As parents and car buffs, we all secretly hope that we can pass on that gene to our children and that one day they’ll carry on that same love for cars. Matt Sherman bought this ’47 Chevy Fleetline with the intention of doing a full buildup, but like any good man, when he realized he’d soon become a father, he put the priority on his family and sold the car to his friend. In the ensuing years, Matt’s son Sy was definitely a lowrider in the making, and became just as passionate about these cars as his father when they’d go to shows together.

Unfortunately, life has a way of dealing us a difficult hand when we least expect it. Sy became ill with a rare cancer and passed away after a long fight. But the twist of fate and Sy’s influence didn’t end there. By chance, Matt happened to be at a festival and ran into the son of the friend he sold it to. Matt learned that his friend really never got the ball rolling on completing the car and that it was still at his friend’s house in the same condition he sold it to him. Matt called up his friend and the next day went to go pick the car up. It was on the road six months later.

As if all that wasn’t enough, while driving it to a cancer benefit, one of the wheels fell off and destroyed the driver side of the car. Although a lesser man might have given up after that, Matt used it as an opportunity to restore the car again exactly the way he wanted. So once again, he let tragedy propel him forward until he pulled off this recently completed beauty that is nothing short of true lowrider. “I honestly feel like with the way my son passed and having to give the car away to take care of him, he gave the car back to me,” Matt reflects. So let’s take a look at how Sy’s spirit lives on in this classic.

Matt tunneled the floor so it’d lay lower, dropped the uprights in the frontend, and put in a four-linked Camaro rear. It’s all suspended by an AccuAir e-Level airbag setup powered by a single battery. The setup was done by Matt’s friend Greg Lazerinni. Everything is chromed and painted underneath, and it’s all rolling on 13-inch Zeniths with Premium Sportway rubber.

Power comes from a ’58 Chevy 235 inline-six connected to a ’47 Saginaw three-speed manual trans turning a two-piece Impala driveshaft. The motor is old school with dual Rochester one-barrels on an Offenhauser intake.

The interior was kept faithful to the original, but the dash and trim have pearl wood grain patterns instead of the traditional dark backgrounds. Sid’s Upholstery recovered everything in original-style fabric. From the traffic light viewer to the bakelite buttons, not much looks out of place in the interior. The original radio was refurbished, but inside the glovebox resides an Alpine stereo connected to two Earthquake 6x9s, two 5 and 1/4s, and tweeters.

From stem to stern, it not only screams lowrider on the outside, but is also a tasteful blend of new and old. Chrome and engraving were handled by Krazy Kutting and can be found on everything from bumpers to air cleaners to core support. Muraling was done by Skip Sanchez and pinstriping by Eddie Padilla. Matt, who owns Imperiouz Autobody & Suspension in Salinas, California, took care of the bodywork and Axalta two-tone paint.

We’re happy to see this old ’47 finally come to fruition almost 20 years after Matt originally bought it. For years, the car was, as Matt puts it, “just a rumor.” There was a lot of talk about it getting finished, but it never seemed to get there…until now and Matt made sure it spoke to the people involved in getting it up and running. Hands praying for his son, a picture of his wife, and his crew from his shop can be found in the murals. Thanks go out to Eddie Padilla, Skip Sanchez, Westend Car Club, Matt’s wife Veronica, and most importantly his son Sy. We wish you many happy miles with this sweet ride and we’re sure Sy’s spirit will be riding shotgun right along with you.

1947 Chevy Fleetline

Vehicle Nickname
Just a Rumor

Owner
Matt Sherman

City/State
Salinas, CA

Club
Westend

Engine
235 Chevy inline-six engine with chrome Offenhauser valve covers/intake, dual Rochester single-barrel carburetors, chrome water pump/radiator/alternator and straight pipe exhaust

Body/Paint
Multiple Axalta browns, paint by Imperiouz Autobody. Pinstriping by Eddie Padilla, chrome and engraving by Krazy Kutting, muraling by Skip Sanchez

Suspension
1970 Chevy Camaro rearend, C-notch rear, AccuAir airbag setup with two engraved and chrome tanks and Viair compressors

Sound System
Pioneer head unit and 51/4-inch front speakers in front, 6×9-inch Earthquake speakers in the rear

Interior
Reproduction interior kit

Wheels/Tires
13×7-inch original Zenith Wire wheels / 5.20 Premium Sportways

Chevy Sin ’47

Chevrolet produced its 20 millionth vehicle in 1947, which happened to be a Fleetline Aerosedan, same as what’s featured in this article. The sleek two-door fastback was Chevrolet’s most expensive two-door sedan they built that year, as well as their top-of-the-line and most popular model. Production of the ’47 Aerosedan reached 159,407 and had a sticker price of around $1,313. Side hood and belt moldings were eliminated on the ’47 model and replaced with a thin strip of stainless at the crease below the window. The other models offered that year were the Fleetmaster cabriolet convertible, Fleetmaster Sport Coupe, Fleetmaster Town Sedan, Fleetmaster Station Wagon, Fleetline Sportmaster, and four Stylemaster models. The most expensive and least popular model was the Station Wagon. At $1,893, only 4,912 of these eight-passenger “woodys” were built, so they get big numbers from collectors. All models offered the 216 inline-six and three-on-the-tree manual transmission. With the GM strike over, and demand far outweighing supply, 1947 production vehicles climbed to over 684,000.

The post 1947 Chevrolet Fleetline – Top of the Line appeared first on Lowrider.

The love for lowriders has been with Michael Rodriguez of Corcoran, California, since he was 10 years old. “I’ve always loved going to car shows and seeing lowriders,” explained Michael, who grew up around the lifestyle. At 16 years old, when many his age didn’t have a driver’s license, Michael had purchased a Chevy El Camino. “That was my first lowrider and after I sold that I got myself a Cutlass and added hydraulics to it.”

After a few lowriders, Michael decided to build himself a big-wheel ride. He purchased this 2005 Hummer SUT at a local car dealer. “I was going with big wheels, but I wanted to keep with the lowrider theme.”

When he brought out the Hummer for the first time it had leafing, rims, and a beat. Unfortunately, he was involved in a car accident shortly after completing it. Not letting the accident discourage him, Michael decided it to rebuild it and better than ever. He started the rebuild by suiciding the rear doors and then having Arturo Valadez of E&I One Stop Shot in Oxnard, California, lay some House of Kolor kandy lime green paint. Multiple greens and blues were laid on top of the candy with patterns ranging from tape shades, flake, and fingerprints. Silver and gold leafing followed with multiple green striping by LG Pinstriping to highlight the patterns and leafing.

Rick at LA Kustoms installed an airbag setup while David Hernandez in Oregon added murals to the frame. Ruben Franco installed the Hifonics amps and Kicker speakers. Joe Camacho at California Upholstery in Bell Gardens, California, finished off the build by fully reupholstering the interior with a custom pattern in mint green vinyl. A year after the wreck, the Hummer was reborn again. Keep an eye for this Hummer at shows in Cali.

2005 Hummer SUT

Vehicle Nickname
Suicidal

Owner
Michael Rodriguez

City
Corcoran, Ca

Club
Swift

Engine
6.0L V-8 With Chrome Alternator, Painted Cover, And K&N Filter

Upholstery
Mint Green Vinyl Wrap

Body/Paint
Lime Green House Of Kolor Paint

Sound
Ipad Used As A Headunit With Hifonics Amps And Kicker Speakers

Suspension
Airbags

Wheels/Tires
30-Inch Lexani LSS-55 / Lionhart 255/30R30 Tires

The post 2005 Hummer SUT – Reborn appeared first on Lowrider.

