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V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpm-mag.com EVENT MEDIA..........................................events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, LOUIS FRONKIER, and WILL McDOUGLE. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, and GEORGE PICH.

MEET THE RPM TEAM

EDITOR IN CHIEF.........................................................CHRIS BIRO editor@rpm-mag.com

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 circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, 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.

WANT YOUR CAR IN RPM?

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@ rpm-mag.com. 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.

Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

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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

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Special Events Manager: Chris Biro events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com

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EDITOR’S RANT

by

Chris Biro

because...

MORE RPM IS ALWAYS BETTER

W

e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 18th

year of RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...19 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip, and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate, and above all continue to give you the best original, exclusive high-horsepower badass rides and cool real-world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies

of RPM Magazine sent to performance & racing-related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online or by simply emailing trish@ rpm-mag.com. Do it today!

COMING NEXT MONTH:

Multi-Brand Madness.........................................................

What do a 7-second Camaro, wild street/strip Buick Grand National, a pro street ’66 Mustang, and a grudge race Chevelle have in common? They will all be featured in RPM next month!

4

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

ADVERTISER INDEX ACC Performance................... 19 Accufab Inc.......................... 101 Aeromotive........................... 95 AFCO................................... 111 Alan Johnson Performance (AJPE)................................. 61 Alston Race Cars.................... 40 Applied Racing Components (ARC).................................. 37 ATI Performance Products..... 46 Auburn Gear.......................... 78 Autoglym............................ 112 AVAK/Ridgegate Tools........... 51 Baer Brakes......................17, 59 Be Cool.................................. 93 BES Racing Engines................. 9 Bill Mitchell Products.......12, 32 Blade Runner 2049.............. 102 Blower Shop............................ 5 Borla................................... 108 BTE Racing............................ 48 C&C MotorSports................... 86 Calvert Racing Suspensions... 76 Canton Racing Products........ 27 CFE Racing Products.............. 11 Chassis Engineering...........8, 43 CN Blocks.............................. 94 CNC Motorsports................... 81 Coan Engineering.................. 62 Competition Products........... 84 Covered Wagon Trailers....... 102 Crane Cams........................... 77 Crower.................................. 36 CVR Products....................... 106 DART..................................... 26 Design Engineering..........49, 80 Diamond Pistons................... 38 DIY Auto Tune/MS3-Pro EFI... 10 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 18 Dynocologists........................ 21 Dynomite Dynamometer...... 13 Dynotech Engineering........... 96 Ed Quay Race Cars................. 24 Edelbrock.......................28, 110 Energy Suspension................ 88 Energy Suspension/Karbelt... 20 G Force Racing Transmissions.43 Geostorm.............................. 50 Granatelli Motorsports.......... 41 GZ Motorsports..................... 35 Harland Sharp....................... 21 Harwood............................... 92 HoleShot Wheels................... 82 Holley.................................2, 87 Howard’s Cams...................... 23 Hughes Performance............... 7 Induction Solutions............... 42 Indy Cylinder Head................ 64 Innovate Motorsports.......... 104 JE Pistons.........................31, 98 Jesel...................................... 14 JW Perform. Transmissions.... 94 Kinsler Fuel Injection............. 85

LenTech Automatics.............. 86 Lokar Perf. Products............ 100 MagnaFuel............................ 26 Magnuson Superchargers...... 99 MAHLE Clevite Inc............... 113 Manton Pushrods.................. 95 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 12 Miska Trailer Sales................. 79 Mr. Cool................................. 96 MSD Ignition......................... 24 Neal Chance Converters....25, 65 Nitrous Pro Flow.................... 37 Nitrous Supply...................... 91 Parts Pro Perf Centers.......... 116 Performance Improvements.. 22 Perf. Plus Connection.......23, 50 Philadelphia Racing Products (PRP).............................56, 63 Powermaster Performance.... 22 Precision Turbo...................... 53 ProCharger............................ 67 Proform Parts...................... 109 Pro Systems Carburetors... 19,47 PTC........................................ 39 Quick Fuel Technology........... 32 Quik-Latch Products............ 110 Racecraft............................... 33 Racepak................................ 34 Racequip............................... 89 RAM Clutches........................ 83 Renegade Racing Fuels......... 52 Rhodes Race Cars.................. 45 Ross Racing Pistons..........5, 107 RPM Magazine Subscribe!.114 S&W Race Cars...................... 97 Scorpion Racing Prods............. 9 Shafiroff Racing Engines..11, 44 Sharp Trailers........................ 39 Smith Racecraft..................... 90 South Dakota State Fair....... 107 Steve Morris Racing Engines. 29 Strange Engineering............. 16 Summit Racing Equip.....20, 115 Taylor Cable Products.......... 105 TCI Automotive...................... 35 Ti64....................................... 98 Tom’s Upholstery................... 14 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 60 VP Racing Fuels.............30, 103 Weinle Motorsports.............. 82 World Products..................... 20


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february2018

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!

THE

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

RIDES Sweet Z..........................................................................38 This flawless 69 Camaro brings back the age old debate among gearheads:

Mopar Madness.................................... 54

What makes a race car a race car and a street car a street car?

This blown Gen II Hemi powered 68 Charger is just flat out nasty!

Mustang Revival..............................................86 This pro street 1970 Mach I Mustang had been left for dead,

Wile E. Turbo Coyote..............................................8

but now it’s back and better than ever!

Who doesn’t love a single-digit street car?

THE

PROJECTS & TECH Formed to Fit.............................................................50 We put the Eastwood Extra Large Capacity Shrinker Stretcher to the test

All in the Details........................................................80

A Love Like No Other...................................... 20 Scott Embley might call his 1969 Chevelle “Sally,” but he built it in loving memory of his mom Jeanne

Shop Talk................................................................... 32 The mysterious rear diff: It’s all about having the right tools for the job

Adding style and rigidity to fastner locations with Hammer Fab and NEXGEN Off-Road dimple dies

Extreme Weight Loss Challenge Episode 4................88 The Thug loses 75 pounds with race car power windows

TOWTECH

Haulin’ the Mail........................................102 Whether you are buying a new trailer or just getting ready to tow, we look at the basics of safety, style, and function

READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPM-MAG.COM 6

february 2018 | RPM Magazine


www.rpm-mag.com | february 2018

7


story and photos by

Tabitha Sizemore

K

entucky native Mike Thomas is no stranger to fast street cars. Having started racing a little over a decade ago, it’s no surprise that after getting his hands on his first ’06 Mustang GT that the adrenaline bug would sink its fangs in. After owning several differ-

ent Stangs through the years, Mike settled on a new sleek black 2012 Mustang GT. Once the Coyote-equipped car was paid off a few years back, he decided to take the freed up monthly payment and begin to modify the GT. And he’s not afraid to admit that he partially blames the hit show Street Outlaws for the inability

to leave the car alone. The 2012 Ford was purchased as a base model, with only a Brembo brake upgrade, and originally it was a 6-speed manual transmission car. “I raced the car with long tube headers, a cold air intake, drag pack, and a tune for a few years,” Mike explains. He ran a personal best at the time of

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february 2018 | RPM Magazine

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9


TURBO COYOTE

BASE MODEL The 2012 GT was purchased as a base model, with only a Brembo brake upgrade, and started life as a stick car. Mike changed that however, when he swapped to a 6R80 6-speed automatic, and the swap looks OEM!

10

11.44 at 120 mph in the quarter-mile. Although respectable, it wasn’t quite enough to keep up with his friends who were just a bit quicker. So it was time to get to work and close the gap. In 2015, with the help of Anthony Peck at Fast Track Performance in Louisville, Mike

february 2018 | RPM Magazine

swapped the MT82 manual transmission over to a factory 6R80 6-speed automatic that he had purchased from a friend and the car now appears as though it came straight from the showroom floor with an auto. Mike didn’t cut any corners doing the swap and not a single detail was overlooked, as he replaced everything

down to the shifter, brake pedal, and even the brake fluid reservoir. “The transmission was built by Lee Blankenship of Shelbyville, Kentucky with Exedy clutches, a billet intermediate shaft, and a Circle D converter.” Along with the transmission change in ’15, Mike opted to add a little boost to the Coyote. Peck also built


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TURBO COYOTE

STANCED STANG Along with rear suspension mods, the car has been lowered. The Weld Racing wheels have been shod with Mickey Thompson ET Street tires for awesome looks and performance to match.

RULE THE

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february 2018 | RPM Magazine

STRIP


a custom single turbo kit for the car which is now backed by a single 7675 billet Precision snail, Precision wastegate, and air-to-air intercooler. With this new found power, Thomas was able to hit the single digits in the quarter-mile, dropping his new personal best to a 9.68 at 143 miles per hour. In 2016, the untouched factory engine said it’s time to go, and towards the end of the year it let loose. Mike took advantage of the situation and came back with an MPS 1200 long block from Jeremiah Hussey in North Carolina. Swinging the Manley pistons are a Boss crank and Manley rods. There are MPS

water jacket modifications to the stock block, and MPS valve-springs in the factory heads. The intake and throttle body remain stock. Mike redid the fuel system himself, choosing to go with a Lethal Performance kit with 3-465 Walbro pumps. Two of which are running constantly with the third on a 5psi Hobbs switch. The GT is cornfed, running on E85 with Division X fuel rails and ID1300 fuel injectors. Out back, the Mustang is sitting on a Ford 8.8 rear end with Moser axles and an Eaton Trutrac differential. Although the front suspension remains stock, Mike has made suspension mods in the rear that

www.rpm-mag.com | february 2018

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TURBO COYOTE BOOSTED ‘YOTE After the stock motor let loose, Mike replaced the original engine with a MPS 1200 long block from Jeremiah Hussey in North Carolina. Swinging the Manly pistons are a Boss crank and Manley rods. There are MPS water jacket modifications to the stock block, and MPS valve-springs in the factory heads. The intake and throttle body remain stock. With four-digit horsepower on tap, Thomas has no problem roasting the rear hides.

include lower control arms with relocation brackets and an anti-roll bar as well as double adjustable shocks. The car has been lowered as well.

No amenities have been removed, and the Ford still has all the factory electronics and luxuries such as A/C and cruise control, and even though the newer Mustangs are no

THE

lightweights, nothing has been removed for weight savings. Mike admits the car is due for a roll cage, but can’t bring himself to pull the trigger just yet, as he still enjoys driving

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february 2018 | RPM Magazine

the car on a regular basis around town with family and friends. As far as real world power, the black beauty isn’t missing a lick, putting down 1034 rwhp on Blan-

kenship Tuning’s Mustang Dyno on 20psi. Mike reached a new best during a private track outing this past November. While he had managed in excess of 161mph on previous 8-sec-


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www.rpm-mag.com | february 2018

15

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TURBO COYOTE

ALL THE COMFORTS OF HOME Nothing has been removed from the GT—it still retains all the factory electronics, A/C, cruise, you name it—meaning this Stang still runs at stock weight. The interior will soon see a rollbar, especially since more upgrades are in the works over the winter.

ond passes during the Turbo Coyote Shootout, (which he finished as runner-up in 2017), Mike clicked off an impressive and seemingly effortless 8.74 at 162 miles per hour with the car on rails during that test day. But he’s not finished with the

Wile E. Stang just yet, and already has mods in mind for the future. He plans on maintaining the street worthiness of the car, but already has a few new components ready to be added over the winter consisting of additional suspension components and better

WHAT’S UNDER HERE? Mike added some trick suspension parts to the rear of the Mustang including an anti-roll bar, lower control arms and relocation brackets plus double adjustable Viking shocks. The car is proof-positive that with today’s technology, you don’t need a full tube chassis or even a backhalf to run in the 8s.

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february 2018 | RPM Magazine


MIKE THOMAS’S TRUE STREET 2012 FORD MUSTANG GT Chassis & Suspension: BMR suspension, anti-roll bar, lower control arms, Viking dual-adjustable shocks. Eibach lowering springs with relocation brackets. Stock front suspension. Engine: MPS 1200 long block from Jeremiah Hussey with water jacket modification. Boss crank, Manley rods and pistons, MPS valve springs in factory heads. TSS billet oil pump gears and billet crank sprocket. ATI damper. Induction & Fuel Delivery: Stock intake and throttle body. Lethal Performance kit: triple pump hat, regulator, 3-465 Walbro fuel pumps: Two running constantly with the third on a 5psi Hobbs switch. -8 feed, -6 return. Division X fuel rails. ID1300 fuel injectors. Power Adder: Custom built kit from Anthony Peck. Single 7675 Billet Precision turbo. Precision wastegate. Air-to-air intercooler. Electronics & Ignition: AEM boost controller and AFR gauges. Dual relay transbrake mod hooked up to a MSD 2-step. Tru Boost duty cycle controller. Transmission: 6R80 6-speed automatic transmission swap by Lee Blankenship. Exedy clutches, billet intermediate shaft, deep pan and Circle D converter. Differential: Ford 8.8 rearend. One-piece driveshaft, Moser axles and studs. Eaton Trutrac differential. Welded axle tubes. Tires & Wheels: Weld Racing RTS 17x7 front, 15x10 rear. Mickey Thompson ET Street R 275/60. Performance: Car was tuned by Lee Blankenship in Shelbyville, Kentucky. Made 1034 rwhp on his Mustang Dyno on 20 psi. Tuned on E85. Best pass to date: 8.74 at 162 November 2017. Special Thanks: While Mike looks to the future with the single-digit street car, he would like to thank a couple of folks that have helped him get where he is today with the Mustang. “I would like to give special thanks to Lee Blankenship of Blankenship Tuning and Anthony Peck of Fast Track Performance for their contributions with the car.”

