There's something to be said about hot rod haulers since they're able to walk the fine line between utilitarian and purpose-built. Many times a young rodder needed a truck for their daily grind so why not give it a few tweaks and still be able to haul with it.
The level of detail continues into the bed with a custom-designed fuel tank accented by a
Jack Romani of Raynham, Massachusetts, first gained a fascination for speed watching circle track racing at the Golden Spur dirt track in Lakeville along with quarter-mile racing at New England Dragway in Epping, New Hampshire. As the years passed Jack owned a slew of early Corvettes as well as a '41 Willys till he eventually met up with Steve Petit, owner of Steve's Hot Rod Shop in his hometown. Jack had noticed a number of fire-breathing cars Petit had built over the years and had longed for a Deuce pickup. As fate would have it Petit had just started work on one. A deal was made between the pair for the build to continue for Jack.
For a solid base Petit crafted a frame from 2x4-inch steel with custom crossmembers. To move big power a Ford 9-inch rear was packed with 3.31:1 gears pushing power through Strange Engineering 31-spline axles. The rear was suspended in place with a Petit-fabbed four-bar, Panhard bar, and Strange Engineering coilover shocks. Up front a 4-inch dropped axle from Speedway Motors meets '40 Ford spindles along with a custom four-bar and Panhard bar, Posies Super Slide spring, and Strange Engineering coilover shocks. To add plenty of whoa to the mix fluid pushes through a dual reservoir Chrysler master to stainless lines with 11-inch Wilwood discs and calipers up front and Ford Mustang discs and calipers out back. For a classic look vintage 15-inch Halibrand wheels were capped with Mickey Thompson rubber all around.
Inside there’s plenty of comfort from yards of taupe leather covering a custom bench seat
The heart of any street shaker is the power between the 'rails so Jack had School Street Auto in nearby Taunton assemble a scorching Chevy big-block. A '70 454ci V-8 was massaged to 489 ci and then filled with a stroked GM steel crank linked to Eagle rods and matching 9.0:1 pistons while a Crane cam keeps the rhythm. A pair of World Products Merlin cylinder heads followed along with a BDS 8-71 blower topped with a pair of Holley 650-cfm carbs. Exhaust dumps through custom headers and exhaust to Flowmaster units. The estimated 850 hp then moves rearward through a TH400 trans to a custom driveshaft.
Petit then addressed the vintage steel by first giving the roof a 3-inch chop followed by recessing the firewall 7 inches, widening the fenders and running boards 2 inches, and adding a custom rear rollpan. The body was then massaged to perfection by Blair Smith of Halifax and treated to a dramatic coating of House of Kolor Brandywine by Paul Cheverie to complete the look. Inside the truck was filled with plenty of pleated taupe leather and complementing carpet while Stewart-Warner gauges monitor the vitals. All we know is this is one wicked hauler cruising the streets of New England.
Which Rocker Arm Is Right For Me?
The three most important factors in deciding on the right rocker arm for your application are valvespring diameter (pressure), rpm range, and valve lift. As these factors increase, you will need a stronger rocker because the stability and durability of your valvetrain depend on perfectly matched components. You will never hurt your setup by using too big (strong) of a rocker. However, if you install a rocker meant to handle 0.550-inch lift and 6,500 rpm in an application with 0.700-inch lift turning 8,500 rpm for example, the rockers will not be able to handle the stress. A broken rocker arm can cause catastrophic engine damage. When in doubt, always go with the more durable option.
Three Steps To Tune
When tuning an EFI-equipped engine it is best to first set the ignition timing to a safe value. Then dial in the air/fuel ratios for best torque. Finally, adjust ignition timing until maximum torque is reached.
How To Order An Inglese EFI System
You can order an EFI induction system from Inglese in four easy steps. First, choose you "base kit" system, determined by what type of engine you have. Next, select what type of injectors you need based on your targeted horsepower, then choose what size stacks you want. Finally, choose your fuel system, also based on target horsepower. That's all there is to it. Injectors, stacks, and fuel system are sold separately from the "base kit."