The Chevy Malibu has been a staple amongst the lowrider community. It’s the car that many of our parents drove and a popular platform that was once a full size vehicle, which was manufactured and marketed by Chevrolet from ’64 to ’83.

Though it’s changed drastically, the Malibu name still resonates with our culture. Named after the city of Malibu, it began its life as a trim-level of the Chevrolet Chevelle until it became its own model line in 1978. It was originally produced as a rear-wheel drive but in 1997, to the dismay of many purists – it was launched as a front wheel drive car.

Fast forward to present day, and the Malibu is now considered a mid-size vehicle and Chevrolet promises that it’ll be bigger and more efficient than previous models – though their comparison would be slanted more towards recent years, and not the vehiles of the 70’s.

So what’s powering the new Malibu? Well, now they’re offering three different power plants, none of which are a V-6. They’ve got a basket of options which range from a 1.5-liter or 2.0-liter turbocharged four-cylinder mated to a six-speed and eight-speed automatic, respectively.

But do we care about the specs more than we carry about the name and the history? Well that’s a personal opinion. The “Malibu” namesake is one that many Hot Rod and Lowrider enthusiasts relate to, and it’s up to the next generation and the current Chevrolet offerings to carry on the spirit.

For more information check out the full review on Motortrend.com

The post 2016 Chevrolet Malibu Review – Dippin’ in the Boo appeared first on Lowrider.

The Ford F150 has been the best selling vehicle for over 30 years, and it’s also one of the top imported vehicles when it comes to older vehicles in Mexico. Yet regardless if you live in Texas or Mexico, the F150 isn’t just an object of desire, it’s a status symbol that has earned its own moniker.

Commonly referred to in the Hispanic market as “El Lobo” (which means The Wolf), the truck is a part of our culture and heritage. It’s a truck commonly used for construction and landscaping, but that same truck has become a symbol of hard work and heritage.

The F150 movement has become a culture in itself. It’s become so popular that many are restoring older F-series pick up trucks and I recently asked my neighbor (who in the past four years has owned 3 Ford F-Series pickups), what her fascination with Ford trucks was, and her response was, “The F150 reminds me of my childhood. I remember riding around with my father in his Ford pickup and it became a memorable part of my childhood. All my uncles had them, and it’s a truck that reminds me of their struggle as well as their success” she said.

So how do you revolutionize such an iconic vehicle with deep cultural roots? Well you do it by cutting down the weight and introducing a substitute powerplant which is better on gas. Not that too many V8 lovers gripe about the cost of gas, but it does make a difference. To do that, Ford has introduced a new 2.7-liter EcoBoost V-6 option in an aluminum 2015 Ford F-150 XLT Supercab 4×4. Now some may cringe about the thought of not having a traditional V8, but slingshot around the block and it’s sure to change your opinion because it performs like a work truck V-8.

So how much does it cost to own a truck with cultural roots, and one that can past on from one generation to the next? Well the bottom line for a 2015 Ford F-150 comes to roughly 26K, but at that price you’ll be presented with a bare bones truck that comes with cloth fart catchers and not too many bells and probably no whistles.

For more information check out the full review on Automobilemag.com.

The post 2015 Ford F-150 Review – El Lobo appeared first on Lowrider.

Welcome to the all-new LOWRIDER.com! We are excited about the changes and know you’ll be too. We’ve brought all four LOWRIDER brands into one supersite so you have everything you want in one place — the cars, event coverage and the latest news about the scene! Lowrider, Lowrider Arte, Lowrider Bicycle, and Revolucion now are all easily accessible on the all-new LOWRIDER.com. Share us with your friends! And let’s not forget to give a huge thanks to our launch sponsor Lugz for their continued support! Check out their full line of products.

To begin with, we updated our graphics and improved navigation for a better digital experience. We’ve also enhanced our car features, improved our how-to and tech, created a new social media wall, added a new video content page, and we’ll also be giving you the best lifestyle articles, covering everything from your favorite clothing to amazing food recipes. And that’s just the beginning; we’ll continue to be your main source for the lowrider world! Let’s blow up the Internet and show everyone that our dedicated and loyal fans are here to stay. So before you head over and enjoy the all-new Lowrider Supersite, here are a few words about our sponsor.

Always an innovator and leader in footwear, Lugz first made a name for itself in October of 1993. Bringing its first line of boots to market, the initial product consisted of two styles of boots, a quilted vest and a pair of jeans. Soon Lugz was endorsed by key players from the world of hip hop and has continued to do so throughout the years. One such collaboration led Lugz to breathe life to a whole new category of footwear with the introduction of the first ever celebrity-endorsed “Funk Master Flex” urban driving shoe. This was only the beginning as support then lead to a collaborative line with hip-hop superstar Bryan “Baby” Williams, aka “Birdman” with his own series of sneakers and boots. Lugz continues to work with many influencers from around the world to continue to keep the brand current and fresh. To see more of their line up visit lugz.com

The post Welcome to the Lowrider Network appeared first on Lowrider.

The Lincoln Park Conservation Committee presented the 10th annual “Lincoln Park Day” Chicano art and car show, which was hosted by Latin Pride Car Club to celebrate the Mexican-American culture in El Paso, Texas. The event was held on Sunday, September 28, 2014 at Lincoln Park, El Paso’s Chicano park.

To commemorate this year a dance was incorporated a day before the event at the VFW 8782 with plenty of entertainment for all to enjoy. The local opening band was The Devotions and the headlining band for the danc, was The Flashback Boys from Indio, California. This band originally did the song “El Corazon del Chuco.” Everyone danced the night away and had plenty of fun.