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february 2018 | RPM Magazine


TURBO COYOTE

8-SECOND RIDE Mike laid down a new personal best in November, and we were lucky enough to be on hand to see it happen. The black Mustang slammed down an effortless 8.74 at 163 miles per hour. Now that’s one quick street car! LEFT: Mike Thomas and his 2012 Mustang GT.

boost control. So if you happen to see a relatively mild-looking late-model black Mustang blow by you, don’t feel bad. You aren’t the first and you won’t be the last who fell victim to this Wile E. turbocharged Coyote!

www.rpm-mag.com | february 2018

19


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february2018 | RPM Magazine


story and photos by

JT

A

s we’ve said many times in RPM, every car has a unique story that makes it special to its owner and those who appreciate our car culture. Some cars are loud and proud and speak for themselves, while others have

a story behind them that tells of how the car came to be, and some have both. We invite you to read on and make the decision with regards to this particular 1969 Chevelle —is the car better than its story or is the story better than the car? Good luck!

Scott Embley of Saylorsburg, PA has been the proud owner of this piece of iconic American muscle for the past 25 years. It all began while riding his BMX bike through town one day when he had a love-at-first-sight moment. He fell so in love that he traded

www.rpm-mag.com | february2018

21


LOVE LIKE...

his lifted 1987 Nissan pickup along with the $3500 he still owed on it to buy the Chevelle that same night. It is a very powerful thing when a young man not only finds his dream car but makes a sizeable sacrifice to buy it. Scott was raised by his mother Jeanne who is actually the person

who introduced him to drag racing, and she did so the very next weekend after he purchased the car. Jeanne was a longtime bracket racer and figured if she taught her son how to race safely on the track, he would stay off the streets (and that worked…for a while). That weekend, the Chevelle, now called “Sally,”

made her first pass with Mom cheering them both on. Scott’s first trip down the track resulted in a very modest 14.80 at 93 mph. However, it forever hooked him on drag racing. Scott and his mom worked hard making Sally a reliable street/ strip car from that day on. After losing his

THIS ONE’S FOR YOU, MOM Once a street car that got Embley into hot water with the law, “Sally” was transformed into a race-only machine. The wheelie bars and parachute are parts of that transformation as are the decals carefully placed alongside “In Loving Memory Of Mom” on the rear window of the Chevelle.

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february2018 | RPM Magazine


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driver’s license a few times, Scott’s mom decided it was time to buy him his first trailer (which he still has) and dedicate Sally to strip duty exclusively. Scott chuckled while explaining that at one point he had 53 points on his license. Scott’s mom taught him the basics of towing and

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february2018 | RPM Magazine

bracket racing and the two of them had many fun times together racing and working on the Chevelle. Tragically, Jeanne lost her life to cancer at the young age of 53 but managed to get Scott and the car into the 11.90s before she passed in 1996. Jeanne is forever immortal-

ized on the back of Sally with a decal that says, “In Loving Memory Of Mom.” To this day, Scott and Sally share every pass down the track together with Jeanne and will forever remember the love and lessons they experienced together. Fast forward to 2017 and Sally is both


...NO OTHER

LOOKIN’ GOOD The black vinyl roof gives added character to the Chevelle and the big 6-inch cowl hood projects the “I mean business” part of Sally come race day.

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ER W O KP C O L BIG B

• High Nickel 220 BHN Cast Iron • Standard 9.800” or 10.200” deck heights • Siamese bore sizes from 4.250” up to 4.625” • Priority main oiling system with external 1/2” NPT oil feed • Billet Steel or Ductile main caps

CNC 335cc / 355cc / 365cc

BBC

MANIFOLD SINGLE PLANE

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• High flowing Cast Aluminum ports • Raised plenum with single plane design • Machined for 9.800” and 10.200” deck height with 4150 or 4500 carb flange • Street / strip performance from 3,000–7,500 RPM

QUALITY. STRENGTH. PERFORMANCE. SINCE 1981.

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february2018 | RPM Magazine


LOVE LIKE...

ferocious and stunning at the same time – a car that commands attention and respect wherever it goes. This Chevelle took a lot of blood, sweat, tears, and cash to get to where it is today. The car saw five different versions that ranged from its first days as a 14.80 car into 12.80s,

then 10.90s, then 9.70s, then 9.20s and finally into its best pass to date of 8.90 with a 1.2 second sixty foot time. The heart of Sally is a 565 cubic inch Dart big block which houses a stout rotating assembly that includes a Callies crankshaft, Manley rods, and Venolia

pistons. A pair of Dart 345 heads and Pro-Filer Sniper Jr. intake were installed on the 565 and keep the 13.5:1 compression contained during those 8 seconds of violence. A Jesel billet belt drive and Jesel rockers were used and a top secret cam was installed to command the valvetrain.

HIGHLY MOTORVATED The 13.5:1 compression naturally-aspirated Dartbased big block Chevy mill sports 565 inches along with Dart 345 heads and a Pro-Filer Sniper Jr. Intake. Fuel delivery is handled by a Holley 1290 cfm Dominator carb and Magna Fuel pump.

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...NO OTHER

548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock mat ds or 24° CNC cylinder hea Chevy with Edelbrock/Musi Vict over 1,550 horsepower . This combination resulted in 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. for up to .880” lift. They are ava springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma the ports to features a 3/4”radius in ds. hea er ind cyl t por oval CNC’d for a variety of custom This manifold is suitable er, ow sep hor h hig n der for mo cylinder heads required HP. + 950 g kin ma s ine large displacment eng FOLLOW US ON:

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february2018 | RPM Magazine

ALL PARTS FOR USE ON RACING VEHICLES ONLY.


SCOTT EMBLEY’S 1969 CHEVY CHEVELLE DRAG CAR Chassis: 12-point cage 8.50 cert. Suspension & Brakes: Stock front suspension and ladder bar rear. AFCO BNC shocks in the front and AFCO Big Guns in the rear. Wilwood disc brakes on all four corners. Body & Paint: Custom Quasar Blue by Cliff’s Auto Body. Removable fiberglass 6-inch cowl hood and deck lid. Engine: 565 CI Dart Block with Dart 345 Heads, Pro-Filer Sniper Jr. Intake, Callies Crank, Manley Rods, 13.5:1 compression Venolia pistons, and Jesel valvtrain. Induction & Fuel Delivery: Sniper Jr. Intake with a Holley 1290 cfm Dominator. Barry Grant regulator and Magna Fuel pump. Electronics & Ignition: MSD Pro Billet distributor and an MSD 7-AL box. Transmission & Driveline: Sepanek Turbo 400 with Reid case. Dynamic 4,500 rpm stall converter. Custom driveshaft. Differential: Moser fabricated 9-inch housing with Mark Williams center section. Moser 40-spline axles. 3:90 gears. Tires & Wheels: FRONT: Racestar 15x3.5 with Hoosier 28x4.5. REAR: Racestar double beadlock 15x10 with Hoosier 30x10.50. Exhaust: Super Comp 2 1/8-inch headers into 3.5-inch collectors. Special Thanks: “I would like to thank my wife Sharon for all of her support and my children Jordan, Saige, and Jaina for all of their encouragement."

ON THE INSIDE The Chevelle is equipped with an 8.50 cert cage, race buckets, billet ratchet shifter, and an assortment of gauges and electronics to help dial the car in on race day. 112 octane race fuel is fed to the mill via a Magnafuel fuel pump and Barry Grant regulator into a 1290 cfm Holley Dominator carb. A complete MSD ignition provides the necessary spark and exhaust escapes through a set of Hooker Super Comp 2 1/8-inch headers. Helping the 1000-plus horsepower reach the pavement is a Sepanek-built TH400 with Reid Super Case and Dynamic 4,500 rpm stall

converter. A custom driveshaft connects the trans to a Moser 9-inch with Mark Williams center section, 3.90 gears and Moser 40-spline axles. Sally’s chassis is 8.50-certified and has a rather simple ladder bar suspension with custom-valved AFCO Big Gun shocks in the rear. Up front, the stock frontend uses a pair of AFCO BNC shocks to help keep things smooth after the launch, and in particular, following the wheelies that the

Chevelle has become known for. The portly 3590-pound Bowtie sports a set of Racestar double-beadlock rear wheels with Hoosier 30x10.50 slicks and disc brakes on all corners help keep Scott from hitting the sand trap. Part of what makes Sally so elegant is her stock appearance. With the exception of a 6-inch cowl, a removable deck lid, and Lexan windshield, her body is all Detroit muscle.

www.rpm-mag.com | february2018

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RPM FEATURE CAR

WARM ’EM UP Heating the hides for the next hit. Embley carries the memory of his mom Jeanne, who started him in drag racing, with him on every single pass in the car.

Out back you will notice the parachute, which was a mandatory install after joining the 8-second club, and a set of wheelie bars, installed after a monster wheelstand resulted in more than a few boxes of broken parts. Keeping true to the classic look is a mostly OEM-style interior with a set of gauges to monitor vitals, a B&M Pro Stick, 5-point safety harnesses, and a full roll cage. Scott and Sally have won numerous races over the years but none were as special as winning The King Of The Track at Island Dragway’s 50 year anniversary and, without any help from Scott, Sally won the Super Chevy’s Top 10 Editor’s Choice Award two years in a row. When asked if he has any power adders in mind for the future, he replied, “The only power adder Sally has is my mom’s love—no nitrous, turbo, or blower can top that!” There are a lot of different types of love we get on a daily basis, but a mother’s love is a love like no other. Jeanne not only passed this love for drag racing down to her son Scott, but unknowingly she started a family legacy and racing team. Scott’s wife Sharon races

a mid-9-second 1971 Nova, his 25 year old son Jordan is building an S10 Blazer and his 15-year-old daughter Saige races her 1992 S10 Blazer in the Jr. Street class and was track champion her rookie year. While his 11-year-old daughter Jaina is too young to race, she takes the role as crew chief for EFR (Embley Family Racing) and helps keep the cars ready on race day. Scott admitted that it’s a chore to run four cars on a limited budget and still stay competitive, but his family wouldn’t have it any other way. While most families decide which country, island, or amusement park they are going to spend their family vacation at, the Embleys would rather attend a big footbrake race in another state. Scott has plans to build a blown 1969 Chevelle station wagon street machine as a tribute to the car his mom raced and use it as a tow rig to bring Sally to the track. Embley is adamant that none of the cars will ever be sold but instead will be passed on to his children to continue the family legacy that Jeanne started back in the spring of 1990 when she lovingly took Scott and his new Chevelle to the dragstrip for the very first time.

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february2018 | RPM Magazine


The latest technology for your Big Block Chevy 3D milling

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31


SHOP TALK

AUTOMOTIVE PROCTOLOGY 101:

THE MYSTERIOUS REAR DIFF

IT’S ALL ABOUT HAVING THE RIGHT TOOLS FOR THE JOB JT

story and photos by

T

o the average person, tools are metal objects that are kept in a toolbox and occasionally used to hang a picture

32

or tighten a loose screw. To a gearhead, tools are like food and water: basic necessities. Most serious DIY mechanics own a variety of tools that might

february 2018 | RPM Magazine

include a welder, plasma cutter, chop saw, drill press, tubing bender, sandblaster, air compressor, hydraulic press, sawzall, and possibly a few other essentials. For

the more advanced enthusiast, the next level in the “tool chain” could include a lift, tire machine, balancer, brake lathe, front end rack, and a custom welding

table. And then there’s the extreme enthusiast, the gearhead that covets the machines you would normally only find in a pro engine building shop. This


1 is the top of the “tool chain” and includes things like a cylinder hone, crank balancer, seat and guide machine, head/block surfacer, or even a valve refacer. Now let’s be serious. How cool would it be to have all of those tools at your disposal? Assuming you had the knowledge to not only operate these cool tools but also conquer the repair at hand, you would be a self-sufficient one-man shop. Such is the case with a buddy of mine who has a very successful transmission shop near my home. Whenever I drive by, I like to stop in and enjoy a little shop talk. The other day, I was watching him rebuild a transmission and could not believe the number of special tools that he HAS to use. Besides a massive toolbox filled with your standard everyday tools, he has a small fortune of job-specific tools that enable him to complete more

1: I have written about it many times: the difference between success and failure all starts with a keen eye for the details. When it comes to wrenching on a thousand horsepower or more, your life is in the hands of someone who either did it right, or just did it.

difficult repairs. He is a modest guy and swears that transmissions are not as hard to work on as everyone makes them out to be. The most challenging part for him was actually acquiring all of the tools and textbooks needed to do the work. I often talk about the importance of tools and how having the right tool can make a task a bit easier to perform. Putting my tool obsession aside, though, the reality is that there are certain tools that are absolutely job-specific and as necessary as the part being replaced. It’s no secret that when it comes to auto repairs, I am a perfectionist who labors over every detail, as it is often the details that separate success from failure. This is not something to be taken lightly when it comes to the street or the strip. Not only is someone’s life at risk, there is an extremely

2

expensive custom machine to protect. Recently, I was hanging in my shop with my garage squad and the topic of tools took center stage. On this particular day, I happened to be taking the rearend out of my pro street Camaro because it was making sounds that are not supposed to come out of a Dana 60. The guys watched as I unbolted the custom 4-link and Z-bar I fabbed for the car, and then as I removed the wheels, brakes, calipers, and rotors. They watched as I unbolted the driveshaft and made sure the rear end was free of any other connected part. Knowing that I’d be working alone for the remainder of the job, I needed a way to remove, relocate, and re-install the whole rear and axle assembly by myself. My shop squad watched as I fabricated a

2: When you labor over even the smallest of details, sometimes sitting back and taking a picture of your finished product is just what the doctor ordered. I was so happy to get this rearend back in and to finally have peace of mind that it was done right! rolling and adjustable rear axle stand right in front of their eyes. They were impressed as I lowered the car onto my newly built stand and effortlessly rolled the rear from under the car into a free bay to work on it. As far as I was concerned, my work was done for the day. But the squad had every intention of watching me rebuild the rear. They were bewildered at my response. I told them I simply did not have the tools necessary to complete the job and was

www.rpm-mag.com | february 2018

33


SHOP TALK

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND

3 3: If you have ever spent any time in a machine shop, you have seen this little tool used a lot. The average home mechanic will never need a dial bore gauge. But anyone who wants to set pinion depth and backlash on a rear end will be lost without it.

