Everyone with a passion for cars knows about it, and most will do anything to attend it, but unfortunately for the general pubic, the Specialty Equipment Market Association trade show is a private industry affair. Of course, there's always the exception to that rule and someone will still find a way to get in. However, for those of you who play legit or just flat-out missed the opportunity to walk within the huge halls of new products and multitudes of cool cars, we'll do you right by ignoring the little knickknack gadgets and get straight into what we consider to be the coolest products of the entire show. For what it's worth, we do have a bonus list featuring five additional products, but you'll have to drop by our Web site at www.chevyhiperformance.com to see what they are.

What it is
Shift by Wire electronic shift controller for traditional transmissions, including 4L60E, 4L65E, 4L70E, 4L80E, 4L85E, and 700R4; with your choice of two mounting options, a rotary control dial, and a trick touch pad.

Why we like it
It's clean, and depending on what you do with your street machine, it can complement the cheeriest of cockpits, offering a look all its own, and it'll definitely separate you from the crowd.

What we'll do with it
Our FNG is putting his '66 Elco together, and given the street demeanor we have planned for it, this'll fit right in. The only foreseeable problem is deciding between the rotary dial and the touch pad. Do you have a preference? If so, which install would you rather see? Let us know at chevyhi@sourceinterlink.com.

TCItciauto.com · 888.776.9824

What it is
Integrated air compressor and wiring system for any AirRide system.

Why we like it
It's a self-contained, all-in-one unit, eliminating hours of wiring and plumbing. In other words, installing a complete system just got easier and can be had with your choice of 3- or 5-gallon air tanks.

What we'll do with it
We've been patiently awaiting a local Chevelle to become available for a complete install followed by a rugged day of track flogging. If anything, it'll make our install a breeze, and we'll bring you a full report.

Air Ride Technologiesridetech.com · 812.482.2932

What it is
Adjustable fuel log that can swivel 40 degrees for added clearance.

Why we like it
The adjustability alone makes this piece worthwhile. Add in the fact that moving the inlet will help eliminate any potential linkage issues.

What we'll do with it
We're constantly on the dyno, so rather than raiding our dyno facility at the last moment, we'll have to purchase a couple for ourselves. The good news is Aeromotive offers them for both Holley and Demon carburetors.

Aeromotive Inc. aeromotiveinc.com · 913.647.7300

What it is
Rod Shocks coilovers for early Novas, Chevelles, and Camaros.

Why we like it
Don't let the name fool you; these coilovers are offered in both Comfort and Sport models and even allow you to adjust the ride height.

What we'll do with it
Associate Publisher Jonathan Ozeretny keeps telling us he's going to get his hands on an early Nova. We doubt it'll happen, but if and when it does, we'll install a set and teach him a thing or two about corner carving.

Bilsteinbilstein.com · 800.537.1085

What it is
Clamshell quick-disconnect couplings.

Why we like it
Who doesn't like quick-release anything, especially when it comes to AN fittings? XRP's latest creation features a threadless, fixed-cavity design for full flow, with no restrictions whatsoever.

What we'll do with it
The next time we're playing with braided lines, you can bet we'll want to give the Clamshells a test-fitting, regardless of the application.

XRP, Inc.xrp.com · 562.861.4765

What it is
Digital degree system.

Why we like it
Installing a camshaft dot-to-dot is a generally accepted practice, but let's face it, unless you degree your 'stick to exacting specs, you're not taking full advantage of your camshaft. This piece appears to be user-friendly and claims to precisely calculate and display the intake centerline in crankshaft degrees to 0.1 degree.

What we'll do with it
Considering it's a rather unique tool that we've never had a chance to experiment with, we'll set up a friendly in-house competition using a conventional degree wheel and see how off we were from the required specs.

CamLogiccamlogicsystem.com · 248.669.7080

What it is
Billet aluminum four-piston calipers for first-, second-, and third-gen Camaros and '78-87 G-bodies, with late-model GM trucks in the future.

Why we like it
It has a lightweight construction, center bridge bolts that reduce caliper flex in heavy breaking, and stainless steel pistons, which help to keep brake fluid from boiling.