Then on Sunday, the car show got rolling. Car clubs came from Socorro, New Mexico; Albuquerque, New Mexico; Odessa, Texas; Denver, Colorado; Houston, Texas, and many other towns. During the car show there was plenty of entertainment. Two DJs played in different areas of the park. The Ballet Folklorico Paso Del Norte, Matachines “Guadalupana,” and The Danza Azteca “Omecoatl” performed for the crowd. Many elected candidates came and campaigned for the Chicano vote from as far away as Arizona. Also many Chicano artists displayed galleries in their booths.

As soon as September comes, everyone looks forward to attending this annual car show where admission is free and every year it has over 200 entries of top-quality rides. This year’s mural “The Chicano Culture” was done by Angel Ortiz, Mike Ortiz, and Michael Thorton. El Paso Community College Student Art Society coordinated and sponsored the event. A special plaque was awarded in memory of David Leal’s second anniversary, which included a seven-siren salute.

This was a special event due to the struggle that Lincoln Park Center and the Lincoln Park murals have been facing for several years. Proposed highway construction threatens to demolish the Lincoln Center and several of the oldest murals. The Lincoln Center was established in 1912 and this building was at one time a military base, a school, and a recreation center serving the community. This struggle is similar in many was to saving San Diego, California’s “Chicano Park” 44 years ago.

Thumbs up to the Lincoln Park Conservation Committee and Latin Pride Car Club for doing a great job hosting this annual event. Thanks go to all in the lowrider community who support and keeps “Que Viva La Causa” going. For more information in saving Lincoln Park Center log on to www.lincolnparkcc.org.

The post 10th Annual Lincoln Park Day appeared first on Lowrider.

The ’70s was a decade in which our entire nation was going through change. The Chicano anti-Vietnam War marches in East L.A. were beginning to gain momentum. Jim Morrison of The Doors was found dead in his Paris apartment. Even the popular Chevrolet Super Sport, which had been available for over a decade, had now become a thing of the past. For some, car building is all about restoring their vehicles, while striving to capture a glimpse of our colorful past. For Frankie Hernandez of Las Vegas, Nevada, he actually found a car that appeared to be frozen in time, reflecting those iconic early ’70s.

While searching the classified ads, he came across a 1971 Chevy Caprice for sale by its second owner. At first glance, the car looked extremely well kept, but upon further inspection he found the Caprice to not only have the factory numbers-matching 400 small-block with 60,000 original miles, but also the original paint, interior, and vinyl top. Needless to say the car was in near mint condition.

As owner of Blvd Customs in Las Vegas, he pondered what to do with his latest build. After careful consideration, he decided there was only one thing he could do to a car like this. “The decision was easy,” says Frankie. “I wanted the car to look as it would have back in 1971 with some modern updates, of course.”

The Blvd Customs crew would install a complete F.B.S.S. airbag suspension system, then hunt down an original set of all chrome Truespoke wire wheels to mount onto yes, you guessed it, original 5.20 Premium Sportway bias-ply tires. “Just like what they rolled on back in the ’70s,” says Frankie. With everything already in working order on this Caprice, like factory air and gauges, the only thing left to do was to take this timeless classic out for a cruise down the infamous Las Vegas Boulevard.

Tech Specs

Nickname: Chile Verde

Owner: Frankie Hernandez

Car Club: Las Vegas C.C.

City: Las Vegas, NV

Vehicle: 1971 Chevy Caprice

Engine: Factory Chevy small-block with under 65,000 original miles

Upholstery: Original factory vinyl with cloth patterns combinations

Body/Paint: Factory 1971 medium Olive Green with Cottonwood Green vinyl top

Suspension: Blvd Customs in Las Vegas added the custom airbag suspension featuring F.B.S.S.

Wheels/Tires: 14×7 Reverse Truespoke cross-laced wire wheels / OG 5.20 Premium Sportways

The post 1971 Chevrolet Caprice – Frozen in Time appeared first on Lowrider.

It’s never been easier for the homebuilder to assemble an engine than now. Thanks to the availability of premachined engine blocks and matching rotating assemblies from folks like Summit Racing, a guy can literally skip the wait at the local machine shop and ensure that his engine components are spec’d to the highest degree necessary.

Building a solid street engine isn’t rocket science, but there is a bit of math involved in order to optimize the performance and reliability of said engine. Whether you’re going with the aforementioned path and buying a machined block and matching components (like we’ll be doing with our 383 engine build in the near future) or you’ve farmed out a used block to the local machine shop and had them machine it to match your chosen components, it’s a good idea to measure everything before it all goes together.

One time-honored method to measuring bearing clearance was to use Plastigage. A strip of the colored stuff is placed in between the bearing and the crankshaft and the assembly is then torqued to spec. It’s then disassembled and the compressed Plastigage strip compared to the product’s provided scale. The result is then compared to the specs determined by the engine’s machine shop and judged as to whether or not the assembly is acceptable.

For most street-driven, moderate-horsepower applications, this process is totally satisfactory as it’s only double checking the clearance that should have been machined into the assembly to begin with; it’s strictly done to ensure that the parts have been machined to the specs determined by the machine shop before assembly. It’s a failsafe step and by far the simplest way to determine safe bearing tolerances, be they crank or rod.

Taking this process a step further requires the use of a few specialized tools. First, the crank main bearing journals are measured using a micrometer. The micrometer is then installed in a vise so that a dial bore gauge can be installed and zeroed to the crank journal’s diameter. Next, the dial bore gauge is inserted in each of the main bearing journals on the block (with the bearings installed and the caps torqued to spec) and the bearing diameter noted. The difference between this measurement and zero on the dial indicator is the bearing clearance. Checking each bearing assembly using this method allows the builder to note the exact clearance and adjust the tolerances to suit (installing over- or undersized bearings for example).

Using this process ensures that each measurement is determined within the confines of the mic’s ability to accurately measure the crankshaft’s journal. It is possible to yield the same results by measuring the crank journals using the mic and comparing that number with readings taken from each bearing via the dial bore gauge and comparing the two. The problem with this method is that if either or both tools are out of spec a few thou, your clearance number will be affected and incorrect. By setting the dial bore gauge to the mic, it doesn’t matter whether either tool is out of spec as we’re only measuring the difference of the two via the dial indicator. Provided the measurements are taken correctly, it doesn’t matter what the actual measurement of either the crank journal or the bearing assembly is as we’re only concerned with the difference or clearance.