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february 2018 | RPM Magazine

planning to take it to a friend’s shop so he could help me with it. They were like, “WHAT!? You don’t have the tools? You are going to let someone else touch your car?” They went on to say there was no one they would rather have rebuild their car’s rear diff than me. After all, I am Mr. Detail, and it seems rear ends and being anal-retentive goes hand in hand, right? I thanked everyone for their confidence in my abilities and the relentless rearend jokes and sent them home for the night. As the evening progressed, I could not stop thinking about what they said. I decided to do some research and take inventory on the tools I would need to complete this job myself. These are by no means your ordinary, run-of-the-mill toolbox fillers. These are special tools that are needed

to complete the job to the required specifications. I looked at my assortment of torque wrenches and was surprised that I had seven. Out of the seven, one would be able to tighten the pinion yoke to the required 250 ft/ lbs., but I didn’t have a dial indicator torque wrench that could read the 20-25 inch/pounds of preload that the pinion bearing needs with the yoke torqued to 250 ft./lbs. I also did not have a dial bore gauge that could read the proper backlash specs of .005”-.010.” Adding to this part of the rebuild required me to have a set-up tool or jig to mount my dial bore gauge to and measure the pinion depth. I have a 20-ton shop press and some clamshell bearing removers, but didn’t have one large enough for the carrier bearings. I have an assortment of brass punches but

needed a really long one to pop the race out of pinion housing. Now that I had my shopping list, I just needed to convince my wife these were worthy purchases. Tools are an investment in future work, right? She lovingly indulged my thought process and I ordered them up. I went to work reading every article I could find on Dana 60 rebuilding and found an extremely easy to follow A-Z procedure from Strange Engineering. Bolts are bolts, bearings are bearings, and torque specs are torque specs. Why are people so afraid of setting up rear ends? I truly believe it’s the fear of not having the correct tools to do the job properly. I disassembled the entire rear and thoroughly cleaned the housing and axles. While I was at it, I sanded the housing and put three coats of fresh paint and


4 5: Fearing the unknown is what keeps most people from trying new things. If you have wrenching knowledge, can read a set of directions, and can read a ruler, you can rebuild a rear end. Don’t let fear take over. When you break it down, FEAR is simply False Evidence Appearing Real.

three coats of clear on it, as well as the fully adjustable ladder bars. I also ordered all new Timken bearings and seals along with a new Strange carrier and ring & pinion set. I had recently replaced the end bearings and seals so I left them alone. My newly con-

4: I proudly support all DIY’ers out there. After all, noone is going to put as much care into a repair as you will on your own car.

5 structed axle stand proved to be a lifesaver throughout the entire process, but I also devised a clever plan to assist with the bearings. I purchased an extra set of matching pinion and carrier bearings and had my dear friend Jason Leindecker of Leindecker Racing Engines mill

out the bearings just enough so I could push them on and off by hand during setup. This was truly invaluable as it took me over a dozen times to get the pinion preload to be within the required specs due to a lack of .001 shims. Removing a bearing

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35


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february2018 | RPM Magazine


SHOP TALK and pressing it back on a dozen times not only takes forever but the chances of damaging the bearing are very high. This setup-bearing plan was priceless. The rebuild was a success, but looking back, I should have invested in a very large adjustable wrench to hold the pinion yoke while torquing to a gargantuan 250 ft. lbs. The large pipe wrench I used unfortunately put some teeth marks in my very expensive Mark Williams Yoke. My shop squad was very proud of me for biting the bullet and buying the tools necessary to complete the project myself. My new tools are already being put to good use (generating work), as one member of my squad brought me another rearend to rebuild. I’ve said it before, and I will say again with a slightly different ending: respect your engine builder/machinist not only for their knowledge, but for the tools they’ve invested in. Respect your transmission expert for the same, and while we are at it, respect the person who tears into your rear diff. My garage squad now calls me the proctologist. If only I could charge what they do! So my friends, I hope I’ve presented a rock-solid case on the importance of tools. You truly can’t go wrong when you have the right ones. When in doubt, fear not and follow my lead—ORDER UP! Until next time…keep wrenching!

6: There are two types of over-thinkers in the world. There are people like myself who have to plan every step of a project before even attempting it. And there are those that over-think themselves into feeling they are not qualified to attempt the repair. If you are a serious gearhead, chances are you already have the skills needed for the job. Don’t allow over-thinking to let fear into the situation and stop you in your tracks.

6 7: Even though I was extremely careful during disassembly, I managed to put a few nicks in the paint of the housing. Since the rear end was now completely out of the car, I just had to put three coats of fresh paint and top it off with three coats of clear.

7 8: Taking everything out of the rear is an easy task. If you pay careful attention to the details during disassembly, you will save a lot of time during assembly. Case in point, label all of the bearings, races, and shims with their correct location. When you have a working shim count, you have a much better starting point than if you were doing it from scratch.

www.rpm-mag.com | february 2018

37


With Pro Line Racing Engines and Diamond pistons, Q80 Racing team resets quarter-mile doorslammer record at 5.46 seconds and 272mph “Diamond’s contributions have been invaluable.” Doug Patton, Pro Line Racing Engines

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

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february 2018 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net


story and photos by

Tim Lewis

T

his flawless 1969 Camaro brings back the age-old debate among gearheads: what makes a race car a race car and a street car a street car? That same question has been asked ever since

street car drag racing first started, but will there ever be a correct answer? We say, not likely. Deciding what is street and what is strip is probably one of the most subjective topics among fans of mega-horsepower street cars. Sure, you can add in

some objectivity based on equipment that would never, ever, under any legislation anywhere, be allowed on the street. Or mega-power levels and race-car only equipment that seriously reduce real-world driveabilty, but somehow people will argue

www.rpm-mag.com | february 2018

39


SWEET Z their point to the bitter end. One thing’s for sure though, when you see a ride like Richie Shallcros’ 1969 Z/28 stick-shifted “race car that is occasionally driven on the street,” it’s hard to argue that it’s not either one, because it really is both. Now that’s confusing! Shallcros, from Warwick, Maryland owns Dent Magic, a painless dent repair business, and originally built this real Z/28 as a tubbed-out pro streeter that saw a lot of car shows and even placed at the original Street Machine Nationals. After the show scene, Shallcros decided to go in a new direction with the pristine rare Bowtie, transforming it into a high-power drag car (that could still be occasionally street driven), and the result is simply stunning. To add to the fun, Richie went with a standard transmission, and even further, he decided to have one that would actually be shifted with a clutch as opposed to the clutchless operation of many of today’s race cars. The “show mill,” a Rootsblown engine, had to go—mean-

40

february 2018 | RPM Magazine


PRO STREET HERITAGE... DRAG STRIP CRED The classic Chevy was tubbed and blown back in the first heyday of pro street, even placing in the Street Machine Nationals back in the day. However, although it still sports current plates and sees occasional street duty, the now natuarally-aspirated Camaro spends most of its time blasting down the track these days.

www.rpm-mag.com | february 2018

41


SWEET Z ing that step one in the rebuild was to decide on a new engine combo. And so a new 540ci big block from B+B Enterprises was born. Engine builder Butch Biesecker started with an iron block with a 4.503 bore and a stroke of 4.240. A Callies crankshaft was chosen to swing Crower H-beam rods and pistons from the fine folks at JE. Picking out a camshaft for the new engine was tasked to Reher-Morrison

in Alrington, Texas. Heads are AFR 335 models with a full complement of Jesel goods, and the engine is topped off with an intake from Dart. A Pro Systems 1050 gets the C12 fuel flowing, and spent gases exit via Lemons headers and race mufflers tightly tucked under the car. A G-Force GF5R trans backs up the mighty naturally-aspirated Rat and transfers power to a traditional pro street style setup fabbed up by

Joe Timmeny at Delaware Chassis Works consisting of a shortened Dana 60 with 4.30 gears and Moser axles suspended by ladder bars and coilover shocks. Aerospace brakes help slow things down to a stop after a pass on the strip, or a pass down the streets of Ocean City, Maryland. Up front, suspension mods use the stock front frame rails and include TRZ chromoly upper and lower tubular control arms and

coilover front shocks. The old-school stance is killer and a keen eye might notice the retro pro stock wheels—a set of super lightweight Motor Wheel Flys. These wheels were years ahead of their time and the fronts are built out of magnesium and the rears aluminum. The wheel company closed its doors in 1974 because they were getting out of the racing business and 43 years later they have become

very hard to find. You might source some online, but be prepared to spend in excess of $1,500—and that’s for just the fronts. A set of rears have sold for as much as $3,000! Inside the car, an 8.50 cert cage with swing-out side bars for easy access has been fabricated and the factory seats are covered in black and white houndstooth. New carpet along with door panels and headliner were installed and a

NO PRO POSER The knock on many pro streeters back in the day was that they were all show and no go. That’s certainly not the case with this Camaro, as the all-steel naturally-aspirated beauty has blasted a best of 9.24 @ 149 mph and is still docile enough to cruise on the street from time to time.

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february 2018 | RPM Magazine


RICHIE SHALLACROS’S STREET/ STRIP 1969 CHEVY CAMARO Chassis: 8.50 cert cage with swing-out side bars. Suspension & Brakes: FRONT: Factory GM independent front suspension conficuration with TRZ tubular upper and lower control arms, coilover shocks, and Aerospace Components disc brakes. REAR: Custom ladder bar suspension by Joe Timmeny of Delaware Chassis Works. Santhuff’s shocks and Aerospace Components disc brakes. Body & Paint: Factory steel body prepped and painted by The Auto Body Shop in Carney’s Point, NJ. Two-stage gloss black with white rally stripes. Engine: 540 ci BBC built by B+B Enterprises. Cast iron block with 4.503 bore/4.240 stroke. Callies crank with Crower H-beam rods and JE Pistons. Reher-Morrison camshaft and AFR 335 cylinder heads. Induction & Fuel Delivery: Dart aluminum Intake with Pro Systems 1050 cfm carb. Electronics & Ignition: MSD Pro Billet distributor and an MSD 7-AL box. Transmission & Driveline: G-Force GF-5R manual transmission. Differential: Narrowed Dana 60 housing with 4.30 gears and Moser axles. Tires & Wheels: FRONT: 15x3-inch Motor Wheel Fly magnesium wheels with Hoosier Drag Front tires. REAR: 15x12-inch Motor Wheel Fly aluminum wheels with Hoosier slicks. Exhaust: Lemons headers with full exhaust and race mufflers. Performance: 850 hp; best pass to date of 9.24 @149 mph through the mufflers.

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www.rpm-mag.com | february 2018

43


SWEET Z

YOU’RE SUSPENDED The Camaro still rocks the factory framerails and factory independent front suspension, but the original control arms have been replaced with lightweight tubular chromoly pieces from TRZ and strut bars have been added for improved chassis rigidity. stock steering wheel and dash add a nice touch to the flawless finish. A Long shifter and full complement of aftermarket gauges finish the cockpit. Since the car was pretty much completely disassembled for the transformation, a new coat of paint was in or-

ROWED WARRIOR

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february 2018 | RPM Magazine

No auto trans here. The Camaro sports a G-Force GF5R manual transmission and gear changeds are commanded via a Long billet shifter.

der. Richie handled getting the body cleaned up and ready for paint himself, then hauled it up to The Auto Body Shop in Carneys Point, New Jersey for its fresh new skin. After countless hours of body work and blocking along with panel fitment, the gun was

loaded with black base for the body then white for the stripes. After a few coats of clear, wet sanding and buffing, the car was reassembled. A light tint on the windows was added to go with the deep black paint work. Richie is quick to point out “I wanted


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708-754-7223 82-92 CAMARO - FIREBIRD 93-02 CAMARO - FIREBIRD 10-13 CAMARO 04-09 GTO 05-09 COBALT 37 COUPE 39 SEDAN 47 NASH SUPER 600 & 47 CHEVY COUP 49-54 CHEVY SEDAN 55-57 CHEVY 59 EL CAMINO 61-64 IMPALA 70-80 IMPALA 62-67 CHEVY II - NOVA 63 TEMPEST 64-67 GTO SKYLARK 442 CHEVELLE 65-69 CORVAIR 65-69 IMPALA 68-72 GTO SKYLARK 442 CHEVELLE 68-73 OPEL GT 68-78 NOVA VENTURA 70-72 MONTE CARLO 73-77 CHEVELLE MONTE CARLO TEMPEST CUTLASS 78-83 MALIBU 78-88 MONTE CARLO & GM G BODY 82 SKYLARK 82-87 CAVALIER

6 Points ...... from 184.95

HERE IS A LIST OF APPLICATIONS WE CURRENTLY OFFER:

84-88 CELEBRITY 2 DOOR 87-96 BERETTA 88-94 CAVALIER 94-97 CUTLASS 95-05 CAVALIER 95-96 MONTE CARLO CHEVETTE VEGA MONZA

88-91 CRX 90-93 ACCORD 92-95 CIVIC 93-97 DEL SOL 96-00 CIVIC 97 & NEWER PRELUDE 99-09 S2000

GENERAL MOTORS TRUCKS

05 TIBURON

06 HUMMER H3 54 PICK UP 67-72 PICK UP - BLAZER 73-87 PICK UP, 73-91 BLAZERSUBURBAN 82-93 S-10 PICK UP EXT CAB 82-93 S-10 PICK UP STD CAB 82-93 S-10 BLAZER 88-97 PICK UP 94-02 BLAZER 94-02 S-10 PICK UP EXT CAB 94-02 S-10 PICK UP STD CAB LUV PICK-UP

