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ADVERTISING SALES For advertising information contact

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com Art & Graphics Director: Toby Brooks Special Events Managers: Chris Biro, Raymond Knight events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com


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

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including; Race cars, Musclecars, Hot Rods and Street Legal machines with an emphasis on the “EXTREME,” including Fast Doorslammer and Outlaw forms of Drag Racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on-the-edge with regards to design and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.


RPM Magazine has been a world leader in motorsports publishing for 15 years and has support locations in Ontario, Canada, Alabama, Wisconsin, Texas & Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at: editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

Publication Return/Address Change Information USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 11 Times/year, except for a combined issue in January/February by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030. Periodicals Postage Rate is Paid at Fairfax, VA and additional mailing offices. Postmaster: Send address changes to: RPM Magazine P.O. Box 24020 Brantford, Ontario CAN N3R 7X3 CANADA PUBLICATIONS MAIL INFO AGREEMENT NO. 40045044 RETURN UNDELIVERABLE CDN ADDRESSES TO RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO N3R 7X3 OVERSEAS RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO, CAN. N3R 7X3



>>Lee McKinney goes above and beyond to support the troops


t RPM we believe that regardless of political beliefs, the men and women of the armed forces should always have our complete respect and support for the job that they choose to do to protect our freedoms and keep us safe. Bottom line, these people put their lives on the line for us, so it is the least we can do in return. We try each year to do our small part whenever possible through offering free entry to events, supporting charities directed at the servicemen and women and veterans, or by publishing articles that support them in some way. A number of years back we were approached by Lee McKinney with regards to a very unique program aimed at boosting morale through having the racing industry send items to be distributed among active service people stationed abroad. Lee elaborates, “I started this program back in 2001 when I was in Bahrain as the Command Master Chief in the Navy. I had a few friends in various drag racing circles and on lark I contacted several of them and it just grew from there.” McKinney’s goal was simple, collect as many cool racing items as possible and get them out to those stationed afar as soon as possible, but given the mail service and weather challenges involved in doing so, this was no

Our 2014 contributions to Lee’s morale booster program arrived to the 470th Military intelligence Brigade and the 201st Black Knights Military Intelligence Battalion just in time for the season!


easy task. Although it is a year-long commitment, usually starting in late summer and fall each year, McKinney reaches out to all past companies involved and is always willing to have new companies and people join in. “We started our collection on time this year (referring to 2014) in order to try and beat the weather in Afghanistan, and, as you can imagine, the mailing system is not the best there, either. Some of the units are deployed in the out country and it takes me a while to get the stuff to them” he said. “I always try to send back pictures to the companies, teams and people that support the program, but sometimes that is hard to do depending on the location.” For his 2014 efforts, McKinney was back from Afghanistan and was working for USFORA headquarters in Kabul Afghanistan, assigned to the 470th MI Brigade and did morale boxes from the racing community for the troops there. “Mike Ashley was the first big name racer to come onboard and he told his friends and so on and it really grew from there,” Lee continued. “Now, many teams, tracks and companies have joined up, from John force Racing to Schumacher Racing, Mike Ashley, Danny Rowe Racing, Kalitta Racing, Lucas Oil Products, AJPE, Dr Moon Racing, Allen Johnson Racing, Scott Bathurst Tshirts, PDRA, Moroso Motorsports Park, Atlanta Speedway/ Dragway, Aronson Racing, MIR, Rockingham Raceway, Parise Racing, Hoosier, Jegs, Oreillys, Advance and Napa Auto Parts, Pirana Z, Pete Berner Racing, Summit Racing, and of course RPM Magazine and many many more.” “This is not sanctioned by the DOD but I have been doing this on my own time since I was on active duty and over 588 boxes have been sent and the number is climbing. I just want to thank everybody once again for their support!” To contact Lee McKinney regarding participation in his program you can email him at lee.v.mckinney.civ@mail.mil. RPM has supported Lee’s program for over 7 years and getting the photos back showing the troops that received our packages is always a highlight around our offices. In 2011, the white t-shirts and mags went to the 101st Airborne in Bagram, Afghanistan.

february 2015 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 99 Accufab Inc............................ 56 AFCO..................................... 30 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 36 Alston Race Cars Fast Glass.... 67 Applied Racing Components (ARC).................................. 45 ATI Performance Products..... 17 Auburn Gear.......................... 93 Autoglym.............................. 24 AVAK/Ridgegate Tools........... 48 Baer Brakes......................10, 86 BES Racing Engines............... 49 Bill Mitchell Products.....42, 109 Blower Shop............................ 5 Borla..................................... 94 Browell Bellhousing.............. 44 BTE Racing............................ 97 C&C MotorSports................. 106 Calvert Racing Suspensions... 66 Canton Racing Products........ 45 CFE Racing Products.............. 33 Chassis Engineering.........26, 82 CN Blocks.............................. 18 Coan Engineering............. 25,52 Competition Products........... 14 COMP Cams......................... 104 Crower.................................. 37 CVR Products......................... 64 DART..................................... 15 DEEZ Performance............... 108 Design Engineering............... 34 Diamond Pistons..................... 8 DIY Auto Tune/MegaSquirt EFI..................................... 50 Drive Train Specialists (DTS)... 49 Dynotech Engineering......... 110 Earl’s Performance Plumbing.80 Ed Quay Race Cars............... 105 Edelbrock.............................. 19 Engine Research & Development (ERD)........... 22 Erson Cams............................ 87 Fuel Air Spark Technology (FAST)............................... 46 FastMotorsports.................... 18 Fast Times Motorworks......... 45 G Force Racing Transmissions.42 GZ Motorsports..................... 40 Harland Sharp......................... 9 Holcomb Motorsports........... 99 HoleShot Wheels................... 12 Holley............................. 85,108 Howard’s Cams...................... 90 Induction Solutions............... 29 Innovate Motorsports............ 51 JE Pistons.........................85, 95 Jesel...................................... 25 JET Performance................... 50

J&K Converters...................... 23 Karbelt/Holley....................... 89 Lokar Performance Products. 92 LUCAS Oil Products.................. 2 Lunati.................................... 16 Magnuson Superchargers.... 102 MAHLE Clevite Inc............... 113 Manton Pushrods.................. 23 Meziere Precision Mfg......... 103 Mickey Thompson Tires........... 7 Midwest Converters............ 107 Mile High Crankshafts........... 12 MSD Ignition......................... 33 Neal Chance Converters....43, 91 New Century Performance.... 20 Nitrous Pro Flow.................. 107 Nitrous Supply...................... 47 Outlaw 10.5 Racing Assoc..... 22 Parts Pro Perf Centers.......... 116 PBM Performance Products.103 Performance Improvements.. 10 Perf. Plus Connection.......11, 88 Powermaster Performance.. 106 Power Tank............................ 50 Precision Turbo/ProInjectors.. 63 ProCharger............................ 54 Proformance Racing Trans..... 21 Pro Systems Carburetors... 28,41 Philadelphia Racing Products (PRP).................................... 9 PTC........................................ 87 Quik-Latch Products.............. 86 Racecraft............................... 57 Racepak................................ 89 Racequip..........................55,9 6 Racing Radios.......................... 7 RAM Clutches........................ 81 Rev-X Oil Products............31, 65 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars.................... 101 Scorpion Racing Prods....21, 110 Scotty’s Racing Engines......... 40 Shafiroff Racing Engines..13, 26 SM Race Cars......................... 55 Smith Racecraft..................... 23 Steve Morris Racing Engines. 35 Strange Engineering............. 76 Summit Racing Equipment. 115 Superchargers Online............ 20 TCI Automotive...................... 88 Ti64..................................... 100 Tom’s Upholstery................... 13 Trick Flow.............................. 77 TRZ Motorsports.................... 28 Valvoline............................. 112 VP Racing Fuels..............53, 111 Weinle Motorsports.............. 49 Weldon High Performance.... 98 World Products..................... 50



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february 2015

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

Often Imitated, Never Duplicated—For 16 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!


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





Beyond Sick............................................................... 32 Groundbreaking powerplant for Tom Bailey’s all-new Camaro keeps coming together...ONLY IN RPM!

RPM Salutes................................................................57

Mach-O Man.............................................56

If you’re friends with Robbie Langford, hit him up. He just won two armfuls of cool stuff (and he’s our 2014 Top Gun Shootout champ!)

Terry Leggett’s latest creation is just like his first car…only faster!

Wild West..................................................................... 20 Fast, functional, and flawless, Farrell West’s nasty Nova proves that you really can have it all!

EZ Does It............................................................................ 8 Sam Furfaro’s cool nitrous-injected Pontiac is a throwback to the early days of street car drags




TRICK OUT Towing & Power Part 2..................................................86 YOUR TRUCK We open up the exit lane with a 5-inch exhaust from MBRP

Toy Story........................................................................ 38 A legendary pro modified Monte Carlo is restored to its former glory

Project Back on Track Camaro........................................92

Mocking up the engine and tricking out the Weiand intake in our third gen Camaro Project

Behind Bars.................................................................100 Virginia Rod Company gets cranking on an all-new chassis

RPM Hardcore Horsepower Garage: Part 9....................110 We finish up our office space thanks to some DIY work

Label Shaker...............................................................78 Rich and Kathy Bryant’s cool twin turbocharged ’65 Chevelle is anything but your typical old pro streeter



february 2015 | RPM Magazine

www.rpm-mag.com | february 2015


>>Sam Furfaro’s cool nitrous-injected Pontiac


is a throwback to the early days of street car drags

t the age of 16, Salvatore “Sam” Furfaro fell in love with musclecars and hot rods. By 20, he purchased his first “semi-musclecar” (as he put it), a 1977 Pontiac Grand Prix. “It had a mild cam, a 750 carb, some head work done to it, and of course, headers,” said Furfaro. Although he wouldn’t actually realize it for a few more years, with the purchase of that

first car the Pontiac brand had already worked its way into his blood. After the ’77 Grand Prix, and before Ford’s Fox body version arrived heavily on the scene, Furfaro came across a mint 1977 Mustang that had a decent 302 motor and ladder bar setup out back. It was with this car that he cut his teeth on the street and strip. “I drove the Mustang around a lot, cruising with other car guys, hanging out…

the usual stuff. I even street raced with it and did pretty well, too,” Furfaro continued. “As time passed though, I felt a need to be more involved in the actual sport of drag racing, so I started to help out guys who were taking their musclecars and hot rods to the track regularly. It didn’t matter

story by

George Pich

photos by

Tia Elizabeth

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HEATIN’ UP Now here’s something you don’t see every day… which is why Furfaro built his ’86 Grand Prix. DragNden.com photo whether it was to race or just to test, I wanted to be a part of it.” The Mustang was sold to make way for a clean ’71 Pontiac GTO convertible for Furfaro to drive on the street as well as race at the track. The car needed


substantial work inside and out, so while it was in the shop he picked up a 1969 hardtop GTO to feed an ever-growing need for speed. He cruised and raced the ’69 until the ’71 Goat was done. “From day one of

february 2015 | RPM Magazine

having the ’71 GTO back, I drove the car almost everywhere—to the beach, car shows, out cruising—and also raced it at the track. My appreciation for keeping a rare GTO in good shape took over, though. After about 12

years I decided to build a car to race instead of racing the car I drove. I just didn’t want to abuse my beautiful GTO anymore.” Which brings us to how Furfaro found the Pontiac he now campaigns on the dragstrip.

VIEW FROM BEHIND A true 10.5-inch tire and cool rake give this Poncho a mean look. Wheelie bars and a ’chute have been added to enhance safety, but add to the appeal.

www.rpm-mag.com | february 2015




While working in Oshawa, Ontario, Furfaro came across a 1986 Grand Prix rolling shell for sale at a repair shop. The car owner had raced it, but like so many others, had run out of time to spend working on the car and getting it to the track. It was a perfect candidate. “It still had working power windows and locks, and all the original interior and chrome was still on the car, which really caught my eye,” explained Furfaro.


