May 2023 RPM Magazine Complete

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PHOTOGRAPHIC CONTRIBUTIONS: MARK GODRAGRACING. ORG, GEORGE PICH, MATT WOODS, LOUIS FRONKIER, BLAKE FARNAN, JERRY GARRISON, NEIL ZIMBALDI, EDDIE MALONEY, WES TAYLOR, STEVEN TAYLOR, DAVID GATES, AND ANDREW RADIOTIS

EDITORIAL CONTRIBUTIONS: CHUCK SCOTT, MARK GODRAGRACING.ORG, TIM BIRO, STAN SMITH, GEORGE PICH, JAY MISENER, EDDIE MALONEY, WES TAYLOR, AND SCOTT FORBES

TECHNICAL WRITING CONTRIBUTION: CHUCK SCOTT, SHANE TECKLENBURG, TIM BIRO AND JAY MISENER

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Story:George Pich

Photos:Blake Farnan

Bought as a street car, this 1990 Ford Mustang was transformed into a slick, low slung, big block nitrous’d street sweeper in the world of small tire street car drag racing.

After watching the high energy world of heads-up doorslammer drags, the Dirienzo brothers took a leap from the stands into the pits. A short time after putting the word out on the streets that they were looking for a clean Fox Body Stang, the Brothers came across a solid GT, and with the help of some friends and a new sponsor, Dircam Electric, they stripped the car down for a comprehensive mechanical makeover.

The miles-deep candy red metallic paint on the Mustang pops! An OEM steel body tub, doors and hatch are complemented by a composite front end with cowl hood. The cool Fox Body GT ground effects remain on the front of the car.

The goal, however, was to keep as many of the “street” aspects of this street car intact as possible, including the original glass, power windows, factory steel rear hatch and even the factory steel doors. Now this may seem detrimental to the equation of less weight equals quicker ETs, but the crew was willing to take that hit in favour of producing a car that would stick to the roots of the classes they intended to run.

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Your Recipe for Big Block Chevy Performance!

New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Track Max® Camshafts

Get even more power with a Track Max camshaft. With high performance hydraulic roller and full race mechanical roller grinds to choose from, these cams will provide the good midrange and strong top-end power that you are looking for from your big cubic inch performance engine.

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The Mustang rides on 28x10.5 M/T Pro Bracket Radials out back and Moroso DS-2s up front. As you can see, there is lots of room out back for more tire if needed.

Enter Rob Orofiamma, the guy who would be shoeing this soon-to-be badass ride.

“Drag racing became a part of my life when my father started me off in Junior Dragsters at the age of 14,” Rob explained. “I always loved Mustangs and when I got a little older I purchased my first Fox Body and raced it for years.” Along with being raised by a family into cars, Rob also had the career that most car guys only dream of, he worked at a local performance shop as an apprentice. As you can imagine, this type of work not only puts you right smack in the middle of horsepower every day, but also exposes you to the people who own the cars, and it was at this time that Rob met and started developing a relationship with the Dirienzo family.

... It was really about surrounding ourselves with the right people ...

Rob Orofiamma drives this beauty to records and wins!

“I was racing my own car with my brother Tony Orofiamma and advising the Dirienzo brothers while they were racing their own car, and eventually I was asked to be the wheelman on this car.” As a combined team they would build the Mustang for its next phase in running the NMRA (National Mustang Racing Association), “It was really about surrounding ourselves with the right people from there,” Orofiamma added.

The right people would include the late Monte Smith who would prove instrumental on taking the car to the next level. Monte would hook the team up with Oakley Motorsports in Kentucky to build a high quality 565-inch BBC capable of handling a generous amount of spray.

The car sits low thanks to the handy work front and back of LE Chassis. The front-exit bullhorn exhaust lights up with the sound of horsepower by day and the added candle show provided by the nitrous oxide as dusk settles in.

Smith himself would go on to have a sizeable hand in the build by rewiring the complete car, installing his own nitrous system and converting it to EFI. “The whole combination, backed by a Hutch ‘Glide, has been outstanding and very reliable.”

LE Chassis Engineering would handle taking the tubbed Mustang to a 25.2 spec along with fabricating a killer 9 inch combination out back full of Mark Williams goodies and suspended by a 4-link/coilover setup with anti-roll bar.

Up front, the stock firewall, frame rails and strut towers remain as per class rules, but are complemented by a host of parts fit for the task of getting down the dragstrip in a hurry. Inside, a factory dash holds the Holley flat panel display and Rob is surrounded by a maze of LE Chassis installed bars and tin work. To his right is the M&M shifter and, of

course, a nitrous bottle for adding the extra punch to the already capable big block.

The car sits low and the candy red metallic paint just pops, especially in the sunlight! A composite front end with GT lower body treatments and Sonoco style cowl hood was added, but as we said, the body tub, doors and rear hatch are OEM steel.

Oakley Motorsports out of Kentucky built the 565-inch big block that more than fills the space between the factory rails of the Mustang. A Bryant crank, MGP Rods and Diamond pistons were added to the World Products block topped by Profiler CNC conventional cylinder heads, an Edelbrock intake and Accufab throttle body. A single direct port nitrous system was plumbed in by the late Monte Smith.

1990 Ford Mustang big block Nitrous EZ Street Drag Car

■ Chassis Modifications:

LE Chassis Engineering 25.2 chassis.

■ Suspension:

Four link / coilover rear with anti-roll bar. Factory style front strut in stock location. Front and rear shocks are Menscer.

■ Engine:

565 CID. World Products block, Sonny Bryant crankshaft, MGP Rods, Diamond pistons. Profiler CNC conventional cylinder heads, Reid rockers, Smith Brothers push rods, Victory 1 valves and PSI springs.

■ Induction & Fuel Delivery:

Edelbrock intake Accufab throttle body.

■ Electronics:

Holley Dominator EFI system, Holley coils.

