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ISSUE #25 - JUNE 2020

Procharged 434ci Torana



69 MUSTANG Blown 393ci


545ci Big Block


Blown Pro-Street


Who and What!


Pro-Street Icons



Hi Guys, welcome to Issue #25 of Killer Rides. By now you’ve no doubt realised that you haven’t needed to open your wallet to read this issue as mentioned in last issue. Why? Well, I’m not entirely convinced its the way to go...yet. I am speaking to those that know much more than me in regards to these sorts of things, and will make a decision by the time Issue #26 rolls around. For those that have contacted me and said they will support the mag even with the price tag, I say thanks. It does take the pressure off knowing that if I do have to go down that road, there will be some of you willing to part with your $5. Ideally, I’d love to keep it free to read as it gets into many more hands that way, but to do that, I’m going to need some more advertising. I’m trying to make that happen too. Stay tuned...



I’ve been reading a lot on Facebook about how much everyone is hanging to get the cars out for a cruise together and I have to say, I have been seeing more and more cool cars cruising when I have been on my way to do photo shoots lately. It’s so good to see some restrictions being lifted just a little, so hopefully the trend continues and soon we’ll be able to start getting the scene back on track. I am still working towards staging Killer Rides Live inside the Illawarra Hockey Centre over the weekend of August 15/16th, so hopefully by then, events will be able to happen and if we have to limit the amount of people inside at any one time, then that’s what we will do. As they say, “The show must go on!” So, is there anything you’d like to see in Killer Rides? I don’t profess to know it all, and am always open to suggestions to add new and exciting elements in to each issue. If you have an idea, email it in. I’d love to hear from you. Until then, enjoy Issue #25 of Killer Rides, still the Home of Australia’s Toughest Street Cars!

Shop online now @ WWW.SPEEDPRO.COM.AU 11 A I R L I E AV E N U E , D A N D E N O N G V I C 3 17 5

P H O N E 0 3 9 7 9 4 517 7

See you next issue. Stay safe…


Digital Publishing

Online Motoring Magazines With Attitude!





To advertise in any of these titles, please contact Paul Beck - Publishing Editor (0432) 795336 - paul@killerrides.com.au

CONTACT PAUL BECK FOR ALL YOUR ADVERTISING NEEDS! (0432) 795336 paul@killerrides.com.au www.killerrides.com.au

ISSUE NO.25 June 2020

CONTENTS REGULARS 03 EDITORIAL From the Desk 08 WHAT’S HAPPENING News, views and things of interest 16 HAVE YOUR SAY Tell us what you think 20



BUILDING AN EMPIRE The 1320Video Story

26 801hp, 451ci Pro-Street XE Falcon

92 CYBER CRUISIN’ Impala-Palooza 6 98 IN THE SPOT LIGHT Iconic Pro-Street Cars 108 KILLER PIC Gary Myers ‘other’ Mustang 110 WINDOW SHOPING What’s new and from where?


38 Procharged 434ci Torana

72 Pro-Street ‘29 Chev Roadster

50 How, what and where - 1320Video

82 Blown ‘69 Mustang

60 Big block Falcon Ute

98 Spot Light On Iconic Pro-Streeters



BREAKING BAD Rammed 451ci Pro-Street XE Falcon


HIDDEN AGENDA Procharged 434ci Torana


HOME BREWED Big-blocked XW Falcon Ute

72 82

ROAD TO RECOVERY Blown, Pro-Street ‘29 Chev Hot Rod MAKING HIS MACH Blown ‘69 Mustang Streeter

Don’t forget to Subscribe at www.killerrides.com.au


Whilst many events have been cancelled for 2020, I have been continuing on organising Killer Rides Live #4. To be held inside the Illawarra Hockey Centre in Unanderra over the weekend of August 15/16, the event will bring together a complete new line up of Street Machines, Drag Cars, Hot Rods and Bikes. Located just 5 minutes south of Wollongong, this is the ONLY indoor car show to be held in NSW this year – DON’T MISS IT! You can see more information at www.killerrides.com.au


Due to some recent health issues, Australia’s most famous Car Show announcer is calling it a day to concentrate on his health. A stalwart at events all over Australia, Pinky has been the voice most familiar to those attending car shows over the past 20 or so years and it will be strange not to see his Bus or hear his voice and unique music as we get back into the show season again in 2020 and beyond. I am lucky enough to have had a great working and personal relationship with Pinky over the years as he announced at my events and also handled the MC duties at mine and Kathy’s Wedding in 2000. Always the character, his sense of humour was lost on my more “straighter” relatives, but he certainly livened up the occasion in a way that only Pinky could. Take care old mate. We’ll catch up soon…


Usually held towards the end of June, the COVID-19 outbreak has seen many events cancelled, but the team at Bonnier Events have rescheduled the annual Street Machine Nationals in DuQuoin for the weekend of October 9-11. Those Aussies that are regulars at the event – yes I am looking at you Greg Ball, now have some extra time up their sleeves to get some more spending money together. At least it won’t be as hot as previous years. For more details, check out www.streetmachinenationals.net



The second Issue of Super Rod Magazine is now online and once again, showcases a variety of cool Hot Rods. No matter is you’re into high-tech, traditional or Pro-Street styled Rods, you’ll find them here in Super Rod #2. Check it out at; www.superrod.com.au



With the Covid-19 virus causing havoc in the world, it comes as no surprise that the dates for this year’s Hot Rod Power Tour have been put back from June 7th-13th until August 23rd29th. Kicking off at Summit Motorsports Park in Norwalk, Ohio and continues to National Trail Raceway in Hebron Ohio, Indiana State Fairgrounds in Indianapolis, World Wide Technology Raceway in Gateway, Madison; University of Illinois State Farm Centre in Champaign; Mississippi Valley Fairgrounds in Davenport, Iowa and finishing off at Chicagoland Speedway, Joliet. For more information on the event, check out https://www.hotrod.com/events/power-tour/ or email PowerTour@hotrod.com





WILD TWIN TURBO NOVA! And this one is Ford Boss-powered...



There’s no need to fear the eventual switch to electric powered vehicles when that time finally arrives, thanks to the team at Webb Motorworks. Well known for their engine kits that can convert a humble small block Chev to resemble a Flathead V8, Flathead V12 or for those that really want shock value, a Flathead V16! Their kits make using a small block Chev in a traditional hot rod or custom that much more bearable. The company has now been working on a prototype conversion kit that looks like a 350 Chev, but is actually a hollow cast engine that houses an electric motor. The design allows the fitment of usual Chev accessories such as rocker covers, engine mounts etc and can also mount any induction system you like – just that there will be no fuel running through it. Check out what Webb Motorsport have on offer at www.webbmotorworks.com



HAVE YOU SUBSCRIBED YET? GO TO www.killerrides.com.au AND DO IT NOW!


Great news for Drag Racing competitors and fans with news that the NSW Government have allocated $11 million in their budget for upgrades to Sydney Dragway including a new 500m concrete race track, new asphalt braking area as well as upgrades to the pit facilities – toilet blocks, shower amenities, LED lighting and a new exit road to help ease the congestion at the end of racing. There will be upgrades to the tower as well with new paint and flooring throughout, with changes also planned for the scrutineering shed and facilities too, amongst other areas outlined in the press release.





