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ISSUE #26 - JULY 2020


540CI 1320HP

BAG ‘EM Blown Big-Block HJ Flexes its Muscle!


2003 South Coast Nationals





When I got into cars, I was in Year 10 at school and was drawn into the scene through my brother Rod who had a suitably-styled Escort Panel Van. Yes, I am that old. Having been involved with the changes Rod made to that Van had me hooked – not on Van’s as such, but on modified cars in general. I soon found myself making the switch from two wheels to four as I left my dirt bike days behind. It wasn’t long before Rod met some friends through the custom car scene and the next thing you knew, that group of mates had founded a car club. I still remember having the club meetings at Mum and Dad’s place where the loungeroom was full of pimplyfaced teenagers and the driveway, front yard and footpath littered with all kinds of (what I thought was) cool cars. I unwittingly got involved in the running of the club early on, setting me up for many years of car clubs to follow. Rod and I formed a few more clubs over the years, including Wollongong Street Machines that won the Inaugural Car Club of the Year through Street Machine Magazine. It was a huge achievement for a club that was very active in the scene in the Illawarra area. I am proud to say, I still call many of those members friends today! Back in those days, there were a number of clubs in the local area catering for all kinds of groups. Each club had a big member base and each had their own annual show and shine. We all had our regular parking spots at South Beach and everyone got along. They were great times. But times change and many of those clubs have disappeared, including Wollongong Street Machines. In 2020, the number of clubs in Wollongong could be counted on one hand – even if you were missing a couple of digits… So are car clubs still needed? There are many benefits to being part of a club, but having to attend regular meetings wasn’t high on some peoples agendas. Me? I really enjoyed the meeting nights, especially when we had our own clubhouse. Catching up with likeminded mates created many great memories. Like everything though, mortgages, families, businesses and life in general seem to get in the way of our leisure time all too much. It’s a shame, they were bloody great days! Hope you enjoy Issue #26 of Killer Rides, still the Home of Australia’s Toughest Street Cars! See you next issue. Stay safe…




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ISSUE NO.26 July 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

COMING ATTRACTION Two Blown Commodores


AUTOMOTIVE ARTISTRY Car art by the man they call Ralfus.

26 Blown 540ci HJ Burnout Beast

92 CYBER CRUISIN’ The rise and fall of Race Rock. 6 98 BLAST FROM THE PAST 2003 South Coast Nationals, Moruya. 108 KILLER PIC 2003-spec Victor Bray Burnout 110 BIRTHDAY BURNOUTS Celebrating in Style


38 Cool-street 64 1/2 Mustang Coupe

72 Elite quality. Hemi Power. ‘32 Coupe

50 The Man they Call Ralfus...

82 Pro-touring ‘69 Camaro

60 Big Block Pro-Street HG Van

98 Blast from the Past - ‘03 South Coast Nats



HEAVY HITTER 540-cubes of tyre-melting muscle in a HJ Holden


PONY EXPRESS The family that cruises together...


VAN GO HG Van built to haul with 496ci up front.

72 82

MASTER BLASTER Blown Hemi-powered Pro-Street ‘32 Ford Coupe PUMP ACTION LSA-powered, Pro-Touring ‘69 Camaro

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Her Dad is one of the most well-known Pro-Street racers in Australia, and now 16year old Courtney Kryger is set to follow in her Dad’s footsteps into the drag racing fraternity with her own Torana. Powered by a Westend Performance built, 615ci EFI Nitrous big block Chev, Courtney will join the ever-popular X275 Radial ranks, and with her Dad calling the shots, there’s little doubt that Courtney will be just as competitive as her Dad, Simon. It will no doubt be an emotional moment when he straps his daughter into the car for her first full-noise pass, but Simon is confident Courtney will handle the experience. “She has been my little worker since she was 2, always helping me and coming racing,” 8 Simon explained. “More recently she has been my crew chief. My team is family with my daughters Courtney and Caitlin and wife Angela all playing a part in the racing schedule. But its Courtney that can turn my car around between rounds while I help tune other cars, so it was an easy decision to have her move into the driver’s seat when I start to wind things back.” While Courtney will learn her craft in her own X275 Torana, Simon has plans to put her into his Torana that should be running in the 3’s upon its

FLYING FIFTH SET FOR SEPTEMBER Mount Panorama’s Conrod Straight will once again see plenty of horsepower screaming along it with the Bathurst Light Car Club stages the rescheduled Flying Fifth event on Saturday 12th September. The event allows drivers to race their cars down Conrod Straight for a fifth of a mile from a standing start. The event has become a mustdo for all kinds of muscle car drivers all eager to push their cars to the limit on Australia’s most famous track. For your chance to take part in the event, head to www.flyingfifth.com 9 (or click the logo) to check out the rules and regulations.

The team is hoping to have the Torana finished and ready to take on the Tuff Street ranks at Summernats 34... Courtney is itching to get behind the wheel of the tough Torana and told us, “I am more than excited to finally being able to get behind the wheel. I’ve been watching my Dad race and work with cars from before I can remember and that has always made me want to do what he does because of how much of a rush it made me feel just watching him or sitting beside him. I am also keen on being able to race against family friends that I have been watching race for years. So basically I can’t wait to get behind the wheel and use it for my formal.” The team is hoping to have the Torana finished and ready to take on the Tuff Street ranks at Summernats 34 before heading out for testing in Jan and Feb with Simon handling the driving duties to get the car set for Courtney to take over from there, where they will race in the IHRA Pro Radial and Kenda events. Kryger Family Racing wanted to thank Westend Performance, Kenthurst Service Centre , DRC Group, Fuelworx, Wollongong Automotive Services, Pro-Street Industries and SDE Converters for their combined help in helping get the Torana sorted and ready.



Chris Ioannidas contacted us recently to advise that the new dates for the huge Coota 400 Street Muscle Car Battle had been secured. The event, to be held on the Cootamundra Air Strip is now to run from Thursday 24th of September through to the end of Saturday 26th. And, at the time of going live with the mag, all available spots have been filled! The event caters for Pre ’94 street cars and kicks off with a massive cruise to Cootamundra for those wishing to take part in the Street Driven class. These cars take to the strip on Friday and must be road registered – hence the cruise to Cootamundra from the Pheasant Nest Servo on the Hume highway. Come Saturday, it’s time for the big guns to put on a show. If time allows, there will even be a few demo burnouts! The Coota 400 will be an event not to be missed. More information, including the official rules and regulations can 10 be found at: www.coota400.com.au




Check out the Pro-Street cars cruising at the 2019 OBX event in Florida!



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With no drag racing held due to Covid-19, and with the resurfacing of Sydney Dragway, the 2020 Grudge Kings event is going to be one of the most spectacular events held at the venue since the last Grudge Kings event! It all happens on Saturday Oct 3rd from 9am to 6pm. Started in 2016 and under the guidance of racer Po Tung, the Grudge Kings brand has grown from strength to strength, with the event attracting record numbers of racers, show ‘n’ shine entrants and spectators and 2020 is to be no exception.