“Race setup wise, it still had a front and rear engine plate, ladder bar rear suspension, and overall the car was very clean.” Furfaro made the purchase and set out to build a car that could race with the OSCA (Ontario Street Car Association). In fact, within days the Pontiac found its way to a friend’s shop where a 454 was promptly slipped into place. “The 454 big block Chevy we put in was dynoed at 550 horsepower with conventional Merlin heads and a Holley 850

february 2015 | RPM Magazine

carb. Along with it, we also rewired everything and after the car was finished it just looked too good not to drive on the street!” he laughed. So after a few more years driving the new car on the street and racing it as a competitor in the 12-second Index class with the OSCA, Furfaro made the rather lofty decision to race exclusively in the OSCA EZ Street class, which at that time had cars running 8s in the quarter-mile.

IT AIN’T EASY TO RACE EZ “Yes it was a big step from 12s to8s,” admitted Furfaro. “And I knew I had to build a true race car specifically for the class this time.” In late 2003, the Grand Prix was taken to the chassis shop to back-half and install a new 12-point chromoly cage as well as new ladder bar system, chute, and wheelie bars. As many have guessed by now, the current 550-horse 454 needed some serious attention,

SALVATORE ‘SAM’ FURFARO 1986 PONTIAC GRAND PRIX- EZ STREET Chassis: Stock Pontiac frame/chassis with OSCA EZ STREET legal back-half and mini-tub. Chromoly funny car-style cage. Suspension: Front: Single-adjustable coilovers and tubular upper/lower control arms. Rear: Ladder bar with doubleadjustable coilovers. Body: All steel original body with carbon fiber hood and trunk lid. Engine: Stock block 454 stroked to 510ci (bottom half of block has been cemented). Aluminum 23-degree Pro 1 Dart heads with rocker stud girdle. Dart intake, Jesel belt drive, 1090cfm Demon carburetor. Power adder: NOS Pro Shot fogger system. Electronics: Digital MSD ignition. Racepak data logger system. Transmission & converter: 2-speed Powerglide with 9-inch TCI converter. Rear differential: Chevy 12-bolt with spool and heavy-duty axles. Performance: 8.300 at 170 mph

www.rpm-mag.com | february 2015



THROWBACK Furfaro’s ride is reminiscent of the early days of street car drags. It’s an all steel body with a mostly factory frame underneath. A back-half chassis, mini tub, and ladder bar setup was installed along with an NOS-juiced big block and it was off to the races with low 8-second quarter-mile times! All factory trim, grill, and bumpers have been retained and airflow has been improved by blocking off the headlights and grill openings and adding a larger lower air dam.

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not to mention some “outside assistance” to run with the EZ Street cars of the day. “The engine got a total rebuild and we added an NOS Pro Fogger nitrous system to take up the slack,” Furfaro said. “It took a few years, but in 2005 the car was finally finished and I got

my IHRA competition license so we could go EZ Street racing. I have to say that going from 12 seconds to low 8s was like night and day. As soon as I felt the power and speed of the new car I knew that this was exactly what I was looking for. It’s a rush—fun and entertaining and the other competitors are great. I was hooked and still to this day I’m racing with the OSCA in EZ Street.”

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february 2015 | RPM Magazine


CREATURE COMFORTS Just like the way it was, Furfaro keeps his EZ Street car looking like a production car first, and a race car second. Most of the equipment to race the Pontiac has been added to the factory components as opposed to “built in” to the design. “EZ Street probably has the deepest roots out of all the OSCA classes,” explained Ontario Street Car Association co-founder Mike Bennett. “It was born out of the J+P Shootouts of the ’90s and is uniquely Canadian unlike classes like Outlaw 10.5 which has a rule

set that is widely used throughout the US and Canada.” “EZ Street, like all heads-up classes in drag racing, has evolved from very stock and streetable configurations like Sam’s Grand Prix started out as, to the high tech small tire racers they are today,” added Ben-

nett. “The OSCA has worked very hard to keep the appearance rules in line and the cars in this class still look great, and not like Pro Mods on small tires. 2014 saw some of the closest racing in its history with the three popular combos (nitrous, turbo, blower) all running within a

NOT JUST FOR LOOKS... Wheelie bars and chute…don’t leave home without them if you want to run in OSCA EZ Street where top end speeds exceed 170mph.

www.rpm-mag.com | february 2015



ONE BAD G-BODY Even though he’s an admitted Pontiac fan, it was the two-tone paint and chrome that attracted Furfaro to this Grand Prix, knowing it would be different than most other cars on race day.






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february 2015 | RPM Magazine

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With his stockblocked 454 punched-out to 550 cubes, Furfaro runs right alongside several high dollar builds. Dart Pro 1 heads and intake are topped by a single 1090cfm carburetor.

tenth of each other in the quarter-mile. This has spurred even more interest in the class and new cars are coming out of the woodwork every day.�

SAFETY FIRST A chromoly cage and fire system help to ensure safety in a sport with inherent dangers.








1986 GRAND PRIX, TAKE 2 In 2007, during eliminations at an OSCA event, Furfaro lost control




www.rpm-mag.com | february 2015


SIMPLY SUSPENDED No exotic parts on this ride. Out back is a beefed up 12bolt rear with ladder bars and coilover shocks, while up front a swap out of the factory control arms and shocks is about all that is visible.


february 2015 | RPM Magazine


DragNden.com photo

during a hard pass and—despite a valiant attempt to drive through it—found himself shiny-side down. While the car rolled and came to rest on its roof, Furfaro was uninjured and the car was rebuildable. It took a bit of digging, but later that same year a parts car was located and the banged up Grand Prix headed back to the shop to be cut apart and rebuilt. By 2009 the car was back on the track racing with the OSCA in EZ Street once again and has been a fixture there ever since.

“People often ask me, why a Grand Prix?” continued Furfaro. “After all, it is heavier than most cars and has the aerodynamics of a brick, but it’s unique and I personally have always liked the G-body cars. It’s a combination of a lot of things- the two-tone paint, the interior and all the chrome on the ’86 Grand Prix that makes it different from the rest of the cars out there. And I guess that’s why I built this particular car—to be different.”

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story by

George Pich photos by


Dylan McNeil

treet legal is the only way that Farrell West of Beaumont, Mississippi would have his 1972 Chevy Nova. Of course that doesn’t mean the car can’t mix it up with the


best of them in classes like True 10.5 or X275—he just prefers that his own car fit the true intention of a “street car” and be fully capable both on the street and on the dragstrip.

february 2015 | RPM Magazine

“It weighs 3,480 pounds, is street legal and I actually drive the car on the street,” explained West. “And while I haven’t got to run the car at the track much, it has been 8.20 at 165 mph in the

>>Fast, functional, and flawless, Farrell West’s nasty Nova proves that you really can have it all!


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CRAZY COOL The Nova’s stance is just right. This is NOT a backhalf car and retains all of its OEM frame plus some custom bracing. Only a mini tub was done to make those rear tires tuck so nicely up into the wheelwells. The personalized plate says it all, and it’s valid through September 2015. quarter-mile so far,” he added. West bought the Nova 12 years ago and since has completely transformed it into the weapon it is today. “It was just a plain-Jane six-cylinder Nova, but only had 25k original miles on it,” continued West. “I’m the


third owner and it was actually bought new in my home town. All the work has been done by myself with help from my teenage son and a few friends.” The car was disassembled in February of 2008 and so began the build of the Nova from mild to wild. “The body

february 2015 | RPM Magazine

was completely taken apart—every nut, bolt, and wire,” explained West, who happens to be the owner of S&W Collision in Waynesboro, MS. “I stripped the entire body to bare metal then coated it with Glasurit epoxy primer and spent countless hours on the

bodywork and panel alignment. Even the underside of the car is immaculate and finished in satin black.” Suspension components are painted greystone pearl as is the cage, dash and stripes, and West finished the exterior in a custom Glasurit burnt orange

color that he mixed himself. Wanting to keep his street car a street car, the only body modifications are the Harwood six-inch cowl hood. West added seven additional inches to the rear of the cowl opening in order bring it closer to the windshield.


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STP Photo

The coilovers and chute visible out back make a statement, and they ain’t just for show!

www.rpm-mag.com | february 2015



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mostly factory original parts including dash, door panels, pedals, carpet and headliner. The original bench seat was replaced with a pair

of racing buckets and when no passengers are along for the ride, West’s trusty nitrous bottle takes up the right seat. A full complement of after-

market gauges have been installed to monitor all functions, along with an N2O Leash from Leash Electronics, a monster tach, and shift light.

www.rpm-mag.com | february 2015


DENNIS ‘FARRELL’ WEST 1972 CHEVY NOVA STREET/STRIP (TRUE 10.5/X275) Chassis: Stock chassis with mini-tub. Suspension: Front: Stock subframe with TRZ Motorsports upper and lower control arms, TRZ rack and pinion kit with billet steering arms, double-adjustable Afco shocks by Mark Menscer and Aerospace Components disc brakes. REAR: Chassis Engineering ladder bars and Strange double-adjustable coil overs with 150-pound springs and Aerospace Components disc brakes. Body & paint: All steel body, customized Harwood fiberglass hood. Glasurit epoxy primer, custom burnt orange base/clear paint with greystone pearl stripes. Engine: 565ci BBC machined and assembled by Russ Miley Racing Engines. Dart 9.8 deck block, Callies Magnum crank, BME aluminum rods, Custom JE pistons with tool steel pins and Hellfire rings. Bullet cam and Jesel belt drive. Moroso race oil pump and Milodon oil pan. Brodix 383 cnc Head Hunter heads with PSI springs, Victory valves and T&D shaft mount rockers, assembled by RMRE. The intake is a ported Brodix oval port topped off with a 1370cfm dominator from Patrick at Pro Systems. The motor made a touch over 1070hp on the dyno. Power adder: Single stage direct port Induction Solutions nitrous system. Electronics: MSD Powergrid 7720/7730 with HVC-2 coil and Moroso Ultra 40 plug wires and a Leash progressive controller for the nitrous. Transmission & converter: JW-cased Powerglide from PTC with 1.69 low gear and 10.5 inch North Star converter from Lenny at Ultimate Converter Concepts. Rear differential: Braced Ford 9-inch with Moser nodular iron center section, Moser spool, Richmond 3.90 gear, and Moser 35-spline axles. Performance: 5.20 @ 136mph (eighth-mile), 8.20 @ 165 (quarter-mile)

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february 2015 | RPM Magazine

Toll Free Ordering: 800-327-9402 Info & Tech: 561-863-2188



565 cubic inches of big block Chevy topped with one of Induction Solutions’ direct port nitrous systems takes up the real estate under the Chevy’s hood.

West has been involved in fast cars and racing since his teenage years and, if it’s not obvious by now, he’s always been partial to street cars. So step one for the horsepower and chassis components of this build was to determine exactly what he intended to do with the Nova once completed, and that was easy—small tire street and strip duty. He started with a mini-tub out back to allow for the 10.5” and 275 series radial

www.rpm-mag.com | february 2015


COMFY CONFINES tires that he would be running in various classes. The rear suspension consists of a ladder bar setup with coil overs smoothing the bumps for a braced Ford 9-inch housing with a Moser center section, 35-spline axles, and Richmond 3.90 gear.


Up front is all the trick TRZ Motorsports stuff you could imagine along with rack and pinion steering and a pair of custom double-adjustable Afco front shocks from Mencer Motorsports. The engine started with a 9.8 deck

february 2015 | RPM Magazine

West kept most of the factory interior in the lowmile chassis wherever he could. He did, however, toss the bench seat in favor of a pair of racing buckets.

