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blackpjensen · 5 years

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Fly-By-Night Guys Aren’t Taking Your Business

By Jake Hundley From the Spring 2019 Issue

Does this sound familiar? “Hey John, we won’t be continuing lawn services with you. We’ve found someone that will do it for less than $30. Thank you, you’ve been great!” You probably shut your eyes and shake your head, annoyed, as you read this. I see it all the time. Lawn guys and landscapers getting frustrated in groups and the LawnSite forum that the $25, “fly-by-night” guys are snagging clients and taking away business. And the responses are always the same: You agree to lower prices. You underbid to secure jobs. You relentlessly bid on more projects at lower costs to justify “volume equals profitability.”

But you’re not winning. You can’t come down to $25 per cut because it doesn’t even cover your overhead, and your customers keep telling you about that guy that can take that tree out at half your cost. Do they even realize you’re licensed and insured?

(Photo: Getty Images)

Everything comes down to cost, and no one sees the value and quality you offer. You’re likely second-guessing your pricing whenever you bid on new jobs because these fly-by-night guys keep stealing your clients! But what if I told you they aren’t.

Is your interest piqued? If yes, I’m assuming you’re still figuring out how to deal with this. We have to take a step back and understand that business isn’t a series of sales. It’s a matrix of relationships, and with any relationship, it goes both ways.

You have to qualify your customers just as they have to qualify you. Not all potential customers are going to be ones you want to work with. This is why these guys aren’t stealing your clients. They’re not your clients. At least they’re not the ones you want. In marketing, we call this an audience. A quality audience isn’t on Craigslist or Facebook Marketplace. Let the $25 per cut guys fish here.

Your target audience cares about value and quality more than price. Price comes into play, but your ideal customer understands the relationship between price and quality. And yes, they do exist. The problem could be you’re fishing in the wrong pond, trying to catch minnows when you should go down the road to catch bass. So how do you go about finding these customers?

First, you’ll need to understand who your customers are. I mean the ideal ones, not the ones who will drop you for the neighbor kid. Do some research in the market and see what kind of customer profiles you come up with. They should look something like this: 50/50 Male/Female, Average Income (somewhere in upper middle class), Job Position (Management, Finance, IT, Entrepreneur), Children (2-4), Neighborhood (Newer development), and Lot Size (about 9,000 square feet).

These are not your Craigslist shoppers or Facebook Marketplace browsers. They’re likely not your Nextdoor neighbors or belong to your local swap page. If a lot of customers are dropping you for cheap services, ask yourself if they’re coming from these places. If they’re not, then think about the neighborhoods you’re canvassing with door hangers.

So, the million dollar question is… where do I find these ideal customers?

Well, you already know who they are and roughly where they live. But here’s how to target them. It starts with you. Brand yourself as quality and professional. Don’t use words like, “cheap” or “affordable.” Instead, use “quality” and “professional.” If your sales technique is enticing customers into an “affordable” solution, they expect a low price.

If you have a client or two in an upscale neighborhood (or one that fits your target audience), do a quick 5-around with door hangers. After you finish work on your customer’s yard, go to the direct neighbors of your customer and the three across the street that mirror with door hangers. So yes, even door hangers can be targeted.

Every Door Direct Mail (EDDM) seems like a good, affordable option, but the return rate is 1% or less, and you’re limited to specific postal routes, quantities, and postcard sizes. Find a direct mail marketing agency, like Inside the Box Marketing, that can blanket an area, targeting specific customer demographics as granular as: Household Size, Lot Size, Income, Job Title, and New Movers.

And, put technology to work. Focus on optimizing your website for search engines, like Google and Bing, and simplistic usability. 71% of all consumers start their buying journey on search engines, and 74% use them for researching during the consideration stage. The customer that visits your search engine optimized (SEO) site does their own research; they’re looking for a quality lawn care service provider or landscaper to fit their needs. If you don’t optimize for words on your site like “cheap landscaping” or “affordable lawn care,” chances are you won’t get that type of traffic.