GEO STORM

HONDA

03-07 ACCORD 88-91 CIVIC

HYUNDAI LEXUS 00-05 IS300 92-97 SC400

MAZDA 69 R-100 77-85 GLC 79-85 RX-7 86-92 RX-7 90-98 MIATA 93-02 RX-7 MX6

MITSUBISHI 03-04 LANCER 90-94 ECLIPSE 94-96 3000GT 95-99 ECLIPSE

MOPAR CARS

63-65 BELVEDERE/CORONET (B-BODY)

63-65 POLARA-330 (C-BODY) 63-66 DART 64-66 BARRACUDA-VALIANT 66-67 CORONET-SATELLITE-CHARGER 67-69 BARRACUDA 67-76 DART-SCAMP-SWINGER 68-70 AMX & JAVELIN 68-70 CORONET-CHARGERROAD RUNNER 70 HORNET 70-74 CHALLENGER - BARRACUDA 70-76 DUSTER-DEMON-DART SPORT 70-78 AMC GREMLIN 71-72 BELVEDERE-CHARGERROAD RUNNER-CORONET 71-74 JAVELIN & AMX 73-75 CHARGER-SUPER BEECORONET-SATELLITE 79 AMC SPIRIT 90-94 EAGLE TALON 94 EAGLE SUMMIT 94-01 NEON 2-DOOR 94-04 NEON SRT 94-96 STEALTH 95-2000 SEBRING - AVENGER 95-99 EAGLE TALON F BODY G BODY - DAYTONA L BODY 2 DOOR ONLY (OMNI HORIZON) ARROW

08-13 CHALLENGER

MOPAR TRUCKS PT CRUISER 01-05 LIBERTY 02-05 RAM PICKUP 81-87 PICKUP 95-01 RAM PICKUP 97-04 DAKOTA PICKUP CHEROKEE CJ5 CJ7 COMMANDO JEEPSTER WRANGLER YJ

NISSAN

03-08 350Z 84-89 300ZX 89-94 240SX 89-94 240SX CONVERTIBLE 89-94 SKYLINE 90-96 300ZX 95-98 240SX

OTHER DOMESTICS 33 WILLYS COUPE - CHOPPED 40 WILLYS HENRY J 47 INTERNATIONAL TRUCK

SUBARU 02-06 IMPREZA 93-01 IMPREZA

TOYOTA CARS 74-81 COROLLA 80-83 COROLLA 84-87 COROLLA 86 - 92 SUPRA 91-95 MR2 93-98 SUPRA STARLET

TOYOTA TRUCKS 2007 FJ 88 PICKUP 97-04 TACOMA PICKUP

VOLKSWAGEN 82-88 SCORROCO 85-92 GOLF GTI 2-DOOR 87-92 JETTA 87-93 FOX 93-98 JETTA BEETLE (OLD STYLE) CORRADO RABBIT

VOLVO 740 SERIES

PRICING DOES NOT INCLUDE ANY APPLICABLE SHIPPING CHARGES. PLEASE CONTACT ONE OF OUR SALES REPRESENTATIVES FOR A SHIPPING QUOTE.

SUSPENSION & CHASSIS Welded 4 Link Round Tube Frame Kits

24-0010 - Mild Steel ....From $649.95 24-00011 - Chromoly ...From $899.95 PARACHUTE MOUNTS

Sportsman 23-0200...Mild Steel ...................124.95 23-0200-CM...Chromoly .................199.95 Pro Series 23-0201...Single ......................................124.95 23-0202...Dual .............................................199.95 ANTI-ROLL BAR KITS

19-0001...Sportsman .............199.95 19-0002...Pro Series ..................299.95 19-0003...Elite Series ....................599.95 19-0004...Elite HD Series ...............899.95 4-LINK SUSPENSION KITS

24-0109...Sportsman ................249.95 24-0110...Pro Series ......................274.95 24-0111...Elite Series ...........................799.95 Swing Out Door Bar Kits

– Clevis Style Pro Series ......................................$74.95 Elite Series .........................................$124.95 WHEELIE BARS

Chromoly 32-0000 ...Sportsman 70” .......324.95 32-0001 ...Pro Series 80” ........549.95 32-0002 ...Elite Series 96” .......849.95 WISHBONES KITS

29-0001...Sportsman Bolt On ...149.95 29-0002...Sportsman Weld On ....149.95 29-0003...Pro Series ......................249.95 29-0004...Elite Series .....................299.95 DIAGONAL LINKS

29-0010 Sportsman Series ..$99.95 29-0011 Pro Series ............$149.95

SUSPENSION & CHASSIS REAR COIL OVER MOUNTING KITS

15-0001...7 1/2” Bracket 2X3” Back Brace ..........................124.95 15-0002...5 1/2” Bracket - 2X3” Back Brace ..............................................................124.95 15-0003...5 1/2” Bracket - 3” Axle Tube ..............................................................124.95 15-0004...Coil Over Mounting Kit 7 1/2” Bracket - 3” Axle Tube..............124.95

Add +400 for Strange Engineering Single Adjustable Shocks and Hypercoil Springs Add +650 for Strange Engineering Double Adjustable Shocks and Hypercoil Springs

PLATE CHROMOLY PLATE

Thickness 6”X12” 6”X36” 12”X12” 24”X24” 0.032.............$6.50 ............ $15.00 ...............$12.50 .......... $50.00 0.040.............$7.50 ............ $17.50 ...............$15.00 .......... $60.00 0.050.............$8.00 ............ $18.00 ...............$16.00 .......... $64.00 0.063.............$9.00 ............ $20.00 ...............$18.00 .......... $72.00 0.090.............$11.00 .......... $25.00 ...............$22.00 .......... $88.00 0.125.............$15.00 .......... $34.00 ...............$30.00 .......... $120.00 0.190.............$22.50 .......... $55.00 ...............$45.00 .......... $180.00 0.250.............$30.00 .......... $70.00 ...............$60.00 .......... $240.00

TUBING

FUEL CELLS

4130 CHROMOLY TUBING Pricing is per foot

SUMPED SERIES

18-0103... 3 Gallon .................$129.95 18-0105... 5 Gallon .....................$154.95 18-0110... 10 Gallon.......................$194.95 18-0115... 15 Gallon..............................$209.95 18-0120 ... 20 Gallon ...............................$214.95 FLAT BOTTOM

18-0104... 4 Gallon .................$144.95 18-0111... 10 Gallon ...................$214.95 18-0116... 15 Gallon.......................$229.95 18-0121... 20 Gallon..............................$234.95 PRO SERIES – 12AN & 10AN Feeds

18-0103-PS... 3 Gallon............$149.95 18-0105-PS... 5 Gallon ...............$174.95 18-0110-PS... 10 Gallon .................$254.95 18-0115-PS... 15 Gallon ........................$269.95 18-0120-PS... 20 Gallon ...........................$274.95 STREET SERIES

18-2121... 12 Gallon .................219.95 18-2161... 15 Gallon ....................234.95 18-2162... 15 Gallon.........................234.95 18-2171... 17 Gallon ...............................279.95 18-2172...17 Gallon ...................................279.95 18-2191... 19 Gallon ......................................284.95 ACCESSORIES

Mounting Kits ....................From 34.95 Filler Necks ...........................From 49.95 Roll Over Valves ........................From 24.95 Sending Units...................................From 39.95 Anti Slosh Foam .................................From 14.99

27-0200 ...3/8 OD .049 Wall ......$3.78 27-0211 ...1 1/4 OD .049 Wall ...$5.48 27-0201 ...1/2 OD .035 Wall ......$3.98 27-0212 ...1 1/4 OD .065 Wall ...$5.68 27-0202 ...1/2 OD .049 Wall ......$4.26 27-0213 ...1 1/4 OD .095 Wall ...$7.05 27-0203 ...5/8 OD .049 Wall ......$4.46 27-0214 ...1 1/4 OD .120 Wall ...$7.48 27-0204 ...3/4 OD .049 Wall ......$4.66 27-0215 ...1 3/8 OD .095 Wall ...$7.58 27-0205 ...3/4 OD .058 Wall ......$4.74 27-0216 ...1 1/2 OD .065 Wall ...$6.36 27-0206 ...1 OD .058 Wall..........$4.86 27-0217 ...1 1/2 OD .095 Wall ...$8.25 27-0207 ...1 OD .065 Wall..........$5.25 27-0218 ...1 1/2 OD .120 Wall ...$8.76 27-0208 ...1 OD .083 Wall..........$5.88 27-0219 ...1 1/2 OD .188 Wall .$11.35 27-0209 ...1 OD .188 Wall..........$8.36 27-0220 ...1 5/8 OD .083 Wall ...$7.85 27-0210 ...1 1/8 OD .058 Wall ...$5.18 27-0221 ...1 3/4 OD .083 Wall ...$7.92 DOM TUBING Pricing is per foot 27-0100 ...1 1/2 OD .120 Wall ...$6.72 27-0102 ...1 3/4 OD .120 Wal ....$6.98 27-0101 ...1 5/8 OD .120 Wall ...$6.87 ERW TUBING Mild Steel Tubing. Pricing is per foot 27-0001 ...1 5/8 OD .134 Wall ...$3.40 27-0002 ...11 3/4 OD .134 Wall ...$3.45 $3.45

WATER TANKS 5 Gallon Tanks 21-0105 ..... 1” NPT Fittings ..................................................$199.95 $199.95 21-0106 ..... 1” NPT Fittings – Rule 2000 Pump ....................$324.95 21-0107 ..... 1” ¼ NPT Fittings ..............................................$199.95 21-0108 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$399.95 10 Gallon Water/Fuel Combo Tanks 21-0109 ..... 1” NPT Fittings .................................................$399.95 21-011010 . 1” NPT Fittings – Rule 2000 Pump ....................$524.95 21-0111 ..... NPT Fittings.......................................................$399.95 21-0112 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$599.95 7 1/2 Gallon Tanks 21-0113 ..... 1” NPT Fittings ..................................................$224.95 21-0114 ..... 1” NPT Fittings – Rule 2000 Pump ....................$349.95 21-0115 ..... 1” ¼ NPT Fittings ..............................................$224.95 21-0116 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$424.95

www.rpm-mag.com | february 2018

All sheet, plate, and tubing costs do not include any applicable shipping charges. Please contact one of our sales representatives for a shipping quote. Due to flucuations in material costs, pricing may vary without notice. ALL PRICES SUBJECT TO CHANGE WITHOUT NOTICE

45


SWEET Z

RAT AU NATURALE The decorative but tempermental Roots-blown mill from days gone by is long gone, and in its place is a 540 ci naturally-aspirated big block Chevy built by Butch Biesecker. The power plant is capable of 850 horses without boost or laughing gas. a race car this time around. Not something to just sit in a show field, but something I could race.” And race it he has. In the Pro Stick series, Richie has driven the 850-horse streetable 3,400lb Camaro to a best run of 9.24 @ 149 to date. “I think of driving this car as a bit of a challenge. I am one of the few still using a clutch in a stick class, but this whole experience has been nothing but a blast! I love driving this car wheels-up and

THE BEST PARTS BUILD THE BEST TRANSMISSIONS For maximum performance, choose ATI’s custom American made transmission and converter parts for your next build!

CHRIS RINI 3.694 & 200 MPH 2 x NMCA & Big Dawg Champ running ATI Transmission, Outlaw Converter, Super F, SFI SuperPlate and Super Damper!

ATITransmissions.com // 877-298-4728

46

february 2018 | RPM Magazine


www.rpm-mag.com | february 2018

47


SWEET Z

RELEASE THE HOUNDS(TOOTH) Factory seats have been recovered in timeless houndstooth fabric and black vinyl, while the 8.50-spec cage and Simpson 3-inch harnesses add safety.

NO JUNK IN THIS TRUNK Beneath the factory steel deck lid, a poly fuel cell, MagnaFuel pump and on-board fire system have all been cleanly installed.

800-626-1828 www.bteracing.com Bill Taylor Enterprises 2 Memphis Avenue • Mt. Pleasant, MS 38649 Some Parts Not Legal for Sale or Use on Pollution-Controlled Vehicles

ASSEMBLED POWERGLIDE TRANSMISSIONS re Signatuoduct r Racing P

Top Sportsman / Top Dragster FEATURES: New BTE Magnum SFI Approved Case, Ringless Vasco Turbo Spline Input Shaft, Mega Racing Band, Two Ring Servo, Performance Servo Spring, Coated Deep Aluminum Pan, BTE Straight Cut Gear set (Available in 1.80, 1.98, and 1.69 ratios), Roller Tail housing/Rear Cover, New BTE High Volume Pump, Roller Governor Support, 10 clutch drum, BTE Top Sportsman High Pressure Transbrake Valve body, Dyno-tested.

$359599 Bracket Powerglide FEATURES: 1.76 Gear set with 4340 forged output shaft and housing, Steel Clutch Hub w/ 5 clutch pack, Rebuilt Pump, Two ring servo, BTE Bracket Transbrake Valve body, Kevlar lined Band, Dyno-tested.

$84995

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february 2018 | RPM Magazine


really, the racing is just a bonus to just how much fun it is to just drive the car around. I just have the best time of my life honestly!” Shallcros’s passion for power has been fueled by living the experience. Not only has he owned this car for 35 years, but

his family owned a Chevy dealership for 50-plus years. So you can safely say that his blood runs Chevy orange. “My goal would be to see it run an 8.99 pass before it’s over,” he added. “This dream has been with me for a 35 year journey and I think we have a few runs left!”

SPECIAL THANKS “I would like to thank my wife Lynn for letting me see this dream come true. Butch at B+B has been a lifelong friend and has built so many things for this car. Joe at Delaware Chassis Works has also contributed in so many ways that I cannot count them all. My son in law JJ who has spent many hours helping out and working on the car. Bruce at HHP Performance for all his help, and thank you to Eric Kitchen and Pro Stick Racing for making one of the best sportsman series in drag racing today.”