HAVE YOUR SAY Got something to say? Send it to paul@killerrides.com.au or message us from the Killer Rides Facebook page.


G’day Paul, Mate, that EK Holden you featured in Issue 24 is one tough bit of gear! I love it! Keep the tough early Holden’s coming. Sean H Via Messenger


G’day Paul, I don’t think you have too much to worry about after introducing a small fee to read Killer Rides. True enthusiasts will happily pay that to read what I consider to be a great magazine. My mates and I are starting to embrace the whole digital publishing world and look forward to Killer Rides each and every month. Thanks for all that you do… Tom G Via Messenger Hi Paul, If people aren’t prepared to pay just $5 each month to read Killer Rides, then they need to get a new hobby! You have my support and the support of people I know. I’m sure there’s very few people in the world that put that much effort in and not charge for it. It’s now time for you to make some money and keep the mag coming each month. Stevie P Via Email Hey Paul, $5? No problem. Happy to help keep Killer Rides alive and kicking. Nick K Via Messenger


16 Hi Paul,

All I have been hearing since the lockdowns were imposed is constant whinging about having to be at home. Like most people, I’m not happy about it, but what can you do? Having a meltdown isn’t going to change anything. Personally, I’ve been able to clean up my shed, get some things done around the house and even get some time in on the project car. Plus, I’ve been able to read back over Killer Rides! Isn’t hasn’t been a bad time at all. Ben T Via Email Hi Ben, I may have been hard for some initially, but I think we’ve all managed to get by with some alterations to our day to day lives. For me, it was business as usual. I still managed to get photo shoots done, and then stayed in my office to put the mags together. Things will get better, we’ve just got to ride it out. I’m happy Killer Rides has helped you get through this madness.

Hi Paul, I think we’ve had it too good for two years not having to pay for Killer Rides, so if people don’t jump on board and support the magazine now by laying down $5, there’s something wrong. Surely it can’t be take, take, take all the time? I’m happy to pay for the privelidge to read Killer Rides. Jacko Via Messenger Thanks everyone for your support. I would have loved to left it free, but it’s just not viable to do so anymore. By keeping it at $5, it’s affordable for everyone. Hope you all enjoy this Issue.


Hi Paul, When will people learn that driving like dickheads in suburbia is just asking for trouble? Where I live in Western Sydney, there’s a huge car culture and most of them do the right thing. Some though, think it’s OK to scream around residential streets all hours of the night doing burnouts and generally causing trouble every chance they get. It seems to be getting worse since the lockdowns were introduced. Are people letting off steam after being couped up all day? Just remember guys, most people have mobile phones with amazing photo and video capabilities. It doesn’t take much to get some pics or footage of you behaving like a clown that can be sent direct to the Police! With proof like that, you’ll say goodbye to your license and car in no time. Smarten up guys! David J Via Messenger


HI David, It happens everywhere mate. Not a day or night goes by when I don’t hear a hard-revving engine echoing through the neighbourhood. Funnily enough, it gets worse when it’s been raining! Nothing like a wet road to add a few hundred horsepower to an engine…lol. Yes, people with phones will contact the Police, so I guess it’s just a matter of time before they are caught…


4 # E V I L

AUGUST 15-16, 2020



FOR MORE INFORMATION ON: CAR & BIKE ENTRY TRADE STANDS & SPONSORSHIP Please contact Paul Beck @ Killer Rides (0432) 795336 paul@killerrides.com.au or Via Facebook




MARK PSAILA - 1967 HR Holden Sedan

Those that are regulars to Sydney’s car scene will now doubt know of Mark’s second HR Holden – the one affectionately referred to as the Rat HR, it’s rusty panels covering a megatough driveline that starts with a turbocharged RB26 Nissan engine and ends with a 9-inch rear end. But before building this Holden-hybrid, Mark had built up a Pro-Street HR with a nitrous-sucking small block Chev for power and pearl orange paint. As tough as it was, Mark knew he could make it so much wilder. And so the rebuild began…

Mark Psaila has a fascination with Holden’s HR and is giving his original build a makeover of epic proportions.





T N O R F S L E E H W 17X6 WELD TH I W R A E R S L E E H 15X15 WELD W S N O S P M O H T Y E K 29X18 MIC

The Chev-based driveline was ripped from its mounts and the entire floor was cut from the HR’s body leaving a clean slate for Mark to build from.

COMING ATTRACTIONS The Chev-based driveline was ripped from its mounts and the entire floor was cut from the HR’s body leaving a clean slate for Mark to build from. To date, there’s a McDonald Bros rear chassis clip installed along with the much larger wheel tubs that will eventually cover 15x15-inch Weld Racing wheels wrapped in 29x18 Mickey Thompson Sportsman SR tyres with 17x6-inch versions mounted to the opposite end. The narrowed, sheet-metal diff is from Full Throttle Customs and houses a 3.7-geared, full-spooled Speedmaster 9-inch centre and Race Products full-floaters. The diff is suspended by Gazzard Bros split mono-leafs with Caltrac bars and antiroll bar. As you can see, Mark isn’t playing games. This will be one serious HR.



That Nitrous bottle isn’t there just for its looks either, with a big shot heading to the new, non-GM engine that will be powering the HR.



COMING ATTRACTIONS The boot area resembles a full-tilt race car, with a huge 80-litre fuel cell hiding a custom radiator that’s mounted underneath, twin Walbro pumps (inside the tank) and a Davie Craig electric water pump. That Nitrous bottle isn’t there just for its looks either, with a big shot heading to the new, non-GM engine that will be powering the HR. A high-horsepower Toyota 2JZGTE. The engine will not only have the nitrous to help in the horsepower stakes, but also monster cams, ARP studs, custom Promod extractors, Plazmaman intercooler and a big Garrett G42 turbo that will dominate the HR’s reworked engine bay.



MARK'S CURRENT HR RB26 TURBO NISSAN POWERED! Although there’s still lots of work to be done, you can already tell that Mark’s HR is going to be a standout. Look out for more on this killer Holden as work progresses…


d a B




Zoran Safkulovski’s tough-street XE Falcon already sported a big cube, big horsepower Windsor, but he wanted more…much more! When it returned to the street, his XE was badder than ever!

Zoran’s XE has certainly come a long way since his Dad drove it out of Geelong Ford in 1982 as a brand spanking new Falcon. Not in his wildest dreams did Zoran’s Dad ever thinking his Falcon would end up looking anything like this. When Zoran took over the ownership, the Falcon was to undergo a major transformation. Growing up in the Illawarra region – a hot bed of tough street and strip cars and having mates who all have high-octane fuel running through their veins, there was no way the Falcon was going to retain too much of its humble, family-spec image. Whilst the colour is still as per the factory order, as are the seats and door trims, but that’s as far as the trip down memory lane goes…



It goes without saying that the Falcon has consumed plenty of the folding stuff over both builds with the boys all gathering in Zoran’s garage to work on the XE...