Along with a full array of gauges, a trick Leash Electronics N2O LEASH unit sits in place of the factory ashtray.


WORK THAT BODY... West takes a spin during our photo shoot...just because he can! The Nova is fully licensed and legal. The incredible mile-deep burnt orange Glasurit basecoat/clearcoat with greystone pearl stripes is the result of countless hours of block sanding and prep, and the quality of West’s work literally shines.

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ALL IN THE DETAILS Up front, attached to the factory frame, is a whole load of TRZ suspension components along with one of their rack and pinion steering kits. Out back, a braced 9-inch Ford puts the power to the ground, while the large fuel cell installed in the trunk confirms that this car sees street time. A MagnaFuel Pro Star 500 fuel pump keeps the thirsty rat fed.


february 2015 | RPM Magazine

Waiting in the staging lanes during testing. To date the car as seen low 8s in the 1/4 and low 5s in the 1/8-mile.

Dart block that worked out to 565 cubes of big block Chevy muscle that Russ Miley Racing Engines machined and assembled for West. A Callies Magnum crankshaft spins BME aluminum rods and custom JE pistons. The “super secret” Bullet custom grind camshaft is driven by a Jesel belt drive. Cylinder heads are 383 CNC Head Hunters assembled by RMRE and topped off with a ported oval port intake and a 1370cfm Dominator carb from Pro Systems. The hit of nitrous comes from a single stage direct port set-up from Induction Solutions. The motor made over 1050hp on the dyno at Tony Barker Racing Engines and is

backed by a JWcased Powerglide transmission with 1.69 low gear from PTC and a 10.5 North Star converter from Lenny at Ultimate Converter Concepts. West hasn’t had the time to see what the Nova can really do on the strip. At first he fought wheelstanding issues plus running his own business often gets in the way of regular testing. Although he did manage to run in the bottom 8-second zone in the quarter-mile to date, he feels there is more in the Nova with further chassis and engine tuning. “For me, the most unique feature of the car is the fact that it’s

STP Photo

a real tagged street car that I still get out and drive,” West went on to say. “My most memorable experiences would have to be watching my kids grow up helping me work on it. My son helped me pull the six-cylinder out of it when he was just six, and now he is about to

turn 18, and has even made a few passes in it. My daughter loves going to car shows with me in the car. She was four when I started working on it. But it is because of my father that I love cars so much, and I lost him to cancer February 16, 2013. He was diagnosed in

December of 2012 and the day he was released from the hospital with just a few months to live, the first place he wanted to go was to the shop where I had my car so he could see it. I would love for this article to be dedicated to him.”

Visit our Facebook page and share a pic of your ride for a chance to win free stuff!!

Find us on Facebook by searching for: REV-X Products

www.rpm-mag.com | february 2015



Beyond by

Dana Galus

>> Groundbreaking powerplant for Tom Bailey’s all-new Camaro keeps coming together...ONLY IN RPM!




ith RPM “in tune” exclusively with Tom Bailey’s new Sick Seconds 2.0 engine build, last month we shocked readers with the goals of the new car along with spilling the all-billet motivation that will be in place to help meet those goals.

february 2015 | RPM Magazine

This month we are going to take a look at some of the internals that will be needed to keep 4000-plus horsepower in its proper place. “When Steve and I spoke about what we wanted to do we knew that it was going to need a clean sheet of paper,” Bailey reiterated when asked about

the engine internals. “Everything we have learned over the last few years with Sick 1.0 wasn’t going to be enough to get Sick 2.0 were we wanted to be. So we spent some time with a number of key suppliers and spoke to them very candidly about our expectations. After they stopped laughing, they helped

us come up with what they thought it would take to make this a reality.” What Bailey and Morris are trying to do isn’t all that different than other Pro Mod teams out there… except that after a race they want to drive this thing 300-plus miles! “We’re taking it beyond the max,”

BEHOLD THE WINNER Here is the final rendering of the Sick Seconds 2.0 paint scheme as chosen through the Bailey Racing facebook page.

BILLETHEADED BEAST Progress is being made on the CFE waterjacketed cylinder heads that we spoke about last month.

www.rpm-mag.com | february 2015


BEYOND SICK continued Bailey. “And we’re taking a build that would normally take years and packing it into months.” Obviously, with a build of this magnitude, every part has to be examined very closely, and when, like Bailey and his team, you’re breaking new ground with things that have never been done before, everything has to be analyzed, reanalyzed, and then analyzed again. “You are always asking yourselves what the weakest link will be and know that one single part affects the operation of everything else,” he added. “One failure of an inadequate part, no matter how small, can lead to a catastrophic loss.” Let’s take a look at some of the major components and the changes made to take something designed to be installed in a race-only engine and help it live in a race/ street environment. Just three or four years ago, this task would have been impossible, but with the huge strides in technology and resulting research and development that leading companies are putting into their products, a 4000+ horsepower street engine could soon

become a reality... and RPM readers will know for sure in a few short months! One of these innovative companies involved in the Sick Seconds 2.0 engine build is Jesel. Jesel offers a rocker arm setup that utilizes a steel exhaust rocker and an aluminum intake rocker and Bailey said that when he switched to that on Sick 1.0, all the rocker issues they were experiencing were history. While the new cylinder design and horsepower output will change the rockers used on 2.0, Bailey wanted to stick with Jesel’s aluminum intake/steel exhaust rocker design. Also, because they have been proven in the harshest of environments, one of Jesel’s cam belt drive assemblies will be used for the project. When it comes to lifters, Crower has worked up something special for Bailey. “Since we have been running the Enduramax lifter there have been no signs of wear on the lifters, even after several thousand street miles,” commented Bailey. “So for the new setup, Crower has developed a custom 1.02 lifter for the




(800) 264-9472 DesignEngineering.com


february 2015 | RPM Magazine

SICK 2.0 GOES HYBRID Relax...we aren’t talking hybrid fuel sources here. Jesel’s aluminum intake and steel exhaust rocker design that will be tasked with opening and closing the valves on 2.0 were pre-qualified on Sick Seconds 1.0, and passed with flying colors.

TRIGGER HAPPY Here is the trick Jesel cam drive that will be utilized to keep the cam rotation married to the crank.

HEAVY (DUTY) LIFTIN’ This is the prototype of the Crower lifter that will be utilized in the Sick bullet, it will be a 100% custom designed setup for this application.


• Reflect heat away from intakes, firewalls, intercoolers and more • Hi-Temp self-adhesive material

Exhaust Wrap

• Reduce underhood temps • Lower intake temps • More power

SHINE BRIGHT LIKE A DIAMOND There is a high level of customization that Diamond uses with every piston they make.

task with the same Enduramax roller on a pinned setup. These are going to work great with the custom Steve Morris ground camshaft,” he added. Riding between the lifter and the rocker will be Smith Brothers pushrods, and the pressure to keep the valves closed will be provided by PAC Racing Springs.

As we move south, compression will be provided courtesy of Diamond Pistons with a set of custom turbo slugs. “Diamond Pistons is the supplier of pistons for a lot of the world’s fastest cars, and with good reason. We feel that their stuff is second to none!” Bailey added. The connecting rods for Sick 2.0’s motor are, well, sick! TMS Titanium and Crower have teamed up on the connecting rods and the result will be extreme to say the least. Titanium blanks will be shaped and massaged into works of art by Crower and the brute strength of the Titanium will help keep things in

GREAT BIG SHOVERS These monstrous pushrods from Smith Brothers will be used to keep the custom-ground Steve Morris cam and Jesel rocker arms working in perfect harmony.

www.rpm-mag.com | february 2015


BEYOND SICK check throughout all the heat variations this engine will see as it goes from racetrack to city driving. Next month we will move outside of the engine itself and talk about what it will take to supply enough fuel and spark to make this thing push the limits of streetable horsepower. For more information and to check out Tom Bailey’s SICK SECONDS 2.0 you can visit Bailey Racing at www.bailey-racing.com.


SOURCES Bailey Racing


CFE Racing Products www.cferacing.com 586.773.6310

A view of the chunky raw titanium blanks used to make the massive connecting rods that will keep the pistons connected to the crankshaft of the twin turbo’d Steve Morris-built monster.

february 2015 | RPM Magazine


www.crower.com 619.661.6477

Diamond Pistons

diamondpistons.net 877.552.2112


www.jesel.com 732.901.1800

PAC Racing Springs

www.racingsprings.com 866.799.9417

Smith Brothers

www.pushrods.net 800.367.1533

Steve Morris Engines

stevemorrisengines.com 231.747.7520

TMS Titanium

www.tmstitanium.com 858.748.8510



STORY >>A legendary pro modified Monte Carlo is restored to its former glory


ostalgia drag racing is still on a major upswing, and it’s crazy to think that cars built in the ’80s and ’90s qualify as nostalgic. But, in the case of this wildly modified Chevy Monte Carlo, it takes people back to a simpler time, and it certainly takes its owner back in time. Garrett Barker is the proud owner of the car, and when you

consider the car’s history, it’s easy to see why he’s grown so attached to it. Garrett is the nephew of Wayne Barker, a very talented fabricator, bodyman, painter, and other assorted skills (the list goes on and on). At first glance, some might say that Wayne was disabled, as he spent most of his life in a wheelchair, but if you ask anyone that knew Wayne, they’ll tell you that he could outwork anyone. With undeniable

THROWBACK This is how the Super Toy Monte Carlo looked when purchased by Barker. It had a simple big block setup and ran in the 6.0 index class. Amazingly, the car hadn’t been changed all that much from the original late ‘80s build.


february 2015 | RPM Magazine

story and photos by

Tommy Lee Byrd www.rpm-mag.com | february 2015


TOY STORY determination, skills and help from his brother Stanley, a man who was paralyzed from the waist down, proved to be one of the premier fabricators in the Southeast. Based out of the small town of Dunlap, Tennessee, the Barker brothers drag raced for many years. They campaigned a Chevy Nova and Camaro drag car and built many street

cars and custom motorcycles in the midst of their drag racing hobby. In 1983, the brothers built a Monte Carlo that would become the flagship for Wayne’s shop, which was called “Super Toys.” The new, lowslung “Super Toy” Monte Carlo was later updated to 1986

DON’T TOY WITH THIS G-BODY With a chopped top, a narrowed front end and a cowl induction hood, the ’86 Monte Carlo takes on a new, more aggressive personality. There is no doubt that Super Toy was ahead of its time. The blown and injected big block with zoomie headers took it to a whole new level in 1990.


february 2015 | RPM Magazine

www.rpm-mag.com | february 2015






february 2015 | RPM Magazine

Monte Carlo SS bodywork, and then chopped, stretched, narrowed and sculpted to cut through the air. It was ahead of its time, and proved to be a great performer. Local racers knew that the Super Toy was always one of the fastest doorslammers at the track, and it continually got faster. Then, as a result of huge demand and an abundance

of outlaw match racers, most of which relied on mountain motors and nitrous oxide, the IHRA created a new class called Pro Modified. The Super Toy was a perfect fit for the loosely based rule package, so Wayne and Stanley made the trip to Darlington, South Carolina to race in the first national event that featured the Pro Modified class. They qualified for the field, mak-

www.rpm-mag.com | february 2015



OLD SCHOOL MUSCLE The Super Toy powerplant isn’t nearly as radical as it was in the early days of Pro Mod, but it still has plenty of grunt to propel the car down the eighth mile in the 4.70 range. It’s a 468ci big block, topped with Brodix heads and a Mooneyham 14-71 blower. The blown big block is backed by a Powerglide transmission.


february 2015 | RPM Magazine

ing Super Toy the first supercharged Pro Modified car to qualify for a national event. Pro mods evolved quickly, so Super Toy also saw some major changes, including a second car to replace the already outdated first car. The second car was more aerodynamic and packed more horsepower, but the first Super Toy is still the car that everyone remembers. Whether it was the wild eighthmile blasts at hometown tracks, or appearing on