Also, utilize Facebook’s hypertargeting. The great thing about social media for a savvy advertiser is the information people are willing to put on there. Learn your target audience, and really target them utilizing Facebook Ads Manager. Target identifying factors, including: Age, Gender, Location, Interests, Job Titles, Groups, and Custom Audiences.

The targeting options are almost limitless. Don’t use a generic worm to catch those basses; use bass jigs.

Lastly, Qualify Your Customers

When a potential customer reaches out, don’t let your first reaction be to close the sale. Treat them as if it’s going to be a partnership. I recently spoke with Rich Blood, owner of Guru Gardens, who’s an expert at qualifying customers in the Lawn Care Juggernaut Facebook group, and he said the way you conduct scheduling and prepayment of deposits does a fairly decent job of eliminating tire kickers. He’ll give them a ballpark estimate based on what was described to him before taking time to go to the customer. He’ll then follow up with what I think is the most brilliant phrasing, “If that fits your budget, I can come out to do a proper assessment.”

You’re frustrated the “fly-by-night” guys are taking your customers, but if I were a betting man, I’d say you’re hesitant to take my advice. But, dropping your price to keep or earn a customer is like a tar pit, the more you fight, the stickier it gets. As long as you market yourself properly and to the right people, it will be business as usual. Except that business will be there to stay, and you’ll be earning a much higher profit margin.

Hundley is CEO of Evergrow Marketing, a digital marketing agency that caters to the landscaping and lawn care industry. The firm creates digital marketing strategies utilizing SEO, SEM, social media, website development, and UX optimization to deliver high quality leads.

Do you have a comment? Share your thoughts in the Comments section below or send an e-mail to the Editor at [email protected].

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itsworn · 6 years

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What’s That Hemi Worth? Real-World Guide for Muscle Car Collectors Today

No matter what sort of car enthusiast you are, some names you just know by instinct. While Chrysler admits it was not the first to create an engine with hemispherical combustion chambers, nobody doubts the fame Mopar brought to the design. If you love old muscle, there is not a lot of explaining to do.

Mystique has always been part of the Hemi. It was an expensive option, in part because the engineering crew upgraded a significant number of ancillary systems on any car getting one. Prior to the hydraulic cam era of 1970, it was also high maintenance, needing semi regular valve adjustments and featuring valve spring pressure that could eat camshafts. If you wanted something that purred under the hood, you were in the wrong showroom. It loped at idle and got horrible mileage in traffic. But when the roar evened out at about 4,000 rpm, you decided it really was all worth it.

Hemi Now

Owning a car built with a Hemi gets attention, and that desire has made these cars both bellwethers and blue chips in the modern market. The Gen II 426 Hemi was built to withstand the blunt forces of competition and was only lightly detuned for street use. Though it has finally been surpassed in horsepower potential by the computer-controlled supercars offered today, collectors remain serious about them. As a result, little things can make a big difference in the scheme of investment, enjoyment, and purpose. If you have questioned whether a Hemi muscle car is in your future, these will be the things that determine how to spend your money.

Many who consider buying a factory-verified Hemi car today feel that its potential appreciation is a top reason to buy, followed by originality and body design. Restoring one of these cars can easily cost more than the fair market value of most new-car offerings, so starting from the right place is important. Transforming a rusted hulk into a factory-correct restoration will be costly, in part because many original components are in high demand.

Top Dogs

Hemi cars are expensive now because they were expensive then. The same holds true for their rarity, especially when talking about Hemi convertibles. Only a handful of people wanted them new, and just as few can actually own an original one now. When we consider the multimillion-dollar prices commanded by some of the cars, you know the Hemi mystique is at work.

At the top are 1971 convertibles, which were only available in the ’Cuda line. Frankly, if you have the wherewithal to pay this price, you probably don’t need our advice. The 1970 Challenger R/T and ’Cuda models are a bit behind the 1971 models in market value, but all will push into the million-dollar range with the right market forces at play.

That said, let’s consider what makes a Hemi car “right.” First, provenance is key. A solid ownership history, restoration shop reputation, and rebuilding process documentation all help confirm a right choice. When possible, an intact original driveline will bring a premium, though the nature of Hemi car use (and abuse) sometimes makes this impossible.