31 You’d have to have pretty ordinary eye-sight to not realise that the hero of this build, the second the XE has been subjected to, is the tough Windsor squeezed in between the shock towers. When Zoran did the first rebuild, the engine of choice was a single carb, 438ci small block that made north of 700hp. For most, that would be more than enough, but for our man Zoran, that was just a stepping stone into a bigger, badder big cube small block. This time around, Kon at Wollongong Auto Services got the nod to piece together the engine starting with a Man-O-War block that was soon filled with a Scat stroker crank, tough Oliver rods and Diamond pistons. A custom cam provides an idle that removes any doubt about just how tough this Windsor is. A high-volume oil pump sends the slippery stuff from the Moroso sump to the necessary parts. Victor Glidden heads from the Edelbrock

catalogue scored a set of triple springs around the bigger valves and complete the tough long engine. Zoran kept old-school technology for the induction system, bolting down a pair of 750cfm APD carbs and Bainfabricated sheet-metal intake to the waiting engine, not only making sure the supply of 98-octane fuel flows freely, but also looks impressive at the same time. A pair of big custom headers made by John Shavkulovich, hang off the outer edge of the alloy heads and flow into a dual, 3.5-inch exhaust system – which is more than capable of getting rid of the gases after the MSD ignition does its thing. A PWR alloy radiator and 16-inch fan keeps the power plant on the right side of the temperature gauge. On the dyno, the engine – now stretched to 451-cubes, made an impressive 801hp. For those involved, it was smiles all round…

Zoran’s XE has certainly come a long way since his Dad drove it out of Geelong Ford in 1982 as a brand spanking new Falcon.


A purpose-built C4 auto fronted with a 5800rpm converter takes the bulk-torque and sends it rearwards to the narrowed nine-inch diff fitted with 4.11-gears and 35-spline axles. The standard issue suspension has been beefed up with Pedders shocks on the front and a pair of coilovers on the four-link rear end that was fabricated and installed by Wild Fabrications in Queanbeyan. The boys also handled the mini-tubs as well. The braking system is still a disc and drum arrangement, but works well enough for now. Zoran intends to fit Wilwood brakes to the Falcon’s front end when he gets the chance. This rebuild saw the big diametre gold Simmons wheels ditched in favour of a set of 15x10-inch beadlocked Weld Wheels shod in 275/60 Mickey Thompson rubber, whilst the front copped a pair of 17x4.5-inch Welds with 185/55 M&H tyres. Zoran opted to be different and not coat the bead-locks in black – the all polished look much more appealing against the body colour.


Speaking of which, the factory fresh sheet metal was still in pristine condition from the first build, eliminating the need for almost any body work at all. Just the bonnet has changed to allow the twin carbs to proudly hang out for all to see. NM Autobody handled the paint duties the first time around, with mate Bob ‘Stoj’ Stojanovic laid down the factory appointed Copper Bronze colour on the new bonnet.



Inside, there’s just a few necessary changes made with important items such as the Hurst shifter, all-important oil pressure and water temperature AutoMeter gauges and essential Ford SVO monster tacho with shifter light added to the mix. Apart from the standard radio, there’s no sound system added and the dash remains just how it was when it rolled from the showroom floor way back in ’82. The black venetian blind harks back to a time when a younger Zoran sat in the back seat on family outings. Along with the mini-tubs, Wild Fabrication also sheeted the boot area which now holds the big polished fuel cell and pumps.

It goes without saying that the Falcon has consumed plenty of the folding stuff over both builds and with the boys all gathering in Zoran’s garage to work on the XE, there’s a fair bet the local bottle shop owner has probably bought himself a new house and yacht, but that’s the joys of having good times with your mates working on cars. So where to from here? Zoran reckons the XE is done just how he wants it – at least for now. He would however like to do a number on an XD Falcon if the right one came along. Until that happens, the XE will be getting out and about with the rest of the ‘Port Crew’ as much as possible…



THANKS TO: Kon Michaloudakis for the engine. Ilo Safkulovski for putting the car

together. Bobby Stoj Stojanovic for the paint work and helping put the car together. Steve Tongz electrical. Fred Soleiman at Pro-Trans for the gearbox. Wild fabrications for all the fab work. Daniel Hristovski. Christopher Hristovski. Jase Lnemup. Chris Loumanis for the diff centre. John Shavkulovich for the custom headers and exhaust.


a d n e g A


Sure, it looks like ‘just’ another SL/R-inspired Torana, but it’s what you can’t see that you should fear the most…



uired to cover the forced Shane Adam is a hardcore req n. The custom charcoal tio uc ind rd ha rks wo he ilst Wh car guy. int with silver SLR5000 decal during the week with his own pa rear spoiler, was laid on by the on re mo ng thi no s like he , business T Body Repairs after the body than relaxing behind the wheel TN of all the imperfections rid s wa – s car t ee str gh tou his of one of t you tend to find on sheet this Torana a particular favourite tha of this era. The colour isn’t tal me lly, na ter Ex et. fle his amongst mmonly found on Torana’s Shane’s Torana almost looks like co st people opting for mo th wi th wi a, ran To led sty /RSL a typical tory-appointed colours such the usual flared guards, front and fac blue, yellow or white. , red as k. tan p dro y allo d an ers rear spoil ane’s version though ensures The only deviation from that Sh Torana is a standout. plan is the custom bonnet scoop his


Bucking the trend of adding a LS-based engine, this Torana relies on an old-school small block Chev sporting no less than 434 cubic inches with an F1 Procharger hanging off the side.



Those in the know will instantly tell you this isn’t your average Holden powered Torana just by the sound. The whine coming from below that custom bonnet is a dead set giveaway that there’s something special just waiting to torture those 20-inch tyres wrapping themselves around the FR20 Simmons. Bucking the trend of adding a LS-based engine, this Torana relies on an old-school small block Chev

sporting no less than 434 cubic inches with an F1 Procharger hanging off the side. Built by Pro Automotive, the big cube small block uses a Dart block filled with top-shelf internals, AFR alloy heads, Edelbrock intake, big single carb and a Racers Choice fabricated exhaust system to produce around 800 tyre-shredding ponies. A full complement of MSD ignition gear fires the pumped beast into life.


When Shane purchased the Torana, the driveline package had already been built and installed, so the internal details are somewhat of a mystery. Not only does the engine perform just a hard as you’d expect, it looks just as impressive, filling just about every inch of the Torana’s engine bay. Backing the potent small block is a Reidcased Powerglide built by Al’s Race Glides using tough internals capable of handling the grunt coming from the engine. The converter has a stall speed of 5500rpm with short, sharp gear changes done via the Precision Performance Products shifter. Down the back between those big Simmons sits a narrowed 9-inch diff with Wilwood discs and calipers, the same combo used on the front, partially hidden behind the 19-inch Simmons. Pedders springs occupy each corner.

Shane Adam is a hardcore car guy. Whilst he works hard during the week with his own business, he likes nothing more than relaxing behind the wheel of one of his tough street cars – this Torana a particular favourite amongst his fleet. 44


Whilst outside retains the Torana style, the same can’t be said once you open the doors. Inside, there’s not much of the original Torana left. The most obvious change is the seating. The standard issue bucket seats are long gone, with a pair of body-hugging Recaro items now bolted into that space. Covered in the familiar Recaro pattern in three-shades of grey, the factory fitted rear bench seat was trimmed to suit by Carl Bowerman Motor Trimming. The door trims also got reworked with billet door handles and Focal speakers added. Due to the front doors

featuring electric windows, there’s no need for winders. The dash has been flat panelled with a trio of AutoMeter gauges (trans temp, oil pressure and boost) added around the custom AutoMeter tacho and digital display. The Alpine head unit has a spot as does the boost controller from NLR Systems. All of the cars electronics and ignition components live under the custom dash. The relatively small confines of the Torana’s boot area has also been retrimmed and now features, amongst other items, a Snow Performance Water Meth injection bottle.



