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They seemed to swarm the streets and the performance aftermarket exploded with new products to make them sound better, and go faster. The chassis is now some 46 years old, but the platform is still as popular as ever, as it’s short wheelbase, triangulated four-link suspension, and the still robust aftermarket that supports
it make it a great candidate for street and strip action. De Soto, Missouri’s Billy Heinemann is one of many who got to enjoy the heyday of the 5.0 liter Mustang in his youth, and having spent a good part of his life building a family and a business, he finally found the right time to return to the FoxBody Mustang for a little fun behind the wheel.
Story: Steve Baur
Photos: Steven Taylor
“The
Pumpkin” lives up to its name with the one-off custom Sunset Pearl paint and the B&B
Billy Heinemann rips down the track in his 1990 Mustang!
“When I got out of high school, a friend of mine (Brandon Carter of Carter Motorsports) got his first Mustang LX and within a week or so I had to have my first Mustang, a ‘91 GT,” Heine-
mann recalled. “My brother had a really sweet ‘93 Trans Am at the time and we would all go street racing every weekend. I remember that being about all we did in my early 20s.”
Put the Hammer Down.
You don’t cut corners or accept compromises.
Use the best parts, like Trick Flow GenX® 255 square port cylinder heads that can significantly increase the performance of your GM LS-powered car.
Highlights include LS3-shaped CNC Competition Ported runners, CNC-profiled combustion chambers, 12° valve angles, coolant holes that work with all LS head gaskets and engine blocks, and your choice of standard or 6-bolt mounting patterns—all engineered, machined, assembled, durability tested, and dyno proven in the USA to help your car stay ahead of the pack.
Your Formula for GM LS Performance!
New heads are just one part of the horsepower formula. To make it complete, you’re going to need some other components.
Track Max® Camshafts
Give your GM LS an even bigger power boost with a Track Max camshaft. Available in several hydraulic roller designs up to 230°/238° duration and .625"/.625" of lift, they are dyno proven to produce significant power increases over the entire RPM range.
Active Fuel Management and Variable Valve Timing Delete Kits
The problem: most performance camshafts don’t work on engines equipped with AFM or VVT. The solution? Ditch them with these delete kits! They include everything to completely remove AFM and VVT the right way, so your engine will make the power you expect with no hiccups.
R-Series Carb-Style EFI Intake Manifold for GM LS3
The R-Series carb-style EFI single plane intake manifold brings the simplicity of carbureted-style aspiration to the GM LS3. Capable of supreme power over a 3,500–7,500-plus RPM powerband, the manifold has custom-machined fuel injection ports that accept Bosch and Siemens-type fuel injectors. Other features include aluminum construction, high-flow runners, and extra material for custom porting.
After high school, Heinemann jumped into the electrical trades, becoming an electrician for over 10 years. During that time, he and his brother Bobby started painting custom choppers in their spare time. Eventually, their work became highly sought after, so much so that Heinemann quit his day job and the brothers went into
business for themselves.
B&B Kustoms was born and while they started out with motorcycles, business opportunities led them to do more.
“The shop transitioned from painting custom motorcycles to race car body paint, fabrication and even doing composites now,” Heinemann explained.
Additional composite parts to keep the weight in check include a fiberglass front clip, LJRC fiberglass doors and Optic Armor smoked windows.
The “stock style” rear suspension has undergone a coilover conversion that also incorporates a heavy duty anti-roll bar and double-adjustable shocks. Hanging off the newly fabricated tubular frontend is a RaceCraft K-member and matching tubular A-arms, as well as a Flaming River manual rack and pinion steering setup.
The Jim Evans-built 363ci small block Ford started life as a Ford Motorsports R block. An Eagle rotating assembly was used along with a set of renowned TFS Trick Flow R high port heads equipped with T&D shaft mount rockers. Custom stainless 1 7/8” headers flow into race collectors and a pair of race mufflers. After all, it is a street car.
“We produce our own ‘87-‘93 Mustang 6-inch bubble hood and 1/4 windows, CTS-V3 doors, CTS-V3 deck lid and 5th Gen Camaro bubble hoods. About the time we opened up the shop, I really started getting an itch for racing again.”
Heinemann wanted something streetable, and as it happened, a
friend of his put his Fox-Body notchback Mustang up for sale.
“It really fit the bill, being an ASAG (all steel, all glass) car at the time,” Heinemann said. “We picked the car up in the dead of fall and it was about as pumpkin orange as it could be, so we named it ‘The Pumpkin’. It fit the car really well.”
According to Heinemann, the local street racing spot was close to their work shop and thus it was easy for him to drive the Mustang to work several times a week.
“I’d run it a handful of times, then I would drive her back home,” Heinemann told us. “And that was in the same trim, mechanically, as it is now.”
Once he became a father, priorities changed and he moved his racing endeavors to the track where things were safer and more controlled. While racing at the track, it became readily apparent that the competition was quicker, faster, and perhaps most notably, lighter.
“It was clear the old girl needed a diet.”
A Super Victor intake is topped with a Jim Evans built 1050 Dominator style carburetor and a healthy dose of nitrous oxide is supplied by a custom Induction Solutions direct-port system, the capabilities of which are top secret due to the notime racing undertaken by Heinemann.
During the off season as 2023 turned into 2024, the brothers built a tubular front end for the Fox Body. They also added a fiberglass front clip, and this was the perfect opportunity to utilize their in-house fiberglass hood. Additionally, the coupe received Larry Jeffers Race Cars fiberglass doors and Optic Armor polycarbonate
windows.
With a plethora of new body parts now adorning the notchback, it was time for new paint, and the Pumpkin received a vibrant hue called Sunset Pearl. Complementing the new exterior color is a lightweight set of RC Components Hammer wheels from Carter Motorsports.
Billy
Heinemann’s Nitrous Street/Strip 1990 Mustang LX: “The Pumpkin”
Body & Paint:
B&B Kustoms 6” fiberglass bubble hood.
Fiberglass front clip.
LJRC fiberglass doors.
Optic Armor smoked windows.
APHQ one-off Sunset Pearl paint.
Chassis Modifications:
Chromoly cage built by Nick Ricotta.
Suspension:
Factory style rear suspension with Strange
double adjustable shocks.
