Crucial Cars: AMC Javelin AMX

From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.

For this installment, Gearhead’s Garage puts the spotlight on AMC’s entry in the Pony Car wars, the Javelin AMX


1974 AMC Javelin AMX

1974 AMC Javelin AMX


Largely overshadowed by the Chevrolet Camaro, Pontiac Firebird, and Ford Mustang, (and to a lesser degree the Dodge Challenger and Plymouth Barracuda), the AMC Javelin AMX was akin to RC cola battling Coke and Pepsi. That doesn’t mean it was a bad choice in the Pony car segment (so-called because the Mustang is credited with starting this sporty segment back in 1964) far from it! The Javelin AMX was just a different flavor, and plenty of performance enthusiasts found it downright sweet.

Note that we are talking about the four-passenger Javelin AMX here that was produced from 1971-1974, not the two-passenger version that was based on a shortened Javelin body/platform, just called the AMC AMX and produced from 1968-1970. Certainly the earlier version was cool in its own right, being the only American car of that time other than the Corvette to seat just two, but its appeal was limited and AMC made the decision to continue it after 1970 with the Javelin body and its backseat fully intact.

1971 AMC Javelin AMX

1971 AMC Javelin AMX

Cue it up

As it was now the top performance version of AMC’s Javelin, the 1971 AMX shared its styling. This meant the Javelin’s Corvette-like front fender curves, long hood, and semi-fastback roofline were key styling cues, as was the full-width taillight panel. Marking it as the top dog in the AMC kennel were a mesh grille, a rear spoiler, and a few options, such as a cowl induction hood and a big “T” stripe for the hood, that were not available on the standard Javelin. Inside the AMX, bucket seats and a console were standard and the dash curved around the driver. Along with that cockpit feel, the dash and door panels featured a metallic “engine turned” appliqué which further enhanced the AMX’s decidedly sporty vibe.

1972 AMC Javelin AMX interior

1972 AMC Javelin AMX interior

Extra performance for the AMX

With an overall length of 191.8 inches, the Javelin was about two inches longer than a ’71 Mustang and about four inches longer than a ’71 Camaro. Under the hood, a 360 cubic-inch, two-barrel V8, with 245 horsepower was standard, and could be hooked up to either a three-speed automatic or three-speed manual gearbox.

Most buyers stepped up to either the 360 4-barrel (285 hp) or 401 4-barrel (330 hp) V8, either of which could have the automatic or a four-speed manual. Any guesses as to which powertrain we’d go with? The optional “Go” package included either the 360-4 barrel or 401-4 barrel V8 along with dual exhausts, the “twin grip” rear differential, the cowl induction hood with the T stripe, 15-inch (rather than 14-inch) wheels, a firmer suspension, and a Rally gauge package.

As you were

For 1972, there were just a few changes to note for AMC’s sporty coupe. A smaller, 304 cubic-inch V8 was the standard engine, with both 360s and the 401 optional. As with other American cars, engine output ratings changed from “Gross” to “Net”. The previous Gross ratings were measured with the engine itself running on a stand, as opposed to the more realistic Net ratings which measured its output with accessory pulleys, exhaust, and transmission all installed.

Yes, the ’72 engines lost a little power due to drops in compression that allowed them to meet tougher emissions standards and run on lower octane gas, but they didn’t lose nearly as much as simply comparing gross to net numbers might falsely indicate. That said, the 304 made 150 hp, the 360 2 barrel V8 was now rated at 175 hp, the 360 4 barrel with dual exhaust made 220 hp, and the big dog 401 was rated at 255 hp.

1973 AMC Javelin AMX with Cardin option

1973 AMC Javelin AMX with Cardin option

As the mid-’70s approached, luxury started to replace performance as a big selling point. For 1973, AMC offered an optional Cardin (yes, Pierre Cardin, the clothes designer) interior package for the Javelin and it could even be had on the AMX. Fully embracing the outlandish ’70s, the Cardin package featured black upholstery sporting wide stripes of white, orange and fuchsia running rampant over the seats, door panels, and even the headliner.

