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Ontario,
Canada’s Sean Devine is no stranger to a wrench, having opened not one, but two, auto repair facilities beginning back in 1988.
Initially drawn to import performance, the Maxwell Auto proprietor’s path in life left the four-cylinders in the past and took him to the world of turbocharged, LS V-8 power with his 1973 Chevy Nova.
“Back in the early years, I raced a Honda Civic on and off the street where I set two world records for fastest and quickest SOHC Honda, which I held for approximately eight years,” Devine explained. “The maintenance on the engine was too much, so I went to domestics.” Devine saw much success with his D26-powered, turbocharged 1991 Honda Civic, and also put together a vintage 1979 Civic that he competed with in drag-and-drive events such as Hot Rod’s Drag Week in 2014.
Story: Steve Baur
Photos: Blake Farnan
When Devine got the Nova it was cloned to look like a ’69 SS and he kept that vibe during its restoration and upfitting towards a drag-anddrive event contender.
A Reid-cased two-speed Powerglide with Transmission Specialties converter backs the boosted LS and is shifted through a B&M Pro Stick shifter.
Devine said he’s often referred to as the grandfather of import drag racing, but it was the purchase of a 1971 Chevy Nova for his daughter Jennifer to race that seemingly steered him to domestic muscle about 10 years.
“All of a sudden, I was carless, so I went out and found an old race car, a 1973 Nova which was modified to look like a 1969 Nova SS,” Devine said.
Out back, in the roomy trunk area, a second fuel tank for high octane race gas was installed and the factory tank was modified for high octane street fuel.
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What’s
Old Is
New
if you haven’t read it yet!
Each month we host some of our past issues of RPM Magazine in this section. If you haven’t read them yet, they are new to you! If you have, maybe there’s a favourite car/story you want to read again….here they are!
CLICK A COVER OR SCAN A QR CODE TO GO BACK IN TIME!
When Sean Devine’s daughter took over his 1969 Nova SS, he was without a car and found a tubbed ex-race car basket case ’73 to turn into his next ride – this street/strip bruiser!
The Nova was essentially a basket case. It was totally disassembled and needed everything from paint to wiring to a complete drivetrain. Devine enlisted the help of good friend Wayne Vella and Brian Belli and began working on the project in November 2018.
“Our goal was to go to Drag Week in September 2019 and it was finished July 2019,” Devine said. “We got it there and finished #2 in Pro Street Power Adder.”
Part of getting it to the finish line build-wise was the quick body and paint work performed by Anthony Coladonato at Fix Auto Mississauga North.
He massaged the Nova’s body panels into shape, sprayed the slick black finish, and cut and buffed it in just six scant weeks.
Chassis-wise, the Chevy was fitted with weld-in subframe connectors and had already been back-halved for some big rear tires, though Devine chose to roll on a pair of 15x12 Mickey Thompson ET Drag rear wheels with 28x10.5-15 M/T tires. Up front is a pair of 15x3 ET Drag wheels also wearing Mickey Thompson rubber.
Sean Devine’s LS Turbo 1973 Street/Strip Nova
Body & Paint:
Mostly original steel body with cowl style hood. Body and paint completed in 6 weeks by Anthony Coladonato at Fix Auto Mississauga North.
Chassis Modifications:
Weld-in frame connectors with modified rear frame to allow for tubs. 8.50 certified cage
Suspension (Front & Rear):
Front drop spindles with single adjustable shocks. Rack and pinion steering. The rear suspension is ladder bar with double adjustable coilovers.
Engine:
Dart 427 LS, Molnar crank and rods, BTR cam and Diamond pistons.
Cylinder Heads:
Frankenstein Monster series heads with BTR rockers.
Induction & Fuel Delivery:
Holley high-rise intake, Aeromotive fuel pump, Injector Dynamic Injectors. Two fuel tanks, one for cruising on pump gas and the other for race fuel.
Power Adder:
88mm Precision turbo.
Transmission:
Two speed power glide with a Reid case and a Transmission Specialties converter.
Rear end:
Ford 9-inch with 3.90 gears and 33 spline Bear’s axles.
Tires & Wheels:
Mickey Thompson rims front and rear. Rear wheels are 15x12 with 28x10.5x15 tires.
Interior:
MPI quick-release steering wheel. Aftermarket gauges, B&M shifter, fire suppression system. Factory door panels and dash and full carpet.
ET & MPH:
5.36 @ 133MPH 1/8 mile to date.
Most Unique Feature(s):
The car was built over the course of 9 months to compete in dragand-drive events. Driving involves towing a trailer behind it for 1,000 miles.
Thanks To:
Wayne Vella pushed me to build the car the way it is, he was there for every step of the build. Brian Belli was there to help every time we needed his expertise. Jerry from Heluva Auto Detailing helps keep the car looking so good.
The chassis has an 8.50-certified roll cage, and as drag-and-drive cars often do, Devine’s Nova sports a trailer hitch to pull a trailer for events.
“We put a trailer hitch on it from a Dodge Caravan,” Devine explained. “The hitch was good, but
my old frame was too thin for the trailer we were pulling for the event. At a check point on Drag Week, the trailer hitch almost fell off and we had to find a guy in his driveway to weld up the old frame so we could finish the event!”