Grudge Kings is also the Richest Drag Racing events in Australia with $50K up for grabs for the winner of the Fuel Tech ProMod class and a further $50K heading home with the winner of the Turbo Smart Pro Street bracket. Other racing classes include Gas Racing/Rotor Pro Elite; RGM Civil Pro Modified; Todarello’s Fruit Outlaw; RC Masters (STF); Plot Street Outlaws; Urbanlife Extreme Bike, and Power Plus Fuels Grudge. Whatever you have planned for Oct 3rd, cancel it and get down to Sydney Dragway to witness THE drag racing event of 2020. For more info, click the logo or go to www.grudgekings.net




It seems that the second wave of virus attacks that sent Victoria into yet another lockdown, is getting other states around the country very nervous, fearing the same could happen to each one. With just four weeks to go before the event, I have had to make the decision to put Killer Rides Live #4 on hold until early next year. It wasn’t a decision I made lightly, but if the unthinkable was to happen, I would rather make sure that the car owners, my staff and those coming for a look were safe from contracting anything. I’ll make an announcement about the new date when I have secured one. Sorry guys...










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


Hi Paul, I can’t begin to tell you how much I enjoyed the Spotlight on the Pro-Street cars in the new Issue! Some of those cars bought back fond memories of attending early Summernats and wondering around Natex (OK, Epic!) and taking in all the horsepower on show. Damn I miss those days. These days its all Commodores and banged up pieces of crap that try to pass themselves off as Rat Rods. Someone needs to tell these owners that 70’s Holden’s are not Rat Rods! Anyway, long live Pro-Street! Ollie J via Messenger G’day Ollie, Yes, they were certainly great times and we’re so 16 lucky to be able to be a part of it. Times change though and although there are many of us who will still endeavour to keep the Pro-Street deal alive, the fact is those new to the scene really only have the means to have a slightly modified late model car as mostly, these will be daily drivers too.


Hi Paul, Awesome! That’s the only way I can describe Zoran’s XE feature on the cover of last issue. Being a lover of XD/XE/ XF Falcon’s, we just don’t see many of them featured. I saw some pics of this car on the internet from the previous build and thought it was tough then, but now, WOW! Keep these Falcon’s coming please. Jarrod T via Email


G’day Paul, Thank god for Killer Rides! If it wasn’t for your mag, we’d never really get to see a lot of Pro-Street cars unless we google it! Your latest issue is by far my favourite to date with so many tough cars featured! I particularly enjoyed the ’62 Impala Bubbletop article. Great stuff. I’m looking forward to seeing what you come up with next Issue! Corey P via Email

Hi Jarrod, I agree, this is one tough XE. Like you, I’ve always liked this series Falcon – the XE more than the XD. I originally featured Zoran’s Falcon on the Killer Rides DVD series, and when I heard it was undergoing a makeover, I just had to have it in the mag.


Hi Paul, What a great job Kyle Loftis has. Travelling around the world videoing cars and events! He’s one lucky bugger doing a job that we would all enjoy. Where do I sign up? Trevor E via Messenger Hi Trevor, You’re only as lucky as the amount of work you’re prepared to put in. Kyle has no doubt done the hard yards, working long hours for days on end to get to where he is now. His dedication to the scene is second to none and it shows. His brand is global and that comes from the hard work he put in to form the foundation to build on. Proof yet again that the digital era is a global market.


Hi Corey, Pro-Street hasn’t gone anywhere! It’s alive and kicking hard. Whilst we can’t get away with as much as they do in the US, we can still build to that style, we just need to stay within the boundaries. Hope you enjoy this issue too!




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








When you’re partners in a fabrication shop, chances are you’ll be spending the over-time hours building your own car. Both owners of Notorious Motorsports have their own wild Commodore coming together with one common goal in mind – to destroy tyres as quickly as possible.






With the workshop full of customers cars that take precedence over their own cars, the boys find themselves in the workshop long after the doors close to get their own rides sorted.


fabricated maman za Pla e th s ha r to na Se VP Cameron Diversi’s ake playing host to a polished int as g lon as for life his of been part r Shop supercharger. we Blo 71 8/ ing be lly na igi Or I can remember. ndling the fuel supply with be Ha me co be to d ne sti de it’s , a streeter hat. Backing the engine r to ec inj an ere th t ou ’s VP st one of the toughe be a built Turbo400 that will ll wi ed fill e gin en e itr 6-l n iro with a cast nsiderable power on to co e th ss pa for ed ed ne ar ge with all the good rrowed chrome-moly 9-inch, na a . ds rio pe d de ten ex for high-rev’s in house and featuring d ate ric fab of y nt ple ’s ere Making sure th ugh centre and 35-spline axles, to a a is ns tio up err int no d smoke an Strange floaters and th wi ng alo nk cra s llie Ca a block filled with ll lwood brakes. The tubs wi Wi ns to pis t lle bu CP o, mb co and rod -inch rims giving this 20 big e us ho e Th m. ca ing and a wildly idl ort VP a killer stance. heads are LSA-spec and supp








Jordan Teixeira’s E3 HSV Commodore will be copping a similar set up in the reworked engine bay with the cast iron 6-litre engine using an LSA crank, Callies rods and JE Pistons. The tall intake manifold holds the 8/71 blower and Enderle big and ugly hat high above the bonnet line. The VE will utilise a similar driveline with the Turbo 400 auto and fabricated 9-inch finding its way under the tubbed rear end. The VE will also feature wheel tubs that will have a big wheel and tyre combo jammed up under the rear end.

COMING ATTRACTIONS With the workshop full of customers cars that take precedence over their own cars, the boys find themselves in the workshop long after the doors close to get their own rides sorted.

INDEPENDENT FRONT SUSPENSION Ford F100 48-52 & 53-56 & 73-79 Chevrolet C10 63-72 & 73-87 LH/LX/UC Torana and more to come !



CUSTOM CAR BUILDING AUSTRALIA’S LEADING ENGINE BUILDERS FOR 40+ YEARS Chev - Holden - Ford - Mopar Specialising in Turn Key Packages

AUTO TRANSMISSIONS & CONVERTORS Custom Built to suit all Horsepower.

Watch out for updates as they happen on their Facebook page – Notorious Motorsports.




