Words & Photos: Tommy Parry

Kevin’s ‘31 Tudor build started out on a tricky note. Bendier than a melted Gumby figurine, the car needed a good deal of straightening all over before work could really begin. However, the proposed upgrade list would give anyone incentive to get the straightening over with. A 2×4” frame, coilovers at the rear, a 5″ channel, a 4″ chop, a Dodge 8.75” rear end and a 440 with a 727 transmission made up the list, and even getting half that in place would require a lot of skill and plenty of time – but it was certainly enticing.

Once the measuring tape, ruler and hammer were put to good use and the Tudor was straight and true, Kevin turned to the rear suspension. He debated several setups, but eventually settled on a parallel four-link and a 62” rear axle from a ‘69 Dodge truck. Some decent articulation from the rear end would help put the power from the gargantuan Mopar 440 to the ground without the tires being reduced to smoke. A 3000 stall helped make the aggressive package a little more streetable.

For a bit of glitz and some serious induction noise, Kevin opted for a set of 9X5” K&N air cleaners. Standing nearly 11” tall, these smokestacks will attract attention from the surrounding towns and make it a little challenging to see when driving. However, that’s the price you pay for style.

It was no simple task shoehorning the Mopar engine in the Tudor’s engine bay, but Kevin made it work. The next assignment was getting the cabin to look a little spiffier, and with a mild chop, it had all the style needed to complement that massive motor.

The 4” haircut gave it a mean look, and tacking on a set of cutoff headers gave it an equally nasty sound.

Next came purely cosmetic work: a perforated visor and a set of wooden slats across the top of the roof.

Kevin’s back problems kept him from working for a brief period, and since his doctor told him he was a fall or two away from a permanent injury (at only age 34), he had to abide. However, Kevin is the furthest thing from a quitter, and after a few dull weeks he popped a couple Aspirin, grabbed his shop gloves and turned his focus to the electronics he would fit neatly and very professionally into the cowl area.

He took all the electrical components and mounted them centrally in the car, along with a very compact battery. This positioning helped offset the massive motor in front, and though this car isn’t designed for road racing, the positioning helps push a little weight towards the center of the car for better traction and maneuverability.

Kevin acknowledges he drives his cars hard and builds them to be simple to work on. A simplistic switchboard helps keep cussing to a minimum when something goes wrong, and he also opted for a Wilwood master cylinder with remote reservoirs for easier access and maintenance. With the long haul in mind, Kevin approached this build with intelligence to ensure he got plenty of fun out of it over time with as little headache as possible.

After the transmission tunnel was notched out with 18-gauge sheetmetal, some whitewall tires were thrown on, and the radiator had to be painted black for sinister touch. The headlights were dropped three inches, which gave the machine a much sportier look. Amazingly, Kevin managed to finish the interior for a mere $250, and that included the price of carpeting, covering the seats with a Mexican blanket and padding them with several layers of foam!

A few tweaks and loose ends later, and the car was running, turning heads and pulling adversaries and friends alike on the freeway. It was a build that conveyed Kevin’s dedication, willingness to experiment and, most importantly, how to use your head when building to ensure a smooth and relatively pain-free experience. Certainly, Kevin had to push through some physical pain to get the car to where it is today, but he used his head so that he could keep the frustration to a minimum. And with that, all that was needed was a coat of paint to seal the deal.