Rear Tim McAmis heavy duty anti-roll bar.
Front Racecraft k-member and a-arms.
Double adjustable struts.
Flaming river manual rack.
Engine:
Ford Motorsports R block.
Jim Evans built 363ci SBF.
Kooks custom stainless 1 7/8” headers.
MSD digital 7.
MSD crank trigger.
Rotating Assembly:
Eagle rotating assembly
Cylinder Heads:
T&D shaft mount rocker
Trick Flow R high port heads
Induction & Fuel Delivery:
Magnafuel Prostar 500.
Super Victor intake.
Jim Evans built 1050 Dominator.
Power Adder:
Induction Solutions direct port.
Induction Solutions burst plate.
Dual 10# IS bottles with heaters.
Transmission:
Powerglide.
Reid case.
Reid bellhousing.
1.80 gearset.
PTC converter.
Rear:
8.8
9” housing ends.
Ford Motorsports 3.73 gears.
Brakes:
Pro race brakes on all four corners.
Tires & Wheels:
RC Comp Hammer wheels with 28x10.5 rear tires.
Interior:
Leash Sportsman relay board.
Edelbrock progressive controller.
Fiberglass dashboard.
Racepak Sportsman.
Racepak UDX screen.
Scott Rod rear seat delete kit.
Stroud fire suppression
Team Z column.
Quick release steering wheel . Race seat.
ET & MPH:
No Time car
Most Memorable Experience:
Not one in particular for me, this car has brought me together with family and friends on so many occasions that one alone cannot stand out.
Thanks To:
Special thanks to my wife and kids for always being in my corner, a very big thanks to my brother Bobby Heinemann because being able to do this with him makes it worth it. Thank you to Matt and Nicole Cruise of Mustang Muscle and Dyno Service, Corree Labbee and Anthony Evans for help with my suspension, Phil Cain and sons for always lending a hand, Blake Neeley of Spartan Fab for being there to answer my many questions, Chad Barton of CBI Streetcars, Jeremy Statzel of N&N Performance, Devon Wainman and Brandon Carter of Carter Motorsports. And I am always thankful to Sue and Steve Heinemann for being the best parents in the world. I have all these people and many more that I can’t fit on this page for helping make racing so much fun for me! We’ll see you when the next one is done….
A complete fiberglass Fox-Body style dashboard was installed in the interior of the Mustang as part of its recent weight loss program, and the rear seat tossed in favor of a Scott Rod rear seat delete kit. Tim Evans rewired the entire car.
Racing equipment includes the Chromoly cage built by Nick Ricotta, an Edelbrock Progressive Nitrous Controller, Racepak UDX digital dash and Sportsman datalogger, as well as a Team Z lightweight steering column, aluminum race seat, and Stroud fire suppression system. The Reid-cased ’Glide is shifted through a B&M billet shifter.
“The car now came in under 2,500 lbs fully dressed, ready to dance, which definitely put a smile on my face,” Heinemann said.
The chassis is fortified by a Nick Ricotta-built Chromoly roll cage and it retains the factory style suspension design, but fitted with aftermarket
components, including a Tim McAmis Performance Parts heavy duty anti-roll bar and double-adjustable shocks. Hanging off the newly fabricated tubular frontend is a RaceCraft K-member and matching A-arms, as well as a Flaming River manual rack and pinion.
Propulsion for Heinemann’s Mustang comes by way of small-block Ford, with a Ford Racing R block being the basis for the Jim Evansbuilt 363 cubic-inch engine. The rotating assembly consists of Eagle components that spin beneath Trick Flow Specialties high-port aluminum cylinder heads, with T&D shaft-mount rocker arms manipulating the pushrods.
Induction consists of an Edelbrock Super Victor intake manifold that has been fitted with an Induction Solutions direct-port nitrous oxide system as well as a Jim Evans-modified 1,050 Dominator style carburetor. For the exhaust, the easy choice for great fitting, great looking, and long-lasting headers was Kooks and the company’s stainless 1 7/8-inch primary tube headers.
A capable MagnaFuel fuel system along with a sizeable fuel tank for street cruising and the battery take up the Lion’s share of real estate in the relatively small LX Coupe trunk
Igniting the fuel provided by the MagnaFuel Prostar 500 fuel pump is an MSD Digital 7 ignition with crank trigger.
In order to put the horsepower and torque to the pavement, Heinemann chose a Powerglide twospeed transmission that was built using a Reid case and bellhousing, and a 1.80 gearset. PTC was tapped for the torque converter, and the combination of transmission components transmits the small-block Ford’s output to an 8.8 rearend that has been upgraded with
Ford 9-inch ends and Ford Racing 3.73 gears.
Hydraulically speaking, Heinemann’s Mustang employs Pro Race disc brakes on all four corners, and an aftermarket master cylinder pushes the fluid.
As you might expect with a chassis that has been put on a lightweight diet, the interior was put on the same weight program, starting with a fiberglass Fox-Body style dashboard and ending with the Scott Rod rear seat delete panels. In between, you’ll find necessary racing equipment that includes
Ford vs. Chev... Heineman style!
an Edelbrock Progressive Nitrous Controller, a Racepak UDX digital dash and Sportsman datalogger, as well as a Team Z lightweight steering column, Kirkey racing seat, and a Stroud fire suppression system. Tim Evans rewired the entire car, and used a Leash Electronics Sportsman Relay Board to provide the juice to the numerous upgrades.
Now that the Mustang has been updated, it’s ready to hit the track once again. Though there are no elapsed times to talk about, Heinemann said his favorite memories with the car thus far revolve around the time spent with family and friends building and racing it.
Inspiration for car builds can come from just about anywhere...
Sometimes, it’s a relative or friend’s car. Other times it’s something you see on the street or track.
For Hickory, North Carolina’s Toua Vang, it was a YouTube video where he saw a Honda K-series engineswapped Toyota MR2. Vang wanted to build that car
from that point on, and he eventually picked up an MR2 of his own to do just that some six years later.
“I saw this car get on the dyno on Instagram Live and it blew a head gasket. I offered to buy the car since it was already set up for a K Series, and made a deal with the owner.”