A Dart LS block houses a host of go-fast goodies and is topped by a pair of Frankenstein Monster series aluminum heads and a Holley high-rise intake. A single 88mm turbo adds the extra bounce in the Nova’s step.
While not going a with a big-block engine combination, which would be a complete 180 degrees in the other direction from his Honda 4-cylinder racing days, Devine chose one of the biggest small-block powerplants, a 427 LS.
The Chevy’s new suspension includes drop spindles up front with single-adjustable aftermarket shocks.
The 9-inch rearend, fitted with a 3.90 gear set and 33-spline axle shafts, is suspended by a ladder bar setup with double-adjustable coilover shocks damping the movements.
While not going a with a big-block engine combination, which would be a complete 180 degrees in the other direction from his Honda days, Devine chose one of the biggest smallblock powerplants.
Index $110,000 Purse
As for seating in the Nova, twin race buckets were installed with some extra foam pads for those long street drives. The back seat is long gone, since the car was tubbed when Sean bought it. He did redo the area and finished it off with black carpeting during the 9-month build.
Inside, the Nova retains a bunch of factory equipment including the door panels and trim, dash structure and instruments. An array of aftermarket gauges were added along with a removable steering wheel and an owner-fabricated center console to house additional instrumentation and 12-volt power ports.
It is based on a Dart Machinery LS block and measures in at 427 cubic inches. Inside is a Molnar crank and connecting rods, Diamond Racing pistons, and a Brian Tooley Racing camshaft with top secret specs. Moving the intake charge into all eight cylinders is a pair of Frankenstein Monster series heads with Brian Tooley Racing rocker arms. It’s fed pressurized atmosphere by an 88mm turbocharger and through a Holley hi-rise intake manifold.
Sean has been 5.36 @ 133MPH in the eighth to date, but says street driving the Nova is a complete blast too.
Complementing the boosted air with fuel is an Aeromotive fuel pump and an octet of Injector Dynamic fuel injectors. Devine has equipped the Nova with dual fuel tanks with one for pump gas for the long drives between tracks, and one for race gas
for when he needs to put the big numbers up on the scoreboards.
Backing the built smallblock LS is a two-speed Powerglide transmission that was assembled using a Reid Racing case and was fitted with a Transmission Specialties torque conver-
tor. After the gear shifting is done, Devine squeezes a set of custom disc brakes to bring the machine down to pit speed.
As this still is a street car, and Devine wouldn’t have it any other way, the Nova has kept many of its original interior components.
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RON RHODES 1968 Chevrolet Camaro
“The car was built to compete in drag-and-drives,” Devine noted. “Driving this car on the street is so much fun. Wayne Vella pushed me to build the car the way it is. He was there for every step of the build. Brian Belli was there to help every time we needed his expertise. Jerry from Heluva Auto Detailing helped keeping the car looking so good.”
Devine’s most memora -
ble experiences to date have come while competing at drag-and-drive events and include racing well-known drag-and-drive racers, running 8s in the quarter-mile for the first time, and racing against his daughter for the first time.
“Racing has always been part of my life, and I have now passed this addiction on to my daughter Jennifer who loves it as well.”
Article first appeared in the May 2021 digital issue.
RPM MAGAZINE Reprint IN Print!
RPM MAG’s commitment to features that appeared digital-only since June 2020.
They say that passion comes from within, but often times it’s not without inspiration from others. Growing up in Southern California, Bryan Cobbett was truly ingrained in the mecca of car culture, great weather, and of course, lots of racing! “I got my first exposure to racing when my parents would take me to the local tracks throughout Southern California. My father used to race the Jr. Fuel category and it didn’t take me long to get hooked on drag
racing.” Bryan would watch and attend dozens of races throughout his childhood years and when it came time to get his driver’s license, he was more than ready.
Along the way, he took a liking to Ford Mustangs, so naturally a Mustang was top of the list for his first car. “The first car that I drove in high school was a 1965 Ford Mustang Fastback. There wasn’t much to it, just a 289 V8 with 2 barrel carburetor on top, but it was a Mustang,” said Cobbett.
An extremely well thought out and detailed tribute to a family rich in military history, both sides of Bryan’s family have served in the military for generations.
Story & Photos: Eddie Maloney
The “CF” in the slick fighter plane scheme stands for “Cobbett Family”.
This was about the time that the Street Legal Drags at Pomona started up, so Bryan took the car out and ran it down the track, and that was all he needed. “That was it for me, and it wasn’t long before we pulled the stock motor out and dropped in a stroked 408ci cubic inch 351 Windsor based engine.” From there, they would add an NOS 125 shot
plate nitrous system and a set of Hoosier DOT tires, and soon Cobbett was running consistent 12-second elapsed times.
By 1995 the Mustang would see bracket racing duty at Los Angeles County Raceway in Palmdale California where Bryan had a lot of fun cutting his teeth in organized racing, but soon, heads-up drags would pull him in.