If the original drivetrain is not there, then the imperative becomes every detail being correct. That sounds easy until you try to locate a set of date-code-correct carburetors or window glass. You see, everyone else has been looking for them, too. With demand so high, buying the missing details can cost tens of thousands of dollars. But you can only spend the money if you find the parts before somebody else does. We don’t say this to be discouraging, but to be honest. Make sure the sum of the parts is there if the price is high.

A second factor is the optional equipment. For Hemi buyers after 1968, the N96 fresh air equipment was standard in one form or another, the major exception being the 1970 Challenger at midyear when the Shaker hood was discontinued until fresh safety bracing could be added to it. Even these cars sometimes received the fiberglass hood used on the Challenger T/A, but many Hemi Challenger R/Ts from 1970 models had the nonfunctional sport blister hood installed. Floor shift is important when considering an investment, as are such driveline details as the Super Track Pak four-speed/4.10-ratio Dana 60 differential. The plethora of body add-ons, especially in the final 1970-1971 production years, also create added desire. Every piece of optional equipment left off may coincide with a loss in potential value. The flipside is that it’s possible to afford a Hemi more reasonably if you don’t need all the extras.

The engine came in street-released midsize B-Bodies its entire run, and in the sporty E-Body design in 1970-191, part of the reason why the latter models command a premium. On both body types, convertibles still command the highest prices. Follow that with cars that are unchanged survivors or highly optioned restorations with provenance, then older restorations, then incorrect or incomplete restorations, and finally tributes with no factory Hemi DNA beyond the body shape itself.

E-Body values are often driven by option packages, with ’Cudas bringing a premium over Challenger R/T in most cases if options are identical. In the midsize B-Body lines, the aero-styled Daytona and Superbird would be valued just below convertibles, followed by the 1968-1971 Chargers, the 1968-1971 GTX/Road Runner, the 1966-1967 Coronets and Chargers, and the 1966-1967 GTX/Belvedere.

Hemi Racing

The reason the Hemi ended up on the street was to keep it legal in racing. These would break into two categories: cars built to race, and cars built to legalize race equipment. It is the latter that has shown the most interest, and for good reason. The aero warrior 1969 Dodge Charger Daytona and 1970 Plymouth Superbird are to this day considered the extreme of the “win on Sunday, sell on Monday” idea. To date, the Daytona is the only B-Body Hemi noted to have publicly crossed the million-dollar threshold, and did so because everything about that particular car was right. These aero-styled models are instantly identifiable to car fans, and the Hemi is their ultimate option. A third version, the 1969 Charger 500, was also aero styled but to a much lesser extreme and subsequently has less appeal.

Many of the original Hemi NHRA-focused Super Stock packages have been retired from racing and are now restored. The ultimate versions for many people were the 70 Barracudas and 80 Darts built for 1968. Not street legal, they featured fiberglass components and minimal highway safety equipment, so a disclaimer was issued to the buyer. Other versions were released in 1964 (with aluminum body paneling), 1965 (with the A990-code aluminum-head race engine), and 1967 (more in line with stock and the most streetable of the drag releases). These are not practical as drivers, but many collectors like them as “ultimate representations.” The major factor in value would be original ownership notoriety (Sox, Landy, then everyone else) and car originality. This is a buyer-beware area if you don’t know how to determine how much a car has been modified or rebodied during restoration.

Of course, Hemi engines were in NASCAR stockers and more extreme-class drag cars as well. All were heavily modified by secondary race-oriented competitors, making it important to know what makes the car verifiable. Market determinations in those cases is again based on ownership notoriety, with originality primarily focused on the correct parts usage for the era the car is restored to. Again, doing vehicle forensic science is important to determine the car is indeed what it is purported to be. It’s easy to just add paint. Hemi on a Budget

Budget is a relative term. Today a Hemi-powered muscle car is probably $75,000 for a running “average” restoration. You will pay more for better options, and this amount will not put you into any real E-Body, aero model, or convertible in today’s market. That said, you can shop and determine what you would want from that Hemi purchase.

