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EDITOR IN CHIEF.........................................................CHRIS BIRO

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email To subscribe to RPM go to or email Trish Biro at, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.


RPM Magazine has been a world leader in motorsports publishing for 19 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.


Publication Return/Address Change Information


USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 12 times per year by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030.

For advertising information contact


Periodicals postage rate is paid at Fairfax, VA and additional mailing offices.

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

Special Events Manager: Chris Biro Special Events Sales: Trish Biro: 519-752-3705 Subscriptions/Address Changes: Circulation General Inquiries: 519.752.3705


EDITOR’S RANT 20 Years...



e’re heading into our 20th year of publishing RPM and we continue to grow with each and every issue printed. Oh that’s right, if you’re reading this online, you can’t group RPM in with the hundreds of online-only mags, blogs, or sites, because we exist in the real world of print as well as the virtual digital world, and we wouldn’t have it any other way! There’s been some recent chat and rumors flying around about our 2019 events and what RPM will be doing to celebrate our 20th anniversary, and we want to set the record straight. For our 10th, which seems like only yesterday, we had a fantastic event in Holt Florida, complete with fast doorslammers from street-legal to pro mods, a southern-style pig roast, and tons more action on and off the track—so we’ve been trying to figure out how to one-up that for our milestone of 20. Along with all the fun, we have to admit that it’s been 20 years of blood, sweat, & tears for the RPM staff—a lot of hard work—but we love what we do which makes it all worthwhile. As most of our regular readers know, we started before digital photography, and when there was no such thing as digital prints, uploading files, etc. We survived one of the worst economic situations in recent history in 2008 and several years following, and our unique original format has been copied time after time after time, which we consider a compliment. RPM is still a privately (family)-owned operation and every one of our employees and contributors has a deep passion for cars and horsepower, and we think that shows with each and every issue we produce. 20 years later we’re still bringing you the baddest street and strip doorslammers on the planet with a focus on the people who own them and build them...the guys and girls busting their butts to earn a living to support their horsepower habit by day, then busting their knuckles after


Chris Biro

GEARS work in the garage to make their dreams a reality by night. We have some huge news for our 20th anniversary year and you’re all invited! Since we celebrated in the south 10 years ago, we decided to keep things northerly for the 20th and the place will be none other than Michigan, home of the Motor City itself, where this car crazy, high-horsepower insanity started so many years ago. As time has passed, RPM has made so many great friends doing what we do and we want to share our 20th celebrations with them, and you, so mark the August 9th to 11th weekend off on your calendar! The action will actually start Thursday (August 8th) with a test and tune at Lapeer Dragway. Not to mention there will be thousands of cars invading Michigan for the Woodward Dream Cruise, and if you have never been to that, well, it’s only the biggest, baddest display of horsepower in one place at one time worldwide! After huge success in 2018, we’re working with Tom Bailey again for his 2019 “Tom Bailey’s Woodward PreParty/ RPM MAG Takeover as part of the 20th BIRTHDAY BASH. Tom’s Thursday Test & Tune will be back at Lapeer Dragway (with all the baddest cars in the land racing right alongside you), then the PreParty/Takeover on Friday, complete with dyno and the wildest burnout competition you’ve ever seen (plus in honor of our 20th, RPM Magazine senior staff will be on hand with free stuff and searching for RPM feature cars). Saturday will be your time to enjoy what Michigan, Motor City, and Woodward have to offer, and Sunday Sunday Sunday will be race day at Lapeer as RPM works with ALL OUT LIVE and Ian Hill’s ONTARIO GRUDGE WARS to bring you one wild day of non-stop drag race action! That’s it in a very small nutshell, but be sure to watch here and on RPM social media for more news and updates...see you at the BASH!


More of what you love!........................................................ A wild twin turbo grudge Camaro, a sweet 4-eye no-time Stang and a cool Caddy Pro Mod – Plus our editor’s annual “congratulations” rant!


THIS AND MORE IN THE NEXT RPM! december 2018 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 20 Accufab Inc............................ 37 Aeromotive........................... 10 AFCO..................................... 93 Alan Johnson Performance (AJPE)................................. 85 Alston Race Cars.................... 18 Applied Racing Components (ARC).................................. 39 ATI Performance Products..... 45 Auburn Gear.......................... 92 Autoglym.............................. 82 AVAK/Ridgegate Tools........... 48 Baer Brakes......................10, 59 Bear’s Performance............... 23 Be Cool.................................. 88 BES Racing Engines............... 17 Bill Mitchell Products.......12, 80 Blower Shop............................ 5 Borla..................................... 50 BTE Racing............................ 67 C&C MotorSports................... 42 Calvert Racing Suspensions... 46 Canton Racing Products........ 31 CFE Racing Products.............. 66 Chassis Engineering...........8, 22 CN Blocks.............................. 95 CNC Motorsports................... 43 Coan Engineering................ 107 Competition Products......... 113 Crane Cams......................... 105 Crower.................................. 34 CVR Products....................... 108 DART..................................... 20 Design Engineering..........58, 83 Diamond Pistons................. 110 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 30 Dynocologists........................ 86 Dynomite Dynamometer...... 13 Dynotech Engineering........... 91 Edelbrock.............................. 94 Energy Suspension.....19, 35, 91 Erson Cams............................ 80 FUELAB................................. 38 G Force Racing Transmissions.90 Granatelli Motorsports.......... 61 GRP Connecting Rods............ 12 GZ Motorsports..................... 96 Harland Sharp....................... 25 Harwood............................... 21 Heavy Metals........................ 63 HoleShot Wheels................... 42 Holley.................................2, 41 Howard’s Cams...................... 27 Hughes Performance............... 7 Ian Hill Racing....................... 78 Induction Solutions............... 44 Indy Cylinder Head................ 32 Innovate Motorsports.......... 109 JE Pistons.......................53, 104 Jesel...................................... 14 JW Perform. Transmissions.... 11

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Be sure to check out our Performance Directory on page 68!

Often Imitated, Never Duplicated—For 19 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!


SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!




Rumbler................................................................. 54 Tony Adkins and his patina’d 1959 Rambler American wagon march to the beat of a different drum

Going All Out.......................................................... 78 New event series helps racers and spectators alike compete and connect under the familiar ALL OUT banner

Quite a Ride..................................................................... 8 Going fast and looking good is no problem for Tim Dutton’s turbocharged 1999 Camaro!

Built not Bought................................................... 24 For some, the goal is not to have a wicked street/strip’s to make one

EtSmalltu,on sizeLittle Brute?..........................................90 but large on performance, this Top Sportsman Opel isn’t afraid of getting down with the big dogs


PROJECTS & TECH Shop Talk..............................................................38 Balancing your favor-to-friend ratio

MRCOOL............................................................100 How to hang with the cool kids: Talk to MRCOOL!

Just the Basics....................................................... 42 No frills, no nonsense, and no times for this punishing 1982 Mustang grudge car Learning fabrication skills thanks to the good ol’ internet machine!

By a Nose............................................................ 110 Ever wonder how to use 21 OEM fenders on the same car? Let us show you how!


december 2018 | RPM Magazine


Mickey Thompson was unstoppable. He was the first American to 400+MPH at Bonneville & the manager of Lions Drag Strip. At heart, Mickey was a drag racer, now his DNA lives on in the innovative winning products we build today for drag racers like you. UNCOMPROMISED CONSTRUCTION / UNDISPUTED PERFORMANCE. | december 2018



t’s a familiar story. Impressionable, high-school aged Tim Dutton found himself at a drag strip with some friends on a dare “just to watch.” Like so many of us, Dutton

probably didn’t realize the impact that dare would have on much of the rest of his life. “The hook was set. I loved burnouts and going fast from then on,” he admitted. His love for speed reared its head via a V8 swap

in his little Ford Ranger prior to collecting his high school diploma and a job at a speed shop while an undergrad. All the while, Dutton was lending a hand and turning wrenches helping similarly-minded

friends who were deep in the bracket racing scene. However, the financial and time demands of starting his own excavating and custom home building business

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december 2018 | RPM Magazine

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december 2018 | RPM Magazine

REAL DEAL While Dutton’s Camaro has legit show car good looks, it wasn’t just built to sit around and collect trophies. The well-executed build has clocked a best of 4.55 at 159 mph in the eighth.

meant his personal goals and dreams had to be tabled. At least for a little while. “The time finally came when budget allowed me to get back into drag racing myself,” he said. A relatively short-lived flirt with a nitroused small block S-10 led to a twin-turbo’d/EFI combo that provided some temporary relief for the gnawing need for more speed. But it still wasn’t enough. And that’s when this clean 1999 Camaro entered the picture. “I purchased the car in 2010 from a friend, and quickly upgraded it to run 9.60s on pump gas and radials,” he recounted. A nearly-new street cruiser with just 40,000 miles on the clock, the

car provided a much more aero-friendly and lightweight alternative to truck. The initial plan for the Camaro was to add some spray and run 8.50 index races while still driving it on the street. However, it wasn’t long before the car was reassigned to full time track duty with the pickup employed for street use. While helping a friend with his X275 offering, Dutton got hooked on the class himself. “The power the car was making required suspension upgrades, and that’s when the real transformation began,” he said. The car was stripped and shipped to Mark Markow at Markow Race Cars for a full 25.3 chassis and to be fit with a boatload of Glasstek fiberglass

panels, including front clip, Sunoco-style hood, doors, and rear hatch. Markow’s chromoly handiwork includes a factory-style front strut configuration with Afco struts and springs and a fabricated 9-inch rear suspended via double-adjustable Afco coilovers in back. The full floater rear was equipped with Strange 40-spline gun drilled axles and a Strange 3.90 gear set, with assembly handled by Darrell Lancto. Markow also installed 4-wheel disc brakes, including TBM 2-piston calipers up front and beefy Strange 4-piston units out back. Following chassis fab, the car was then shipped to team crew chief Paul Thompson, | december 2018



who handled building the custom turbo headers and installation of the fuel system, turbo plumbing, and intercooler setup for the first major iteration of the build. While you’d probably expect a late-model LS to still reside between the strut towers, such assumptions


would be proven wrong with a quick glance at the coil-packfree Billet Fab valve covers. Instead, a Gen1 400 ci small block Chevy built by Shawn Miller at Precision Racing Technologies produces an undisclosed amount of horsepower— but even absent a dyno sheet,

the parts list alone is enough to tell you it is considerable. The rotating assembly consists of a Bryant billet 3.750-inch stroke crank with GRP aluminum rods and 10:1 Diamond pistons, while a Jesel belt drive-spun COMP custom-grind roller cam directs the valvetrain. Jesel

december 2018 | RPM Magazine

SLIPPERY FISH Some critics initially dissed the styling of the fourth-gen Camaro for looking too swoopy and having a nose that looked like a catfish. Racers, on the other hand, have come to love the sleek aero envelope. Dutton’s stunner is aided with the addition of a Racecraft strutless aluminum pro stock-style rear wing. | december 2018