TV during national events, this car created a lot of memories, and it is back in action thanks to Garrett Barker. Garrett is Wayne’s nephew, and he’s a gearhead at heart. He grew up in Wayne’s shop and learned a lot of the skills he has today during the first Super Toy build. Garrett says he learned to weld, fabricate, paint and much more at the age of 13 as this car was being built from scratch. After Wayne backed away from the

GARRETT BARKER 1986 CHEVY MONTE CARLO SS “SUPER TOY” Chassis: Rectangular tube chassis, originally built by Wayne Barker in 1983. Suspension: Front: Aluminum Corvette control arms, Koni coilovers, Wilwood brakes. REAR: Four-link with Chassis Engineering bars, Koni coilovers, Wilwood brakes. Body & paint: Chopped top, narrowed front end, custom wing. Body refinished by Garrett’s Garage using Dupont Torch Red, Arctic White and True Blue Pearl materials to recreate the original Super Toy paint job. Engine: 468ci big block Chevy, Brodix cylinder heads, Erson roller cam, Jesel rocker arms, MSD ignition, built by Garrett’s Garage. Rotating assembly: Callies crank, Bill Miller rods, JE pistons. Induction: Mooneyham 14-71 supercharger, 25psi boost, Enderle fuel injection. Transmission: Powerglide built by Mike Farley, PTC torque converter, Cheetah shifter. Rear differential: Dana 60, Richmond 4.10 gears, Strange axles. Other info: Super Toy was originally built in 1983 by Wayne Barker, and evolved over the years, eventually morphing into a Pro Modified car. Super Toy was the first supercharged car to qualify for an IHRA national event in the newly created Pro Modified class (Darlington, South Carolina), back in 1990. Rear end, suspension components and body remain unchanged from the car’s Pro Mod days.

www.rpm-mag.com | february 2015



february 2015 | RPM Magazine


DON’T CALL IT A COMEBACK The restored Super Toy made its debut at the monthly heads-up race at Brainerd Optimist Drag Strip in 2014. Garrett ran in the 4.70 index class and hopes to make Super Toy a consistent contender in the class.

www.rpm-mag.com | february 2015



Pro Mod racing scene in the mid ’90s, he focused his efforts on building street rods out of the Super Toys shop in Dunlap. Unfortunately, Wayne was diagnosed with cancer, and that would eventually take his life in September 2008. He is greatly missed by the

hot rod and drag racing community, and with the restoration of the original Super Toy Monte Carlo, his legacy will never be forgotten. Now, Garrett operates his business (Garrett’s Garage) out of the same shop that was once known as Super Toys.




february 2015 | RPM Magazine

PERIOD PERFECT LEFT: The Centerline Convo Pro wheels are correct for the car, and they mount to Goodyear front runners and Phoenix 17.0/33.0-15 slicks. ABOVE: No twin turbos here! The massive Mooneyham Roots blower may be considered old school in some circles, but it stills stuffs upwards of 25 pounds of boost into the Rat’s Brodix heads.

www.rpm-mag.com | february 2015




february 2015 | RPM Magazine

If you want to talk about a great family drag racing story— this is it, and it only gets better. After Wayne’s passing, Garrett began searching for the original Super Toy, in hopes of buying

it and restoring it. He struck out on his search for quite a while, but finally found the car, which had been running in the local 6.0 eighthmile index class. Garrett admits he might have overpaid

WELL PRESERVED While the roll cage has undergone a few updates to bring the car up to modern specifications, most of the chassis and tinwork is the original stuff from the ‘80s. This car survived more than 20 years without substantial changes, and the all-business interior is just the way it was in the early days.


AFR change (%)

100 80 60




20 0 -20



150 200 Time (msec)




www.rpm-mag.com | february 2015



february 2015 | RPM Magazine


HISTORY IN MOTION Although the Super Toy represents a bonafide piece of Pro Mod history, Barker didn’t restore it to sit on display. He re-debuted the classic G-body in 2014 and has plans to race the car regularly in the upcoming 2015 season, too.

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february 2015 | RPM Magazine


Look under any Pro Mod or Top Sportsman car of today and chances are you won’t see any of this equipment. Back in the ’80s though, these early Pro Mods changed drag racing forever.



TOY STORY FAMILY HEIRLOOM Garrett Barker cut his teeth on this car way back in the ‘80s, and his son Griffin was lucky enough to have plenty of hands-on experience with the restoration.

TURN IT DOWN As evidenced by this onlooker, the Super Toy’s nasty blown big block and open zoomies make it a real screamer in the bleach box—and pretty much anywhere else for that matter!

for the car, but at that point, he had to have it. Fast forward to 2014, and Garrett was ready to debut the Super Toy at its first official race—a 4.70 index race at Brainerd Optimist Drag Strip, a track where the car had

made thousands of passes. Although the car wasn’t quite sorted out enough to run with the heavy hitters in the index class, it brought back a lot of memories and gave Garrett and crew plenty of data to make improvements. The plan

is to eventually get it dialed in to run the local 4.70 index class so that it can be a regular contender. Garrett also wants to prepare his son Griffin to take over the driving duties, making him a third generation Barker behind the wheel of

this legendary race car. It’s a pioneer of the Pro Modified class, and it’s a local legend in Southeast Tennessee, so we’re excited to see this car’s future be as successful as its past.

www.rpm-mag.com | february 2015



february 2015 | RPM Magazine




e announced the 2014 Top Guns back in our December issue and promised you we’d announce the overall winner. Although all eight are still considered Top Guns, we went ahead with our single elimination bracket in order to crown a champ. In a field sprinkled with mega-buck race and street cars, it is no overstatement to say that Robbie Langford’s 7-second Chevelle was a bit of an underdog, but the slick blue Bowtie just kept on winning, narrowly defeating Steve Hall’s ’55 Chevy Pro Mod 625-617 in the quar-

February feature car


terfinals, Charles Leake’s 1967 Nova 461-353 in the semifinals, and Greg Dudash’s 1962 C10 pickup 2012-1972 in the finals. Although there was excellent reader response and some incredibly tight races throughout the tournament this year, we are already planning out how to make the 2015 Top Guns Shootout even better next go ’round. Stay tuned as we roll out some new and exciting changes for this year’s tourney. Please join us in congratulating Robbie Langford and his 1969 Chevelle, the first EVER RPM Top Gun Shootout Champion!

Tim Lewis photo

>>Robbie Langford, 1969 Chevrolet Chevelle

IT’S GOOD TO BE THE CHAMP... As if being named 2014 Top Gun Shootout Champion wasn’t honor enough, several RPM supporters came forward to help us put together a killer prize pack. Here’s who pitched in and what Langford took home for being crowned the champ: Scorpion Performance Products (free set of rocker arms); Lucas Oil Products ($300 gift package of lubricant/ oil products and car care products); Autoglym Products ($250 gift package of car care products); Holley Performance ($250 certificate toward any Holley product); and Lokar (deep discount on purchase of choice of any product from Lokar). We also kicked in an RPM embroidered button up shirt, a complimentary one year subscription to RPM, an RPM license plate, and a cool RPM t-shirt. Thanks to all who participated in this year’s Top Gun Shootout!

IT’S GOOD TO BE THE CHAMP... We presented Robbie with his award pack recently at the PRI show in Indianapolis. Pictured left to right: Trish Biro (RPM), Toby Brooks (RPM) Kevin McWilliams (Lucas Oil Products), Dale Langford, Robbie Langford, Chris Biro (RPM), Sheri Gary (RPM), Jerry Gary, Jr. (RPM).

www.rpm-mag.com | february 2015


story by

Toby Brooks

photos by

Louis Fronkier



t is probably safe to say that anyone interested enough in high performance street machines and wild doorslammers to pick up a copy of RPM is probably crazy enough about cars to remember their first. Whether it happened to be a pristine musclecar or a clapped out piece of junk, most folks—especially car enthusiasts—can usually recall all the details surrounding their first set of wheels. So it is with Pinetown, NC resident Terry Leggett. The life-long drag racer and owner of Leggett Logging and Trucking Company once cruised in a red 1971 Mach 1 Mustang back in his high school days. Although countless street and strip cars have come and gone since those days spent cruising as an impressionable 16-year-old, Leggett never forgot his first red Ford.

Most recently, Leggett was campaigning a pro mod 2009 Mustang when the urge struck to build a new car. Ready to return to his roots, Leggett made a call to Harry West of Hairy Glass in Jacksonville, Florida. “My first car was a ’71 Mach 1 Mustang, and I knew I wanted something different, so I called up Harry ready to help him develop a new body style,” he said. Luckily for Leggett, West already had plans to develop a new car and make it widely available. The timing could not have been better. Although the Mustang in most any iteration is obviously a favorite of musclecar enthusiasts, street machiners, and drag racers alike, the 19711973 model years have been largely ignored relative to other eras of production. Fueled in equal parts by a desire to

campaign something different and his own history with the car, Leggett was intent on changing that and returning to his roots as a young hot rodder. He wanted a ’71 Mach 1—in red. But this time around, his Ford would sport a blown and injected Hemi and run well over 200 mph. Hairy Glass proceeded to crank out an all-new shell, slippery and sleek yet still clearly reminiscent of the ’71 Sportsroof silhouette. The feather-light carbon fiber body weighs in at just 52 pounds and even incorporates FoMoCo factory styling cues such as (non-functional) NACA ducts in the hood and an aggressive front spoiler. With an all-new skin underway, Leggett called up Jerry Bickel Race Cars to construct a new 25.1 spec chrome moly tube chassis for the car. Out back,

60 february 2015 | RPM Magazine

FACTORY FRESH The fast Ford sports a factory 1971 Mach 1 Mustang gloss red color with killer factory-style Mach 1 graphics and copious airbrushed accents expertly applied by Jeff Hoskins.

MACH-ER’S MARK Your eyes are feasting on Hairy Glass’s first production ’71 Mach 1 body. The car features a full Jerry Bickel chassis and a gorgeous set of Pro Fab stainless zoomie headers.

www.rpm-mag.com | february 2015



a fabricated 9-inch housing has been fitted with 40-spline axles, a pro-mod-capable third member, and 5.14 gears suspended from a Bickel-built 4-link riding on JRi double adjustable shocks. Up front, the car utilizes Lamb struts. Throughout the build, Leggett insisted on keeping the car as

62 february 2015 | RPM Magazine

light as possible. “We used all the titanium and carbon fiber parts and pieces we could get,” he said. Such efforts and expense are a necessary step in building a car that tips the scales at just 2,300 pounds including driver. Motor-vation for the new build would be

a simple plug-and-play operation, as the powertrain from Leggett’s previous Mustang was plenty powerful and still relatively fresh. An Alan Johnson Performance Engineering 521 ci Hemi block provided the starting point, but Leggett is somewhat reserved in revealing many specifics. He did acknowledge that Larry Snyder of Snyder Auto was tasked with building the engine using a host of bulletproof components, including R&R connecting rods and a Bryant crankshaft. Up top, a pair of MBE cylinder heads have

been fitted with T&D Machine valvetrain components commanded by a Bullet cam. Induction chores are handled by a Jeff Gore custom carbon fiber hat and a mechanical alcohol injection setup fitted atop a monstrous PSI screw blower. An MSD 44 mag and plug wires provide ample spark to light the fire, while a wet-sump oiling system with a Moroso pan keeps everything well lubricated. A pair of Ultra Carbon valve covers provides cool good looks in a lightweight package. A set of Pro-Fab stainless

www.rpm-mag.com | DECEMBER 2014


zoomie headers handle exhaust duties and provide both ear-splitting sound and super cool funny car-style looks. Leggett estimates that in sum, the big Hemi is good for an estimated 3,600-3,800 horsepower. Backing the potent mill is a Snyder Motorsports Lencodrive automatic transmission. Depending upon a number of factors, Leggett runs either a Neal Chance or a Coan Converter. Shifting duties are managed by an ACD shift control system.