Column shifts would be the first thing to consider when shopping on a budget. If you can live with a car that has been rebuilt with some modifications or an older restoration, there may be some hidden value there as well. Remember that if you want the OE perfection like date-correct factory carbs, adding the hardware and details will be expensive. With the interest in unrestored cars on the upswing, that area is no longer inexpensive, but possibilities are there if you can bide your time.

In my opinion, the models that offer the best potential at current market prices are the 1966-1967 Chargers, with upscale appointments from stock that make them attractive. Make sure the dash lights function and the long rear taillamp lens is intact. The nonconvertible 1966-1967 B-Bodies are also at the lower end of the spectrum. Although better equipped, GTXs sometimes, ironically, offer better buying opportunity than Road Runners simply based on the latter’s name recognition.

Eye candy and curb appeal help drive the collector side. Of course, if you are interested in doing a lot of cruising or burnouts, you might find that a Hemi tribute or clone is the way to join the club. But that story is probably a better fit for another magazine.

Al Rogers photo The legendary 426 Hemi was installed in approximately 10,000 Chrysler vehicles. Those that survived the folly of youthful owners, successful and failed racing modifications, and the passage of almost a half-century are now among the most important collector cars from any American manufacturer of the time. This is an example from a 1969 Charger 500.

For many enthusiasts, the very low production E-Body convertibles from 1971 are the ultimate Hemi collector cars. This example, on display at MCACN in 2014, sold for $3.5 million through a Mecum auction.

Seen here during the annual MCACN gathering is this beautiful unrestored 1970 Challenger R/T owned by Bruce Bartie. The Challenger body design has not proven as popular as the similar ’Cuda models with identical equipment, though any real Hemi E-Body will be expensive.

Hemi Plymouth models, like this pair in the Tony D’Agostino collection, show two possible directions to go if you have the wherewithal to own an OE Hemi. The 1968 Road Runner in the foreground is a long-term correct restoration, while the 1966 Satellite is an unrestored original.

Options matter when it comes to Hemi vehicles. This sunroof 1971 Hemi GTX in the Wellborn collection is noted as the highest-sticker-priced Hemi vehicle ever constructed. The fact that it’s also an unrestored, final-year example only adds to the attraction.

Speaking of options, if you were buying a basic model or wanted the special “buddy seat” interior, a more-than-expected number of Hemi cars came with column shift. These cars are sometimes available at a lower price.

Convertible muscle-car-era vehicles are uncommon regardless of powerplant. The beautiful example here, noted as part of a number of world-class collections, soared to more than $600,000 when it sold in 2015 at Mecum Kissimmee.

The 1966-1967 Chargers are often well equipped in terms of standard equipment but have sometimes been lower-priced than the restyled 1968-1971 models.

Due to the rules that racing bodies enacted, a minimum number of cars had to be created for racing. Chrysler built special Hemi releases solely for racing in 1964, 1965, 1967, and 1968. The 1964 models, like this one on display at Carlisle’s annual show, were often seriously modified for early funny car racing when NHRA outlawed the aluminum panels in Super Stock.

Although not true race cars like the drag packages, three models were released to legalize parts for NASCAR and circle track racing. The Hemi Daytona is considered one of the most desirable muscle cars from the years of Hemi production. This car arrived at the 2014 wing car reunion in Alabama from Colorado with its longtime owners.

When it comes to convertibles, price is driven by a number of factors, including production numbers, driveline and interior options, and condition. Collector Steve Fox displayed his 1968 Hemi GTX convertible at the All-Hemi Reunion, and it is the only red paint, white top, white interior B-Body Hemi convertible built in any body or year.

Some factory Hemi race cars have been rebuilt showing their race-correct paint. The Gene’s Speed Coronet was originally raced out of Massachusetts. The challenge with this type of rebuild is how to correctly show any day-two-type changes.

Drive it like you stole it? Probably not at today’s prices, but that doesn’t mean you cannot enjoy owning one of the most important muscle cars of the golden era. Ray Dupius shows how small the factory tires were back in the summer of 1966.