Story: Steve Baur
Photos: Wes Taylor
The original body of the pintsized mid-engine sports car was finished in a vibrant Mercedes AMG yellow and Vang also added SW20 Kouki taillights. The rear wheel drive MR2 rides on VMS Racing 15x3.5/15x8 wheels wrapped in Mickey Thompson ET Street 195/55/15 and 275/50/15, and for an import, sends off a wild muscle car-ish vibe.
Vang drove 12 hours to Palm Beach, Florida on the day after Christmas to pick up the 1991 Toyota MR2 and promptly put his Wes Spry Racing engine in it. He paired it with a Pfitzner Performance Gearboxes manual transmission
that is equipped with synchro-less straight-cut gears for quick shifts.
Alfredo Morales from DERF Tuned performed the ECM calibration and in just a few dyno pulls, the combination met Vang’s goal of 1,000 horsepower.
“The car put down a solid 1,040 horsepower and 700 ft-lbs at 40 psi,” Vang told us. “It could’ve made more, but I said that was enough for now.”
The decision to hold steady at that power level proved smart, as Vang soon found out that the drivetrain was
not quite up to the task of handling that kind of power. The axle shafts quickly snapped and Vang found himself upgrading them not once, but twice before the Drive Shaft Shop 28-spline Pro-Level axles finally put the twist to work on track reliably.
Unique doesn’t begin to describe Toua Vang’s 1991 Turbocharged Honda K24 Powered Toyota MR2. Sure, you might see some online, but they are few and far between, and making over 1,000whp, well that’s a whole new ballgame.
Still a stick car, Evans relies on a G-Force g101a trans for transferring the nitroused ponies rearward to the fortified factory 8.8 rearend.
Summit Racing Equipment
If you happen to miss the turbocharger stuffed in the engine bay, your eyes must be closed because it’s almost as big as the motor! The 76/75 ball-bearing turbo creates enough boost to push the 2.4 liter over 1,000 wheel horsepower!
Honda’s K series engines have proven time and time again to be stout power makers, and Vang’s powerplant started life as a stock engine. From there, Wes Spry Racing worked its magic on the inline 4-cylinder engine. Still sporting the original equipment crankshaft, the 2.4-liter powerplant was fitted with Boostline connecting rods and Wiseco pistons that spin on King bearings.
Sitting above the 4 pots is a Wes Spry-ported, factory dual overhead cam aluminum cylinder head with Skunk2 camshafts and Supertech Performance valves and valve springs. To achieve the power levels sought after for this build, Vang chose a Pro-Jay 8-injector cast aluminum intake manifold to deliver the pressurized atmosphere from the Precision Turbo 76/75 ball-bearing turbocharger.
Here is where things get very interesting Vang became hooked on getting not just an MR2, but one he could equip with the powerhouse K24 Honda engine, and he actually found one with the swap mechanicals already in place, and just added his mill.
The install quality, fit and finish is top-shelf and the Honda 2.4 mill and monster turbo look right at home under the engine cover of the MR2.
Wes Spry Racing worked its magic on the inline 2.4 liter 4-cylinder engine. The original crankshaft now spins Boostline connecting rods pinned to boost-spec Wiseco pistons. Spry also ported the factory head and installed Skunk2 camshafts and Supertech Performance valves and valve springs.
Adding fuel to the fire is a set of 2150cc
Fuel Injector Clinic fuel injectors and the whole thing is managed by a K-Tuned standalone ECU that plugs directly into the K-series
Body & Paint:
Original body Mercedes AMG yellow paint, SW20 Kouki taillights.
Chassis & Suspension:
BC Coilovers.
Engine:
OEM Honda K24 2.4 Liter swap built by Wes Spry.
Rotating Assembly:
Boostline rods, 10.5:1 Wiseco pistons, OEM crank, ARP bolts, King rings/bearings.
Cylinder Heads:
Wes Spry Racing ported OEM head, Skunk 2 turbo cams, Supertech valves/springs.
Brakes:
Stock callipers with Hawk pads. Tires & Wheels:
VMS Racing 15x3.5/15x8 Mickey Thompson ET Streets, 195/55/15 and 275/50/15 rears
Interior:
Racepack IQ3 dash, and AEM gauges. ET & MPH:
Have gone 160+ mph roll racing, but my goal is to run 8.50s and go 170+ (1050whp/700rwtq on 40 PSI
The car currently weighs 2550lbs with driver.
Most Unique Feature(s):
engine harness. These days it seems that stickshift-equipped cars get a lot of attention, and there is no denying that there are some supremely quick and fast ones out there.
Induction & Fuel Delivery:
ProJay 8 injector intake manifold, FIC 2150 injectors.
Electronics:
K-Tuned standalone ECU.
Power Adder:
76/75 dual ball bearing Precision.
Transmission:
Wes Spry Racing built PPG dog box trans with Drag Cartel bellhousing and Competition triple disc clutch.
Rear End:
Driveshaft Shop 28 spline Pro level axles.
Having a Honda K-series swap in a Toyota! Reason For Build:
Seeing other fast MR2 swaps on the web.
Build Timeline:
Two years.
Most Memorable Experience: Racing it at the Street Car takeover Zmax, multiple 160+mph roll racing back to back passes, easily.
Thanks To:
Wes Spry for the engine and trans build. Alfredo Morales (DERF Tuned) for all the tuning help.
Toua Vang’s 1991 Turbocharged Honda K24 Powered Toyota MR2
Vang’s MR2 sports a manual transmission, though it is a far cry from the stock gearbox. Wes Spry Racing built the gearbox using a Pfitzner Performance straight-cut gear set for synchronizer-free
quick and reliable shifting under full throttle. Inside the Drag Cartel bellhousing you’ll find a triple-disc clutch assembly Competition Clutch ready to transmit the crankshaft’s twist to the manual transmission.
At first glance, the interior of the MR2 looks stock, and in fact Vang kept almost all of the factory interior intact adding only the Racepack dash with a pair of AEM analogue gauges, a jewellery-like billet shifter, twin padded race buckets and harnesses and a lightweight steering wheel.
With the engine and transmission sitting squarely over the rear wheels, traction is enhanced for the rear-wheeldrive platform, and Vang had to upgrade the first set of aftermarket axles to a pair of Driveshaft Shop 28-spline Pro series axle shafts.