The car rides on a set of Weld wheels—15x3.5 in front and 16x16 in back—fitted with skinny fronts and massive 34.5x17-16 drag slicks with inner liners out back. A quartet of lightweight disc brakes were installed to provide the whoa after the go. The cockpit of the Mach 1 is all business, featuring a Racepak dash and a Simpson driver restraint and safety net. A Leahy Command Module box has been added and the car was fully wired while in the Bickel shop. An ISP

cvrproducts.com For more information visit

64 february 2015 | RPM Magazine



“My first car was a ’71 Mach 1 Mustang, and I knew I wanted something different, so I called up Harry ready to help him develop a new body style” continued on page 76

-Terry Leggett

!!! www.rpm-mag.com | february 2015


Tara Bowker/Black Rock Photography

DAMP-ENED ENTHUSIASM Leggett and crew were stoked to debut their new creation at last season’s PDRA finale in Virginia last season, however, Mother Nature was particularly uncooperative. With only six passes on the rain-soaked weekend, they loaded up and headed back to North Carolina and started preparations for the 2015 campaign.

seat and head restraints and a Safecraft fire suppression system provide additional protection, while a Grant wheel handles the steering chores. Once initial construction on the car was completed, it was delivered to Jeff Hoskins in Hillsboro, MO for final fit, finish, and paint. Color choice and

66 february 2015 | RPM Magazine

graphics were a simple choice for Leggett: 1971 Ford factory bright red with matte black stripes and lettering. Not only was Hoskins able to lay down a flawless paintjob over the factory-fresh carbon fiber shell, he also handled the incredible airbrushed faux-factory artwork, including the headlights and grille assembly,

hood pins, marker lights, and a host of other cool touches. Leggett has been involved with the Professional Drag Racers Association (PDRA) since its creation, and plans to run the car in the highly competitive eighth-mile series in 2015. The Mach 1 actually debuted at last season’s rain-dampened

PDRA finale event in Virginia. However, due to uncooperative weather, the team was only able to lay down five or six total runs before loading up and heading home. The new car was good for a best of 3.570 at 213.5 mph in the eighth, and Leggett is confident that with more time and tuning with the new setup


CAGED HORSE The Bickel-built cockpit features all the latest in safety equipment from Simpson and ISP along with a Safecraft fire containment system and a Grant wheel. A Racepak dash allows Leggett to monitor the car’s vitals. continued on page 76

www.rpm-mag.com | february 2015


Page 68


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Power Adders Incl. Nitrous Oxide Blowers/Superchargers Turbochargers, Systems/Parts/Service

Page 74


RPM Connections Performance Directory... Connecting YOU With The Industry

Tires & Wheels

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Transmission Converter Clutch & Rear Differential

RPM Connections Performance Directory... Connecting YOU With The Industry


Page 75

Strangeeng.net 847.663.1701 Don’t Just Race


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MACH-O MAN LIKE A PROUD NEW PAPA Leggett poses behind his killer new ride in his spacious North Carolina shop.

there is plenty of room to squeeze out even better performance. “I’m especially thankful to my wife Greta and my incredible crew, including Todd McGee, Terry Croyle, and Kim Burrus,” Leggett said. He is also thankful to primary sponsor Flying A Motorsports. While Leggett’s new Mach 1 may be reminiscent of his very first car, fellow competitors in the PDRA should consider themselves warned: this red rocket is ready to flex its muscles for 2015 and beyond.

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76 february 2015 | RPM Magazine

Win Big.

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

Lift Value .100" .200" .300" .400" .500" .600" .700" .800" .900"

Intake Flow CFM 78 155 239 301 349 385 411 418 424

Exhaust Flow CFM 63 134 198 246 277 301 318 328 337

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www.rpm-mag.com | DECEMBER 2014


story and photos by

Jim Williams



or as much as we are a family in street machining circles, there sure is a lot of infighting in our brood. Need proof? “Shiny car” guys hate rat rods. Rat rodders hate craftsmanship (too much? Am I showing my allegiances?). Pro touring folks hate pro streeters. Tubbed lovers hate “coners” (i.e.-autocrossers). It seems that for any particular style of custom auto, there are four or five other groups of naysayers pointing out the flaws, impracticalities, or both. So what happens when you take some of the key elements of pro touring, roll them together with some of the foundations of classic street machining, and throw in a pair of steamroller meats tucked up into some pro street tubs out back just for good measure? We aren’t sure what you call it, but whatever it is, Rich and Kathy Bryant’s 1965 Chevelle is it. And it is pretty cool.

Truth be told, one of the only things keeping the classic silver Chevy from outright classification as a traditional pro streeter is probably the set of massive Schott Mod5 billet wheels. The 18x8-inch fronts are fitted with BF Goodrich G-Force T/As, while the genre-bending 15x20-inch rears are shod with new-school 31x18x20 Mickey Thompson Sportsman SR radials. “I’d consider my car pro street,” Bryant said. “The big wheels are different than the older style look, but to me, it is like anything—things change and evolve. This is just another example of that,” he added. While the rolling stock is certainly one of the things onlookers notice first, Bryant’s ride is far from just a classic car with a set of flashy wheels. The build started four years ago when the Bradley, Ill. resident had first acquired another—and far rougher—’65 Chevelle. Bryant had started to execute his plan to build a cool new-age pro street cruiser. However, once he got started, it became clear that the rotted remains of a

TASTEFULLY DONE Bryant doesn’t rely on a huge power adder poking through the hood or crazy multi-hued graphics to get your attention, but when we saw (and heard) the car cruise by we just HAD to get a closer look.

BIG OL’ WHEELS The highly polished Schott Mod5 wheels have been wrapped in Mickey Thompson Sportsman SR radials in back and BFGs up front. The fat rears are 15 inches wide and 20 inches in diameter, while the fronts are 18x8s. Some purists may bristle at the large diameter wheel/low profile tire look, but Bryant says he thinks it is the natural evolution of the modern pro street look. The narrowed Chevy 12-bolt features an Eaton posi and 4.88 gears.


february 2015 | RPM Magazine

www.rpm-mag.com | february 2015


LABEL SHAKER WHAT’S THAT WHISTLIN’? With no blower or scoop poking through the hood, subtle is the name of the game with Bryant’s silver bullet. If the cool headlamps-turnedcold-air-induction setup doesn’t give it away, the distinctive sound of twin 60mm Turbonetics turbos lets would-be challengers know this is no typical small block Chevy.

once-proud Chevy was sorely lacking. “It didn’t take long for me to decide that the other car was just too rough, but it was pretty complete,” Bryant said. “I decided to start looking for another car. I found one on eBay and spotted another ’65 that was pretty solid. It had already been tubbed and caged and the body had been prepped and painted, but was just a roll-





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february 2015 | RPM Magazine

er. I bought it and started from there instead,” he added. “Starting from there” involved a total buildup featuring a whole host of cool modifications—mostly completed within the cozy confines of Bryant’s modest two and a halfcar garage. Power for the project comes from a fortified Patriot Performance 383ci small block Chevy. The DART 4-bolt main

block has been fitted with an Eagle crank and I-beam rods and 9.2-1 forged pistons. A Howard’s hydraulic roller camshaft is spun via a double roller timing chain and a set of roller rockers send the intake and exhaust commands along. DART straight-plug heads and a port-matched air gap aluminum intake round out the top end of the powerplant. An MSD distributor han-

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MEET THE TWINS The fortified and stroked Chevy has been treated to a Wrench Rat twin turbo system that incorporates a pair of 60mm Turbonetics hairdryers blowing through a Quick Fuel carb.

dles sparking chores. The engine has been dressed with a pair of polished aluminum valve covers and an assortment of other tasteful dress-up pieces. Pro street cars are known for power adders, but most often that consists of a polished roots blower poking through the hood. Again sidestepping more traditional pro street convention, the car features an ultra-cool Stage-1 Wrenchrat twin turbo setup that throws around 7-8 pounds of boost through a QuickFuel blow-through carb setup. Bryant modified the inboard pair of the factory quad headlamp mounts to serve as dual cold air intakes for the matching pair of turbos—a functional

and quite literally cool touch. The twin 60mm turbines are spun via exhaust gases routed through stainless headers and exit via either the driver-selected 3-inch dumps or Flowtech Warlock mufflers. Rounding out the mill is a host of high tech touches, including a Fast Racing dual sensor wideband air/fuel meter and a Snow Performance water/meth kit. All wiring was replaced using a Painless Prod- SIT DOWN AND STICK IT ucts 12-circuit harness Gear changes are managed via a Tremec TKO 600 5-speed with an owner-built custom shifter. Racing buckets are from Bomz and have been outfitted with G-Force race harnesses. including a Phantom Swing out side bars make entry and exit a bit less challenging. Products Touch and

www.rpm-mag.com | february 2015



TRUNK-TACULAR The neat and tidy trunk has been fully carpeted and now serves as home to the aluminum fuel cell, an Optima Red Top battery with a custom billet bracket, a Snow water/meth injection system, and a fire extinguisher.


february 2015 | RPM Magazine

Go keyless ignition system. An Optima Red Top battery provides the juice at more than 12 volts per serving. Fuel pressure is generated by an Aeromotive A1000 fuel pump. Meanwhile, a Be Cool aluminum radiator mated to a pair of electric fans help keep water temps under control regardless of cruise speeds. Backing the fortified Mouse is a Tremec TKO 600 trans. The 5-speed features a Keisler Perfect Fit kit and also sports a one-off owner-fabbed shift lever. Power is then transferred rearward to the narrowed Chevy 12-bolt that has been filled with an Eaton posi and 4.88 gears. Suspension pieces for the car have been hand-selected to help Bryant navigate the twisties as well as hook straight and true on the drag strip. Up front, a SpeedTech Road Assault suspension kit with tubular upper and lower control arms, a chrome moly sway bar, and custom tie rod sleeves all help minimize roll through the corners while a pair of QA1 GMP coil overs help smooth the ride. Out back, a custom ladder bar setup rides on a pair of RideTech single adjustable coilovers. Stopping duties are handled by a pair of Baer Track4 front discs and factory rear drums. Future plans call for Baer discs aft, as well. Inside, the well executed build currently features a no-nonsense interior. Bryant selected a pair of Bomz racing buckets and a pair of G-Force Latch & Link V-type harnesses. A custom Classic Dash brushed aluminum insert has been fitted with a full complement of Auto Meter Pro Comp II gauges. A Grant Pro Stock steering wheel provides a tactile driver interface, while a full cage fitted with swing-out sidebars rounds out the custom touches inside. With a mix of factory and race elements, it is perfect complement to the eclectic nature of the beast.

Outside, the car features a slick and simple silver paintjob. Custom body mods and touches are minimal but effective and include a cowl induction hood, shaved door handles, and stretched rear wheel openings. Inexplicably, last summer, a less-than-intelligent show participant lost control doing an impromptu burnout and collided with Bryant’s classic Chevy. Friends Barry and Brian Colbert massaged the sheetmetal and repaired all the damage before re-spraying the car back the same high gloss silver. We spotted the car at the 2014 Street Machine Nationals where the unmistakable whistle and the grille-mounted intakes immediately piqued our interest. Although the car has not yet been flogged on the strip, Bryant is thrilled with its neck-snapping boost-induced power and the solid handling. Plans are to hit the drags once the Chevelle sees a few more street miles that will provide the opportunity to work out any bugs before cranking up the boost. In addition to the Colbert brothers, Bryant is quick to credit wife Kathy for her support on the project. “She’s put up with this project for a long time and I can’t thank her enough,” he said. “Without her support I know there’s no way I could have done this and pursued my goals,” he concluded. So that’s fine and good, but seriously…what is it? Pro street purists call it pro touring with tubs. Pro touring fans probably argue that the massive rear meats ruin the car’s ability to navigate traffic cones. We disagree on both counts. We say it is a trick creation lovingly crafted by its owner as a unique representation of his own vision and artistry. Label it what you may. We say it’s cool.