The first bona fide streetcar organization on the West Coast; the “Pacific Street Car Association” (PSCA), was born in the early 2000’s and it drew a lot of attention from both bracket and street race groups and Cobbett was one of them. For the next eight years, he ran the True Street category with the PSCA. “While we had our struggles competing in that class, especially running the nitrous oxide, we were still fairly competitive. We typically finished in the top 5 at season’s end but we never quite got that championship.”
After the 8th season running True Street, Bryan decided to park the 1st. Gen. Stang and head in a different direction, with a purpose built drag car.
The fighter aircraft theme was carried through the engine bay including both the factory frame rails and added chassis bars.
Another tribute to the P51 Mustang is the Rolls-Royce inscription on the SBF valve covers. Rolls-Royce Merlin originally designed a V-12 liquid cooled piston engine that was used in many World War II aircraft.
He found a 2004 Ford Mustang body in white from Skinny Kid Race Cars and the body/chassis combo was shipped to him as a roller with the suspension intact. RacerX finished the cage and strapped in a fresh naturally aspirated 420 cubic inch small block Ford power plant and that
combination would see lap after lap in pretty much any class they could fit it into. “We ran the new car in the Hot Street and Naturally Aspirated 10.5 at all the PSCA events as well as West Coast Hot Rod Association (WCHRA) and National Muscle Car Association West (NMCA) series,
Bryan Cobbett’s 2005 Drag Radial P51 Ford Mustang
Chassis Type & Mods:
25.3 cert chassis.
Suspension:
Complete Strange front and rear suspension. JRI shocks on all four corners.
Body & Paint:
All steel body except for fiberglass hood. Also still has functioning roll-up glass windows. Star Side Designs in Riverside, California, did the body and paint after the famed P-51 Mustang from WW2.
Engine:
440ci small block Ford, 10:1 compression ratio. D3 heads with Jesel rockers & lifters prepared by Bennett Racing. Engine was assembled by Mountain View Performance in Rancho Cucamonga California.
Rotating Assembly:
Callies crank, Oliver steel rods, Comp cam and JE pistons.
Power Adder:
F-3X 135 ProCharger, crank driven. Supercharger Store gear drive. No Corners Cut intercooler.
Electronics:
Big Stuff3 Gen 4. Racepak V300 SD & IQ3 dash
Transmission & Converter:
Mike’s Transmission Monster 400.
Rear Differential:
Strange rear full floater assembly with 4.11 gears and gun-drilled 40 spline axles.
Division/Class Run:
Small Tire & X275
Best Performance To Date:
4.51 ET at 160mph in the 1/8th-mile. The car has not had a full power pass yet, just soft tune passes so far.
Thanks to:
Ben Davidow from Bigstuff3 along with Jason Lee are helping us out with the tuneup. We also have some sponsorship help from Hangar 24 Brewery in Redlands, CA. The CF in CF Racing Motorsports stands for Cobbett Family. My wife Shyla and both daughters Kayla (23yo) and Hayli (18yo) come to support as well and help out whenever possible. Without my parents (Linda and Geoff Cobbett) involvement with this car none of it would be possible.
Unlike their previous race car, this 2005 Ford Mustang was a production car and still retains the factory dash and power windows!
including all the Street Car Super National (SCSN) events in Las Vegas we could make,” added Cobbett. From 2005-2016, the new Mustang always finished in the top 5 with several #2 finishes, but just wasn’t ever able to grab that championship. The journey with that car, however, came to an abrupt end in fall of 2016 after hitting the wall just past the finish line at the Street Car Super Nationals at The Strip at Las Vegas Motor Speedway. Luckily for Bryan and his crew, not all was lost as a result of the accident as
Still a stick car, Evans relies on a G-Force g101a trans for transferring the nitroused ponies rearward to the fortified factory 8.8 rearend.
The supercharger cooler and tank rides shotgun.
A Racepak dash accompanies stock gauges and a faux fighter plane cockpit cluster to the right of the driver.
The first outing with the P51 Mustang was at the famed Auto Club Famoso Raceway during “The Shootout” held by the West Coast Hot Rod Association.
Bryan seen here on a 4.51 1/8 mile pass at the 16th annual Street Car Super Nationals at The Strip at Las Vegas Motor Speedway. The Mustang pulled a 1.10 short time on the back tires on its way to a clean pass on the soft “break in” tune up.
they had insurance on the car which ultimately led to the purchase of their current 2005 Drag Radial car. And that’s where the story of this P51 Mustang starts.
“We saw the car for sale and since my dad is a Vietnam Veteran and also knows a lot of the P51 Mustang’s history, he was intrigued by the paint scheme. My grandfather served in the British Air Force and my other grandpa served in the United States Navy during WWII, so a military themed car seemed like a
pretty cool idea. Plus, it was a Ford!”.
Both Mustangs are rich in history of course; the flying P-51 Mustang was designed in 1940 and had been successfully battle tested for over 4 decades in numerous conflicts, striking fear into all those who faced it, and the Mustang car, well it has been an iconic symbol of the American automobile industry, muscle car era and performance and racing movements since the very first model rolled off the assembly line.
Wheel/tire choice and the fitment for the Mustang was spot on; Weld V-series wheels wrapped in
Mickey Thompson ET Street Radial tires.
Bryan’s “kills” are a fitting tribute to the classic fighter aircraft design.