Here, the traditional method of measuring bearing clearances using Plastigage is shown. This crank/bearing assembly yielded an acceptable 0.002-inch clearance, noted by comparing the crushed wire to the provided chart.

Using the more technical method, first we measure the crank journals using a micrometer.

We’ll be using a dial bore gauge to check the tolerances of both the main bearings as well as the rod bearings when we get to the rotating assembly. Powerhouse Products makes this example, which can measure diameters from 1.4 to 6 inches by swapping out the various anvils and indicating spacers.

We’ll be using a 2.6-inch anvil in the bore gauge to measure the crank bearing clearances.

With the micrometer installed in a small vise, the dial bore gauge is zeroed to the crank journal’s size.

Next, the dial bore gauge is used to measure the diameter of the main bearing assembly. Here, we’re measuring the assembly as machined with the stock main cap bolts torqued in place.

We’re going to supercharge our engine, so we opted to install a set of ARP main cap studs to keep the crank in the block. Though our block was align honed, it was done so by using the stock main cap bolts. Since the clamping forces can change when swapping out cap bolts for studs, it’s necessary to check the tolerances with the main studs installed and torqued to spec.

Notice the difference between the dial bore gauge’s reading and the zero mark? That’s our bearing clearance; 0.0025-inch. Exactly where we want it to be.

E3 Tech Tip of the Month

Want Better MPG? Change Your Plugs or Buy a Hybrid.

This month’s E3 tech tip will help you conserve more fuel, help improve the performance on your special ride, and keep you on the streets a little longer than at the corner gas station. Spark plugs have been firing up the automobile just over a100 years now and yet the basic design of a plug has never really changed in all that time. Over the last 20 years, however, manufacturers have come up with all sorts of “new” designs, all claiming to make your car run better, but without any evidence to back it up.

E3 has taken a different lead in developing a superior car spark plug design that offers several benefits. Most spark plugs create a flame shape that moves sideways and outward from the electrode. Thanks to E3’s diamond-shaped architecture, the flame kernel moves toward the air/fuel mixture to create higher combustion pressure. This in turn allows for a better burn and the combusted mixture exhausts more easily for improved fuel efficiency. Put some spark into your garage classic, work truck, or your daily driver to help stay away from the many trips to the gas pumps. Just cruise over to your local auto parts store and ask for E3 Car Spark Plugs. Replace your plugs yourself or ask for them to be installed at your next tune up and see for yourself why their plugs were “Born to Burn.”

– Longer Engine Life
– More Power
– Faster Starts
– Reduced Emissions
– Improved Fuel Efficiency

For more Information in regards everything that pertains to the right choice spark plug for all your rides, go to www.e3sparkplugs.com.

The post How to Measure Bottom End Clearance appeared first on Lowrider.

It was a great day for a car show at Briggs Elementary School in Santa Paula, California. The event was hosted by Pachuco Car and Motorcycle Club. It was their fifth annual fundraiser, concert, car, and motorcycle show held in Ventura County, called Groovin’ on a Sunday Afternoon. The day was filled with so much entertainment.

Besides all the beautiful rides, the concert captivated the audience’s attention. The performers consisted of the band Juano and Friends that featured Ray Corrion (former lead guitarist of El Chicano and LA band Thee Latin All Stars), Hank Castro (former singer of the Midnighters), Bobby Loya (trumpet player from Tierra), Tex Nakumura (former harmonica player from War), and Rocky Padilla. From the East LA Revue Feature Page Internet radio was MC/DJ Frankie Firme, Sugar Bear, and DJ Time Bomb. There was also a dance performance from Brian Lee and the Hollywood Hotshots professional dance group. They had pony rides for the kids, jolly jumpers, food booths, and a variety of vendors.

It was a great turnout, solo riders and car clubs came from Ventura County, San Fernando, Santa Barbara, Bakersfield, and Los Angeles. Also in attendance were Pachuco chapters that traveled all the way from San Diego, Ensenada, Mexico, Texas, and Las Vegas. This year a member from their Texas chapter, Ricardo “El Gallo” Garcia, passed away. It was decided to dedicate the show in his honor and celebrate their brother Ricardo’s life.

As per Robert Babo Martinez, the spokesperson for the Pachuco Car Club Ventura County said, “This was a day of peace, unity, and respect throughout the lowrider Chicano culture. It was a great day of people having a good time, all coming together to raise funds for the school’s educational programs. Pachucos making a difference for the better of the communities in which we live.”

The post 5th Annual Pachuco Car/Motorcycle Show and Concert appeared first on Lowrider.

Lowrider Excellence Award – Erik Wisterman and his 1962 Chevy Impala

Originals

Original of the Year – Jesse Lopez of Traditionals CC and his 1959 Chevy Impala

2nd Place – Manuel Rojas and his 1962 Chevy Impala

3rd Place – Porfie Maldonado from Oldies CC and his 1937 Chevy Business Coupe

Traditionals

Traditional of the Year – Abel Zavala of Imperials CC and his 1964 Impala Super Sport

2nd Place – Rudy Trevino of Pegasus CC and his 1959 Chevy Impala

3rd Place – Cynthia Camarena of Winos Only CC  and her 1957 Chevy Bel-Air

Trucks

Truck of the Year – Raymond Garcia and his 1983 Chevy S-10

2nd Place – Chema Garcia of Nokturnal CC and his 2003 Lincoln Navigator

3rd Place – Sal Sierra of Royalistics CC and his 1936 Chevy

Bombs

Bomb of the Year – Chris Melendez and his 1951 Chevy Deluxe

2nd Place – Jaime Esquival of Oldies CC and his 1937 Chevy

3rd Place – Martin Maldonado from Oldies CC and his 1948 Chevy

Lowrider of the Year

Lowrider of the Year Chris Roark of Traditionals CC and his 1958 Chevy Impala

2nd Place – Bobby Garcia from Goodtimes CC and his 1987 Cutlass Supreme

3rd Place – Jesse Saldona of Thee Artistics and his 1965 Chevy Impala

The post 2015 Las Vegas Super Show Winners appeared first on Lowrider.