The standard issue bucket seats are long gone, with a pair of body-hugging Recaro items now bolted into that space.

Whilst Shane did buy the Torana with much of the work already done, he did have to get things redone to suit his own needs and to get them to a level that he is happy with. So now is he happy? Hell yeah! With plenty of toys in his arsenal, this Torana is the pick of the bunch. At the moment anyway…

Whilst outside retains the Torana style, the same can’t be said once you open the doors.


THANKS TO: My family for their support. Clint Bloodsworth from Pro

Automotive. Carl Bowerman Motor Trimming. Al’s Race Glides. Bill - my business partner at Maintrax. My brother Brett Adam for all his hard work.


ell known people t-w os m e th of e on g in be to al yP From working at Pa ere, done that! th en be s ha s fti Lo le Ky – e en sc r in the modified ca





Mention 1320 Video to anyone in the scene and they’ve either watched one of Kyle’s video’s, has some of his DVD’s in the collection or know exactly who Kyle is and follows him on the various social pages. A dozen years ago that wouldn’t have been the case. In a relatively short period of time, Kyle has managed to take what started out as a hobby, and grown it into a global business. I first came into contact with Kyle back in 2004 or 2005 when I opened

Extreme…The Shop – as an extension to Extreme Magazine that Kathy and I owned at the time. As an outlet selling all kinds of motoring memorabilia and collectables, I was constantly searching the world for gear that no one else had to offer, and that search lead me to 1320Video. Through the shop, I sold plenty of Kyle’s early DVD releases and even had used his images to feature such events as the iconic Drag Week in the USA.



Back in those days, DVD’s were big business as YouTube was still yet to find its feet and social media as we know it now was nonexistent, so Kyle kept a full time job at PayPal while he built up his 1320Video business up to the point where his job was getting in the way with his ambition and one had to go. Thankfully that was PayPal. From that point on, 1320Video was his main focus and the path towards stardom was a clear one. These days, Kyle and his team travel the world filming some of the most outrageous cars, events and people they can find and everywhere they go, they are treated like rock stars – such is the reach of social media.

GOTO: 53


I’m pretty sure my “shutter bug” came from my grandpa who was the town photographer in small town Sidney, NE – Somehow I gravitated to an obsession with car audio and SPL competitions during high school & college. I worked at a stereo shop during college and one of the staff I worked with took me to my first street race shortly before the first Fast & Furious release. Before we could even line up a race 6 police cars and the helicopter shutdown our meet, the adrenaline rush I got from that moment would start the long journey of what would eventually become 1320Video. The next day I filmed some races of what I thought were VERY FAST cars (12-13 second ¼ mile cars) in an industrial area in Omaha, NE to later upload them to our local message board so everyone in the local area could enjoy the races, I was the only one sharing videos at the time because there weren’t any platforms to easily edit & upload to at the time.


I definitely had no idea, but when the download counts started accumulating, I knew I was onto something. It became an obsession to beat my numbers every upload, finding more and more message boards to share my videos initially, then Streetfire.net, then YouTube, Facebook, and Instagram. When I first started sharing videos you 54 had to upload them to your own server then link people to download the video (or find a way to embed it in a webpage, but that was very tricky. My server was hosted in the college dorms for a couple years, one viral video took down our dorm Internet for 2 days while it was downloaded several hundred thousand times. The transition to YouTube hosting was a big relief!



The first track I ever filmed at was in Scribner, Nebraska, it was an old military runway converted to a dragstrip, sadly about 5-6 years later it was shut down and is now a corn field. I don’t recall which event came first but a couple memorable events from 2003-2004 timeframe were “Fun Ford Weekend” in St. Louis and “MO Fbody Meet” in Missouri at KCIR (also closed now)

eet racing is nothing str of le sty eir Th s. ad he ar ge rd -ha die d an e Swedes are extremely proud of their cultur re else we’ve travelled. he yw an ed cat pli du en be ’t) can ly ab ob (pr t like we’ve ever seen before and hasn’

HAVE ANY OF THE EARLY EVENTS GONE ON the track actually had to close the gates because TO BIGGER AND BETTER THINGS THANKS they couldn’t handle anymore people at the track. Obviously I’m not going to take all of the credit TO 1320VIDEO’S INVOLVEMENT? I would say we’ve had a major impact in growth for any event we’ve filmed and publicized whether it’s an increase in spectators, racers, or simply knowledge of the race and the people involved with it. I’m proud to be able to step back and smile at the “world” we’ve created around us with so many top notch street car events that we’ve partnered with. King of the Streets is an event that had a sizeable racer participation when we filmed their second event, but the spectators in the grand stands grew exponentially in the following years. An event we started filming about 5-6 years ago “All Out Call Out” is one that stands out where there were around 1,500-2,000 spectators the first year, the second year we came I would guess there were 5,000-6,000 spectators,

for event growth, but I’m proud to be able to help grown events that we love! Street Car Takeover is an event started by a close friend who was part of the crew for years and another mutual friend. 1320Video partnered with them as the official media and quickly helped create an event that packs car shows and tracks across the country with 14-16 events a year. We’ve had an impact in growing TX2K, Drag Week, Rocky Mountain Race Week, Shift S3ctor ½ Mile, and many more events and can’t wait to find the next great event to partner with. I also run an event called “The Ice Cream Cruise” that I have grown from around 2,000 attendees to 12,000 over the past 9 years with the help of over 200 volunteers (mainly friends) who have jumped in to help run the event.


I think that goes to Sweden when we’ve visited for the Stockholm Open. Swedes are extremely proud of their culture and diehard gear heads. Their style of street racing is nothing like we’ve ever seen before and hasn’t (probably can’t) been duplicated anywhere else we’ve travelled. You have to go see our videos on YouTube to understand.



There’s crazy times at more than ½ of the street races we’ve filmed. I’ve been in a few police chases (nothing crazy), stopped for hours while the police lecture us, write tickets, run our licenses, etc. I’ve wrecked in a car going 100mph into the center divider, been in a few cars that have blown up, two that have caught fire, witnessed several bad wrecks with no major injuries thank god. I have a list of 8 videos that we will release when the time is right for each of them.


World Cup Finals hands down is the most impressive when it comes to the calibre of cars, the enormous crowd that is obsessed with the culture of the unique import vs domestic ‘scene’ that is unique to that event, the facility, the organization, announcing, food, vendors, restrooms, parking coordination, its all been fine-tuned by the Miller brothers for the past 24 years. The most impressive facility goes to Santa Pod, and a close 2nd for most impressive event. The track just outside of London England is like a festival for racing and car enthusiasts, they have 1-3 events nearly every weekend during the warm months, I was very impressed during my first visit and I can’t wait to go back.