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1: After shopping for the best exhaust for our project tow rig, we settled on the massive T409 stainless steel MBRP 5-inch turbo-back system with the upgraded Quiet Tone muffler. Not only does it look and sound awesome, it will outlast the truck.


story and photos by


Chuck Scott


n the last installment of our Trick Out Your Truck (Towing & Power series) we installed an Edge CTS tuner monitor with backup cameras and a Snow Performance Tow Max Water/Methanol injection system. We have just one more power upgrade before moving on to the heavy metal ICI Magnum bumpers and Vision X LED lighting.


2: Before we start the exhaust swap, Evan sprayed the V-band hardware and old rusty bolts with some penetrating oil. We then all went to lunch. When it comes to exhaust, having the right tools for the job makes everything easier. Here, Evan uses a set of hanger pliers that holds the rubber isolator while pushing the hanger out. If you don’t have a set, you can work it out with a little angry persuasion once the exhaust is unbolted.

We shopped around for the best exhaust system to compliment our other upgrades and fit the look of our rig. MBRP builds one of the nicest bolt-on full exhaust systems I have ever handled. The big mandrel bends are precise so the system fits like it is supposed to and the sound has a distinct high-end quality to it. MBRP makes several kits for the 7.3 Ford diesel trucks from a

february 2015 | RPM Magazine


>> We open up the exit lane with a 5-inch exhaust from MBRP smaller 4-inch aluminized steel system without a muffler, all the way up to a 5-inch Smokers dual stack kit. You can get a system to fit your budget and goals from $387 up to $1111 for the twin stacks. We chose the 5-inch T409 Stainless Kit with upgraded Quiet Tone muffler and tip.

You may remember that several times in the past we have utilized the skills and vast inventory of specialty tools and machine shop equipment of our old friends at Carter Towing in Salem, VA. The Carters have been my personal go to guys for over 15 years and most recently it was


3 3: With the rear section of the stock exhaust out of the way, cutting the downpipe ahead of the transmission cross member will allow you to get it out without dropping the cross member. The MBRP downpipe is shorter so it slides in place easier than the stocker.

4 using their sheet metal brake to make a Lexan scoop. It took one quick call to Dennis to see if his lift was open for the new MBRP exhaust install and it was a done deal. And because it was a Saturday, his son Evan was working at the shop and volunteered to help. Being raised around a dad

4: You can see why the MBRP 4-inch downpipe can free up the turbo compared to the severely necked- down 3-inch stock pipe. After the downpipe extension, our system steps up to a full 5 inches all the way out the back.

and uncle that have deep roots in drag racing and fabricating, Evan is probably the most capable 17 year old high school junior I’ve ever met. Don’t let the full man beard fool you, he still has a year before he can vote. Evan didn’t wait around for me to help much. I spent most


of my time at the shop setting up and taking pictures while he swapped out the exhaust like a boss. Everything was simple and straight forward except for the inhuman location of the V-band on the turbo that connects the downpipe. Once it was loose the rest of the install was a cake walk

5: Comparing the huge 5-inch tailpipe section of the T409 stainless MBRP system to our puny old rusty stock rear section. You can see the stock muffler had been removed and replaced with a section of straight pipe.

for Evan. When completed we were more than excited to fire it up to hear the new sound, and we were not disappointed. Even with the much larger pipe and straight through muffler, the truck was a little quieter out back and much smoother compared to the stock exhaust. The big 6-inch

www.rpm-mag.com | february 2015



To Run Like A Pro... Use The Best

polished dual wall tip really finished it off and is going to look great once the truck is finished with the ICI bumpers along with new 35-inch BF Goodrich KO2 tires on 20-inch wheels. If you like a little more sound out back, the same system can be ordered with the usual performance muffler as a complete kit instead of the muffler delete kit we got. If you want it as loud a possible so everybody can hear you coming, you can get the same system we used and just leave off the muffler upgrade. When you get the turbo-back muffler delete kit (#S6222SLM), it comes with a section of straight pipe the same length as the muffler. Following the install, we took the F-250 Power-

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february 2015 | RPM Magazine


6: The hardest part of the whole install was getting the V-band loose at the turbo to remove the stock downpipe. Ours had the bolt turned to the firewall and required acrobatics on the part of Evan to get to. When he put it back on the new downpipe he turned it to the top of the pipe so if we ever need to get it off again, even a 285lb old man can get to it.


7 7: Once the downpipe was in place, the rest of the install is simply sliding each section of pipe into the one in front of it and installing the hanger clamps.

8: We upgraded from the standard performance muffler to MBRP’s Quiet Tone muffler. It is a little larger in outside case diameter but still features a straight through 5-inch core. It really has a nice tone that cuts out the excessive noise without killing the diesel music that will have you cracking the passenger window on even the coldest wettest days.



9 9: The MBRP 5-inch exhaust fits like a glove and bolts up like a Lego play set. With the T409 stainless, it looks great even without a tip.

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www.rpm-mag.com | february 2015


RPM TECH 10: Of course we opted for the sweet T304 stainless double walled 5-inch to 6-inch slant cut tip. We took a little over 5 inches off the end of the tailpipe so the tip doesn’t stick out too far. You could leave it a little longer or go even shorter depending on your taste.

10 11: The big 6-inch polished tip really finishes off the muscular look and tells the car at your 4:00 to 6:00 that your truck might not be the average firewood hauler.

11 12: Now that our MBRP 5-inch turbo back exhaust, Edge CTS tuner/monitor and Snow Performance system were installed, it was time to put our tow rig on the dyno at backwoods tuner shop Dirty Dirty Racing owned by our buddy Willie Lynch. Willie has a mail order performance parts business but specializes in tuning.


13: On a diesel you don’t have anything to hook up an inductive pickup to log RPM so you have to use an optical laser sensor aimed at a tape strip on your balancer. Willie says he uses it on gas motors as well because of its smoother output signal without the noise problems typical of inductive spark plug wire pickups.



february 2015 | RPM Magazine


14: The soot and steam rolls out the big MBRP 6-inch tip with the Edge CTS turned all the way up to level 3 and the Snow Performance water/methanol injection pumping. With the CTS turned down to level 1 Tow Safe mode there is hardly any coal rolling and that is where our working truck will stay most of the time.

stroke up to Dirty Dirty Racing in Bedford, VA to get the dyno numbers promised last issue. We were tickled to see that we had improved the output of the old reliable 7.3 that will make towing heavy loads much easier. We made four pulls on it to identify the improvements and got some pretty stout numbers. The final pull was made with the truck set up like we plan to use it. Instead of the all-out Prius driver heart attack inducing mode, we set the Edge CTS on level one “Tow Safe” mode and the Snow Performance Tow Max water/meth system at a reserved 80%. The truck put down a real 624ft lbs peak torque to the tires. Stay tuned though, as this thing is gonna be an all-around cool tow machine and workhorse when completed.


15: We made four good pulls on the dyno with the truck set up four different ways. Run #1 was our strongest pull with the Edge CTS turned all the way up to level 3 and the Snow water/meth dialed in at 80% max injectio, which produced 369hp and 664ft lbs of torque. Run #2 was still with the Edge CTS on level 3 but with the Snow system turned off. Peak numbers were only down 33.8hp and 27.8lbs, but turning off the Boost Juice cost us 42.2ft lbs of average torque. Run #3 was with the Edge turned back to the stock Ford tune and the water meth off. The only thing the truck has at this point from stock is the MBRP turbo back exhaust and an open element air filter. Like we expected, the truck only made 230.7hp

and 492.4ft lbs, but that’s still about 30hp more than the average bone-stock pull. Not only is the exhaust an upgrade in looks, sound, and power, the free flowing system helps lower exhaust gas temps, too. Run #4 is our most valuable. This one is set up just like we were towing, with the Edge CTS turned down to level 1 Tow Safe mode with the water meth on. This setting keeps our engine in a safe happy working zone and we can pull heavy enclosed trailers on long road trips without worry and still have plenty of useable power. The old 7.3 made 341hp and a stump-pulling 624.5ft lbs of torque. That is only 40.4ft lbs down from the maxed-out freight train set up. Now that will get the job done!

SOURCES Summit Racing www.summitracing.com 800.230.3030

Carter’s Towing Salem, Virginia 540.389.8608

MBRP Performance Exhaust www.mbrp.com 888.636.7223

Dirty Dirty Racing www.dirtydirtyracing.com 540.875.8722

www.rpm-mag.com | february 2015



ENGINE MOCK UP >>Mocking up the engine and tricking out the Weiand intake in our third gen Camaro Project by

Blake Robinson


earheads have been modifying cars and chassis for years to stuff larger engines in. Although our Third Gen was equipped with a little ol’ V-6 from the factory, there were a large number of Camaros produced with small block Chevy engines. While this will be beneficial to us in that the factory front sub-frame is equipped to handle our small block, we are still choosing to do an engine mock up to ensure that all of our aftermarket and fabricated parts fit properly. After chasing a lead on a mock up engine that we could use for several months left us


empty handed, I was contacted by Lucas Wright, a member of a local car group called Push Rod Performance. He offered us the use of their plastic SBC mock up engine for our build after reading a post a made online. These replica engines are designed to be used in place of your real engine for test fitting parts. Weighing in at less than 50 lbs., this long block will allows us to easily move around the engine during the fitment of our mid-plate and give us a foundation upon which to bolt our other components. The mock up block uses steel inserts for the bolt holes and all specifications are held to OEM tolerances.

february 2015 | RPM Magazine

We started by removing the components that were installed on the mock up engine to allow us to install the parts for our specific build. The mock up 350 turbo transmission was removed next and a template of the mid plate was made before installing our gutted powerglide case to the mock up engine. The mid-plate we will be using is from Chris Alston’s Chassisworks, part number 6027. This steel mid-plate is designed to bolt between the engine block and the bell housing. It is sculpted to fit the firewall of production cars and bolts onto the frame rails by fabricating your own mounts. The plate is made of .100” thick

steel and is laser cut to fit small block Chevrolet engines. The template was pretty simple and straightforward and we started by tracing the mid-plate onto a piece of cardboard and then cut it out. The holes for the transmission dowels and mounting bolts were then made using hollow punches. By using a template, we eliminated the potential of ruining our mid-plate by making a wrong cut. Once all the cuts were made to the template and the fit was double checked, we transfered the template shape to our mid-plate and made our final cut. With the template in place, the gutted powerglide case was installed.

1: Even though this mock up engine will never fire up, we’re still excited about seeing it and the rest of our components installed.


2: Our first order of business was to prepare our intake manifold for the mock up process exactly as it would be for the final install. We started by installing a -16 AN bung. A smaller drill bit was used for a pilot hole and we gradually stepped up to the 1-inch bit needed to acheive proper fitment of the bung.

4 Next up was our Weiand Team G intake manifold, part number 7531. Weiand developed the first-ever aluminum intake manifold in 1937 and 30 years later, they developed complete blower drives for the GMC 6–71 supercharger. Today, Weiand is still at the forefront of intake manifold and blower development as well as high flow water pumps. Some key

changes were necessary on our intake manifold before our actual mock up could be completed. First was the installation of a -16 AN male fitting on the intake for our upgraded cooling system. On a side note, AN Stands for Army/Navy and was designed as a standard by the United States military to establish a common sizing system for hoses and fit-


3: The bung was then TIG welded into place

4: We did a bit more fabrication to create our own water pump spacers and fittings for our new cooling system and saved quite a few bucks in the process.

www.rpm-mag.com | february 2015




5: Here are the finished block adapters for our remote water pump. They will bolt right into place and allow connection to -10 AN fittings.

tings. Some people are confused by the sizing of AN fittings, but it is really pretty simple. Dash sizes are expressed in 1/16th of an inch, so if you had a -8 line, you would place an eight over sixteen, which would give you 8/16ths. This number can of course be reduced to 1/2”. Likewise, -10 would equal 10/16ths which reduces to 5/8” and so on.