With the ’05 home it wasn’t long before Bryan realized that the previous owner of the car wasn’t completely honest with him at the time of purchase. In short, there was a lot more work that needed to be done than anticipated. “The engine was pretty much junk and then, while charging the battery, the car caught fire.” This wasn’t a good start for the new build, but Bryan had no choice but to press on. For the next 2.5 years the Mustang would reside much of the time at Mountain View Performance in Rancho Cucamonga, California before being finished up in the summer of 2020. Mountain View assembled a stout 440-inch small block Ford with an F-3X 135 crank driven ProCharger and Supercharger Store gear drive backed by a Mike’s Transmission Monster 400. For this build, there would be no cutting corners and the P51 would come to the show with all guns loaded.
During their first outing in 2020, Bryan and his team gathered some good data, however, they were not able to log any complete passes. Then, with many events canceled due to the pandemic, Bryan’s next event was nearly 5 months later at the Street Car Super Nationals in Las Vegas. Xtreme Drag Radial would be the class of choice and Bryan made considerable steps towards the car’s potential, eventually running a best of 4.51 to the 1/8 mile at 160
mph, at about 70% of the car’s power potential.
Ready for the 2021 season, Bryan says it’s as simple as “just change the pulley and go fast!” Confident that he’ll be piloting a low 4-second ride gives Cobbett incentive to get out and run the car hard at as many events as possible in search of that winner circle finish, and you can bet that the air support of this P51 Mustang will be instrumental in getting him there.
James Ballard’s Plymouth Fury was a threat at any car show for decades, and the all-steel all glass muscle car, still with its pristine decades-old paint work, has been transformed to be a threat on the drag strip too.
Story: Steve Baur
According to PRK Automotive’s Phillip Gaeta who built the car, Ballard’s Fury spent a good bit of its later life hitting the car shows and the sick level of paint, pinstriping, and chrome plating from top to bottom is surely indicative of that. Cars like this also make awesome race cars because they look like your average classic muscle machine, but counter the purple haze of their blue-dot tail lights with the sweet sounds of twin turbochargers, and they perform incredibly well once you put them on the track.
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A full chromoly chassis was fabricated for the Fury...
The front incorporates a Riley Motorsports AlterKation K-member with Viking shocks and full custom disc brake setup. Out back, a ladder bar setup was mated with a pair of Chris Alton’s VariShocks. The Quick Performance Ford 9-inch rearend boasts 35 spline axles, a full spool, 3.55 gears, and a matching set of disc brakes.
Builder Phillip Gaeta goes over data from the Fury. “The customer started out wanting a solid 800-horse power-capable, Mopar Hemi Gen 3, and a good transmis sion to be able to drive to car shows and maybe play at the track on occasion,” Gae ta explained. “It turned out really nice. We made 1,400
Ballard still wanted to take home trophies from car shows, but also wanted to play with the Plymouth at the track and it needed to hold its own. After all, your car can’t be a sled when its name is “Fury.” To that end, Ballard brought the red beauty to Gaeta’s Mesa, Arizona-based PRK Automotive to beef it up with some modern performance upgrades.
“The customer started out wanting a solid 800-horsepower-capable, Mopar Hemi Gen 3, and a good transmission to be able to drive to car shows and maybe play at the track on occasion,” Gaeta explained. The first order of business was to yank the 440 cubic-inch engine and 727 Torque Flite transmission, which was sold off to another Fury owner.
James Ballard’s Street/ Strip Twin Turbo HEMI 1964 Plymouth Fury gains all kinds of attention at the track!
Although the Fury looks mild, it is anything but. From the rear wheels and tires being tucked neatly up into the wheelwells to the small cut-out in the hood for the Hi-Ram intake manifold, front fender side-exit exhaust and missing inner headlights (repurposed for the twin turbo application), a savvy onlooker will suspect that this beautiful old Mopar may have a bit more going on that meets the eye, especially in the horsepower department.
Hanging from the tubular rear suspension is a Ford 9-inch rearend from Quick Performance that was fitted with 35 spline axles, a full spool, 3.55 gears, and a matching set of disc brakes.
Under the hood is where you’ll find the Gen III HEMI powerplant that began life as a factory Hellcat engine. Measuring 426 cubic inches— as any HEMI should—it was machined by Outlaw Race Engines and fortified with a Molnar crankshaft and connecting rods, Diamond pistons and Total Seal rings. Working with the Competition Cams camshaft, the Air Flow Research aluminum cylinder heads were fitted with more Comp Cams valvetrain products, along with a modified set of Mopar shaft rocker arms.
A full custom aluminum interior was fabricated and the roll cage was painted bright red to match the exterior. Because the Fury sees both street and strip action, comfort was important to Ballard and a pair of Sportline RRX bucket seats were installed along with Impact Racing harnesses for the track.
A B&M shifter controls the overdrive automatic transmission, and a Pro Dash was expertly installed into the Fury’s factory dash, which has a chromed-out tachometer perched on top for vintage effect.
A pair of 67mm AGP turbochargers were upgraded with billet compressor wheels and Gaeta fabricated the entire turbo system and wired in a Dominator EFI system to control the entire powertrain. Tuner Aaron Schwartz worked his magic to get things up and running.