■ Power Adder:

Monte Smith single stage direct port nitrous system.

■ Transmission:

Hutch 2 speed Powerglide.

■ Rear:

LE Chassis Engineering custom sheet metal 9-inch with Mark Williams axles and internals.

■ Brakes: Wilwood.

■ Tires:

28x10.5 M/T Drag Radial.

■ Interior:

Holley EFI digital dash, Grant steering wheel, M&M shifter.

■ ET & MPH:

1/8th mile 4.59 at 154 mph.

■ Most Unique Features:

All the factory equipment on this Mustang. All original glass, power windows, factory steel rear hatch, factory steel doors.

■ Most Memorable Experience To Date:

Winning Smackdown. Also setting the E/Z street class record at 7.60 in the ¼ and winning the EZ Street championship.

■ Thanks To:

The car is owned by three brothers, Tony, Frank and Dominic Dirienzo.

• LE Chassis.

• Hutch’s Transmission.

• TNT Performance Automotive.

• Oakley Motorsports.

• Our crew members: Anthony Dirienzo, Frank Dirienzo, Dominic Dirienzo, Sam Iaboni, Tony Orofiamma, Julio Ricci, Joshua Rosvelti our newest crew member.

• Special thanks to our Parents, wives, kids for making us enjoy a sport we all love.

Owned By Three Brothers, Tony, Frank And Dominic Dirienzo. Driven By Rob Orofiamma

The nitrous bottle sits quietly, just waiting for the chance to deliver several hundred more horsepower of goodness to the already capable big block.

That Oakley Motorsports monster between the rails started life as a World Products block. A Sonny Bryant crankshaft swinging MGP Rods and Diamond pistons makes up the rotating assembly. Profiler CNC conventional cylinder heads were equipped with Reid rockers, Smith Brothers push rods, Victory 1 valves and PSI springs, and induction wise, an Edelbrock intake is topped by an Accufab

throttle body.

After the passing of Monte, Phillip Oakley and Tony Orofiamma took over the tuning duties, and Tony has proven to be more than capable with both the engine tuning and fine tuning the chassis, as well. In 2020 the team decided to run the NMCA schedule, and we all know how that would turn out. After qualifying at Bradenton, Florida in March the season was scrapped due to Covid.

Inside the Mustang a factory dash holds a flat panel display and Rob is surrounded by a maze of bars and extensive tin work. The rear of the car was cut out in favour of being tubbed but the factory firewall remains up front.

With time on their hands and nowhere to race, in 2021 the car was setup to go drag radial racing with new suspension on all four corners, a new transmission and converter and upgraded electronics. “Then we met the best addition to our team when we hooked up with Mike Thomp-

son from TNT Performance Automotive,” said Rob. “Mike would take over the tuning role for our new adventure into the radial world, and we could not be happier with him. His service is great and he is an amazing guy to work with and an awesome addition to the team.”

A bulletproof fabricated 9-inch filled with Mark Williams hardware is suspended by a custom 4-link/coilover setup with anti-roll bar.

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This nitrous injected Fox Body Mustang 154 mph in the 1/8 and set the EZ Street

Rob Orofiamma drives the Fox Body to yet another win!

When the 2022 season opened up, the team was ready to roll and by fall that year they had made some solid accomplishments, but the best was yet to come. Entering the last race of the year third in points, they needed to qualify number 1, set the class record and win

all four rounds to take the championship. “To our disbelief we accomplished all of this and we are still in shock to this day,” Rob added with a smile. “We are really a family more than a race team, bound by drag racing the team became family on and off the track.“

Mustang motivates to the tune of 4.59 at Street class ¼ mile record with a 7.60.

Story: George Pich

Photos: Stephen Taylor

Gary Tripp’s supercharged 1st Gen Camaro SS is a street legal 4-second headturner!

“A good friend Tom had owned the car for about 12 years or so before me." explained Gary. At the time I had an ’87 Buick Grand National that Tom really wanted to buy and after a couple conversations he offered me the Camaro plus $2000 for the Buick. Needless to say I jumped on the deal!”

Gary started his life in hot rods from about 18 years old and can’t recall a time when he didn’t own some type of cool fast muscle car. Mostly racing on the streets to start, once a few friends got faster cars they eventually took the action to the local drag strip, which At the time, was Gateway Motorsports Park. As time went on they would make longer trips to Super Chevy events in Memphis and Joliet and like everyone else, once the addiction of horsepower hit, the goal was always to make more power and beat the guy in the next lane!

This Is No Poser!

It’s been 23 years since Gary Tripp traded a friend for this stunning 1969 bright red Camaro, and he hasn’t looked back since!

It’s a legit all-steel Camaro with just the hood and trunk lid replaced with ’glass. Factory trim and bumpers remain intact along with the ’69’s distinct body side faux vent trim and black stripes, not to mention the slick RS hideaway headlights.

Gary still drives his big power Camaro on the street and can hit the strip and bust out 4.41 eighth mile hits at over 169 mph at a portly 3,260

The Camaro was a cool ride and held its own on the street. Armed with a decent 427 engine, 400 turbo transmission, a 12 bolt rearend and small nitrous kit, the car ran on pump gas and could be driven anywhere. “I could pick my daughters up from school and take it out to get ice cream or go to the store. Even today, it is still all steel ex-

cept for the hood and decklid, and when I bought it the paint on the car was 22 years old.”

As time went on, Gary’s need for speed grew and he would eventually go all-in and build the Camaro to what it is today; a hardcore ProCharged big block street/strip monster that runs 4.41 in the 1/8 at 169 mph and 3,260 pounds!

And he still makes the occasional street drive when the urge arises.

As we said, the body is a legit all-steel production Camaro with just the hood and trunk lid replaced with ’glass. Factory

SPEED SAUCE T M PLUS INJECTION

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Speed Sauce Plus water-ethanol mix comes premixed and ready to use straight from the bottle. Its 20/80 water/ethanol blend delivers more power per gallon. This ethanol-based fluid is not only less corrosive to fuel systems than methanol-based fluids but also safer to handle due to its lower toxicity.

