by golden corral buffet & grill restaurants, offering an array of food choices on our buffet at any of the over 490 locations throughout america. more information about locations near you is available at goldencorral.com. help yourself to happiness. bb&t insurance services, offering a wide range of personal and business insurance solutions for over 85 years. more information available at insurance.bbt.com. waste industries-- for nearly four decades, our business has been serving others, customers, coworkers, and communities. from collection, disposal, recycling and waste reduction, we're part of everyday life. wasteindustries.com. and barrett-jackson auction company, specializing in providing products and services to classic and collector car owners, collectors, and automotive enthusiasts around the world.

the company produces collector car auctions in las vegas, scottsdale, and palm beach. barrett-jackson.com. ( electrical fritzing ) ( rock music playing ) in the debut of muscle car workout, we gave you a full rundown on our body shop, fender mender, in new smyrna beach, florida. we also got a first look at a 1968 cutlass that our customer, jim cook, recently purchased, and we began the disassembly of a 1971 plymouth barracuda slated for a full frame-off update. first thing on the agenda today is to lift the motor out of the car. okay, megan. we're gonna take this motor out of here today. we'll get the carburetor out first.

okay. sounds like a play? a plan. a plan. yep. okay. let's get the carburetor, and we'll put the motor plate on here. let's get the fan blade off, and let's get that upper radiator hose off. i learned that you just can't simply take a motor out of a car. you can't just pick it up and take it out. there's actually a whole procedure that goes along with it. i don't think i had a huge expectation of what was gonna happen, but i did think it was gonna be a lot easier. i knew it was heavy, but i didn't know there were so many different steps before you actually even got to the motor. got it? yep.

this is us being nice, now. i want you to know that. that's why i didn't say anything. i figure if i did, you'd put me to work. megan: knowing that the exhaust is actually connected to the motor, i think i assumed that we would kinda go in the order of lifting up the cuda and taking out the exhaust first, and then bringing the cuda back down and going through the whole process of removing the motor, but for whatever reason, we actually did all the processes to remove the motor, then we lifted the cuda, removed the exhaust, lowered the cuda, and then removed the motor. not all things can be done at ground level. hey. there you go. watch your head. come on. okay, that's out of the way. much easier to get to the starter now. hey, you wanna lower that a little?

use that other... yeah. use that one. okay. now you can jack up, young lady. ( indistinct ) yep. okay. little more. little more. megan: you put on the plates. that has a handle so you can connect the motor lift, and from there you crank up the motor lift, and that is how you finish off the procedure of removing the motor from the vehicle. perfect, keep going. right out of the car. tell me when you get tired. yeah, don't worry about that. we're gonna take care of it. how's that arm exercise working there, young lady? yeah, it's very great. back, jim. hold on.

we got a little mess going on now. i hear ya. 'kay, lower that thing, 'cause i don't trust it. there you go. one motor out of a car. megan: a dirty job, but i stayed pretty clean. lucky for me, since we have a meeting with the owner of the cutlass this morning to talk about his wish list. well, mr. cook, i gotta tell you-- after talking it over, we're excited about doing this project. first off, let me introduce you to the people. megan. that's the one you go to when i'm not around. go to her. she'll always have an answer. sketch. he does all airbrush work. he does the renderings. talking about renderings, remember, we had lengthy conversations of what you were looking for. we had all kinds of meetings and everything else. we came up with a rendering which i hope is exactly what you're looking for. that is great.

that's exactly what i had in mind. okay, well, this is our next step. remember what i told you-- we're a muscle car shop, so we still go for horsepower. we're gonna have to bring it down to the dyno. that's something i do on all the cars in here. is that okay with you? yeah, i still have a little need for speed, so that'd work well with me. hey, are you tim? yeah, i'm tim. hi, tim. i'm megan. the day started off just like an average day, but we had tim coming by to remove the front windshield and the back windshield from the '71 cuda. i was kind of put to the task of introducing myself to him and bringing him to the car. some, uh... if there was any other previous installations-- sometimes they're a little bit more difficult if someone puts some unobvious adhesive in there. looks like we should have no trouble getting it out. it does have a pretty good stone chip in there, so are you planning on getting a new windshield, or? eventually, but right now we're just worried about getting it out. all right. for the windshield pulling and removing and replacing it,

you needery little tools, to begin with. these wipers are obviously in the incorrect position, but we'll get 'em off... and, uh, one quick click of that. undo this little clip here. yesterday's cars are nothing like today's, so they're a little bit primitive. but every car is unique in its style of how you have to remove all the reveal moldings. one car, maybe it's the same installation of the glass, but the moldings around it are all unique in itself for a vehicle. it was expected to be a pretty simple job, but it turns out that the adhesive that was connecting the windshield to the car was not the original adhesive. it was this goopy, yucky mess that today's standards would consider illegal, but back then it was legal to use. so it ended up being a little more difficult than planned. so typically when you replace someone's windshield, you're literally just replacing it, and all this is staying intact?