NUMBA ONE STUNNA Whether it is the Randy Beaudoin GM Impulse Blue paint, the Greg Zoetmulder graphics, or the polished aluminum wheels, the Camaro is drop dead gorgeous from any angle.

keywayed roller lifters and beefy Trend 7/16-inch tapered pushrods articulate with the Jesel shaft roller rockers mounted to Brodix BD2300 heads by Race Flow Development. A Petersen 5-stage dry sump oiling system with


Billet Fab oil pan reduces windage and adds ground clearance to the low-slung bowtie. Induction and fuel for the thirsty mill is provided via a custom Magnatron billet intake manifold equipped with a Holley Dominator


B ELT D R I V E SYST EM Patented High Torq Drive™ reinforced belt runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics. Kit hardware is all Grade 8 Allen and Torx™ design. Cam timing is externally adjustable. 2 Piece Pulley is infinitely adjustable ±10°. Solid Pulley is adjustable ±8° in 2° increments. Crank Pulley is heat-treated steel and incorporates a High Torq Drive™ tooth configuration. Hard coated Billet Aluminum Upper Pulley features patented High Torq Drive™ tooth configuration. Teflon® coated vacuum cam and crank seals. Accessories available to run distributor drives, fuel pumps or oil pumps off front of cam. For product videos and information, visit us at or call us at 732-901-1800


december 2018 | RPM Magazine

EFI system fed via an Aeromotive belt-driven pump. Unsuspecting air just hanging out above the track surface is sucked through the big 85 mm Garrett turbo mounted in the nose, then pressurized up to 28 pounds before be-

Win Big.

Trick Flow’s PowerPort ® 365 aluminum cylinder heads were designed and built for you to win races. These extreme performance race heads for big block Chevy engines flow a massive 424 cfm @ .900" lift. The high-strength castings can withstand enormous amounts of compression and RPM. Rectangular-shaped 365cc CNC Competition Ported runners, 119cc heart-shaped chambers, CNC bowl blended valve seat transitions, 24° intake valve angles with 4° side cants, and the highest quality valvetrain components help make PowerPort 365 heads the best choice for your car. Use PowerPort 365 heads on your engine and turn your goal of winning into reality! Dyno Results PowerPort 365

Test Engine: 13.86:1 compression 572 c.i.d. with Trick Flow PowerPort® 365 cylinder heads (TFS-4141T804-C02), solid roller camshaft (285°/298° duration @ .050"; .900"/.828" lift; 114° lobe separation), 1.8/1.7 ratio shaft mount roller rocker arms, Trick Flow R-Series intake manifold (TFS-41400111), Holley Gen 3 Ultra Dominator 1,425 cfm carburetor, Trick Flow by Stainless Works headers (TFS-DBBC238250), 3½" dual exhaust with Flowmaster mufflers, Q16 racing fuel.

1811RPCT |

2018 15

Some parts are not legal for sale or usedecember on any pollution-controlled motor vehicles.


LOW PROFILE The stance on the Chevy isn’t just for looks, but it sure doesn’t hurt. The Markow Race Cars (MRC) 25.3 certed chromoly cage ties the stock suspension configuration together, while Menscer/Afco shocks smooth the bumps all the way around. The MRC fabbed 9-inch housing has been stuffed with Strange 40-spline axles and Strange 3.90 gears.

U1699 3” seamless chrome-moly driveshaft / Spicer HD 1350 weld ends / Spicer HD 1350 non-crossdrilled u-joints ......$250

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december 2018 | RPM Magazine

TIM DUTTON’S 1999 X275 CAMARO Z/28 Chassis Type & Mods: Stock suspension configuration with chromoly 25.3 cage by Markow Race Cars. Suspension & Brakes: FRONT: Menscer/Afco struts & springs with custom adjustable drop and The Brake Man (TBM) disc brakes 2-piston calipers. REAR: Menscer/Afco double adjustable shocks and springs with Strange discs and 4-piston calipers. Body & Paint: Sherwin Williams GM Impulse Blue basecoat/clearcoat by Randy Beaudoin with graphics by Greg Zoetmulder. VFN fiberglass nose, doors, and hatch. Racecraft strutless wing with Optic Armor Lexan. Engine: Gen 1 400 ci SBC (4.125-inch bore with 3.75-inch stroke) by Shawn Miller at Precision Racing Technologies. Bryant billet crankshaft with GRP aluminum connecting rods and 10:1 compression Diamond pistons. COMP cams secret grind roller camshaft on Jesel belt drive. Jesel keywayed roller lifters. 7/16-inch dual tapered Trend pushrods. Brodix BD2300 cylinder heads by Race Flow Development and Billet Fab valve covers. Jesel shaft-mount rocker arms. Peterson 5-stage dry sump oiling system with Billet Fab 2-piece aluminum oil pan. Induction & Fuel Delivery: Custom billet Magnatron intake with Holley Dominator EFI. Aeromotive belt-driven fuel pump. Power Adder: 85 mm Garrett turbocharger by Jose at Forced Inductions pushing 28 pounds of boost. Shearer Fabrications air-to-water intercoolerEFI. Aeromotive belt-driven fuel pump. Electronics & Ignition: Holley EFI V5 ignition with Holley EFI touch screen gauges. All wiring by Troy Baum at Racewires.

ing shoved through a density-enhancing Shearer Fabrications water-to-air-intercooler and then fed into the massive billet throttle body. Meanwhile, spent gases are expelled via a single bullhorn dump just ahead of

the passenger side wheel opening. Backing the mighty Mouse is a GM Turbo 400 2-speed automatic transmission. M&M Transmissions handled assembly, using a Griner manual valve body.

A bolt-together converter and ATI flexplate also help handle the gobs of horsepower, while a Wiles custom carbon fiber driveshaft with billet yokes puts the power to the rear with minimal heft. Paint and body

Transmission & Driveline: M&M Transmission-built GM Turbo 400 2-speed automatic transmission with Griner manual valve body by. M&M bolttogether stall converter with ATI flexplate. Wiles carbon fiber driveshaft with billet yokes & 1350 universal joints. Differential: Markow Race Cars custom fabricated 9-inch floater rear. Strange gun-drilled 40-spline axles and Strange 3.90 gears. Differential assembled by Darrell Lancto. Tires & Wheels: FRONT: Weld Racing 15 x 3-inch V-Series wheels with Mickey Thompson 15 x 4-inch tires. REAR: 15 x 12 V-Series wheels with Mac Fab beadlocks and 275/60-15 Mickey Thompson Drag Radial Pro tires. | december 2018


COOL. AND INTERCOOLED. The gen-1 small block is force fed via an 85 mm Garrett turbo that blows through a Shearer Fab air-to-water intercooler then into a Magnatron billet intake.

were up next, and Randy Beaudoin at North Country Signs/Draggraphix and Greg Zoetmulder of Greg Z Designs teamed up to create a stunning scheme. First, the Sherwin Williams GM Impulse Blue


december 2018 | RPM Magazine

twostage basecoat was laid over the new ’glass and remaining factory components. Similarly, the engine bay, chassis, and cage were treated to the same hue. A Racecraft strutless rear wing was installed

THAT’S WHAT WE CALL IRONY While it would appear that almost every Fox body Mustang ever produced has now been treated to an LS swap, in a twist of fate, a 4th gen Camaro that could have had one from the factory...doesn’t. Instead, Dutton’s Z/28 uses a potent 400 ci gen 1 small block mill

QUITE A RIDE | december 2018



SHP LS NEXT PRO • Superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” up to 4.185” • Factory oil filter provision • Priority main oiling • 4-bolt Steel main caps with upgraded ARP main studs • 6-bolts per cylinder capability • 8 counterweight machining

PRO1 LS 12° 285cc CNC • LS7 compatible • RMR Cast Aluminum Alloy • High flowing 285cc CNC intake ports • 12° valve angle with 2.200” x 1.625” valve job • 66cc CNC combustion chambers • 6-bolt per cylinder Q U A L I T Y. S T R E N G T H . P E R F O R M A N C E . S I N C E 1 9 8 1 .

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december 2018 | RPM Magazine


LAUNDRY DAY The dual White parachutes are a necessity for slowing down after another mid-4 second pass in the eighth, and the strutless Racecraft wing looks awesome, too.



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graphics give the illusion of speed even when the car is sitting still. In a world currently enamored with black and

machined wheels, Dutton bucks the trend with polished Weld V-series wheels all around. Spindle-mount 15 x 3s shod with



and lightweight Optic Armor windows were installed throughout. The swoopy black, white, silver, and translucent candy

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QUITE A RIDE GOOD LOOKIN’ OUT... Tim would like to extend special thanks to Paul Thompson at Thompson Performance for helping to keep the project on track. “Also, extra special thanks to Sherri Scott and my son Blake for supporting me and my ridiculous passion."

GET THE LED OUT The interior is almost all race, with an MRC 25.3 cage and Holley Dominator digital dash...but the TRON-esque LED lighting gives the cockpit a cool futuristic vibe.

Chassis Engineering’s Four-Link Suspension and Subframe Kits

(Square & Round Tube Avilable) • Mandrel bent 2” X 3” frame rails, .083” or .120” • 1-3/4” x .134” round tube rails • 1-3/4” or 1-5/8” x .083” chromoly rails • Adjustable lower shock mounts • Strange Engineering aluminum coil overs with springs • Four-link of your choice • 4130 chromoly rod ends • Drive shaft loop • Bolt-on diagonal link • Upper shock cross member

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december 2018 | RPM Magazine

Tim Dutton wheels to the line. Mickey Thompson tires roll up front, while beadlocked 15 x 12s hook out back thanks to 275/60-15 Mickey Thompson Drag Radial Pro tires. The interior of the car proves that it isn’t ideal for date night, as a funny car cage and single 16-inch Kirkey race seat have been installed on the driver’s side, while the big Shearer Fab intercooler ice box resides where the passenger seat used to be. A Holley touch screen digital dash relays vital systems info

and White Safety belts, window net, and parachutes keep things track legal and safe. The Strange steering wheel and Precision Performance Products shifter round out the cockpit necessities, while a full blue LED lighting system gives a TRON feel to the Chevy. All wiring was handled by Troy Baum at Racewires. To date, the Camaro has clocked a best pass of 4.55 at 159 in the eighth, and that pass was a

wild one. While running the car at No Mercy 7 at South Georgia Motorsports Park, the car left hard and got out about 200 feet before the Paul Thompson tune started to tax the suspension. “The car was fighting me hard toward the wall, and running the car less than a foot from the wall without lifting to not upset the suspension or give up any ET resulted in quite a ride,” he said with a chuckle.


HIGH PERFORMANCE RACE PISTONS! TRUSTED BY TODAYS TOP RACERS! Through nearly 40 years of hard work and dedication to superior product development, Ross Racing Pistons has become a global name in high performance racing components.