Tim Wellborn became the expert on 1971 Chargers, buying a good many of them during the course of his collecting. The Super Bee became a Charger model for that year only, resulting in unique designs like this example sold by Mr. Norms. This was the only year the Hemi Charger had a factory fresh-air hood design option.

Beautifully restored, the 1969 Hemi Super Bee was owned by Don Fezell and was a car that he pulled from the backyard of a longtime owner. Cars featuring the functional Ramcharger hood were built between 1969 and 1970; early Dodge B-Bodies only had hood trim. The hood was standard on all Hemi models during the years it was available.

Since the originals were often raced and underwent literally decades of evolution, some builders went ahead and created similar but more streetable versions around standard production cars. Charlie and Denise Caldwell built their Hemi tribute for cruising, selecting a nice level of OE-type changes that the so-called A990 models received.

To keep from having to compete against the previous models, in 1967 the “race cars” used all-steel bodies, other minor changes, and inline Hemi manifolds. These Coronets and Belvederes were not overly competitive because they weighed the same amount as the new GTX and RT models with reworked weight distribution. They are also considered the most streetable of the factory race packages.

Quite interestingly, this GTX got a column shift only because the buyer wanted that third seat. GTXs normally received a console layout as standard equipment, making this one a rare example of the breed.

The 1970 ’Cuda and Challenger Hemi convertibles have stepped into the realm of million-dollar sales. These three were on display at the 2015 MCACN show, where Mecum Auctions presented them as part of the largest gathering of these cars ever assembled. All sold the following January.

The vanity plate on Paul Veney’s 1970 Super Bee tells the story: 1 of 21. The 1970 R/T and Super Bee models have become very visible as collector cars, as only three Hemi convertibles were built on that platform, all R/Ts. This body design lasted a single year and was the final two-model version on this nameplate during the era.

This 1970 Hemi Road Runner turned up in a Texas barn and, despite a drag racing background, was “original enough” that Tim Wellborn chose to leave it as found. Seen here at MCACN, at the Wellborn Museum it is now the centerpiece of a special group of cars and parts that are unrestored but still presentable.

Of the handful of extant Hemi Challengers from 1971, few showcase the uniqueness of this very early built “pilot” car that was on display at Carlisle. Real Shaker-hood Challengers from 1970 are especially rare due to hood safety issues.

This stunning 1971 “billboard” ’Cuda turned up recently and proved to be a one-of-one tricolor combination. Red paint, black leather interior, and white billboard stripes make it exceptional. Many buyers opted to leave the large graphics off these cars when buying them, making this a rarer option than many restorations would seem to suggest. Brothers Curtis and Tim Wellborn completed it in early 2017.

With so few Hemi examples left, Canadian collector Clarence Arnoldussen built a tribute when a 440ci model showed up without an original engine. At $220,000 it sold for approximately a third of what the real version would bring, but that is still higher than what some nonoriginal 440 models have sold for.

Being invited to display at the MCACN Vintage Certification program allows a car to be forensically examined by experts. This 1969 Super Bee is undergoing a careful inspection at the annual November event in Chicago. If you cannot own a Hemi car personally, this is a terrific opportunity to see many of the rarest examples in person.

If you want to let it all hang out, you might be better served starting from scratch and creating a Hemi package on your own. These are the Bienekes and their truly unique 71wingcars.com racers at speed on the front straight at Road Atlanta several years ago. If you want a Hemi for fun, you will probably want to stay away from the factory restorations.

The post What’s That Hemi Worth? Real-World Guide for Muscle Car Collectors Today appeared first on Hot Rod Network.

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itsworn · 7 years

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This ‘71 ’Cuda Packs A Knock-Out Punch You Won’t See Coming!

Back in the day, the Chrysler factory guys took approximately two days from the time a body was panel-jigged ( or “gated-up”) from raw stampings until it rolled off the final line and out the door. At the time, they sent about one car off the assembly line every minute. Of course, they had everything they needed to build them at their fingertips, and did each task over and over. For somebody who desires something tuned up to a later era, this is not so easy a process, but Tom Gipe of Cypress, California, went the distance with his real FC7 In-Violet ’Cuda, which started as less than a roller.