most of the snap-on reveal moldings you definitely do reuse, but in the newer cars of today, most of your moldings are a plastic or a blown, molded-- a hard plastic, which are definitely replaceable. they're only a one-time application. gonna have some difficulty on a few of these. yeah, we got some pretty good adhesive underneath there. that's giving me a little trouble. from the factory, obviously, uh... it wouldn't be so difficult if it was factory installed, but since somebody, as you can see, pumped a whole bunch of adhesive in there. when they stick the moldings back down in, that makes it more difficult to get your moldings off. so someone's already replaced this windshield. yeah. yep. it's a little bit of a mess,

but since you're doing a full restoration job, that's not gonna be an issue at all. yeah, she's a bit of a mess. got some hard adhesive in there. huh. but i think we'll be okay in getting her out. it was definitely a dirty job. poor tim. if you looked at his hands, he had, like, black fingernails. yeah, it's a dirty job. ( indistinct ) ...and that's what cuts your windshield off of your adhesive. uh, you have to have a certain angle to make the blade cut through nice and easy, but this does have a softer seal underneath which is much easier to cut. and i may add that it is illegal to use that kind of adhesive. i've gotten dirty working for alan before, but i don't think i would necessarily want to be a windshield girl. i like being car girl. she's cut free. that stuff is nasty.

oh, wow. i'll bring it over here to one of the guys, and we'll set it up so nothing else happens to it. good deal. well, we were originally gonna just strip the paint and repaint it, but we're taking-- took it off the frame and doing a complete frame-off restoration on it. i'm gonna keep the car original as far as appearance and everything. i will do some minor modifications to the drive train and engine to spiff up the power a little bit. some of the '68 cutlasses were muscle cars. this particular one did not have the big engine in it, but i'm going to spiff it up a little bit and make it a little peppier. we took it to the dyno. i don't think the lady had driven the car over 50 mph from the day it was new. actually, 4,000 will tell us what we need to know. so would you want to run it up one more time?

the cutlass was very weak. the cutlass is just old and tired. it overheated and made a mess at the facility. for lack of a better word, it was kind of embarrassing. i felt bad about it boiling over, and, again, it's just a tired car that needs a little facelift. jim: i was concerned about it overheating when you rev it up on the dyno. the first time we did it, it, uh, revved it up and it did, like, i think, 104 horsepower, and then when we tried again, the second time it heated up. okay, we made less power that time, probably due to the heat buildup. yeah, we're just gonna leave it shut off for a minute. alan: this has just no horsepower. you might as well be driving a four-cylinder japanese car. maybe we could talk him into changing that. i think we talked him into doing a little cam work, maybe putting a four barrel and intake on it, so we might get a little more horsepower.

we might push this up to 175, 200, which for this car will be a big push up-- 50%, 75%. he'll be flying. and jim does fly! megan: our dyno guys do more than test motors. they're experts in cam fabrication. alan, wanted to explain how we make a cam. we start with bar stock that comes in from the steel mill. we cut it to length. it goes into a lathe, where we actually space out where the lobes and the bearing drills are gonna be. from there, we go and we mill the basic shape. so you can see the profiles that we're putting in for the cam rolls. and then it will go through heat treatment and additional machining operations till it finally ends up going through a grinding operation to put the finish-grind profile on the lobes. from there, we inspect it with an ad-co machine and that's it. it's ready to go. and from there to there, how long we looking? it takes, uh, about a week,

and we can then custom grind within 24 hours any profile you want on the finish cam. remember that 1970 orange cuda that was supposed to be here just for a tune-up? well, seems like it's gonna need more than a minor tweak. if it was me selling the car to dick as the owner of this business, i would uncan this in a heartbeat. i don't think dick's ever gonna get along with it. he's not gonna like this car at traffic lights, 'cause this car's always gonna be lopey. my opinion on the camshaft going bad in the cuda is i think there's too much preload on the lifters, and then there was a bad lifter in the car. i can't blame anybody for that, 'cause that happens sometime in manufacturing, but i had a lifter that wouldn't pump all the way up. we'll test it and let's see how we can get it to run. number two exhaust was not staying pumped so of course the car's not gonna run right, and that's gonna let the lifter jump around.