Ross Racing Pistons can be found under the hood of Big Chief’s “Crowmod” and Doc’s “Street Beast” from The Discovery Channels Street Outlaws, as well as Top PDRA Pro-Boost Racers like Melanie Salemi, Todd Tutterow and the entire Galot Motorsports Race Team! @rosspistons ONLINE

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december2018 | RPM Magazine

story by

James Williams


hances are fairly high that if you happened upon RPM Magazine whether in

print form out of your mailbox, at your favorite custom shop, or at one of our newsstand outlets or even if you happened upon our

photos by

Rick Kowalczykowski

digital archive on the ol’ interwebs and you are reading this feature, it’s pretty safe to say that you like fast cars and high horsepower.

To go further, we pride ourselves on being a pub for the “every man” or “every gal.” As such, the vast majority of our reader- | december2018



ship would rather bloody their knuckles and stain their work clothes while actually working on their rides as opposed to just paying someone else to do it for them. For most of us, the only reason we’d even consider farming out work is because we didn’t yet trust our skills enough to unleash them on the ride or rides we love so much. However, for some, that’s no problem at all.


Count Oshawa, Ontario, Canada’s Mike Coppolino squarely in that category of a guy who has not only the vision to see his automotive dreams clearly in his head, but also the courage to give it a shot and the skill to pull it off. Most recently, the avowed do-it-yourselfer, longtime performance enthusiast, and current Ontario Street Outlaws member turned his attention

december2018 | RPM Magazine

MUSCLED UP From the wicked stance to the perfect tire and wheel fitment to the twin turbos peeking above the fender line...everything about Mike & Karen Coppolino’s stellar 1967 Dodge Dart says NASTY! | december2018


to a sinister 1967 Dodge Dart that is as capable blasting a mid 8-second pass on the track as it is hauling the grandkids to the ice cream parlor. “My involvement with cars and street/drag racing started at a very young age when my brother used to race,” Coppolino reflected. Over


december2018 | RPM Magazine

time, with new skills and a deepening interest, the involvement turned to passion as Mike became increasingly consumed with racing and street cars. The current culmination of a now two-decadeplus journey of new skills, good friends, and fast cars is all Mopar, and that

was on purpose. “I was in search of a car to build and my friend told me about a big block ’67 Dart that was running 10.90s,” Coppolino said. After inspecting the car and haggling for a few days, a deal was struck and the car was brought home. Initially, the car was driven on the


ALL THE RIGHT STUFF The all steel Dart rolls on a set of Weld Racing wheels and rocks 10.5 slicks at the track and 315 radials on the street. The Deist parachute is a necessity for the 8.60 ETs, while the earsplitting ram’s horn exhaust dumps are both functional and stylish. No standard hood could contain the high-mount twin turbo kit, but then again, why would anyone WANT to cover a twin turbo Mopar mill? | december2018



december2018 | RPM Magazine

BUILT NOT BOUGHT DART-IT-YOURSELF Coppolino is a firm believer in doing things himself, and his attention to detail is obvious throughout the build. With the exception of the Eddy Brick mini-tub job and a handful of machining tasks farmed out during the engine build, Coppolino managed pretty much everything else himself and/or with the assistance of family and friends. The end result is something he can truly be proud of. street for the summer. But Coppolino had big plans for a winter rebuild. The first order of business was to get the chassis and suspension up to snuff to be able to handle the oodles of power headed for it in the not-sodistant future. Fabricator Eddy Brick mini-tubbed the car and installed the frame connectors (one of the few tasks farmed out on the build) before Coppolino himself fitted and installed the 12-point cage for added safety and rigidity. He also hand-fabbed

a custom tubular K-member and tubular upper and lower control arms up front. Out back, a fortified Dana 60 rear was swapped in place of the factory Chrysler 8 ¾-inch differential, and Caltrac Split-Mono leafs were partnered with Smith Racecraft Assassin bars and Viking double-adjustable shocks for a smooth ride and a consistent hook. “I’ve always had a liking for the ’67 Dart, and I was thrilled to finally have the chance to build this hot rod | december2018




december2018 | RPM Magazine

FAMILY AFFAIR While mike gets the wheel, wife Karen (right) is a critical member of the race day team.

MIKE & KAREN COPPOLINO’S STREET/STRIP 1967 DODGE DART Chassis Type & Mods: Stock suspension configuration with mini-tub. Owner fabricated 12-point cage and frame connectors by Eddy Brick. Suspension & Brakes: FRONT: Tubular K-member with tubular upper and lower control arms. Wilwood disc brakes. REAR: Caltrac split-mono leaf springs with Smith Racecraft Assassin bars and Viking double adjustable rear shocks. Wilwood disc brakes. Body & Paint: All steel with jet black basecoat/clearcoat paint. Engine: 505 ci big block Mopar. Eagle 4.24-inch stroke crankshaft and Carrillo H-beam connecting rods with JE turbo custom pistons. COMP cams solid roller camshaft. Pro Maxx CNC ported cylinder heads. Induction & Fuel Delivery: C&S Specialties 950 cfm blow-through carb with Pro Comp aluminum intake manifold. Power Adders: Twin VS racing 75mm T6 turbochargers with ownerfabricated hot and cold side induction. Electronics & Ignition: MSD programmable Digital 6AL, Boost Leash bump box, and AMS boost controller. Transmission & Driveline: Built Chrysler A-727 Torqueflite transmission with trans brake. PTC 4,500 stall converter. Rear Differential: Dana 60 rearend with LPW gusseted cast aluminum rear cover and Pro Boar’s axles. Tires & Wheels: FRONT: Weld Racing 15 x 3-inch S71 wheels with Mickey Thompson 15 x 4-inch tires. REAR: Weld Racing 15 x 12 Pro Drag V-Series wheels with 29.5 x 10.5W Mickey Thompson ET Drag rear slicks (track) or 315x30-15 Mickey Thompson drag radials (street). Performance (quarter-mile): 8.60 @ 160 mph. Special Thanks: “My wife Karen wife helps maintain the appearance and cleanliness of the car and helps at the track. My son-in-law Gerald helped me work on the car as we were building it. My son Michael and daughter Kyla helped work on the car, as well, when needed. My grandson Anthony also came to the track and helped me with the car to get it ready to go down the track.”

my way,” Coppolino said. With his vision of a wicked street car coming together, he turned his attention to power. A big block Mopar was punched and stroked to a roomier 505 cubic inches before an Eagle 4.25-inch stroker crank and Carrillo H-beam rods were partnered with custom JE turbo pistons of an undisclosed compression ratio. A COMP Cams solid roller bumpstick was selected, and a pair of CNC-massaged Pro Maxx cylinder heads were torqued into position.

Induction consists of an aluminum Pro Comp intake with a C&S Specialties 950 cfm blow-through carb crowned with a polished aluminum Extreme Velocity hat. Ambient air is relentlessly compressed by a pair of VS Racing 75 mm T6 turbochargers ducted through owner-fabbed tubing, and hot-side gases are similarly routed via owner-created goodness that dumps just ahead of each front wheel opening. Ignition and boost control are managed through a combo of an MSD programmable Digi-

tal 6AL box, a Boost Leash bump box, and an AMS boost controller. Backing the mighty Mopar is a built A-727 Torqueflite transmission with trans brake and a PTC 4,500 rpm stall converter. Rolling stock consists of Weld Racing wheels with Mickey Thompson tires, with 15x3 skinnies up front complimented by 15x12s out back. Coppolino employs 29.5 x 10.5W Mickey Thompson ET Drag slicks on the track or 315x30 Mickey Thompson drag radials for the street. Disc brakes have been installed | december2018



december2018 | RPM Magazine

DOUBLE TROUBLE The twin 75 mm turbos push oodles of boost through the well-built 515 ci big block Chrysler mill.

on each corner, and a single parachute resides out back to give them a hand reeling the all-steel beast back in after another 8.60/160


mph pass. Speaking of all steel, what you see is what you get with this Dodge. No fiberglass, airbrushed faux trim, Lexan

windows, or other such trickery was attempted to get the heft down. In a formula as old as hot rodding itself, the jet black basecoat/clear- | december2018


BUILT NOT BOUGHT coat paint is clean, straight, and simple—not to mention sinister and stunning. The Dart retains a full factory interior, making its on-track performance all the more impressive. “The car is street legal and driven three to four times a week,” Coppolino said. At the same time, it has proven to be a formidable threat at the track. “We raced the car in Ontario Street Outlaws,

DEPARTMENT OF THE INTERIOR The Dart’s cockpit is clean and unfussy, with an assortment of aftermarket gauges, a lightweight steering wheel, and a billet shifter working nicely with the custom cage and otherwise factory cabin.

and we were number 3 on the list at the end of this past season,” he added. Coppolino is quick to credit the team that supports his passion, especially wife Karen who provides emotional support and crews the car at the track. Children Michael and Kyla have also pitched in, as does son-in-law Gerald who helped during construction, and grandson Anthony who helps

at the track, too. As for Mike, he’s content but not complacent with his villainous Mopar. Plans for the winter are to switch to Holley EFI with coil-onpug ignition and E85 fuel and to turn up the wick a bit to get under the 8.50 mark. But don’t worry…we have good reason to believe he’ll be handling those upgrades himself.



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december2018 | RPM Magazine | december2018





story and photos by


his month, I’m straying away from the usual “Shop Talk” conversation to discuss a change I’ve observed in the behavior of human beings. On one


hand, I hope I’m not alone in my observations, but on the other hand, I’m hopeful some of you have yet to experience this dark and most disappointing revelation. All of us have some type of skill set or specialty that pays the bills every month.

december 2018 | RPM Magazine

Whatever your skill set is, it’s no better or worse than anyone else’s. It’s simply yours. Having said that, all of us are guilty to some extent of not only appreciating the skill set of a friend or acquaintance, but perhaps taking advantage of it in a time of need.

