Scott Answers Your Questions

type size: [A] [A] [A]

Scott (log-in: "scottboyds") joined the crew as a fabricator/"do-everything" guy in May 2004.

We've collected just a few of his responses to your more technical posts here; for more, check out the message board.

More answers: Page 1 | Page 2 | Page 3 | Page 4 |

---

Q:		Why does everything have such tight deadlines? You mention the Corvette had eight weeks to be built. Doesn't quality and employee morale suffer badly? Also, do you think Boyd is being portrayed fairly? Is the show turning out like you planned?
A:		The deadlines are pretty insane considering the total amount of work that goes into some of these builds. To answer some questions maybe this will help: 1) Yes, the deadlines are real! I shared in the insane amount of time spent to complete the upcoming Corvette by putting in 200+ hours of overtime. This was by far the most difficult build to date; it required seven-day workweeks and 12- to 14-hour days. Deadlines usually revolve around a particular event, which wraps up the build and the vehicle is debuted. 2) Boyd's can be a complicated place to work. With SOOOO many projects, including both customer cars and special American Hot Rod builds, life at the shop gets stressful. Sometimes (most of the time), it is a three-ring circus of confusion as to how to get everything finished. Duane does the best he can to keep everybody and everything moving in a forward direction, but trying to keep both the customers and Boyd happy can be "mission impossible." Tensions run high at times and that's when it can get tricky to stay on top of things.

---

Q:		In the Bud Light build, there was a day when Roy wasn't in and you guys made some changes that he wouldn't approve of. This got me wondering how you guys decide to do a build. Do you discuss it before you start? Is there one person to make the decisions, or do you dive in and decide as you go along?
A:		When changes are made during a build, sometimes, not everybody (i.e., Boyd) agrees with what is proposed. For myself, I don't suggest something unless I have gone over in my head and on paper as to how it will affect the 20 other pieces it directly relates with. It's always a good idea to get other input for what you want to do because someone might have a different perspective and a better idea for the solution. Planning is usually a rushed affair at the shop due to the tight deadlines, but I'm always pushing to do as much as possible because it really does lead to a better product and a happier customer.

---

Q:		I see a lot of the guys TIG welding the parts to the cars. Are the guys certified welders? And do they ever X-ray the welds for penetration?
A:		Yes, we do use the TIG welders all the time. MIG works great for quick tacks when you're working on a piece by yourself, but usually things get finish welded with a TIG. As far as certifications go, we all have been to "school" for welding but not everybody holds a certificate. While our cars don't have to go into space, they have an even tougher inspection (Boyd and Duane) for weld quality before anything gets painted, plated or coated. Another area is aluminum, which is my second favorite to weld, second to stainless. I just really like the look of perfect little "dimes" layered on top of each other.

---

Q:		I would love to get good at aluminum welding. I've only tried it once though. Any quick advice for a beginner?
A:		The only advice I could offer for learning to weld aluminum is the same that goes for all metals: practice, practice, practice ... The more experience you can get, the better. Getting the "feel" for the metal and knowing how to read its surface is the most important first step. Aluminum can be more difficult than steels simply because you have a shorter threshold from solid to molten. After knowing what to look for, then comes the time in the saddle to work on torch/pedal/rod control, a delicate coordination that usually takes some getting used to. Keep on welding.

---

More answers: Page 1 | Page 2 | Page 3 | Page 4 |

---

Q:		What was the rear tire size on the Corvette?
A:		The rear tires were BIG. I don't remember the exact size, but they were either 12 or 14 inches wide on a 17-inch wheel. They were definitely something to contend with given the concave shape of the Corvette body between the bottom of the rear window and fender centerline. Even though it didn't make the show, I was aware of this from the beginning and had to make design compromises to get that huge set of steamrollers tucked inside the wells.

---

Q:		I am a huge Mopar fan. So, in saying that, do you have a preference on types of cars that are more enjoyable for you as a fabricator? Also, would Boyd be interested in trying to do more with some of the classic Mopars that were known for their sheer power and presence?
A:		Boyd seems partial to small block Chevrolet motors for most of our builds just because there are so many parts, etc., easily available. We have built a couple of cars using new hemi crate motors and a few Fords, but he still prefers the SBC. I have had a little experience with Mopar and personally like the massive power available compared to the others, but still have to agree that to build a nice 340, 383 or 440 takes deeper pockets than the rest. Maybe we'll see some projects down the road that incorporate "alternative" power sources.