The 1981 women’s beach cruiser belongs to Minerva Vargas. The bike has an NOS springer front fork, full fenders, rear bike rack, crash guards on the rear seat, and NOS green flake handlebar grips. “The green NOS grips that I was able to buy dictated the color scheme of the bike,” explained Saul Vargas. Felix Designs in Las Vegas, Nevada, used an Axalta green flake to paint the bike. He also used two greens to pinstripe the bike’s rack, chain guard, fenders, and frame.

Saul Vargas owns the 1959 Schwinn Speedster. Saul added some hard-to-find parts such as a Schwinn Speedometer, a headlight with NOS light bracket, along with a pre-World War II gooseneck. The frame was powdercoated black, while the full fenders received Axalta black and gray graphics and red pinstriping. Chrome for both bikes was done by Speedy’s Chrome of Long Beach, California.

1981 Women’s Beach Cruiser

Owner
Minerva Vargas

City/State
Montclair, CA

Body/Paint
Axalta paint

1959 Schwinn Speedster

Owner
Saul Vargas

City/State
Montclair, CA

Body/Paint
Axalta paint

The post Women’s Beach Cruiser & Schwinn Speedster – Life’s a Beach appeared first on Lowrider.

We can’t stress enough the importance of these little widgets. Whether it’s looking under our seats for something, trying to make roadside repairs at night, or find your way around outside when it’s dark, you certainly get a lot of bang for your buck with flashlights and they come in handy at the most random times. However, for automotive purposes you don’t always need some gigantic 6-volt or D battery monster that won’t even fit in your glovebox.

A compact, pocket-sized light with plenty of power will definitely work to store anywhere in your car. So what should you get? There’s always cheapo versions in a little cardboard holder you see at auto parts and hardware stores, but we believe that you get what you pay for. We figure AA battery-powered flashlights are about the most common small ones out there that have a power source you could pick up anywhere from a gas station to a grocery store. Here we’ve compiled four smaller AA-powered flashlights and listed specs, pros, and cons of each. See which one makes sense for you to pick up and stash in your car, lest you need it when you least expect it.

Make/Model
Jetbeam WL-S1

Lumen Output
Output (with one CR123 or 16340): Turbo 770 / Max 160 / Economic 70 / Low 26 / Weak 1

Runtime
Turbo 1.3 h / Max 1.5 h / Economic 8 h / Low 37 h / Weak 300 h

Overall Length
4.29 inches

Weight With Battery
4.4 ounces

Battery Type
AA, CR123, 14500, 16340, or 18650 (1, not included)

Controls
Constant-on/momentary tailcap push-button switch, mode select side switch

MSRP
$50

URL
www.goinggear.com

Overview
With seven output options, the JETBeam WL-S1 might boast the most functions in this guide. Not only does it have five brightness settings, it also has strobe and SOS modes. Most impressive of all, it can use not only a single AA battery, but also CR123 and more obscure 14500, 1630, and 18650 sizes. Its Overall Length will vary depending on what type of battery is installed. It has two switches, a constant-on and momentary tailcap push-button and an illuminated side-mounted mode button. We found the light’s dual button system complicated to use. Note that the above Lumen Output ratings are based on either a CR123 or 16340 battery, and not a AA.

Make/Model
Coast HX5

Lumen Output
High 620

Runtime
High 3 h 45 min

Overall Length
Flood Mode: 4 inches, Spot Mode: 4.125 inches

Weight With Battery
2.5 ounces

Battery Type
AA (1, included)

Controls
Beam focusing slide bezel, constant-on/momentary tailcap push-button

MSRP
$25

URL
www.coastportland.com

Overview
Coast’s HX5 comes with a standard alkaline battery that is rated for an output of 130 lumens, but it can also run on a rechargeable NiMH battery outputting 145 lumens or a rechargeable 14500 lithium battery for a maximum output of 345 lumens. Its sliding bezel allows light to be focused to a maximum beam distance of 259 feet or go wide with an 8-foot-diameter flood beam at a distance of 6 feet. The HX5 features an aluminum body, rubberized tailcap, and unbreakable LED. Its carry options include a unique two-way clip that allows the light to be clipped onto a pocket or the bill of a hat.

Make/Model
Nitecore EA11

Lumen Output
Turbo 900 / High 300 / Mid 160 / Low 70 / Lower 1

Runtime
Turbo 30 min / High 45 min / Mid 1 h 30 min / Low 2 h 30 min / Lower 12 h

Overall Length
3.62 inches

Weight With Battery
2.7 ounces

Battery Type
AA Alkaline (1, included)

Controls
Constant-on bezel-mounted side switch, mode select side switch

MSRP
$55

URL
www.goinggear.com

Overview
As the most compact light in this guide, the Nitecore EA11 brings big performance. Proof that good things can indeed come in small packages, the EA11 is capable of producing 900 lumens of blinding light and also features a night-vision-friendly red light. The aluminum-bodied light has two switches on the side of its bezel, one for power and the other for the light output mode. Various button presses can activate the turbo and lower modes as well as the separate low-lumen red LED. Surprisingly, the many button options are easy to get used to. Its compact size feels like it would work well with a tailcap switch, which it lacks.

Make/Model
Brite-Strike Lightning Strike

Lumen Output
High 170 / Low 60 / Strobe 150

Runtime
High 1.5 h / Low 3 h / Strobe 1.5 h

Overall Length
4 inches

Weight With Battery
2.7 ounces

Battery Type
AA Alkaline (1, included)

Controls
Constant-on/momentary tailcap push-button switch

MSRP
$70

URL
www.brite-strike.com

Overview
The Lightning Strike flashlight comes as a part of Brite-Strike’s Lightning Strike Personal Protection System. The system is designed with women in mind and is meant to be a personal protection kit that includes a 170-lumen tactical flashlight and a personal alarm that emits a 120-decibel ear piercing sound when activated. It has three modes (high, low, and strobe) that you can cycle through by using its rubberized, glow-in-the-dark tailcap push button. The light has aggressive strike bezels front and back and is made of anodized aluminum. The kit comes with a neck lanyard, a leather quick-deployment holster, and a tough coiled polymer light lanyard.

The post Mini Flashlight Review – Let There Be Light appeared first on Lowrider.

My Pham (My is his first name) from Seattle built Hondas in his earlier years. “My dad showed me how to work on cars when I was 15. My buddies then started bringing their cars over and I would help them work on them. I used to work on Hondas, muscle cars, basically anything I could get my hands on, but my real passion was lowriders.” His interest for lowriders started when he first saw a lowrider hitting back bumper in front of his high school. The thought of building himself a lowrider was always there but he never thought that he would be able to afford it, until a member of Eazy Duz It gave him a great deal on a ’64 that was in pieces and had no interior or motor.

At the time of purchasing the ’64, My and his wife Nora Yem were expecting a baby girl. “It was difficult managing my time between building a car and starting a family. For 3 and 1/2 years I would wake up early and stay up late. I had a goal to get the car done by a certain time and I made that goal.”

When he got the Impala, it was all torn down and in pieces. With limited knowledge of classic Chevys, he used another club member’s ’64 as a reference to figure out where the pieces went. With the help from Ted, My finished up the bodywork and had Simon Chan spray a Corona Cream paint on it while Chavo from Arizona striped it. Amos Upholstery in Arizona installed the interior kit. The highlight of the ’64 is the Pesco setup that was installed by fellow club member Keo Sanh. “The ’64 had a real classy OG look, so I wanted to build the setup that would complement it,” Sanh explained. “Getting the Pesco setup working and seeing the car come together was real memorable for me but not as much as seeing how building this car brought my family and friends together,” My says.