• Provides 4% more power compared to methanol-based injection fluids

• Produces up to 15% more horsepower/torque than stock, with proper tuning

• Delivers added octane when needed thanks to the ethanol’s >115 octane rating

• Less corrosive than methanol version

Chassis wise, the car was backhalved with a 25.2 cage and ladder bar/coilover with wish bone suspension built by Sutton McGee at Linear Custom Fabrication. Up front, a custom Smith Racecraft tubular front end joins with few remaining

factory parts and the OEM firewall is still in the factory location. Rack and pinion steering was installed along with tubular upper and lower control arms and Menscer front coilover shocks to control the bumps.

Harnessing the Competitive Edge

5/8" WHEEL STUD KITS

½" SOCKET HEAD WHEEL STUD WITH BULLET NOSE

VANESSA FLANAGAN OPEN OUTLAW RACING

LUG NUT KITS (5 PC)

A factory dash, headliner and trim are accompanied by twin race seats, while a funny car style cage surrounds Gary. Door panels have been remodeled in carbon and an aftermarket steering column and removable wheel were used. The passenger seat is not just for show either as it’s not uncommon to see Gary with a co-pilot when cruising the streets.

The Camaro interior is a mix of cool old school classic Camaro and high tech race and safety parts; after all, this is a badass 4-second ride. A factory dash, headliner and trim are accompanied by twin race seats, and a funny car style cage surrounds Gary.

Door panels have been remodeled in carbon and an aftermarket steering column and removable wheel were used. An air actuated Pro Bandit shifter rolls through gears in the trick 2-speed TH400 trans, while a FuelTech FT600 dash relays vital signs.

All the factory trim was kept in place, and who doesn’t love a black vinyl roof on a ’69

Camaro, not to mention those sweet RS hideaway headlights.

Once you add the F3R-136 belt driven ProCharger with 3000hp air to water intercooler there isn’t much room left under the hood of the Camaro, but the results are well worth it!

Motivation

comes into the equation via an all-aluminum 540 built by Jim Evans at Rolla Competition Engines. An aluminum block was filled with a Callies Magnum crank, Carrillo

steel rods, Gibtec pistons, a top secret 55mm Bullet camshaft and then topped with Headhunter conventional heads and intake, a Wilson elbow and 105mm Accufab throttle body.

A custom ladder bar/ coilover with wishbone built by Sutton McGee at Linear Custom Fabrication suspends a chromoly fabricated rear end with 9.5” case, 3.70 gears and Mark Williams 40 spline axles. Chassis work noted in the trunk area was expertly worked into the factory trunk floor.

A host of Smith Racecraft goodies along with coilover shocks and rack and pinion steering were used up front in the Camaro.

Gary Tripp’s Supercharged Street/Strip 1969 Camaro SS

■ Chassis & Suspension:

Smith Racecraft front end with their a-arms and spindles. 25.2 cage and ladder bars with wish bone suspension built by Sutton McGee at Linear Custom Fabrication. Menscer Motorsports front and rear shocks.

■ Body & Paint:

All steel and all glass except for the hood and decklid.

■ Engine:

All aluminum 540 built by Jim Evans at Rolla Competition Engines. Callies Magnum crank, Carrillo steel rods and Gibtec pistons. 383 Headhunter conventional heads with Brodix intake and a 55mm Bullet cam.

■ Induction & Fuel:

Wilson elbow, 105mm Accufab throttle body, 245pph Billet Atomizer injectors.

■ Power Adder:

F3R-136 belt driven ProCharger with 3000hp air to water intercooler.

■ Electronics:

Fueltech FT-600 wired by Phil Reichardt at Phine Designs.

■ Transmission & Converter:

M&M 2 speed 400 transmission with M&M billet bolt-together torque converter

■ Rear Differential:

Chromoly fabricated rearend housing built by Linear Custom Fabrication. 9.5 inch Ultra case with a 3.70 gear and Mark Williams 40 spline axles.

■ Brakes:

TBM brakes on front and rear.

■ Tires & Wheels:

Sander Engineering front spindle mount wheels with Mickey Thompson front runner and Sander 15 x 13 inch rear double beadlocks with 24 bolt rings and top fuel centers with Mickey Thompson 275 Pro tires.

■ Miscellaneous:

B&M Pro Bandit shifter, Kirkey seats, Stroud window net, 20 lb DJ safety Coldfire fire suppression system.

■ Best ET & MPH (Race Only):

4.41 @ 169 mph weighing 3260 lbs.

■ Most Unique Feature:

I would say the fact it is still an all steel and glass car in the age where everyone cuts weight with carbon fiber or fiberglass parts.

■ Most Memorable Experience:

When the car wheelie’d and drug the parachutes at the 330 ft mark in 2018 at Bowling Green.

■ Thanks To:

Jim Evans at Rolla Competition Engines, Sutton Mcgee at Linear Custom Fabrication for all fabrication, Phil Reichardt at Phine Designs for all the wiring needs, Mickey Boyer at Boyers Towing. Special thanks to Kaitlyn Tripp, Steve Richards, Ben Nungester and Willie Coleman for all the help at the track over the years. Thanks also to Rick Douthitt at AA Automotive and Douthitt’s Donkey Farm.

The icing on the cake is, of course, the F3R-136 belt driven ProCharger with 3000hp air to water intercooler. Backing the bad boosted bullet is an equally capable M&M 2 speed 400 transmission with M&M billet bolt-together torque convertor.

Taking the punishment out back is a Chromoly fabricated rear end housing built by Linear Custom Fabrication with 9.5-inch case, 3.70 gear and Mark Williams 40 spline axles. Gary chose to

go the small tire route on the Camaro and runs Mickey T Pro 275 radials.