A family-oriented festival brings everyone together as one culture. The sounds and tastes of Mexico at the Summerfest Grounds, near the lakefront in Milwaukee, Wisconsin did just that.

Three days and crowds in the thousands celebrated in The Badger State as hundreds of customized lowriders, mariachi music, and authentic Mexican food help every year to unify the community and award scholarships to young Hispanic men and women.

The post Wisconsin Hispanic Scholarship Foundation Fiesta appeared first on Lowrider.

Sammie Melton simply grew up in the lowrider life. His parents were lowriders and growing up around that lifestyle only made it right that Sammie took a liking to lowriding bicycles when he was old enough to ride one. By the time he was old enough to drive at 16 years old, his first car was a classic 1960 Chevy Impala. Since then, he has gone on to own and build quite a few more lowriders, including a Chevy Monte Carlo that was featured in LOWRIDER Magazine over a decade ago.

Sammie says he truly enjoys building cars and he has now passed on this passion to his own kids. It’s a lifestyle that his whole family enjoys, spanning at least three generations.

Among one of Sammie’s latest projects is a black ’83 Oldsmobile Cutlass called, “Assassin.” He came across it back in 2002 out in Claremont, California. It only had 29,000 original miles on it and the paperwork to prove it! At first, Sammie would drive it as a daily driver. After a few years, he started to build it into what it is now. In 2009, Sammie considered it done and he’s been taking it to car shows and local cruises ever since.

Sammie gives big thanks to his wife for all her help and support with his car builds. He says the Cutlass may be done, but he’s already onto his next project … a 1964 Impala.

Tech Specs

Vehicle Year/Make/Model: 1983 Oldsmobile Cutlass

Vehicle Nickname: Assassin

Owner: Sammie Melton

City/State: Barstow, CA

Club: Pharaohs Car Club (Inland Empire Chapter)

Engine: Stock V-6

Body/Paint: Rod’s Body Shop in Barstow sprayed a jet-black finish and Mike Laberson of Riverside, CA, added some fine lines of silver leafing. Sal Elias, also of Riverside, airbrushed an eye-catching mural on the truck lid of assassin vixens.

Suspension: Anthony Fuentes of Homies Hydraulics in Paramount, CA, installed the custom hydraulic suspension setup powered by six deep-cycle batteries and a chrome whammy tank. Chrome plating by A&B Polishing of Montclair, CA.

Interior: Elegance Auto Upholstery in Upland, CA, wrapped the seats in gray and black leather and suede. Gauges were marbleized by Albert DeAlba of Cal Blast.

Sound System: Jerry and Jacob Lazaro of All Out Customs in San Bernardino, CA, installed a Kenwood head unit, Pioneer tweeter and mid-range speakers and a pair of Kicker woofers

Wheels/Tires: 13×7 100-spoke Galaxy knockoffs / 155/80/13 Hankook whitewall tires

The post 1983 Oldsmobile Cutlass – Olds School appeared first on Lowrider.

These days, recycling is all the rage. Airplanes get ground up and turned into beer cans, which eventually get melted down and formed into some other widget we just can’t live without. In a way, the classic lowrider is one of the “greenest” hobbies out there. We take old, worn-out junk and rebuild it into functioning stuff. This is especially true of engines. Sometimes it’s an old crank that’s cleaned up and put to use again, or maybe it’s a discarded engine block left to gather dust in the back of a shop. Whatever it is, the whole concept of turning trash into treasure is what drives our hobby.

The nexus for this story was a ’72 Caprice Classic with a very tired 350. It was just worn out and gutless. Our first idea was to yank out the engine, but the owner didn’t want to rebuild it since it was numbers-matching to the car. Fair enough, but he soon found out that finding a decent early block is harder than it seems. The first one he bought off of Craigslist looked decent, but when we popped off the heads we found it was already 0.060 over. The next one had a cracked cylinder. Strike two. At that point he decided to rebuild his existing engine, but bad luck struck again. It had been rebuilt at some point and was already 0.030- over. Compound that with the fact that at some point water had leaked into the cylinder and pitted the walls pretty bad. Strike three. Our machine shop took pity on us and found a block we could go 0.040 on, and with that, we were back on track. In hindsight, we would have been better off buying a remanufactured block through Summit for around $700. Hey, at least we had a sizeable supply of stock cranks and rods to pick from.

We also wanted to try out Summit’s new line of affordable aluminum heads. The cost of cylinder heads can quickly consume the lion’s share of any engine building budget, so finding some affordable choices, which still make good power, really helps to keep the costs down. Also, keep in mind that you could build this engine less expensively if you opted not to use new ARP fasteners and “unnecessary” bits like a new oil pan. But those items only totaled a few hundred bucks and we think they add both to the aesthetics of the engine and its durability. To make sure we did it right we hauled all the parts over to Don Lee Auto, in Rancho Cucamonga, California.

01. Here’s the venerable but tired old Chevy engine. This is one of the three engines from which we tried to get a reworkable block.

02. This one ended up already being bored 0.060 over, so it was only good for scrap metal or possibly a fashionable coffee table. Of the other two, one had a crack and the other water corrosion. In hindsight, we would have been better off buying one of Summit’s ready-to-go remanufactured blocks. Lesson learned.