To some, it may sound selfish that My spent so much time building a car while having a newborn. “I built it for my daughter Skyla, so that we can build memories of the two of us cruising in the car. I added her name to the dash of the car so that she can always be by my side while cruising.” This was his first lowrider build but not his last one. “I feel that now I can build one better than this one and I’m planning on building many more lowriders throughout my lifetime.”

1964 Chevy Impala

Vehicle Nickname
Sun Break 64

Owner
My Pham

City/State
White Center, WA

Club
Eazy Duz It

Engine
350 crate motor with Tuff Stuff chrome alternator, March Performance brackets, Hooker Headers, Edelbrock carb, Edelbrock intake, SBC double-finned oval air filter, SBC finned valve covers, aluminum radiator, and a red-top Optima battery.

Interior
Ciadella interior kit

Sound
Retrosound head unit, Alpine mids, and Phoenix Gold amps

Body/Paint
PPG Corona Cream

Suspension
The suspension received a reinforced Toyota rearend, 1.5-inch extended A-arms, Y-bone, partial frame reinforcement, and disc brake conversion before Keo Sanh installed the four Pesco aircraft pumps, four Adex, eight Accumax solenoids, 8-inch front/14-inch rear cylinders, and six deep cycle batteries.

Wheels/Tires
72-spoke 13×7 Daytons with Premium Sportway 5.20s

The post 1964 Chevrolet Impala – Sun Break appeared first on Lowrider.

If we asked for a show of hands from everyone we talk to about how many of them regret having to sell a certain car, we’d see more hands than when the teacher asked which of us wanted to be excused to recess early. We’ve all had that one car that stuck with us above all others, for some reason. Many of us only have memories to remind us what it was like, but there are others who are determined to shell out the dough to relive the experience. Carlos Leos’ love affair with his ’67 Riviera had persisted long after he sold it. Then he was able to snap up another and it was deja vu all over again.

After Carlos’ neighbor located a rough but running ’67, Carlos took it home and began the teardown. Since this is one car that came from the factory looking good, Carlos opted not to deviate too much from stock configuration. Underneath, the hydraulic setup consists of two Homies pumps, four Delta dumps, six solenoids, and four batteries with 8-inch cylinders at all four corners. The original Wildcat motor and automatic trans were rebuilt. It’s all riding on 14×7 Truespoke wheels with 5.20 Premium Sportway rubber.

As an auto painter by trade, Carlos and his two buddies Rudy, aka “Burrito,” and Fabian took the car down to bare metal, shaved the emblems, painted it in a brilliant House of Kolor Candy Tangerine, added ghost patterns, and metalflaked the roof, which was also given a 42-inch moonroof by Carlos’ friend Juan. Danny D did up the car with his custom pinstriping, and the finished product definitely does the old Rivi justice.

Inside the interior was kept true to original with tan tweed with upholstery on the seats by Francisco, aka “Pancho” (RIP), and Carlos took care of the door panels, headliner, and dashpad. A Pioneer head unit and speakers, along with a Sony Xplod subwoofer brings the sounds into the modern age and installed by Little George.

When going into the build, Carlos wanted to prove to himself that he had one more in him. Since he believes this may be the last car he ever builds, he gave it the name “Achilles Last Stand.” If it is in fact his last build, the effort truly speaks for itself. He’d like to send thanks to his wife and kids for putting up with his build and Burrito and Fabian for their help (and headaches) throughout the process. We hope to see all 430 ci of it tearing up the road until he has an epiphany and decides he isn’t quite done yet and it’s time to build another car.

1967 Buick Riviera

Vehicle Nickname
Achilles Last Stand

Owner
Carlos Leos

City/State
Los Angeles, CA

Club
Groupe

Engine
Stock 430 V-8 and automatic trans

Body/Paint
Bodywork and House of Kolor Candy Tangerine paint by owner, Burrito, and Fabian; pinstriping by Danny D; shaved emblems; 42-inch sunroof

Suspension
Two Homies pumps, four Delta dumps, six solenoids, four batteries, and 8-inch cylinders

Sound System
Pioneer 6x9s in the back, 5-inch front, Sony Xplod 10-inch subwoofer

Interior
Tan tweed by Pancho

Wheels/Tires
14×7 Truespokes / Premium Sportway 5.20s

Pillar of Style

Buick originally began giving existing car models the Riviera name to designate a pillarless hardtop. It began with the Roadmaster and also encompassed the Super and Electra models until the Riviera became its own model in 1963. They were introduced with one of Buick’s famed Nailhead motors until 1967 when the Nailhead was discontinued and the 430 was introduced, which only had a three-year production run. The ’67 version had a monstrous 211-inch wheelbase and weighed approximately 4,200 pounds. A bevy of safety features were thrown onto the ’67 version, including an energy-absorbing steering column, non-protruding control knobs, four-way hazard lights, locking seatbacks, shoulder belt anchors, and a dual circuit hydraulic braking system. The Riviera was finally discontinued in 1999 and although concept cars to revitalize interest in the model have been debuted, Buick has not made definitive plans to bring the model back into production.

The post 1967 Buick Riviera – One for the Road appeared first on Lowrider.

Sandblasting is the word that is used to describe the act of propelling very fine bits of material at a high velocity to clean strip a surface from paint, body filler, rust, or anything else that is clinging to it. Millenium Powder Coating in El Monte, California, has been blasting away at automotive, industrial, and commercial metal and steel materials probably since rust first existed. From complete car bodies, chassis, and frames, they also specialize in wrought iron and patio furniture, too.

For most sandblasting places of business, sand used to be the most commonly used material, but since the lung disease silicosis is caused by extended inhalation of the dust created by sand, other materials are now used in its place. Any small, relatively uniform particles will work, such as steel grit, copper slag, walnut shells, powdered abrasives, even bits of coconut shells will do. Due to the dangers of inhaling dust during the process, sandblasting at Millenium is carefully controlled, using an alternate air supply, protective wear, and of course proper ventilation.

We trailered over the LOWRIDER Project “Bomb Truck” cab to have the decades-old paintjobs and body fillers removed. There was also a lot of rust in the usual places you would expect from a ’54 GMC cab being parked out on a farm for decades. We had Millenium sandblast the cab as you will see here as part of the cleaning method to later prepare it for etch priming the surface for the application of primer, sealants, and then custom paint. When painting, one doesn’t want to trap dust, dirt, or bubbles in a previous layer of paint, or other imperfections under the new layer. By launching small bits of abrasive at the surface at a high speed, all imperfections are knocked loose and can then be easily washed off, creating an incredibly smooth surface upon which to lay the new layer of paint.

Millenium Powder Coating prides themselves on providing the best powdercoating in the industry. They have very fair prices and a quick turnaround that more often takes place in one day. They are set up to handle jobs of all shapes and sizes, and there is no job too big or too small for their team of qualified professional powdercoaters to handle. So, after we trailer back our Bomb Truck cab to the custom metal fab shop, we will return to bring back the entire frame and suspension of this project to be powdercoated in the most durable finish and luster. Check out our facility tour and see for yourself the quality work that only Millenium can provide!

Millenium Powder Coating is offering its services of sandblasting, powdercoating, burn strip, and metalizing. They have great prices, a fast turnaround, pick up and delivery services.

The post Sandblasting the Rust off our ’54 GMC Truck appeared first on Lowrider.