WITH MONEY AS NO OBJECT, WHAT IS THERE ANY EVENT YOU’D LIKE TO That would be the twin engine AWD twin turbo WOULD BE YOUR ULTIMATE CAR? ATTEND THAT YOU HAVEN’T YET? Volkswagon Golf from Colorado. 2nd place goes to the AWD Camaro from my Santa Pod trip, that driver brought his car from Norway.

I want to own a twin turbo V10 car some day. Either an Audi R8, Huracan, or Viper, their street performance and the sound of those cars is my dream to own.


The ultimate event for me is a street car event with cars that are actually driven on the street where we can find new builds that the world hasn’t seen and a racing format that’s different and/or weird. I like uncovering new builds and new races to shock the world and see the potential new trend spread.


There are quite a few, but what really excites me is visiting new countries. Australia was the first big jump for me and I can’t get enough of the car culture down under. I want to visit more of the car culture in Europe, the middle east, and visit Russia and Japan to name my top targets. Some events on my bucket list are speed week on the Bonneville salt flats, Unlim 500 in Russia, Hockenheim in Germany, and visit the track in Alaska with the beautiful view of the mountains at the end of the track.


I have two other dedicated videographers, Matt Vrbanac & Fred White, our photographer is Scott Witty, my editing team is managed by Kyle Stinson with two other editors Christian McMaster and Seth Larsen. We also have a merchandise team consisting of Alexandria Stessman, Brandon Saunders (shipping manager), and managed by Kenton Carson. We also have a LARGE number of friends local to us and spread out across the world that help us with photography, filming and selling merchandise, the 1320Video family is pretty massive.


I love Corvettes, I have a 2010 Corvette ZR1 aka “SPNK BNK” with 800whp and a 2001 Corvette Z06 aka “Unicorn C5” with 1200whp both stick shift cars. I love stick shift cars and the versatility of Corvettes.


My big goal is to keep exploring new areas and discovering new builds, racers, and events. We hit a rut for a year or two where we were comfortable filming what we had in the past and I got pretty burnt out. We’ve been forcing ourselves to explore at least one new event a month which helped bring back the excitement. I’m always looking for the next big “thing” whether it’s a new social media platform, filming technique, or event.




Deane Collins is a hands-on car guy who likes to do things his way. His tough, big cube XW Falcon Ute started as his work ute before being transformed into something a little more special… DEANE COLLINS_XW FALCON UTE WORDS / PICS / VIDEO – Paul Beck

Being an Apprentice brickie usually means you’d lay down the bucks for a Hilux or Rodeo to serve as a suitable work truck, but Deane had eight cylinders in mind and no Japanese-built Ute was going to cut it. He scoured the Trading Post (yes, it was a while ago!) and found a Clevo-powered XR Ute. Being young and naive, Deane bought the Ute, but also bought a myriad of problems that came free of charge. In the end, the XR was sold off and Deane went looking yet again. After several sedans passed through his hands, fate bought him together with a 302ci XW Ute that a panel beater was selling off. With the deal done, Deane was back in a V8 Falcon Ute. Looking passed the EA Falcon wheels and the stock body, Deane could see potential in the XW. During work hours, it hauled around sand, but with a change of wheels to 16” Simmons and a reduction in ride height, it became a cool cruiser on the weekend too. Unfortunately, the stock small block couldn’t keep up the pace with Deane’s workloads and called it a day with internal damage deeming it junk.



Deane’s brother Gary is pretty handy with the spray gun, so between them they battled through the body work, getting the old panels as good as could before Gary laid on a few coats of Winter White... With that drama, Deane had scored himself a new work vehicle and over a beer or three with his big brother Gary – who is also an early Falcon tragic, a plan to get the XW back on track was hatched. A new engine combo was first on the list of things to do. Not needing to drive the XW daily, fuel economy wasn’t a real issue. The boys looked right passed the 302 and 351 cube options, settling on a big block of 429 cubic inches. A suitable 429 with C6 trans combo was found ta a Sydney speed shop. The engine wasn’t what it first appeared to be, so a swap of the crank, rods and pistons was made. The gearbox tuned out to be a dud too, and after Fair Trading got involved, a better C6 was eventually supplied.

On the dyno, the engine produced an impressive 706hp and 684lb/ft of torque.

With limited tools and just an open area to work in, the boys did the big block conversion in the driveway of the family home. But after the conversion kit saw the engine sit too high, too far forward and made 64 the headers touch everything in sight, the boys were non-too impressed and once again, the XW sat half completed. The move to a new house with a four-car garage saw the project kick start again. Because the rebuilt engine had been sitting out in the weather, it needed to be stripped down, cleaned up and put back together before being lowered into the engine bay, in the correct position. That 429 is now just a distant memory with a new combo now nestled in between the XW’s shock towers. Deane made several calls to John Kaase in the USA which resulted in a crate full of big block parts arrive for the boys to assemble. A brand-new A460 Ford Motorsport block was supplied and prepped by Sam at Westend Performance which soon played host to a Scat rotating system including a steel forged stroker crank, H-Beam 6.8” rods and custom forged Diamond Racing pistons. A mild cam was also added. Now sporting 545-cubes, the tough bottom end formed the perfect platform for the new combo. Deane wanted some of Kaase BOSSheads, but space restraints put an end to that, so he settled on the P51 series heads complete

with all the fruit. A Victor 460 intake was bolted down to the heads along with a single, Quick Fuel Dominator-style 1050cfm carb. A full complement of MSD gear fires the big block into life with a pair of one-off headers fit how they should and easily shows the gases the door. On the dyno, the engine produced an impressive 706hp and 684lb/ft of torque. Dominello Gearboxes rebuilt the original C6 using billet servos and input shafts, extra clutch packs and a reverse pattern shift kit to deal with the power the new engine was making. A custom Dominello 3500rpm converter was added with gear selections made via a Hurst Quarter Stick shifter. A GT-spec 9-inch diff was narrowed to suit and fitted with an Eaton Tru-Trac 3.5-geared centre and Dutchman 31-spline axles. The work to the underside didn’t finish there however, with the front end scoring an ED Falcon rack and pinion steering assembly that the boys adapted to fit with the standard XW column; XYZ coil-overs and Wilwood disc’s and calipers. Down the other end, the diff is suspended via a pair of XBGT leaf springs and Pedders shocks, with matching Wilwood brakes handling the stopping power. The wheels have now been upgraded to 18x7 and 18x9.5-inch OM series Simmons that have been painted in House of Kolor Orion Silver.


Deane’s brother Gary is pretty handy with the spray gun, so between them they battled through the body work, getting the old panels as good as could before Gary laid on a few coats of Winter White, but not before the spare wheel door, fuel filler and bumper bar were removed and the entire rear end was smoothed off. The bonnet is a one-off item that was made from two reverse cowls that Deane chopped and changed to suit his needs before Frazer at Alfa Motorsport Fibreglass added the new scoop to a fibreglass bonnet. The colour is complimented with silver XWGT striping that also sports some custom lettering on the front guards. Deane then constructed a custom hard cover to conceal the 100-litre fuel cell that now resides where those bags of sand and gravel once lived‌



That 429 is now just a distant memory with a new combo now nestled in between the XW’s shock towers.