TODD STEWART_1974 HJ HOLDEN WORDS / PICS – Paul Beck VIDEO - Paul Beck & Setho’s Photography



Todd Stewart’s original intention was to build a tough street car to cruise with the family. His mates, however, told him he needed a new burnout car. Ten minutes with an angle grinder changed the HJ’s fate…

With one burnout car already parked up in the garage, (a VX SS Commodore which Todd’s son now competes with), Todd really wanted something tough to cruise around the Nations capital in. His number one choice was a HQ Holden, but everything that came his way was rusted beyond repair. Then he just happened to hear about a 253/Trimatic HJ sedan in Nowra. It appeared to be a good car, so a cash deal was done, and the HJ was headed up over the mountain to its new home. And this is where the story goes a little pear shaped. Todd decided to get the new project into a panel and paint shop so

the build could begin. After the body copped a soda-blasting, the HJ didn’t look as good as he had hoped. Every panel was rusted, but after plenty of time already spent looking for suitable car, he decided to keep going with the build anyway. Fast forward four years and two panel shops, and the HJ was still far from being even remotely close to finished. As fate would have it, he met up with the Pist ‘n Broke boys in Canberra – each one of them owning a tough as nails burnout car, and all willing to help Todd with the sedan. This was to be the turning point in the HJ’s build that Todd needed.

Some would argue that UNFAZD is just too nice to be belting around a burnout pad. But as the number plates say, Todd doesn’t really care.



Whilst the boy’s cars are built to torture tyres, the build quality was exactly what Todd was looking for. Now, remember that Todd wanted this to be a street car – something he could cruise anywhere at any time. Well, it seems like the boys were in Todd’s ears telling him he should tub it, cage it and throw an animal engine in it – just like they did. Todd tried to resist, but after the rear end was cut from the HJ and a new clip was needed, he thought he might as well go all the way…

Joey Tyler from Joey’s Body Shop stepped in. As the owner of a wild blown/injected EH wagon, Joey knew what needed to happen to get the build back on track. He took over the project after Adrian Cuthbertson of SKIDMA fame and Todd folded up and added the sheet-metal dash, trans tunnel and engine bay as well as fitting the new rear clip. Joey took the HJ back to his shop and set about repairing the rust and straightening the panels, preparing everything for colour. In no time at all, the candy-like Soul Red was laid onto the body. The colour is stunning and really makes this HJ a standout.



As fate would have it, he met up with the Pist ‘n Broke boys in Canberra – each one of them owning a tough as nails burnout car...

Inside, the colour extends across the cool steel dash, that now has nothing but a Motec digital dash mounted to it. The full roll cage, fabricated by Adrian and Todd, also scored the same colour in stark contrast to the Tahini-coloured interior trim, expertly stitched by Trims by Shaun, covering the reshaped Commodore seats, headlining and door trims. There’s no stereo at all, and if there was, it would have to be a whopper to combat the noise coming from up front with the exhaust exiting out the side of the car. Which brings me to the heart of the HJ – that furious, pumped, fat-block Chev.


Todd had already purchased a naturally-aspirated small block Chev, and planned to drop that into the sheet-metal engine bay, but when one of the boys pointed out that the blown big block from the FAT HJ Ute was coming up for sale at the right price, Todd couldn’t combat the urge to add many more cubes to the HJ. Sporting no less than 540 cubic inches, the big block has been given the once over by BG Engines with the end result netting 1320hp on the dyno – and it sounds every bit of it! The bottom end starts with a Dart Big M block that holds a Callies crank swinging Ultra rods and from the same company

and JE forged pistons wrapped in moly rings. The solid roller cam is a BG Engines special, with undisclosed specs. A BG custom dry sump set up feeds the oil around to the vital parts via a Peterson Stage 4 pump. The heads are alloy AFR345 and feature PAC springs wrapped around Ferrea stainless valves and roller rockers and lay the platform for the Blower Shop 8/71 supercharger and twin, 850cfm Holley carbs that run on a strict diet of Methanol. The headers are fabricated from 2-inch tube that flow from the 4-inch collectors to the side pipes. Firing the big block into life is a full complement of MSD ignition gear.


A purpose-built, ready for battle Turbo 400 auto sits behind the 540 and is fronted with a SDE converter with a stall speed of 2500rpm. Todd flicks top gear quickly via the B&M Pro Ratchet shifter, while a three-inch tailshaft pushes all of those 1320-ponies through to a narrowed, fully-fabricated 9-inch diff that relies on 3.0-gears and 35-spline billet axles to save any embarrassment when Todd jumps on the loud pedal. The rear end is located with a four-link set-up in the reworked rear clip. With a life destined to be held on the burnout pad, the HJ’s underside isn’t what you’d consider high-tech. Everything included serves a purpose, and if it’s not needed, it didn’t get a start. QA1 coil over shocks are added to each corner, with 6-spot Wilwood calipers clamping over slotted and drilled discs on the front. A manual rack and pinion steering assembly was installed to help Todd flick the big Holden around the pad with ease. Though he bolts some smaller rims on the rear when going into the burnout arena, the HJ sits on 19x8.5-inch and 20x13-inch Twisted Vista billet Intro rims when not in competition. And before you ask, there’s next to zero chance of Todd melting those impressive 345/25 Pirelli tyres! The polished rims look a treat against the candy coloured body.



His number one choice was a HQ Holden, but everything that came his way was rusted beyond repair. Then he just happened to hear about a 253/Trimatic HJ sedan in Nowra.

Some would argue that UNFAZD is just too nice to be belting around a burnout pad. But as the number plates say, Todd doesn’t really care. He’s enjoyed every tyre-melting moment behind the wheel of the HJ and is desperate to get back out their again when the events start coming back online. So, with the HJ’s future sorted, Todd is once again looking for a tough street car to cruise with the family. This time around he is looking for a sweet HT/HG Holden as the starting point. One thing is for sure, the boys won’t be going anywhere near this one with an angle grinder and the desire to build another burnout car. Then again…



THANKS TO: Adrian Cuthbertson (SKIDMA) for the late nights, early mornings and for

all the sheet-metal work and cage. Joey Tyler for the body and paint. Shaun at Trims by Shaun for the interior. Paul Sant at Pro Flo for all the plumbing and brake lines. Damian Baker and the boys at BG Engines for the killer engine and for always being there when needed. To all the Pist ‘n’ Broke boys and girls for their support and good times. And last but not least, my wife Cass for allowing me to do what I love and spending the money when I probably shouldn’t have. Thanks to, to our kids for coming along for the ride!




