Eckler Industries

While many folks are content with slapping on a new set of front discs, very few people take the time to do it right and upgrade the rear as well. There’s a host of reasons to pitch out those old shoes and slap on a set of rotors, the obvious one being vastly superior braking advantages. Control is another one. Most older cars are nose heavy to say the least. Travelling 60 mph in a 4000 lb. vehicle and dropping the anchor on a car that’s front-only disc brake equipped can bring about some scary end swapping. A quality set of rear discs can keep the rear end at bay and greatly reduce stopping distances. Add not having the hassle of replacing worn shoes, and the conversion route is starting to look pretty worthwhile.

Whether you call it a Tri-Power, a six pack, or triple two-barrels, multiple carburetion is considered a high performance package. Even if they do run poorly, the “eye candy” appeal under the hood is unmistakable. Like most multiple carburetion, the Rochester 2G carburetors in this application do not work very well. In an effort to keep tuning simple for service technicians, only the center carburetor was made with an idle circuit. A person only needs to adjust the two idle mixture screws, just like any other two or four-barrel single carburetor.

I purchased this ’71 Camaro SS from Jim Rathmann Chevrolet in Melbourne, FL. At the time, I was working at the local Publix grocery store and living at home and I needed reliable transportation. I ordered the car in March with almost every option available, and then talked my mother into co-signing for the GMAC loan. I wanted an SS because the Z/28 didn’t come with air conditioning, and after all, I lived in Florida. I also realized that big blocks wouldn’t be around much longer. I decided against the RS package, because the car was going to be parked in a grocery store parking lot, and I saw how people parked head-on there. Besides, I liked the full bumper look.

If you happen to break or lose a plastic retainer during installation, try using 3M weatherstrip adhesive in its place. The glue is super tacky and forms a lasting, watertight seal.

963 saw the introduction of the new Sting Ray! The all-new Corvette was shouted from the rooftops by Chevrolet, and rightly so! This would be the only year for the split rear window. The 327 cube V8 was still the motivating force.

This 1964 Corvette ad featured a more subdued looking gray Coupe winding up a mountain road, in search of adventure. Could it be Mulholland Drive? 327 power was now rated at 375 horses.

1965: Introduction of the 396 big-block! 

What began as a mere performance package back in 1963, the Corvette Z06 has morphed into a thoroughbred racer for track day warriors and street-loving hooligans alike. After the seventh generation Corvette Stingray debuted this time last year—arguably becoming the best Vette in the brand’s storied history—anticipation for the next track-focused Corvette has been at an all-time high

ne day in May of 1967, my parents surprised us by bringing home a green & white 1955 Chevy convertible. I didn’t know how or where they found it, or whom they bought it from, and I certainly wasn’t asked for my opinion beforehand. I was of driving age, and my siblings weren’t far behind. Since my folks owned a ’65 Pontiac Bonneville, this old Chevy was for us “kids”.

America’s Sensational Sport Car! Creating a sensation everywhere!

The new First Generation Corvette boasted a 160 hp extra-high compression Blue-Flame engine, teamed with the new Powerglide automatic transmission. No V8 for the Corvette, yet!