Mark Taylor has been involved with cars for many years, having built all his previous cars. Mark had always wanted a street rod. so when he sold his big block powered ‘66 GTA Fairlane convertible he knew the time had come. He looked around for a complete running vehicle but couldn’t find what he wanted, so decided to scratch build one, with an old style resto-rod look, but with modern conveniences, to help with fuel economy and comfort.

In 2000 a complete barn fresh 1935 Standard Chevrolet tourer was located and the project began. The usual rust and panel damage was evident. The car then sat in pieces for 2 years due to some irreconcilable differences; 3 years later it was finally completed. Being the odd one out, everything had to be custom fabricated to suit as any non Fordafile would only be too aware of. Many parts were sourced from the USA or E-Bay.

A donor 1934 chassis was located and boxed, an HR cross member being recessed 50mm into rails with a 420 Jaguar differential grafted to the rear. Mark did all the fabrication, including the double row tube cross members, chassis jigs and numerous other items. Gas shocks are fitted to the front with standard Jag coil-overs on the rear. A modified HT front sway-bar was used on the front with an HR sway bar fitted to the rear.

Originally set up as right hand drive, it was changed to LHD halfway through construction. Although not the first purpose built LHD street rod on the road, Mark believes it was one of the first LHD proposals by Qld TAC as it caused some consternation. QT registration guidelines for vehicles (over 30 years) state it can be either LHD or RHD on full / concessional registration. Q’ld TAC guidelines differ in that it must be RHD for full registration but Mark only wanted concessional registration.

Mark's Chevy Tourer is fresh, and built with reliable cruising in mind - an overdrive auto trans helps on long runs.

Pop the bonnet, and the Tuned Port Injection (TPI) Chevy gleams in the sunlight.

Fuel injection provides instant starting, and better fuel economy than a carburettor can hope to provide.

The classic lines of the '35 Chevy are not spoiled by a poor interpretation of a Carson roof - the top is all original, though it needed a mountain of work.

The '35 Chevrolet range wasn't a major styling change from their '34 models, and not far removed from that of its closest rivals.

The picture hasn't been accidentally reversed - the car was built as left hand drive.

The gauges are VDO brand, from the Heritage Gold series, which suits the colour scheme perfectly.

The way it was. The car was in reasonable condition, but a very long way from it's present condition.

A slight anomaly, but not insurmountable, and easily resolved. HZ stubs / calipers were fitted with P76 discs on the front with LH Torana R&P rebuilt by John Kean. Rods Racks supplied the rack arms that connecting rack to steering arms. Jag discs and calipers were retained on the rear. A Gemini booster and XW master cylinder complete the braking.

A 1986 IROC-Z from Chris Carson surrendered its 5 litre TPI, T700 and computer, having recently been rebuilt in the USA. Energy Suspension mounts holds everything in place. Apart from an airfoil, K&N filter and chip, everything else is standard. Braided S/S cables and hoses complete the engine bay. A sealed battery and computer are hidden under the front seat.

Mark handled most of the panel work and was assisted by Greg Heilbron in finishing off. Old friend Dave Johnson and Cheryl from Cruisin Panels applied the Mazda ‘Spicy Orange’ 2-pack, after stoneguard was applied under the guards and running boards. Greg then applied the purple / blue flames, finishing with yellow hand pin striping. A modified HZ column connects to the R&P via billet aluminium universal joints with a MoonEyes Banjo steering wheel. A VL Commodore indicator/light stalk was fitted along with VDO Heritage gold gauges to maintain that original look to the dash, which was fitted with an aluminium insert. ‘Gennie’ shifter / hand brake and period style brake & accelerator pedals finish the OEM look. A radio cassette, CD changer and speakers are hidden. All fluid lines are S/S braid or S/S with all attaching bolts being zinc plated or S/S. Everything else is either chromed, painted or powder coated. Trevor from Ablaze did the alloy polishing.

Another 'before' shot. These things are out there, in garages and under houses, all over the place. Its just a matter of knowing where to look, or being in the right place at the right time.

OEM headlights were re-silvered and fitted with QH bulbs and amber indicator bulbs. Dale McShane at Classic Plastic made the rear tail lamp lenses which incorporate amber indicators. A modified Aussie Desert Cooler radiator was fitted to the OEM grill shell and an external auto transmission cooler fitted between the chassis rails. A 1600 c.f.m. fan keeps the water temperature right. A S/S overflow tank catches any excess fluid. A new windscreen frame was made by a well known hot rod supplier, who took 3 attempts to get it right. Tandem wiper blades were fitted.

RACE fitted the HPC coated flat block huggers, 2¼ exhaust and turbo mufflers. A swirl pot and return line were added to the OEM fuel tank - a Commodore fuel pump and Volvo filter help the fuel get to the motor.

Logan Priest did the wiring that is hidden in an insulated S/S false floor between body and chassis. The entire body being insulated and sound proofed. All OEM jewellery and suspension was chromed by Ipswich Platers who also handled the zinc plating. Jock Bondock assisted in fixing computer gremlins.

The original seats were trimmed by Richard Bumpstead in chamois leather, the rest in matching vinyl. Hood irons and bows were redone and covered in a darker vinyl. Stampy provided the colour coded seat belts. Period 15x6 and 15x7 Cragar S/S wheels were fitted with 205/65/15 and 235/75/15 tyres to complete the package.

Accreditation: The Editor
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