The Hellcat supercharger is long gone and was replaced with a Hi-Ram intake manifold and 105mm throttle body that are boost-ready. Ballard’s builder, Phillip Gaeta, also added 220 lb/hr fuel injectors that are supplied by an Aeromotive Eliminator fuel pump which draws from a street-cruising friendly, 15-gallon fuel cell.
The Hellcat supercharger is long gone and was replaced with a Holley HiRam intake manifold and 105mm throttle body that are boost-ready. Gaeta made sure the Plymouth has plenty of fuel to burn by adding Holley 220 lb/ hr fuel injectors that are supplied by an Aeromotive Eliminator fuel pump which draws from a street-cruising friendly, 15-gallon fuel cell. Complementing the fuel is a pair of 67mm AGP turbochargers that were upgraded with billet compressor wheels, and Precision wastegates and blow-off valves manage the boost levels. Gaeta fabricated the entire turbo system and wired in a Dominator EFI system to control the entire powertrain.
James Ballard’s Street/Strip Twin Turbo HEMI 1964 Plymouth Fury
Builder:
PRK Automotive LLC (Tech Sheet Information courtesy Phillip & Randi Gaeta at PRK Automotive).
Body & Paint:
Paint was done in the 80s- has not been touched since!
Chassis Modifications:
Full chromoly tube chassis (8.50 cert).
Suspension:
ladder bar, quick performance Ford 9”, Alterkation front K-member by Reilly Motorsports, Viking Shocks all around.
Engine:
Gen3 Hemi Factory Hellcat block- 426 ci
Rotating Assembly:
Molnar Crankshaft & Rods, Diamond Pistons, Total Seal rings.
Cylinder Heads:
AFR heads, Comp Cams camshaft, Comp pushrods/ lifters/valve springs, factory modified Mopar rockers/shafts.
Induction & Fuel Delivery:
Holley Dominator Efi system, Holley HI Ram intake manifold, 105 mm throttle body, Holley 220lb/hr injectors, Aeromotive Comp Eliminator fuel pump, fuel filters & regulator, fuel cell (15 gal) aluminum.
Power Adder:
Twin 67mm AGP turbos, billet wheel, Precision wastegate & blow off valves. Full custom built system (PRK).
Transmission:
4L80E with Reid SFI bellhousing to Mopar Gen3 Hemi, transbrake & billet converter.
Rear End:
Quick Performance Ford 9” 35 spline axles, full spool, 3.55 gears.
Tires & Wheels:
28x10.5 Rear tire- RC Comp Wheels (beadlock) fronts are 26x4.5x 17 RC Comp.
Interior:
Custom made dash (PRK built).
Shifter – B&M Magnum Pro.
Seats- Corbeau Sportline RRX.
Belts- Impact Racing.
ET & MPH:
Still in testing but ran 157mph – peddling at 9.80 at 14 psi boost. Dyno’d at 22psi at 1400HP to rear wheels.
Most Unique Feature(s):
Car is very clean, all steel and glass, full trim, has a Tinkerbell etched into wing window from the 80s and that seems to be quite the crowd pleaser. The car draws a lot of attention for the clean old school look with a modern hemi drivetrain when everything else out there seems to be LS Swapped.
Reason For Build:
Our customer wanted to build a car to compete against LS swapped cars and push the limits of the Gen3 Hemi. For us at PRK it was doing something different than another turbo LS engine build, pushing our personal limits and gaining the knowledge of another platform. Most people look at the car and think it’s an LS until they actually walk up and get close to the engine bay and see that it isn’t.
Build Timeline:
Chassis & Fab work took 1.5 years.
Rest of the build- 1.5 yrs from engine build, turbo system, interior, wiring, etc to actually getting on the track. Covid really messed up this build in getting parts from all the suppliers – this was our nightmare build during this time period.
Most Memorable Experience:
Watching the car go 157 mph at low boost not trying to make a fast pass – still in the shake down period and realizing we have not yet tapped near the full potential.
Thanks To:
Tim Mitchell at 1320 Industries.
Outlaw Race Engines – machine work & balancing.
Kenny Leoni - engine compartment paint & body work.
AZ Driveshaft & Differential- driveshaft
Comp Cams- all their help with figuring out correct parts.
Molnar- experience with Hemis.
Holley – as always for their existence.
All Out Tuning- Aaron Schwartz for being an amazing tuner- figuring out all the little issues and all his support on and off the track.
Andy Holleman- Holleman Hot Rods - for manning the beast down the track -taking over for Phil to lend his experience- being an amazing driver and great friend.
Brent Huckey- help at the track and great golf cart chauffeur.
Jim Ballard - for trusting us and giving us the opportunity to build this beast.
The Gen III HEMI started out as a supercharged Hellcat engine. Measuring 426 cubic inches, Outlaw Race Engines handled machining duties and a Molnar crankshaft and connecting rods along with Diamond pistons and Total Seal rings now rotate inside. Air Flow Research heads were fitted with Comp Cams valvetrain products, along with a modified set of Mopar shaft rocker arms.
Aaron Schwartz of All-Out
Tuning tapped the keys until the turbocharged HEMI was happy.