I must tread softly here so as not to be hypocritical because my speed dial is locked and loaded with the numbers of several people who have skills I haven’t developed yet. Before we go any further, let’s set the ground rules: when you hire a professional

in any field to help you, there is no obligation to nurture a relationship. They provide a service, you pay them, and life goes on. A plumber comes to your house, makes the repair, and you send him on his way with a check. You get a sign made at a shop, pay

Being everyone’s Mr. or Mrs. Fix it has its perks, but often comes with getting used and abused for our talents. In an effort to protect us from a “lopsided” relationship, it may be necessary to set limits on special favors or simply attach an invoice to a few of them in the future. Do yourself a favor and become a better listener and gather intel from your “go to” people. Sending a simple happy birthday text or card, holiday wishes, or perhaps even a spontaneous gift will do a lot to show your appreciation much better than a simple thank you. your bill and go home. But when it comes to cars, it seems to get tricky. You call a friend who is a specialist in the area you need help with. For example, your friend Tiffany is an attorney and you have a legal question or a favor that she will most certainly be able to assist with. What is the protocol for thanking her? Given I’ve had so many people take advantage of my skills over the years, I’m uber-sensitive to this issue and want to make sure Tiffany knows how much I value her expertise and generosity in not charging me for her services. I send her a thank you card and if I’m ever in her area, I stop by with a spontaneous visit or gift (my preferred way of showing appreciation). To ensure I never forget a date, my yearly planner is filled with birthdays, anniversaries, special occasions, favorite adult beverages, etc., etc. for all of the people who have donated their time and expertise to help me. Thanking people and letting them know how much they are appreciated is a common courtesy to me, but it seems to have fallen by the way-

side in our world today. It saddens me to write that there are countless people (many friends/some acquaintances/some family) who only call when they need me to fix something for them. I enjoy helping people—in fact, I am more than happy to do so. Sure, I get a thank you, a hug, or handshake, along with the “you are a lifesaver” line, but that’s usually where it stops. No birthday wishes, no holiday wishes, no calls or visits that don’t require my toolbox. It seems surprising to me that at 52 years old, I can count on one hand the true friends who give back more than they take. When I attend races and car shows, I am Mr. Popular. Everyone goes out of their way to talk with me. Is it because I am everyone’s Mr. Fix-It and have a solution or a way to make their ride even better? Is it because I write for a magazine and can get their car to grace the pages? Or is it because I have a hot wife and they just like hanging out with her? It’s heartbreaking to admit, but more often than not, I don’t hear from them

again until they need something from me. When I select a car I’d like to write a feature article on, it becomes like a child to me. The back story and passion behind the car is always more important than its look or performance. In order to get that perspective, I need to spend quality time with the owner/ builder and capture the heart, soul, and sacrifice that went into making the car come to life. These car owners are more than happy to talk with me, go to breakfast, meet for photo shoots, and keep in weekly communication…that is until the magazine comes out. Then I get one final “thank you, it came out so good,” and never hear from them again. During our time together, I developed a relationship with them that—to me, at least—warranted keeping in touch. Yet another heartbreak. Sadly, even some of the members of my local no-prep street racing group display the same selfish characteristics as many others. I have evolved into being the “chief” of this little group, but any commu-

All of us are guilty of having our speed dial filled with friends who have a special skill set. If you are not on their speed dial, make sure you include them with a simple hello call or text from time to time. It can make a big difference. | december 2018


SHOP TALK nication we have revolves only around how I can help them. I wish I could report that my one-sided relationships are all tied to my gearhead/mechanical skill set in one way or another, but it’s unfortunately not the case. I’ve found that even when it comes to outdoor recreational activities, there are those who only seem to call around hunting season and hint around the possibility of hunting my farm or needing help tracking or butchering a trophy. It’s very hard to admit that I never get invited to hunt or fish with anyone, but everyone wants to invite themselves to hunt or fish with me on my farm. Should I be flattered? I’m rather fond of the famous quote, “It takes a village to raise a child.” Over the years, I’ve borrowed the line from time to time and changed it to suit projects I’ve worked on such as, “It takes a village to build a race car,” or “It takes a village to write a book.” I guess I’m a bit jealous and envious of the very meaning of the word village. It implies a large group of people who live and work together for the common good. My village may not be large in number, but nonetheless, the support provided is huge. My dear cousin Gina is so incredibly talented and helps with many of the projects I pursue (including reviewing articles like this one and sharing her opinion before I send it to print). My gearhead soulmate Shawn—who


did in fact move to Florida to better his family (yes, I’m still bitter)—is always there for me. He is that one person who really gets me and shares the same passion for tinkering. I can count on him to send me a random weekly text or two without fail just to stay in touch. He even extended several of his business trips by a day or two so we could make Big Red a little lighter, faster, or stronger. My wife, without doubt, goes above and beyond the range and scope of “normal” wife duties. She’s held many pieces of metal steady while I got a tack weld on it. She’s handed me tools at two in the morning while I laid under a car. She’s spent countless hours looking for hard-to-find parts online. Just last night she helped me disassemble the front nose of our car at 11:00 PM. She has, without complaint, attended every car show and race, patiently enduring hours of my passion for motorsports just so she could be with me. Yes, I married a good one! The newest member of my little village is Matt, who is working hard to show his appreciation for all the help I’ve given him and wants to give back with more than he’s received. I am honestly touched by his efforts and hopeful his friendship is one that will stand the test of time. I’m very fortunate and blessed to have people in my life who give back and truly care. In reality, though, my village is more like a college

december 2018 | RPM Magazine

dorm in size, so perhaps it’s not the quantity of people that matters, but more the quality. I often wonder if others have experienced an imbalance of charity among friends and family. Has our society broken down to the point where common courtesy and the protocol for friendship has eroded into dust? Have people become so selfish and self-absorbed they only think about what you can do for them? Has it become okay to take advantage of the people in your life to better yourself without the law of reciprocity coming into play? Is this the new normal or just a phase we are going through? Am I striking a chord with anyone else out there? This is clearly not a problem isolated to gearheads and those mechanically inclined, but as a group we do seem to get grossly abused for our skills. Should we not try to become everyone’s friend and instead hand them an invoice? I welcome all thoughts on this matter and hope to use them to help heal my broken old heart. Next month I’ll be back with the usual “Shop Talk” you’re used to. I’ve actually started a complete disassembly of Big Red for what feels like the 20th time, as I’ve given in to getting her painted. I’ll keep you all posted on the process, and how well I survive the stress that goes along with it. Until next time, keep wrenching!

True friendship is a rather easy process. When you are fortunate enough to find someone that fits that title, it is because you simply enjoy each other’s company and add to their life. We are taught to say thank you at an early age. For most of us, this has become a habit in our life. A sincere thank you is extremely important, but is simply not enough when someone does you a huge favor. Go above and beyond the call of gratitude and if you can’t pay them for their services, then include them in your monthly “how are you doing” calls. | december2018



december 2018 | RPM Magazine

story by

James Williams photos by

Rick Kowalczykowski


t has been said that custom and high performance cars and trucks are a reflection of their builder’s personality. Some are flashy. Others are subtle. But all are individualized expressions

of our own preferences, tastes, and backgrounds. And if that’s the case, then based on his 1982 Ford Mustang grudge car, we’d say that Orilla, Ontario’s Nick Kokkas is a no-nonsense, results-driven kind of guy.

The car had been in the family for quite some time before Kokkas started its build. “My father John Kokkas purchased the car brand new in 1982 as a demo off of a Ford lot,” Nick said. The car was quickly mod-

ified and saw track duty for a time, posting a best of 12.20 in full weight trim while also seeing more than 125,000 street miles, too, before ultimately being parked in 1993. “The car then sat for 13 years before

I decided to get it back on the street in 2006,” Kokkas recounted. The following year, the move was on to not just keep the car on the road, but also start to improve performance. In 2007, a freshly upgraded SBF powered the | december 2018


DON’T OVERCOMPLICATE THINGS... No radical full tube chassis, complicated engine swap, or exotic induction system here. Instead, Kokkas’ Mustang is an example of what can be done with a modest budget, a few talented friends, and lots of hard work. Oh yeah...and some nitrous.

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december 2018 | RPM Magazine


pony to a second place finish from a field of 256 entrants at Toronto

Motorsports Park’s (TMP) “Arm Drop Live” event with Rich Christensen. “I won a few events and got second overall in the TMP points race in 2007, and at the time the car was a 10-second

ride,” Kokkas said. That combo and similar performance lasted for the next five years until Kokkas decided to upgrade in 2011. “That’s when I built the motor I have now and ran it on all motor for a few years around 9.25 in the quarter,” he said. | december 2018



Judd Kennedy photo

With performance on the upswing, it was then that Kokkas opted to upgrade the safety and chassis rigidity of the car, as well. Don Moore was tapped to install a 25.3 cage but retained the factory-style suspension mounts and firewall to maximize class competition options. Up front, a tubular K-member was


created along with tubular upper and lower control arms. Menscer front struts were partnered with Racecraft 2-inch dropped spindles, while Aerospace disc brakes provide lightweight stopping. Out back, the factory 8.8 rearend was beefed up and mounted with adjustable tubular lower control arms and baseline relo-

cated tubular upper control arms. With the chassis modified and ready, a potent small block Ford milled was pieced together. Starting with a Pro Comp block, John Cudizio of Muscle Machining handled the prep, bore, and hone to push displacement to 415 cubes. An Eagle 4340 stroker crank swings Carrillo rods

december 2018 | RPM Magazine

NO TIME TO WASTE The Mustang ran 9.25 in the quarter before Kokkas added nitrous and switched to no-time grudge racing. | december 2018


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刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

PERFORMANCE WITHOUT THE PAIN The small block Ford features fortified internals from Eagle (crank), Carrillo (rods), and Wiseco (pistons) to keep pace with the demands of the Induction Solutions plate system. Nothing exotic or high maintenance here...just a proven, cost-effective combo for clockwork-reliable runs pass after pass. and Wiseco pistons. Meanwhile, AFR 225 aluminum cylinder heads equipped with Jesel roller rockers and fabbed aluminum valve covers crown the combustion chambers. Ignition duties are handled by a full complement of MSD products, including a Pro Billet distributor, HVC II coil, and Grid ignition. Kooks headers route the spent gases, and

december 2018 | RPM Magazine

an Aeromotive fuel system consisting of electric pump and regulators pressurizes the petroleum. Induction for the small block is simple but effective, with a Super Victor intake partnered with an IRD Carburetors 4150 carb. Sandwiched between them is a single stage Induction Solutions plate nitrous system commanded by an Edelbrock program-

mable progressive controller. Backing the power plant is a Hutch’s Transmission-prepped GM Turbo 400 2-speed automatic tranny with a Hutch’s stall converter. Paint and body are as straightforward as they come: 36-yearold factory original black paint. The only exception is the flat black hood that has been equipped with a functional fiber-



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glass Harwood aero scoop for improved cold air induction. Aside from the scoop and the polished aluminum 4-lug wheels shod with Mickey Thompson tires (10.5 radials in back), only the bumper-mounted parachute gives


any indication that this otherwise unassuming classic Ford is capable of sub-9-second passes in the quarter. Very sub 9-second‌.this is a grudge car. The interior of the car is a study in minimalism. A single light-

weight Kirkey seat provides driver security, while the passenger side area is now occupied by an Induction Solutions nitrous cylinder. The factory red dash, door panels, carpet, and headliner remain but the

december 2018 | RPM Magazine

SEATING FOR ONE No cup holders or plush leather here...just an aluminum racing bucket, a cleanly installed 12-pointcage, and a nitrous bottle. The factory carpet remains, and a dash full of aftermarket gauges have replaced the factory dash cluster.