The Luxurious Car Club chapter in Montreal, Canada, threw their 9th annual barbecue at George O’Reilly Park. The park offers a large parking area and a great view of the St. Lawrence River. The Luxurious Car Club provided a free barbecue for all show participants. Car clubs from Montreal, Toronto, and all of the surrounding areas showed up, like the Majestics, Affiliated, and Loyalty Ones. The showstoppers at this traditional show and barbecue were a blue ’64 Impala and ’84 Buick Regal, from Toronto.

The show’s main attraction had to be the hop. With over $1,000 in prizes, there were plenty of switch-happy participants. Jeff “Skinny” Forgione of “Switches And Thangs” from Toronto was on the switch most of the day, as he had build most of the hoppers participating in the hop. The real excitement happened when 9-year-old Adam Giroux, son of Luxurious club president Abel, came into the hop pit. Little Adam hit back bumper with his ’87 Oldsmobile Cutlass. This isn’t anything new either because this local hop star has been hitting switches since he was 5. Unfortunately though, the hop had to be cut short due to the rain, but not after a great day at the park with the Lux Fam.

The post Luxurious 9th Annual BBQ appeared first on Lowrider.

The roots of lowriding runs deep. As a matter of fact, it’s long been a lifestyle more than it has ever been a hobby. With the countless amount of hours and heartbreak that goes into building one, it becomes clearly evident that this is something of a tradition. In essence, a lowrider becomes a part of our family unit, and at times it’s the one member of the family that creates the most tension and chaos.

Lowriding is the reason we stay up days on in waiting for our builds to be done. It’s the reason we spend countless hours hunting for rare or hard to find parts, and it’s the reason we try to get that over time pay. It’s also the reason we often find ourselves driving beaters as daily drivers. Now don’t get me wrong, when I say the word “beater” I’m referencing our economical cars like Hondas and Toyotas, not the old and tired clunkers you were thinking of.

That said, we decided to replace the headlights and taillights on one of our daily drivers which happens to be a 2005 Honda Civic. The headlights of our car were cloudy and beyond repair, and the taillights were showing signs of aging so we decided to replace them with a set from AnzoUSA.

WHY AnzoUSA?

With over 30 years of manufacturing experience, AnzoUSA surpasses their competition in quality, innovative styling and product offerings. They offer the best
quality performance lighting products at an affordable cost and all of their products are SAE and D.O.T. compliant to FMVSS No. 108; and manufactured in our state-of-the-art ISO 9002 and QS 9000 quality certified factory.

So what does that mean in plain English? It means that they’re the best at what they do and meet or exceed the quality found on OEM replacement units. Unlike some of their competition, you won’t get leaky or faulty headlights or taillights because they’re manufacturing is bar none the best in the business. In addition, they rigorously test every AnzoUSA lighting product in a Thermo-Hygrometer (temperature and humidity chamber) and a Rain-Resistant Tester. During testing, they thoroughly expose all of their products to intense photometric testing to assure a quality and sealed product.

Headlight Replacement

With just a little bit of elbow grease, replacing your headlights is really quite simple with tools laying around the house. Here are the steps:

1. Remove pushpins along the top grill and also the bottom portion of the bumper.

2. Remove the pushpin and the bolt, which is located where the bumper meets the front fender.

3. Once you remove the pushpins and bolts from both sides, remove the bumper carefully and place it somewhere safe making sure to not scuff the bottom.

4. Remove the headlight by removing the 4 bolts located on the headlight.

5. Remove the turn signal harness, parking light harness and high beam harness as indicated on the pictures.

6. Splice the red wire coming out of the headlight. The wire should be red with a yellow stripe.

7. Install the new AnzoUSA headlights by reversing steps 5 and 6.

Taillight Replacement

Replacing your taillights are even that much more easier. All you need is a little push and an 8 mm socket.

1. Remove pushpins found on the interior carpet lining around the trunk.

2. Pull plastic cover towards the inside of the trunk.

3. Remove four of the 8mm screws located in the back of the taillight.

4. Remove the parking/ brake light harness along with the reverse light harness and the turn signal light.

5. Remove the taillight carefully.

6. Install the new taillight and connect the wire from the tail light and all other lights found on the housing.

The post Anzo USA Headlights/Taillights Install appeared first on Lowrider.

With more and more lowriders coming out of high-end custom shops, this particular build serves as a reminder of what being and building a lowrider really is. Lowriding is about the camaraderie and relationships forged during those late nights in the garage. Unless you have built one yourself you will never know what the lowrider lifestyle entails. “You have to build your dreams,” Jose says, when asked as to why he did not have a shop build his car. He instead opted to build his car himself, in his garage, with the help of longtime friend Irvin Madrid.

With no HOA to worry about, Madrid got to work on the bodywork prepping the car for the three-stage Gold pearl found throughout the car. Chavo stopped by to add some accenting scrollwork as well as custom gold leafing. Meanwhile, Jose was busy with interior and exterior fabrications as well as the installation of a brand-new 350 small-block crate motor outfitted with chrome and billet accessories. With custom tubular suspension in place, it was time to drop in a brand-new chrome three-pump Black Magic hydraulic setup with four switches powered by six batteries activating the 8- and 12-inch cylinders. While Ben’s Custom Wheels was putting together the 13-inch, 72-spoke cross-lace wire wheels, Fernando Garcia, of Garcia’s Upholstery in Phoenix, was busy wrapping the interior with various shades of tan and Amber leather materials.

After long days and hot Arizona nights, this backyard lowrider build was ready to take on any competition. “A lot of people were part of this build,” Jose says, “but I would personally like to thank my family, especially my mom and daughter … and of course, Irvin Madrid for all the hard work he put into this car.”

1985 Oldsmobile Cutlass Supreme

Vehicle
Hurting Feelings

Owner
Jose Trevizo Madrid

Car Club
Unity Car Club

City
Phoenix, Arizona

Engine
350 small-block crate motor

Interior
Jose and Irvin Madrid molded the custom dash and bucket seats with Garcia’s Upholstery in Phoenix wrapping them in various shades of tan leathers.

Body/Paint
Irvin Madrid sprayed the car with a three-stage Gold pearl with Chavo adding accenting scrollwork as well as gold leafing.

Supsension
Irvin Madrid and Jose installed a chromed three-pump Black Magic setup with four switches powered by six batteries activating the 8- and 12-inch cylinders.

Wheels/Tires
13-inch, 72-spoke cross-lace wire wheels by Ben Custom Wheels

The post 1985 Oldsmobile Cutlass Supreme – Hurting Feelings appeared first on Lowrider.

Having a great looking lowrider without a solid mechanical foundation is a recipe for disaster — especially if you have bad tires, or a worn braking system. But what’s even worse for your health is if your daily driver or hauler isn’t well maintained.

The bottom line is you have to be able to stop. A faulty braking system or bad tires can mean the difference between life and death, and it’s the one part of your car that you definitely don’t want to ignore. They say that roughly 15 percent of accidents occur because of mechanical failures so don’t get caught slipping. The simple fact is that the more you drive, the more you use your brakes and tires so it’s always important to keep a close eye on them.

For this article we decided to freshen up one of our car haulers that had worn tires and bad brakes. Now one of the upgrades which can be done are big brake kits, but if you’re looking to keep your factory brakes, but want more bite and performance then look no further than EBC Brakes. For this application we went with their drilled and slotted rotors in combination with EBC truck pads.

Their pads are British made and feature longer life, better bite and a feature called NUCAP NRS system hook technology, which offer 5 times the bond strength of conventional pads. EBC is a world-class leader and manufacturer of brake components. Unlike most China brands, EBC manufactures 90% of its rotor range in ISO and TUV approved facilities in the UK or in Italy. All of their rotors are machined and finished in the UK and in the USA. Their castings or finished rotors are manufactured with the strictest quality controls and a 100% run out and dimensional check.