Inside the svelte 2,550-pound machine you’ll find a mostly stock interior space aside from a few key changes. Vang keeps an eye on the engine’s operating parameters using a RacePak IQ3 instrument panel as well as a pair of AEM gauges, and the stock steering wheel was swapped out in favor of a lightweight aftermarket version. Standing tall, however, is a brilliant looking shifter that ensures tight, precise gear changes— with over a 1,000 horsepower on tap, you definitely want to make sure you have effortless and accurate shifting.
When the car was completed, Vang instantly found the week spot; the axles. Pro series 28 spline axles were installed and to date the MR2 has rocketed to over 167mph with a goal this year of 8.50s at over 170mph! And that’s at a fighting weight of 2550lbs with driver!
The exterior of Vang’s MR2 is coated in a very vibrant Mercedes AMG yellow hue, and SW20 Kouki taillights add to the appearance update. To dial in the stance, Vang chose a set of BC coilover shocks to get the mid-engine machine sitting over the VMS Racing 15x3.5/15x8 wheels wrapped in Mickey Thompson ET Street 195/55/15 and 275/50/15 tires just right.
An auto technician by trade, Vang spent two years building the MR2 into what it is today, and as you might expect with a car making over 1,000 horsepower at the tire, it
scoots pretty good down the track.
“The first outing at a local ¼-mile roll race event it went 160 mph off the trailer at 30 psi,” Vang said. “The current personal best for the car is 167 mph. The goal is to run 8.50s and go 170+mph in the roll race.” Vang’s most memorable experience with the MR2 was competing at the Street Car Takeover event at zMAX Dragway where he said the MR2 laid down multiple 160+mph roll racing runs easily.” We can’t wait to see what his mini, but mighty, machine does on 40 pounds of boost!
As the Williamsport, Pennsylvania, native told us, Matthew Lantz was making passes before he was even born; his mother raced in the Mother’s Day race at Beaver Springs Dragway while pregnant with him...
Just as well, his father owned a classic and restomod car shop for 20 years, so it should come as no surprise that he gravitated
towards racing when he came of age. And Lantz’ slick Hugger Orange Camaro is ready to race, and ready for the street.
“I have been helping in the garage building everything from BMX bikes to dirt bikes and anything in between on my own from around the time I was 10,” Lantz explained. “I ran my Dad’s shop for 15 years and now have my own.
Story: Steve Baur
Photos: Robert Reed
Matthew
is a worthy contender at any race...!
Lantz’ Camaro
The Camaro was purchased as a basket case mechanically for just $1,000, but Lantz knew the main part of the equation, the body, was solid as a rock. And all of that original steel, aside from the hood and carbon roof panel, remains today. Bodywork and Hugger Orange paint credit go to Lantz’s own shop Second Chance Autorestoration.
We build everything from concours restorations, to classic resto mods to race cars- It doesn’t really matter.”
Lantz has been a fan of the Buick Grand National for most of his life and he’s had his fill of them. This interest culminated in a
restored 1987 model that he decided to sell to fund a new, different project.
“I had actually got this car for $1,000 as a roller close to 10 years ago,” Lantz revealed about the 2002 Camaro Z28 you see here.
“It was a basket case, but a solid car with no rust.
As you can see, this 4th Gen is no ordinary street/strip build. Lantz wanted to show off what he and his shop could do and the proof is when it gets up on the lift. Every part of the car was re-worked and despite a considerable amount street driving and track hits, the Camaro, thanks to some extra elbow grease on Lantz’ part, stays surprisingly clean underneath.
I came from the Buick Grand National world where turbos were the thing and were fun, but I wanted to venture into a new platform. It [The Camaro] was originally a direct-portnitrous, LS car. I wanted to explore something new and get away from the turbo world for a bit.”
With a body reborn at Lantz’ SecondChance Autorestoration shop, the 2002 Camaro Z28 now wears Chevy’s traditional Hugger Orange hue courtesy of PPG and was modified with a Sunoco-style, pin-on hood, carbon roof panel and fabricated rear wing.
...I built this car to showcase our talents at our shop...
MATTHEW LANTZ
The 4th Gen Camaro came from the factory with a low stance and this 2002 is no exception. The RC Components Hammer wheels (double beadlocked out back), Sunoco style hood and ’chute hangin’ off the back give the car a sinister look.
“I built this car to showcase our talents at our shop,” Lantz said. Beneath the pretty skin is a Rock Solid Motorsports tubular frontend with a Trick Chassis K-member and lower control arms. Between
those and the UMI Performance upper control arms are a pair of Yancy Rodriguez-built shocks from Viscous Performance, and Lantz steers the F-body using a BMR manual rack and pinion setup.
The bullet between the framerails of the Camaro was built by Chris Wagner at Chapter 11 Engines. Starting life as a Texas Speed 383 block, Wagner added a Callies crank, Boostline rods, Wiseco pistons and a BTR Stage 4 turbo cam. PRC 225cc heads with titanium intake valves, a .685 spring kit and Texas Speed 7.70 pushrods were installed and the mill is topped with a Hi-Ram intake.
A little clearancing in the transmission tunnel allows the Trick Chassis torque arm and lower control arms that suspend the Quick Performance 9-inch rearend to travel freely. Keeping the tires planted is a matching set of Rodriguez-built rear shocks, a Trick Chassis anti-roll bar, and optimized pinion angle settings thanks to adjustable Trick torque
boxes. One thing that has driven many a 4th-Gen F-body enthusiast crazy is the over-the-axlemounted fuel tank. Lantz ditched the stock tank and location for a Rhodes Race Cars 17.5-gallon, rear-mounted fuel cell that provides plenty of fuel for street cruising, while placing that added weight at the back of the car.
An 88mm turbocharger also graces the engine bay of the Camaro and John Harkey from Halo Fabrications is responsible for the turbo piping work.