Like the rearend, the transmission is non-Mopar, with PRK Automotive installing a GM 4L80E for stout longevity and street-friendly service. It was upgraded with a Reid SFI bellhousing that not only meets the safety requirements, but also adapts the transmission to the back of the Gen III HEMI.
The all-steel, all-glass Plymouth was repainted in the 80s and looks the car show part, but there are a few key elements that let everyone know something a bit racy is going on. The small cut-out in the hood for the Hi-Ram intake manifold is the first giveaway, followed by the front fenders and their side-exit exhaust. Then, there are the sparkling RC Components drag wheels wrapped in racing rubber.
On the inside, the aesthetics get even racier with full aluminum tinwork front to back that really shows off the bright red roll cage. Corbeau Sportline RRX bucket seats are a nod to cruising comfort and Ballard remains planted in them thanks to a set of Impact Racing harnesses. A B&M shifter controls the overdrive automatic transmission, and Ballard has a Pro Dash to monitor the engine vitals from PRK did a superb job
fitting it into the Fury’s factory dash, which has a chromed-out tachometer perched on top for vintage effect.
“It turned out really nice,” Gaeta expressed. “We made 1,400 at 22 psi and still have room to go up.”
On just 14 psi of boost and an easy pass, the Fury charged to a 9.80 at 157 mph, so it sounds like
they’ll be able to test the limits of the chassis certification with no problem.
“The customer wanted to build a car to compete against LSswapped cars and push the limits of the Gen III HEMI. For us, it was doing something different than another turbo LS engine build, pushing our personal limits, and
gaining the knowledge of another platform.”
The Fury’s build took about 3 years, though Gaeta noted that much of that was due to parts availability issues caused by the pandemic. Now that the team has shaken it down at the track, it’s ready for Ballard to unleash its Fury on the street and strip.
Article first appeared in the May 2021 digital issue.
RPM MAGAZINE Reprint IN Print!
RPM MAG’s commitment to features that appeared digital-only since June 2020.
For Shawn Calkins, all this horsepower madness started at the tender age of 16 with his first car, a 1963 Chevy Nova. “All I wanted to do was street race it!” Calkins said with a smile.
Not long afterwards, Shawn would meet Bob Dye who became instrumental in helping him with the Nova, and also getting his feet wet in organized drag racing. Dye took Calkins to Carlsbad Raceway and put him in a Camaro for his first run down the dragstrip, where he clocked an 11.76 at 118mph.
Story: George Pich
Photos: Jerry Garrison
Shawn Calkins
“I was hooked from then on and I started racing the legal drags at Pomona, Terminal Island, Carlsbad, Irwindale and Fontana.”
Years passed, but Shawn’s love of fast cars did not. He had always been a fan of the 1968 Chevelle and dreamed of having a fast street car. “I wanted a 7-second street car, but also something that I could take to a car show,” he added. After 3 years of searching for just the right candidate, Shawn finally found this 1968 Chevelle in January 2020, and built the car he had always wanted around it.
“I was looking for something really clean that could handle a lot of power and found this particular Chevelle in Henderson, Nevada. It had only recently been completed and had just 8 passes on it”. Knowing that he had a 605-inch big block Chevy that he pulled out of his drag boat sitting in his garage, Calkins convinced the seller to let the car go less the motor.
Willie Wells installed an anti-roll bar and wheelie bars to work with the existing rear 4-link/coilover setup. Including the parachute, these are all necessary to help the Chevelle run fast and safe down the dragstrip.
Once the car was in Shawn’s hands back home in California, he got right to work and a year later it was ready to go. It was a solid piece and just needed to be tweaked and changed in a few areas to meet its new owner’s vision. The body of the car is OEM southern Chevy
steel including the doors and fenders, with the exception of the ‘glass hood and trunk lid. Super Stripes Customs did the slick two-tone paint scheme that just “works” with the Chevelle body lines. The factory glass remains except for the door windows which were replaced with poly units.
The slammed to the weeds Chevelle retains most of its original steel and has a Chris Alston tube chassis.
August 16-17
Sept 20-12
Oct 4-5
A seriously badass Mike Miller 605-inch big block Chevy takes up the real estate between the chassis rails up front and is equipped with an Edelbrock direct port nitrous system for good measure.
Half the fun of owning your dream car is the driving and tuning on it.
Inside is as clean and clutter-free as it gets. The well executed 7-second certified cage work is a Chris Alston’s creation and is complemented by satin gray paint with a matching matt finish on most of the other fabricated interior panels. A single warning light is dash mounted while a Racepak digital dash relays all other pertinent info to the driver, and a Precision Performance Products shifter controls gear changes
of the Mike’s Powerglide transmission with PTC converter. Two seats are required when a passenger wishes to strap in for cruise, as Shawn was sure to point out the Chevelle has all street legal equipment and is tagged with current plates. While we all have our own interpretation of what is or is not a street car, the bottom line is that this Chevelle can be driven to get ice cream or thrashed on the dragstrip.
Shawn Calkins’ Street/Strip 1968 Chevrolet Chevelle
Chassis Type & Mods: Chris Alston tube chassis.
Suspension: 4-link coilover rear with anti-roll bar and wheelie bars by Willie Wells Racecars. Strut front end with rack & pinion.