THE REAL DEAL EXHAUST WRAP! DON’T WASTE TIME & MONEY ON CHEAP IMPORTED IMITATIONS

DON’T WASTE TIME & MONEY ON CHEAP IMPORTED IMITATIONS INNOVATIVE HEAT SOLUTIONS AVAILABLE AT

BLACK

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(800) 264-9472 DesignEngineering.com

www.rpm-mag.com | february 2018

49


RPM COOL TOOLS

Formed to Fit >>We put the Eastwood Extra Large Capacity Shrinker Stretcher to the test by

Toby Brooks

M

etal fabrication is an acquired skill that takes patience and repetition in order to approach some level of competence. It also requires tools. In the past several months, we’ve brought you a series of Cool Tools features on metalworking tools we have added to our arsenal, including a box and pan brake, a slip roll, and a bead roller—not to mention welders, plasma cutters, and dimple dies. However, one tool that we’ve recently started using regularly on many of our projects was a relative mystery to us not long

50

ago: the shrinker/stretcher. While metal doesn’t always do precisely what you want it to do, most sheet metal operations can be boiled down to four basic tasks: 1) do you want to flatten metal out, 2) bend it in a single plane, 3) curve it tightly into a concave shape (shrink), or 4) round it out into a convex shape (stretch)? For all but one of those tasks (bend it in a single plane), a shrinker/stretcher tool can be a helpful addition to your shop. While shinkers and stretchers come in a variety of shapes and configurations, we knew we wanted two things: 1) a hands-free foot pedal

february 2018 | RPM Magazine

operated stand-mounted unit, and 2) a combo shrinker/stretcher unit that could serve either function depending on which jaw set is in place. After shopping around online, we found just what we were looking for in the Eastwood #51439 extra large capacity shrinker/stretcher with #51431 foot operated stand. With an MSRP of $599, the unit is reasonably priced compared to other brands we shopped, and we found the unit on sale for just $549 making it an even better value. You can also find free shipping promotions from time to time if you look for a while, too. Our unit arrived via standard ground shipping in two

boxes and was ready for assembly with all required hardware supplied. Assembly was a snap, taking less than 15 minutes. To add stability and combat against rocking on our less-than-perfectly flat concrete floor, we purchased threaded feet from eBay for $10 that installed right into the unit’s pre-drilled base. We grabbed a couple of scrap pieces of 20-gauge sheet metal to give it a try. The #51430 has a deeper-thanmost 8-inch throat that will accommodate larger pieces of material with no sweat. Rated up to 16-gauge for mild steel, the hardened steel


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

1

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀

1: The Eastwood model #51430 extra large capacity shrinker/stretcher and #51431 foot-operated stand came ready to go after just a few minutes of assembly. We added adjustable rubber feet from eBay for silent, non-wobbly operation but the unit will work fine without them.

2

䄀嘀䄀䬀 䴀愀砀䐀甀琀礀 䘀氀攀砀 吀漀漀氀 䬀椀琀

3

∠ ㌀ⴀ椀渀ⴀ㨀 刀椀瘀攀琀Ⰰ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 ∠ 䘀氀攀砀椀戀氀攀 栀愀渀搀氀攀猀 昀漀爀 攀愀猀礀 猀琀漀爀愀最攀      眀椀琀栀漀甀琀 氀漀漀猀椀渀最 愀渀礀 氀攀瘀攀爀愀最攀⸀  ∠ 唀渀椀焀甀攀 儀甀椀挀欀匀眀椀琀挀栀 昀攀愀琀甀爀攀 昀漀爀    爀愀瀀椀搀 昀甀渀挀琀椀漀渀愀氀 挀栀愀渀最攀 ∠ 䠀攀愀瘀礀 搀甀琀礀 猀甀瀀瀀漀爀琀椀渀最 猀琀愀椀渀氀攀猀猀    昀愀猀琀攀渀攀爀猀 愀渀搀 猀琀爀甀挀琀甀爀愀氀 昀愀猀琀攀渀攀爀猀   昀愀猀

刀椀瘀攀琀 ㄀⼀㐀ᴠ ⠀㘀⸀㐀洀洀⤀ 刀椀瘀攀琀 一甀琀 ㄀⼀㈀ᴠ  ⼀ 䴀㄀㈀ 刀椀瘀攀琀 匀琀甀搀 㔀⼀㄀㘀ᴠ ⼀ 䴀㠀 

2 & 3: Here you see the shrinker jaws installed. Notice the “resting” position in photo #2 where the jaws are slightly gapped apart, while photo #3 shows the jaws together. This will effectively “gather” the metal

4 & 5: We then swapped the stretcher jaws in place, which do the opposite. In photo #4 the jaws begin together in the resting position, while they slightly spread apart in the foot depressed position. We grabbed some 20-gauge steel to give it a try.

4

5

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀 䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀    昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀    一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀

刀嘀䐀ⴀ㄀ 㨀 唀瀀 琀漀 ㄀⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ㄀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀㄀  爀椀瘀攀琀 渀甀琀猀

刀一䐀ⴀ㄀ 

jaws had no problems whatsoever with our lighter weight 20-gauge material. What we really liked about the unit was the foot operated stand that allows you to precisely control the work piece with both hands while actuating the unit with a single foot, allowing for more precise control.

The replaceable jaws allow you to have either a shrinker or stretcher at your disposal depending on which jaw set is installed. Swapping jaw sets out is a painless task that requires the removal of eight Allen screws (four on each jaw) and a couple of minutes tops. The alternative for a shop

that uses both regularly would be a dedicated unit for shrinking and another for stretching, but for most, the added expense and floor space necessary to do so isn’t worth it, making the jaw swap the more practical alternative. While the process of shrinking and stretching takes a little

getting used to, the tool itself is smooth and reliable. Our biggest mistake was in over feeding the unit and pressing too hard on the foot pedal at first. Although the Eastwood jaw sets are made from hardened steel, they can still break if mistreated or used improperly. And with replacement

刀嘀䐀ⴀ㄀ 

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | february 2018

51


RPM COOL TOOLS sets costing $199, trust us: you’re better off to work slower with less pressure and less risk. Working in smaller sections taking smaller bites, we were still able to work our piece into a complex shape in hardly any time at all. The jaws on any shrinker/stretcher will leave small tooth marks on the metal, so surface prep is necessary prior to painting or coating. A quick hit with a flap disc sanding wheel and they were gone, though.

6

6: Using the stretching die, we added a subtle concave radius to a piece of 20-gauge steel for use in a wheel opening reveal.

7

52

7: With a little tweaking, we were able to match the radius of the opening perfectly.

february 2018 | RPM Magazine

We have already put our shrinker/ stretcher to use fabricating small pieces for Project aPocalypSe Horse, and the more we use it, the more we wonder how we did without it before. It is a versatile and valuable addition to our skill set and our assortment of available tools in the shop. If you anticipate doing sheetmetal work in the future, you should seriously consider adding one to your shop. You’ll be glad you did!

SOURCE Eastwood www.eastwood.com 800.343.9353


www.rpm-mag.com | february2018

53


story by

G eorge P ich

photos by

M att Trombley


MOPAR MADNESS

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february 2018 | RPM Magazine


BAD INTENTIONS Jim Pranis’s blown Hemi street machine looks like it will rip your face off just sitting there, but it doesn’t sit much. In fact, it is driven regularly. We caught up with him at Tom Bailey’s pre-Woodward drive-in street car get together in Michigan last summer. The parachute is a dead giveaway that this B-body is nothing to mess with.

I

f there is any car that could be a symbol of the automotive art created during the first muscle car era, it has to be the 1968 Dodge Charger. The large body (built on Dodge’s B-body platform) and long sweeping lines coupled with its formidable engine options (not the least of which was the renowned first-gen Hemi) make it the quintessen-

tial representative of the muscle car movement of the ’60s and early ’70s. Yes, there was the Mustang and Camaro, but Mopar offerings were often different, with many being large and in charge. Large, absolutely, as the Charger was joined by other sizeable B-bodies such as the Road Runner, Coronet and Super Bee. As for in charge, well, with engine offerings such as the 383, 440, and

ultimately the 426 street Hemi, these cars could definitely put one over on the aforementioned on any given Saturday night. Verona, PA motorhead and hardcore Mopar enthusiast Jim Pranis happens to own a Charger that fits the above description, and it has been his labor of love for the past 34 years. “I have owned it and raced it since 1984,” tells Pranis proudly.

www.rpm-mag.com | february2018

57


DAT REAR END, THO... Nothing says power like the wide and commanding rear view of the ’68 Charger.

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february 2018 | RPM Magazine


TURN OFF The master disconnect switch is mandatory for the strip and placed between the twin unmistakably Charger round taillights.

MOPAR MADNESS For Pranis, his love for the large, stylish (and very cool) offerings from Dodge started back in the early ’80s. “A friend and I were out lapping go-carts at the local public track,” he explained. “And when we were done we walked out to the parking lot just as a blue 1968 Dodge Charger with white Bumble

Bee stripes pulled up. Ever since that day I knew I wanted a 1968 Charger.” Although his first few cars didn’t fulfill his want for that Charger specifically, Pranis was Mopar through and through. His first car, a 1967 Coronet RT, was unfortunately destroyed by a drunk driver. Luckily, Jim was not badly hurt in the crash, but

FLOAT LIKE A BUTTERFLY... Subtle matte black Bumble Bee stripes add to the appeal of the Charger.

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MOPAR MADNESS he needed another car to satisfy his need for speed. Shortly after, he would come across a 1968 Dodge Charger RT 440 4-speed Dana 60 car and parted with the entire $800 asking price to ensure he would be the one

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driving it home. While it was no show piece by any stretch of the imagination, it put Pranis in the seat of the car he had always wanted. Being a Pennsylvania car that had not really been looked

february 2018 | RPM Magazine

after, it was rusty to the point where reasonable restoration and modification was not really an option, so the search for a Southern car began. “In 1984 I found a guy in the Auto Trader who would bring Southern

YEAH...AS A MATTER OF FACT IT DOES HAVE A HEMI The ProCharged Elephant fit under the stock hood— almost! More specifically, the Charger sports a Gen II Indy-blocked supercharged Hemi. A Ray Barton intake is topped by a C&S Billet Aerosol 1100 Dominatorstyle carb and a polished aluminum blow-thru carb hat that, along with its piping, pokes through the stock flat hood enough to let bystanders know that this Mopar means business.


BOOSTED EXPECTATIONS The ProCharger F-2 centrifugal supercharger install is a recent re-fit to the Charger and had yet to be track tested at the time of this writing. Expect some serious numbers, beyond the high 8s it already ran as a nitrous combo, from the new setup.

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february 2018 | RPM Magazine


MOPAR MADNESS JAMES PRANIS’S STREET/STRIP HEMI DODGE CHARGER Chassis Type & Mods: Stock frame and floor pan, mini-tub, frame reinforced at the leaf spring mounting points, mild steel 8.50 NHRA certified roll-cage by Jon Anderson, Competition Engineering parachute mount. Suspension & Brakes: FRONT: Stock with Magnum Force upper control arms, 6 cylinder torsion bars, 90/10 Race Country front shocks from about 1985! Wilwood disc brakes. REAR: Mono-leaf with CalTrac (Calvert Racing) bars and 9-way adjustable Rancho shocks. Wilwood disc brakes. Body & Paint: Stock OEM steel body, painted Black enamel back in 1985. Engine: 606 cubic inch Gen II Hemi, Indy aluminum block bored to 4.510 built by owner with Stage V Big Valve Hemi Heads, Ray Barton T&D Rockers, Milodon oiling system, Crower Blower Cam and Charlie’s 10 quart oil pan. 4.750” stroke Callies Crank, Diamond 10:1 compression Hemi blower pistons with Hell Fire rings, Oliver steel 7.100 rods.. Induction & Fuel Delivery: Ray Barton 4500 single intake manifold, C&S Billet Aerosol 1100 Dominator-style carburetor, Aeromotive Professional Series fuel pump and regulator. Power Adder: F-2 ProCharger from the Supercharger Store. This set-up has not been tested yet, still in the tuning process. Electronics & Ignition: MSD distributor, MSD Digital 7 ignition box and 8261 Coil, MSD Hemi spark plug wires. Transmission & Converter: 727 with all billet Internals built by owner, ATI Blown Fuel converter. Differential: Dana 60 with 4.10 gears, Moser complete axle assembly. Event History: Pump Gas Drags 04, 05, 07 - Runner up in 2007. Drag Week 2016. Woodward RoadKill - Street Drags and Mopar Nationals – Many years of attendance. Performance: 8.93 @ 156 MPH with previous nitrous set-up (recently installed ProCharger setup has not yet been tested).