With his eldest Daughters birthday coming up, Tony Murr went looking for a classic muscle car to present to her for her first car. He found an original 1964 1/2 Mustang coupe that ticked all the boxes‌


envy of her friends! Taylor got to see her Tony Murr loves cool cars. The badges aren’t the g in its raw, original form as it arrived stan Mu age gar his h wit , ugh tho nt orta that imp the USA with the factory paint, rustcurrently housing a blown/injected VK Group from body and well-worn, number-matching free ga me but g, okin k-lo stoc a e, dor mo A Com 289ci Windsor small block under the HP XA GT Falcon sedan, a Hemi-powered ’68 4V . After the birthday surprise, Tony net bon wn blo l, coo soohhis and ject pro r Charge k Mustang away to have the body and nitrous-injected ’34 Ford coupe. Add to that too sorted and a new, tougher driveline nt pai er driv ly dai the and g stan Mu ly ear mix this ted into place. The plan was to create C63 Bi Turbo Mercedes and you can tell Tony slot nning, hassle-free, cruise anywhere stu a g stan Mu ½ 64 s Thi r. offe on iety var likes the e of Mustang – hence the toned-down has been a project that Tony started after typ ance compared to what Tony usually ear app the h (wit USA the from in car the g bringin s for. Though it had seen better days, help of Sydney Mustang’s Rob Ragonese) goe could see the Mustang’s potential, y Ton er ght dau est eld his to it ting sen and pre knew that when his plans were put into Taylor’s on her birthday. Tony wanted Taylor and ion, the Mustang would make the ideal act n tha nt ere diff e littl a just ing eth som e to hav car for Taylor. you’d expect for her first car. Talk about being first



That genuine, completely stock, 289-cube small block was ripped from its mounts so that a built, 347ci stroker Windsor could be added between the strut towers. Tony had the five-litre block fitted with a stroker crank and rod combo to stretch the cubic capacity out to 347-inches before fitted a mild cam, alloy heads and intake manifold with a single 650dp Holley carb supplying the fuel to meet the spark from the MSD ignition system to create the fire in the stretched small block’s belly. A pair of Pacemaker headers do a great job of dumping the gases after the big bang takes place. The original pulley system has been replaced with a full Billet Specialties Tru-Trac serpentine kit which helps the engine bay visuals along with the Ford Racing rocker covers and polished PWR alloy radiator. The new engine package produces 440hp – more than enough power for Taylor to use on the street, and it’s also ultrareliable – exactly what Tony was looking for.

Tony was quick to point out that the Mustang isn’t quite 100% finished yet.



Al’s Race Glides pieced together a C4 trans that can easily handle the power the engine makes, and will be good enough for any increases Tony may have planned for later down the track. Fitted with a reverse-pattern shift and trans-brake, the C4 isn’t even close to being a weak link in this driveline. Likewise, the Competition Engineering sheet-metal 9-inch rear end, set-up by Wayne Grima, uses 31-spline Mark Williams axles that hang off each side of the Tru Trac Mark Williams centre. Built Ford tough? You’d better believe it. Keeping with the underside upgrades, Tony made sure the suspension and braking systems were up to scratch and safe for his daughter to cruise with. The drum brakes are now just history with a quartet of Wilwood cross-drilled discs and calipers now living in behind the 19x7 and 19x10 FR Simmons wheels, supplied by Sam at Tempe Tyres that fit perfectly under the mini-tubs installed by Wayne Grima. Tony also has a set of black-centred Weld Wheels with bead-locks for when the mood changes and the Pro-Street look is required. Bilstein shocks work with lowered leaf and coils springs to alleviate any body-roll that may have been obvious before.

The body was rust free but did show signs of its years on the road, so Tony had Mic Maric from Xclusive Collision smooth out the body and get it prepared for a new coat or two of the factories chosen Silver Smoke Grey. Tony kept 99% of the 44 Ford design in place, with just a billet Shelby grille and functional Shelby bonnet scoop added to the original bonnet for when the new, taller intake is fitted for an increase in horsepower. In stark contrast, the interior has been redone in bright red with the factory seats retrimmed in the original style- but this time in leather. The door trims are Shelby-spec and feature chrome trim in amongst the red leather. The centre console is trimmed to suit and feature two cup holders - just the thing for a Slurpee or two when cruising and of Sydney’s beach fronts in Summer with the Scott Drake factory air-con blasting. The dash insert is fitted with a Shelby Rally Pack tacho and clock. The interior upgrades also include central locking and an impressive Alpine sound system that incorporates a sub-woofer, front and rear speakers and a Bluetooth head unit that lives in the glove box and is remotely operated. Colour-coded seats complete the interior makeover. The boot area is trimmed to match and also holds a Lowe Fabrications made alloy fuel cell with submersed twin Walbro pumps.

That genuine, completely stock, 289-cube small block was ripped from its mounts so that a built, 347ci stroker Windsor could be added between the strut towers.


The plan was to create a stunning, hassle-free, cruise anywhere type of Mustang – hence the toned-down appearance compared to what Tony usually goes for.



As happy as Taylor was when she first got the Mustang, you could imagine how wide she was smiling when she got to see the finished product! The Mustang had plenty of coin thrown at it during the three months it took to do the transformation, and now that it’s done, Taylor and her sisters all get to enjoy their own muscle car. Even Tony’s wife gets behind the wheel from time to time, and when its parked in the driveway and no one needs to go anywhere in it, Tony is more than happy to jump into the left front seat and take it for a not-so-leisurely cruise around the block a few times.

Tony was quick to point out that the Mustang isn’t quite 100% finished yet. When Taylor gets used to the power, Tony plans to change the cam and intake manifold to liven the power up a bit and then bolt on the prostreet wheel combo for some family rivalry racing between Taylor, Tony and Tony’s Dad! They say the family that plays together, stays together. In the Murr household, that couldn’t be more true…



Though it had seen better days, Tony could see the Mustang’s potential, and knew that when his plans were put into action, the Mustang would make the ideal first car for Taylor. Thanks To: Wayne Grima for all his help with the car. Mick Maric at Xclusive Collision for

the body and paint. Al’s Race Glide for the transmission. Sam from Tempe Tyres for always going above and beyond each time. Lowe Fabrications for the alloy fuel cell. Simon Michael at Auto Lux for the magnificent interior. A big thanks to my Dad for the inspiration. Being able to share my Dad’s passion for performance cars with him is amazing and now spending anytime in the cars with him and my daughters is a dream come true for me.



I remember a time back in the late 80’s, early 90’s where Ralf ‘Ralfus’ Severyn’s artwork adorned just about every car show poster there was. His distinct style was more than just popular with many high profile car builders, commissioning him to design their next build which more often than not included eye-catching graphics. Ralfus even designed my own logo for R&P Promotions – an event company I formed with my brother Rod back in the day – and yes, it was a Bullet Nose Studebaker… We tracked down Ralf to see what he is up to these days and to check out some of his most memorable artwork from his huge catalogue built up over the years. 50


KR: G’day Ralf. What got you into drawing cars for a living? Did you start as a kid and then develop your skills as you sent along? RALFUS: Yep, well my dear Mum first taught me to draw very simplistic car drawings at a very early age, even before I could draw dogs or cats. I grew up constantly drawing, a pen and paper would be entertainment for me. I’d take a scribble pad on family drives, merrily doodling away in the back seat. Later in my school days, I was often caught drawing cars after finishing my assigned work. My secondary art class teacher was so impressed at the speed I’d complete the assigned set artwork she actually donated a huge art pad to doodle away until class finished, and you guessed it the majority of the drawings were car related. When I was asked to choose a career, Commercial Art came to mind, but I settled for a Signwriting Apprenticeship for a couple reasons. One is there is far less tertiary study, and secondly I often spotted a local signwriting firm hooting around in hotted up HR Holden utes. I never figured they actually had to do hard work! I did find out differently how wrong was I, yet I can thank that trade for teaching many things which have been valuable for me to create the many drawings, poster designs, T-shirt artwork, graphics and custom murals that have made the name Ralfus.com recognisable today.