---

Q:		I am currently unemployed and would like to get my name out there for future work. Is there anyway someone can submit something to Boyd or one of the designers for review? I also have a contact with a company that offers the parts needed to make the hubless wheels.
A:		It's really great to hear from people with ideas buzzing around in their heads. That's what makes this job so much fun — working with a thought and turning it into a reality. We're always interested in looking at new people, so drop us a line at the address below and let Boyd and Duane check out your ideas. Boyd Coddington Hot Rods Attention: Duane Mayer 811 E. Lambert Road La Habra, CA 90631

---

More answers: Page 1 | Page 2 | Page 3 | Page 4 |

---

Q:		From what I see on the show, you strike a balance when it comes to dealing with unprofessional management styles. It seems that you love what you do so much that you never let the "downers" get you down. When I say "downers," I mean the insane overtime and deadlines and the lack of people skills managing your job. I really admire your positive attitude and your enthusiasm for what you do. The question is, how do you maintain your positive attitude with such bad energy around you?
A:		There are definitely days when my patience gets stretched to its ever expanding limit. I try to keep focused on the fact that I'm extremely lucky to be able to make a living doing what I love. How many people work jobs all of their lives for the goal of making a home for their family, which is financially secure, and to build a future for their children ... but they don't have much else day-to-day (understand that I believe this to be quite the noble task). I am fortunate to be in the position to do both: make a living and express my creativity. While sometimes I have days where "punching a clock" would be preferable, overall I can't complain too much. Probably the single most frustrating thing I have to deal with is the crazy deadlines. The severe time crunch usually "ties my hands" with regard to the amount of detail I would like to see go into the vehicles. I try my best to get as many of these aspects into the projects but, more often than not, there just isn't enough time. Boyd has told me he would like to include me more in the initial design phase to aid with ideation, rendering and working drawings, which would help get more details worked out in the beginning. Hopefully, this will lead to a better and more efficient use of our shop resources and, who knows, maybe we'll even finish one early. (Everyone can laugh now. I did.) Thanks for your kind comments. They are greatly appreciated. I will continue to do the best possible job I can within the given time frame and always push just a little further with each car.

---

Q:		Do you enjoy drag racing? Do you attend the races in Pomona?
A:		I can't say that I'm a big drag-racing fan, although I do love to go to the strip occasionally. There's nothing quite like the awesome sounds you can feel and the smell of race fuel and burnt rubber. The guys and I did go to the eighth-mile strip at Irwindale to watch Duane race against our new shop intern, Tyler. That was great fun and I wish we could go do it more often.

---

Q:		How does your family feel about the long hours you work? Is it difficult maintaining a good balance between work and family?
A:		As far as working for Boyd's shop goes, my advice would be not to have a family — be single with no usual schedule for life outside the shop. Sometimes things can be very demanding, and it takes a special spouse to allow you to place work's needs above those for family. While this is true of much of the industry, it is especially evident during the "crunch" times for these TV projects.

---

More answers: Page 1 | Page 2 | Page 3 | Page 4 |

---

Q:		There's been a C-2 (1963-1967) Coupe sitting in the background in the shop for at least the last six to eight episodes. Progress has been made on the car, but nothing has been mentioned about it. Will this be featured in a future episode?
A:		The Corvette is a project that hasn't aired yet, but will be after the Woodie. As a brief overview, the car is an all-aluminum, twin-turbo, fuel-injected small-block Chevrolet with a five-speed racing transmission to an independent quick-change rear end. I was given the challenge of taking the inspirations of the customer and the ideas of Boyd and mixing them all around to come up with a car that took every ounce of effort we had to complete. After two months of seemingly endless days (and nights), we were successful. To find out more, be sure to watch the episode schedule for airdates to this exciting (and exhausting to build) American hot rod.

---

Q:		I'm redoing a four-door Packard and keeping the straight-eight motor. How should I treat the metal after I sand off the surface rust?
A:		My work experience in this industry is fairly broad (ideation, design, fabrication, prototype) in all areas of the build with the exception of body and paint. While I understand the work (and lots of it) that has to be done to paint a car, I've only completed four vehicles by myself and am sure the guys over in the paint shop have forgotten more than I'll ever know about the "tricks" of the trade. I'm always looking to gain more knowledge about everything, but paint will just have to wait because my plate is pretty full right now.

---

Q:		My question is pretty simple (perhaps even basic), but there have been times I've watched the show and been completely confused as to why that "type" of welding was done. As I watch, I like to put myself in the place of the people there and try to anticipate how they are going to handle a certain job, and I'm often wrong about when you use a MIG versus a TIG (or vice versa) method. Can you tell me how you choose what method of welding will be employed for each type of job?
A:		All welding revolves around the common principle of "alloying" two pieces of metal together using heat to melt or fuse them to each other. Both MIG and TIG welders achieve this but use a slightly different process to get there. Both have an electrode through which electric current is passed to ground (the metals being welded). There is an arc created between this electrode and the surface of the metal. When this arc reaches sufficient temperature, it forms a "puddle" of molten metal that bonds the pieces together. Rod is introduced into the puddle, which adds more material to the joint, making it strong. With the MIG welder, wire is fed through the tip of the torch and acts as both filler rod and electrodes. With a TIG welder, the electrode and rod are separate. You have a foot pedal that controls your current temp as well as a torch with an electrode, gas shield and filler rod. The types and thickness of the metal determines which to use in each situation.

---