Gary said that at the time of this article, the engine and most of the parts are 10 years old and had only been apart twice during that time. Now that’s reliability!

When all is said and done, Gary’s Camaro runs 4.41 in the eighth-mile and 8 minutes to the nearest ice cream shop, so no matter where he’s going, that’s one quick Tripp!

Charles Leake’s 1966 Chevy II Nova

From the pages of RPM Magazine, December 2014

When cabinet maker Charles Leake came across this now-sinister, low-slung street bruiser on eBay back in 2004, it was a pretty typical consistent strip performer that had been fully converted to drag duty. Minimalist interior, next to no factory lighting, and an open header exhaust were but a few of the obstacles preventing most from even considering returning the car to the street. However, Leake saw potential. He soon worked a deal, headed to its location in Long Island, New York, and towed it home. It would be one of the last times the nasty Deuce would ride on a trailer.

“I wanted a wild street car, and the Nova had all the basics already,” he said. High-dollar and high-effort items like a full 2x3inch square tube chassis with an 8.50 cert and a 1000+-horsepower big block were already in place. All Leake had to do was bring the car back to street legal status while retaining the wild race features and he would have the best of both worlds. Add in show-stopping good looks and he’d have the total package. And that, friends, is what Pro Street 2.0 is really all about.

A true triple threat, the car is equally capable at a show, a cruise, or at the strip, frequenting local events such as the Southern Fried Virginia Car Show, the Ocean City Cruise, and local drag strip test-n-tunes. To date, the black beast has posted a best of 8.50 seconds at 183 mph through the mufflers - and was driven to and from the track to do it.

Charles Leake’s wild Nova is proof-positive that not every fast car needs to forfeit its license plates and practicality, and that not every racecar is forever sentenced to life on the strip. Over the course of a decade, he’s managed to do what few would and put a drag car back on the street, and in the process breathe new life into a car - and a trend—that refuses to be defined by a single dimension.

Photos: Louis Fronkier

Inside, the car is far from luxurious but offers passengers more comforts than years gone by on the strip. Leake changed out the lone driver’s seat for a pair of FX1 Pro Corbeau seats fitted with Corbeau 5-point harnesses. Looking outward, the lucky pilot sees a full complement of Auto Meter gauges mounted in the sightline just behind the quick-release Grant GT steering wheel. A Precision KWIK Shift II shifter tells the Powerglide what to do, while an on-board Halon fire suppression system and Stroud safety net provide an added measure of safety.

Engine:

BBC 540 cubic inch /1000 Horsepower. JE 14:1 pistons, Brodix II Plus aluminum heads with Sharp roller rockers, Milodon pan, MSD distributor and crank trigger, Holley 1050 CFM Dominator, Weiand Team G intake manifold, 2 3/8” headers. MSD 7AL-2, 180 AMP alternator, CSI electric water pump, Barry Grant fuel pump, Moroso Ultra-40 Race plug wires.

Transmission:

TCI 2 speed Powerglide, 5500 8” converter, aluminum trans cooler, Precision Kwik Shifter II, Jerry Bickel interior battery disconnect lever, trans brake, line lock, carbon fiber two piece removable trans tunnel.

Rear End:

Ford 9”with Ultra aluminum center section, 4.11 gear, Strange axles, Pro Series 67 Inch wheelie bars.

Brakes: Wildwood.

Tires & Wheels:

Rear Mickey Thompson ET Street 32x17x15LT , Front Mickey Thompson 25x5 Sportsman S/R . Rear black Weld double beadlock Magnums 15x15. Front 15x3.5 Weld Magnums, black anodized.

Paint & Body Mods:

Black lacquer paint. Body is steel roof & quarters, Hardwood fiberglass wing, Cowl 6” L88 hood and one piece front fenders & bumper. Aluminum inner fenders, lift off doors, Lexan front & rear windows, low profile front spoiler.

Chassis & Suspension/Modifications:

8.50 NHRA Certification. 12 point roll cage with funny car halo over driver. 2x3 square tube frame, Pro JBRC four-link rear suspension, anti-roll bar, wishbone. Front has custom a-arms, QA1 adjustable coilovers. Aluminum floor & rear tubs, 16 gal fuel cell, Stroud chutes.

Interior:

Auto Meter gauges, Fx1 Pro Corbeau seats, Corbeau 5 point harness, fire suppression 10 pound single cylinder system, Quick release GT steering wheel, Stroud window net, Painless Wiring control panel.

“I had planned to tear the engine down and rebuild at some point, but it runs and sounds great, so there has really been no need for it yet,” Leake said with a laugh.

What’s Old Is New if you haven’t read it yet!

Over the coming months we will be hosting some of our past issues of RPM Magazine in this section.  If you haven’t read them yet, they are new to you!  If you have, maybe there’s a favourite car/story you want to read again….here they are!

Photo: Boostin Photography

A full carbon front nose, carbon doors, rear wing and front lip have been added along with a full Red vehicle wrap by Six Wraps. The Chassis Stop created the right hand drive 25.1 certified chromoly double rail chassis with 4-link/ coilover rear responsible for the cool stance.

Ryan Sammut was born in Canada, but as a young child, moved to the mediterranean island of Malta.

It's not widely known that Malta has a hardcore drag race following, some of whom have been featured in RPM over the years. So popular is drag racing in the Is-

land, that it’s hard for any kid with even a twinkle of horsepower in their eye not to get involved in it. And so Ryan was pulled into the world of fast cars at a young age and started racing Honda Civics in Malta, which got him attached to imports. By age 26, Ryan left his family in Malta to pursue a life and career back in Canada, a decision that would deepen his love of cars and also lead to finding his prized possession, a 1996 Toyota Supra RZ.

Story: George Pich

Photos: Blake Farnan

Thumbs up from the "passenger" side...