KR: Where did your interest in modified cars come from? RALFUS: My interest in modified cars began due to my Dad and Brother spending most of their time tinkering with either cars, go-carts or motorbikes. My poor Mum was always involved in car conversations at the dinner table and we’d often attend race meetings at Calder Park Raceway. Living close by in Sunbury, my mates and I would often hitch hike and sneak in by either jumping the back fence near the railway tracks or crawling besides the paying cars as they entered. My brothers first car was a cool custom FJ with Mercedes Benz sports taillights, filled front, custom straight bar grille and Norm Beechey’s race motor with a Riley 4-speed gearbox, 2-inch white widened band rims with chrome domes and nuts as they did back then.

Later in my school days, I was often caught drawing cars after finishing my assigned work. 52


KR: What cool rides have you had in the past? What are you driving now? RALFUS: My first car was a ‘66 Mini Panel Van that I had painted Dark British Racing Green metallic. It had a 1250 Rally-Cross engine with Bathurst Rally Mags. My second car was a 179 Powerglide HD Holden Premier, which I bought at 19 years old. I am now 66 years old and I still own it. It’s better known as HD-1965, and now has a 327 small block, Powerglide, 9 LSD rear end. It’s a multi show winning vehicle, having recently won Top HD Highly Modified at the 2018 HD-HR Holden Nationals at Bendigo Victoria - not bad for a car that has been in its current configuration since 1982. I recently sold a very desirable, unmolested, numbers-matching ‘66 Corvette Stingray. It was absolutely gorgeous. I was made an offer I could not refuse. I’m currently building a 409 W-Blocked Chevy-powered 1932 Chopped 3-Window Ford Coupe. It has a Turbo 400 trans, 4/11 LSD rear end ‘Rocket-Ship’ but because of me being some-what ‘anal’ it has little more time before it will appear on the road. I also have a 1931 Sedan Delivery, 1999 C1500 Chevy Step-side, and an un-chopped 1931 Ford Coupe Projects that I’ll get to do when I’m older....Sheeeesh, I am older...DAMN!

KR: With money being no object, what would like to have parked in the garage? RALFUS: What cars would I like in my garage if money was no object? That is simple. All the project cars in garage completed - that would make me a very happy man.

KR: Did you just design the artwork, or did you paint them as well? RALFUS: Where the opportunity arose, I was more than happy to perform the graphics paintwork, because they were very technically difficult to produce at times. Howard Astill flew me up to Broken Hill to do the famous ‘Rock 3 XA Aqua Falcon’.

KR: you’ve designed plenty of paint schemes for cars over the years, what have been the most memorable? RALFUS: I am happy to say that of all the cars I have designed paint schemes 54 for, most have won trophies, but the most memorable could possibly be John Baton’s ‘MANIAC’ Willys Coupe because it took me so much time to convince him to go ahead with the graphics, after doing the impressive concept drawing, he finally agreed. I then realized the difficulty of putting straight line scallops on a very, very curved body surface. It was a setting out nightmare and then multi masking and eventually painting. It was a dangerous job but someone had to do it I guess?


KR: Apart from cars, what other interests do you have? RALFUS: Well apart from cars, I have been playing the drums since I was 15 years old, playing high school bands, rock ‘n’ roll bands, cover bands, blues bands, and reception bands over the years. I am still playing in a trio at the moment, and recently just formed a new 5 piece band with an awesome female vocalist, and up until the ‘Covid 19’ restrictions I filled in for four bands.

KR: What is your all-time favourite car event? RALFUS: My all-time favourite car event is most definitely the ‘Bright iconic Hot Rod Run’ held in November each year - especially since the event has been run by the local council along with the local Bright Hot Rod Club. Hopefully, this year’s event will be allowed to happen.

KR: So what does the future hold for Designs by Ralfus? RALFUS: I have been fortunate to have kept many of my ‘Original Artworks’ which I would like to sometime in the near future, put on a ‘Ralfus.com Exhibition’ to display my works for all to see. I have had some discussions with major sponsors willing to come on board, possible locations suggested are Canberra Summernats, and the Melbourne MotorEx.

KR: What’s the most unusual drawing you’ve ever had to do? RALFUS: An unusual drawing? Well I was asked 56 to design the ‘Warner Bros Theme Cars’ for the ‘Brisbane Warner Movie World’. I was to actually build them but was outbid by the eventual builder who ironically was unable to complete the required 5 vehicles because of lack of funds... (Funny that) I was also asked to design some ‘KOOL Shades’ for the Grix Billet Aluminium sunglasses with Flames, V8 logo, etc all very high end production.


KR: How can people get in touch with you and see some of your artwork? RALFUS: I do have Facebook page ralfus.com where much of my varied talents can be seen. I can be contacted via emailing me ralfusdesigns@iprimus.com.au Check out the Facebook Page - Ralfus.com




Illawarra Hockey Centre, Unanderra OCTOBER 24/25, 2020

More Information at www.killerrides.com.au



They reckon a picture says a thousand words. From any angle, Ronny McCoote’s big-blocked HG Holden Van needs just one word - TOUGH!



It’s funny how opportunity and fate can work together at just the right time. Ronny’s garage, that previous been home to such cool rides as an LJ XU1, a big-block HQ coupe and ’67 Camaro, and is now occupied by a 400rwkw Evo6. Ronny was craving some more raw, old school muscle when this tough HG Van popped up for sale in Toowoomba in Queensland. As luck would have it, Ronny had always wanted to have a HK/T/G panel van, and when this was offered up, he just couldn’t say no. The fact that it was windowless, big block powered and as tough as hell was more than enough to deal the deal. After a quick trip north from his Sydney home, Ronny gave the Van the once over and then found out that the Van had the right people involved in its construction, a bonus when handing over a big wad of cash for an already built car.

Early Holden windowless vans are rare to find, especially to find them used in a tough-street build. 62


Having already owned two tough big-block powered street cars, Ronny was in luck when he lifted the lid on the HG’s engine bay. Nestled in between the guards is a 496-cube fatblock Chev built by Al Farrer at Farrer Race & Performance. The build kicked off with a prepped Dart Big M block which Al filled with a Scat stroker crank and rod combo, forged SRP dome top pistons, and a Comp Cams camshaft that provides a wild idle, giving a big clue to the horsepower that lives below the bonnet line. The top end of the engine is no less impressive with the AFR rectangle port alloy heads getting a makeover before being added to the tough bottom end along with the Edelbrock Victor Junior intake and Quick Fuel 1050cfm carb that shoves copious amounts of 98-octane fuel into the big cube Chev to burn, thanks to the MSD Digital 6 Plus ignition system which incorporates a Pro Billet distributor and 8.5mm leads. 6Boost fabricated the headers and exhaust system that not only gives the gases an express lane out of the engine, but sounds amazing at the same time. Come dyno time, the stretched big block produced 710hp!