What we'll do with it
Staffer Nelson just about tripped over himself when he we first noticed MP's latest offering. Once he gets his third-gen back up and running, we expect nothing less than a detailed report with before and after brake numbers.

Master Power mpbrakes.com · 888.351.8785 CHP

What it is
230cc Super 23 Race CNC cylinder heads capable of flowing 318/262 cfm intake/exhaust at 0.700 inch lift.

Why we like it
These monster-flowing heads don't require a dedicated shaft-mount rocker system with their factory intake and exhaust port locations. We were told to use them on nothing smaller than 400 ci, and with the right combination of camshaft and compression, it wouldn't be hard to approach 650 hp naturally aspirated.

What we'll do with it
It's already in the works, and we'll be testing these babies on a big-inch small-block. Without a doubt, we'll include our flowbench results along with detailed dyno figures.

Trick Flow Specialtiestrickflow.com · 330.630.1555

What it is
Launcher, a progressive nitrous controller that allows you to individually control up to four stages on the sauce.

Why we like it
Ease of tunability through a laptop computer and its compatibility with all Windows applications, including the latest Vista. If you'd rather have the ability to tune on the fly, then you can upgrade to the optional handheld touch screen. Inside, an SD card can data-log your runs and easily store a number of tunes for specific tracks.

What we'll do with it
We love nitrous, so this one should be fairly easy to figure out. We'll do a complete install on a radial tire-equipped car and show you how to use it, step by step.

NOSholley.com · 270.782.2900

What it is
High-performance CNC-machined Ultra-Gold roller rockers for small- and big-blocks.

Why we like it
We've been using Comp rockers for years for their strength and reliability; however, with the latest aluminum forgings, we can now use them on even more aggressive applications with 1.625-inch-od valvesprings.

What we'll do with it
Expect to see a set or two on upcoming engine builds.

Comp Camscompcams.com · 800.999.0853

Take a car show and add in a few vendors, celebrities, and magazine hacks, and you've got an event. But take an event and mix in autocross (dry and wet), drag racing, and laps through the twisties at Road Atlanta, and you've got the makings of more than a "just" an event. You've got something that needs to be experienced...thus the name of Year One's springtime-in-Georgia party, The Year One Experience.

Not that there weren't plenty of top-notch, show-quality Chevys at the 2006 YOE. On the contrary, more than a few hard-core gearheads actually build projects with the Experience in mind, looking for a class win or even a shot at the Year One Cup. Some--namely Sherrills Ford, North Carolina, resident Raymond May--go so far as to thrash until 8 p.m. the night before the event and still manage to drive in with a class-winning Nova.

Showing off a slick ride is definitely entertaining, but the Year One Experience mission statement specifies having vehicular fun in as many fashions as possible, thus the dual venues: the Road Atlanta course in Braselton and Atlanta Dragway in nearby Commerce. Despite some hitches in the weather, Road Atlanta was kept hopping with Panoz Driving School Track Day sessions (all 80 openings were filled), parade laps (time had to be added to accommodate the demand), an autocross course, and the E-ticket ride: hot laps in the school's Panoz GT-RA race cars. Do we even have to say that every lap available had a taker?

A little north and east of the road venue, those who prefer their fast fun in the straightline variety were not disappointed. Atlanta Dragway was kept smokin' with five indexed Street Legal classes, running as quickly as 10 seconds. And if that wasn't fast enough, ORSCA--the Outlaw Racing Street Car Association--brought out the heavy artillery for some all-out eighth-mile action. How all-out? Monroe, Georgia's Steve Kirk threw down a 4.705-second run, hitting 161.34 mph, to win the Outlaw class in his '00 Camaro. Not too shabby.

It's hard to be all things to all people, but The Year One Experience comes close. Where else can you show it, road-course it, or drag it--or even do all three? Here's the bottom line: We like to look at cool cars, but we like it even more when they're driven. We'll be back to this one--heck, we'll even volunteer for the job. Check out some of the experience.

Our parent company PRIMEDIA came up with a great solution to showcase new parts at the 2003 SEMA show. A team of editors from each segment of the market walked the show then voted on a part that exemplified new technology. The result called the Primedia Technology Award brought to the forefront some really clever equipment. Here are the winners for the Restoration and Race Performance categories.