“My father always told me that in Canada, if you dream of something and work hard you will achieve your goals. That is how I purchased my 1996 Toyota Supra; it was a poster on my bedroom wall that turned into reality.”

By 2013 Ryan was in the market for a car, but not just any car, it had to be a Toyota Supra. He reached out to Right Drive Inc. and asked them to find a bone stock, right hand drive Supra Turbo, specifically the top of the line RZ model with twin turbo and a host of other upgrades, and it had to be red.

Ryan’s Supra is a true right hand drive production car from Japan, so when he decided on the tube chassis build he insisted on keeping it that way

Beaten, but not defeated...

Before long, a 58,000 km (36,000 mile) RZ came available in Japan for the price of $30,000. “At the time this was very expensive for a Supra although now you are lucky to find one for less than $50k,” Sammut added.

When the car arrived from Japan, it was everything Ryan expected, and as you can imagine it stayed stock for about two weeks! His first pass at the nearest drag strip was a 13.1 in the ¼ and he went directly home and started ordering parts!

At every step of the mods, when Ryan got beat, he went further and further, but the biggest change is when he took a serious beating from a Porsche 911. “Let’s say I got beat bad,” Ryan said with a chuckle.

Ryan Sammut’s 1996 Toyota Supra Turbo is a legit right hand drive RZ model from Japan. After 10 years of adding parts to achieve various levels of power, he has gone all-in with a full tube chassis / big turbo combination producing well over 2,300 wheel horsepower. While the extensive mods may have taken away some of the factory Supra “charm”, Sammut insisted on keeping the steel original main body and right hand drive for his Extreme Import.

This is one super Supra...

After that and ordered spent the winter 700whp on few months, very addicting used to the led to multiple year, the Supra 760, 900, 1023, ally 2300 horsepower. of power upgrades a result that a solid engine 2300+ whp

that loss, he went back home ordered a single turbo kit and winter upgrading to make on the stock engine. “After a months, I realized that this can be addicting with this issue of getting power very quickly, which multiple upgrades.” Year after Supra got more power – 700, 1023, 1450, 2150 and eventuhorsepower. All these stages upgrades had parts failures as that eventually ended up with engine program that can make without any issues.

A fabricated rear differential is suspended by a custom 4-link coilover setup and the rear shocks are 4 way with Co2 ECU-controlled rebound. The Chassis Stop used double adjustable struts and spindle mount wheels up front. A 24" cooler with X2 Spal fans is mounted under the rear of the car.

Ryan is ready to compete with the fastest imports in the world, after posting 6.56@ 213mph in early 2023...

Hot Toyota Supra houses 6 cylinders, 1 turbo and runs 6 second passes!

A maze of cage bars are complemented by extensive top-quality tin and carbon work inside the Supra. Ryan relies completely on Motec for engine management duties along with their C127 dash for relaying vital signs. Race cars have come a long way from the long line of analogue gauges displaying a single function to one interactive display capable of leaping tall buildings in a single bound.

Each build level netted Ryan some solid accomplishments and his first milestone was breaking his local Supra ¼ mile record of 9.9 in 2016. Then, by 2018, he broke into the 7-second zone and was one of the only import street cars running consistent 7s in the ¼ mile while driving it to and from the track. In our books Ryan,

that’s an accomplishment with any street car! The call to start broadening his racing borders included trips to FL2K in Florida and TX2K in Texas, and with this latest iteration of the Supra – a tube chassis/big single turbo combination – Ryan is ready to compete with the fastest imports in the world after posting 6.56 @ 213mph early in 2023.

Six cylinders of pure power!

A Bullet Racing 2JZ billet wet block was dry decked and machined for fire rings then filled with a host of parts and topped with a Headgames race port head and GSC R2M cams. Fuel is introduced from a Kinsler pump into 3 injectors per cylinder for a grand total of 7900cc per hole…now that’s a lot of alcohol!

A Precision Pro Mod 102 XPR turbo is another “big” part of the latest upgrades to the Supra. Prior to the recent work Ryan’s best elapsed times were 7.21 in the quarter and 4.16 on the short track. As of a Florida test session this winter he’s busted out a 6.56 @ 213mph, meaning Ryan should be able to mix it up with the world’s top imports in 2023!

Ryan Sammut’s 1996 Toyota Supra Turbo

■ Body & Paint:

Original Steel body and quarters, Primar full carbon front nose, TBT Carbon doors, rear wing and front lip. Full vehicle Red wrap by Six Wraps.

■ Chassis Modifications:

Built by The Chassis Stop - 25.1 certified full bodied chromoly chassis, double rail. 101" wheel base. Titanium and NAS fasteners. Strange Pinto style steering rack, titanium steering extension.

■ Suspension:

4-Link Rear with PRS tuned Penske 8760 4 way coilovers with Co2 ECU-controlled rebound. Also high/low speed compression. Rear Lowdollar travel sensors. Custom front suspension with double adjustable struts with height adjustable cups. Front billet height limiters.

■ Engine:

Block - Arrow Machine spec 2JZ. Bullet Racing billet wet block, dry decked with fire ring setup. Ross 9.5 pistons, GRP aluminum rods, BC 3.2 90mm crank, PHR billet timing gear, Innovators West damper. PRP cam gears, ARP fasteners throughout. Headgames race port head. Copper valve seats, GSC 150 psi valve springs, Ferrea Comp Plus 1mm over intake valves, Ferrea Pyro 1mm over exhaust valves. Shimless buckets. GSC R2M cams.

■ Turbo/Exhaust:

Precision Pro Mod 102 XPR turbo. PHR 3-1 exhaust manifold, twin Precision 46mm wastegates, Ticon titanium 5 inch side exhaust and titanium wasgate dumps. FP turbo oil feed filter.