Body & Paint: Steel body, doors and fenders. Paint by Super Stripes Customs.
Engine:
Mike Miller Racing 605 BBC. Dart tall deck block, 13:1 CP Pistons, Oliver rods, Callies Magnum crankshaft, 937 Isky lifters, 55mm Comp roller cam, Jesel belt drive, 12 degree Pro-Filer heads, Manton pushrods, Jesel shaft mount rocker arms, Pro-Filer tunnel ram intake with two Gary Williams 1050 Dominators, Moroso external oil pump and Mickey Williams 14 qt. oil pan.
Power Adder: Edelbrock direct port nitrous system.
Electronics:
MSD Grid ignition system. Transmission & Converter: Mike’s Powerglide with PTC converter. Rear Differential:
Fabricated 9-inch with Strange 3rd member and axles.
Other Important Vehicle Information:
Street legal, weighs 3200 lbs. Thanks to:
Mike Miller who built the 605 engine, Ed Allen who helped install the motor and trans, Willie Wells for the chassis work and Talyn Calkins who also helped with plumbing, wiring and fabricating. And thanks to my crew consisting of - Mike Phelps, Mike Miller, Steve Newton, Ed Allen and Talyn Calkins.
Inside, the car is free from unnecessary equipment, but make no mistake, the passenger seat is there for a reason.
Aside from completely re-plumbing the car and wiring it for the nitrous oxide system, Calkins also changed the ignition to MSD and a Grid system and had Willie Wells install an anti-roll bar and wheelie bars to work with the existing rear 4-link/ coilover setup. That rear suspension supports a fabricated 9-inch Ford diff. with Strange center section and axles, while
a coilover strut front end is equipped with rack and pinion steering. Shawn makes his power old school – a big inch big block with lots of nitrous! The sizeable 605-inch big block Chevy is the creation of Mike Miller Racing Engines and started with a tall deck Dart block. 13:1 compression CP Pistons are pinned to Oliver rods rotated by a Callies Magnum crank.
937 Isky lifters are activated by a 55mm Comp roller cam and a Jesel belt drive keeps everything in time. 12-degree Pro-Filer heads are equipped with Jesel shaft-mount rocker arms commanded by Manton pushrods. A polished Pro-Filer tunnel ram is topped by twin tricked-out Gary Williams 1050 Dominator style carbs. The addition of an Edelbrock direct port nitrous system pushes horsepower beyond imagination, and oiling is controlled by a Moroso external oil pump feeding a Mickey Williams 14-quart pan.
Monster wheel tubs house the big meats out back and a fabricated 9-inch rearend is filled with all the necessary offerings from Strange Engineering and suspended by a 4-link coilover setup.
The quality of chassis work and build components is evident up front where everything is tubular!
While the fresh Chevelle has seen some street miles and track laps, due to the competitive nature within certain circles of heads-up drag racing these days, we can’t divulge the exact performance numbers. We can say, however, that the most memorable experience in the few months that the car has been completed has to be
the first time Shawn’s 11 year old son started it; “the smile he gave me was unforgettable,” Calkins said of the experience. It’s safe to say that Shawn’s dream of a 7-second street car has been realized and that it will continue to provide memorable moments, both on and off the track, for years to come.
From left to right: Mike Phelps, Mike Miller, Talyn Calkins, Steve Newton, Shawn Calkins, Ed Allen.
Article Courtesy: ProStreet 519
CANADANO
Photos: Andy Albrough
ProStreet519NoPrepRacing: TheThrilloftheStreetTakesOvertheTrack
NOPREP
No Prep drag racing isn’t limited to the States. North of the border, in Ontario, Canada, there’s a strong movement of hardcore No Prep action that’s been getting stronger year after year. Enter ProStreet 519 No Prep racing.
As the sun sets over the Ontario landscape, a different kind of excitement takes hold. The roar of engines, the scent of burning rubber, and the thrill of adrenaline-fueled competition – welcome to ProStreet 519 No Prep racing.
In the world of drag racing, No Prep has become a sensation
throughout the USA, drawing in fans and racers alike with its unique blend of street-style racing and highstakes competition. And north of the border, in the heart of Ontario, ProStreet 519 has emerged as a force to be reckoned with, bringing together a community of passionate racers and fans who live and breathe the thrill of No Prep racing.
For those new to the scene, No Prep racing is a style of drag racing that eschews the traditional eighthmile track for a more raw, street-style approach. The track is left unprepped, with no sticky compounds or elaborate setup – just the raw asphalt & a flagger instead of a traditional tree. It’s a true test of driver skill, car setup, and sheer bravery.
Rickardo Myers’ slick turbo Ford Fairmont provides a taste of something different.
ProStreet 519 has taken this concept and ran with it, building a loyal following of racers and fans who flock to their events to experience the thrill of No Prep racing firsthand. From the humble beginnings of a small group of
friends racing on the streets to the organized events of today, ProStreet 519 has stayed true to its roots, keeping the spirit of street racing alive while bringing a level of organization and professionalism to the sport.
John Forbes talks with racers and crew at a drivers meeting. Among his followers, Forbes is considered to be a solid frontman for no-prep in Ontario, Canada.