Lantz also placed the battery in the hatch area above the rear axle for improved weight distribution. At the business end of the Camaro is a 383 cubic inch engine based on a Texas Speed block, Callies Performance Products crankshaft, Boostline connecting rods and Wiseco pistons. Chris Wagner of Chapter 11 Engines screwed it together, stuffing it with a Brian Tooley Racing Stage 4 turbo cam and topping it with PRC 225cc heads and Texas Speed 7.70-inch pushrods. On top of the potent LS mill you’ll find a Holley Hi-Ram high rise intake manifold with Holley fuel rails and Fuel Injector Development 2200cc injectors that are fed by an Aeromotive 5gpm fuel pump.
Matthew Lantz’ Street/Strip Turbocharged 2002 Chevrolet Camaro Z28
Body & Paint:
Second Chance Autorestoration (Matthew Lantz) completed all the body work and paint. Color is Hugger Orange with PPG Deltron 4000 clear.
Chassis:
The chassis mods are minimal. It has Rock Solid Motorsports tubular front end. Tick Performance adjustable torque boxes. Clearanced driveshaft tunnel at the rear for squat. The fuel tank has been relocated further rearward using a Ron Roads 17 1/2 gallon fuel cell, and the battery was also relocated to the hatch area. Halo Fabrication fabricated the parachute mount.
Suspension:
The front and rear shocks are built by Yancy Rodriguez from Viscous Performance. Trick Chassis k-member and lower control arms, upper control arms are UMI Performance. BMR manual rack. The rear is a Quick Performance 9-inch with Trick Chassis rear arms and anti-roll bar setup.
Engine:
Built by Chris Wagner at Chapter 11 Engines. Texas Speed 383 block with Callies crank, Boostline rods, Wiseco pistons. BTR stage 4 turbo cam. PRC 225cc heads, .685 spring kit, Texas Speed 7.70 pushrods, titanium intake valves.
Induction & Fuel Delivery:
Holley Hi-Ram intake with Holley fuel rails. Fuel injector Development 2200 injectors. Aeromotive fuel pump and regulator.
Power Adder:
Precision Pro Mod 88mm. John Harkey from Halo Fabrications built the turbo kit.
Transmission:
Performabuilt 4L60E transmission with Reid TH400 bellhousing and adapter plate. Cirlce D Specialties Pro Series 252 billet bolt-together converter.
Rear End:
Quick performance 9-inch, Moser 40 spline axles, spool and 3.50 gear set.
Brakes:
Aerospace brakes front and rear.
Wheels & Tires:
RC Comp Hammer double beadlock rears with 275/60/15 ET Street Radial tires.
Interior:
Glowshift Gauges. Holley 3.5 display and Sniper shift light. Motion Raceworks steering wheel on NRG steering hub and locker. TCI Diablo shifter. NRG race seats. 10 pound 4 port fire extinguisher system.
Electronics:
Dominator ECU, Acas-X G-meter/4 angle sensor. Wheel sensor, Lowdollar EGT sensor kit Holley smart coils. Lowdollar sensors for back pressure, coolant pressure, front and rear shocks and driveshaft speed.
Performance:
5.00 @ 140 last year when I only ran the 1/8 with a TH400. New setup is still really new and I have only been 8.32 at 168 in the ¼.
Reason For Build:
I built this car to showcase our talents at Second Chance Autorestoration including paint/body/wiring/performance/longevity/ doing what others haven’t. This car has been a project through the years and is still not done.
Most Memorable Experience:
Being able to break that record is so far my most memorable moment because it’s something I get to share with all of my friends. We all had a part in it and I get to showcase their hard work in what we love so much.
Thanks To:
I always have to give thanks to my tuner Jack Roberts. He has taught me more than one could ask for and next missed a tune up!
Ryan Synder from PerformaBuilt for building all of our transmissions.
John Harkey from Halo Fabrication for always fitting me in last minute and the crazy nights hanging out at his shop!
Chris Wagner from Chapter 11 Engines for building me the engines that take abuse day in and out.
Yancy Rodriguez from Viscous Performance for making the best shocks on the planet and all the chassis advice.
Pete Nichols from Circle D Specialties for the best converters on the planet hands down.
The interior of the Camaro is tried and true street car, with the exception of various parts for the business of drag racing and keeping the driver safe. The cage was expertly blended in and around the factory interior equipment and Lantz monitors the engine’s vitals using Glow Shift instruments that are visible through the Motion Raceworks steering wheel.
While Lantz’ Camaro initially had nitrous oxide as its power adder early on, it would seem the lure of boost was too great to continue on that path. Subsequently, Lantz’ Camaro went through numerous
iterations before arriving at its current combination of turbocharged mayhem centered around a Pro Mod 88mm turbocharger that feeds the powerplant thanks to the work of John Harkey of Halo Fabrication.
NRG racing bucket seats replace the originals and are built for safety on the track and substantially more comfort on the street than their aluminum counterparts. G Force harnesses keep driver and passenger firmly in their seats and Lantz changes gears in the 4L60E transmission using a TCI Diablo shifter.
Jack Roberts handles the tuning and calibration of the Holley Dominator ECU that fires Holley ignition coils, and PerformaBuilt Transmissions worked its magic on the car’s 4L60E automatic transmission, which features a Reid TH400 bellhousing and adaptor plate, as well as a Circle D Specialties Pro Series 252 billet bolt-together torque converter.
All of the power transferred through the often-maligned, but heavily modified 4L60 gearbox is sent to a Quick Performance 9-inch rearend that has been fortified with 40-spline Moser Engineering axles, a spool and 3.50 gear set.
Rolling on 275/60/15 Mickey Thompson ET Street R tires and RC Comp double-beadlocked wheels out back, the Camaro balances full-throttle street and track situations with Aerospace Components disc brakes front and rear.
From the NRG racing bucket seat, Lantz monitors the engine’s vitals using Glow Shift instruments that are visible through the Motion Raceworks steering wheel that is mounted using an NRG steering hub and locker. When the Holley Sniper shift light flashes, he’s clicking the gears using a TCI Diablo shifter.
“We just recently broke the 4L60E world record, essentially all the 4L6XX records,” Lantz told us. “The car has been as fast as 5.00 at 140mph in the 1/8-mile and 8.32 in the 1/4, but there’s plenty more to be had there.”
Lantz also explained that his Camaro is as versatile as they get, putting in substantial street miles, too.