REPLACE WITH NEW COPY | december 2018


JUST THE BASICS back seat has been removed to reduce weight and make way for the 12-point cage with funny car bars. A quick release steering wheel, Hurst Quarter Stick shifter, and an assortment of analog gauges round out the cockpit upgrades. Meanwhile, out back in the hatch area, a rear-mounted battery balances weight distribution and a circulating cooling tank allows the Mustang to run sans-radiator at the track. Although the car is pretty much reserved for outlaw grudge/no time action these days, it is a safe bet to say that the addition of a hard-hitting nitrous system has pushed performance into the 8s (but we didn’t say that). And

despite its three-decadeplus old paint and relative lack of shiny doodads and zippy high-tech gadgetry, it is a study in the simplicity, appeal, and effectiveness of a legit grassroots racecar— giving it an unmistakable cool vibe. And make no mistake, this Ford is feared on race day! So whether it is earning money and hurting feelings at TMP or gathering photographers and onlookers like it did at our shoot at Lake of Bays Brewery, this wicked little Mustang is a rolling testimony to those who would ascribe to the “less-is-more” philosophy of life. And that’s just the way Nick likes it.

GET BY WITH A LITTLE HELP... Whether it’s at our photo shoot at Lake of Bays Brewery (top) or at the track (middle right), Kokkas relies on his team of friends.


december 2018 | RPM Magazine

ABOVE: (L to R) Marty Loyld, John Kokkas, Mike Kittl, Dan Unkerskov and Nick Kokkas.

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7 1 4 - 8 9 8 - 9 7 6 3 • i n f o @ j e p i s t o n s . c o • w w w. j e p i |s tdecember o n s . c o m 2018 53

story by

Toby B rooks 54

photos by

december 2018 | RPM Magazine

L ouis F ronkier | december2018




t’s been said that we humans are creatures of habit. We drive the same way to work every day. We tend to choose the same dish from the same restaurants and we watch the same shows on Netflix. We hot rodders tend to be the same, too. Most events are overflowing with Fox body LS-swapped Mustangs and big block first-gen Camaros. And don’t get us wrong— there’s absolutely nothing wrong with that. You can build a freaking awesome ride using a familiar body

style. But in a sea of similar, there exists a minority who seek a different path to recognition. In a world of “me too,” this unique subset prefers to say, “yeah…but.” Tony Adkins is just the kind of dude we are talking about. The Virginia ship yard worker is no stranger to RPM, having a super-clean blown small block-equipped S-10 pickup in our March 2015 issue. But the high-powered mini truck


At first glance, the Rumbler looks like an obscure, rusty old car—and truth is, that’s what it is. But closer inspection reveals that it is so much more. The patina adds character, while the blown small block adds a potent punch.


december 2018 | RPM Magazine

just wasn’t unique enough. He wanted something different. “After seeing Ferrambo (a high-end Ferrari-styled 1960 American Rambler), I decided that I had to have one,” he said. While working in Washington State, Adkins attended a Good Guys show with co-workers Paul Anderson and Bill Siedell, where Siedell ran into some old friends at the

swap meet who claimed to know where one might be hiding. The next weekend, the trio drove to Idaho to a salvage yard, where the decaying remains of a 1959 wagon were found sitting under a tree overgrown with branches and weeds past the rockers. For $750 dollars, Adkins new project had its admittedly rough starting | december2018



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december 2018 | RPM Magazine




There are some cool nods to nostalgia on the ‘59 Rambler, including legit vintage decals in the back glass from what we presume were vacation destinations for a family that owned the wagon at some point in the distant past. The exhaust dump heat shields are crafted from authentic 1959 Virginia license plates, too.

point. Almost a year later, the wagon finally made its way home to Virginia where the build began in earnest. Adkins already had a powertrain on hand to propel the new build, having pulled the engine and trans from the

S-10 and selling it as a roller. The E85-fuelled 420 ci Gen1 small block Chevy was built by Billy Albert using a Callies Magnum 3.875 stroke double keyed crank, Oliver billet rods, and 9:1 compression Diamond pistons. A

custom Bullet roller cam was partnered with Crower Enduramax bushed lifters and Manton 5 series pushrods. AFR 210 aluminum cylinder heads with Jesel roller rockers were ported to provide plenty of flow, and a port- | december2018



If you have read RPM for a while, you’ve seen this small block before. Adkins pulled it from his S-10 pickup we featured back in March 2015, but it has been freshened up a bit and treated to a Holley Dominator EFI setup with coil-on-plug ignition since then.


december 2018 | RPM Magazine

matched Edelbrock Super Victor 2 intake was equipped with a Holley 105mm throttle body and Holley Dominator EFI system. 20+ pounds of boost are provided via a ProCharger F1X crank-spun blower pushing through an air-to-water intercooler. The custom billet cog drive was built by Kyle Kirker at New Era Racecraft. Behind the 1,450 hp (7,200 rpm)/ 1,050 ft./lbs. of torque (6,500 rpm) mill, a Dedenbear Powerglide with manual valve body was assembled by Wayne Rogers. A PTC 6,000 rpm stall converter and TCI flexplate were installed fore, while a Strange Engineering 4130 chromoly driveshaft with billet yokes spins aft. With the engine well in hand, Adkins turned his attention to the chassis, where he put Bob Meshey of Waycool Rod Shop to work on a full 25.2 cert chromoly chas- | december2018



december 2018 | RPM Magazine


BEST ENGINEERED A unique cantilevered front suspension employs centrally mounted Afco coilovers for a trick look that’s functional, too. The stance of the wagon is dead on perfect. sis. Meshey’s incredibly detailed and high tech suspensions are as pleasant to look at as they are effective, and the Rumbler is no different. The way-cool

pushrod-actuated cantilever front suspension snakes its way around the blower and employs a pair of centrally mounted Afco single-adjustable

shocks, while a fully fabricated Waycool 9-inch housing was mounted with a Waycool custom 4-link and Afco double-adjustable shocks. The diff was fitted

with 35-spline axles and Richmond 3.75 gears before a set of Strange 4-piston disc brakes were installed all around. The low-flying American

rolls on a decidedly new-school set of wheels, with a sinister set of black RC Components Torx wheels and M&H tires, with 15 x 3.5 hoops on 240/50-15 | december2018



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december 2018 | RPM Magazine

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Rust and weathered neglect outside provide a stark contrast to the high-tech carbon fiber and billet aluminum found inside. A Holley digital dash and water-to-air intercooler give further modern race vibe. rubber up front and 15 x 14 double beadlocked wheels with 390/45-15 meats out back. Paint and body is a combination of natural patina and custom paint tricks. Adkins claims that prep work was handled by “years of neglect,” while paint chores were his domain. Using Mint paint and rust painted with a brush roller, it isn’t strictly an

authentic patina but sure isn’t a totally faux-tina wrap, either. A custom fiberglass bumper and Lexan quarter glass serve to reduce weight and solve the problem of sourcing obscure OE replacements. The interior of the car is clean and unfettered, with the majority of the awesomeness coming from the minty green Meshey chassis with funny

car cage and ounces (and acres) of owner-trimmed carbon fiber panels. Kirkey seats were wrapped in black tweed for contrast, and a Holley EFI touchscreen dash relays the pertinent info to the driver. A Quartermax quick-release wheel and B&M Pro Bandit shifter are both mounted in easy reach. Stroud belts and nets add safety and style, as does the single | december2018


TONY ADKINS’ 1959 RAMBLER AMERICAN WAGON Chassis Type & Mods: Custom chromoly 25.2 chassis by Bob Meshey/ Waycool Rod Shop. Suspension & Brakes: FRONT: Custom Waycool Rod Shop pushrod cantilever suspension with tubular control arms and Afco singleadjustable shocks. Strange 4-piston brakes. REAR: Afco doubleadjustable coil overs with Strange 4-piston brakes. Body & Paint: Custom fiberglass front bumper and Lexan quarter glass. Mint green and brush-rolled rust graphics along with original patina. Engine: Gen 1 420 ci SBC (4.155-inch bore with 3.875-inch stroke) by Billy Albert. Callies Magnum billet crankshaft with Oliver billet steel connecting rods and 9:1 compression Diamond pistons. Bullet cams roller camshaft (726/265 intake, 672/279 exhaust) with Crower Enduramax roller lifters. Manton 5 Series pushrods. AFR 210 aluminum cylinder heads with Jesel shaft-mount rocker arms. Induction & Fuel Delivery: Edelbrock Super Victor 2 aluminum intake. Holley Dominator EFI. Holley electric fuel pump. Power Adder: ProCharger F1X supercharger on New Era Racecraft billet cog drive. Water-to-air intercooler. Electronics & Ignition: Holley Dominator EFI ignition with Holley EFI touch screen gauges. Wiring and tune by Donald Williams at Virginia Rod Company. Transmission & Driveline: Dedenbear 180 Powerglide with manual reverse valve body by Wayne Rogers. PTC 6,000 rpm stall converter with TCI flexplate. Strange Engineering 4130 driveshaft with billet yokes & 1350 universal joints. Differential: Waycool Rod Shop custom fabricated 9-inch rear. 35-spline axles and Richmond 3.75 gears. Differential assembled by Tony Adkins. Tires & Wheels: FRONT: Black anodized RC Components Torx 15 x 3.5inch wheels with M&H 240/50-15 tires. REAR: Double beadlocked black anodized RC Components Torx 15 x 14 wheels with 390/45-15 M&H tires.

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december 2018 | RPM Magazine


Stroud drag ’chute out back. Adkins just finished the build in time for the recent Ocean City Cruise, where he was honored with the Best Engineered award from none

other than pro street legend Rod Saboury. And while it is no standard-issue Camaro or Mustang, it’s exactly the way he envisioned it. “I just wanted a good ol’ in-your-face

continued on page 76

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december 2018 | RPM Magazine


BOTTOM LEFT: Adkins (left) and chassis builder and fabrication wizard Bob Meshey (right) pose with the car at its debut at the Ocean City fall gathering. BOTTOM RIGHT: Adkins (right) and wiring & tuning expert Donald Williams pose at our photo shoot in Virginia. hot rod, and I think I got it,” he said with a smile. Indeed you did, Tony. Keep on Rumblin’ to your own beat! | december2018



NO HALF story by

Toby Brooks

photos by

Dave Milcarek

>> New event series helps racers and spectators alike compete and connect under the familiar ALL OUT banner








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december 2018 | RPM Magazine


efore the now-household-familiar street racing reality television ever hit the airwaves, there was Pinks. Originally hosted on SPEED TV from 2005 to 2008, the street racing-based show was held at legit drag strips and steered clear of glamorizing or glorifying illegal racing activity. Derivative show Pinks: All Out followed, airing form 20062010. Originally the brainchild of creator and host Rich Christensen, Pinks was highly popular and included legit, grassroots racing without all the unnecessary docudrama garbage, fabricated storylines, and fake tire squealing that have become the hallmark of much of today’s racing-themed reality television. Despite a near cult-like following, the show fran-

chise was not renewed for the 2010-2011 season as SPEED transitioned to the newly-created Fox Sports 1 network. The Pinks franchise remained the dormant property of 21st Century Fox for almost three years. Recognizing the ongoing potential appeal of the brand, former contestant and show technical advisor Brian Bossone worked with Christensen to lease the rights of the franchise from Fox Television for five years. With Christensen’s help and blessing, the Pinks brand was Bossone’s to use and promote through his new production company, Boss One Media. “Rich told me two things: don’t destroy the legacy, and that if I wanted to do something with it, it was my baby,” Bossone recalled. That first event, Pinks: All Out Week was hosted at Rockingham Dragway on 4th