03. The good news was we were able to put together a nice set of stock rods that only needed minimal machine work.

04. Our machine shop, Rancho Machine, found a block “out back” that we were able to work over. It only cost us $50 for the core and we spent another $500 on all the machine work, such as line honing, cleaning, and taking the cylinders out to 4.040-inch. Given our modest power goals, the two-bolt mains will be more than sufficient.

05. We would’ve preferred to go 0.030 over, but 0.040 isn’t bad since it still lets us go to 0.060 if we ever need to do a rebuild down the line. The machine shop bill also included installing the cam bearings and freeze plugs from the Summit rebuild kit (PN SUM-SBCKIT1-411, $240). The rebuild kit is a great way to get a lot of parts, up to and including pistons, in one affordable package.

06. We picked the best of the three Chevy cranks and had it massaged by Rancho Machine prior to them balancing the assembly with the new hypereutectic Summit pistons. Machine shop rates vary quite a bit, so shop around.

07. We then installed the 0.010-inch undersized main bearings from the Summit kit and slathered them in the included assembly lube.

08. The reworked crank was then set in place and the factory bolts were torqued to 75 lb-ft.

09. The T5 heat-treated 0.040-over hypereutectic aluminum flat-top pistons, with valve reliefs, were mated to the GM rods by Rancho Machine. It only cost a few bucks for them to do this and it saved us a lot of hassle since the pins are press fit.

10. The Summit rebuild kit also included a full set of cast-iron 0.040-inch rings. We file fit them to size and installed them on the aluminum slugs.

11. After oiling the cylinders, we carefully slid the piston/rod assemblies into place. There’s a small dot on each piston to indicate which side faces the front of the engine.

12. Given the sorry state of modern oils, we ditched the idea of flat tappet and decided to opt for the reliability of a full roller. To make the transition easy on our non-roller block we ordered a hydraulic roller retrofit cam kit (PN SK12-412-8, $692). In the package was a set of Comp link-bar roller lifters, new 2100 timing set, and a hydraulic roller camshaft. This engine is destined for a lot of street time, so the specs were kept mild at 212/218 duration (@ 0.050), 110 LSA, and lift of 0.487/0.495.

13. The Comp retrofit kit from Summit came with a Delron button (PN 202), but we had to scrounge around the shop for a retaining plate. Also, due to the face design of our GM timing cover, we had had to shave a bit off the button to get the perfect fit.

14. For heads, we opted to go with Summit Racing’s 200cc street/strip aluminum heads (PN 162112, $1,050 pair). These feature 64cc chambers that dropped our compression to around 9.8:1, allowing us to run much less expensive 87-octane gas if we choose. The heads also featured 2.02-inch intake and 1.60-inch exhaust valves along with chromoly steel retainers and dual valvesprings. For just over a grand it’s a lot of head for the money.

15. The point of this build wasn’t to do it the absolutely cheapest way possible, but instead to build a good looking, reliable engine that wouldn’t put us in the poor house. To that end we opted for a few bits that fell more in the appearance or “peace of mind” categories. One line item in the latter category was a set of ARP head bolts (PN ARP-134-3601, $85). Sure, we could have cleaned up the stock bolts, but these fasteners are stronger and wouldn’t wreck our budget.

16. We then installed the high-volume, standard-pressure oil pump (SUM-121155) included in the Summit rebuild kit. Before installation, we tapped the pickup (MEL-55-S1) into the pump and tack welded them together.

17. The Summit rebuild kit included all of the needed gaskets, including the four-piece oil pan gasket. After getting them all placed we dabbed the four corners with extra RTV sealant.

18. To be honest, we really didn’t need a new oil pan, but the ones we had were a bit dented up so we decided to go new. The good news is that this gold-zinc coated five-quart pan from Summit (SUM-G3531) only set us back $40. We bolted it in place with fasteners from our ARP accessory fastener kit (PN ARP-534-9801, $108).

19. Our early block wasn’t designed for a roller valvetrain, but thankfully the aftermarket had us covered. In the Comp retrofit kit we were supplied with a full set of these vertical link-bar lifters (PN CCA-853-16).

20. For rockers, we decided to roll with a set of Comp Ultra-Golds (PN CCA-19001-14, $291) that would fit our 3/8-inch studs. On this engine we could have gotten away with a lesser rocker but the Ultra-Golds are rock solid, and being full-roller, they will free up a bit of power. For pushrods, we ordered a set of 7.300-inch Comp Magnum pushrods (PN CCA-7609-16, $105).

21. To fire our small-block we chose a Summit Street & Strip Ready-to-Run billet distributor (PN SUM-850205, $206). It has both vacuum and mechanical advance and the magnetic trigger is reliable throughout the rpm range.

22. To top off our engine, we went with Holley’s Street Avenger carburetor (PN HLY-0-81670, $400) from Summit. At 670 cfm, it’s sized just right for our mill and the choke will make it easy to live with on the street. The carb features ultra-lightweight aluminum construction along with external float adjustments and center-hung floats. It’s also easy to adjust and change the spring for the vacuum actuated secondaries. For an intake we chose a midrise Summit piece (PN SUM-226010, $185).

23. The larger Comp Ultra-Gold rockers meant we couldn’t use our stock valve covers, which was fine since they were ugly. Instead, we called up Eddie Motorsports and got a set of their black powdercoated covers and had a retro Chevrolet logo laser etched on them.

24. At Westech Performance we strapped the newly revitalized 355 to the Superflow dyno, filled the tank with pump gas, and fired it up. Once properly broken in, Westech’s carb-guru, Steve Brule, started making pulls and performing adjustments. Over the course of a dozen pulls, he slowly added timing, up to 37 degrees on the last pull, and swapped the jets around.

25. On pull six, we were rewarded with our best corrected numbers of 355 hp and 397 lb-ft of torque. The best part is the 355 lb-ft of twist way down at 2,700 rpm. Low-end grunt like that is what makes a street cruiser fun. Best of all, we can run this mill on the cheap gas and it idles smooth and silky.