GD Sport Rotors

The GD Sport rotors feature drilled and slotted directional rotors. The slots and holes in the disc proved an effective way of venting the layer of gas and dust that builds up between your pads and rotors when in heavy or repeated hard braking. These properties also help keep temperatures down, help increase prolonged pad life, and improve wet-weather performance by allowing water to escape the rotors top surface, thus increasing pad bite and driver confidence.

In addition, all USA sport rotors are slotted at the Las Vegas facility of the USA operation. They employ 14 people in our USA rotor machining facility alone and have a bank of 8 HAAS and Feeler CNC machines using the latest CNC controls and tooling for superb accuracy. On a global scale Most EBC rotors are made from British castings and 100% of these are precision machined in either the UK or the USA.

Remove & Replace

So how easy is it to install your front rotors and pads? It’s really easy if you have the proper tools and just a bit of mechanical prowess. Of course, we suggest that you only perform this job if you are mechanically inclined or if it’s done under the supervision of someone who is.

Here are the basic steps:

Once the vehicle is secured and lifted off the ground, and placed on jack-stands, remove the lug nuts and then remove the front tires. Lift the hood and pull the brake reservoir cap off so the pressure will be released when the brake piston is pulled back.

1. Loosen the pins of the caliper and take note of their position for reassembly.

2. Once you pull the caliper off, there is a piston inside which pushes the brake pads against the rotor. You will need a special tool to push the piston back. This is also why you want the cap to the brake reservoir loose, so the fluid goes easily back into the reservoir. Remove the old rotor and place on the new and improved EBC Rotor in the proper directional position.

3. See the Rotor Comparisons between the O.E and EBC Product

4. Mount back on the Caliper to begin replacing the brake pads.

5. Replace the pads and take note of the position because they are also directional.

6. See the difference in the conventional pads versus EBC Pads which include longer life, better bite and a bonding strength that is 5 times stronger

7. Reinstall all your front brake components and lets move on to the rear brakes.

8. Remove the Rear Drum and install the rear EBC Brake pads. Check all fluids and place back on the drums.

About EBC Brakes:

EBC has 14 machining centers in these two countries to manufacture these precision parts. Rotors are made from high quality grey iron to exacting standards and undergo extensive testing and rigorous quality control and are then precision machined to your chosen slot or dimple pattern.

The dimple drilled rotor was invented by EBC back in the 90’s and has been imitated by many because of its ability to offer pad degassing without “Through Drilling” disc or rotor holes which has been shown to promote rotor cracks.

The wide aperture slots on the EBC units actually draw cool air under the brake pad and rotor interface and help cool the temperatures of the pad contact which can shoot up to well over 1000 degrees at the very heart of the brake pad during heavy braking and can cause brake fade or loss of brake effect.

These “Full sweep” slots on the EBC Sport Brake rotor also help remove dirt dust debris and water from the braking area but without doubt the main benefit of such sport rotors is their ability to maintain a flat and parallel pad surface throughout the lifetime of the brake pad set.

After our easy to install and upgrade of our pick up truck hauler brake job, we went from there and decided to install a new set of Grabber HTS General Tires. We took a set of 265/70 R16’s to the local Wheel and Tire shop to have them speed balanced and mounted to our original wheels. We’re fans of this specific brand because of their Duragen ultra high strength steel belts and micro fiber casing reinforcements. The broad tire contour provides better tread wear resulting in higher mileage and confidence in even the most challenging conditions.

In addition, the fuel-efficient tire compound minimizes CO2 emissions and it also sports responsive grooves and stabilink bars, which help, enhance handling and steering response.

Before every Lowrider, there is a truck and trailer to help pull your classic from shop to shop or car shows. Make sure you always arrive safely and dependably with the right brake and tire package!

The post EBC Brakes GD Sport Rotors & Truck Pad Install appeared first on Lowrider.

For almost a couple of decades now, Las Vegas has been the home to the baddest, custom-painted, gold leafed, and chrome undercarriage creations displayed in the ultimate showdown. Every year, thousands of lowrider fanatics continue to flock to the High Roller City to see the real “Glamour and Glitz” of Las Vegas. The Lowrider Super Show brings out the best of the best! Every car club is challenged to bring out only their elite rides to be showcased at this one-of-a-kind show. Turntable displays, plush carpeting, show signs, and mirrors, can only complement some of the top unimaginable builds that compete for the top honor awards.

This year’s 2015 Super Show saw the level of quality custom and traditional car builds rise up again, almost as like a tradition that is expected annually. It was the year of the ’58s, where we saw a ’58 Nomad wagon dramatically become an El Camino and another ’58 sporting a ZL1 Supercharged crate motor under its hood. Down the aisle appeared another radical gold convertible ’58 Impala, which eventually took home the coveted Lowrider of the Year Trophy.

There were so many one-off classic and custom lowriders indoors and outdoors that just about anyone who had a cell phone in hand became a professional photographer or videographer. Though there was an eye-catching glass roof, frontend tilted forward Regal, and a magenta flaked “Top Notch” ’61, what became more noticeable at this show was the influx of bombs. There was a quantity of quality, mint, and full-custom conditioned Chevy Fleetlines, Master DeLuxe, Buicks, and Pontiacs on display and all over the place.

Also growing in exhibit attendance is the custom culture of lowrider-styled motorcycles that came in droves rumbling into the show. In recognition of this growing phenomenon, that mirrors the images of their four-wheeled counterparts by way of custom paint, whitewall tires, spoke wheels, lowered and chrome accents, Harley-Davidson was a Super Show Sponsor, as they contributed also in support along with a huge indoor display of bikes. They also gave out gifts and awards to their loyal riders.

Lowrider fans from all parts of the world attend this show, almost as if it were a holiday event. They come to see the Glasshouse Caprices, the Tri-Fives, ’60s model Impalas, Buick Rivieras, Cadillac convertibles, G-bodies, and LTDs. There were a few “dare to be different” rides that caught the eye, like a few Packards, a baby ’55 T-bird, and a Lincoln Mark 3. Just about every traditional car club was represented in theme-printed anniversary T-shirts or embroidered logo stitching on Dickies work shirts. The Majestics, Good Times, and Uso Car Clubs were represented by numerous cities throughout the U.S. and beyond. The Dukes, Imperials, Oldies, Lifestyle, Groupe, Impalas, Rollerz Only, Los Angeles, Stylistics, Antiques, and the Klique Car Clubs were there in masses, but the one who was a car club all by himself, and made his presence felt throughout the show, was Lowrider Hall of Famer Kita Lealao, who was the most loved and appreciated man there. Knowing that Kita made a visit made this show perfect and complete.

There were mariachis, on-stage rap stars, an Invitational Hopping Contest, and novelty booths throughout the show. Hoppos Hydraulics and Krazy Kutting, along with DGA T’s were the Lowrider sponsors who had continuous crowds gathered amongst their merchandise all day long. LOWRIDER Ultimate Car Care Products were given away to many of the owners of show cars throughout the venue so that they could compare and eventually replace their old wax and cleaners that can’t match up to this LOWRIDER licensed and guaranteed better result products.

LOWRIDER photographer Beto Mendoza walked the miles of aisles for three days snapping away at this Super Event. There were other photographers on the scene to help with coverage of this Show as well, from Stephanie Bueno, Sara Silva (Wify), Hector Leyva, Volo, Fernando Deanda from Texas, and veteran photographer Takashi himself, who has never missed a Super Show as long as he’s held a camera. To witness the entire show’s experience and enter to get your free ticket go to www.lowridermagazine.com.