A tough engine needs a tough driveline to back up the horsepower and to ensure that there’s no embarrassing moments the second Ronny jumps on the go pedal.


A tough engine needs a tough driveline to back up the horsepower and to ensure that there’s no embarrassing moments the second Ronny jumps on the go pedal. With that in mind, the engine is connected to the two-speed Powerglide via a JW Ultra Bellhousing, and is fitted with a Neals trans-brake, a full-manual valve body and a PTC converter with a stall speed of 4000rpm. Gear selections are made via a B&M Pro Ratchet shifter. A nine-inch diff was added to the minitubbed rear-end and features 4.11-gears and tough Moser axles. A Gazzard-Bros single-leaf set-up with Caltracs and coil-overs completes the Pro-Street style rear end. The brakes are Wilwood drilled discs with 4-piston calipers. 15x10inch Weld Racing Aluma-Stars wrapped in 265/50 rubber filled the widened tubs nicely. Up front, the rolling stock consists of 17x3.5-inch Aluma-Stars and 26x6 MT Sportsman’s. Wilwood discs feature on the front too, with 6-spot calipers providing the stopping power. A master cylinder from the same company controls all four corners.



As luck would have it, Ronny had always wanted to have a HK/T/G panel van, and when this was offered up, he just couldn’t say no.

Early Holden windowless vans are rare to find, especially to find them used in a tough-street build. Mainly used by tradies back in the day to haul around all kinds of tools and machinery, their legacy of hard work would forever be evident by the carnage left to the Van’s internal panels – often overlooked when taking on such a project. And here’s the good bit, this van is pristine inside – a rarity for sure, but testament to the value of Ronny’s new purchase. Body wise, the Van is almost as stock as the day it rolled off the showroom floor back in 1970. Obviously, the Holden Executives never specified a fibreglass, reverse-cowl bonnet, but that’s the only deviation to the original plan. Many have asked what colour the Van is, and it called Caribe Aqua. Cool, huh? 68

Inside is a mix of originality and tough street car. It’s the least favourite part of the 69 Van for Ronny, but there are plans in place to give the interior the makeover it deserves to match it to every other part of build. The period-perfect low back seats suit the Van perfectly, and there’s even a wagon rear seat added to carry another 3 passengers making this Pro-Streeter family friendly. Just rearward of the seat is a 6Boost fabricated roll cage to help the Van from twisting inside out. The standardspec dash is complimented via several AutoMeter gauges and the steering wheel is an era-correct GTS item that looks right at home. Soon, the interior will be all-black and as good as new with a few new additions including a Racepak Street Logger dash.

The planned changes don’t end with the interior makeover. Ronny wants to fit a standard-style bonnet and expose the air cleaner and add bead locks to the Weld wheels. Then, later down the track, Ronny hopes to remove the carby and add a twinturbo set up to the current engine combo that will feature a flex fuel tune that can handle both E85 and 98-octane fuel. Until then, Ronny plans to enjoy the Van as much as he can getting it out to as many events as he can, including the HK/T/G Nationals to be held in Bathurst later in the year…

Come dyno time, the stretched big block produced 710hp! 70


Jake Myers - Burnout Champion!

THANKS TO: The original builder for all the hard work. Al Farrer from Farrer Race and Performance for the engine build. 6Boost for the custom headers, cage, mini-tubs, suspension set-up and numerous fabricated items. Con and the boys at CV Performance for the initial service after the engine run in and dyno tune. Lay Low Towing Services for transporting the Van from Toowoomba to Sydney.

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Chris Thomas wanted a tough Hot Rod. A full-tilt, one-off, Hemi-powered ’32 Coupe should do just fine, thanks. Chris Thomas - 1932 Ford Coupe Words / Pics - Paul Beck Video - Ben Ennis @ Night Owl Productions


Car builds like this don’t happen quickly, easily or without plenty of cash being thrown at them. And Chris was all too aware of what he was facing when taking on the challenge of piecing together a unique ’32 Ford three-window coupe; without doubt, one of the most popular models for Hot Rodders around the world to build. Coming up with something a little different to everyone else wasn’t going to be an easy task, but Chris had a plan, and that included having Shane Rowe and the team at Southern Rod & Custom to look after the build process. Chris explains, “I’ve always wanted a tough Hot Rod, so I got the best in the business to build it!” Shane took the brand spankers Deuce Customs fibreglass body and set about making some subtle changes, giving Chris’ coupe a look all of its own. The body changes include a recessed fuel filler, custom flush-mount door poppers, a hand made roll pan and the rear guards have been shortened and widened. With the body work finished, the prepped body was rolled into the booth where the custom pearl Grey base colour was laid down with the black stripes coming later. The body and paint are as good as you’ll find on any high-end show car and even though it’s a fibreglass car, the panel gaps are spot on.

Chris has invested some ten years of his life into the construction of the ’32 and during that time, he has experienced more than his fair share of hassles.


The body sits on a custom chassis that has been stretched two-inches and features a Rod Tech independent front suspension set-up with its stainless control arms, Rod Tech coil-over shocks and Flaming River rack and pinion steering assembly all contributing to helping the ’32 steer, stop and ride so much better. Down at the other end, there’s an alloy Currie 9-inch diff located with a four-link set-up and sprung using Rod Tech coil-over shocks. To deal with the huge amount of power from up front, the diff has been fitted with a Detroit Locker centre and Moser 35-spline axles. Hidden inside the custom painted, 17x6 and 17x13 Show Wheels V-Rod rims hides a quartet of Wilwood 4-piston calipers and discs. The rolling Hoosier rubber measures 7.5-inches in the front and a massive 31x16.5-inch filling the big rear guards perfectly.

With an open engine compartment, that wild blown injected Hemi is in full view and draws in crowds like a naked super model handing out $100 notes for free! Not only is the Hemi visually stunning, it makes Chris’ coupe so much more desirable, and when that engine fires up and sits there idling, the “want” factor is multiplied ten-fold. Not that you can tell, but that engine is full alloy version sourced from Indy Maxx and sports no less than 572 cubic inches. Externally, the 8/71 Hampton blower and EFI-spec Hilborn ‘Shotgun’ injector hat dominate the view up front. Under the bolts is an engine chock full of only the best gear money can buy. The alloy Indy Maxx block is home to a tough as nails rotating system comprising of a Callies forged crank, Howards billet steel rods and forged Ross pistons wrapped in Total Seal rings. The wildly-idling roller cam from the Howards catalogue is matched with Crane Pro solid roller lifters.