“Actually, it was probably the worst kind of decision from a financial standpoint,” he says now. “It was nothing more than a shell with two data plates, a rust bucket from New Hampshire, but the opportunity was there to build it the way I wanted it without straying too far from factory options. It also allowed me do some things without worrying about messing up an original Hemi car.”

So, yes, this is a Hemi ’Cuda tribute, one of a fairly substantial group of cars that have been upped to elephant status since the production cycle on the model ended in the summer months of 1971, sealing the Hemi legacy. And it is a real hip code FC7/340 body, which is a nice starting point to get at least some of the armchair complainers off their game. Notwithstanding, it has been the building and rebuilding effort over the course of the past dozen years that makes Tom’s car special, especially the fact that it is powered by one of the final Hemi engines to come from Dick Landy Industries.

“My 1968 Charger was finished and had won a number of awards in 2005, and I wanted to get a 1970 E-Body that was either Plum Crazy or Panther Pink,” says Tom when asked how it began. “I mentioned this to Julius Steuer and he said he had just acquired a real 1971 In-violet ’Cuda. The first time I saw it was October of 2005 and I bought it immediately. I picked up the car up from him in May 2007, so that took about 20 months to do the car that first time.”

Dick Landy passed away earlier that same year. The engine had been one of the reasons Julius could not complete the car sooner, as the Landy crew had really gone the distance to source parts for a fresh 528ci Hemi build. In fact, DLI had already built the 572ci engine for the Charger that Tom owned, and they chose to pull the displacement down a little since the ’Cuda would have a four-speed. After months of chasing what had become a very scarce MP block (some things never change!), Dick located one in Indianapolis. This block first had to be sleeved as the casting had two thin cylinders, then DLI engine builders—brother Mike Landy and son Robert Landy—used Stage V heads with a marine-application manifold under the Shaker, a pair of extrude media honed repro cast-iron exhaust manifolds, a Crane mechanical roller cam, and JE 11.25:1 compression pistons. The results were impressive to say the least.

“After getting all the parts, everything went together pretty quickly,” Tom recalls. “I visited the shop when the engine was ready for its dyno test. It was fantastic listening to the big inch Hemi spin up to 6,500 rpm and make 694 HP. That was in early December 2006 and the engine was delivered the first of the year to the restoration shop, Restorations by Julius.”

“Then the bad news came that Dick had passed away on January 11 and that DLI was closing its doors. I realized that I was very lucky to know Dick—in a small way for him, but in a big way for me. So am I a snob when it comes to my DLI Hemi? Yes, I am, proudly. His accomplishments are so large in the Mopar world. My car is an ambassador of DLI’s history.”

And of all the things that would later get changed on this car, that basic engine has remained a constant. Nonetheless, Tom found as he began driving the ’Cuda more seriously that there were adaptations that he desired. Again, Julius Steuer at Restorations by Julius would get the nod for this. The first build-up had been solid, but now it was time for some upgrading, and the treatment started right at the bellhousing.

“So in 2010, I had Julius pull the four-speed overdrive transmission out and install a Tremec TKO. This was a great swap for me as that transmission shifted much more smoothly and the hydraulic clutch was linear and light. Plus, since it had more overdrive, the engine rpm is kept down when cruising.”

The rear end is a Strange S60, as the car (born with a 340) originally had a 3.91 gear in an 8 ¾-inch rear end. Tom felt the Strange unit and its Detroit Truetrac was the best upgrade toward Dana 60 strength, and after trying steeper 4.10 and 3.73 units, he settled on a 3.54 ring since the engine makes a ton of low-end torque. The car had factory Rally wheels on it at the time this was chosen, and that era’s aftermarket rear discs would not fit onto them. Instead, Strange installed a set of OE NOS drum brakes from a Ford truck. But a car is much more than its driveline, and challenging the street corners was where Tom decided he would continue his reworking.

“The impetus for doing so came from a time that I took an employee for a ride and when we went around a right street corner, the car tilted so much that she almost flew into my lap. Good for me, not so good for her!” he laughs. “Anyway, I felt that wasn’t safe, so first I ditched the Goodyear Polyglas tires and installed BFG T/A radials. That by itself made a big improvement.”