“I can put E85 in it and drive it back and forth to work, catch you on the highways on your bike and give you the run of your life from a 60 to 160 roll, then go to a cruise-in. Then I wake up the next day, drive it to the track and bust off a low-8-second pass, drive it home, take it to Ocean City Cruise Week where I’ll drive it all week putting
a 1,000 miles on it, and then pick my daughter up from school on Monday. Plus, it gets 20 mpg on the highway!
I have a great group of homies that have helped me in the most important times these last couple years. They never let me down and we fully support each other by trying to make each other faster! We have one more goal, to be the first 4L6xx car in the 7s!”
Article first appeared in the September 2020 digital issue.
RPM MAGAZINE Reprint IN Print!
RPM MAG’s commitment to features that appeared digital-only since June 2020.
Story & Photos: Eddie Maloney
What is your choice for the ultimate muscle car? In the heydays of the muscle car era, there were many options coming from the factories of the “Big 3”.
When Chevrolet redesigned the Chevelle for 1970, it was game changing. The 1970 Chevelle Super Sport (SS) came with the 454 cubic inch, V8, LS6 engine option. This high compression bullet produced a conservative 450 horsepower and 500 lb. ft or torque. At the time, it was the most powerful production car made in America. To this day, the 1970 Chevelle and in particular the LS6 model, is one of the most popular and sought-after muscle cars on the market,
The custom red with matte black stripes and cowl hood throw off an amazing vibe and the combo is a favorite among the Chevelle crowd.
And the black vinyl roof is icing on the cake!
STANDOUT
With a 4-link coilover rear-end and 2” drop up front, the tubbed SS has the perfect stance. and Shawn White took his version of the ’70 Chevelle several steps further with a Pro Street genre-dedicated build, a nitroused 565-inch big block, 8.50 certified cage and whole bunch more go-fast goodies.
GEARHEAD IN THE MAKING
“I started racing moto-cross at 4 years old,” explained White. “I raced a lot early on and
then dabbled with it in high school while playing football and everything else I could play. After I got out of the Marine Corps, I started road racing motorcycles, a Suzuki GSXR1000, and had some success with that.” And while he eventually gave up organized racing,
Shawn has always kept some horsepower in his garage. He had an L-78
1966 Chevelle and a ’67 Malibu through his school years and then a big block 4-speed ’72 while in the Marine Corps, but he always wanted that coveted 1970 model.
AND SO, SEXY SALLY IS BORN
Then it happened, one spring day his wife gave the go-ahead to start looking. Shawn explained “My wife asked me what I was looking for, an original Chevelle or something to build, and I told her that I definitely wanted a beast that we could build into something special.” After
months and months of research, Shawn found a red 1970 Chevelle on Craigslist about 60 miles away from his home and bought it a few days later. It was a small tire street/ strip car with no backseat, a small store bought 4-point roll bar and a 496 stroker in it, but more than anything it was a solid original body car with lots of potential.
After extensive research, Shawn found out that the car was actually a fairly rare original SS LS-5 model. Now that might be considered a
HEARTBEAT
The heart and soul of Shawn White’s ’70 Chevelle SS is the Beck Racing Engines built 565-inch big block which pushes in excess of 1200 horsepower on a conservative hit of nitrous oxide.
good thing, however, it actually threw a bit of a wrench into White’s plans.
“When we found out the original roots of the car, my wife and I started to discuss which way to go with it; restore it to original or go performance,” he added. “Then I remembered the L-78 4-speed ’66 Chevelle that I owned in high school and how I hated driving it
because it was so original.
We finally decided that since this was a race car pretty much its entire life anyway, I would go ahead and build the Pro Street car of my dreams.”
BUILD AND REBUILD
First, Shawn added drag radials, a different intake, a small nitrous kit and just had fun with the car.
Then, he eventually decided to cut it and go
PSSSST...
A plate nitrous kit set up with 300hp jets was added and purges through this lighted purge kit peeking out from the back of the right fender.
The BRE mill started with a Dart Big M block that is filled with bling from Mahle, Scat, Bullet and topped by Dart Pro 1 heads, a Super Victor intake and QFT 1150 carb.
Ian Hill Racing
...The hardest thing has been finding that balance between street car and race car, but I think we found it...
ahead and make it into that big tire brute that he always wanted.
The first order of business was the chassis and Shawn ordered a Chris Alston Chassisworks unwelded back-half and began cutting the Chevelle’s original frame. Next up was fitting the new 15”X15” Weld Pro Stars wrapped in
Shawn Robert White
Mickey Thompson Sportsman tires under the body.
The body itself is remarkably still the factory 1970 Chevelle steel except for a fiberglass lift-off hood. The stunning red skin is a custom mixed red paint with matte black stripes and, of course, the cooler than cool black vinyl top sets it all off.
With the chassis and cage work in-hand, Shawn suspended a narrowed and braced 12-bolt rearend with 4.11 gears, Moser 35 spline axles and big Ford bearings from a Chris Alston 4-Link with VariShock adjustable coilovers.
To match the rear stance and give the Chevelle the rake
(and weight transfer) it deserves, 2” drop spindles and drag shocks were installed up front.
Now, as the roller began to take shape, Shawn turned his focus to powering the car and contacted Frank Beck, of Beck Racing located in Phoenix, Arizona.
IT GOES LIKE LIGHTNING!
The Lightning Rod styled shifter handles that control the FTI Turbo 400 automatic transmission are in your face from the moment you look inside the Chevelle!!
The interior sports a factory dash pad and door panels mixed with an array of Autometer mechanical gauges and race seats with 5-point harnesses.
NO ROOM TO MOVE
Wheel tubs, a fuel cell, battery and twin nitrous bottles fill the trunk.
BIG BUNS
Fats and skinnies are the mark of a true Pro Street ride, and White has both covered.
MORE IS BETTER
Four more mechanical gauges are hidden under the cowl hood, visible only to the driver.
“Frank and I spoke at length about what I was looking for and how I would be using the car. Eventually we decided on a nitrous assisted, 565 cubic inch big block Chevy engine.”