Ridiculous time, hard-earned work, and money went into this show and you can place your bets in Vegas that next year’s stakes will be higher again, as this lowrider game has no limits—just ask our judges who have to sift through every detail and eventually decide on a single winner for every category, when they know everyone deserves a First Place award. See you next year!

Lowrider Excellence Award

Erik Wisterman and his ’62 Chevy Impala

Originals

Original of the Year: Jesse Lopez of Traditionals Car Club and his ’59 Chevy Impala

Second Place: Manuel Rojas and his ’62 Chevy Impala

Third Place: Porfie Maldonado from Oldies Car Club and his ’37 Chevy Business Coupe

Traditionals

Traditional of the Year: Abel Zavala of Imperials Car Club and his ’64 Impala Super Sport

Second Place: Rudy Trevino of Pegasus Car Club and his ’59 Chevy Impala

Third Place: Cynthia Camarena of Winos Only Car Club and her ’57 Chevy Bel Air

Trucks

Truck of the Year: Raymond Garcia and his ’83 Chevy S-10

Second Place: Chema Garcia of Nokturnal Car Club and his ’03 Lincoln Navigator

Third Place: Sal Sierra of Royalistics Car Club and his ’36 Chevy

Bombs

Bomb of the Year: Chris Melendez and his ’51 Chevy DeLuxe

Second Place: Jaime Esquival of Oldies Car Club and his ’37 Chevy

Third Place: Martin Maldonado from Oldies Car Club and his ’48 Chevy

Lowrider of the Year

Lowrider of the Year: Chris Roark of Traditionals Car Club and his ’58 Chevy Impala

Second Place: Bobby Garcia from Goodtimes Car Club and his ’87 Cutlass Supreme

Third Place: Jesse Saldona of Thee Artistics and his ’65 Chevy Impala

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

Ryan Martin is a 41-year-old bartender who moved to Albuquerque, New Mexico, from Chicago way back in 1989. He was only 15 at the time and had never seen a lowrider car before but it wasn’t long before he spotted one in his new Southwestern surroundings. His jaw just about hit the floor! He had always been into sports cars so when he decided to start building a lowrider car of his own, he found a way of mixing the two worlds like a finely mixed margarita. Rather than build the usual lowriding G-bodies, Cadillacs, and Impalas, Ryan and his girlfriend Lynda started a search for an Iroc-Z convertible.

In 1995, they found the right one at Quality Pontiac, the local car dealership. The ride was all stock and black in color. Ryan says it was in pretty decent shape, aside from the usual wear and tear. He bought it and drove it for a few months and then started the customizations. Ryan went on to focus on bodywork and paint. After the body was straightened and the silver base was put in place, the car then went to local painting legend, Rob Vanderslice. There, Rob carefully laid down the patterns, candy paint, and tons of clear. The Iroc was then wet-sanded down and buffed to a perfect mirror-like finish. Ryan had also disassembled the motor and removed everything metal in preparation for gold plating services from Duke City Bumper in Albuquerque or Electroplating in El Paso. At this same time, the interior was being done in navy blue and gold crushed velvet.

Once completed, the car was taken to car shows for the next five years where it was well-received by showgoers. An LRM feature was in the works but the timing just wasn’t right at that moment as Ryan decided he had to rearrange his priorities and turn his focus on family. The Iroc-Z was then parked for close to a decade! When Ryan’s son, James, was older and began to show an interest in the car-just a few years ago-Ryan and his now-wife Lynda felt it was time to resurrect the car.

A few new upgrades were done, including an added new grape-colored “stay fast” ragtop, a brand-new 700-R4 transmission with shift kit (built by Nacor Trujillo), new Flowmaster mufflers and Hooker headers, engraving by Krazy Kutting in Yuma, Arizona, and pinstriping by friend Mickey Horton out of the Phoenix area. Ryan also decided he wanted to ride a little lower so he and his friend Rudy Navarro installed a Firestone airbag setup with two pumps and a custom one-of-a-kind 3-D Chevrolet Bow Tie air tank fabricated by Fritz down in Las Cruces, New Mexico.

Ryan says he hasn’t updated the interior because he still wants the car to represent the lowrider style of the ’90s. Ryan now drives his car to all local shows and even some as far away as Indianapolis, winning many First Place trophies along the way. Ryan claims that he is helping his kids put the finishing touches on a matching pedal airplane and matching skateboard so they can start showing something in their near future.

Ryan sends big thanks to his wife Lynda and their three sons, Johnathan, James, and Sean for all their love and support. He also gives big thanks to his mother-in-law, Vivian “Nana” Armijo (may she rest in peace), for allowing him to build the car in her garage.

1989 Camaro IROC-Z

Vehicle Nickname
The Blue Agave

Owner
Ryan Martin

City
Albuquerque, NM

Engine
’89 Chevy 350 cid with 700-R4 transmission with shift kit

Upholstery
Gotcha Covered in Albuquerque did up a super-custom old-school-style interior in crushed velvet.

Body/Paint
Professional Paint & Body in Albuquerque did the necessary bodywork before painter, Rob Vanderslice, laid down his trademark pattern work of intricate ghost and tribal patterns in cobalt blue and “burple” colors. Mickey of Mesa, AZ, added finishing touches of pinstriping.

Sound System
Ryan installed an Alpine head unit with Alpine tweeter and midrange speakers.

Wheels/Tires
17-inch all-gold Daytons wrapped in Pirelli Super Sport 215/40-R17s

The post 1989 Chevrolet Camaro IROC-Z – The Blue Agave appeared first on Lowrider.

It’s 1962 and Chevrolet just released its iconic Impala, offering a newly redesigned and stylish sport coupe model. With an astonishing total production amount of 704,900, it’s no wonder they have become such treasured collector vehicles. For the Chavez family, that is exactly what this ’62 Chevrolet Impala has become.

It had been in the family for over 13 years before being passed down to Salvador Chavez. With a lowrider history that began at the age of 16, he knew exactly how to bring this cherished family jewel back to life.

As with most builds, first on the list was the paintjob. “There’s only one guy who I would trust with my car,” Salvador says. So after a custom Black Cherry pearl basecoat was applied, Pete of Krazy’s Kustom in Palmdale, California, laid down the intricate line work. It followed the car’s sleek body lines as well as graphics on the roof depicting the traditional Stylistic’s ribbon. From there, the task of completing the interior fell onto Ben Medina in Inglewood, California, who would blend a Midnight Black vinyl together with a two-toned combination of Crimson Red & Smoke Gray suede materials. Gangsters Kustom Trunks would carry the interior scheme into the trunk, encasing the custom two-pump chrome Hoppos hydraulic setup complete with polished hard lines and six Grey series batteries installed by Big Man Hydros in Lancaster, California. With accenting detailed engraving by Edgar Barba in place and triple gold OG wire wheels bolted on, this historic piece of America was finally ready to take a cruise … only this time with a bit of that lowrider flair.

1962 Chevy Impala

Owner
Salvador Chavez

Nickname
Stylistics 62

City/State
Palmdale, CA

Club
Stylistics Car Club South L.A.

Engine
’79 Chevy small-block

Body/Paint
Pete of Krazy’s Kustom laid down intricate line work graphics depicting the traditional Stylistic’s ribbon over a Black Cherry pearl basecoat.

Interior
Ben Medina in Inglewood, California, combined a Midnight Black vinyl joined together with a two-toned combination of Crimson Red and Smoke Gray suede materials.