Race Performance Award Presentation
Quicktime DSL/Bb
Quicktime Dial-up
Windows DSL/Bb
Windows Dial-up

Restoration Award Presentation
Quicktime DSL/Bb
Quicktime Dial-up
Windows DSL/Bb
Windows Dial-up

Street Rod Product Award Presentation
Quicktime DSL/Bb
Quicktime Dial-up
Windows DSL/Bb
Windows Dial-up

Street Performance Part Award Presentation
Quicktime DSL/Bb
Quicktime Dial-up
Windows DSL/Bb
Windows Dial-up

“You’re all the way from where? And you drove that thing?”

If you have ever participated in the Hot Rod Magazine Power Tour then you’ve probably heard this line before. To some people, the idea of driving 1,500-plus miles in an old car is more like a prison sentence than anything else. But for a dedicated automotive enthusiast, 14,000 cars and 200,000 gearheads all taking part in a cross-country car show sounds like an excellent adventure. So, what’s the ideal type of car to take on a Power Tour? Because people take everything from low and slow cruisers to ridiculous Rats capable of rattling your guts, we decided to hitch a ride in a few cars on this year’s Tour to find out.

On the third day of the Tour, we hooked up with Jimmy and Claricia Spears and their Pro Touring twin-turbocharged ’69 Camaro. Claricia was so nice she let us ride shotgun while she navigated from the back seat. Cruising down the interstate in a bright red ’69 Camaro is what hot rodding is all about. The coolest feature about the Spears’ Camaro is the noise the turbos make. When Jimmy comes up on a car, he lightly accelerates to put the turbos under load. Then, as he passes, he lifts off the accelerator, causing the turbos to surge and make a noise that sounds like arrows whizzing by your ears. That distinctive sound lets you know that you have just been passed by a turbo.

Cruising through a residential part of the Tour, we spotted three kids holding up a sign that said “Rock On.” When Jimmy let loose with that distinctive turbo sound, at first the kids just dropped their sign and looked at each other in confusion. Then, without a word they started jumping up and down with excitement. They didn’t know what they had just heard, but they knew it was cool.

There are plenty of ways to have fun on the Tour besides a high-horsepower ride. Luckily, we came across a Tangerine Orange ’58 Nomad wagon and its owner Dave Koepke, along with his buddies Dave Hammack and Scott “Red” Van Vuren. These guys are from northern Indiana and had been flogging on the wagon all year to get it done in time for the Tour. Of course, the overdrive TH700-R4 made it fun, as did the custom interior, modern paint, and killer tunes.

Every time we came up on fellow Power Tour participants, they waved to us as we passed by. There were people half-hanging out of moving cars to get photos. Even the high school kid manning the fast food drive-through window went nuts over the big wagon when we stopped for lunch. He asked all kinds of questions including, “You guys are all the way from where?” It made the guys feel like rock stars.

A typical day on the Power Tour started with a meeting at the local Wal-Mart around 7 a.m. where the drivers were updated with information regarding the next leg of the tour. Approximately every hundred miles, there was an informal pit stop with hundreds of hot rods infesting every gas station in town. Each day, event officials tried to plan an interesting stop. For example, Summit Racing Equipment opened its Ohio warehouse and provided the Tour with lunch. After six days of road rash, the tour finally ended in Youngstown, Ohio, kicking off Hot Rod’s Super Nationals car show. This three-day show offered free concerts, BMX bicycle exhibitions, a burnout fest, a bikini contest, award ceremonies, and a whole lot more.

One of the highlights of the Power Tour was when Chevrolet gave away a 350 H.O. crate engine to a long-haul Power Tour participant. It only happens once a year, so start planning your next year’s adventure now. You’ll be glad you did.

Crowded streets, glistening paint jobs, and the sound of eight powerful cylinders are what today’s car shows are all about. Children follow alongside their parents, unable to grasp the event they are taking part in, but the memories of mirror-like paint and earth-moving sounds will be left in their heads for years to come. It’s these memories that are responsible for the resurrection of so many cars that continually add to the show scenes across the world.