Local racer Rory Cohoon looks on before he gets cinched in for his pass.
Brian Walker’s son helps get him in the sweet spot. Walker’s truck is always a contender.
Jon Legto with a textbook launch on a no-prep surface in the stunning “Army Green” Mustang.
Team Protech Racing with a big wheelie in the boosted Stang.
But ProStreet 519 isn’t just about the racing – it’s about the people, the cars, and the rivalries that make it all so exciting. Take Mike Corley, for example, who dominated the competition at Legacy No Prep 4, taking home the titles in both the Small Tire and Outlaw classes. Corley’s impressive performance was a testament to his skill and dedication as a driver, and cemented his reputation as one of the top competitors in the No Prep scene.
Another driver who’s been making waves in the ProStreet 519 community is Jason White. White has been a force to reckon with in his nitrous-powered big block Chevy Nova, affectionately known as “Copper Top.” White’s car is a fan favorite, with its sleek design and impressive performance capabilities. And with White behind the wheel, Copper Top is always a contender for the top spot on the podium.
John Forbes’ 1980 Chevy Monza . Even the boss needs to have some fun!
Backing up “Tetanus Shot”
from
Legacy
Dylan Bodigon
Indiana at
No Prep in his twin turbo Chevy Nova heats up the buns for a solid launch.
Mike Corley with a big wheelie in the camo’d Chevy pickup.
Mike Corley focuses on his next run in the cockpit of his truck.
Myke Bee, running with no front end on his Fox Body Mustang at Legacy No Prep.
Pedro Paul’s big tire Nova gets hold of the asphalt.
A bracket racer tries no prep action. No Prep is a great companion to or transition from bracket racing allowing racers to go all-out in heads-up racing without ETs getting in the way.
Heading straight down the unprepped surface at a PS519 event in a small tire G-Body.
Lucas Petitti’s beautiful 4-eye turbo Fox Body Mustang.
Frank Bagley’s big tire big block nitrous Camaro.
And then there’s Jon Legato, who burst onto the scene with his brand-new LS turbocharged Fox Body Mustang. Legato made a statement with his first event, taking home the win at No Way Out on the backside of St. Thomas Dragway. But he didn’t stop there
– Legato went on to dominate the competition at Dig or Die, one of the fastest No Prep races in America, defeating a field of 102 small tire cars to become the first-ever Dig or Die champion. But behind every successful racing series is a passionate and
dedicated founder, and ProStreet 519 is no exception. As the founder of ProStreet 519, John Forbes has had the privilege of watching this series grow from humble beginnings to become the biggest No Prep series in Canada.
Ryan Murphy’s beautiful Camaro lighting up the tires to get some heat into them and some rubber laid down.
Trevor Couture gets caught up in some burnout smoke.
Frank R Kay’s 2000hp GTR. Never underestimate the car in the other lane!
Pedro Paul’s beautiful Nova showing a perfect transfer with the rear squatting and front wheels just tickling the surface.
Bryan Gilbert gets a hold of the track in his small tire turbo S-10.
A local bike racer trying out a noprep surface.
Growing up, John loved the track and drag racing, but while there was heads-up racing, there was a clear lack of wild No Prep drag racing that you’d see online, where fans are engaged, betting on races, and rooting for their favorite drivers. Against all odds, John started the path to creating a No Prep series in Canada – from humbly hosting small car meets to taking it to the track for small events, and eventually growing into some of the largest money racing in the area.
“Some fond memories include hosting 90 racers at Legacy No Prep, drawing Street Outlaws and racers from Michigan, Indiana, and more,” Forbes told us.
Brian Godecki’s Nova on the top end of a run with the windmills.
Paulo Silveira’s nitrous powered 3rd gen Camaro. He’s widely considered the final boss. Paulo always jumps in multiple classes and is a hard competitor to beat.
PS519 Tech Guy Beau Smith carves up a pig at one of the group’s “Blue Collar” events.
Ron Charlton’s turbo Fox Body. Ron has been racing with PS519 a long time and he’s always been a legend in the town of St Thomas.
“There have also been racers that drive long distances from Quebec and Ottawa to be a part of our action. It’s moments like these that make all the hard work worth it.”
“As we look toward the future, 2025 is already shaping up to be an
absolutely insane season. Payouts and car counts are going to be bigger than ever, with some notable events on the horizon. On July 20th, True North Turbos Presented Clash Of Champions with $10,000 cash to win in the small tire class on the back-
side of St. Thomas Dragway. And don’t miss Legacy No Prep 5, the 5th annual no-prep event that’s considered the Super Bowl of No Prep in Canada, also paying $10,000 cash to win in the small tire class.”
Forbes’ series, ProStreet 519, offers a range of classes to suit every type of driver and car, including:
• Small Tire • Big Tire • Hard Tire
• Real Street • Daily Driver
• Bikes • Stick Shift
Whether you’re a seasoned racing veteran or just starting out, it seems that this series has something for everyone and John has extended an invite to all who wish to come out and experience the No Prep action and northern hospitality that ProStreet 519 has to offer.
RPM
Legacy No Prep Belts awarded to champions, along with a mitt full of cash.