■ Intake/PRP Fuel System:

Hypertune billet drag style intake. 3 injectors per cylinder - 3 sets of Siemens Dekas ported and flow tested by FID. 7900cc per hole. Kinsler 1600 fuel pump, Weldon 2047 regulator and 4 gallon fuel tank. Fore Innovations 128 fuel filter.

■ Plumbing:

XRP hose with crimped fittings on all fuel and oil lines.

■ Intercooler:

Plazamaman 3000hp Water to Air billet intercooler. Vanjen clamps throughout. Front ice box with separate water pump.

■ Dry Sump:

Magnus dry sump kit. Peterson 5 stage pump, Peterson primer filter housing, System 1 billet oil filter, Magnus 2.3 gallon oil tank with internal heater.

■ Cooling:

CSF drag radiator. Mezier 55 gallon water pump that cools head and block separate.

■ Engine Miscellaneous:

Hypertune valve covers. PHR billet timing gear, PHR upgraded tensioner and stud. VWR front motor plate. ATI rear mid plate IGN1A ignition coils. PRP cam gears. Dual CO2 bottles for shifter/boost/rear shock control. 150 nitrous Fogger for spool. Dual catch can setup.

■ Transmission/Converter:

Rossler XHD 2.10/1.40 transmission. External dump valve, reverse valve body and rated 2500+ whp. Sfi bellhousing, stock case. Pro Torque Gen X converter with spare stator. ATF steel flywheel (norlock washers) and aluminum flexplate. M&M CO2 shifter. 24" rear mount cooler with X2 Spal fans. Lowdollar gear position sensor for timing reduction during gear change.

■ Electronics:

Motec M150 with Prospeed Prodrag package, Motec PDM 30, Motec C127 dash (IO unlocked), Motec UTC and LTC NTK and Motec rear camera. Racegrade 15 button keypad, TC8 with individual EGTs, Racegrade/Motec sensors. Tefzel wiring throughout with bulkhead connectors. Go Lithium 16v lightweight battery with charger. Tuned by Chris Delgado on Methanol M1 fuel.

■ Rear end:

Fabricated housing with Strange Ultra 3rd member, 4.58 rear gear ratio.

■ Tires & Wheels:

Rear - Alumastar 16x16 double beadlock wheels. Titanium fasteners from LuxFab. Front –Alumastar spindle mount.

■ Interior:

Motec C127 Dash, aluminum steering wheel with titanium extension. Race seat with 5 point harness.

■ ET & MPH:

¼ mile 6.56 @ 213mph

■ Most Unique Feature(s):

One of the only right hand drive extreme import tube chassis cars.

■ Most Memorable Experience To Date:

Running the first street car 7 second pass in front of the big Toronto shops knowing the car was built in a small one car garage.

■ Reason For Build:

Drag racing addiction, just have to keep going faster and faster

■ Thanks To:

Chris Delgado for the tuning.

The Chassis Stop for building a badass chassis.

Big Thanks to all my friends and family for always supporting this hobby of mine.

Thanks to all the sponsors along the way, would not be able do it without you guys – Platinum Racing Products, Power House Racing, Brian Crower, Induction Performance, LuxFab, Arrow Machine, Prospeed, Plazmaman, Hypertune.

Mickey Thompson tires get the job done front and rear on this 6-second Supra.

Ryan with his wife Michelle and sons Hayden and Damien.

Seeing a right hand drive anything in North America is rare enough, but chances of coming across a tube chassis car at the drag strip racing at this level are few and far between. There’s zero factory equipment left inside the Supra, in-

stead, the maze of cage bars are complemented by extensive top-quality tin and carbon work. A MOTEC C127 dash sits front and center and is coupled with a long list MOTEC equipment that controls all aspects of the car.

Ryan with sons Hayden and Damien. Could these be the candidates to carry on the racing torch in the Sammut family? If so they have one top-notch role model to learn from.

Early in 2023 Ryan ran the newly upgraded Supra to the tune of 6.56 @ 213mph at Bradenton Florida!

Photos on this page by Boostin Photography

An Arrow Machine spec 2JZ billet wet block was dry decked and machined for fire rings then filled with a BC 3.2 90mm crank, GRP aluminum rods and Ross 9.5:1 pistons.

Next, a Headgames race port head was studded in place and GSC R2M cams were used. A Hypertune billet drag style intake is equipped with 3 injectors per cylinder providing a whopping 7900cc per hole, and a Kinsler 1600 fuel pump works in conjunction with a Weldon 2047 regulator and 4 gallon fuel tank to provide a healthy dose of Methanol M1 fuel. Fresh for this stage of the build is a Precision Pro Mod 102 XPR turbocharger, and to assist with spooling up the monster, a 150 shot of nitrous is used.

A Rossler XHD 2.10/1.40 transmission with Pro Torque Gen X converter and M&M co2 shifter handle sending the boosted ponies rearward.

Prior to the recent tube chassis build and engine mods, Ryan had completed most of the work in a small home garage, which made running his first 7-second ¼-mile pass in street car trim in front of all the large shops in the area even more special. The project has been a total of 10 years in the making, and the rewards of all the time and money spent to reach this point are proof positive that Ryan’s dad was right when he gave his son some sound advice; hard work and dedication really can turn your dreams into reality!

Story & Photos: Wes Taylor

Justin Gossard and his crew started with a Honda Civic in the import scene, specifically in the front-wheel drive world. Justin was interested in cars growing up; the hobby intensified when he became a body man for Neill AutoBody. After eight years of working under Neill, he decided to open up his own shop, Hub City Performance, where he expanded into more than just paint and bodywork. After spending some

years in the sport compact front-wheel drive import world, shops began to play with converting them to all-wheel drive platforms. Justin became one of the front runners in the scene and eventually wanted to produce a DIY kit for customers to buy and install themselves. Early in 2017 they completed their own all wheel drive shop car and had kits available for purchase later that year.

Cars, and racing for that matter, are a matter of preference on many levels ...what brand or body style you prefer, what engine and power adder you want to use, and if you are building your car to race, what class you prefer to race in.