Visually, the only notable external change was the taillights going from the previous full width strip design to four semi-squared off units. Fortunately, for those who actually wanted performance more than plush trimmings, you could still specify an AMX with the 360 or 401 Go package and a Hurst-shifted four-speed. The following year, 1974, would be the Javelin’s — and hence the Javelin AMX’s – last. Other than the Cardin package disappearing from the options roster, nothing changed for ’74.

Join the club

If you’re a Javelin/Javelin AMX enthusiast, there are a few web sites you may want to check out American Motors Owners Association as well as the AMC Rambler Club.

Shop Advance Auto Parts for deals on the parts you need from brands you know and trust. 

Crucial Cars: Ford Mustang Fox Body (1979-1993)

From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.

For this installment, Street Talk puts the spotlight on the wildly popular Fox Body Ford Mustang (1979-1993).

1981 Mustang Cobra

1981 Mustang Cobra

No exaggeration — few cars of the last 50 years have been as massively popular among performance enthusiasts as the “Fox Body” Ford Mustang, so-nicknamed because it was based on the Fox chassis that also underpinned the Ford Fairmont, introduced one year prior. This generation of the Mustang, which would run for 15 model years, replaced the largely unloved, Pinto-based Mustang II and quickly became one of the best “bang for the buck” cars of all time.

Produced from 1979 through 1993, this Mustang really came into its own in the mid-’80s, when its 5.0-liter V8 started gaining muscle like Arnold in his heyday. Although some dubbed it the “Box body” due to its upright and squared-off styling, there was no denying its appeal among those who wanted affordable speed. As such, we will concentrate on the performance versions of the car.

Bye Mustang II, hello Mustang new

When the Fox Body Mustang debuted for 1979 in coupe and hatchback body styles, the hot one in the lineup was once again called the Cobra. Although a 5.0-liter V8 was available for the Mustang, it wheezed out just 140 horsepower. The turbo era had arrived, and the Mustang was on board with its available turbocharged 2.3-liter inline four that made the same 140 HP as the V8. Extroverted graphics were still the order of the day, with the Cobra featuring its namesake sitting ready to strike upon the hood. Genuine Recaro sport seats were available as well, offering support and comfort typically not seen in American sport coupes. A special edition Mustang paced that year’s Indy 500, and of course limited production pace car replicas were offered to the public.

Other than the 5.0-liter V8 being replaced for ’80 and ’81 by a 4.2-liter V8 making just 119 hp, the next few years were essentially unchanged.

Muscle makes a comeback

With print ads claiming “The Boss is back”, the 1982 Mustang GT (a resurrected moniker from the ’60s) came with a “high output” 5.0-liter V8 that even with a 2-barrel carburetor and a single exhaust made a then-respectable 157 horses. The turbocharged four was dropped. Ford got more serious for 1983 and bolted on a four-barrel carb and freer-flowing exhaust to the 5.0, resulting in 175 horses. A five-speed manual replaced the four-speed, further boosting performance. That year also saw the return of the turbo 2.3 four — now with fuel injection and 142 hp — and the debut of the convertible body style. Note that you could get the V8 in the base Mustang as well as the GT. The GT could also be had with the turbo four, though most buyers went with the V8.

1984 Ford Mustang GT Convertible

1984 Ford Mustang GT Convertible

For 1984, the Mustang line stood pat with the exception of a new member of the family — the European-flavored SVO. With its turbocharged and intercooled 2.3-liter four, tuned suspension, four-wheel disc brakes, aggressively-bolstered sport seats, and 16-inch wheels, the 175-hp Mustang SVO was certainly a horse of a different color, providing more sophisticated styling (including a functional hood scoop and a bi-level rear spoiler) and handling/ride dynamics than the GT. Those wheels were huge for the day, as only a few other performance cars such as the Corvette and some Porsches and Ferraris offered 16s back then. Cool as it was, the SVO didn’t sell well, as most Mustang intenders went with the cheaper yet faster (in a straight line, anyway) GT.