At Tom’s direction, Julius installed a variety of suspension pieces on the nose-heavy E-Bomb during the following months before the perfect combo was found. This proved to be Bilstein shocks, U.S. Car Tool frame connectors, and Firm Feel equipment consisting of sway bars front and rear, 1.00-inch torsion bars, and A-arms. “The ride feels right in all conditions and handles the corners very well. Of course, this is a seat-of-the-pants assessment, but that’s the kind of measurement that works in this situation.”

That all sounds like improvement, but there needed to be some “sound” improvement. This came about in part because the hobby continues to advance. In 2012, the car was disassembled and repainted with some additional body tweaks. The interior was redone using the latest plastic-formed panels, changing from the coded black-vinyl covers to the factory cloth salt-and-pepper versions. Tom wryly noted they are comfortable, look great, and create some grip for the human posterior. The Pistol Grip is not shrouded by a console and features walnut grips that are a constant reminder of Tom’s late father, also a Mopar man and an expert woodworker who loved to work in walnut. A ’70 Rim-Blo steering wheel is the only major dash upgrade. Even with all that, it was the rumble that Tom really wanted to address.

“I had a custom 3-inch stainless steel exhaust system installed with flow through mufflers initially, but it was so loud and hot in the car there was no way to have a conversation with anyone. I found myself wearing earplugs. Most guys may find this difficult to believe, but I enjoy listening to stories from my sweetheart while driving down the interstate. After I attempted to quiet it down by installing aftermarket sound deadener, which didn’t do enough for the noise but it solved the heat problem, I resorted to getting a stock exhaust system installed which makes it much quieter. The driving experience is much better even though the top end is probably affected.” The only sound now primarily comes from a stock-appearing AM/FM/Aux radio from Retro Radio Restorations.

Tom admits he willingly errs on the side of caution with driving this car, saying it is real fast but he has never pushed the engine to its limits on the open road. Likewise, it’s not built for drag racing either, guessing that in the right hands the Plymouth could be shifted to a 12-second time or better with the current rear gearing. A member of the South Bay Mopars, he attends the club’s monthly meetings in Torrance, CA, plus Van Nuys Spring Fling, the charity Mopars in May at California School for the Deaf in Riverside, and other events close to home. The Charger and a variety of other Mopars, both vintage and modern, share garage space with Tom’s ’Cuda.

“I’m very happy with the results and gratified that all the hard work has resulted in a car that I enjoy driving. It has been done to look stock, but it sits a little lower, has no vinyl roof or billboards, and cloth seats. I added the elastomeric bumpers to maximize the amount of purple, but the tags read this car came new with a shaker hood, color matching mirrors, road lights, and the color FC7. I suppose I could have gotten any ’Cuda and painted it In-violet, but I have this thing about keeping a car’s color original, so for me it was a must.

“This is considered my long-distance car since the engine runs very cool and it has boundless low-end grunt, and it gets a lot of attention because of its style and color,” says Tom. For those who live in SoCal, he adds, “if you want a rush of color, drive a purple Mopar through a neighborhood with blooming Jacaranda trees in the spring. The reflection of purple flowers on purple paint is retina-searing…”

And that is FC7, the way it ought to be…

THERE’S MORE! You can read all about Tom’s custom tuning of this big-inch Hemi on our website.

The 528ci Hemi in Tom Gipe’s ’Cuda was one of the last ones built by Dick Landy Industries before Landy passed away in January of 2007. Since then, Tom has made tuning the carburetors and ignition a research and development project, to the betterment of the breed.

The first thing one sees once the Shaker plate comes off is a far-from-stock pair of Holley 750s on a Stage V single-plane intake atop the DLI-built Hemi engine. This was one of several changes that Tom executed several years after finishing the car the first time.

Most Hemi tributes have this option added on, however, Tom’s car started life as a real 340 ’Cuda, and it is stamped for the N96 fresh-air Shaker right on the original trim tag.