Deane wanted some of Kaase BOSS-heads, but space restraints put an end to that, so he settled on the P51 series heads...



e have been given ac sp r rio te in ’s on lc Fa Inside, the t r makeover. There’s no ca et re st h ug to e, et pl a com d now. The factory un fo be to 70 19 of t a whole lo s have been retrimmed im tr or do d an s at se et buck d suede by Simon an l ny vi k ac bl of n tio na in a combi e Simon also covered th . rs rio te In om st Cu ite at El Deane to surround by e ad m e ol ns co re nt custom ce for the AutoMeter tacho, e ac pl a rm fo d an er ift the sh me necessary billet so as l el w as es ug ga er oil and wat PS speedo now resides G er et M to Au An s. on butt and the stereo has t sa ce on m ite y or ct fa where the t nwood system. The bille Ke a g in us d te da up been a great rebuild. off ps to el he w g rin ee st Specialties

Since the makeover has been complete, and it’s been quite a while with many thousands of kilometres added to the speedo, there’s been no problems to deal with – a testament to the boys’ skills. With Deane now declaring the build on the XW done and dusted, it’s time to move on to his next project. And trust me, this will be one worth waiting for. Stay tuned…



THANKS TO: My brother Gary for all the effort he put into the Ute. Without him, it

would never have been finished – or probably even started! Simon Judd at Elite Custom Interiors. Sam at Westend Performance for the machine work and dyno time. Frazer at Alfa Motorsport Fibreglass for the collaboration on the custom, one-off bonnet. Rodney Plowman Restorations for the braided brake lines and rebuilt master cylinder.

O T D A O R y r e v o c e R


Matt Refalo and his Dad, Sam couldn’t pass up the opportunity to rebuild the written-off Roadster, and worked together to create a blown, pro-street styled master-piece. They say the family that plays together, stays together. This couldn’t be truer in the Refalo house hold. With the family garage always housing all kinds of modified cars, 72 it was only a matter of time before that bug bit Matt hard, causing him to follow his Dad into the home shed every chance he got. Sam had previously bought himself a cool ’29 Chev Roadster and from that point on, Matt wanted a Hot Rod to call his own. When scrolling through eBay, Matt came across an ad that had him more than just a little interested. It was for a ’29 Chev Roadster that had seen better days after being involved in an accident, suffering substantial front and side damage and the blown small block was no longer running. A quick trip to the panel shop in Mt Druitt was enough for the father and son duo to make the decision to take on this project together – each contributing half of the asking price to secure the deal. With the banged-up Roadster home in the family garage, the boys managed to get the pumped small block running again, but it was to be around five years

before the project actually saw any work happen. With the driveline removed, the front end was repaired and all of the unnecessary holes in the chassis were welded up. A new four-link set up was added to the rear, to suspend the narrow 9-inch diff with its 3.7-gears, 31-spline axles and Wilwood discs and calipers. Strange coil-over shocks control the ride. Up front, the already fitted HT Holden front end received McDonald Bros tubular arms, Castlemaine Rod Shop 2-inch drop stubs, Viking coil-over shocks and again, Wilwood discs and calipers. An XB Falcon booster combines with a VE Commodore vacuum pump to handle the braking system. Helping the Chev steer better is a shortened Austin 1800 rack and Alien Retro billet column topped with Billet Specialities wheel. The chassis is held off the ground by a set of Weld Racing V-series rims. Up front, the 17x4.5” rims carry Mickey Thompson 26x6” rubber whilst on the rear, there’s 28x12.5” Hoosier Rubber wrapped around 15x10” rims complete with bead locks.


Both Matt and Sam decided that the engine needed to be rebuilt, so they picked up a Dart block and had Unique Performance use it as the basis for a blown, 427-cube monster small block. While the ultimate goal was plenty of horsepower, the engine needed to be suitable for the street so reliability was essential. With that in mind, the Dart block was soon hosting a fully forged rotating system comprising of a Dart crank swinging Callies Compstar H-beam rods and Mahle Motorsport pistons wrapped in Mahle rings. The cam is a hydraulic roller from the Crow catalogue and works in with Morel lifters. A Moroso billet oil pump keeps the bottom end lubricated from the modified sump from the same company. A pair of Dart alloy heads soon joined the tough short motor, but not before big Dart valves and springs and roller rockers were added. Billet Specialities rocker covers hide all the good gear, and look sensational doing so.

Though the engine is yet to go on the dyno, Matt assures us its making plenty of power already! 74


With the original small block being blown, Matt and Sam agreed that the new big cube small block needed a big polished pump too. So, the gap between the heads was filled with a Blower Shop 6/71 supercharger and twin, 650dp ‘blower referenced’ Holley carbs. A pair of block hugger headers unwind to flow into a dual, 3-inch exhaust system that incorporates a pair of Flow Master mufflers. A full complement of MSD including the distributor, Blaster coil and Digital six ignition create the spark to fire this blown 427 into life. Though the engine is yet to go on the dyno, Matt assures us its making plenty of power already! Backing the engine is a full-manual Powerglide fronted with a 3500rpm Dominator converter. The short shifts are taken care of by the RTS Striker shifter.

lour. There was no chance co the on lay to up ted sui tt Ma ht en the boys boug Check out the pic of the Roadster wh was going to get a flash new coat of r ste ad Ro the ll he in s en pp ha so ll it just y was. Instead, Matt emptied it home – a bit of a mess, huh? We usl vio pre it en gre nt mi the he Resto Shed where that Matt spends his days at Race & ean Blue over the Chev’s prepped an err dit Me of nty ple on ge ma da smetic the Chev coming together restores cars day in, day out. The co see uld co ys bo e Th ls. ne pa tt ough to deter Ma dar the ’29 looked bad, but not bad en ile keeping one eye on the calen wh the all , ely nic s wa it , dy bo t on the fast approaching. With just e and Sam. After countless hours spen lin ad de ing dd We the th wi 29 standard issue 19 ready for paint. The body is far from lete, the boys looked no further than mp co to or eri int the ich wh d, ne en wide ting for a nicely contrasting Chev though. The rear guards have be Op . ing mm Tri tor Mo s ry’ Ga t en the same treatm meant the running boards needed red the custom bench seat and door ve co ry Ga , tan rk da w allo to rd ved forwa g matching coloured, plush to line up, and the radiator was mo din ad ile wh er ath Le in s trim nt d pulleys. The fro en room for the wider blower belt an or. Custom seat belts have also be flo the to t pe car rt po sup or iat m rad body-coloured dash panel is e apron has been shortened and custo Th . trim w ne the to d de ad e ded. When it cam nd bars and headlight brackets were ad Instruments gauges. There’s no sou c ssi Cla of l ful w no me ho the m led fro if there was, it certainly en time for colour, the Chev was whee ev d an , led tal ins tem sys e Th project started. garage for the first time since the with the whine from the engine! ete mp co n’t uld co ere wh oth bo spray destination was the Race & Resto


Opting for a nicely contrasting dark tan, Gary covered the custom bench seat and door trims in leather...