1986 Mustang SVO

1986 Mustang SVO

As the mid-80s moved on, the second age of the muscle car dawned as new technologies allowed engineers to meet strict emissions standards while improving output. Over at the Ford camp, in addition to updated front and rear styling for 1985, the Mustang’s 5.0 V8 saw its power go up to 210 hp while the base turbo four was dropped. Midway through that year, the SVO got an aero headlight treatment as well as a big power boost to 205 hp. Fuel injection replaced the V8’s four-barrel carb for 1986, and the car’s actual performance was little changed. Sadly that year would be the SVO’s last, wherein it saw a slight dip in stated engine output (to 200 hp).

Power for the 5.0 shot up to 225 hp for ’87, making a V8-equipped Mustang a seriously quick car. The LX notchback with the 5.0 option was lighter than a GT and hence, the hot setup for drag racers. But either way, you had potent performance with 0 to 60 mph and quarter mile times running in the low 6-second and mid-to-high-14-second ranges, respectively. That year also saw the Fox body Mustang’s first serious styling update as the car adopted aero headlights, a grille-less nose (on the GT), and smoother rear quarters wherein the slats gave way to larger, flush-mounted side windows. The GT also got a full lower body ground effects treatment, usually seen in a contrasting silver or gray color.

From ’87 through 1992, the Mustang was little changed apart from a driver’s side airbag debuting for ’90, 16-inch wheels appearing for ’91, and a couple of color-themed appearance packages highlighting the options roster for ’92.

1993 Mustang SVT Cobra

1993 Mustang SVT Cobra

Swan song for a hero of a horse

For its last year, 1993, the Fox Body ‘stang went out with a bang as the SVT Cobra thundered onto the scene. Sporting a massaged 5.0-liter V8 making 235 hp to the newly downrated 205 hp of the standard 5.0, the Cobra also boasted 17-inch wheels and four-wheel disc brakes. The new Cobra further set itself apart from its humbler siblings via a unique grille (with a horse emblem), a different rear spoiler and taillights, and smoother ground effects than the GT. A limited production (just 107 produced), lightened racetrack version known as the Cobra R debuted as well.

Of course, any article on the Fox body Mustang wouldn’t be complete without mention of Vanilla Ice. With his song “Ice, Ice, Baby” hitting the top of the charts in 1990, Vanilla extolled the virtues of his Mustang GT convertible: “Rolling, in my five-point-oh, with my ragtop down so my hair can blow…” Okay, it might not have been the greatest rap song ever, but it was ridiculously catchy and gave Mustang enthusiasts something other than disappearing taillights with which to annoy Camaro and Firebird drivers.

Given its large following, there’s no shortage of enthusiast sites for these Mustangs. You may want to check out, and
Whether you want to maintain an original Mustang or modify a newer model, Advance Auto Parts is here to help with plenty of high quality parts.

Japanese Classic Cars: Legally Harnessing Godzilla

In an episode of MotorWeek (May 8, 2015) titled “Over the Edge: Driving a R32 Nissan Skyline GT-R,” you can see what it’s like to drive Godzilla without “selling body parts” to get such a vehicle:

The video calls the Skyline the “Holy Grail,” the “temptation of getting that forbidden fruit” that brings “so much joy.” And, what’s even better – you don’t even have to risk jail time, as many importers did in the past to own this car. At Japanese Classics, LLC, this car retails for $22,000 with spare parts available. If you’re interested in a particular make and model, sign up at Japanese Classics here and they’ll let you know when it’s available (more about Japanese Classics later!).

However . . . as Doug DeMuro shares, being a groundbreaker in this regard isn’t without its hassles. DeMuro owns a 1990 Nissan Skyline GT-R. Because he lives in crowded Philly, he parks his Skyline in a storage facility 20 minutes away (while keeping his Hummer in a “surface lot in West Philadelphia where I silently hope it will be stolen by those guys who beat up the Fresh Prince”). Late one evening, he took the Skyline for a spin in an upscale neighborhood, getting stopped by police twice – but not for reasons you might think.