6: Eric used a blast cabinet for our intake, but ELCO has a large blast shop that can handle several frames and or cars at one time.

Fellow racer Buddy Sowders’ started the intake mods at his shop by drilling the intake out to accept the fitting then TIG welded it into place. We figured we would kill two birds with one stone and asked Buddy to weld our -10 AN male bungs to the aluminum water pump spacers we had purchased online as well. This fabrication would create a pair

february 2015 | RPM Magazine


of block adapters for the remote water pump system we will be using. First, Buddy ground down two sides of the bungs to allow the mounting bolts to have proper clearance, then centered the bungs on the spacers and welded them into place. Next, we wanted to powder coat the intake manifold. Powder coated finishing is tough, durable,

7: In preparation for blasting and powder coating, transparent polyester tape is applied to the gasket surfaces of the intake and threaded holes are filled with silicone plugs.

and looks great. The technique is used as both a functional protective and decorative finish. When applied properly, it reduces the risk of scratches, chipping, abrasions, corrosion, fading, and other wear issues. Powders are available in a seemingly limitless range of colors and textures and

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8: Billy started applying the powder to the intake himself. Even though he now owns ELCO, he continues to use the same work ethic that made him a successful business owner. A flashlight was used periodically to check the powder coverage on the manifold.

this upgrade will make keeping our intake clean a breeze. A process called electrostatic spray deposition is typically used to achieve the application of the powder to a metal surface. This application method uses a spray gun that applies an electrostatic charge to the powder particles


9: Billy and Eric placed the rack in the oven with several others to begin the curing process. This oven is huge and it allows ELCO to do batch baking.

which are then attracted to the grounded part. After the powder is applied, the parts enter a curing oven where, with the addition of heat, the coating chemically reacts and bonds to the metal. After asking around, we opted to take our intake manifold to ELCO Powder Coating, a well-re-


10: The filler neck and hoist plate were installed on the manifold prior to placing it on the mock up engine. The completed -16 AN bung is pictured on the left.

spected local company in Central Texas. From beginning in the commercial market of liquid painting bridges and dams, then progressing into a state-of-theart powder coating operation, the idea of service and satisfaction has remained their priority for over 25 years.

Billy Gaines (once an employee, but now the owner of ELCO) paired us up with Eric Steinke who began the process by blasting the intake with an environmentally safe media blast material called “Black Beauty.” Eric placed the manifold in the blast cabinet and went to

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$84995 www.rpm-mag.com | february 2015



11: Once the midplate template was traced on the cardboard, we used hollow punches to make clean bolt holes for the fasteners. The finished template seen here does not have dowel holes because the mock up block didn’t have them on it.


work. After flipping the manifold several times and checking to be sure that he had hit every nook and cranny, he thoroughly cleaned the part using compressed air. The manifold was then masked off using a high

heat resistant polyester tape. This tape removes cleanly from surfaces without leaving a residue and can withstand temperatures up to 600o F. All of the manifold’s gasket surface areas were covered during this process and sil-

icone plugs were installed in the threaded holes of the manifold. Our manifold then made its way to the spray area. Here it was hung on a rack and grounded securely to ensure good conduction. A solid ground

maximizes the powder charge holding capacity of the part. Billy began spraying the silver powder and checked for proper coverage using a flashlight. Once the manifold was thoroughly covered, it was off to the oven.

Designed to meet the demanding

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8 7 7. 9 3 5 . 3 6 6 1 W E L D O N R A C I N G . C O M


february 2015 | RPM Magazine

RPM PROJECT CAR 12: The template for the mid-plate was placed between the transmission and the block as seen here, and we are now ready to slip the assembly between the rails of the Project Back On Track Camaro.

ELCO has a huge oven that measures 27x11x10 feet that operates on propane and can provide 1.6 million BTUs. Billy explained that the curing process that takes place in this step is very important. Baking temperatures vary by the type of metal and its thickness. Improper baking temperatures and the amount of time the part is left in will dictate how well the powder bonds to the part. In our case the manifold was baked at 415o F for 15 minutes.

With the manifold changes now completed, we then installed the finished piece on our loaner mock up engine, followed by a pair of fabricated valve covers. The mock up engine was now ready to be placed in the chassis. Join us next time as we complete the mid-plate & motor plate installations and we continue with our cooling system modifications as we get our third gen Camaro project Back on Track!

SOURCES Chris Alston’s Chassisworks www.cachassisworks.com 888.388.0297

Holley Perf. Products/Weiand www.holley.com 270.782.2900

ELCO Powder Coating www.elcopowdercoating.com 254.836.4581

www.rpm-mag.com | february 2015




>>Virginia Rod Company gets cranking on an all-new chassis complete with twin funny car cages story by Toby Brooks

photos by Donald Williams, Bobby Starcher, and Jerry Gary, Jr.


t has been said that good things come to those who wait. After over a year of slow to no progress followed by a flurry of awesome activity in the past month, we’d say our project is proof positive that that sentiment is dead-on accurate. Unfortunately, some of our progress has been stalled by previous mistakes and missteps, but with our Pro Street 2.0 Mustang in the capable hands of Donald Williams

and Bobby Starcher at Virginia Rod Company (VRC), we are steadily making progress and hope to have the ol’ girl rolling by the time you tune in for next month’s installment. First things first, as we shared with you last month, the VRC crew drove to Cincinnati to pick up our project car as it had been sitting for the past several months. Once they returned to the confines of their shop in Newport

ON THE DOWN LOW Things are looking pretty good on our project these days, as evidenced by this shot showing the incredible low-slung stance the Horse will have courtesy of VRC and RideTech. The fuel filler door will need to be shaved and we are still debating on a few other body mods, but when the stance is this nasty, we figure why mess with a good thing.


february 2015 | RPM Magazine

YOU GOT THE WRONG GUY... Actually, we got the RIGHT guys. Virginia Rod Company (VRC) has taken our project from chassis purgatory, starting from square one and have helped get us back on track. As you can see, VRC has completed an incredible amount of work in less than a month. There are no cut corners either, as the quality of their work is second to none. The dynamic duo of Donald Williams and Bobby Starcher are quite a team, and a real pleasure to work with, as well. They have anticipated potential problems and asked all the right questions at all the right times, eliminating lost time and wasted dollars along the way. Here, Bobby poses behind his latest masterpiece, our twin funny car cage. Although it might look like a chrome moly jail cell to some, anyone who has been around fabrication knows just how difficult it can be to build this kind of mirrorimage symmetry out of anything, let alone 4130 moly tubing.

www.rpm-mag.com | february 2015


1: We got a fresh start on the chassis build. Here the VRC crew has set up their new jig and placed the main rails that will serve as the starting point for a 6.00cert chromoly round tube chassis.


2: With the main rails down, Donald and Bobby proceeded to place the intricate floor bracing and the main hoop. Everything is tacked until all fitment is complete.



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february 2015 | RPM Magazine

3: Here you can see the unique curved bar that VRC added to further beef up the midpoint of the chassis. We are insanely jealous of the craftsmanship these guys possess. Everything fits so perfectly!


4: The back half took shape quickly, too. It is hard to believe, but this photo was taken just three days after VRC started...and is further along than our previous shop got us in over a year.



5: Here’s what separates the men from the boys. Tight fit and symmetry of the A-pillars is perfect. No swing setlooking front tubes here!


6: Within the span of just a few days, the chassis rebuild was well under way and progressing nicely. The rear portion of the chassis will be just wide enough to accomodate Aeromotive’s 15-gallon fuel cell in the center and we will mount a pair of Optima batteries in the trunk, as well. 7: With the main structure in place, you can see where the WildSide Composites wheel tubs will eventually be installed. In this pic, VRC’s Bobby Starcher mans the Mittler Brothers tubing notcher, making speedy work of our car’s killer new full tube chassis. Starcher handles most of the fitment while VA Rod Co owner and founder Donald Williams does much of the final TIG work.

News, VA, they surveyed the parts and pieces and decided to start from scratch rather than attempt to finish the in-process chassis as we had originally intended. The reasons were numerous, and we agreed. One of the main concerns with the previous chassis was being built to a 7.50 cert—clearly not adequate for today’s ultra fast street/strip machines. Our new design will cert at 6.00 seconds, meaning it is not only safer, but more versatile and valuable in the future without costly updates. Another issue VRC discovered was with the designed mounting


points for the S&W Race Cars 4-link out back on the old chassis. Coupled with RideTech Shockwaves, the suspension was intended to provide at least four to five inches of adjustable ride height out back. However, the setup as previously installed was three inches too low in the chassis. As a result, moving forward with the previous design would have resulted in a lower 4-link bar riding at an angle of 2030 degrees—no good for consistent

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www.rpm-mag.com | february 2015




8 & 9: The rear section of the frame quickly took shape. Notice the raw skeleton in progress on the left compared to the fully triangulated and supported version on the right.


10: This shows what our rearend-tochassis geometry would have looked like with the car set to normal driving ride height on the old chassis. With the forward 4-link brackets mounted too low, the 4-link bars would have both been poorly positioned and both traction and handling would have suffered. Considering that the Ride Tech Shockwaves allow an additional 2-2.5-inches of travel up or down from this position, our pinion angle would have been terrible from normal and likely unusable in the fully down position. 11: However, with the forward mounts repositioned three inches upward (away from the track surface), 4-link geometry was restored to optimum.

hook-up. VRC’s Bobby Starcher redesigned the rear and got the lower bar aligned as intended, parallel to the road or track surface. To make matters worse, we also discovered that the S&W fabricated rear housing that had been setup by the previous shop had not been narrowed enough to accommodate the adjustable ride height. Had we used it as-is, our massive Mickey Thompson Sportsman SRs (street) or Goodyear slicks (strip) would have hit the inner surface of the quarter panels and surely caused considerable damage to the factory sheetmetal the first time the Shockwaves deflated and the car settled to its dropped height. After reassessing the situation, Williams and Starcher determined that the housing needed to be narrowed

11 www.rpm-mag.com | february 2015





february 2015 | RPM Magazine


12,13, & 14: With the floor and main hoop in place, it was time to begin on the wild twin funny car roll cages. With the back portion installed, it looks a bit like a headache rack on a tractor trailer. To quote VRC’s Donald Williams, “We’re going to have to hinge the back window just to clean it!” Hmmm... there’s a thought. Stay tuned for more on that one!


16 15 & 16: Now for the hard part. Nothing looks cooler than a funny car cage, so we figured why not do two? It certainly isn’t new (Canadian Al Hinds did it in his Beretta way back in 1989), but it is still unique. The problem is that it is very tricky to get a mirror image and dead-on symmetry during fabrication. VRC said no problem at all and got to work. The results speak for themselves.