E3 Spark Plugs Tech Tip of the Month

Add Some Spark into Your Classic’s Life!

If your vehicle suffers from misfires, hard starts, increased emissions, and poor fuel economy, then it’s time to change out your spark plugs. This month’s E3 tech tip takes you through a step-by-step, do-it-yourself spark plug replacement.

1. On most vehicles, it is also wise to replace your spark plug wires at the same time as your spark plugs.

2. If you plan to keep your original wire set, take the time to label each spark plug wire with masking tape and a marker so you don’t mix your wires up.

3. Remove each spark plug wire by pulling the caps to avoid breaking the wires as they become brittle sometimes from engine heat.

4. Check your vehicle repair guide to determine the necessary socket size and the correct gap for your spark plugs.

5. Be sure to use a spark plug socket with an internal gasket. This will grip the spark plug so you won’t drop it during removal or installation.

6. Examine your spark plugs after you remove them for signs of mechanical problems. Also, be careful not to allow dirt or other foreign materials to fall into the cylinder head when your spark plugs are removed.

7. If you have an aluminum engine, you should use an antiseize lubricant on the spark plug threads to prevent a negative reaction between the two different metals.

8. Use a torque wrench to install your new E3 spark plugs and tighten to the specifications given in your vehicle’s repair guide if possible. E3 Spark Plugs are pregapped at the factory to meet O.E. requirements.

9. If you are replacing your spark plug wires, consult your vehicle’s repair guide for a wiring diagram. You must be sure to connect each wire to the proper place on both the distributor cap and the cylinder head.

10. Use a dielectric silicone compound on the inside of each spark plug wire boot to ease removal in the future. Connect the spark plug wire boots to complete the job.

Now that you will notice your vehicle’s improved performance, know that E3’s DiamondFire edge-to-edge electrode provides maximum performance with increased efficiency and a faster, more complete burn.

Visit www.e3sparkplugs.com.

The post Rebuilding a Small-Block on a Budget – Reincarnation appeared first on Lowrider.

Attending a car show as a teenager with his older sister is what made Jose Escalante of Ontario, California, fall in love with the lowrider lifestyle. He developed a passion for the curves of ’67 Impalas.

The car shell sat in the backyard at Jose’s best friend’s house for years, until he built up the courage to fully restore it. Jose had envisioned his dream car before he laid a hand on it. That vision gave him the motivation to tackle the enormous task. “When I finally pulled it out, it had trees and bushes growing all around it and through the engine compartment,” he says. His first stop was his uncle’s shop. There he used the hoist to pull the body from the frame. Once it was apart, he began hunting down the countless missing parts. “I didn’t have much to start with and with a wife and six kids, I knew it was going to take some time.”

Jose had Neftali Fabela of Ontario assemble his 350 engine. With CFR Performance being from his hometown, Jose decided to load up his ’67 with CFR parts that included the dress-up kit, alternator, and numerous other parts. The body was then sent to Empire Collision in Upland, California, where Marco A. Cardenas Jr. handled the bodywork. With the bodywork ready, Arturo Cardenas laid the PPG pale blue with blue flake and blue pearl on the convertible. Jose then took it upon himself to add the murals at his Tricks Art Shop. Mike Lamberson of Draggin Lines in Riverside, California, added candy blue over the silver leafing and dragged lines throughout the ’67’s curves.

Jose then installed the stereo system by himself and had his friend Ernie Hernandez help him install the ididit wiring kit. Luis Delgado of South Cali Upholstery in Ontario, California, used navy blue, royal blue, and sky blue in custom patterns throughout the interior and trunk. Edgar Engraving and Jaguar Chrome & Polishing added the final touches. Jose’s two-year project was nearing completion at the time the LOWRIDER Magazine Las Vegas Super Show was coming up. “It was very memorable to see how all the car clubs came together to help me finish the car the night before the show. I didn’t sleep that night until the car was loaded on a trailer and ready to debut in Vegas.”

With the ’67 completed, Jose and his family started attending more car shows. Unfortunately, the car doesn’t have enough room to fit the family of eight. “I suggested to my husband that we needed a second lowrider to fit the entire family when we go to shows,” explains Gaby Escalante (Jose’s wife). “I thought it would be nice for him to ride with the boys and me to ride in a matching convertible with the girls. Needles to say, I didn’t have to tell him twice.” Jose began the hunt for a second project immediately. Ernie, a friend of the family, found this ’68 convertible in Santa Maria, California. “I remember driving it around town the first night they brought it home and how he began the build the very next day.” Gaby gave Jose her vision for the ’68 and he fulfilled her wishes. Ricardo of Lucky Auto Restoration did the bodywork and prepped the car for paint. Jose painted the car himself. He went with a candy brandywine as it’s her favorite color. “I finally got to drive it a year later when it was complete and we now ride to car shows as a family.”

Tech Specs

Vehicle Year/Make/Model: 1967 Chevrolet Impala SS Convertible

Vehicle Nickname: Money Blues

Owner: Jose Escalante

City/State: Ontario, CA

Club: Ontario Classics

Engine: 350 with CFR Performance water pump, fan, radiator, alternator, and dress-up kit. Chevrolet valve covers, Procomp Electronics intake manifold/ignition, Edelbrock EnduraShine 600 carburetor, March Performance revolver billet air filter, Block Hugger headers, 12-inch glasspacks, Accel wires, ididit wiring kit, and yellow top Optima battery.

Body/Paint: PPG pale blue with blue flake and blue pearl

Suspension: Two M&M Hydraulics pumps, Delta dumps, 10-inch front cylinders, 12-inch rear cylinders, 3-ton coils, and four Centennial batteries. CPP disc brake kit/steering box, Performance Plus master cylinder, booster, proportioning valve. Molded A-arms from Krazy Kutting.

