8″ further up into the tunnel without setting fire to the carpet all while laying on his back, effectively chopping and channeling the brace to gain the required clearance at Midnight. Unbelievable.

Chris and I drove the car home at 1AM and finally get some sound sleep. I woke the next morning with a whole new attitude and outlook on the weekend and drive straight to the fairgrounds without even dusting the car off. That can be done when I get parked at the show! Once there, I lovingly give it a quick clean up while friends and strangers and people who followed the build on online forums all come up one after another to see how we did.

Coming off that emotional roller coaster, I wouldn’t have cared if there were 100 cars and it rained all weekend but that was not the case. Like most Goodguys events around the country, it was absolutely packed with great cars, over 2500 to be exact, lots of vendors and tons of spectators flooding the gates all weekend long with perfect 85 degree sun and 9:30 PM sunsets all three days. We get a bad rap here for our rain but the Summers are hard to beat!

In addition to great cars and great weather, Art and Craig Morrison from Art Morrison Enterprises here in Tacoma, WA are responsible for the Builder’s Choice Awards which are killer billet trophies given to only the 10 very best cars in the entire show and I’m proud to report, my good friend Brett Anderson, whose car I designed and put wheels on got one of the coveted awards despite the fact he built his car himself in his two car garage!

Do you have a similar story about a late-night thrash, some good friends and having it all come together in the eleventh hour? Perhaps you’ve got some tips and tricks you learned along the way and would like to share… Feel free to post in the comments below or shoot us an email: admin@myrideisme.com

Welder Series ’32 Update: E-brake linkage revisited

As I’m reassembling the car, there are some things that I think I should have explained a little better at the time of the first article. The emergency brake handle mount is a neat little piece, but I don’t think I explained how it attaches to the floor.

See that little bung at the button end of the ‘canoe’? The bottom of that bung sits on the top surface of the bottom floor panel. Get that? I think you will. I used the Lokar ratchet mechanism and incorporated it into the canoe, which drops the handle into the floor.

The canoe was made from the outside section of a bent 1-5/8″ tube.

This is the hole where the canoe sits.

Below the 2″ thick floor, the linkage fits through a slot in the bottom floor panel. I bent up a linkage rod required to clear the center section tube and threaded it on both ends.

I drilled and tapped the Lokar brass block so it would work with my threaded linkage rod.

I used a 3/8″ heim joint (or “rod end”) to support the linkage rod and also to serve double duty as the upper bolt for the transmission mount.

A little out of place, but an update nonetheless. I put heat shrink on the wires as they exit from the frame rail and tuck in to the grille shell so they won’t stand out like… wires.

Creative Workshop Sport Speciale – No Sale!

Submitted by Jason Wenig from The Creative Workshop, a restoration and full service coach builder out in Florida.

An interesting turn of events transpired this past weekend.

As you are probably aware, last week was the “big auction week” out in Scottsdale, AZ (culminating on Saturday night), where all of the major car auction companies display and sell a dizzying array of vehicles. On top of the grandeur of these events, in many ways, it can be said that this past week sets the tone for values and trends for the coming year.

As a car builder, I walk a thin line. I personally am not a big fan of the auctions – I don’t sell cars – I build them, but it is hard not to at least be interested, and in many instances, it is important for me to understand where people’s money is going – what types of cars, what eras, etc are being sold… if not just for business, then certainly for my own love of cars!

Which brings me to my story: My Client, (Arizona’s own, car collector) Barry Smith, decided to get the Sport Speciale involved in this fray – consigning the car with Drew Alcazar of Russo & Steele (Drew is a personal friend of Barry’s). Now, as I said, I am not a vested fan of the auctions, and I was certainly not involved in this consignment, but Barry, being a shrewd businessman, wanted to see what the market for and value of his beloved car was. So he put the car up, set a very high reserve, and let the fates take a turn.

For me, I was admittedly a bit nervous – having a car that was completely designed and built in-house – being presented against venerable classics, and in a weak and teetering economy. As an artist, one can get tense when presenting their work in an open “shark like” forum such as this… as a business man, having a value placed on your product under these circumstances – can, well, be quite unnerving!!

Well, after the dust settled on Saturday night’s bidding (the Speciale was THE car of the event – it went off prime time on Saturday night), the car did not sell – Barry turned down a high bid of $630,000 (to the buyer, approximately $700K with premiums, etc)! To put this in perspective, the highest price paid for any car at R&S was $600K for a Mercedes Benz 300SL Gullwing! Needless to say, I am as much humbled as I am honored by this.