as far as-- compared to-- the reason i say what i say is compared to the same identical pieces are back in the car, and i have, like, two and a half turns less load on the lifter, which is a lot, and that could just... everybody does it a little different. you know, i wasn't at where it was built, so did they, you know, possibly they don't use the right braking stuff. i mean, there's a lot of factors involved, and it's hard to make a decision without pointing the finger, and to stay professional we won't point fingers. we'll say the car had a problem and we had to address it and fix it. and really, when you do these kind of cars and hot rods and people say, "well, i build stuff and it never breaks; it's always perfect," i don't believe that, because you're gonna have, "well, i need a part. oh, i can't get it. we can't make the deadline," and... you're always gonna run into obstacles, because these are not like the cars you drive every day.

we had a chance to analyze the camshaft you had fail. actually, there was nothing wrong with the camshaft itself. it was probably the lubricant you guys were using to break it in with. this type of camshaft requires a certain amount of anti-wear agents that are no longer available in gasoline-engine oils that are available in the united states today, so the only way to make one break in properly is either with an addition of an additive or with a true break-in oil. i'm guessing that you probably used neither on this engine. run to glen. hey, mike, i thank you. even though it wasn't what i wanted to hear, i will thank you anyway. oh, anytime. megan: while they sort out the problems with the '70 cuda, i'm gonna take a peek at the convertible. looks like my kind of car, don't you think? ha! you look very nice in that car. why, thank you, mr. cook. how are you doing today? very good.

nice. i'm liking the car. it's a good car. it is. i do have a question for you, though. i see there's just over 30,000 miles. has this rolled over? yes, it has. i have all the records, and it has rolled over one time. how do you have all the records? i bought it from a lady that bought it new, and she had it fully documented. it has everything she ever spent on it-- the original window sticker, bill of sale, and can verify everything on it. that's awesome. very cool. and we're going to redo it and put it back just like it was when it was new. i promise we're gonna have it looking just like that picture up there. or maybe a little better. you got it. megan: i can't wait to see how that one turns out. in the meantime, alan's going home to pick up his new toy. ( thrumming ) alan: right now, it's a handful, 'cause the first time i got in it to drive it-- 'cause i just bought it, didn't drive it, put it on a trailer-- i wound up losing the brakes within minutes driving it,

and the steering column fell off. so i was literally going down the road holding the steering column from falling, a), and b), uh, trying to turn the car. so it's a real handful, that one. ( indistinct ) i was down seeing one of my buildings in south florida, and the guy's got himself in a little bit of a jam and he knew i bought cars, and one thing led to another. i used to do a ton of them back in the day... because at one time they were very inexpensive to build, so anybody starting in hot rods and a lot of the old-time hot rodders just loved the old t-bucket. so one thing led to another. i made a deal with t guy to help him out, and i said, you know what? i got rid of my three-window, and this would be a nice little extra car

for me to own, and i'll just make it old-school for myself. just one of the original easy, easy cars to hot-rod. it was one of the first cars that they used to-- as everybody knows, i am a rat-fink fanatic, and it's one of the original hot rods that they used to do constantly. it even has the old-style big, tall flat glass. i call it the herman munster look. i was going to change that, too. it has the big brass radiator with the big brass headlights in it and the lantern-style rear lights in it. and after talking to everybody, they said, "no, leave all that. that's real old-school. just leave all that on there," so i'm leaving everything on the '23 t-bucket. it has zero features. it's just strictly motor. hey, look, i got a high-end one. i got an automatic one.