Interior: Original bucket seats with multiple blue vinyls, Dakota Digital gauges, and CFR billet steering wheel

Sound: Pioneer deck, Hifonics amps, Infinity mids, and Kicker 12-inch subwoofers

Wheels/Tires: 13×7-inch cross-laced Zenith / Coker Premium Sport 5.20s

Vehicle Year/Make/Model: 1968 Chevrolet Impala Convertible

Owner: Gaby Escalante

City/State: Ontario, CA

Club: Ontario Classics

Engine: Stock 307

Body/Paint: House of Kolor Shimrim 2/Kandy Brandywine

Interior: Gray and charcoal vinyl

Sound: Kenwood deck, Hifonics amplifier, Kenwood mid-range and 10-inch Kicker subwoofer

Wheels/Tires: 100-spoke 13×7-inch Galaxie Wires / Tiger Paws 155/80/13

The post 1967 & 1968 Chevy Impala Convertibles – His & Her Rags appeared first on Lowrider.

In the mid ’70s a group of young men had a vision of uniting the neighborhoods in Bakersfield, California, with cars being their main focus. It was that focus that led to Carnales Unidos C.C. being formed. We attended their 40th anniversary banquet on April 4 at the Bakersfield County Fairgrounds.

The evening started off with an opening prayer prior to dinner. Carnales Unidos then went on to recognize the clubs and individuals that have supported their many events, giving them a plaque of appreciation. Members from the ’70s to the ’90s shared stories on how they had charity basketball games at the old East High gym where they played against Bakersfield’s Police Department. All the money raised during the event was then donated to the local Boys and Girls Club.

Current club members along with lifetime members received a plaque and were acknowledged for their commitment and sacrifice. Chuy Ponce received a ring for his dedication to the club for more than 10 years. Mickey Jimenez also received a ring honoring his 20 years to the Central California area. Members then presented Harvey Reyes an award for his 40 years of loyalty to the club.

We were honored to attend the event and like one of the original members stated, “We were always trying to be the best at everything that we did. I also learned that when a group of 15 to 25 young men are committed to something, working together, and have a common purpose, you can accomplish a lot.”

The post Carnales Unidos 40th Anniversary – Four Decades and Counting appeared first on Lowrider.

If you’ve been following our Project FearleSS, you’ve probably been wondering when the final result would be unveiled. Well, here it is in all its glory. The car was found on Craigslist in Las Vegas in pretty tired shape, so we knew we had our work cut out for us. We put our heads together and came up with what we thought was a simple, understated, elegant, and functional interpretation of a ’68 Impala SS resto-mod. It’s definitely an exercise in the less-is-more concept.

First off we needed a drivetrain we knew was reliable enough to haul this car around, but give us the ponies we wanted. The Connect & Cruise Chevrolet Performance LS3 was fitted with an Airaid U-Build-it custom air intake, Holley Performance oil pan, Classic Performance Products headers, CPP mounting brackets, and Aeromotive Phantom fuel pump system. With the help of a CPP transmission crossmember kit, it’s all tied to a 4L65E transmission and an Inland Empire Driveline shaft turns the Currie rearend. The spent fumes exit via a MagnaFlow stainless exhaust system and it’s all kept cool with a US Radiator.

And we wouldn’t be true to form unless we can put this car on the ground. When we got the powdercoated frame back from Millennium Powder Coating, Engle Brothers took care of lowering our altitude. The underpinnings consist of a RideTech suspension and Universal Air Suspension airbags powered by VIAIR 480 200-psi dual compressors that flow through an AccuAir VU4 4-corner solenoid valve unit. QA1 shocks and Energy Suspension bushings keep everything suspended. The entire trunk and interior was lined with Dynamat to keep the noise down. The Truespoke wheels wrapped in Coker rubber come to a stop thanks to a CPP disc brakes and their Hydrastop brake system.

Our interior was recovered in Mercedes black leather by Distinctive Industries and installed by Carlos Custom. Our Dakota Digital gauges sit above an ididit chrome column with a Shiftworks cable system. A New Port Engineering wiper kit ensures our Classic Industries windshield stays clean; the rest of our windows are also Classic Industries, as well as the ignition switch, interior lights, bezels, trim, interior garnishes, window switches, emblems, moldings, and weatherstripping. A Restomod A/C system keeps us cool while we listen to tunes through the JL Audio system and stay safe and snug thanks to Julianos seatbelts. An American Autowire system installed by Custom Dimensions keeps all the power coming from our Optima battery circulating well.

While we decided to keep things monochromatic on the outside, you must admit that it’s pretty hard to make a solid-black car look any better. After the body was disassembled by House of Pain, sandblasted by Millenium, and bodyworked back to perfection by Luis Lemus and Jesus Coronel at House of Pain, we called upon Steven Chaparro to lay down the Axalta gloss black paint and he did an awesome job giving it a mirror-like finish. The custom 44-inch moonroof was installed by Sunroof Performers.

From desert find to midnight oasis, this ’68 has come a long way thanks to the people and companies involved. Just goes to show you that there’s nothing out there you can’t find to bring a classic like this back to life with a vengeance. Go to our Facebook page and let us know your thoughts on Project FearleSS or maybe some touches you would have added or like to see in the future on another build.

1968 Chevrolet Impala SS

Vehicle Nickname
Project FearleSS

City/State
Los Angeles, CA

Engine
LS3 V-8 and 4L65E trans, work by Engle Brothers

Body/Paint
Axalta black by S. Chaparro; bodywork by House of Pain

Sound System
JL Audio, Dynamat lined

Suspension
CPP brakes, RideTech suspension, Universal Air Suspension airbags, VIAIR 480 200-psi dual compressors, AccuAir VU4 4-corner solenoid valve unit, QA1 shocks, Energy Suspension bushings.