Chin spoilers, body-color bumpers, road lamps, and that grille have become the iconic visage of America’s love affair with muscle. Looking near-stock outside but built for 21st century enjoyment, this embodies the long-gone era as well as the best of modern restoration techniques.

Like a black shark emerging from a sea of deep water, the warning is always there, quivering just above the horizon of the hood. It scares the other guys, and everybody enjoys seeing it torque-twist from behind the windshield.

Foregoing conventional wisdom, it was decided that the combination of 1974 Dart front brakes and the large drums from Strange out back could handle the need for slowing down without power assist. It has worked well. The smaller reservoir is for the hydraulic clutch.

A tribute to Julius Steuer’s efforts on keeping the car looking stock was this Glen Ray three-row Max Cooling core inside a conventional-looking radiator frame. It does a great job for the 694hp Hemi.

One upgrade to the interior was to the cloth seat material, which proved a little easier on the riders than standard vinyl. Note the 1970 steering wheel, one minor noticeable change from circa-1971 purity.

This is the OEM-looking Hurst Pistol Grip, now equipped with real walnut grips—a reminder of Tom’s late father, a seasoned woodworker. A Tremec 5-speed transmission supplied by SST is below it.

After using a 3-inch diameter aftermarket layout, Tom went back to the OEM exhaust system, which may not breathe as perfectly but made the car’s drivability much more enjoyable…and without needing earplugs.

Fast Facts

1971 Plymouth ’Cuda Tom Gipe; Cypress, CA

ENGINE Type: 528ci Gen II Hemi replacing the OE 340 Bore x stroke: 4.500 (bore) x 4.150 (stroke) Block: Mopar Performance siamesed-design block, block cleared for extra stroke, sleeve installation, bored and honed with torque plates by Dick Landy Industries. Rotating assembly: Callies crank, Mopar Performance I-beam rods, Crane roller timing chain, balanced Compression: 11.25 JE forged pistons Cylinder heads: Stage V Gen II Hemi, aluminum, ported/polished by DLI Camshaft: Crane mechanical roller SR-254/374-2S-12, .598-/.580-inch lift Valvetrain: Mopar Performance 2.25-/1.94-inch valves; Mopar Performance dual springs, Mopar Performance stainless steel rockers, custom length Comp pushrods Induction: Stage V single-plane inline 2×4 “Rat Buster” Fuel system: 2×4 Holley 750cfm Street Avenger carbs (0-80459 SA with choke and air horn removed) Exhaust: OEM replacement Hemi, repro exhaust manifolds (extrude media honed) Ignition: OE factory Chrysler distributor, MP chrome box Cooling: MP aluminum housing water pump, Glen Ray three-row MaxCooling radiator Fuel: 91-octane hi-test gasoline Output: 694 hp at 6,200 rpm and 657 lb-ft at 4,500 rpm Engine built by: DLI, Northridge California late 2006 by Mike and Robert Landy; additional tuning by Tom Gipe

DRIVETRAIN Transmission: SST Tremec TKO-600 5-speed kit, RAM clutch Driveshaft: Unitrax steel, custom Rearend: Strange S60 with Detroit Truetrac, 3.54 gear set

CHASSIS Front suspension: Firm Feel A-arms, control arms, torsion bars, 1-inch diameter front sway bar, Bilstein shocks Rear suspension: Hotchkis rear springs, Bilstein shocks Steering: factory Front brakes: manual single-piston disc, Dodge 1974 Dart Rear brakes: manual drums, OEM Ford truck for Strange housing mounts

WHEELS & TIRES Wheels: 15 x 7 Wheel Vintiques Rallye front, 15 x 8 Stockton Wheel rear Tires: BFG T/A radials P235/60R15, front; P275/50R15, rear

INTERIOR Seats: cloth and vinyl “salt and pepper” black-and-white colors Instruments: new woodgrain bezels from Performance Car Graphics Stereo: electronic stock-appearing AM/FM/Aux radio from Retro Radio Restorations Steering wheel: stock 1970 rim blow Shifter: Hurst Pistol Grip, custom grips, no console

EXTERIOR Color: FC7 In-Violet/Plum Crazy Bodywork & Paint: Fabian’s; Chatsworth, CA

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