It wasn’t long before cars equipped with their kits proved to be stiff competition for other manufacturers' cars that came with the system from the factory.

We all know that traction is king, and they began to take their activities to the no-prep surfaces, where they also became a force to reckon with, however, promoters noticed the all-wheel drive car trend shift to no-prep racing and ban them from racing it.

If you attend a no-prep race, you'll undoubtedly see many Fox Body Mustangs, just like any other "small tire" class that requires the use of a 28x10.50 tire, however, another popular platform is a surprising one, an S10/S15-based truck. So to get back into the scene, Justin and crew found an insurance selloff donor truck. They bought it sight unseen and it actually turned out to be much cleaner than they anticipated, which is always a bonus in a project like this.

Since Justin comes from a body and paint world, all bodywork was completed in-house at his business, Hub City Performance. A Racers Edge front clip and hood were added for weight and accessibility and the bed cover and wing are also in-house pieces. The Toyota Rav4 “Lunar Rock” color definitely stands out in a crowd of red and black on race day, not to mention it suits the truck.

Code-named "The Goose," They started with the S10 variant from GMC, the S15 Sonoma, which is nothing more than aesthetics and some minor interior changes. All bodywork was completed in-house at Hub City and a Racers Edge front clip and hood were swapped in favor of the factory parts for weight and easy access. Next, Justin fabricated

Justin’s S15 stands out in the pits during a no-prep event as one of the higher quality builds, which was the plan from the start. There’s no better way to tell the world what your shop can do than showing them what it can do…and The Goose not only looks great, it flies, too!

the bed cover and wing for a clean look. Then, in Neill’s state-of-theart paint booth, Justin sprayed on a very different paint color from a Toyota Rav4 called “Lunar Rock”.

Much of what happens in drag racing success comes down to the suspension setup and it's even more important when it's on an unprepared race surface.

For starters, there’s not much room inside a 1986 S15, so you focus on safety. The Spartan interior is home to essentials like the cage, a removable steering wheel, touch screen display at home in the factory dash, a single race seat, shifter and wiring on the passenger side floor and firewall area.

Hub City boxed the frame in, tying it into the new ten-point cage. They also fabbed the front end setup, incorporating a 417 Motorsports k-member into it. The in-house shock mounts were specifically designed for long travel and Viking Performance shocks were valved accordingly by Jeff Thomas Racing.

The rear was backhalved in-house as well and a narrowed Ford 9" with Yukon aluminum center section, spool, 4.10 gears and Quick Performance axles is kept in line with a four-link setup and Viking Performance coilovers.

A Mark Smalls Racing Engines built stock-block aluminum 5.3 hosts Wiseco pistons, K1 connecting rods and crank. The top end is fitted with PRC 225 cast heads, a BTR intake manifold and 92mm throttle body. Twin Precision 6870 turbos help the LS reach max potential and a Hughes ’Glide with billet converter backs it up.

Justin Gossard’s Twin Turbo No-Prep 1986 GMC S15

■ Body & Paint:

Steel body with Racers Edge fiberglass front clip and hood. All body and paint work was done by Hub City Performance. Paint color is Lunar Rock from a Toyota Rav 4.

■ Chassis & Suspension:

Front end started with 417 Motor sports k-member and Viking coilovers. Inhouse built long travel setup for the front. The frame was boxed in from under the cab to where the backhalf starts. Rear was in-house back halved and 4-linked with Viking coilovers

■ Engine:

L33 5.3 aluminum block (LS). Assembled by Mark Smalls Racing Engines. K1 crankshaft and connecting rods with Wiseco flat top pistons. PRC 225 as cast ported heads with Texas Speed springs and retainers. BTR pushrods, factory rockers with bar shaft upgrade and Johnson lifters.

■ Fuel Delivery:

Magnafuel mechanical pump rear mounted with a Waterman cable drive feeding the Fuel Injector Development injectors. Aeromotive pressure regulator.

■ Power Adder:

Twin Precision 6870 turbos,

■ Electronics:

Holley Dominator and 12” screen as well as a mix of Holley and Lowdollar sensors throughout the truck including shock sensors and wheel speed sensors.

■ Transmission:

Hughes Powerglide and billet bolt-together converter (thanks Pete!)

■ Rear:

Narrowed ford 9” with Yukon aluminum center section, spool and 4.10 rear gear built by Quick performance. Quick Performance axles.

■ Wheels & Tires:

RC Comp 17” EXILE front and 15x13 RC Comp DUCE double beadlock rear. 28x10.5 slicks

■ Interior:

Holley 12" screen, MPI steering wheel with quick release, TCI Outlaw shifter with co2. Aluminum seat and Racequip 5 point camlock harness.

■ ET & MPH:

Truck has been into the 5s at 130+ on no prep in the 1/8.

■ Reason For The Build:

My first vehicle was an S10 and I’ve always loved them. When we decided to build a ride for no prep it was my main choice because it seems no prep is full of Fox Bodies.

■ Build Timeline:

A little over 1 year from a completely stock truck to where you see it now.

■ Most Memorable Experience To Date:

The process of the build and the friends made along the way… Thank you!

■ Thanks To:

Mitch Kaufman (Nobodys Performance), Dustin Martz, Adam Harnish, Andy Marshall, Ted Gibson, Pete Nichols, James Neill (Neill Auto Body) Jim bob at Stripper Glitter, Tom Sewell ( Fuel Injector Development) and Wade from Race Part Solutions.

The Goose rides on RC Components Exile 17-inch front runners and unique Duce 15x13 double beadlocked rears, stretching the class legal 28x10.5 slicks even more than the 12-inch wheels most run.

The heart of The Goose con-

sists of a stock-block aluminum 5.3 containing factory diameter Wiseco pistons, K1 connecting rods and K1 crank. he top end is fitted with PRC 225 cast ported heads with factory rockers with bar shaft upgrade, Texas Speed springs and retainers.