The alloy Indy Legend heads were filled with big stainless valves, Comp Cams springs and Indy pushrods before being bolted onto the finished block. The induction soon joined the party via a Hampton intake. After the MSD ignition fires the beast into life, the gases are shown the door via a pair of fabricated headers that flow into a dual 3-inch system that uses Magnaflow mufflers to tame the noise coming from the opposite end. Yeah, its loud, but would you have it any other way? It’s no surprise to know that the engine produces plenty of power, but Chris is quick to point out that the Hemi has been detuned to make it just a little more user friendly. A Reid-cased Powerglide trans is bolted to the Hemi via a TCI adapter, and thanks to some hard-core internals, handles the horsepower with ease. The box is fronted with a TCE Pro Race 3800rpm converter with gear changes made via a B&M shifter. When you also consider the strength of the rear end, the driveline in this ’32 Ford is just about as tough as they come.


The elite-quality build continues on the inside. Opening up either door reveals an interior covered in a shade of leather called Ox-Blood. Set against the body colour, which makes an appearance in the interior as well, the interior is the perfect colour. The leather was laid down by master craftsman Mick Carter who covered the custom door trims, headlining, RCI race seats and the floor to the highest possible level. With black billet buttons added for contrast, and the armrests and associated handles coated the same, the interior is a great accompaniment to the body and paint. The Billet Specialities steering wheel tops the billet column, with a gaggle of AutoMeter dials added to the body coloured dash. Forget a stereo – there’s not enough space for speakers to drown out the engine noise! The tight-fitting roll-cage was fabricated at Southern Rod & Custom and keeps the ’32 from twisting itself inside out when that Hemi is given some throttle.


Yeah, its loud, but would you have it any other way?

Chris has invested some ten years of his life into the construction of the ’32 and during that time, he has experienced more than his fair share of hassles. Yes, it’s a long time to take to build a car, but Chris has a firm plan in place of what he wanted and was determined to make it happen. The build quality is what you’d expect from Shane and his crew and it’s taken plenty of cash to get the car finished – which also contributed to the time frame. Overall though, the Coupe has turned out just as he expected and wouldn’t change a thing to how it now appears.

THANKS TO: Shane Rowe and the team at

Southern Rod & Custom. Mick Carter for the Trim. Adam Rogash at MPW for the tune. Ben at Night Owl Productions for the Video clip.



Forget a stereo – there’s not enough space for speakers to drown out the engine noise! Priorities change however, and Chris is at the point where he is ready to part company with his wild ’32. That’s bad news for him, but it could be great news if you’ve got a healthy bank account and a desire to own one of the baddest Hot Rod in Australia. Of course it’s not going to be a cheap purchase, but you get what you pay for and when you pay for this one, you’re getting a whole lot of car. Interested? Drop me a line and I’ll pass on your number to Chris. Go on, you know you want it…

P M U P N O I T AC 82

Malcolm Fraser - 69 Camaro Words / Pics / Video - Paul Beck


1969 Camaro’s aren’t what you’d call technologically advanced. Malcolm Fraser fixed that…

There’s no denying that in the world of muscle cars, 1969 was one of the most memorable. Ford had the Boss Mustang, Dodge had their Winged Daytona and Chevy hit back with their SS Camaro. Whilst each car had their merits, the ’69 Camaro is by far, the most popular for those that live and breathe the Bowtie. After spying a mate’s cool ’68 Camaro, Malcolm hit his mate with a heap of questions about the coupe, obviously thinking he would love to add one to his collection.

His mate put him in touch with Lorne from 101 Customs who happened to have imported this ’69 for himself. But when Malcolm fell for the Camaro big time, Lorne was no chance of keeping the car in his own garage. A deal was done and Malcolm was the new owner. Not one to leave things as the factory intended, there was no way this project was going to be a faithful, original-spec restoration. This Camaro was about to get a high-tech, pro-touring makeover…

With his mates ’68 powered by an LSA combo, Malcolm ditched his original plan of running an aspirated LS3 and promptly ordered an LSA that was built by 101 Customs. 84


With his mates ’68 powered by an LSA combo, Malcolm ditched his original plan of running an aspirated LS3 and promptly ordered an LSA that was built by 101 Customs. In standard form, the LSA produces 430kW or a shade over 575hp in the old money. Malcolm wanted more though. The 6.2-litre block was stripped down with many of the factory appointed parts replaced by more impressive items designed to extract more horsepower. The factory crank remains, but now swings Callies H-beam rods and LE dish top pistons while a higher-spec Lunati cam and lifter kit provide a more menacing idle.



Not one to leave things as the factory intended, there was no way this project was going to be a faithful, original-spec restoration.

The standard heads were ported and fitted with Pac double valve springs before joining with the standard intake and supercharger (with 22% overdrive pulley added) to complete the top end of the engine. To deal with the new power, 1000cc Bosch injectors were installed. The engine survives on a strict diet of 98-octane fuel that gets shoved into the engine via twin 044-pumps. A fullcustom, tig-welded stainless exhaust system helps the engine breathe so much more freely than the factory optioned exhaust ever could. With the engine back together and bolted onto the dyno, the power figure was increased to 650hp – almost 485kw!


Some would argue that Pro-Touring cars should be manually shifted, and Malcolm tends to agree. That’s why there’s a 5-speed Tremec with NPC twin-plate clutch fitted up behind the beefed up LSA, with the shifts so much swifter and more precise thanks to the B&M short shifter. That new found power is sent rearward to the custom 9-inch diff using a Strange centre and 31-spline axles to deal with the added stresses coming from up front. A Ridetech 4-link rear set-up locates the diff and ensures the Camaro does what it should when Malcolm gets the urge to drive the Camaro the way it was originally intended to be. And when he does, he can rely on the full complement of Wilwood discs and calipers to provide more stopping power than he needs. The brakes live inside stylish 20x8.5 and 20x10-inch Rushforth rims with sticky, ultra-low-profile tyres. With the mechanical side of things sorted, attention was turned to the body, paint and interior. Muscle cars of the late 60’s are well known for sporting bright colours that ensured all heads turned when they cruised past. Malcolm obvious knew this and had his Camaro repainted in House of Kolor Sunburst Orange with black stripes and accents. The body was kept as per the factory’s intentions with just a few billet accessories added to up the ante.

What you won’t find is any kind of sound system. As Malcolm, says, “I just want to listen to that engine roar!” Who can argue with that.


Like the exterior, the Camaro’s insides were kept relatively period correct with black vinyl added to the factory seats and door trims in a factory style, while the dash scored a set of Dakota Digital VHX dials that sits behind a billet SS-style steering wheel. Malcolm wanted to stay cool when cruising in the hot Sydney summer, so there’s a Vintage air-con system added along with custom seat-belts. What you won’t find is any kind of sound system. As Malcolm, says, “I just want to listen to that engine roar!” Who can argue with that.