Wheels/Tires
Truespoke / Coker 5.20 Premium Sport

Sizzling ’60s

At this point, the 1960s were really reaching a head. Elvis Presley returned from a long stretch of forgettable movies to music with his ’68 Comeback Special TV program. Martin Luther King Jr. and Robert Kennedy were assassinated. The Vietnam War was in its sixth year with the Tet Offensive being launched. Apollo 8 became the first manned spacecraft to orbit the moon. If there were ever a time for change, it was certainly happening all around us at that point. The Impala Super Sport no longer had their own series, but the SS option could be added to Impala couples and convertibles for $179. The full-size Chevys also got a new front end for 1968 as well as an updated rear bumper and horseshoe-shaped taillights. Retractable headlights could be added for $79 to the Caprice, but few buyers opted for this feature. Only 38,201 Impalas were made in 1968 with the SS option, including 1,778 with the Z24 (SS427 package). The Z24-packaged cars are extremely rare and difficult to recreate due to an absence of aftermarket trim parts to replicate the originals. Our Project FearleSS car originally came with a 327.

The post 1968 Chevrolet Impala SS – Black on Black Comeback appeared first on Lowrider.

VIP Tacos was founded by club promoters Juan Del Rio and Eligio Sanchez in November 2014. Del Rio and Sanchez were disappointed with the options they had to eat after getting off work in the early hours of the morning. Tired of constantly looking for a place to eat and seeing the potential market in hungry club-goers, Del Rio and Sanchez teamed up and VIP Tacos was born.

Situated just a stone’s throw away from Disneyland in the heart of Orange County, California, VIP Tacos is also just a few miles away from some of the hottest bars and nightclubs in Southern California. This, combined with VIP Tacos’ late hours, has made it a go-to place for many after-parties.

VIP Tacos prides themselves on their recipes, all of which are original from Mexico. Their food is fresh and is not prepared until you order it. Some of their most popular dishes include Quesadilla VIP, a massive 12-inch Quesadilla; their Mulita, which is two handmade tortillas with your choice of meat, Monterey Jack cheese, and handmade chorizo. Want something simpler? Try their tacos, which are made with handmade tortillas and your choice of meat.

“Our tacos are really popular,” said owner Juan. “We sell at least 2-3000 every Taco Tuesday.”

A nice pot of carnitas. VIP Tacos prides themselves on the freshness of their food so they are constantly making new batches everyday.

Mulita – Asada and cheese

Tacos pastor and tacos asada

Carne asada fries (This is a special serving size they gave to us. Their actual carne asada fries are a lot bigger).

Shrimp and battered fish tacos.

Quesadilla VIP Asada

Chorizo Sope

A special plate of carnitas and tortillas for the Lowrider staff.

VIP Tacos’ assortment of salsas. (from left-right: mild, medium, hot, extra hot, super hot).

For more information on VIP Tacos, call (657) 230-9222, or visit their Facebook page or Instagram at @viptacos.

Interested in having Lowrider Magazine stop by your restaurant? If so, leave us a message on our Facebook page or email HMendoza@enthusiastnetwork.com.

The post Feel like a VIP at VIP Tacos appeared first on Lowrider.

The National Association of Hispanic Real Estate Professionals (NAHREP) has a mission of helping Latinos achieve the American dream of homeownership. This is primarily done by creating educational opportunities for real estate agents who work with the community, and by advocating for policies such as access to credit and challenging other barriers to homeownership. While NAHREP has been known to create original media content for agents, they’ve taken it to the next level by reaching a broader audience outside of real estate with the production of “53 Million & One” as part of their Nuevo Latino Tour traveling across the U.S.

The tour is designed to empower Latinos by connecting their real stories to a mainstream audience to create cultural awareness and a common thread, the dream of succeeding in the U.S. After hitting the Texas, Chicago and New York scenes the show returns to California in November with performances in the Santa Ana, La Mirada, Sacramento and San Diego.

53 Million & One is an extraordinary one-man show that places viewers inside the American-Latino experience. Following the format of “Billy Crystal’s 700 Sundays” and “Mike Tyson’s Undisputed Truth”, Gerardo Jerry Ascencio narrates, assumes multiple characters, and leverages his skills as a Mariachi performer to guide audiences through his journey from immigrant to entrepreneur. The show highlights the common challenges, experiences, and aspirations that bind the 53 million Latinos that call America home.

Catch the performances that audiences are calling inspirational, entertaining and enlightening as a part of the 2015 Nuevo Latino Tour, visit www.nuevolatinotours.com for tickets.

Santa Ana
November 3, 2015
6:00PM
Kershaw Auditorium at the Bowers Museum
2002 N Main Street
Santa Ana, CA 92706

Sacramento
November 12, 2015
6:00PM
The Guild Theatre
2828 35th Street
Sacramento, CA 95817

La Mirada
November 20, 2015
6:00PM
La Mirada Theatre
14900 La Mirada Blvd
La Mirada CA, 90638

San Diego
December 15, 2015
6:00PM
Lyceum Theatre
79 Horton Plaza
San Diego, CA 92101

The post 53 Million & One appeared first on Lowrider.

List articles or “listicles” are the new hotness in media right now, because, thanks to social media and the frenetic pace of our busy lives, we apparently have the attention spans of-what was I saying?

Never mind. Here are the top six reasons why you need to subscribe to our new premium video-on-demand service, Motor Trend OnDemand (MTOD).

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4. Motor Trend On Demand means wherever you want. Want to curl up with your iPad in a hammock and watch vintage Formula 1 cars charge up Lord March’s driveway at the Goodwood Festival of Speed? Or take in V8 Supercars bashing doors while the work conference call is on mute? Go for it. MTOD is available now on your desktop computer, laptop, and tablet. MTOD is also available for set-top boxes such as Roku and via mobile apps for iOS- and Android-equipped smartphones.

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The post Top 6 Reasons to Subscribe to Motor Trend OnDemand appeared first on Lowrider.