Yes, he was stopped because his license plate was crooked. Although Japanese plates are similar in size to American ones, the bolt holes are placed differently so DeMuro could only screw in one side, using a zip tie for the other. “Yes, ladies and gentlemen, that’s right: I’m driving a rare, powerful, freshly imported, high-performance turbocharged sports car late at night on virtually empty roads, and I get pulled over for – not speeding, not weaving, not reckless driving – a license plate violation.”

The second time, the police officer was questioning why DeMuro was sitting on the right side of the front seat, making it “seem like he thought I had decided earlier that day to spend the evening driving on the wrong side of the car. It was as if he thought that I walked up to the car, decided things weren’t exciting enough, and moved the steering wheel over like it was one of those child’s toy steering wheels where you press the horn and it makes animal noises.”

Wondering how to get your own classic Japanese beauty?

Here’s the law

For a car to be imported into the United States, it must meet all applicable Federal Motor Vehicle Safety Standards OR be at least 25 years old, with the clock ticking from the date of the vehicle’s manufacture. In other words, to import a car, it must be a classic. A classic can be “entered under Box 1 on the HS-7 Declaration form to be given to Customs at the time of importation.”

What if the manufacture date does not appear on the vehicle? According to the U.S. Customs and Border Protection, you can:

  • Collect documentation, such as an invoice, showing when the car was first sold or a registration document showing similar information
  • Obtain a statement from a trustworthy vehicle historical society that identifies the age of the car

Are you located in Canada? They have a shorter period before someone can privately import a car: 15 years.

Here’s the process

The most straightforward way is to buy a car that’s already been imported into the United States through a car dealership specializing in these vehicles, although you can also bid for one on eBay.

To get more in-depth info, we talked to Chris Bishop, owner of Japanese Classics, LCC, located in Richmond, Virginia – and he cleared up some common misconceptions. This includes definitions of what’s considered white market, gray market and black market when it comes to Japanese cars that didn’t meet Federal Motor Vehicle Safety Standards (FMVSS) when newly manufactured (and most of them haven’t):

  • If a car doesn’t meet FMVSS, then it cannot ever be considered “white market,” even when it’s 25 years old and able to be legally imported into the United States.
  • In other words, if a car didn’t meet FMVSS but is 25 years old AND legally imported into the United States, then the state of Virginia still considers it gray market, even though it’s legal to own and drive in the U.S.
  • If a car that doesn’t meet FMVSS isn’t 25 years old or is but doesn’t go through appropriate channels to get to the U.S., then it’s black market – and that means that the importer can be arrested and imprisoned for smuggling and the car seized, crushed and/or exported.
  • If a black market vehicle is sold to someone who didn’t know that it was illegally imported, the car can still be seized, crushed and/or exported, with no reimbursement provided to the hapless owner.

People commonly use the term “gray market” to mean black market cars that somehow got a title from a state in the United States, but Chris says that these are still really black market. He shared two ways in which people make that happen, but would prefer not to be quoted on specifics because he doesn’t want to encourage illegal practices – and we agree.

Upcoming new service to legalize black market Japanese classic cars

In the past, if you’d found out that a car you’d bought was actually black market – even though it was now 25 years or older – the only way you could legitimize ownership was to export the car and then re-import it legally. “That takes plenty of time and money,” Chris says, “and provides a lot of headaches.”

In the near future, though, Japanese Classics will become the first car dealership to offer an easier method. If you have a car that is now 25 years old, but was not legally imported, soon you can ship that car to Japanese Classics. Customs will allow that dealership to export your car to a free trade zone and then legally reimport the vehicle without it ever leaving Japanese Classics’ possession. Then you will receive an official customs release and can get a 100% legal car title. The dealership also has about 15,000 square feet in their warehouse that contains car parts – and also has a car storage facility in Japan where they have significantly more parts to support repairs.

Prefer to do your own importing?