A Dart Big M standard deck
NIP & TUCK
The big 33x22-inch Mickey rear meats are tucked up under the original steel quarters of the Chevelle. The only nonOEM panel on the car is the lift-off fiberglass hood.
block was stuffed with a Scat 4340 steel Nitrided large radius 4.250 stroke crankshaft, Scat 4340 H-Beam rods, Mahle forged coated pistons and Mahle rings, and a custom grind Bullet roller cam and lifters.
Shawn Robert White’s Pro Street 1970 Chevy Chevelle SS
Chassis Type & Mods:
8.50 Certified cage and chassis. Chris Alston’s Chassisworks Battle Cruiser back-half.
Suspension (Front and Rear):
Factory GM A Body front A-Arms with 2” drop spindles and drag Shocks. Rear, Chris Alston 4-Link with VariShock adjustable coil-overs.
Tires and Wheels :
Mickey Thompson Sportsman 26”x6”x15” Fronts on Weld Pro Star and 15”x4.5”, Mickey Thompson Sportsman 33”22”15” Rears on Weld Pro Stars 15”15”.
Body & Paint:
Factory 1970 Chevelle body is all steel except for fiberglass lift off hood. Custom mix red with matte black stripes and black vinyl top. Pro Car by Scat seats and Stroud 5-point harness and drivers net. Autometer gauges. Larry Jeffers Race Cars removable steering wheel.
Engine:
Power Adder:
NOS 300 shot of nitrous.
Electronics:
MSD Crank trigger and billet distributor, MSD 6AL2 programmable ignition and MSD Blaster coil. Hurst Line lock.
Transmission & Converter:
FTI Performance Stage 5 TH400 manual reverse valve body w/trans brake. FTI Performance 10” Billet Pro Mod Converter 4,000 stall. Custom built Kilduff Lightning Rod style blackout shifter.
Rear Differential:
Braced and narrowed 12 bolt with 4.11 gear. WaveTrac billet posi. Moser 35 spline axles with big Ford bearings.
Beck Racing Engines 565 ci big block Chevy Nitrous engine. Dart big M std deck block, Mahle Forged Coated Pistons and Rings. Scat 4340 H-Beam rods. Scat 4340 Steel Nitrided large radius 4.250 stroke crankshaft. Custom grind Bullet roller cam and lifters.
Dart Pro 1 aluminum heads 2.300 & 1.880 polished valves. Comp Cams Ultra Pro Magnum Rockers & Comp Cams Billet true roller timing set.
Milodon kick-out style oil pan and black billet valve covers. ATI SFI Super Damper. Custom built Lemons headers with Black Widow Neighbor Hater mufflers.
Induction:
Edelbrock Super Victor Intake Manifold QFT 1150 4500 carb. Aerospace Components Fuel System.
SPECIAL THANKS
To my Lord and Savior Jesus Christ! My wife Trina who has stuck with me through thick and thin. She has backed me and this car 100% and is always there to lend a hand whether it’s holding a light, passing tools, or even cleaning it! My Dad that passed away unexpectedly in 2017 gave me my love of all things with an engine. From Semi Trucks to muscle cars to motorcycles. This build is to honor him as much as anything. I also would like to thank my buddy Branndon Scott who has helped me build Sexy Sally every step of the way! I need to thank my friend Frank Beck of Beck Racing Engines for not just building me a monster but for also always being there to answer any questions I have day or night, and I ask a lot of questions!
Topping the healthy Rat are Dart Pro 1 heads with 2.300 & 1.880 polished valves and Comp Cams Ultra Pro rockers. The engine alone made over 900 horsepower on the dyno at Beck Racing Engines. But, as we know, there’s always room for more…
“Once I got the engine, I added a 300 shot of nitrous,” White said with a smile. An NOS plate kit has been plumbed in below the Quick Fuel FX-4711 1150 CFM carb that sits atop the Edelbrock intake. “I told Frank about the nitrous and he simply said, ‘well if the 300 shot gets old don’t be afraid to up it, the engine will take it all!’”
Inside, the Chevelle is clean with a mix of the original dash pad, console
...I would go ahead and build the Pro Street car of my dreams...
and door panels complemented by a pair of well-padded race buckets (for those long drives) and 5-point harnesses (for other uses). An array of 6 dash-installed gauges is backed up by 4 more hidden in the cowl scoop outside the car, and the black billet-handle Lightning Rod style shifter setup and black billet steering wheel complete the package. Trunk
space is filled with, of course, the wheel tubs to hold those big Mickeys in, an aluminum fuel cell and twin Nitrous Supply nitrous bottles.
From there it was smooth sailing as White started to break the car in on the streets in around Bakersfield CA. “The hardest thing has been finding that balance between street car and race car, but I think we found it,” added White.
So why Sexy Sally? Well, when the car rolled into its new home and Shawn’s wife Trina saw the SS badges, she named the car Sexy Sally, and it just stuck. “It’s more than just a car to my wife and I, it’s a member of our family and she has a personality of her own! We even drive her to Church sometimes!”
Article first appeared in the November 2020 digital issue.
RPM MAGAZINE Reprint IN Print!
RPM MAG’s commitment to features that appeared digital-only since June 2020.
When Dodge produced the 2018 Challenger SRT Demon, they set the bar high!
In pop culture, the word Demon has often been associated with evil.
When it comes to looks and horsepower most can typically agree with that sentiment when it comes to the 2018 Dodge Challenger SRT Demon. When Dodge unleashed the 2018 Demon to the world at the New York International Auto Show, jaws dropped. Over 800 horsepower, potential mid 9-second ¼ mile times, and a warranty? Sign us up! The 2018 Demon caused quite a stir in the muscle car and drag racing community when it was introduced.
In a private test session, the Demon ran a mid 9 second ¼-mile pass at over 140 miles per hour. While this was done in near perfect conditions and with a professional driver wheeling it, it prompted a controversial letter from the NHRA. In order to run a 9 second, ¼ mile elapsed time, you need quite a few things, such as a certified roll cage,
Story & Photos; Eddie Maloney
The 2018 Dodge Challenger SRT Demon set the industry standard producing over 800 horsepower and 717 lb. ft of torque on just 91 octane fuel. Dodge claims the Demon to be the highest horsepower rated V8 production car ever produced.
The functional scooped Demon hood is said to be the largest functioning hood scoop on a production car.