Billet

cars up to Pennsylvania. He brought two Chargers—one was a 1969 and the other was a 1968. I purchased the clean southern 1968 Charger off of him for $1,200 and have had it ever since,” said Pranis. “I built this car for me. I wanted a fast street car,” he added. Since that day, the ’68 has seen a total of eight different engine

combinations, but in 2003 Jim went big and never looked back. A 572-inch Hemi was built for the Charger which has progressed into the ProCharged 606-inch Indy aluminum blocked Gen II Hemi that now sits under (well, almost under) the hood. Jim is proud to say that 90% of all the work done to the car has

been completed by him. “I have done several engines, transmissions, setting up rear-ends, etc. over the years,” he said. Chassis wise, the Charger rides on a stock frame reinforced at the leaf spring mounting points and a mini-tub rear to accommodate tires that will hold the kind of ponies that a blown

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www.rpm-mag.com | february2018

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MOPAR MADNESS 606-inch Hemi is capable of producing. A mild steel 8.50 NHRA certified rollcage was completed by Jon Anderson, and suspension is stock-type with Magnum Force upper control arms, 6-cylinder torsion bars and 90/10 Race Country front shocks, circa 1985! Rear suspension is mono-leaf with CalTrac (Calvert Racing) bars and 9-way adjustable Rancho shocks. Built by Pranis himself, the most recent Hemi started with a Gen II Indy aluminum block bored to 4.510 to provide a roomy 606 cubic inches. A 4.750 stroke Callies crank swings a set of Diamond 10:1 compression Hemi blower pistons with Hell Fire rings that are pinned to Oliver steel 7.100 rods. Stage V big valve Hemi Heads with T&D Rockers are studded in place

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and valvetrain duties are commanded by a Crower blower spec cam. To ensure the big-inch Hemi is always well lubricated, a Milodon oiling system is coupled with a Charlie’s 10-quart oil pan. Feeding the required amounts of fuel and air to 606-inches is a chore in itself and is expertly handled by a Ray Barton 4500 intake topped with a C&S Billet Aerosol 1100 Dominator style carburetor fed by an Aeromotive Professional Series fuel pump and regulator. And what’s better than a 606 Hemi? A boosted 606 Hemi, of course! After spending years with great success (and 8-second ETs to prove it) using nitrous oxide as his power adder of choice, Pranis decided to go boosted and installed an F2 ProCharger from the Supercharger Store. Although the set-up is

february 2018 | RPM Magazine


TIMELESS STREET STYLING Note the muscle car era raked stance. The Charger’s chassis and suspension remain stock with some reinforcement where necessary and bolt-on goodies out back from the fine folks at Calvert. The car received only a mini tub to allow for tires yet maintain seating for five.

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february 2018 | RPM Magazine


MOPAR MADNESS BLACK ON BLACK Two thumbs up to Jim for keeping the stock interior of the muscle car mostly intact. While a pair of aftermarket buckets have been added up front along with gauges, a shifter, and of course the roll cage, most of the interior (including the rear seat) looks OEM. fresh and still in the tuning stages, expect bottom 8s to high 7s from the blown Hemi street machine.

A full array of MSD electronics keep the Hemi running smoothly and an owner-built 727 trans with

all billet internals and an ATI Blown Fuel converter backs the mammoth mill, with a Moser-filled Dana 60

with 4.10 gears sending power outward to Hoosier Quick Time tires mounted on Weld wheels.

continued on page 76

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Page 68

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MOPAR MADNESS

FOR REALS?? The black enamel paint was done way back in 1985! Classic Mopars saw a number of unique trimmings that became part of their personality such as the hideaway headlights, top fill fuel door, round rear marker and taillights of the Charger.

Not wanting a street-only ride, Pranis built this Mopar to pull strip duty as well. “Some of the best times I have had in this car were at the

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Pump Gas Drags where I placed seventh in 2004 and finished second in 2007.� More recently (2016) he has run Drag Week and in 2017 par-

february 2018 | RPM Magazine


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MOPAR MADNESS

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february 2018 | RPM Magazine


CLASSIC UNDERPINNINGS No coilovers here. A Moser-filled Dana 60 with 4.10 gears is suspended by Calvert Racing mono-leaf springs and adjustable shocks. The trunk houses a poly fuel cell, Aeromotive electric fuel pump, battery, and a handy tool box just in case the need arises.

ticipated in RoadKill Nights and raced on Woodward in Motor City during one of the biggest street machine outings in the world. And don’t be surprised to see this Mopar cruising the streets at most any opportunity (we actually caught up with Jim as he pulled into Tom Bailey’s pre-Woodward cruise last

summer….just as the rain was letting up). “Most people who have them keep them covered up in the garage,” added Pranis. “I enjoy driving mine and racing it. I probably couldn’t replace it if something happened to it but I built it to use and have fun with so that’s what I will continue to do.”

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RPM COOL TOOLS

All in the Details

>>Adding style and rigidity to fastner locations with Hammer Fab and NEXGEN Off-Road dimple dies

by

Toby Brooks

F

abrication tasks depend on two things: craftsmanship and quality tools. And just as we discussed last month in our Cool Tools spot, usually the more cool fabrication tools you have, the more you find that you absolutely HAVE to have. Such is the case this month. Way back in our July 2016 issue, we featured the NEXGEN Off-Road dimple dies (http://bit.ly/2CkMlep) and showed you how a typical set of larger diameter dimple dies can be used to add style to your sheetmetal fabrication projects. As so often seems to happen, though, we realized that similar tools could be had to make our projects even cooler. Specifically, we discovered several different dies that could be used to really trick out fastener locations, so we knew we had to give them a shot.

The first of the three we tried out this month was the 1/4-inch flat recess dimple die by Hammer Fab (MSRP $56.50). This unique die is manufactured via 3D printing out of solid steel. By drilling a single 1/4inch hole, threading the 1/4-20 bolt through the hole, applying lubricant (we used penetrating fluid spray), and tightening the bolt, we had a cool concave recessed fastener location in a matter of seconds. This little die is perfect for button head cap screws for a sleek look. Next up, we tried Hammer Fab’s unique 1/4-inch “Crater Maker” die (MSRP $76.50). Sadly for us, the 1/4-inch is the only one of these cool little pieces we sourced, but Hammer Fab offers them in #10, 1/4-inch, 5/16-inch, 3/8-inch, and a convenient 4-piece kit. While the Crater Maker can also be threaded tight like our recess die, it can also be used in a shop

press or with a hand-held hydraulic press tool. The Crater Maker adds significant style and dramatic shape to the fastener location, meaning a lubricant of some sort is absolutely essential. After installing the die in the same way as the flat recess die, a few tight turns and we had a super cool convex/concave shape that again looks cool with either a button headed cap screw or a typical socket headed cap screw. Just to check it out, we used a bolt with a Performance Engineering cup washer and cup cap. This tool would be perfect for any panel under a hood or in a trunk or perhaps even in an interior where you wanted to really accent your fastener styling. Last up, we put our NEXGEN Off-Road Dzus die (MSRP $16.95) to the test. Although we didn’t have a Dzus fastener handy to try it out with, we utilized the Dzus dimple die

1

in the same fashion as the Hammer Fab tools to create a simple countersunk hole in our sheetmetal test panel that was appropriate for flushing in a socket flat head fastener as well as a standard quarter-turn fastener. As you can see, the end results possible with any of the three dies we tried out are unique and stylish and would be perfect for the detail-oriented neat freaks among us who would never be satisfied with a simple bolt through a hole in a plain piece of sheetmetal. Next time you’re tempted to slop your fabrication project together, reach for a fastener dimple die and add that extra finishing touch to your project.

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2 1: Fastener dimple dies add style and are super easy to use. From left to right, Hammer Fab’s 1/4-inch flat recessed dimple, 1/4-inch Crater Maker dimple, and NEXGEN Off-Road’s Dzus dimple.

2: To begin, we cut a piece of 20-gauge cold rolled steel sheet to try out our dies. All three of these dies could also be used on slightly thicker steel or aluminum with no problems.

3: After drilling three 1/4-inch holes, we hand-threaded each die in place, sprayed the sheetmetal with penetrating fluid, and tightened each one until the dies were flat and had formed the metal.

4

4, 5, & 6: The end results are pretty cool for the 1/4-inch flat recess (4), 1/4-inch Crater Maker (5) , and the Dzus recess (6) dies.

5

6

SOURCES Hammer Fab

www.hammerfab.com

NEXGEN Off-Road 951.365.1408 www.nexgenoffroad.com

www.rpm-mag.com | january 2018

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february 2018 | RPM Magazine


story by

eglected. Forgotten. Pushed aside. It is safe to say that the classic 1970 428 Cobra Jet Mach 1 Mustang you see here had seen better days. And had it not been for Baiting Hollow, New York’s Michael Cuevas, it might still be sitting outside rotting away. “This car was first built back in 1985 while I was in high school. I remember seeing the car at local cruise nights, and it drew attention for the beautiful candy apple red paint,” Cuevas said. Originally built by legendary “Rat Pack” founder Pat Crafton, it featured all the styling cues that were hot at the time: tubbed out stance, snorkel hood scoop, and subtle graphics. And it was

N

Toby Brooks

that distinctive paint job that first attracted Cuevas’ attention over a decade later. “Fast forward to 1997 when I saw the car parked outside beside a house in my parents’ neighborhood. It was uncovered, with leaves embedded in the paint and the engine not running,” he said. However, Cuevas remembered the car from back in the day and decided that he needed to make a play for it and see if he might be able to get it back in action. “I wound up trading my 1989 Mustang for it, and while everyone thought I was nuts for trading my nice driver for a project like this, I knew what I had on my hands,” he added. What he had on his hands was a real Q-code

photos by

Lily Cuevas

428 Cobra Jet Mach 1 Mustang. After having the car flat-bedded to his shop, Cuevas got busy making the car road-worthy again. Chassis and suspension mods were performed in the ’80s and consist of a mild steel back half with a narrowed Ford 9-inch differential on custom ladder bars and Viking coil overs. An Auburn posi and Richmond 4.11 gears have been partnered with shortened Moser axles. Meanwhile, the front suspension is largely unchanged with the exception of new shocks and poly bushings and 4-wheel disc brakes ensure great stopping performance. Rolling stock consists of era-perfect Weld Racing Superlites—15x3.5 up front and 15x15s out back—with

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MUSTANG REVIVAL

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february 2018 | RPM Magazine

Call it old-school if you want, but there’s just something about the timeless lines of a 1970 fastback Mustang that gets the juices flowing. Throw in some killer candy paint and a narrowed rearend and you’ve got yourself a pro street time capsule!


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Mickey Thompson 28x7.5-15 tires in front with Hoosier 31x18.5-15s in back. Elsewhere, paint and body damage was thankfully not as bad as first feared, and Cuevas got busy restoring it back to its prior glory. Crafton had lightly modified the sleek Ford lines, adding a snorkel scoop and fiberglass chin spoiler and lightly stretching the rear wheel openings. All trim, bumpers, and any other factory chrome had been sprayed body color, a gorgeous House of Kolors Candy Apple Red hue over a metallic silver base. Complimenting the look is a subtle two tone below the lower body line with phantom ghosted graphics down the car’s doors and quarter panels. Despite fears that the years of inattention might have left it irreparably harmed, Cuevas had the paint buffed to perfection in just a few short days, sending the restoration months of time and thousands of dollars ahead of schedule. Unfortunately, the powertrain wasn’t such an easy fix. “The engine needed a lot of work,” Cuevas lamented. Push rods were broken and laying in the oil

pan and the look of the engine bay wasn’t in keeping with the rest of the car. Cuevas yanked the big but wounded Ford mill and sent it to local engine builder Jeff Lawrence of Jeff Lawrence Racing Engines who got it whipped into shape in a matter of weeks. Starting with the factory 428 block, Lawrence bored it 0.030over before fitting the balanced rotating assembly in place. The factory Cobra Jet crank and shotpeened rods were retained, while Speed Pro 10.25:1 compression slugs were selected. A lopey COMP Cams solid roller bumpstick was chosen to direct the COMP valvetrain, including chromoly pushrods and 1.7 ratio roller rockers. ARP studs were used throughout, and the Edelbrock RPM aluminum heads and intake were fully polished prior to install. “Neither was available polished at the time, so I taught myself how to polish aluminum,” Cuevas said. After a week solid on the intake and another week on the heads, everything had been rubbed out to a show-shine. Atop the hand-polished intake is a Holley 750 cfm double pumper carb and an NOS plate should the

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www.rpm-mag.com | february2018

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MUSTANG REVIVAL

The well-detailed engine bay features plenty of candy paint and polished aluminum, but this pony is far from all show. The 428 has been poked 0.030 over and features an NOS plate system. need arise. Fuel is supplied via a Mr. Gasket electric pump and a Billet Specialties polished billet air cleaner pokes into the snorkel opening for a functional ram air setup. The factory Cobra Jet valve covers have also been polished and several pieces chromed for a show finish, while the Mallory ignition and Jet Hot-coated Hooker Pro Comp headers handle sparking and exhaust duties, respectively and 2.5-inch 3-chamber Flowmaster mufflers set the tone. Backing the fortified Ford powerplant is a beefed-up C6 transmission with a Pro Torque 3,500 rpm converter.

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Lastly, Cuevas updated the interior in the classic street machine with some more modern appointments. A pair of suede-wrapped Corbeau LG1 seats provide comfy and stylish seating for two. An Autometer 5-inch tach has been mounted atop the dash, while a quintet of gauges have been cowl-mounted in chrome cups. A Hurst billet pistol grip shifter compliments the Billet Specialties custom billet steering wheel nicely, and Simpson safety harnesses ensure occupants stay put in the event of the unthinkable. Tunes are handled by a Sony head unit with a JBL amplifier and Boston

february 2018 | RPM Magazine


www.rpm-mag.com | december 2017

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MUSTANG REVIVAL Acoustic Pro Series speakers. Cuevas is thankful to friend Jim Zahra for help in the restoration process along with wife Lily for her support. While the Cuevas’ have enjoyed showing and cruising the car with their two sons, one of the most memorable experiences came by sheer chance. Shortly after finishing the car, the Cuevases were having a home built in a new neighborhood. While visiting with their new next-door neighbor to-be, Cuevas noticed a poster in the new neighbor’s garage. “I asked her if her husband was a car guy, and as she picked up the poster to show me the car,

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she said it had actually been hers. What a huge surprise it was when I saw that I was staring at MY car!” he exclaimed. As it turned out, the new neighbor had dated the guy who originally built the car and she had purchased it from him before later selling it to the individual from whom Cuevas had eventually purchased the car. So as sheer luck would have it, despite years of neglect and abuse, this potent pony has been rebuilt, shined up, and otherwise given a second chance on life… right next door to someone who was there when it all happened the first time some 30 years prior!