You can track down a 25-year-old car that is still in Japan, negotiate with the owner to buy it, and apply to the National Highway Traffic Safety Administration (NHTSA) to import the vehicle – and then make arrangements for shipment. Here are the various forms used by the NHTSA. AutoWeek advises on something else you’ll need: “a boatload of patience – it could take a while to work through any red tape at the port, and after that you still need to deal with your state’s department of motor vehicles.”

Most recent models available

AutoWeek has also been reporting, on an annual basis, the 25 coolest cars that are available from Europe, Japan and Australia to import. In their most recent report (December 2014), they listed 1990 cars that now fit the parameters: “The year 1990 has some funky, newly eligible cars here to surprise your neighbors, your spouse or even yourself with – especially if you’re into eBay bidding wars that stretch into the wee hours of the morning.”

You can read the article to see all 25, although not all are Japanese. Here is just one sample: the 1990 Toyota Sera that is “basically a Tercel topped with a glass bubble instead of a metal roof. That’s weird enough as-is, but it gets even more outrageous when you open up the doors – they tilt forward and up like those on a LaFerrari or BMW i8.”

This car made the cool list because of the doors and the magazine recommends that you pay between $3,000 and $5,000.

Petrolicious talks up the Nissan Skyline Hakosuka, calling it “Godzilla’s grandpa” and going on to say that, “In many ways, it’s like Japan’s Mustang: it’s got humble sedan roots but was built and designed to whoop everything, no matter how expensive or exotic. The particular model you want is the GT-R Coupe with the S20 motor (that made 160hp). It was stripped for racing and looks every bit the part. In a couple of months, we’d happily take the R32, too.”

Prefer the rare?

Jalopnik suggests the Nissan C110 Skyline GT-R, saying that “The revered father figure of a ferocious clan, the Kenmari GT-R lived an unfortunately short life – only 197 rolled out of the NISMO shops before the project was shelved because of the oil crisis. Today real ones are among the most valuable and cherished Japanese cars on the classic market.”

Editor’s note: For more insights into the vehicles of the world, check out our recent post on Cars of the World: Italy

Crucial Cars: Chevrolet Camaro

From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.

For this installment, Gearhead’s Garage puts the spotlight on Chevrolet’s iconic sport coupe, the Camaro.

1969 Camaro SS350 with RS package

1969 Camaro SS350 with RS package

Back when the Chevrolet Camaro debuted, the Beatles were making albums, color TV was a new novelty, and the Vietnam war was escalating. Chevy’s sleek new number, an answer to Ford’s super successful Mustang launched a few years prior, came onto the groovy scene to get its slice of the “pony car” pie. In the nearly half century since, the Camaro has stayed true to its roots by providing enthusiasts with an abundance of styling and performance at an affordable price.

Right back at you Ford

Ford’s Mustang, launched in the spring of 1964, was an immediate smash success. It introduced a new automotive segment that became known as the pony car — an affordable, relatively compact sporty coupe with long hood and short rear deck proportions. Loosely based on Chevrolet’s compact Nova, the Camaro was introduced for 1967. And so began a rivalry that continues to this day, one as fierce as the Yankees versus the Red Sox, or Coke versus Pepsi.

Available in both coupe and convertible body styles, the Camaro could be had with a wide array of powertrains. One could have anything from a 230 cubic-inch, 140-horsepower straight six on up to a storming 396 cube V8 cranking out 375 hp. Transmissions consisted of two- and three-speed automatics as well as three- and four-speed manuals.

The trim levels similarly ran the gamut and included the base Camaro, the fancy RS (Rally Sport) with its hidden headlights and added interior/exterior garnishment, the muscular SS that could be had in either SS350 or SS396 guise, and then there was the Z/28. Getting its name from the actual option code, the Z/28 was a street-legal road race machine sporting a firmer suspension and a high-output 302 cube V8 matched exclusively to a four-speed stick. Seriously underrated at 290 hp, the high-revving 302 made more like 350-375 horses. The Z/28 was a rare sight for that first year, as only 602 were built.