17 & 18: With the doors back in place, Starcher began fitting the door bars and the lateral portions of the twin funny car cages. No room for a back seat in this beast!


an additional five inches to tuck the wheels and eliminate any clearance issues. It is likely that our bulletproof Moser 40-spline axles will need to be sent back in order to be clipped and re-splined, too. Bummer. The hits just kept coming, too. We had selected a Summit Racing Mustang II rack and pinion setup, but after narrowing the track width in the rear it was clear that that unit

www.rpm-mag.com | february 2015




19: This is what we were after. The two cages are aligned so precisely that looking down through the side of the car, an onlooker wouldn’t ever suspect that there are two.


february 2015 | RPM Magazine


20: With the cage all sorted, the crew placed the factory dash into position for mockup. While there is no question the cage is wicked cool, ingress and egress will be a bit of a challenge. At 6’4” tall, I may post vids of me getting in and out on our YouTube page just to make you laugh.

would be too wide for our application. Summit also carries a Pinto unit that is significantly narrower than the unit we had, so we opted to swap out the MII unit for the narrower SUM-770610. We also ordered up a billet mounting bracket from S&W. To add to our parts ordering woes, the seats we had selected previously, a gorgeous pair of comfy Pro Car Rallye Smoothbacks typically seen in street rods and

pro touring builds, were now going to be far too wide to fit between the door bars and the dual frame rails running down the center of the cockpit. After considerable searching, we located a pair of lightweight aluminum road race seats that would fit and ordered them from Summit, as well. They won’t be as cushiony or comfy, but they will fit and in actuality will be far safer in the event of a crash.

21: How cool is the miniature X-brace in the roof?



22, 23 & 24: The moment we’ve been waiting for! Although the awesome S&W fabbed 9-inch housing will have to be pulled back out to be cut down another five inches, Starcher got it in position just long enough for us to drool over it.



With parts and pieces for this stage of the build sorted out, it was time to get some tubing cut, notched, bent, and tacked into place. Donald and Bobby worked quickly to construct the floor and main hoop before starting on the rear and the incredible mirror-image twin funny car cages. Practical it ain’t. But man, does it ever look killer! We have held off on any front suspension fabrication because our engine is nearly com-


25: To narrow our front track width and also cut down on weight, we had to swap our Summit Racing power Mustang II rack & pinion (bottom) with a smaller and narrower Summit Racing manual Pinto unit (top). We may do an electric assist power steering system similar to what Tom Bailey will be using on Sick Seconds 2.0.

plete at Jon Kaase Racing Engines. With the wild crank-mounted Supercharger Store twin ProCharger system, an Aviaid/Olson Motorsports/ Moroso dry sump oiling system, not to mention the enormous Boss Nine heads, we decided it was best to wait until the engine was on-site and could be slid into position before setting out to design the front suspension. Our hopes are high that the engine will be delivered before the end of January

and then things can really begin to heat up. So no, things haven’t gone exactly as planned. Yes, we’ve squandered a sizable chunk of cash ordering the wrong parts, shipping things back, and paying people and places previously for work not done. But the good news is that we are in good hands and at long last our project is screaming ahead at full speed. Strap in and hang on, because it is going to be a wild ride!

SOURCES Stock Car Steel and Aluminum www.stockcarsteel.com 919.774.1297

Summit Racing Equipment www.summitracing.com 800.230.3030

S&W Race Cars www.swracecars.com 800.523.3353

Virginia Rod Company http://on.fb.me/1FILssu 330.928.9092


www.rpm-mag.com | february 2015



1. We walled off the first 12 feet of our shop to create a new 30x12 office, bathroom, and utility closet. By doing the bulk of the work ourselves and scoring some good sales at local stores and on Craigslist, we saved thousands. We even painted some Shelby stripes on the walls just for fun.

: PA>>RTWe9finish up our office space thanks to some

DIY painting, plumbing, and carpentry work

RPM’s continuing do-it-yourself shop series shows how you can put together your own modern workspace, too! story by


Toby Brooks

t is hard to believe, but we have eclipsed one year since we first took delivery of our Nucor Building Systems 30x50 foot utility building and brought you along every

step of the way as we tried to do as much of it ourselves. Along the way, we hired a shady concrete contractor, broke a few underground irrigation lines, and hired out some plumbing work but have otherwise managed to stick to our goal of



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february 2015 | RPM Magazine

doing the majority of the work ourselves in creating our RPM Hardcore Horsepower Garage Initially, we had planned to detail the install of a pair of jackshaft garage door openers from our friends at Gatehouse Remote Controls & Entry Sys-

tems. However, the combination of the holiday season and uncharacteristically bad weather had us scuttling indoors to complete some work on the office portion of our shop. Once again, we did everything we could on our own, hiring out

RPM GARAGE only plumbing and drywall finishing to local contractors. Since the space had already been framed and all of our electrical and CAT-5 wiring was already complete, all we had to do prior to hanging drywall was to insulate all walls and the ceiling. Once again (as described in a previous installment), we purchased batt insulation from a local home improvement center, opting for R19 in the exterior walls and ceiling and R13 in the lone interior wall dividing the office from the shop. Once insulation was complete, we stopped scratching long enough (just kidding...we wore proper protective equipment) to hang the drywall on the walls and the OSB on the ceiling. In order to

protect the ceiling from cracking when we use the space above for storage, we opted for a paneled surface with seams. Although it probably would not be satisfactory in a home, after priming, painting, and trim, it really turned out pretty nice. Once the drywall was hung, we hired a local contractor to finish taping, mudding, and texturing the walls before we painted and finished all trim. The OSB on the ceiling required priming prior to painting, then we installed additional trim and all overhead lighting. In the bathroom, we found a nice space-saving all-glass shower and a deep laundry tub that we installed after sourcing them locally. With the plumbing stubbed in, we installed



3. Once we hung all the drywall, it was time for taping and bedding (mudding) as well as texturing. We hired a local laborer who does drywall install to moonlight on our job, and he completed it in about three days for $500, money well spent for poor drywall workers like us!

2. Here’s our bathroom area in process. The flange has been placed in the floor for the toilet and the supply line is stubbed in. Installing the plumbing was left to professionals and required busting out a portion of the floor. Total cost for plumbing rough-in and connection to supply line and sewer was around $3200, which was more than we wanted to pay but midrange of three estimates we sourced. The green drywall on the left is moisture and mold resistant, so we used it in the area where the shower would later be placed.

www.rpm-mag.com | february 2015


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4. With the drywall complete, it was time to move on to paint and final finishes. We bought this cool slate tile on closeout at a local home improvement store and laid it after setting the shower pan (seen left) in place. Prior to flooring, we primed and painted the OSB on the ceiling and painted the walls, too.

5 6

5. We opted for a tankless water heater to save space and reduce energy cost. Initially, at around $250, we thought the unit would be cheaper than a traditional tank unit (typically $400 or more). However, we discovered that the wiring we had used was inadequate for the tankless unit, so electrical supplies cost us another $150 and wiped out any potential up-front savings. In use, it seems adequate for our needs in the small space but would probably be insufficient for much more.

6. Shower walls went up next. The unit we selected is a space-saving corner type that went in quickly and easily. Once the two fiberglass wall panels were mounted up and properly sealed, all that was left was to install the door and two small side panels. In total, it took about three hours including finish carpentry work. The stool went in easily, as well, using a new wax-free ring. In total, for the shower, sink, stool, and other fixtures we spent about $1,200.


7. A deep laundry tub with a pull-out sprayer handle will be handy for a number of tasks, such as cleaning parts. fixtures that were scored from eBay. The end result is something we are proud to say we did mostly ourselves. Once all the fixtures were installed, we needed to plumb in a new tankless water heater. We figured with as little hot water as we will actually use in the shop and office, it would be

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www.rpm-mag.com | february 2015


RPM GARAGE 8: Here’s the finished product in the bathroom with the shower complete.




12: With carpet, tile, paint and trim all complete, it is time to get back in the shop!




9-11: We found a great trick on YouTube for securing nail-down carpet tack strips to concrete. First, using a Sharpie we marked where the nails on the strip needed to be secured. Then, using a masonry bit and drill, we drilled the concrete at each mark approximately two inches down into the surface (9) and plugged the hole with a dowel rod. We used a trim saw to cut the dowel flush (10), then nailed the tack strip in place. Next, we laid the carpet pad and carpet and installed it using a knee kicker, carpet knife, and heavy duty carpet tucking tool (11). Including tools and materials, we spent about $250 to carpet the room, but now we have the tools to keep. far more energy efficient and trouble-free than a traditional 40 or 50 gallon tank-type unit. It also saved space in our storage closet. Bonus! Our last task was to carpet the main

february 2015 | RPM Magazine

area and finish all the trim. We scored a great deal on brand new carpeting and pad on Craigslist, paying just over $100. With a knee kicker and tack strips purchased at the home improvement

store, we installed it ourselves, saving another $200. After installing all lighting and trim (even crown molding!), our space was finally complete. Tune in next month when we finally

install those high tech garage door openers from Gatehouse Remote Controls and Entry Systems. We’ll be able to control our garage doors from our iPhone from anywhere!

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For over 30 years, COMP Cams® mission has been to design and manufacture the best performance products possible. That mission continues today because COMP Cams® has never forgotten that performance is defined by great design, great manufacturing and great customer service. Ask your Parts Pro Sales Rep which Cam & Lifter Kit is right for your combination.

Reversible Electric Fans

Designed to be used as a primary or auxiliary fan. These fans free up wasted horsepower and increase gas mileage when used as a primary fan by replacing the stock fan (where applicable). When used as an auxiliary fan, they will provide additional cooling in an engine prone to overheating. Available in sizes from 10"-18" dia.

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Performance Available for S/B Chevy, Transmission B/B Chevy & S/B Ford Mounts Performer A true performance mount for cars, trucks, hot rods. Designed for racing, yet popularly used for street vehicles when more horsepower is added. Soft running enough to absorb vibrations for street use yet rugged for racing use. Helps control torque on high performance vehicles. Many transmission applications available. Ask your Parts Pro sales professional for details

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Designed for custom installation. These wires are terminated at the plug end only, and include enough wire length and terminals to fit HEI or NonHEI distributors. A coil wire is included when required. There’s even a wire stripping tool to simplify the termination. And like all Moroso Blue Max™ wire, each is individually tested for unsurpassed quality control. • Terminals and boots are factory installed on the spark plug end of the wire • Includes wire stripping tool for quick and easy install.

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Virtually everything you need comes completely organized in one convenient package! Each and every fastener is superior in strength to the OEM bolts. Being stainless steel they also have the added benefit of being virtually impervious to rust and corrosion.

Stainless Steel Engine & Accessory Triple Dog GT Bolt Kits Gauge/Tuner

Available for Diesel or Gas The Triple Dog GT is four products in one remarkable unit: a vehicle engine tuner, monitor, gauge, and diagnostic device all in a single unit. The remarkable GT transforms the utility of your vehicle by increasing horsepower, improving fuel economy, and providing a comprehensive set of monitoring features and diagnostic functions. Available for Chevrolet/GMC, Ford, Dodge, Jeep, Toyota, Nissan and Infinity applications

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CDI Ignition Control

PN 5520

Perfect for budget minded enthusiasts. The ignition offers capacitive discharge technology and will fire a series of multiple sparks that lasts for 20° of crankshaft rotation when the engine is running under 3,000 rpm, producing great throttle response and smooth idle.

Micro Electric Fuel Pumps Easy installation with simple two-wire design! PN 12D Diesel Applications (not Fuel Injected) 35 GPH, 4-7 PSI PN 12S Carbureted Applications (not diesel) 35 GPH, Domestic 4/6/8 Cyl. or E85 35 GPH, 4-7 PSI .

PN 12E Transfer pump for Ethanol, Methanol,

Universal Chassis Harness Assemblies Whatever Your Project Classic Car, Truck, Jeep, Muscle Car or Street Rod, Painless® can

hook you up!

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RPM Magazine February issue 2015  

THE RIDES COVER CAR - Mach-O-Man - Terry Leggett's creation is just like his first car...only faster! EZ Does It - Sam Furfaro's cool n...

RPM Magazine February issue 2015  

THE RIDES COVER CAR - Mach-O-Man - Terry Leggett's creation is just like his first car...only faster! EZ Does It - Sam Furfaro's cool n...

Profile for rpmmag