So many aspects of the cars are Demon-specific, including the braking system.
We are a huge fan of the muscle car rake Palma chose when he went with a set of Billet Specialties
competition license, and several other safety items. The Dodge Demon is often compared to the SRT Hellcat model, while they share many similarities, there are definite differences. The Demon is a purpose-built drag car from the factory, with options!
While it’s not customary for RPM to cover late model factory original production cars, the
Demon is different, a whole lot different! Advertised by Dodge as having “the highest horsepower of any production car”, it is as serious as any in the pages of RPM and guess what, most cars we cover started over 30 years ago with a lot less power and capabilities than the Demon, so sit down, hold on and shut up, we’re headed into Demon country!
The Demon sports a 6.2-liter V8 HEMI with forged rotating assembly and enhanced oiling and is topped by a 2.8 liter supercharger.
For an extra dollar, yes $1, Demon buyers could purchase extras like the Crate package which comes with some trick equipment and takes away other stuff non-essential to going fast in favor of weight savings. Most of what you see here, skinny front wheels, floor jack etc, came with this Demon.
The Original Patented CalTracs Traction System
Complete bolt on system: no mods, cutting, welding, most applications
Keeps axle from rotating, maintains pinion angle
Eliminates spring wrap up
Pre-load adjustability
Durable powder coated finish
Detailed Illustrated Installation Guide
Custom sets available, call for
CalTracs, Calvert Mono Leafsprings, Calvert Sliders and Lowering Blocks
RON RHODES 1968 Chevrolet Camaro
It wasn’t an easy find for Cruz though, as he specifically wanted the F8 green option. According to Dodge, only 134 of these were produced. The MSRP base price for a Demon was in the mid 80k range but supply and demand caused dealer fueled price increases to over 100k!
The Owner’s Manual Supplement supplied with a Demon instructs owners on drag racing the cars and even has drag race run logs, seriously! The log’s table includes lines for reaction time, 60 and 330-foot times along with 1/8th and 1/4-mile ET and MPH, the number of runs on your tires and the front and rear tire pressure. Now tell us that isn’t cool!
What’s Old Is New if you haven’t read it yet!
Each month we host some of our past issues of RPM Magazine in this section. If you haven’t read them yet, they are new to you! If you have, maybe there’s a favourite car/story you want to read again….here they are!
CLICK A COVER OR SCAN A QR CODE TO GO BACK IN TIME!
Cruz Palma’s 2018 DODGE DEMON
Chassis Type & Mods: STOCK
Suspension: STOCK
Body & Paint:
F8 Green with clear Bra on entire vehicle
Engine: 6.2-liter V8 HEMI.
Engine info from FCA North America:
• Deep-skirt cast iron block; aluminum alloy heads with hemispherical combustion chamber
• Forged alloy steel crankshaft with 90.9-millimeter • stroke and revised balancing
• Induction-hardened crank bearing surfaces; individual journal optimized main bearing clearances
• Forged high-strength alloy pistons; 30-micron increased piston to bore clearance
• Powder forged connecting rods; upgraded shank and big end; revised ultra-high tensile fasteners
• Flow doubled on piston cooling oil jets
• Revised design valve springs
• 33 per cent increase in oiling for valve springs and rocker tips – lubrication and cooling
• Single-groove collets on valve stems for improved stability
• Fuel injector pressure increased 27 percent
• Oil pan and windage tray optimized for high acceleration – tested up to 1.8 g
Induction & Fuel:
Factory sequential multiport injection. “We upgraded and went E85 making it really fast!”
Power Adder:
Stock 2.8 liter twin screw supercharger. Max boost 14.5 psi.
Transmission & Converter:
Factory 8-speed 8HP90 TorqueFlite automatic transmission with factory installed transmission brake and high stall converter.
Rear Differential:
Stock Independent Limited Slip rear diff with Demon 3.09:1 ratio gear set.
Other Important Information about the Vehicle:
Full racing roll cage on this Demon, custom floor mats with Demon logo, comes with Demon Crate.
Regardless of your brand loyalty, you have to admit this is one bad production car! The manual goes on to explain how certain Drag Mode features, such as the Line Lock and Launch Control, are not available until you drive your first 500 miles of engine break in. Everything from the engine to the steering and suspension has a Drag Mode and even
SPEED SAUCE T M PLUS
INJECTION FLUID
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
Power wise, Palma’s blown Demon starts with a 6.2-liter V8 HEMI with forged rotating assembly and enhanced oiling. The mill is topped by a 2.8 liter supercharger that produces 808 horsepower and 717 lb-ft of torque on 91 octane gas for the street and an advertised 840 hp and 770 lb-ft of torque on 100+ octane race gas. Each Dodge Demon has 2 keys, the black key fob limits horsepower to 500, while the red key fob unlocks the up to 840 horses of fun. Backing the HEMI is an 8-speed 8HP90 TorqueFlite automatic transmission with the world’s first factory installed transmission brake. A high stall converter ensures solid launches
and a 3.0 mm thick driveshaft tube all but guarantees the power makes it back to the 3.09:1 geared independent rear diff built specifically for the Demon that even bears the Demon name cast into the finned aluminum cover.
Because this is a fairly well-appointed production vehicle (should you choose the optional 19-speaker 900 watt audio system, passenger seat, power sunroof etc.) the Demon can weigh in at a hefty 4280 pounds. We could go on for pages about everything Dodge put on the table when it produced the Demon, but we just don’t have the space, suffice it to say that for now, and for many
A number of items inside and out such as the dash design and fuel door are reminiscent of the first generation Challenger, but not the 8.4” interactive display screen that can provide engine horsepower and torque readings, supercharger temp and various performance numbers for any run.
years down the road, this will be the production car to beat, and we don’t necessarily mean on the track.
The 2018 Dodge Challenger Demon had a limited run of just 3,300 units, and just this one year of production. Succeeding the Demon from 2019 until present day is the Challenger SRT Hellcat Redeye. While impressive unto itself, many are anxiously awaiting to see of their will be a return of the Demon. While Cruz has not run his Demon down the drag strip yet, he plans to very soon now that his is making over 900 HP on E85 fuel and has a legal rollcage. Of course, he’ll have to use the red key fob! RPM