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GO ALL OUT! ALL OUT Live features grassroots competition that’s as exciting for spectators as it is for participants.

of July weekend, 2015 on what Bossone described as a “trial run.” Featuring motorcycles, junior dragsters, and a number of classes including 8.99 and under, 9.00-9.99, 10.00-10.99, and 11.00-11.99, the week drew 456 preregistered participants. Unfortunately, mother

nature was relatively uncooperative, raining out much of the fun and confining the planned full week of racing into just a weekend. However, while the precipitation literally dampened the fun, the turnout proved that the idea had some legs. “That weekend we | december 2018


ALL OUT LIVE were able to generate 18,000 video clips and four half-hour shows that would eventually air on the Outdoor Channel,” Bossone said. The tremendous turnout proved what Christensen and Bossone were already certain of: grassroots racers want to come together and have fun while competing in the All Out format of racing. The airings on Outdoor Channel were well received, with a 70% increase in viewership from the prior weeks’ timeslot. But this success was short lived due to international rights contract issues with Fox. Contract negotiations


ensued but no final deal to purchase the Pinks brand could ever be reached, putting the final nail in the coffin for the Pinks brand. Fast forwarding to 2018 and beyond, Bossone and his team have taken the most beloved aspects of more than a decade of television production and race promotion to unleash the ALL OUT Live series for five stops in 2018. Of note, each event results in the creation of 3-4 halfhour television episodes, including a live feed and B-roll showing the cars and racer interviews at all of the events for a total of 12 episodes.

George Rubistello’s popular “Loose Screw” Nova runs an alky-chugging blown and injected big block Chevy and has been a fan favorite at ALL OUT Live events this season. He’s a popular contributor to the trash talking “Call Out” series and isn’t afraid to brag on the potential of his Chevy.

december 2018 | RPM Magazine | december 2018



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Competitors come in all shapes and sizes and include big tire and small, late model and classics, and pretty much everything in between at ALL OUT Live.

Bossone is particularly proud of the increased access the new format provides. In the original show days, 500+ racers might show up only to have 16 selected to actually run for the cash. However, the modern iteration provides $2,000 to each class winner and another $2,500 in prizes that is up for grabs for anyone competing. In addition to “all out” racing, the two-day events also include a secondary show, INSTANT GREEN, similar to the Pass Time drag race game show where selected spectators and even live stream viewers watching from




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Event promoter Brian Bossone is passionate about the ALL OUT Live format. “We had one goal and that’s to spotlight the grassroots racer on an elevated stage for the world to witness—not million dollar sponsored racecars and drivers, but people with a true passion for the sport. They redefine the saying “Race on Sunday sell on Monday.� Our racers work hard all week, so they can race “ALL OUT� on the weekend. "

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home actually get to compete against one another for the chance to win $2,000 themselves. Lastly, ALL OUT Live also has added a Quick 8 with call-out, something Bossone refers to as a “Pros versus Joes� opportunity where big name outlaw racers can post a video call out and local racers can post a rebuttal video of their own. “The buzz the Quick 8 Call Out creates is unreal, and it gets our spectators and participants alike buzzing

about the weekend weeks ahead of time,� Bossone said. This “keyboard to concrete� approach encourages good-natured smack talking, but any web warrior willing to open his or her virtual mouth better be able to back it up with actual performance. “I’m extremely excited to take the ALL OUT style of drag racing to the next level with ALL OUT Live,� said Bossone. “I’ve assembled some of the best in the business to execute live events | december 2018


ALL OUT LIVE and television production,” he added. With multiple Emmy award-winning director Alex Pikas assisting to produce ac-

tion-packed live streaming and an exciting television show, there’s something for everyone to enjoy. In addition to the remaining

With class purses for racing, show-within-a-show attractions like “Instant Green” and “The Call Out,” and prizes and drawings all weekend, participants and spectators alike have the opportunity to walk away with cash and parts.


december 2018 | RPM Magazine

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REMAINING 2018 ALL OUT LIVE EVENT SCHEDULE Nov. 16-17 ALL OUT Live at Lonestar Motorsports Park, Sealy, TX Dec. 14-15 ALL OUT Live at Orlando Speed World, Orlando, FL

dates on the 2018 docket, plans are already underway for an even more ambitious 2019 season with events throughout the US and Canada. And while the most fun is probably on site wheeling your ride or even just watching (or competing for cash!) from the stands, the live stream and tv shows to follow ensure you can feel like you’re a part of it even if you aren’t able to attend in person. Check out to stay tuned in to all the latest info.

2019 ALL OUT Live Event Schedule TBA

Pascagoula, Mississippi’s Shannon Poole is an ALL OUT regular in his Keen Corvette Parts-backed “Red Bull” Corvette.

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december 2018 | RPM Magazine

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december 2018 | RPM Magazine


story and photos by

Tim Lewis


ince the late 1960s, the Opel GT has been a popular build for teams racing in the Gas classes or in Comp Eliminator. Drag racing stars such as K.S. Pittman, Junior Thompson, Brad Anderson, Bobby Lombardi, Fred Hurst, and Stone Woods and Cook all got drawn into the tiny little sports cars. Commonly known as “the mini Vette,� the Opel was sold by Buick in the United States. The com-

pact sports car came in at only 95 inches of wheelbase and just 1,863 pounds with the base 65 cubic inch 4-cylinder and 2,072 pounds with the bigger 115 inch engine. From 1968-1973, a total of 103,463 GTs were sold. With comp eliminator growing into the 1970s, the Opel was a perfect choice for the miniweight-to-cubic-inch combos that could be run. And one of the teams to see the advantage was Heffernan and Kaiser. Joe Heffernan and Bob Kaiser of Glen Mills, Pennsylvania | december 2018


RPM FEATURE CAR waged war in the late ’60s with their chopped top Anglia decided to make the move to the smaller Opel GT and get back to business in comp. Starting with a stock GT, the top was chopped (which, by the way, is the only race car that I have personally seen or know to have the mod). The Opel Kadetts were referred to as “little brutes” in their new car ads at the time, but Newport News, Virginia racers Allen & Gary called their injected GT funny car a “mini brute.” The nickname stuck and other Opel racers soon followed up calling their little cars Brutes. Once the top was chopped, tilt front end was built, and a new


chassis was constructed, the GT made its way onto the scene with a number of different small block combos along with a variety of classic ’70s panel paint jobs. Colors ranged from yellow and black to blue and white and an all-over light blue. But once the white, red, and black went on, it was a home run of sorts—and with that look it has stayed over 30 years now. With Joe and Bob working together day and night on the wild little brute, the car has set or improved many national ET and MPH records. Comp is what some refer to as the last thinking man’s class in drag racing today. With so many different Pulling into the water box on a foggy fall Saturday night for the Dutch Classic race at Maple Grove.


december 2018 | RPM Magazine


Another high-RPM burnout from one of the coolest cars in Top Sportsman. | december 2018


RPM FEATURE CAR class indexes and so many different types of combos allowed, the possibilities are almost endless. For example, it is not uncommon to walk through the lanes at a NHRA national or divisional race and see a dragster with a straight 6 right next to a blown small block door car. Or if you like altereds, you will see some with 500 ci pro stock engines for power or others with a 500-inch Hemi cut down to a 4 cylinder! But as for Heffernan and Kaiser, their car competed in C/econo altered and D/econo altered with a number of different small block Chevys. Wheels up launches and super high RPM were a normal thing out of the screaming small block comp cars. As time went on

and the demands of life crept in, Joe let his part of the Opel go and was focused on business pursuits. However, the little brute is still around, blasting down tracks across the upper Midwest. Not without some upgrades, though. Joe’s son Joey has been wheeling the car for just about 30 years now. In 1987, Joey picked up the NHRA Division 1 Comp Championship as well as the Division 1 driver of the year award. In 1988, the car took the Wally at the Gatornationals. That factory steel roof and quarters with the chopped top rides on a brand new chassis. Larry King of Larry King Race Cars built a new chromoly skeleton to fit under


The narrowed Ford 9-inch looks even more narrow from this angle. 3.89 gears along with Mark Williams axles make up the internals.

548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock or 24° CNC cylinder heads mat Chevy with Edelbrock/Musi Vict r 1,550 horsepower ove in . This combination resulted Super Victor II intake manifold and 1,100 ft-lbs. of torque! Manley dual-spring valve ds feature an extra thick deck, Edelbrock/Musi Victor 24° hea ilable bare or complete. ava are y The for up to .880” lift. springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma to ts por the features a 3/4”radius in oval port cylinder heads. CNC’d for a variety of custom This manifold is suitable er, ow sep hor for modern high cylinder heads required HP. + 950 g s makin large displacment engine FOLLOW US ON:




december 2018 | RPM Magazine



Another wheels-up hit. Not as high or crazy as the car did in its past life, but still a very impressive launch.







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RPM FEATURE CAR the tiny little body, and a very narrow 9-inch Ford rear fitted with Mark Williams axles, 3.89 gears, and MW disc brakes rides out back. The diff is mounted via a custom 4-link with Koni coilovers. Up front, Lamb struts smooth the bumps and a rack and pinion steering setup from a Mustang II manages the corners navigating to and from the track while Lamb disc brakes help get things stopped. Assisting them is a Simpson drag chute. New wheels were


also added, with Monocoque skinnies up front and much wider Bogarts in back. Rear tires consist of massive 32x14-15 Mickey Thompson slicks. A new lift-off nose took the place of the old but still super cool tilt front end from the original car. Also added to the new build is a pro stock style rear spoiler with spill plates that wrap down the sides of the quarters and follows the contour of the rear of the car. New lightweight windows and trunk lid

One of the trick features is the pod built into the firewall that allows the brake pedal to be pushed down all the way. We told you it was tight!


december 2018 | RPM Magazine

with removable rear window were added, too. With the chassis and body all done the body was stripped and body worked over with new paint. The red, white, and black bring back the look of the car when it was last racing in comp. With the revamped look and feel of the new car, it was time to build a new engine. After some thought on what the new powerplant would be, legendary New York street racer and engine builder Scott Shafiroff got the

JOE AND JOEY HEFFERNAN’S 1969 OPEL GT Chassis & Suspension: Larry King Race Cars-built chassis. Lamb front struts with Lamb brakes. Rear Koni coilovers with Mark Williams rear brakes and Larry King 4-link. Engine: Scott Shafiroff/Gil Davis 434 small block Chevy. Scat 4340 crank, Wiseco pistons, AFR/Slawko 23-degree heads, T&D shaft rockers, COMP cam, Dart intake, and 1150 Dominator carb. Power Adder: Steve Johnson Induction Solutions Sledge Hammer single stage nitrous plate. Transmission: Coan built powerglide with Coan converter. Differential: Narrowed 9-inch Ford with Mark Williams axles. 3:89 gear. Wheels & Tires: FRONT: 15x3-inch Monocoque wheels with Moroso front runners. REAR: 15x14-inch Bogart wheels with 32x14-15 Mickey Thompson slicks. Body & Paint: Stock Opel GT roof and quarters. Chopped top. Larry King Race Cars rear wing. Removable rear window. Lift off front end. Exhaust: Custom-built Larry King Race Cars headers. Performance: 7.30@188 mph (quarter-mile). Special Thanks: Larry King Race Cars, Scott Shafiroff Racing Engines, Gil Davis Race Engines, K&G Speed Associates, Philadelphia Racing Products, Steve Johnson, Dave Coan, Bill Bozzelli, Bob Kaiser, Bill Morrow, and Charlie Gadd. | december 2018



CAGEY VETERAN With the nitrous bottle and electronics mounted on the passenger side of the interior, everything is a nice tight compact fit.