There’s no denying that in the world of muscle cars, 1969 was one of the most memorable years.

Like any major build, it hasn’t always run as smoothly as you’d expect, but that’s the game we play. The biggest hurdle Malcolm came up against was getting the tune sorted 100%. So, is the Camaro due for any upgrades after a two-year, $110k transformation? There could be a swap to a T56 6-speed box to make it a little smoother, but apart from that, Malcolm is happy with the way the build finished up. For now, he is content to admire his version of a classic muscle car and to drive it from time to time. See, technology can be good…

CYBER CRUISIN’ The Rise and Fall of the Race Rock Restaurant!

The World 's Greatest

THEME RESTAURANT Race Rock was an automotive themed Restaurant like no other. The flagship restaurant, based in Orlando, Florida, was the ultimate place to grab a beer, a burger and spend plenty of time checking out the gathered memorabilia that filled every available space…


The idea behind Race Rock was conceived by some of motorsports heavyweights including Richard & Kyle Petty, Jeff Gordon, Geoff Bodine, Rusty Wallace, Bobby Moore, Mario and Michael Andretti and the great John Force. The consortium had planned to build the most-impressive automotivethemed restaurant with no equal which started in 1992 in Detroit and then, for a short time, in Las Vegas. But it was the Orlando restaurant that gained the most attention, opening in February 1996. If you didn’t notice the restaurant, it was certainly hard

to miss the massive Bigfoot Monster truck that was parked between the restaurant and the expressway. Situated off Interstate 4, Race Rock attracted huge crowds, many of them hardcore car enthusiasts and tourists – most of which were probably heading to or from Walt Disney World, Universal Studios or Sea World. Whilst Race Rock didn’t offer any rides, it did showcase a lifetime of motorsport memorabilia. A collection of cars, bikes and even transporters selling merchandise housed inside the larger than life building.


CYBER CRUISIN’ Beginning with “Start your Engines” the menu was as unique as the surroundings and featured such items as the Brute Force Burger, the Gordon Double Pepperoni pizza and the King – an Angus New York strip steak with all the goodies. Likewise, the drinks menu were racing fuel themed and came in No Octane, Low Octane and Top Alcohol mixes – some of which were served in fuel churns! So very, very cool! The wait staff all wore pit crew clothing for the full effect and scattered amongst the abundance of cars, bikes, trucks and memorabilia were dozens of TV’s playing non-stop – yep, you guessed it, motorsport based shows. Is it any wonder Race Rock quickly become one of the best theme restaurants in America?


11-years after it opened, Race Rock closed its doors for the final time after the group decided to take a multi-million dollar offer for the land... Check out the video below. With Orlando Motor Speedway located not far from Race Rock and the track hosting the 2001 World Street Nationals, it made complete sense to stage a cruise night at the venue to kickstart the world-renown race meet. With a Police escort, the race cars made their way from the track to Race Rock where the assembled crowd witnessed the race cars cruising down the street and into the expansive carpark to put on one hell of a show.





11-years after it opened, Race Rock closed its doors for the final time after the group decided to take a multi-million dollar offer for the land, which was to be used for housing. What followed was the mother of all garage sales. On offer were race car bonnets, drivers suits, paintings, trophies and of course the race cars that were housed inside the building. In no time, the building was completely emptied and eventually demolished.




The South Coast Nationals has had many different locations over the years, but none were as much fun as those held at the Moruya Airport. We take a look back at the 2003 event where Lee & Deb Pearce and their team put together one of their best shows… The small coastal town of Moruya had been the setting for the South Coast Nationals – a regional event that was more or less, a static car show that had attracted a huge amount of car owners from across NSW and the ACT for a laid back weekend in the country town. Then the event moved out to the local Airport where a number of driving events were introduced, taking the event to another level.




Along each side of the make-shift burnout pad, the crowds, all hungry to see smoke and hear the engines roar, were four or five deep and were quite vocal.

Using a stretch of internal roadway for the go-whoa and what was to be a hard-fought burnout-battle was a great move. Even more cars made their way to Moruya giving the event a mini-Summernats feel. As per previous events, the show and shine was huge with all kinds of cool cars and bikes on display providing a great back drop for the tyre-smoking driving events as well as the dyno comp and numerous trade stands that were scattered around the ground. 102

Then (in 2003) the event moved out to the local Airport where a number of driving events were introduced, taking the event to another level.


Not only did the event attract a record number of crowds filling every possible accommodation venue in town – we had to stay some 25 kilometres away in Batemans Bay, but it also dragged in a huge crowd all hanging out to see these cars in action. Along each side of the makeshift burnout pad, the crowds, all hungry to see smoke and hear the engines roar, were four or five deep and were quite vocal.


Using a stretch of internal roadway for the go-whoa and what was to be a hard-fought burnout-battle was a great move.





Unfortunately, the South Coast Nationals has come to an end, with Lee and Deb taking a rest from staging the event which eventually settled at the local high school for several successful events. Kick back and enjoy one of the best events ever held under the South Coast Nationals banner.


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

KILLER PIC Photo by Paul Beck

Smokin’ Victor Bray - 1957 Chev Doorslammer



Victor Bray lays down one of his signature Burnouts at Willowbank Raceway during the 2003 Australian Drag Racing Nationals. Always the entertainer, Victor impressed the huge crowd!


e l y t S n I





When your life revolves around tough cars and you’re celebrating your 19th birthday, there’s only one way to hold a birthday bash – invite your mates over to blow off some tyres!


WORDS - Paul Beck PICS - Danny @ Jet Six Imagaes

Charlie Sant recently celebrated turning 19 by holding his own birthday burnout fest which was quickly dubbed “Chuck Nats”. Held at the original Pro-Flo compound, the boys took the once clean concrete area and turned it into a burnout pad that looked like it had held burnout comps there for the past ten years. If this is anything to go by, his 21st Birthday is going to be one worth waiting for!


Charlie’s Mum, Lisa made the cool cake and like the other tyres on the day, it didn’t last very long!

Happy Birthday Charlie! Can’t wait to see how you ring in your 20th birthday…





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JAN 4 - FEB 1 - MAR 7 - APR 4 - MAY 2 - JUN 6 JUL 4 - AUG 1 - SEP 5 - OCT 3 - NOV 7 - DEC 5

Sundown Car Fest at Penrith Homemaker Centre

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Paul Beck paul@killerrides.com.au Phone 0432 795336


PO Box 165 Oak Flats NSW 2529 129




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 Luke Hunter @ Hunter Media

Profile for killerrides

Killer Rides Magazine #26_July 2020  

Issue #26 of Killer Rides showcase another bunch of tough street cars all with a common theme - high horsepower. From old school to hi-tech,...

Killer Rides Magazine #26_July 2020  

Issue #26 of Killer Rides showcase another bunch of tough street cars all with a common theme - high horsepower. From old school to hi-tech,...

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