FAMILY MATTERSthe damage and get it back on the

The plan was to just fix d parts he could, road. Sam started to fix what damage ble items. He just and sourced new parts for the unrepaira nt guards from his happened to have a spare set of steel fro and a deciding factor previous ’29 Chev, so that was a bonus – from Peter Jackson, in the purchase. More parts were sourced ilst still at school. But who Matt had previous worked with wh take over, and the life and work commitments sometimes a number of years. Roadster sat in the corner untouched for on the ’29, Sam was As the boys were about to resume work to take a step back diagnosed with Cancer and was forced down, family steps from the build. But when the chips are his cousin Phil (who up and Sam’s younger son Joseph and tackling the project. owns Race & Resto Shed) joined Matt in veyed the damage When the rebuild did start, the pair sur e. The initial plan and set about working towards a deadlin Matt’s Wedding, less was to have the finished car ready for task at hand was then 10-months away. Knowing that the the boys rolled up doable, but still a mountain of work to do, p down saw all the their sleeves and got stuck into it. The stri d from the body before the roadster ove rem ts par d age dam 78 – which thankfully shell was separated from the chassis ing mostly cosmetic was still straight with the accident do his health back on damage. All the while, Sam was getting en he could join in, track and looking forward to the day wh from front to back which he did by rewiring the whole car with a complete new harness.

Both Matt and Sam decided that the engine needed to be rebuilt, so they picked up a Dart block and had Unique Performance use it as the basis for a blown, 427-cube monster


With very little time before the Wedding, all the small details were added to the Chev to make it a complete, driving, registered car. A huge sigh of relief no doubt came over Matt and Sam as they made their deadline…just. The next outing for the Roadster was Summernats. After spending more time detailing, including cutting back the paint and giving it a great buff, the boys arrived in Canberra and scored a spot in the Top 60 Elite Hall. It was certainly a huge effort to take that twisted wreck and turn it into a show stopper in under ten months, but thanks to the dedication of some family and friends who helped out in the shed, it made the cut. So for now, the ’29 is going to see plenty of use. Whether that be some show appearances or cruising the streets, the time this ’29 spends sitting in the shed will definitely be limited…



With the original small block being blown, Matt and Sam agreed that the new big cube small block needed a big polished pump too. THANKS TO: Joseph and Phillip Refalo for helping with the build

from day one. My Dad Sam for taking on the project with me. Street Cred for the diff and suspension parts and advice. Unique Performance for the Engine and machine work. Gary’s Motor Trimming for the retrim. Nick Borg for his welding and fabrication expertise. Phil Storey for some machine work. Also, a big thanks to my wife Louise for her patience, and my family and friends who contributed along the way, where every minute counted!





In the 30-years that David Clark has owned this ’69 Mach-1 Mustang, he has had several engine combo’s in place, but the desire to go with a blown combo was too strong to ignore.

Ever since copping an eyeful of Gary Myers cruising the Summernats in his Mustang, David’s desire to do the same started to stir, but it was many years, and many engines later before David could put that plan into action. It was 1992 when David landed this ’69 Mustang in from the US. In those days, registering a left-hand drive American muscle car was impossible, requiring a right-side conversion to be undertaken before the rego authorities would even consider handing over the number plates. The conversion was done using XY Falcon components. The it

had to go over the dreaded “pits” to undergo a rigorous inspection. With the ticks on all the right boxes, David cruised the Mustang with a stock 351ci Windsor providing the power for around six-months before taking it off the road for 18-months, which resulted in the coupe returning to the road in a more show car style guise. The Mustang spent two years doing the show circuit with plenty of success. It wasn’t until David decided the car had become old news that he decided its show days were over, and it was time to enjoy it.



On a conservative tune, the engine produced 520hp and the tyres and thanks to the exotic fuel, runs cool in any kind of traffic.

The original stock engine was replaced by a 376ci Boss small block that suffered an abrupt end and was replaced by 383-cube version that also died of natural causes. With that engine removed from the mounts, David put the plans in motion to bring his long-held dream of a blown engine from fantasy to reality. To make that happen, he had Sash at AN Racing piece together a 393ci Windsor small block that is full of top shelf gear inside the Dart block that could withstand the pressure from above. Sash added a Scat crank and rod combo along with JE pistons and rings, Mellings oil pump and a special, AN Racing-spec hydraulic roller


cam that works in with the Crower lifters. A pair of AFR Renegade alloy heads soon joined the party, forming the perfect platform for the Blower Shop intake manifold, alloy spacer (to clear the distributor) and 6/71 Blower Shop supercharger. A pair of highly desirable Pro-System 780cfm carbs sends plenty of E85 fuel into the engine for the big bang to take place and force the gases out through the custom 4-into-1 headers and dual system. On a conservative tune, the engine produced 520hp and the tyres and thanks to the exotic fuel, runs cool in any kind of traffic. It’s the best of both worlds‌

The most surprising thing about this paint job is that it was laid onto the Mustang some 28-years ago!


A tough blown engine like this needs an equally as tough driveline to save any embarrassing moments whenever David decides to jump on the go-pedal a little more vigorously than normal. A full-manual C4 auto backs the big cube Windsor and relies on a 3200rpm converter to deal with the torque produced up front. Down at the business end, there’s a 9-inch diff using 3.9-gears and 31-spline billet axles to get the power down to the ground. Work continued on the underside with David lowering each corner by 4-inches all round with Pedders shocks giving a firmer ride. Wilwood disc’s feature on each corner with 6-piston calipers on the front, with 4-piston versions clamping the rear. The wheels of choice are 17x6 and 17x10 Weld ‘S71’ that give the ’69 the right amount of attitude.



Inside, the Mustang is part resto, part tough street car. The seats, door trims and dash have kept their original style with black vinyl and wood trim retained in the restoration.

THANKS TO: My family for

putting up with everything over the years. Sash & AN Racing for his time and effort put into the build. Peter & Brad at JPV Creative Customs for the brilliant paint job. All my mates that have helped out in one way or another over the years...

The black centred rims are the perfect addition for the custom red paint that now adorns the Mustang’s curvy lines. When David dragged the coupe home, it sported the original paint over the rust free, relatively straight body. The initial rebuild saw the Mach-1 stripped down to its bare bones where all the body seams were led wiped and file-finished before JPV Creative Customs laid down the special mix red paint over the prepped sheet metal. The factory Mach-1 striping soon followed giving the Mustang a factory look – albeit, so much better than old Henry could have ever imagined. The most surprising thing about this paint job is that it was laid onto the Mustang some 28-years ago! A rolling testament to getting the preparation right the first time…

Inside, the Mustang is part resto, part tough street car. The seats, door trims and dash have kept their original style with black vinyl and wood trim retained in the restoration. A MOMO steering wheel is fitted and gives David a much nicer feel when behind the wheel. And from the driver’s position, the trio of column mounted gauges come into full view and offer a more accurate reading compared to the factory dials. A custom centre console replaces the factory fitted unit and offers a great platform for the B&M Mega shifter without looking out of place. A pair of red RPM harness belts give the seats that added flair. One thing missing from the interior is any hint of a stereo. As David says, “I prefer to listen to the supercharger sing!” And who are we to disagree?