After the shock of this has settled a bit, I spent some time thinking about it all:

• Although all of the “number crunching” is not done yet, it seems the collector car market in general is showing softness (along with the rest of the economy) – down perhaps as much as 30%.
• Our car was bid up to $630,000. One of the highest priced cars of the weekend (of ANY of the auction houses!!). Barry, smartly, did not sell the car at this price – correctly reading the market – that the car is probably worth considerably more. Our car out priced Ferraris, Mercedes, prototype American cars, grand classics and even charity “celebrity” auction cars!!
• If someone was prepared to spend $700K in a market that is potentially 20% – 30% deflated, it could be theorized that our car, in a normal or strong market, could approach the $1MM mark. Indeed, I found out who the high bidder was, and he is known for owning and selling his cars for a profit. He too saw the potential of buying this car at an “undervalued” $700K price!!
• Our car was finished one year ago – and hit the road at the beginning of the recession we are now fully in. The car cost approximately $600K to build. During this period of time, the overall market declined – yet our car not only held its value, but it increased in value.
• The car, overnight, has become a liquid asset…meaning: Hard assets become illiquid if their values suffer during market fluctuations (go lower than acquisition cost) or have no buyers (especially in a bad market – and you need to sell). Well, our car was presented in a very unfavorable arena (car values down, economy down, etc), and not only attracted many potential purchasers, but attracted purchasers that were willing to buy the car at a premium to what it cost to build.

What all of this means to me: Creativity, automotive art, uniqueness – are all alive and well. Quality and soul are still rewarded. Our Creative Workshop brand continues to establish itself – even under unfavorable conditions.

I am proud of the work we did and continue to do and I am humbled that a great deal of blood, sweat and tears has been rewarded – in a medium that for better or worse, is an easier language for most to understand – monetary value.

Thanks for being a part of this.

JW
Jason Wenig
The Creative Workshop
www.TheCreativeWorkshop.com

Eddie Paul: Learning Sheet Metal Fabrication from a Master

Eddie Paul is one of those rare individuals who can do almost anything. In fact his motto is, “If it doesn’t work, it just isn’t finished yet”. Often characterized as a serial inventor, Eddie has many patents in various fields. Some of his clients over the years include the Department of Defense, Department of Energy, Boeing , Rockwell, Mission Research, SOCOM, and the Department of Forestry to name a few. He’s been a stuntman, actor, and stunt coordinator for many movies and TV shows. Need a shark? Eddie has built them for the Cousteaus and the Discovery Channel. Need some tools? Eddie’s shop builds many for the Eastwood Company including their English wheel and planishing hammer kit. The works most people will recognize though are all the vehicles Eddie’s shop has produced over the years for countless movies, TV shows, and commercials. A short list includes the cars from Grease, the original Dukes of Hazard stunt cars, the stunt chopped Mercs for Cobra, various cars for CHiPS, Triple X’s custom ’67 GTO, the custom Crown Victoria taxis in Taxi, all the vehicles in The Fast and the Furious, over 200 cars for 2Fast 2Furious, and the list goes on and on.

Eddie, being the great guy that he is, has started sharing much of his wisdom through the many books and instructional DVDs he authors. Recently I received a personalized (Thanks Eddie!) copy of Eddie’s latest book. “Sheet Metal Fabrication: Techniques and Tips for Beginners and Pros” is another fine book in the Motorbooks Workshop series. While the book is geared more to the novice fabricator, as the title suggest there are tips for all levels. The book is well rounded with sections on metallurgy, tool selection, pattern making, techniques, and examples. The 525+ full color photos (Yes, I counted them) make it easy to follow along. Some of the examples include:

• Creating custom Frenched headlights
• Fabricating a four-link rear
• Chopping 6 inches from a ’40 Ford
• Interior trunk panels for a ’50 Mercury &
• Extending the hood on a ’72 Mustang.

With this book, as with all of Eddie’s books, Eddie tries to inspire the reader to learn, try, and not be scared to make mistakes. The book makes for a great rainy weekend read while you wait for the UPS man to arrive with parts on Monday.

You can often find Eddie Paul on the forum of one of his websites, DeadlineTV.net. His books and videos can be bought through the EP Industries store or Amazon. To find out a little more about Eddie you can also rent Eddie Paul: Hollywood’s Best Kept Secret from Netflix.

Written by Bubba Harmon. Photos provided by DeadlineTV.net and used with permission.