1969 Camaro Z/28

1969 Camaro Z/28

The next year saw minimal changes. Visually, the easiest way to tell a ’68 from a ’67 is the lack of the triangular vent windows which gave a slightly sleeker look to the ’68. The 1969 Camaro is for many enthusiasts the one to have. Although essentially the same as its other first-generation brothers under the skin, the ’69’s more aggressive styling boasted flared character lines that came off the front and rear wheel wells, giving an impression of speed and power that the upper versions could easily back up.

Throughout this first generation there were also several rare, ultra high performance versions. Specially ordered through the COPO (Central Office Production Order) program via dealers such as Yenko and Berger, these Camaros had beefy 427 V8s rated at a conservative 425 horsepower. The top dog was the Camaro ZL1, of which just 69 were built for 1969. A ZL1 also featured a 427 V8, but in this case it was of exotic all-aluminum construction, yielding a big block brute that barely weighed any more than a 327 V8.

Following a tough act

The second-generation Camaro debuted as a 1970 ½ model. Taking the long hood/short deck aesthetic to a new level, Chevy definitely had the looks nailed. Initially available in base, RS, SS, and Z/28 versions, this Camaro could be packed with power, as the Z/28 came with a high-output 350 rated at 360 hp, while the top SS 396 (actually now displacing 402 cubes) again made 375.

Sadly, as with all other car makers, Chevrolet’s engine output started to slide as the mid-’70s hit due to tightening emissions standards. Indeed, the SS was dropped from the lineup after ’72 while the Z/28 went on hiatus for ’75 and ’76 seemingly out of shame, to return in mid-’77 with just 170 hp from its 350 V8.

Still, these cars provided some driving fun by way of their quick, relatively agile handling and rumbling exhausts. Thankfully, engine output started to creep up as the 1980s hit, with the ’80 Z28 making 190 hp. Styling got increasingly flashy, culminating in the ’80 (and ’81) Z28 which seemed inspired by its Pontiac Trans Am cousin, what with bigger graphics, an Air Induction hood scoop, functional fender vents and wheel flares.

Less weight, more power

1981 Camaro Z28

1981 Camaro Z28

The third generation of the Camaro spanned 1982 through 1992. Through these years, one could choose a base Camaro, a luxury-themed Berlinetta (later the LT) or the performance-oriented Z28 and later, IROC-Z. Downsized, this Camaro was also up to 500 pounds lighter than the one before, and also heralded the debut of fuel injection and a four-speed automatic transmission.

Now that technology and engineering savvy allowed engines to efficiently meet emissions standards, output climbed through the decade. The 1982 Camaro’s power lineup started with an anemic, 90-hp four-cylinder engine, moved up through a 2.8-liter, 112-hp V6 and topped out with a 5.0-liter (305 cubic-inch) V8, rated at 145 hp, or with available Cross-fire fuel injection, 165 hp. Midway through 1983, a 190 hp “High Output” 5.0 liter became available, while two years later a 5.0-liter with Tuned Port Injection debuted, making 215 hp. Named for the International Race of Champions (which used identically-prepped Camaros), the Camaro IROC-Z also debuted for 1985 sporting huge for the time 16-inch wheels, a track-tuned suspension and, unlike the Z28, a monotone paint scheme along with tasteful “IROC-Z” bodyside graphics.

1988 Camaro IROC-Z

1988 Camaro IROC-Z

Literally big news came around for 1987, when a 5.7-liter (350 for you old-schoolers) V8 once again became available in a Camaro, now with tuned port injection and 225 horses. Sadly, it could only be hooked up to the automatic gearbox, but by now the 5.0 TPI engine could be had with a five-speed manual, the latter being the enthusiasts’ choice. The next year, the Z28 was dropped, essentially being replaced by the IROC-Z due to the latter’s massive popularity.