The Scott Shafiroff-built 434 small block is also a snug fit between the Larry King-built chassis. A single stage of nitrous is shot through a Steve Johnson/Induction Solutions plate system.



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december 2018 | RPM Magazine

268 Geiger Road • Philadelphia , PA 19115 Phone: (215) 969-3550 Fax: (215) 969-3548 Email:

BRUTE DUDES (L to R): Joey, Joe Heffernan, and Bill Bozzelli.

go on building the new 434 cubic inch small block. Starting with a 4.155-inch bore/4.000 stroke, the iron block was fit with a Scat 4340 steel crank along with Scat rods and Wiseco custom pistons fit with Total Seal rings. The camshaft is a custom COMP Cams roller unit picked out specifically for the application. Cylinder heads are AFR 23-degree aluminum units with port work by Slawko. Titanium retainers and locks were used along with ARP head studs. T&D shaft rockers were selected for the high-winding Mouse motor, while induction consists of a Dart intake crowned with a 1150 Dominator carb that regulates the copious amounts of VP race fuel. Since there was no power adder on the car in its past life, things had to pick up a

bit for its new life in Top Sportsman. A Steve Johnson Induction Solutions Sledge Hammer nitrous plate helps the small block hang with the bigger cubed entrants running in the same class. Gil Davis has the job of keeping the engine in tip top shape with freshening it as needed. The 2-speed transmission is a Coan unit, as is the stall converter. With the new upgrades to the chassis and power, the compact Opel has covered the quarter mile in impressive fashion, posting a best performance to date of 7.30 @ 188 mph. The two-time NHRA best engineered-winning car never ceases to amaze the people who see it run. It just keeps getting better with time. The Heffernans believe

the car could run quicker with a bit firmer tune up, but with the type of racing the guys do, it isn’t really necessary to set the car on kill to run up the qualifying ladder. As long as you can get into the field then cut a good light and run the dial in on the window, you have as much chance of winning as any of the cars that are quicker in the field. Joey says he couldn’t do it without his dad, and the father-and-son team work together in Joe’s Automotive during the work week and together with crew member Bill Bozzelli on the weekends while racing the car. The Heffernan crew would also like to thank Larry King Race Cars, Scott Shafiroff Racing Engines, Gil Davis Race Engines, K&G Speed Associates, Philadelphia Racing Products, Steve Johnson, Dave Coan, Bill Bozzelli, Bob Kaiser, Bill Morrow, and Charlie Gadd. So what will the next journey down the race track be for the little Opel that could? Just like in its past life: only time will tell.

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MRCOOL story and photos by

George Pich

>> How to hang with the cool kids: Talk to MRCOOL!



s part of our Hardcore Horsepower Garage continuing saga we went in search of cooling and heating solutions for specific areas of our workspace. We’re not trying to spoil ourselves with climate control that is just right in the summer and decent during the winter months...ok, yes we are! The twist is, natural gas is not available to this shop (as is it a rural location) and we did not want to use propane. We have overhead propane radiant tube heating in the main large shop, but it was just not feasible for

december 2018 | RPM Magazine

these areas. We had an addition to the shop that contains three separate areas that we wanted to cool and heat, a 2.5 bay shop/ storage area, a large lunch room/ general hangout area, and a washroom and cleanup area, and we wanted to control the environment separately in each. Plus, we wanted to be able to install the system ourselves, and, of course, we wanted to do all this this on a reasonable budget, and....alright you can stop laughing now. We went to work in search of a solution to meet our needs and initially purchased several large electric meter-spinning

hanging furnaces and a number of window A/C units for cooling. Not long afterwards, before we installed anything, we were put onto the wonderful world of ductless mini-splits. Like standard air-source heat pumps, mini splits have two main components: an outdoor compressor/condenser and an indoor air-handling unit. A lineset or conduit, which houses the power cable, refrigerant tubing, suction tubing, and a condensate drain, links the outdoor and indoor units. Mini-splits can provide both cooling and heating without installing separate units, ductwork, etc., so it was




4 1. Finding a suitable location for the 12k was the most difficult part of the install. We had a look at photos taken during construction of the addition and ended up positioning it in the center of the longer side of the garage area. 2. We unpacked the indoor unit first. You get everything needed for the install and operation. Just follow the instructions and you will be fine. Just a heads-up though, we had to read the instructions through a few times and get another set of eyes on them as unfortunately MRCOOL uses the same instructions for DIY and non-DIY units, so they can be a bit confusing at times. Not a big deal, it just added some time to the install. 3. A vinyl-wrapped line-set houses the power cable, refrigerant tubing, suction tubing, and condensate drain that links the outdoor and indoor units. Our first thought when we saw this was that the job would be difficult, but that was definitely not the case. 4. Before we settled on our location we made sure there were no obstructions, such as studs or electrical in the wall that would hamper our install. After holesawing the wall through to the outside of the building, we measured our wall thickness and cut the supplied wall sleeve to suit.

definitely worth looking into further. During our research we stumbled across MRCOOL DIY, but before jumping in with both feet—especially with something we found by cruising the web at midnight—we did our due diligence. After scouring sources to find out all we could from sellers and customers, we contacted the folks at MRCOOL directly to get some insight into this “new to us” technology. And that was the deal closer.

We’d seen mini-splits in the past but had no idea there was such a thing as a DIY system. MRCOOL explains it this way; “As opposed to one-sizefits-all air conditioning units, MRCOOL ductless mini-split air conditioners and heat pumps are the cutting-edge of what modern, flexible fabrication can produce. These air conditioners rely on state-ofthe-art manufacturing processes and advanced design to deliver high efficiency

air comfort anywhere you need it.” While MRCOOL offers a complete lineup of heating and cooling products suitable for most any need, we’re going to focus on their line of MRCOOL DIY. Most of us car people have a shop, garage, workspace or even a showroom that needs proper attention to conditioning the air for comfort and productivity, whether it’s A/C in the summer or heat in the winter. With DIY products ranging from 12,000 | december 2018


RPM EXCLUSIVES up to 36,000 BTU, it’s a pretty sure bet that MRCOOL has a solution for your space, too. It seems that right under the noses of all us motorheads, racers, builders, show car gurus, collectors and hobbyists, MRCOOL has developed a real-world solution for our heating and cooling needs. For real! We decided on a 12,000 BTU DIY unit for each of our two smaller areas and a 24,000 BTU DIY unit for the larger area. Each system comes with two main components, an “indoor unit” and “outdoor unit” and everything required to, like the product

name says, do it yourself. Since our addition project was almost a year behind schedule, we missed the cooling season but had to have heat as we turned on the water and started to fill the space, so our first install was the MR COOL 12,000 BTU DIY system in a the garage bay area. This area will need some cooling in summer when we are using it more for working on stuff, but will only need some minor heat for winter months as it will be primarily used for storage during the off-season. The “COOL” part is that not only did we get everything on our



5. Note the supplied bracket fastened to the wall to the right of the line-set. A cardboard template is included so installing the bracket took mere minutes. Our 12k indoor unit is fairly light so once the line-set conduit was started one person lifted it into place on the bracket while a second person guided the line-set from the exterior. For larger units we recommend having a third person to help lift the indoor unit in place. Remember, the DIY unit lines are pre-connected and pre-charged so use caution when maneuvering the unit into place. And DO NOT lift or support the unit by the line-set conduit.



6 & 7. Unpacking the outdoor unit took no time at all. MRCOOL builds quality into their products including gold finned condensers to protect from corrosion.

december 2018 | RPM Magazine


8. Pretty basic tools were required for the outdoor install. We already had power terminated outside during construction, so even wiring was a breeze. If you are not comfortable with electrical work be sure to get a pro in.




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9. Follow the instructions to connect lines and test them for leaking afterwards. We checked ours three times; immediately after tightening them and two more times after running the unit through its test operation procedures.

almost laughable wish list, but we got a whole load of bonuses, as well. The 12,000 BTU units we selected run on 115 volt power and a 20 amp circuit, so it is easy to wire in during the build or add afterwards. Plus, with the WiFi control app we can control our heating and cooling from

JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

anywhere through our smart phone or other devices. This allows us to have different parts of the building set for different temperatures and ready for when we roll in. MRCOOL DIY units (equipped for heating such as ours) also have a Frost Protection mode “FP” which can be set to keep

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december 2018 | RPM Magazine

the room temperature at 48 degrees and prevent freezing. It just keeps getting better! Follow along as we walk through the basic install and set-up which was completed in just a few hours. We know…we couldn’t believe it ourselves!

10. MRCOOL outlines the initial startup test protocol which includes running in both heating and cooling modes at maximum and minimum settings respectively.

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11. Our finished install. We had prepared a gravel base bed with patio stones and bolted the outdoor unit to them. As you can see we added patio stones to the left of our 12k unit in preparation for our 24K MRCOOL DIY install a few months down the road. MRCOOL also offers a LineGuard line-set cover kit that installs easily over the line-set if you are worried about appearance or exposure to the elements.


december 2018 | RPM Magazine

Having cooling and heating has never been so DIY-easy! You can purchase MRCOOL products in both the United States and Canada and can find a dealer near you by checking out their website at www.