megan: some surprise. now, i have a little surprise for alan. i've set up a meeting with us and one of the designers of the original plymouth barracuda, just a short trip nort to hiltonhead, south carolina. while we were looking into dick's car, we ran across john sampsen, one of the original designers of the plymouth barracuda. john agreed to meet up with us in hiltonhead, south carolina. john, thank you so much for meeting with us today. i just want to know how the barracuda came about. well, that's something i love to talk about, and it's a lot of fun to meet people that are interested in the cars that we used to build a long time ago. actually, i probably should start with the concept of the first barracuda. we had a designer in the room named irving richie, and he always loved fastback cars, especially the gm cars of the late '40s, and there hadn't been any fastbacks produced for about 10 years.

so he got the idea "maybe we could make a fastback out of the valiant," and he did some sketches and finally did a full-sized layout drawing, and it looked very feasible. so the styling executives thought that was a good idea, and they presented it to the plymouth division executives. they thought it was great, too-- here'd be a low-priced, sporty car. anyway, we were given a go-ahead to do a full-sized clay model of it. i was given the task of doing some sketches for the roof, and so were a couple other designers, including richie, and one of my sketches was picked to be developed in clay, with the big backlight reverse c-pillar. and so i directed the clay modeling of that, and then actually the rear deck. one of the big problems was the big glass in the backlight, so they had the pittsburgh engineers come in and look at it, and we gave them a cast, and they finally decided, yeah, they could make that glass. it was the largest ever used in a car. and that was what year? that was in '62.

the plymouth executives came in one day and told us they were gonna call it the panda. ( record scratches ) ( brahms's "lullaby" plays ) and all of us designers looked at them and moaned a little bit and said, "that's terrible." it's not very intimidating for a muscle car. yeah, so they said, "well, give us some names." so i gave them a list of names and so did a couple of other guys. i had barracuda on the list, and they went for it, they liked it. and then milt antonick designed a little fish that they put on the car, which everybody thought was neat. thank god for that. boy, 'cause panda, i don't know about that. without that name, i don't know if it'd be that popular. they shortened the name later on to "cuda," right? yeah, around the design studio we kind of called it "cuda" informally anyway, but by the 1970 models, i guess the plymouth division decided it'd be good to call it just the cuda. the first barracuda started out as a valiant model, and had the valiant emblem and so on.

then by '65 they decided to make it a separate car line. it was still called the barracuda then, and then by the '70 it was the cuda all by itself. lucky thing for us. hence we got the barracuda today. that was designed by a group of guys, and it might not have looked too much different if i hadn't been there. i don't want to take too much credit for that car. we were doing the clay model for the '70 cuda. elwood engel was the vice president of design at chrysler, and he came in one day and looked at the clay model. it was pretty much finished. he didn't like the front fender, the way the fender line went, so he asked somebody, "anybody got a hammer?" so someone got him a hammer. and he started pounding on the clay, reshaping the front of the front fender. one of the clay modelers ran up to him and said, "oh, mr. engel, you can't do that. that's against the union rules." clay models were unionized. and elwood said, "i'm not modeling, i'm hammering." he says, "i'm creating more work for you guys, so don't worry about it."

so he went on, and the way the fender runs and then dips down? that was what engel contributed with the hammer. megan: while we were there, we met up with the owner of a 440. and our gracious host signed his john sampsen on the dash of the car. while john still had his pen out, we had him sign the sketch of dick french's '71 barracuda. this is definitely going in the garage. dick's not getting it, you mean? in his garage. oh, okay. with all of his cars and everything. then it was time to pull out of hiltonhead. whoa, whoa! megan: ouch. there goes their nicely manicured lawn. meg, come here for a second. come on, you're a healthy girl.

nice and slow. which way you going, forward? okay, we'll go one shot. ready? ( indistinct ) megan: and we're outta there... but not without leaving a mark. we might not get another initiation from that hotel, but we don't have time for vacations anyway. next week we have to get the cutlass off the frame, and we need to get busy on the blower motor for the nova. for more information on this program, visit our website at:

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golden corral buffet & grill restaurants, offering an array of food choices on our buffet at any of the over 490 locations throughout america. help yourself to happiness. bb&t insurance services, offering a wide range of personal and business insurance solutions for over 85 years. waste industries-- for nearly four decades, our business has been serving others, customers, coworkers, and communities. from collection, disposal, recycling and waste reduction, we're part of everyday life. and barrett-jackson, specializing in providing products and services to classic and collector car owners, collectors, and automotive enthusiasts around the world. the company produces collector car auctions in las vegas, scottsdale, and palm beach. you can order a dvd copy of this program or others in the series by calling...

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