Other than the V6 growing from 2.8- to 3.1 liters (now at a respectable 140 hp) and the debut of a driver side airbag, not much changed until 1991, when the IROC-Z was dropped due to Dodge getting the race contract. And so, the Z28 returned once again to the lineup, now with an IROC-Z-like monochrome body treatment, color-keyed alloy wheels and taller rear deck spoiler. The 5.7-liter TPI engine now thumped out a stout 245 horsepower. Although 1992 marked the 25th anniversary of the Camaro, celebration was limited to a badge on the dash and the availability of a commemorative package consisting chiefly of dual hood/deck stripes.

With Part Two of this installment, we’ll cover the fourth-, fifth- and upcoming sixth-generation Camaros.

A number of Camaro enthusiast sites provide advice as well as classifieds for cars and parts for sale. You may want to check out Camaro Forums and Camaro Source. Furthermore, acceleration times can be found on

Whether you want to maintain an original Camaro in factory-spec condition or modify one from the power-starved era into a true muscle machine, Advance Auto Parts is here to help with plenty of high quality parts.

The Art of Rechroming

chrome bumper and headlights on classic car

Source/Baher Khairy/Unsplash

Next time you’re checking out all the hot rides at a car show, ask yourself this question: What makes these cars look so amazing? Often it’s the perfectly smooth, impeccably polished chrome. You’ll see it shining under the hoods of all those old American muscle cars. Check out the bumpers, too, and you’ll see mirror finishes front and back. Bottom line? You’re not gonna win any prizes if your chrome’s not correct.

If you want to fix up your chrome from time to time, the process is called re-chroming, and it’s something every classic-car buff needs to know about. Whether you’re in the middle of a bumper rechroming or just learning about rechroming for the first time, here’s our Rechroming 101.

How do they do it?

Classic GM car

Source/© Copyright General Motors

Chroming, or technically chrome plating, is just a particular way of finishing a surface. The craftsman starts by cleaning the part’s existing surface thoroughly, and then he “dips” the part in a chrome-plating vat that’s filled with a chromium-based solution. Through a process known as electroplating, electrical current is used to dissolve the chromium atoms and “plate” them onto the surface. The thickness of the plating is determined by how long the craftsman leaves the part in the vat. Once the desired thickness has been achieved, boom–you’ve got your re-chromed surface.

Popular cars and parts for rechroming

View of a chrome muffler

Source/Eisenmann Andrade/Flickr

Although chrome continues to be featured on some modern cars, it’s more common among the older cars you tend to see at the shows. Chrome bumpers, for example, are pretty much dead and gone these days, unless you count a handful of pickup trucks. And good luck finding chrome headers under the hood; you’re more likely to see a bunch of molded plastic engine covers. Candidates for re-chroming, include Mustangs, Corvettes, Chevelles, and certainly European luminaries like Ferraris and Lamborghinis, if your budget allows.

As far as specific car parts go, you’ve got bumper chroming and headers but it doesn’t stop there. Wheels are a big one, of course, and since they’re so close to the road with all its dust and debris, they’re gonna need more frequent attention than other parts. Chrome grilles, too, are in a vulnerable spot; you’ll often see pitting and tarnishing up there.

But more broadly, just think about that C2 Corvette I mentioned, for example. There’s chrome everywhere! You’ve got those iconic side-exit exhaust pipes, the fuel flap on the rear deck and various other exterior parts, not to mention all the chrome switches and knobs inside. Back in the day, chrome was a much more significant part of car styling. So if you want to make your classic car tip-top, you might have a real laundry list of parts that need to be rechromed.

Have you rechromed any of your car parts before? Tell us any tips you have in the comments.

Advance exclusive: Interview with Richard Griot of Griot’s Garage

We recently caught up with Griot’s Garage founder and industry icon Richard Griot—to get the real dirt on his favorite classic cars. 

Griot's GarageSomething special happens when two car guys get to talking. You can feel it in the air: you’re both nuts about classic cars, there’s no denying it, and then the conversation just starts flowing like you’ve known each other for years.