Suspension
Big Man Hydros in Lancaster, California, installed custom two-pump chrome Hoppos hydraulic setup complete with polished hard lines and six Grey series batteries.

Wheels/Tires
13×7 triple gold OG wire wheels mounted onto Uniroyal whitewall radials.

The post 1962 Chevrolet Impala – Stylistics ’62 appeared first on Lowrider.

“I remember wanting a lowrider after going through my cousin’s LOWRIDER magazine collection. This was back in the early ’80s when I was just a kid,” Gerardo Jimenez, of Modesto, California, explains. It wasn’t until the ’90s that he got his first lowrider, an ’87 Monte Carlo. “I was still a young buck back then and didn’t have enough money to invest and go all-out on it.”

Gerardo bought this ’05 Harley-Davidson Fat Boy brand new at the Modesto Harley dealership. This time around he was grown and was financially stabled enough to go all out it. “I got the lowrider bug and I knew it was now or never,” Gerardo says. It wasn’t until 2009 that he decided to go all-out on it. “I wanted to build it with a classy flavor that makes a point but without overdoing it.” He began by tearing it down to the bare frame to have Mass Bros. powdercoat it. Kreative Koncepts in Modesto then used Axalta candy beer bottle brown to paint the bike. 4Zero8 Customs then airbrushed an eagle and snake on the fairing to represent the Mexican flag and Latina women with skulls in the ‘bags. Carlos Salas Engraving put their touch on almost every possible chrome piece on the bike. Parts were then sent out to West Coast Chrome before Modesto Customs reassembled the motor. Fine Line Upholstery in Manteca, California, stitched the seat.

“This build is dedicated to our Brown Pride, our Latino heritage, and style,” Gerardo says.

2005 Harley-Davidson Fat Boy

Owner
Gerardo Jimenez

City/State
Modesto, CA

Nickname
Brown Pride

Engine
Harley-Davidson TC/95ci with Thunder Headers exhaust and Performance Machine air cleaner

Body/Paint
Axalta candy beer bottle brown

Suspension
Shotgun Air Ride airbags, Performance Machine brakes

Interior
Suede and vinyl

Sound System
Alpine deck/amplifier/front speakers and Hertz rear speakers

Wheels/Tires
21-inch Sinister Fat Daddy 50-spoke rims in the front and 16-inch in the rear with Metzler whitewall tires

The post 2005 Harley-Davidson Fat Boy – Heritage With Style appeared first on Lowrider.

Held seven times a year at the Fairplex in Pomona, the Pomona Swap Meet & Classic Car Show is the largest antique auto, Corvette, Porsche, street rod, and Volkswagen swap meet on the West Coast. With over 15 miles worth of hard-to-find car parts, accessories, and vehicles spread out over 2,000 vendor spots, each event attracts thousands of people from all over the world to buy, sell, and trade their wares.

More interested in the cars than finding a deal? If so, the classic car show portion of the swap meet won’t disappoint. Divided into six specialized sections: pre-’85 Classics, any-year Corvettes, any-year Porsches, pre-’59 street rods, pre-’85 Volkswagens, and pre-1985 imports the car corral area is a sea of automotive history with thousands of vehicles on display (many of which are for sale) for both bargain hunters and treasure seekers alike.

So if you’re looking for parts and accessories, inspiration for your project car, or even your next build, chances are you can find whatever it is you’re looking for at the Pomona Swap Meet & Classic Car Show. Just make sure to bring a wagon, comfortable walking shoes, and your wallet if you plan on going because you will need them.

For more information on the Pomona Swap Meet & Classic Car Show, including the date of their next event, check out www.pomonaswapmeet.com.

The post Pomona Swap Meet & Classic Car Show appeared first on Lowrider.

Forget things like nuclear power, lasers, and freeze-dried ice cream. When it comes to back-engineered alien technology, the automatic transmission is a marvel of seemingly otherworldly intelligence. General Motors introduced the first Hydramatic transmission in the 40 Oldsmobile. That was seven years before the Roswell incident, but who knows? Maybe flying saucers had been buzzing around Detroit the previous decade and the one that supposedly crashed in New Mexico simply burned up a couple of clutch bands in its intergalactic slushbox.

Amazingly, the basic design of the modern automatic transmission hasn’t changed much from the early Hydramatics introduced 75 years ago-and they’re still the source of confusion and apprehension among enthusiasts who view their workings and performance nuances as a black art.

There’s not enough room here to explain everything about the design, operation, and performance capabilities of automatic transmissions, but in this series of explanatory features, we answer some of the most common questions and explain the more misunderstood aspects of GM automatic transmissions and related performance features.

Don’t worry. There are no alien probes involved.

1. IS THERE A BIG DIFFERENCE BETWEEN A TURBO 350 AND TURBO 400-AND WHICH ONE DO I WANT?

They are completely different transmissions. The Turbo 400 is larger, longer, and heavier than the Turbo 350 and was designed to live behind higher-torque applications such as big-blocks. That doesn’t mean the Turbo 350 is weak in comparison. In fact, with all of the enhancements from companies such as TCI Automotive, Performance Automatic, and Hughes Performance, both transmissions can be built to match very high power levels. When it comes to picking one for your vehicle, we’ll always side with lighter and smaller whenever possible. You’ll also want to consider what type came originally equipped in the car. Changing to a Turbo 400 in an original Turbo 350 car will require mounting/crossmember modifications and likely a shorter driveshaft. If you’re worried about the ultimate strength of the transmission, consult one of the transmission specialists for upgrades.

2. WHY IS THE POWERGLIDE TRANSMISSION SO POPULAR IN DRAG RACING?

In the high-tech 21st century, it seems antithetical that racers would rely on an archaic, two-speed automatic gearbox, but there are several good reasons: simplicity, low inertia, and versatility. The simplicity of the Powerglide makes it easier and faster to work on, while contributing to lower weight than three- and four-speed transmissions. Only two gears means less inertia is required to spin it, too, which translates into more power getting to the pavement. As for versatility, there are tons of available First gear ratios that make it easy to tailor the trans to the rest of the engine and drivetrain elements-and a big-torque engine doesn’t need numerically high gear ratios to get the car launched, so the simple Low and High gears are ideal for a quick blast down the strip.

3. WHICH IS BETTER: THE 200-4R OR THE 700-R4?

This is one of those questions akin to asking who in your town makes the best pizza. Everybody has an opinion and they’re not necessarily wrong. The 200-4R was introduced in 1981 and its design roots lie in the Turbo 350. In fact, its overall size and length are comparable to the TH350, which makes swapping one comparatively easy into a vehicle originally equipped with the Turbo 350. The rear crossmember has to be relocated, but the original driveshaft can be retained. The 700-R4 debuted in 1982 and was renamed 4L60 in 1990. It offers comparable performance characteristics to the 200-4R, but it’s a longer transmission and a swap into an older vehicle requires a new crossmember and a shorter driveshaft. In the 700-R4/4L60’s favor is economy of scale. They were made in the millions and for much longer than the 200-4R, so used examples are plentiful and cheap. The 200-4R is getting a little harder to find these days.

4. WHAT ABOUT THE 4L60 SERIES OVERDRIVE TRANSMISSIONS? ARE THEY BETTER THAN A 700-R4?

See #3 above. The 4L60 and the 700-R4 are the same transmission. General Motors changed the name in 1990 to 4L60 as part of a new naming convention that continues today. The 4 stands for four-speed, the L stands for longitudinal (i.e., the north/south orientation of the powertrain in a rear-drive vehicle), and 60 stands for the relative torque capacity. Some suggest pre-87 700-R4 transmissions are more problematic than later editions, but that’s not a universal belief. Higher-torque versions of the family include the 4L65E and 4L70E, which have five-pinion gearsets versus the 4L60’s four-pinion design, for enhanced strength.