Car shows filled the month of September in Southern California despite the recent attacks on the nation. In the second weekend of the month, the city of San Bernardino held its 12th annual Route 66 Rendezvous cruise and car show. There were plenty of manufacturer tents to check out, cars to see, and food to eat. The participants parked their cars up and down the city streets until it was time to cruise the boulevard. As the sun began to set and the temperature dropped, the city opened up 25 blocks of cruising asphalt. For those who crave power and tire-frying excitement, Firestone presented a burnout and flame-throwing contest. The Route 66 Rendezvous event attracted over a half-million people and 2,000-plus pre-’72 musclecar and street rods. For further information on this event, check out www.route-66.org.

Even this wasn’t enough for die-hard Southern California enthusiasts, so the following weekend another 3,000-plus automobiles gathered to support research for Prostate cancer at the UCLA Jonsson Cancer Center. The 2nd annual Cruisin’ for a Cure event took place on three abandoned runways at the El Toro Marine base in the city of Irvine. This event had it all, musclecars, motorcycles, customized street rods, and some race cars too. One day simply wasn’t enough for this car show. The event raised $168,000 and grew so large that local authorities nearly shut it down due to enormous lines of hot rods congesting the streets.

Cruising and showing off your car at the local burger joint started out as a pastime. Today, it has grown into an event that draws people from all around the country.

Rick Doria is a man with a wide-open throttle in search of a wide-open road. Several times a year, two sanctioning bodies seal off a hundred miles of that kind of road and let Rick and others go at it.

If you have a life and aren't completely distracted by cars, then you might not have heard of open-road time trial competitions such as the Silver State Classic and the Pony Express 100. Briefly, these competitions are sanctioned by two different organizations purely for the joy and thrill of driving as fast as you possibly can within the confines of your speed bracket. Your speed bracket is defined by the amount of required safety gear to run that speed. Rick competes in the highest speed class, generally known as the Unlimited class, which means the only limits are those of the car and courage.

Rick currently holds the average speed record of 194 mph for Roger Ward's C.A.R.S. Pony Express 100 set at the June '97 race. This competition is held on a stretch of Nevada State Highway 305 south of Battle Mountain. During the run, the car was caught on radar doing 211 mph at the top of the course. Further into the event, after timing the car using GPS and landmarks, the personnel inside the aircraft reported a top speed of 218 mph for that portion of the course. That is one brutally fast Chevy, and brutally fast cars make for brutally hot stories.

Rick's tale really begins when he bought the car from Sean Rowe, who campaigned it in the IMSA supercar series. It was an LT1 fuel-injected, small-block car, and in the nearly stock trim of the racing class, it had managed top speeds in the high-160-mph range. That wasn't nearly fast enough for Rick. To be competitive in the Unlimited division, the car had to be capable of reaching top speeds into the 210-plus-mph area.

Rick isn't a fan of electronic fuel injection, at least not yet. So he pulled the LT1 and planted in its stead a carbureted small-block engine that had been scheduled to power an offshore race boat. The engine doesn't make a tremendous amount of power. According to Rick, it twists 450 hp to the rear wheels, which equates to roughly 525 hp at the flywheel.

He doesn't like to talk much about his engine combination because there isn't much to talk about. It's just a basic aluminum-headed 355 with good rods and a good crank, 12.0:1 compression, an Edelbrock Victor Jr. intake, and a 750-cfm Holley carb and headers. Nothing exotic, just a reliable combination that makes peak power in the high-6,000-rpm range. He's using a 3.07 final-drive ratio and pulls top speed with the Vette's ZF six-speed, 0.75 overdrive ratio in Fifth gear. Assuming a 24.9-inch rolling diameter for the Hoosier P275/40ZR17 tires, that puts the engine at 6,600 rpm at 212 mph.