Initially, the Mustang was built to win trophies and for two years, it achieved just that with more than 30 awards coming its way, including a Personal Judges choice at Summernats 9. These days, David is more than happy to cruise the Mustang as much as he can, and that’s the reason why he persevered with running E85 in the blown combo. There’s almost zero chance of overheating meaning no matter that the Sydney traffic can lay down, David can cruise the Mustang in style. And what style…




Early 60’s Chev Impala coupes are amongst the most desirable muscle cars of all time. In Pro-Street form, that desire goes through the roof. 92

Lifting the bonnet is like revealing the diamond ring in its decorative box. Though in this case, that diamond just happens to be a finely detailed big block Chev sporting 555ci, a 14/71 blower and awesome Hilborn 4-port injection.

In 1962, the Bubbletop Impala coupe was the cream of the Chevy crop. Though they are thin on the ground now, those that do have them, then to keep them, forcing car builders to settle for a more common Impala coupe. And that’s what happened at Race Car Specialties. The owner of this Pro-Street build had settled on the Coupe, but really wanted to have the Bubbletop style. Luckily, a ’61 Bubbletop coupe that has seen better days presented itself and the team set about removing the roof and glass from the ’61 and transplanting

Off with the old...

it onto the ’62. Viola. They now had a ’62 Bubbletop to work with. They eliminated the third taillight, keeping the Impala chrome trim around the beltline to break up the colour. The bumper bars were sectioned, pocketed and tucked in close to the body to eliminate the big gaps that the factory engineers seemed OK with. One trick piece of bodywork added to the Impala is the windscreen cowl which is now part of the bonnet! With the bodywork sorted, it was covered in a stunning coat of solid Red.

On with the new!



But before the colour was added, the guys gutted the Impala completely, and when I say completely, I mean everything was removed including the floor panels. With the body separated from the original chassis, work centred around fabricating a new tube chassis incorporating a four-link rear end featuring a narrowed, custom nine-inch diff housing. The factory front end was given the flick, and in its place sits a tube bars (tied in to the multi-point roll cage) that connect to the chassis rails, coil-over shocks and rack and pinion steering. The ugly, original inner guards were never

going to be bolted back into place, with more streamlined items added to give the engine bay a much cleaner look. Lifting the bonnet is like revealing the diamond ring in its decorative box. Though in this case, that diamond just happens to be a finely detailed big block Chev sporting 555ci, a 14/71 blower and awesome Hilborn 4-port injection. Mounted to the chassis via a custom engine plate, the big cube Chev produces around 1200hp and passes the power through a built, Turbo 400 box through to the rear end and those massive rear tyres.


95 Inside, there’s not much left that was there in 1962 when this Impala rolled off the showroom floor. In fact, just the outer shell of the dash is about as much heritage as this ’62 has still in place. The firewall is new, the floor pans and trans tunnel are fabricated and there’s a mass of tube forming the roll cage. There’s a pair of low back seats, billet tiltcolumn and wheel and a myriad of gauges mounted into the new facia. The rear section of the interior space is all business with the big tubs dominating the view. The boot area is just as serious with just enough room for a fuel cell…

The owner of this Pro-Street build had settled on the Coupe, but really wanted to have the Bubbletop style. Luckily, a ’61 Bubbletop coupe that has seen better days presented itself and the team set about removing the roof and glass from the ’61 and transplanting it onto the ’62.




In its finished form, the Impala dropped jaws at the Detroit Autorama proving that Pro-Street is far from dead. The team at Race Car Specialties have done an amazing job transforming a once run-down basic Impala coupe into a full-tilt, Pro-Street superstar‌ Check out what is happening inside the Race Car Specialties facility at; www.racecarspecialtiesinc.com



PRO-STREET They’re the cars that screamed ‘look at me!’ and were usually over-powered, over tyre’d and had an attitude worse than a junkyard dog that’s been poked with a stick all day. They are the iconic Pro-Street muscle cars…



I kind of feel sorry for those people coming into the custom car scene now. They missed the glory days of the Pro-Street movement. In Australia, it was at its peak in the late 80’s early 90’s with some of the wildest four-wheel creations rolling down the road with steamroller sized rear tyres and engines that just couldn’t be contained below the bonnet line. Looking back today, it makes you wonder how we got away with it…


In those days, going to events like the Summernats was like nothing you’ve ever seen before. There was so much horsepower cruising the grounds for four days that you would almost overdose on the high-octane fuel lingering in the air. And as wild as the engines were, most Pro-Street cars on the day sported paint jobs that were just as crazy. It’s a trend we no longer see and that’s a shame. 100


(Pro-Street Cars) were usually over-powered, over tyre’d and had an attitude worse than a junkyard dog that’s been poked with a stick all day.

IN THE SPOTLIGHT It’s a different story over in the US. The Pro-Street deal is still relevant today and is a prominent feature at the annual Street Machine Nats in Du Quoin, where Pro-Street alley is a major feature and drags in all kinds of cool, fat-tyred cars from across the States to be a part of the event. Even some of the icons of years past still attend the ‘Nats and are probably


the most photographed cars at the event. The US is very lucky that even with mountain motors up front, big tyres out back and race car inspired interiors wrapped in a mass of rollcage tubing, they are still able to gain street registration and cruise wherever and whenever they please. If only we could do the same here! It’s never going to happen, but we can dream…

The US is very lucky that even with mountain motors up front, big tyres out back and race car inspired interiors wrapped in a mass of roll-cage tubing, they are still able to gain street registration...




Pro-Street as a trend, is something that will never lose its appeal. Whilst some don’t like the big-diametre wheel style, Pro-Touring or surgicallyclean Showcars, it seems that everyone digs the Pro-Street theme that almost borders on insanity as far as motoring goes. Talk to anyone who has ever built a pro-street car, or have a keen interest in the scene and they’ll tell you that they wouldn’t have it any other way.





I kind of feel sorry for those people coming into the custom car scene now. They missed the glory days of the Pro-Street movement.

I’ve scoured my photo collection and checked out the internet to find some of the coolest, wildest and most iconic Pro-Street rides from over the years. I’m sure there’s some I have missed, or couldn’t find pics of, and if you know of any that should be here, let me know. Enjoy…

KILLER PIC Photo by Paul Beck




The Myers name is synonymous with wild Mustang’s, and Gary’s take on the 2005 GT Mustang was no different. Dubbed 2INSANE, this blown, injected Pro-Streeter certainly lived up to it name!




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Lauren Jade @ Xposed Photography Tim McCormack @ Sweet Aussie Rides Chad Silvey @ Pics by Chaddo Leisa Bonnici @ Fordgal Images Blake Williamson @ Insane Grunt Photography Stephen Taylor @ The Motorsports Project John Antoniw @ 9000rpm Photography Jimmy Tee Photography Greg ‘Beach’ Ball - Joe Crispin - Jason Lowe Ben @ High-Explosive Media Luke Hunter @ Hunter Media

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Killer Rides Magazine #25_June 2020  

Issue #25 of Killer Rides is a full-tilt, horsepower filled issue from cover to cover. Big cubes, blowers and high horsepower is what this i...

Killer Rides Magazine #25_June 2020  

Issue #25 of Killer Rides is a full-tilt, horsepower filled issue from cover to cover. Big cubes, blowers and high horsepower is what this i...

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