With the chassis and driveline complete it was time to focus on bringing the old steel shell back to life. Wanting to maintain the car's original design elements while infusing a few well thought out changes Richard contacted John Yani of Yani's Custom Fabrication of Georgetown, Massachusetts, to help in creating a one-off hood scoop. The scoop gave the car a unique signature look and was accented out back by the trunk wing, which was fabricated by Casey at Enigma. The body was then turned over to Jack "Wolfe" Silva of Waltham, Massachusetts, to repair any undesirable areas and to block it to perfection. Silva then filled his spray gun with a custom PPG blend of deep purple and proceeded to lay down the mile-deep vibe. To give the interior complementary allure Casey fabricated a waterfall-style center console to run the length of the interior and also created a mild steel 10-point rollbar. The interior was covered with yards of tan and purple leather, complemented by tan wool carpet by Bill Freel Auto Interiors of Manchester, New Hampshire. To monitor the vitals a restored stock dash was accented by Auto Meter gauges along with cool breezes by Vintage Air and suspension control by AccuAir. Completing the project Richard vowed to lay down plenty of miles as the years fly by, and to us that's bitchin'!


For Proper Seat Pressure, Valvespring Height Must Be Right
Valvesprings need to be installed at proper heights to get the correct seat pressure for the cam you are using. To do this, measure the parts (valve, retainer, and locks) installed on the heads without the springs. Using a spring height mic (PN 4929) in place of the spring, just turn it out to extend it. Once it is seated, look at the mic for the installed height of your parts. You can then see if the spring needs shims if it is too tall, or if you need to raise the height with a different valve lock to achieve the correct height.

Be Leak Free
Ensure that the exhaust system doesn't have any leaks. The O2 sensor in an EFI system, including the EZ-EFI and XFI, will read a header leak as a lean condition. This will cause the ECU to add fuel to the engine, which exacerbates the problem.

The Right Cam for the Job
In EFI applications, you will want to select a cam with slightly shorter duration figures and slightly wider lobe separation angles as compared to what you would typically use in the same engine with a four-barrel carburetor. Interestingly, in IR (Individual Runner)-type systems such as Inglese uses, the carburetors utilized (Webers) tend to be more finicky about cam selection than the EFI versions are. This would typically seem "backward" as we've been trained to believe just the opposite. In MOST cases, the EFI would be the pickier one about cam overlap, duration, but in the case with the EZ-EFI and XFI operating systems, we've been able to advance them to where they perform very well with cams that would typically never be happy in the Weber-carbed applications.