That’s exactly what happened when I had a chat recently with Richard Griot. Richard founded Griot’s Garage, a very successful car-care company, and he used some of the proceeds to do what any red-blooded car guy would do – put together a museum-quality classic car collection that’s got so many specimens now, he’s literally lost count. I knew we were going to hit it off as soon as I heard that part of the story, and sure enough, we had an enthusiastic conversation about cars that gave me plenty of material for 10 Classic Car Questions.

So here are the highlights, just the way I asked ‘em and he answered ‘em. By the way, when you’re done, do me a favor and go check out Richard’s products at Advance Auto Parts. He’s a good man, and speaking from experience, I can tell you his car-care solutions are top notch.

Alright, let’s get to it.

GG: What was your first car as a kid, and what were the best and worst things about it?

Richard Griot: 1953 M38A1 Jeep. Top Speed was 55 mph so I put an overdrive in it and it went 63 mph. It was so easy to work on. I ended up painting it myself and swapping the engine for a rebuilt one, as it burned a quart of oil every 100 miles!

GG: How many cars are in your collection now?

RG: I really don’t know. It’s a lot. I think if I ever started counting I’d feel as if I had a problem. It’s called self denial, so I’ve never really counted.

GG: I noticed a ‘60s Mustang in a video of your collection. Do you have any other vintage American muscle cars? Given their dynamic shortcomings, are you a fan of “resto-mods” that enhance braking and handling?

RG: They only have dynamic shortcomings if you over-drive them!  Having said that, I have a stock looking 1966 Chevelle with a 502 big block and upgraded suspension and disc brakes.  It really has increased the driving experience big time.  My kids still remember doing a bunch of burnouts in it, so I can’t sell that one.

GG: If you could only have one car for all occasions, what would it be, and why? What would the transmission be?

RG: The new Porsche Boxster with a manual transmission.  A perfect commuter car, trunks front and back, top folds back while you are driving it, a great track car and if you have a hot date she’s close enough to lean over and kiss…

GG: How do you feel about modern cabin technology like touch-screen systems and LCD displays? Love it, hate it, indifferent to it?

RG: Well, things are getting more and more complicated. However, I love all the technology that lets me be more efficient behind the wheel and safer as well.  Though I must say I take my eyes off the road more often now!

GG: If you could influence the way Driver’s Ed is taught in America, what would you change, if anything?

RG: I would put everyone on a race track and get scared sheet out of them and teach them that cars are dangerous unless you pay attention full time behind the wheel!

GG: Which country, if you can single one out, makes the cars you appreciate the most, and what are those special qualities?

RG: That’s like asking me to pick out my favorite child!  I love Italian style, German engineering, American in-your-face brute force, and Japanese attention to detail.

GG: You must know the classic-car market well. What’s a great value that comes to mind—a classic or future classic that’s currently underpriced?

RG: That would be like giving away my best kept secret!  Just buy something you love regardless of the market. Something that makes you smile every time you get in it.

GG: Say I’m considering a classic car, but I don’t know much about buying and caring for a vintage automobile. Is there any general advice you would give me based on your experience?

RG: Run away! They’ll tear your heart out, require way too much maintenance, and drive you to bankruptcy if you try to restore one. Having said that, a 1965-66 Mustang Fastback. Lots of parts, many to choose from, easy to run, and a great driving experience.

GG: Which of your car-care products are you most proud of, and why? Is there a magical product that you wish more people knew about?

RG: Speed Shine. Greatest product EVER to hit the market.

Bonus Question!

GG: What are you top 3 engines of all time, and why?

RG: First, the Small Block Chevy, still kicking after 57 plus years. Second, the Cosworth DFV F1 Engine — what can you say?  Won many world championships and is still going strong in vintage F1. And last but not least, any Ferrari V12…the sound is just wonderful.

GG: Richard, it was a pleasure, thanks so much for your time today.

RG: Thank you!

Editor’s note: Advance Auto Parts is proud to feature Griot’s Garage car care products. Buy online, pick up in store. Photos courtesy of Griot’s Garage.