The interior features a Billet Specialties steering wheel and Hurst shifter along with a pair of suede-wrapped Corbeau seats. The tell-tale bright blue NOS bottle between the seats is there should Cuevas decide to hit the juice.

february 2018 | RPM Magazine


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ONLINE ORDERS ARE SHIPPED FROM THE NEAREST STOCKING DEALER. www.rpm-mag.com | january 2018 89


RPM PROJECT CAR 1

EXTREME WEIGHT LOSS CHALLENGE

EPISOD E FOUR

story and photos by

Chuck Scott

>>The Thug loses 75 pounds with race car power windows

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ell faithful readers, I’m starting to think our original goal to shed 300 pounds of fluff from the 2939lb RPM Magazine mule will be

february 2018 | RPM Magazine

surpassed by a bunch. We started by cutting a bunch of metal off the front end and replaced the full size radiator with a custom Pro Mod radiator from Be Cool. We then ditched the factory bumper assem-

bly and steel fenders for a Harwood Industries one-piece fiberglass front clip, and the factory glass windshield was pulled in favor of a scratch-resistant polycarbonate windshield, also from Harwood.

Last episode, I hit the treadmill for three minutes and replaced our AGM battery and alternator with a pair of 8-pound Go Lithium batteries. With a plastic convertible top rear window and a Harwood


1

2

1: The first thing we have to do is get the factory glass out of the doors without breaking them. Since we are gutting the doors anyway, we just cut away the sheet metal in the way to make that easier. Once the glass was out and the regulator and electric motor removed, I carefully cut out the side impact door beam. Be careful to not cut through the outer door skin when cutting it out with an angle grinder. 2: I decided to keep a little bit of the sheet metal to support the door latch rod, but in hindsight it was probably not necessary. I may go back later and “Swiss Cheese” the rest of the shell if we don’t switch out to composite shells. Note the area up to where the inner belt molding would go, it is very thick and heavy metal and a couple pounds can be easily trimmed out. Notice I left the window tracks and supports intact.

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RPM PROJECT CAR 3

4

3: Without getting greedy at all, we cut out 23 pounds 10 ounces from each door with just the side impact beam, power window motor, regulator, and a little inner sheet metal.

4: I purchased some dark smoke 1/8-inch thick Bayer Makrolon polycarbonate online. This stuff is pretty inexpensive. I picked up two pieces large enough for windows for $40 shipped. I didn’t go with a scratch resistant coated polycarbonate due to price and how easy these windows will be to replace. If they start looking scratched up, they can be removed and copied in under an hour.

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1968-1974

1970-1981

4” Cowl #B-11104 BOLT-ON: $588 #11104 LIFT-OFF: $398

1970-1981

C A CHEVY II/NOVA M 4” COWL A R BOLT-ON #B-14104: $572 O LIFT-OFF #14104: $419

1970-1972

1967-1969

CHEVELLE 6” COWL WINDSHIELD LENGTH

1982-1992

1978-1987

6” Cowl #11106 LIFT-OFF: $419 6” Cowl W/S LENGTH #11206 LIFT-OFF: $419 6” Cowl #B-10106 BOLT-ON: $625 #10106 LIFT-OFF: $419 6” Cowl #12106 LIFT-OFF: $419

2010-2014

5” Cowl #B-12402 BOLT-ON: $625 #12402 LIFT-OFF: $419

LIFT-OFF #22206: $419

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1981-1988

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MONTE CARLO 4” COWL

BOLT-ON #B-29104: $604 LIFT-OFF #29104: $368

1982-1993 S-10/S-15 4” COWL

february 2018 | RPM Magazine

3” Cobra R Style #B-26403 BOLT-ON: $545 4” Cobra R Style #B-26405 BOLT-ON: $572 #26405 LIFT-OFF: $368

1999-2004

2.5” Cowl #B-26601 BOLT-ON: $545 #26601 LIFT-OFF: $368 4” Cowl Windshield Length w/ Cowl Panel #26604 LIFT-OFF: $398

BOLT-ON #B-41304: $578

1982-1993 S-10

2005-2009

2.5” Cowl #B-26605 BOLT-ON: $562 #26605 LIFT-OFF: $368 2.5” “Eleanor Style” Cowl #B-26607 BOLT-ON: $545

#41000: $1024

HOODS/SCOOPS/DECKLID/WHEEL WELL OPENNINGS/BUMPERS/DOORS/POLYCARBONATE WINDOWS/ACCESSORIES

92

1994-1998

MADE IN AMERICA

FEBRUARY/2018 RPM


5: With the sheet secured to the work surface, we traced the original windows onto the polycarbonate and cut them out with a jig saw with a plastic cutting blade. A quick edge clean up with a piece of 320 grit sandpaper and they were ready to go.

5 6 6: Next, slide the polycarbonate into the window tracks just like the stock glass and bolt it to the regulator slider at the bottom. Make sure it will go up and down without binding and that it fits the car at the top with the window all the way up. If it fits properly, you can remove it and go to the next step. I had to take a little more off the corner at the outside mirror to get this one perfect.

polycarbonate windshield, the only glass left in the car is the door and quarter windows, so this episode is dedicated to that. When you start your project with a Fox-body Mustang, you really enjoy a big advantage of heavy aftermarket support. You can get about anything for a coupe or a hatchback, but not so much for a convertible. While most coupe parts will interchange, composite doors and Lexan window kits are a different

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7

7: Now we have to build frames to support the polycarbonate windows. I picked up a complete kit from Chassis Engineering to do the job, the C/E3912 Door Window Frame Kit ($179.95) and the C/ E1019 Upper Window Latch Kit ($189.95). At this point we are just installing the door window frame kit. The upper latch kit is the two latches and “U” brackets right under the Chassis Engineering stickers. They will go on the windows up top/forward in an upcoming article. The “U” brackets weld to the roll cage at the top of the windows and the latches go on the polycarbonate windows and prevent the windows from being sucked outward at high speeds. The frame kit includes the tubing, tabs, button-head Allen screws with nylon insert lock nuts, support rod tabs and mounting flanges along with a handy tube bending tool.

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RPM PROJECT CAR 8

8 & 9: Chassis Engineering includes this handy tube bender in the C/E3912 Door Window Frame Kit. You just clamp it down in your bench vise and use it to form your tubing in the frame kit. Simply bend the tubing to fit a couple inches smaller than the perimeter of your window. story. The convertible doors were originally made from modified coupe doors by a conversion company for Ford, so if you want fiberglass or carbon fiber doors, you have to do what the conversion company did back then—your only option is to

9

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modify a hard top door to work. The convertibles have no upper window frame which can cause problems when you start running some big MPH. The factory glass has been known to actually get sucked out of the tracks. We will be looking into

converting some composite doors soon, but for now we wanted to see just how much weight could be saved simply by gutting the stock doors and replacing the glass with Lexan. One on my difficulties in picking a composite door

10: To make both sides look identical, clamp the second long tube to the first one you bent and copy it bend for bend. As you can see Chassis Engineering doesn’t skimp on the tubing and we had plenty to make our unconventional set up that required us to take the tubing almost all the way around the window so the tubing bolts to the factory regulator slider.

10

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11

11: Next, we just weld the tabs around the tubing, spaced out evenly. Notice the tabs were not centered on the tube as you need to position them so that they lay flat against the window or else they will pull the polycarbonate and make unsightly ripples in the windows. 12: With the frame temporarily bolted to the window, we will test fit it and make the support rod tab for the door. We want to make sure it fits and functions perfect before painting the frame and removing the protective wrap from our windows.

13 12

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RPM PROJECT CAR

14 15: With the paint dry and everything test fitted, we can assemble the window. Notice the frame actually goes all the way around on the back side so that the last frame tab can bolt right through to the regulator slider on the factory window guide.

13 & 14: I painted the frame and the heads of the button-head screws with satin black trim paint. Punching holes in a piece of cardboard lets you stick the cap screws in standing up so they can be easily painted. Notice the finished frame’s vertical sides are curved slightly to make the window curved to match the factory door’s shape.

16: Now the window assembly can slide right down inside the door into the window tracks and can be lowered all the way before the support rod stops it from going any further. A little more bow or a bend in the support rod would allow it to go down slightly further, however we it won’t go any lower than this once we add the upper window latch kit.

15

from the multiple companies making them for Fox-body coupes is my avoidance of fixed windows. It would just look silly to drop the top on our convertible and not be able to lower the windows. I found an option for a fiberglass door that will allow the car to keep its factory win-

dow tracks and hardware, but we’ll that project is for another day. Our goal here is to make a window system that we can later transfer over to those fiberglass doors. Check out the pics and descriptions to see how we managed to drop another 75 pounds.

16

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RPM PROJECT CAR 17

18

17: Here is the window bolted in place and the strut rod tab welded to the inner door. We had to make different tabs here as we required extra length. A hole was also drilled right behind the door latch handle and another pull pin added that goes through the bottom of the polycarbonate window. A spacer sleeve was welded into the hole to support the pin and keep it horizontal. This holds the front of the window up and keeps it from tilting down in the front. To let the window down, we just simply pull the two pins. JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

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19

18 & 19: Our factory door panels weighed in at 8lbs, 14oz. We picked up a lightweight alternative from Scott Rod Fabrications. These slick looking aluminum door panels only tip the scales at 3 pounds 9 ounces each. That alone took another 10 pounds 10 ounces off the car.

20

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20: The Scott Rod Fabrications door panels came with the holes for the door latch handle and lock pins already cut. When you order the door panels you have the option of factory location holes including the factory window crank hole if needed. We just had to cut a slot on the door panels to let the window support rod tabs poke through.

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RPM PROJECT CAR 21

21 & 22: Once the perimeter holes are drilled the protective film can be pulled off. We used black trusshead screws to secure the door panels. You can also use rivets but we wanted to be able to easily take the Scott Rod panels on and off as needed. We ordered our door panels from Scott Rod Fabrications with the optional electroplated satin black color and upgraded bead roll design. Our panels with the upgrades were $225. Picking colored aluminum over natural is a $15 option and the upgraded bead roll design was $20 extra.

22

23: We reused our old billet door latch handle bezel and trimmed out the front pull pin hole with a stainless washer held on by a spot of hot glue. This little project took our factory steel doors from 85 pounds each to 47 pounds each. That is another 76 pounds off the RPM Magazine project car. Before long we will have to tie it down in the pits to keep a strong wind from taking it away. So far in our weight loss series, the 4 Lug Thug is down to 2740 pounds race-ready without a driver— that’s a full 200 pounds from where we started. This is getting almost too easy. Chassis Engineering Maybe we need to 800.327.9402 www.chassisengineering.com bump our weight loss goal up to 500 Scott Rod Fabrications pounds instead of 419.292.1965 300 pounds!

23

SOURCES

www.scottrodfab.com

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february 2018 | RPM Magazine


www.rpm-mag.com | february 2018

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TOW T

ECH

RPM EXCLUSIVES

HAULIN’THE MAIL story and photos by

Toby Brooks

>>Whether you are buying a new trailer or just getting ready to tow, we look at the basics of safety, style, and function

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f you have a high performance street machine or drag car, chances are that sooner or later you are going to have to haul it somewhere. In fact, having a fully-equipped tow rig

february 2018 | RPM Magazine

is—for many enthusiasts, at least—one of the key steps in being ready for the race or show season and not. If you only plan to haul your ride once in a while, you might be able to borrow a friend’s setup or rent

a trailer that you can pull yourself. However, if your race and/or show plans are more frequent, eventually it just makes sense to get a setup of your own. Last month we shared some cosmetic

updates we recently did to our classic 1995 Dodge 1-ton dually. This truck replaced a 1998 half-ton GMC we had for a while and loved, but when we decided we needed to tow, it just wasn’t enough to


meet our needs. Instead, the Ram can tow pretty much anything, and after our updates it was looking good and ready for action. The only thing we needed was a trailer. After looking for an enclosed unit and asking several friends with trailers of their own, we discovered a few common themes and suggestions. First, if you have a truck capable of towing the extra weight, a little added length always comes in handy. Traditionally, a 24-foot enclosed is standard, but a 28 or 32-footer will allow you to

easily transport things like a pit cart, spare parts, and other event essentials. Next, a side access door makes loading much easier and is a minimal added expense, often just a few hundred dollars more depending on the manufacturer. Heavy duty axles are a must, too. Typically, many bargain-basement entry-level trailers use 3,000 pound axles, and with the weight of the trailer around 3,000 pounds alone, most any street car would put you over that limit pretty quickly.

1

2

1: The 28-foot Covered Wagon Goldmine Series Blackout Edition features a V-nose construction, helping the unit to pull through the wind a bit easier than the typical monster toaster style of standard rectangular trailers, helping fuel economy while adding space inside at the same time. We needed it, as our V-10 Ram gets around 7 mpg while towing. 2: Underneath, the Goldmine Series features a welded 2x6 inch C-channel frame spaced on 12-inch centers and a pair of 7,000-pound torsion axles.

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RPM TOW TECH Other specs to look for include the positioning of the framework beams. Some budget trailers use 18 or even 24 inches on-center, but 12-inch spacing is preferred for added strength. Additionally, a screwless exterior provides a cleaner look and is much easier to wash, wax, and buff whenever needed compared to units with exposed screws or rivets. Lastly, if budget is an issue, we were told to go for a strong, heavy duty trailer with an unfinished interior. While a fully finished trailer with cabinets and work surfaces no doubt looks awesome, it can add

up quickly, oftentimes nearly doubling the cost of your unit right up front when, in actuality, such finishing can be completed later when funds allow. With these tips in mind, we began our search. As cool as the lightweight all aluminum offerings are, they just weren’t in our price range. Instead, we wanted a quality-built steel and wood design that might weigh a bit more but was durable and affordable. After shopping literally for more than two years off and on, we finally discovered Covered Wagon in Fitzgerald, Georgia.

3

3: We opted for a no-frills interior to save on initial cost, but it is still plenty nice. The V-nose adds valuable storage area and the driver’s side access door and passenger side walk door add conveinence. We plan to finish it out later as the budget allows.