The engine's power stats were taken at sea level, not at the rather steep Nevada altitude. The Pony Express course starts at 4,000 feet and climbs to 6,000. Some performance theorists believe that between 3,000 and 4,000 feet is the ideal altitude to get the best tradeoff between reduced aero drag and loss of engine power. That may or may not be precisely true, but there are performance gains to be had by driving through less-dense air as far as the aero horsepower is concerned. Engine power suffers, but it's possible to reduce the effects of altitude on the engine by taking full advantage of ram air at 200-plus mph. You have to be attentive when you design a ram-air ducting system. One can just as easily design a low-pressure system. The trick to Rick's intake is that both sides of the hoodscoop are open and both openings are in high-pressure areas.

Even with proper ram tuning, the new motor only pushed the car up to 174 mph. This still wasn't fast enough to be competitive, but because the speed was drag-limited and not rpm-limited, Rick massaged the aerodynamics to find that extra speed. His first aero move was to install side windows, which were good for 8 mph, pushing the top speed up to 182 mph. He then tried a hard chin spoiler that extended nearly to the ground. This helped tremendously, pushing the car's top speed close to 190 mph. The chin spoiler worked its magic by preventing the air stream from tumbling underneath the Corvette's very busy chassis, which would create drag. A bellypan similar to the one used in the '95 Ferrari F355 not only reduces drag to increase top speed, but it also improves high-speed stability. Other areas of aerodynamic improvement included removing the side mirrors and trimming the rear wing.

This last piece on the car is also crucial to achieving the ultimate speed. The rear wing is a high-drag component but necessary to prevent rear-body lift at high speed. The rear wing is the only adjustable aerodynamic control surface on the car, but at speeds of over 200 mph, you must be exceedingly careful when making adjustments. Adjustments are always a matter of compromise. Adding downforce also increases drag. But there must be sufficient downforce to keep the car glued to the ground at these incredible speeds. Too much rear wing downforce can also create lift in the front.

This racer doesn't have onboard data acquisition, so Rick videotapes the car at high speed in order to fine-tune his combination. He changes the angle of attack a few tenths of a degree at a time until the car, while running its fastest, feels stable. Get this: He checks stability by making 200-mph lane changes! If he can toss the Vette around at that speed, then, he says, "It's tuned properly." Having the opportunity to tune the aero and chassis before the race is one of the reasons he prefers to compete in Roger Ward's Classic Auto Racing Society (C.A.R.S.) events. C.A.R.S. always arranges a practice course to allow racers time to set up their cars and, perhaps more importantly, get acclimated to the extremely high speeds they travel during the competition.

Now you may think that the ultrahigh speeds and the time spent up there is the scariest part of this kind of automotive thrill. Certainly that's a major portion, but perhaps the scariest thing about this kind of racing is really tire choice. Tire choice can make or break the race and perhaps the car. Rick chose Hoosier DOT road-race tires for the Corvette, while setting the toe to zero to avoid heat and drag-inducing scrub. The tires are Z-rated, and he runs them strictly within the weight limits of the tire. Tire-inflation pressures are also crucial. The tire manufacturers recommend maximum-inflation pressure (as noted on the sidewall of the tire) for top-speed use, and Rick checks these pressures religiously before the competition.

Despite his careful attention, Rick knows how a tire failure at speed feels. Fortunately, the car remained stable when the tire let go, though the car did move over about half the width of the road. He has a video of the incident and has watched it in slow motion. The first rotation of the tire shredded the entire left half of the hood. In the next revolution, the tire separated from the wheel, cracking the windshield before sailing over the top of the car. On its way out, the tire also cleaned off the power-brake booster, all the wiring from the main harness on the engine side of the firewall, the chin spoiler, the lower skirt, and the rear quarter-panel. About the only thing left untouched on the left side of the car was the door.

Rick says the tire lost air before it exploded, probably the result of a puncture. He felt it go flat, then detected the thinnest whiff of burnt rubber. Almost immediately the car picked up a vibration, and within a few seconds he was driving through a storm of fiberglass and tire smoke at 190 mph. You'd think that experience would slow Rick down, but instead he plans to improve his Highway 305 record to a 200-mph average. "It'll be tough," he says, "but if I can average 211 mph in the rest of the course other than the area of relatively tight turns--that should do the trick." That's a feat Rick performs at more than 300 feet per second, so don't blink. CHP