5. WHAT ABOUT THE 4L80 SERIES?

Just as the 200-4R was an extension of the Turbo 350, the 4L80, which was introduced in 1991, was developed on the Turbo 400 architecture. That means it has a different case design and dimensions and is not simply a high-torque extension of the 4L60-although the families are surprisingly close in overall length and width. And like the Turbo 400, the 4L80 was designed for higher-torque applications. Consequently, it is heavier than the 4L60.

6. WHAT’S THE DIFFERENCE BETWEEN THE 4L60 AND 4L60E-AND 4L80 AND 4L80E?

The “E” versions of the 4L60 and 4L80 series transmissions are electronically controlled, meaning a powertrain control module directs solenoids inside the valvebody to activate the valves, compared to the completely mechanical operation of the non-E versions. Using the E versions in an older car requires a complementing controller. The E versions also use an electronic speed sensor to relay information to the speedometer. Signal converters are available to adapt the electronic output for use with conventional mechanical speedometers.

7. WHAT IS THE TRANSMISSION’S VALVEBODY?

It is the nerve center of an automatic transmission. It’s basically a maze of channels and passages that funnel hydraulic fluid to various valves that, in turn, activate the appropriate clutch pack or band servo. Each valve has a specific job, such as activating the upshift from Second gear to Third gear, while another valve controls the downshift from Third to Second. With a computer-controlled transmission such as the 4L60E, electronically activated solenoids are mounted in the valvebody and direct fluid to the clutch packs or bands.

E3 Spark Plugs Monthly Tech Tip

Replacing Old, Worn-Out Spark Plugs

For this month’s Tech Tip, the folks at E3 Spark Plugs want you to make sure that when you are changing out your plugs you use proper tools to install your spark plugs, a 5/8- or 13/16-inch spark plug socket. Also be sure that the socket is sitting correctly on the plug before applying torque. Incorrect tools or crooked tools could crack the spark plug.

Always be sure your hands are clean of grease and grime before handling your new plugs. Grease or dirt on the top of the spark can result in carbon track or flashover. What does this mean? Misfires, rough engine operation, and headaches!

When you’re done replacing your old worn-out plugs with E3 Spark Plugs, inspect all parts of the ignition system for wear or damage (spark plug wires, ignition coil, distributor cap, rotor button). If any of these components are damaged be sure to replace them or they may cause problems for your new plugs.
For any or more info on how E3 Spark Plugs DiamondFire Technology can increase performance and reduce engine emissions for your special ride, log onto www.e3sparkplugs.com.

The post Questions & Misconceptions About Automatic Transmissions appeared first on Lowrider.

February 12-14, 2016, Lowrider Magazine is coming to the Kansas City Convention Center for the 2016 Kansas City AutoRama and we’re bringing with us the Lowrider Roadshow Truck and some of our best show vehicles which we’ll be displaying alongside some of the finest hot rods, customs, trucks and motorcycles in America.

Check out the special live concert by Count’s 77 featuring Danny “The Count” Koker from History Channel’s Counting Cars and the Summit Racing Chop Shop demonstrations.
Come on out and meet Lowrider Editor-in-Chief, Joe Ray and see his world famous Las Vegas car. They’ll be there alongside special guests: WWE superstar, Daniel Bryan, Olivia Holt of Disney’s I Didn’t Do It, and Catherine Bach of TV’s Dukes of Hazard.

Tickets at the gate are $18.00 for general admission, children 6-12 are $6.00, and children 5 and under are free. Discount tickets are available at O’reilly Auto Parts stores.

For more information on the Kansas City Autorama please visit their website here.

The post Lowrider is Coming to the 2016 Kansas City AutoRama appeared first on Lowrider.

While most were stuck riding the big yellow school bus throughout high school, a few lucky students were fortunate enough to have their own set of wheels. For Richard Villanueva of El Paso, Texas, he had a car before he was even old enough to drive. At 10 years of age, Richard’s father bought him a ’53 Chevy pickup with the intentions of one day completing the build together. Driving it all through high school it was put away shortly after Richard’s enlistment into the USAF. “With my son protecting our country, I felt it was my duty to complete the project and have the truck waiting for him when he returned from his military duties,” Richard’s father says.

This was no solo project though; the intention was to have the truck completed by them both and with constant updates, so with approval from Richard this project was off and running. With a rebuilt ’56 Chevy 235 with open drive and straight pipes installed it was then in the hands of Guero who would cover the interior’s original bench seat with a cream-cloth accented with original stitching. From there, a custom Helix airbag suspension was installed by longtime friend Enrique in El Paso, giving the truck complete front, back, and side-to-side action. Nacho of Car Port, also in El Paso, layered the truck with a two-stage Midnight Blue pearl paint smothered with layer after layer of PPG clearcoat, along with Raul Ortiz laying down some pinstripe lines, giving this classic its finishing touches. With the project nearing completion, some of the final items included matching 15-inch artilleries mounted onto 205/75-15 Coker Classic radial whitewall tires, along with newly chromed and polished metalwork, as well as the mandatory accessories usually found with a Chevy truck of this era, like a Fulton visor, view finder, bullet swamp cooler, and Fulton antenna topper.

With a military career that has taken him to the Middle East and Afghanistan, Richard presently finds himself serving in Korea. In the meantime, Richard’s family will continue to honor his service by displaying the truck at local car shows and Old Memories events. Richard’s father would like to thank all the family and friends who helped along the way, but more importantly we’d like to thank you Richard for your self sacrifice and service in the military.

1953 Chevy 235

Owner
Richard A. Villanueva

City
El Paso, Texas

Car Club
Old Memories Car Club in El Paso, Texas

Engine
Rebuilt ’56 Chevy 235 with open drive and straight pipes

Upholstery
Guero covered the original bench seat with cream-colored cloth, accented with original stitching

Body/Paint
Car Port in El Paso covered the truck in a two-stage Midnight Blue pearl paint with Raul Ortiz laying down some accenting pinstripe lines

Suspension
Custom Helix airbag suspension installed by longtime friend Enrique in El Paso

Wheels/Tires
Matching 15-inch artilleries mounted onto 205/75-15 Coker Classic radial whitewall tires

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Robbie, Kiki, Sonny, and Bubba were high school friends who started the club in 1990. “We all had Impala cars and decided to start a club called Impalas. We used to only allow ’58-’70s but we have now opened it up to all years and styles,” Robbie explains. By 1995, Impalas had opened up a Central Coast and Sacramento chapter. Since then the club has opened a chapter in almost every city in Northern California as well as expanding out in Nevada, SoCal, Arizona, Kentucky, Texas, New Mexico, Colorado, Oregon, and other states.

On September 5, 2015, the Impalas San Jose chapter (aka the mother chapter) celebrated their silver anniversary at the S.E.S. Hall in Santa Clara, California. Wearing Impalas Car Club traditional black and red colors, guest from 20 other chapters began arriving at 5 p.m. Following the chicken and tri-tip dinner was the award ceremony. Doug Manville, David Rodriguez, Ed Cevedia, Matt Dearcos, Felipe Pacheco, and Sal Herrera were all recognized for their 20 years of dedication to the club. A set of Zenith Wire Wheels and a two-pump chrome setup was raffled off before everyone hit the dance floor with the live band.

We’d like to thank and congratulate the Impalas Car Club and their chapters for the continued support and we wish them continued success with their family tradition.

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