12. The included wireless handheld remote controls every aspect of the unit, however, it does require line of sight. For the MRCOOL Smart Kit App, that will allow us to control our MRCOOL units from most any smart phone or other handheld device, simply scan the QR code included with the wifi stick, install the stick under the front cover of the indoor unit and run through the configuration‌it’s that simple! | december 2018



>> Learning fabrication skills thanks to the good ol’ internet machine story by

Toby Brooks


elcome to Tech Tech, the first in what we’re planning to be a regular series of quick info articles spotlighting how technology such as specific websites, You Tube channels, and available software can improve your skills around the shop and on your ride. If you think about it, we live in an incredible time. If you don’t know how to do something, there’s a pretty good chance that there’s a decent free tutorial out there that at least explains the basics. If you dig a bit deeper and are willing to fork out a little

scratch, the available options get even better. I’ve been using our Miller Synchrowave 210 for about 6 months now, and I’m getting fairly passable on thicker mild steel practice scraps. Thin wall chromoly is still a challenge, and aluminum and stainless are nothing I would attempt yet on anything that mattered. I just started TIG welding about two years ago, and my inconsistent practice and time spent under the welding hood have resulted in meager but improving skills. I wanted to get some tips and tricks on aluminum welding in particular, so I turned to You Tube. That’s when I For more information visit


discovered the channel and subsequently the website. To say that I was blown away at the workmanship and talent displayed on the channel is an understatement. Perhaps most refreshingly, the videos provided have no needless reality-TV contrived personalities and aren’t even narrated. Instead, it is just a bird’s eye view of a master fabricator doing incredible work with aluminum. To begin, I watched all the free videos posted on the You Tube channel (https://www. Currently, there are

december 2018 | RPM Magazine

32 videos posted with topics covering anything from creating a merge collector to helpful tips on tube notching with or without a specialized notcher. The channel even includes some fun videos such as fabricating an aluminum tomato sculpture and making a dinosaur out of a pipe wrench. Production quality is excellent, with much of

the more tedious aspects of fabrication sped up so that the viewer can see the process without taking as long as it might if you were actually observing in real time. The You Tube channel provides a taste of what is available on the subscription website. For a one-time fee of $45, learners and aspiring fabricators can view a number of multi-part

tutorials and welding exercises that will prove highly beneficial when trying to teach yourself how to weld. Most videos are around 10-15 minutes long and include annotations to point out important teaching tips along the way. I found myself absolutely mesmerized by the entire process of turning raw material into cool parts

with flawless stacked dime welds. If you are looking to improve your TIG skills—particularly with aluminum—then checking out the You Tube channel is a great start. If, like me, you find yourself hungry for more, then that $45 onetime subscription fee will be a wise investment. Until next time, happy fabricating!

The website features a number of cool, step-by-step videos showing cool parts being constructed from scratch. The basic fuel cell and intake Y-pipe screenshots seen here are both a part of the subscription site, but the You Tube channel has a number of great free resources, too. | december 2018



1: The Mustang has been making progress, but it has been a long slow road. We just eclipsed the five year mark on our build. The next time you watch a half-hour reality TV show about how a build was done in a week, recognize that that isn’t how real projects usually go. The good news is that we finally have fenders.

PART 45 >> Ever wonder how to use 21 OEM fenders on the same car? Let us show you how!



t has been a few months since we updated you on our progress on our project 20016 pro street Mustang. Since our last installment, the car has been in Dayton, Ohio where pro street legend Scott Sullivan has diligently worked to finally sort out the nightmare that has been a one-off custom front end.

This would make try number three and a half. Twice previously the attempt was made to take four 2005-2009 Mustang fenders and two more 2013-2014 fenders to produce a custom 6-inch stretch and conversion to the newer style nose. That was 12 fenders in the trash. Another half-hearted attempt resulted in three more

there with them. So armed with sheetmetal panels number 1621, Scott tackled the task with gusto. At the same time, it was necessary to fabricate an understructure and quick release receivers that will allow a couple of people to remove the entire unit in a matter of seconds. Using chromoly tubing and Delrin

story by

Toby Brooks

bushings, Scott made some street-friendly/non-rattling receivers that will accept the male pins from the nose. At the same time, he also fabricated custom mounts for the enormous HID factory headlight housings. The current result is sheetmetal that is getting closer to being paint ready for the first time in project history. At last.

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Diamond’s turbo pistons make big power and combat heat and pressure. • Forged from 2618 aluminum with Herculean pin bosses that accomodate tough TP-1 or H13 tool steel piston pins • Lower skirt rigidity maintained by full-circumference designs that boast the strongest-known stiffening ribs • Hard-coat anodizing, ceramic crowns, and moly skirt coatings available • Fastest turnaround time on custom pistons Questions? Knowledgeable Tech Support: M-F, 9AM-5PM EST


december2018 | RPM Magazine

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2: The Mustang nose is an intricate piece that includes a 6-inch stretch and a conversion from the 2005-2009 style front bumper, headlights and hood to the 2013-2014 style. As such, there are two 2005-2009 fenders and a portion of another 2013-2014 fender on each side, meaning best case scenario required six fenders to do the job. But since when has our project car followed suit with the best case scenaro? After 2 1/2 unsuccessful attempts that ended with 15 fenders in the trash, hot rod legend Scott Sullivan agreed to tackle the job with six more fresh OEM pieces. Here, he has tacked the driver’s side rear stretch portion together.




3: Before Scott could piece the 2013-2014 portion on the fender, he had to get the factory fascia properly positioned as well as the headlights. In this pic, he has mounted the nose and the splitter and has roughly positioned the hood.

4 4: One of the biggest challenges was getting the body lines on the 20132014 nose to match up with the 20052009 wheel openings. Scott sliced and diced until everything was perfect.

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5 & 6: The factory HID headlight housings are absolutely enormous. Scott cut the mounting tabs down a bit and then fabricated a pair of upper housing mounts from hand-formed mild steel.


december2018 | RPM Magazine

7 7 & 8: Scott also fabbed up these quick pin mounts to secure the full clip in the rear. These upper and lower receivers were crafted from 3/4-inch chromoly and fit with custom turned Delrin bushings. The threaded ends provide adjustability. Once everything lined up properly, a 1/4-inch hole was drilled to receive a ball lock pin.

9 8

9: This under structure ensures that the steel fenders will be able to be laser straight prior to paint. The swoopy bars look pretty cool, too. | december2018



10: Scott crafted these swoopy mounts from sheetmetal to serve as attachment/mounting points for the Ringbrothers billet airframe hood hinges. We will work on getting these mounted up when the car returns to our shop next month. Next up, we need to make the 50-hour round trip to get the car and bring it back to our shop, where we plan to re-do the underhood tinwork to fit the new treework Scott has created. We


also need to mount the hood and ground effects and notch the provisions for the zoomie header dumps. We will also have to spot in the powder coating where the

december2018 | RPM Magazine

mounting receivers have been welded in—just part of the joys of doing and redoing fabrication tasks on a coated frame. But make no mistake: we aren’t complaining. Once those tasks are

complete, the car will finally be ready for final prep and (dare we even dream) at long last Axalta tri-coat color. We’ll keep you updated as progress happens. Stay tuned!

SOURCES Scott Sullivan 937.657.6669

Ringbrothers 608.665.2731

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Ultra Gold™

PN 10295 High Pressure PN 10296 High Volume/Pressure

Dual Friction Clutches Performance matched pressure plate & disc combination featuring the patented Centerforce centrifugal weight system (where applicable). Offering exceptional street characteristics, while offering outstanding holdingcapacity and durability.

Ask about a Dual Friction clutch for your vehicle

If you're building a new vehicle from scratch or restoring an old one, Energy Suspension's HYPER-FLEX™ performance polyurethane should be the "ground zero" focus of your build plans. Whether domestic or import, front, rear or 4WD, or old or new, there's a HYPER-FLEX™ kit available to give you the ultimate level of performance and durability.

Hyper-Flex™ Bushing Kits

The next generation of Ultra-Gold™ ARC Series Aluminum Rocker Arms from COMP Cams® increase engine power, enhance valve train stability and improve oiling. They feature an Arced, Recessed, Contoured design and are manufactured entirely in the U.S.A.

Rocker Arms

Designed to protect your engine from high RPM damage. These pumps alleviate the oil starvation, pressure drops and cavitation over 6,200 RPM suffered by factory LS oil pumps.

Oil Pumps


Performance Select

A great alternative to conventional springs. You don’t have to be satisfied with a fixed lowering as you can adjust the height with the KW height adjuster even after the kit has been installed. Available for many popular vehicle applications.

Battery Box Height & Cable Kits Adjustable

Complies with NHRA Rule 8:1. Fits most battery sizes. 3 piece .040" aluminum box design allows access without removing the battery from the box. Hard mounts battery to the frame. PN 48101 With 2 gauge battery cable & hardware PN 48103 With 1 gauge battery cable & hardware

Mojave Heater

Compact and Powerful. Makes the job of adding (or replacing) a heater easy and affordable! • Small enough to mount under dash or under a seat - 10-1/8"x9"x5" • Moves 140 CFM • 12,000 BTU output • Optional Plenum kit avaialble #640 Mojave Heater #650 Plenum Kit

LED Lights

Radiance Pod

Ask a sales rep. for details.

Composed of a high-grade aluminum alloy housing and feature-packed, with a black exposed printed circuit board, forward projecting optics that optimize the light output and back-lighting available in white, green, amber, blue and red.

Fast Orange Wipes

Each pre-moistened wipe has a textured surface on one side that is ideal for cleaning the toughest grease, tar and grime from hands, tools and work areas. The wipes also have a smooth side for general purpose cleaning.

ECTED Max-Locker

Now Available For Jeep Dana44

Electronically controlled tractionenhancing differentials are selectable lockers offering the traction control of a limited-slip differential and a fulllocking differential — all in one! Can be switched on or off “on the fly,” at any road speed and is quiet – say good-bye to noisy lockers!


(705) 435-6271 (705) 728-5911 (705) 726-6161 (519) 757-1200 (705) 445-9311 (519) 235-0290 (519) 924-1444 (519) 524-8389 (905) 545-9339 (705) 457-2322 (519) 364-2960 (519) 338-3441 (705) 789-1818 (905) 476-7721 (519) 396-3381 (519) 291-1213 (519) 453-0337 (705) 526-5488 (519) 348-9639 (519) 323-1530 (888) 572-8867 (519) 662-2411 (519) 662-2821 (519) 941-1510 (705) 325-1335 (905) 579-9884 (519) 371-0810 (705) 746-9564 (905) 839-4421 (519) 389-4242 (519) 925-6311 (519) 273-0650 (519) 284-1090 (905) 643-7700 (705) 566-9870 (877) 351-5604 (905) 936-4292 (519) 881-0980 (519) 357-3830 (519) 539-7483

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december2018 | RPM Magazine


Profile for RPM Magazine

RPM Magazine December 2018  

The Rides Rumbler...Tony Adkins and his patina'd 1959 Rambler wagon march to the beat of a different drum. Quite a Ride..Going fast and look...

RPM Magazine December 2018  

The Rides Rumbler...Tony Adkins and his patina'd 1959 Rambler wagon march to the beat of a different drum. Quite a Ride..Going fast and look...

Profile for rpmmag