Left to right: Justin Gossard , Dustin Martz, Mitch Kaufman, Adam Harnish

Justin’s S15 stands out in the pits during a no-prep event as one of the higher quality builds, which was the plan from the start. There’s no better way to tell the world what your shop can do than showing them what it can do…and The Goose not only looks great, it flies, too!

There,s always a good crowd on the starting line at a no-prep race...

"The

Mark Smalls Racing Engines finished the long block with a BTR intake manifold.

Upon returning to the shop, they dropped the engine into their newly designed front suspension, where fabrication of the twin-turbo kit began. The system is based on two Precision 6870 turbos, VS Racing wastegates, and a custom intercooler. Fuel delivery comes from a rear mounted Magnafuel mechanical pump and Waterman cable-driven pump feeding the injectors.

Power delivery is critical, especially in no-prep racing; Justin uses a combination of a Holley Performance Dominator ECU,

their sensors and some Lowdollar units throughout the truck, including shock and wheel speed.

Pete at Hughes Performance tackled the task of building a noprep worthy Powerglide for The Goose and matching it with one of their billet bolt-together torque converters.

Inside the cab, Justin sits in an aluminum race seat and views the sizeable 12.3-inch Holley digital dash display, where he monitors everything in real-time. It’s encased in a Racers Edge fiberglass dash panel. An MPI steering wheel with quick release hub was used and a TCI Outlaw shifter tops the ’glide and is pushed by co2.

"The Goose" Flies down the track with Justin Gossard at the wheel!

Huge transfer while the front tires just tickle the unprepped race surface. The hook and chassis performance is a testament to the builder. Justin says there was some trial and error before they got it the way the way wanted, especially the long travel front setup.

American

Justin called in tuner Mitch Kaufman on the laptop for the startup and dyno sessions, which went very well on pump E85. After working out just a few bugs and establishing a base tune it was time to hit the track for testing and then on to The Goose’s debut at the Dig or Die event, and we just happen to be there. I have to say, walking the pits I was drawn towards the color and how clean it is compared to many no-prep builds, and Justin agrees, as this was the goal not to mention their favorite part of the process.

With just a bit of track time to date, The Goose has been 5's in the 8th on a no-prep surface which is quite impressive for a fresh complete A to Z build. Look for quicker times to come as the season takes hold and The Goose hits more events.

From AWD Hondas to a pickup truck is a pretty big adjustment, but Justin has always had a soft spot for the square body S Chassis Chevy truck (his first ride was an S10), and, along with his attraction to no-prep drags, the move seemed natural. No matter how The Goose came by its name though, one thing is for certain, it definitely knows how to fly!

American Racing Headers

PASSION PERFORMANCE

PERFORMANCE

Photos: Matt Woods

If the body on this 2004 Bentley Continental GT looks factory, it is because much of it is. A carbon fiber front end was fabricated along with the grill, hood, and rear bumper assembly, and the rest is Bentley original.

Inside you’ll find a pretty basic appearing set-up with most everything hidden neatly out of sight. The Webster Race Engineering custom SFI 25.2 chrome moly tube chassis is good to run in the sixes in the quarter-mile, which the Bentley is fully capable of doing.

Owner: Steve Neimantas

Chassis Type & Mods: Webster Race Engineering. Custom SFI 25.2 chrome moly. With WRE tunable flex design. 108” wheelbase.

Suspension (Front and Rear): Strange GT strut with tunable limiters at the front, double adjustable damping. Rack and pinion steering. Rear link, diagonal link, anti-roll bar, double-adjustable 19” shocks, with 14” 120lb springs.

Body & Paint: Front fenders and grille panel custom moulded into one piece carbon fiber, with double skinned hood using original hinges and gas rams. Custom carbon fiber rear bumper incorporating diffuser. Remaining body is all original, including fully operational electric windows and automatic rear active spoiler. The body also still utilizes full rubber seals for doors and trunk (for British weather!). Paint is original metallic grey by Brian Whitfield.

Engine: Steve Morris Engines, 615cu in, Brodix block, 14.5 degree heads. Callies crank and rods. Steve Morris billet Intake and valve covers, Moroso 5-stage dry sump.

Rotating Assembly: Callies 4.25” stroke crank. Callies 6.7” Ultra Beam rods. SME custom camshaft, Jesel belt drive, Innovators West balancer.

Induction: Twin 88mm Bullseye turbos, WRE custom 321 stainless steel exhaust fabrication, WRE custom charge cooler and pipework, 5” Wilson throttle body, and SME billet intake.

Electronics: EPS Motorsport, custom loom and installation. Motec M800, Motec CL dash, Motec PDM, ignition control, knock control, and full compliment of system sensors.

Transmission: Andy Frost custom Powerglide using Reid Case, 1.54 low gear. Neil Chance bolt-together converter.

Rear Differential: Custom 9-inch with 35 spline locker, 3.00 gear and heavy duty axles in a WRE custom casing.

Other Info: This car was built to compete in the UK Street Eliminator Series, with the goal to develop the car towards competing in the 2015 DRAG WEEK event.

What can we say about the latest Steve Morris Engines mega street/strip 615 cubic inch big block Chevy between the rails of the Bentley aside from what the dyno sheets have already said. It is just plain bad and that billet intake manifold is pure artwork, as are the Bentley-logo’d billet valve covers!

Steve’s current cars are the new Bentley along with his “daily driver” Aston Martin, an all steel `33 Ford with 427 alky small block, a `68 Charger with 572 wedge and another Aston Martin packin’ a blown 572 alky Hemi with Motec EFI and 6-speed Tremec transmission.

The Bentley is easily transformed from street to strip. So far a bottom 8-second pass was netted during shakedown runs with minimal boost. A quick trip through the sevens is expected very soon.

STICKEY MICKEYS