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TOWTE CH


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5

4: Note how the floor slants down from the black wheel tub toward the hinged cargo door. This “beavertail” design offers a shallower loading angle when rolling your ride aboard, particularly helpful on low-slung chassis like our Project aPocalypSe Horse. 5: While we opted for the unfinished interior, Covered Wagon can outfit their trailers with an assortment of options. Shown here, this fully featured unit boasts diamond tread wheel tubs, rubber coin flooring, carpet lower and aluminum upper wall coverings, full interior lighting, and trick cabinetry in the nose. Such finishing adds a touch of class and plenty of functionality—particularly useful for racers who pit and wrench on their vehicles all weekend. 6 & 7: Our trailer came equipped with four 6,000-pound D-rings pre-installed in the floor and an adjustable ceiling skylight vent mounted in the roof. Don’t make the mistake of buying the absolute cheapest trailer you can find, as added touches like these can make a big difference when you compare a reputable brand to cheap alternatives.

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7

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8: An optional spare tire is a must. While our trailer uses a standard 8-lug pattern, some trailers use non-standard bolt patterns, making finding a spare a real challenge when you probably don’t have time to be searching for something that fits. We will be fabbing up a mount soon to get this up and out of the way.

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RPM TOW TECH For reasons unknown to us, all this shopping taught us two things: 1) there are hundreds of trailer manufacturers out there and 2) the vast majority of them seem to be based in Georgia. We called Covered Wagon and spoke to owner Gerald Pryor who promptly

worked with General Manager Shane Newmans and Sales Rep Aubrey Nicholson to help us spec out a trailer that was perfect for us. We opted for a 28-foot Goldmine Series Blackout Edition unit with 7,000-pound torsion axles and an unfinished wood interior.

9 11 10

9 & 10: The full LED lighting looks cool and maintenance free (unlike old-school standard bulbs). The screwless exterior looks sleek, too.

cvrproducts.com For more information visit

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www.cvrproducts.com


11 & 12: The Blackout Edition looks great with the standard machined aluminum and black powder coated wheels. We added the MetalLugz spiked lug nuts to match our truck’s wheels, but the trailer came standard with non-spiked chrome lugs. The E-rated tires are up to the task of the dual 7,000-pound torsion axles. When we titled and registered the trailer, we went ahead and utilized the 14,000 pound max capacity rating. In retrospect, since we will never come close to approaching that load and registration cost goes up depending on weight we probably should have registered it at 8,000-10,000 pounds and saved a few bucks.

12

The Goldmine Series features a 12-inch on center steel frame with all LED lighting and your choice of 13 colors. Backed by a 3-year warranty, our unit also features a beaver tail ramp, making loading of a lowered vehicle much easier. We also opted for a side exit door and a spare tire, but our unit was otherwise stock.

After specifying all our options, we put a 50% deposit down and got our order in the production queue. Although lead times vary depending on how busy the manufacturing facility is at the time of order, our unit was complete and ready for pick up in just three weeks, two full weeks ahead of schedule. Friend

13: The optional driver’s side access door makes getting out of your loaded vehicle much easier than trying to squeeze between the trailer wall and your ride. At $350 extra, it was well worth the added expense.

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www.rpm-mag.com | february 2018

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RPM TOW TECH of the magazine Paul Spaulding just happened to be heading to the East Coast with his wicked Chevelle SS project car and was dead heading back, so he kindly offered to tug our new unit most of the way home for us. Despite stiff headwinds most of the way, Spaulding said the trailer pulled true and easy. After we hooked up to it with our dually, we’d have

to agree. For those who haven’t towed before, there are a number of tips that can make the process easier, safer, and in some cases help avoid a costly citation. First, when towing your tires need to be up to the task, both on the tow vehicle and the trailer. We recently replaced all six of our dually’s tires so they were all new and appropriately load rated. This

14

14: While the driver’s side access door was optional, most every enclosed trailer of this length will come equipped with a passenger side access walk door standard. Covered Wagon adds in a diamond tread recessed step for added safety. It looks pretty good, too!

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RPM TOW TECH a 255/45R20 XL load rated tire, while the inner 16-inch wheel was fit with a 225/75R16 E-rated tire. The end result is a pair of tires on each side that are within 1% of one another, with the 20s measuring 29 inches in diameter and the 16s measuring 29.3 inches The alternative would be to run all four 20s with the downside that no manufacturer makes an E-rated 255/45-20 tire. With the stocker 16s, it’s a no brainer to run the load rated tires, but for the 20s it’s not so simple. Next, proper hookup is critical, too. Our truck is equipped with a Class IV hitch, meaning it can be used to carry up to 10,000 pounds and up to 1,000 pounds of tongue weight. Safety chains must be properly installed,

15

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15 & 16: We found this 12,000-pound capacity wireless remote controlled electric winch on eBay for $200 delivered. In the not-so-distant future, we will be fabricating a sunken mount to recess the unit into the floor with only the fairlead exposed, making loading up as simple as clipping on the cable and pushing a button—far easier than driving on or pushing our ride on to load up. Features like this are relatively inexpensive but can really add to the utility of your trailer, and the best part is that if it isn’t in the budget when you buy your trailer, it can always be added later as funds allow.

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can sometimes be an issue on dropped duallies like ours, as many times low profile large diameter (20+ inches) tires are intended for passenger cars and SUVs rather than tow rigs. We purchased XL rated tires for the four outers and E-rated for the dually inners. There is considerable debate about this tactic, with some claiming that all four rear tires absolutely MUST be the same size and others swearing that the large diameter wheel with a low profile tire outer can be safely paired with a smaller diameter inner wheel with a taller, load rated tire so long as the overall diameter of both the inner and outer wheels and tires together is the same. For example, our 20inch outer wheel was shod with


TOWTE CH

17

‘14 - ‘17 C7 ZO6

CH AN GE RS DI RE CT FI T HE AT EX

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17: Our hidden hitch is kind of a pain to hook up, but it works fine. We have plans for an equalizer hitch in the future, but for now the air bags in the rear help keep things level. Here you see the safety chains hooked up in the X-pattern and a dual ended power cord. We had to remove four links from each chain to prevent our lowered dually from dragging and creating sparks—a serious violation and potential fire risk. We installed the doubleended cord as a safety measure and to protect it from our chew-happy shop dog who gnawed through two cords the first week we had the trailer. Now it can be fully removed and safely stored when not in use.

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RPM TOW TECH 19

18 with many suggesting an “X” hookup that will cradle the trailer tongue in the event of a hitch failure. Most states require all axles to have brakes, so most any enclosed trailer will be equipped with electric brakes. As

such, a small safety cable that will pull a plunger and engage the brakes in the event of a hitch failure must be attached to the hitch body itself. While we are thrilled with the exterior look, fit, and finish of our Cov-

ered Wagon trailer, like anything, we probably won’t be able to leave well enough alone. We have some plans to finish out the interior with some floor and wall coverings and perhaps some aluminum storage products.

18 & 19: Towing with the factory overdrive engaged is never a good idea, as it can lead to premature transmission wear and damaging heat. That means that without it, in order to run highway speeds, your engine may be pushing close to 3,000 rpm. Not only is that exhaust drone maddening on long hauls, the fuel economy is atrocious. Thankfully, our truck was equipped with a Gear Vendors external electronic overdrive unit which allows us to run closer to 2,500 rpm and a bit more quiet while getting a downright thrifty 7 miles per gallon. We know—a diesel would have been the way to go.

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www.rpm-mag.com | february 2018

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RPM TOW TECH 20 & 21: Rear view visibility while towing is a real challenge. Traditionally, you either needed dedicated huge towing mirrors or dorky-looking clip-on temporary towing mirrors so you could see around the huge box behind you. No more! These cool convertible flip-up mirrors run as “normal” or “tow” and can be repositioned in seconds. They retain factory power and were less than $125 delivered.

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Additionally, even though our air ride suspension on the dually does a great job keeping the rig level and smoothing the bumps, several friends have insisted that we try out a load-leveling “equalizer” hitch,

february 2018 | RPM Magazine

so we will likely be installing one of those in the coming months, too. Towing your ride is viewed by most as a necessary evil in the show and race worlds, but by following a few simple steps and using

good old fashioned common sense, your tow rig can stay functional, legal, and most importantly safe for you and your fellow motorists. Good luck and happy travels!

SOURCES Covered Wagon Trailers 229.423.4044 www.coveredwagontrailers.com

Metal Lugz 866.894.3351 www.metallugz.com


Building Great Times Together Generation after generation, Summit Racing Equipment has been by your side, helping you build a lifetime of memories, whether in the garage or on the road. Buckle up. Let’s go!

Everything you need for anything you drive.

Just-N-Time Button Trans Brake Button Kit

GB Flex-Hone Cylinder Tools

Keyword: MRF ProStar 500 Pump MRF-MP-4401 $381.97 USD each

Harmonic Balancers

IQ3 Data Recorder Dash Display

Econo Series Oil Pans

Draglite Polished Wheels

Blaster HVC-2 Ignition Coils

Clutch Kits

Bandit Series Helmets

Sportsman Series Shaft Rocker Kits

ProStar 500 Fuel Pump

Keyword: SUM Organic Kit as low as $92.97 USD kit

Keyword: JES Sportsman as low as $1,195.00 USD kit

Keyword: SIM Bandit Series as low as $449.95 USD each

Keyword: CHH Just-N-Time Button CHH-3109-001 $199.97 USD kit

Keyword: INW Damper Internally as low as $346.88 USD each

Keyword: BRH GB Cylinder as low as $55.97 USD each

Keyword: RPK IQ3 RPK-250-DS-IQ3 $695.00 USD each

Low Cost, No Hassle, Landed Cost Shipping. Landed Cost shipping includes all duties, taxes, and clearance fees. In-stock parts are shipped FAST, delivered to your door with no unexpected fees. Questions? Complete details available in the Customer Service section of SummitRacing.com, talk via Live Chat, or call us 24/7.

Keyword: HAM Econo Pan as low as $241.97 USD each

Keyword: WLD Draglite Polished as low as $216.18 USD each

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Int’l: 1.330.630.0230 1.800.230.3030

SCode: 1802RPC • Prices subject to change without notice. Please check SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction. Please check your state and/or local laws/regulations. © 2018 AUTOSALES, INC.

FIND IT AT

www.rpm-mag.com | january2018

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Carbon Fiber Replacement Driveshafts

Available for many popular applications, QA1's REV Series driveshafts offer a higher critical speed and are lighter and stronger than aluminum, steel and other carbon fiber driveshafts, all while providing dramatic safety benefits.

Now Available For '15-'17 Challenger SRT Hellcat

Plug-n-Play PowerSteps The automatic, electric-powered running board that instantly extends when you open your door and then hides itself safely out of sight when the doors close for improved ground clearance, aerodynamics, and appearance. Featuring a 5-year/60,000-mile warranty.

Control your air springs on the go with the convenience of Air Lift’s WirelessONE wireless on-board PN 25870 compressor system. The wireless controller allows you to inflate or deflate your air springs with a touch of a button: from inside or outside the vehicle.

Now Available For '15-'17 Ford Mustang

BBK Power+Plus throttle bodies are direct replacement units that increase airflow for improved performance over stock. Available for many late model American muscle cars and trucks, including Mustang, Camaro, Charger, Challenger, Chrysler 300, Magnum, Raptor, F Series, Jeep, Viper, Camaro, Corvette, and many more.

Throttle Bodies

Direct Replacement

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. The Rigid Industries’ Radiance Pod is for the driver who wants a truly custom look that only Rigid can provide.

LED Lights

Radiance Pod

7000lb Slim Wireless ONE Wireless Vehicle Scale

PN 67644 Featuring full size 15” x 15” slim aluminum scale pads. Drive-up angle for easy setup. Live stream data feed via USB cable to computer with free downloadable program for viewing and file exporting. Backlit LCD screen and control buttons. Foam lined hard case with wheels for storage. Standard features include an LCD display with Cross weight, Side/Side weight, and Front/Rear weight in addition to the standard weight and percentage for each wheel and total vehicle weight.

Stainless Steel Engine & Accessory Bolt Kits Everything you need comes completely organized in one convenient package! Each fastener is superior in strength to the OEM bolts. Being stainless steel they also have the added benefit of being virtually impervious to rust and corrosion. PN 535-9601 SB Chevy Hex Head PN 534-9501 SB Chevy 12pt PN 534-9705 SB Chevy LS Series 12pt Many more engine applications available. Ask for details

Wideband Failsafe Gauge PN 30-4900 AEM's Wideband Failsafe Gauge provides the ability to accurately tune AFR, while actively protecting your engine by constantly monitoring AFR curves and activating a user-defined failsafe strategy if it runs lean.

AirDrive WiFi OBD-II Module & Gauges

Ask a sales rep. for details.

A plug and play solution that wirelessly transmits data through a secure WiFi network from your vehicle to the award winning AirDrive gauges. Take plug and play performance to the next level.

Carburetors The Brawler family of carburetors include models for your daily driver to your race car. These carburetors work hard just as their name implies- just raw bare knuckled performance that you can rely on. Brawlers come with the latest technology in air/fuel calibrations for today’s street or race engine demands. The Brawler family of carburetors are all made from light-weight aluminum components and are available in both vacuum and mechanical secondary models.

Hyper-Flex™ Bushing Kits 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 HYPERFLEX™ kit available to give you the ultimate level of performance and durability.

Retractable Bed Covers From its retractable function, which permits opening or closing in literally seconds, to its rigid, extruded aluminum construction, a Roll-N-Lock tonneau cover offers everything other truck bed covers do not.

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February 2018  

THE RIDES Mopar Madness...This blown Gen II Hemi powered '68 Charger is just flat our nasty! Wile E. Turbo Coyote...Who doesn't love a sin...

February 2018  

THE RIDES Mopar Madness...This blown Gen II Hemi powered '68 Charger is just flat our nasty! Wile E. Turbo Coyote...Who doesn't love a sin...