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ADVERTISING SALES For advertising information contact

TRISH BIRO Art & Graphics Director: Toby Brooks Special Events Managers: Chris Biro, Raymond Knight Special Events Sales: Trish Biro: 519-752-3705 Subscriptions/Address Changes: Circulation General Inquiries: 519.752.3705


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

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email To subscribe to RPM go to or email Trish Biro at, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including; Race cars, Musclecars, Hot Rods and Street Legal machines with an emphasis on the “EXTREME,” including Fast Doorslammer and Outlaw forms of Drag Racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on-the-edge with 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 16 years and has support locations in Ontario, Canada, Alabama, Wisconsin, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at: editor@ Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

Publication Return/Address Change Information USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 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



Chris Biro




n our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today!

Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at and completed online! Or by simply emailing Do it today!

COMING NEXT MONTH: Meet John Sears.................................................. The man behind the X, the Bad Blue ‘Bu

Exclusive features................................................................

War In The North, SM Nats, Pro Street Night, and more...event coverage that will blow mind, in print ONLY IN RPM!



july 2015 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 96 Accufab Inc............................ 31 Aeromotive........................... 79 AFCO..................................... 30 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 49 Applied Racing Components (ARC).................................. 88 ATI Performance Products..... 76 Auburn Gear.......................... 91 Autoglym............................ 100 AVAK/Ridgegate Tools......... 103 Baer Brakes....................10, 110 BES Racing Engines............... 64 Bill Mitchell Products.......46, 66 Blower Shop............................ 5 Borla................................... 108 Browell Bellhousing.............. 42 BTE Racing............................ 81 C&C MotorSports................. 113 Calvert Racing Suspensions... 37 Canton Racing Products........ 30 CFE Racing Products.............. 22 Chassis Engineering...........8, 64 CN Blocks.............................. 20 CNC Motorsports................... 40 Coan Engineering.............26, 52 Competition Products........... 87 COMP Cams......................... 112 Crower.................................. 24 CVR Products......................... 62 DART..................................... 15 DEEZ Performance................. 99 Design Engineering............... 36 Diamond Pistons................... 27 DIY Auto Tune/MegaSquirt EFI..................................... 50 Drive Train Specialists (DTS)... 79 Dynotech Engineering......... 110 Earl’s Performance Plumbing.99 Ed Quay Race Cars............... 113 Edelbrock.............................. 19 Energy Suspension................ 51 Engine Research & Development (ERD)........... 32 Erson Cams.......................... 102 Fuel Air Spark Technology (FAST)............................... 44 FastMotorsports.................... 43 Fast Times Motorworks......... 23 Flowtech Exhaust................ 106 G Force Racing Transmissions.34 Greyhound Package Expresss.29 GZ Motorsports................... 102 Harland Sharp......................... 9 Holcomb Motorsports........... 90 HoleShot Wheels................... 13 Holley...............................35, 80 Howard’s Cams...................... 96 Induction Solutions............... 21 Innovate Motorsports............ 54 JE Pistons.............................. 43 JE Pro Seal Gaskets................ 77 Jesel...................................... 13 JET Performance................... 46 J&K Converters...................... 34 Jon Kaase Racing Engines... 106 LenTech Automatics.............. 47 Lokar Performance Products.107

LUCAS Oil Products.................. 2 Lunati.................................... 16 Magnuson Superchargers.... 109 MAHLE Clevite Inc................. 86 Manton Pushrods.................. 34 MAV-TV................................. 83 Meziere Precision Mfg............. 8 Mickey Thompson Tires. 7,22,67 Midwest Converters.............. 85 Mile High Crankshafts........... 12 MSD Ignition......................... 20 Neal Chance Converters....... 104 New Century Performance.... 15 Nitrous Express...................... 95 Nitrous Pro Flow.................... 85 Nitrous Supply...................... 45 Outlaw 10.5 Racing Assoc..... 66 Parts Pro Perf Centers.......... 116 PBM Performance Products... 47 Performance Improvements.. 10 Perf. Plus Connection.......11, 53 Powermaster Performance.... 88 Precision Turbo/ProInjectors.. 82 ProCharger.......................... 111 Proformance Racing Trans..... 23 Pro Systems Carburetors... 29,48 Philadelphia Racing Products (PRP)...............................9, 14 PTC........................................ 50 Quick Fuel Technology........... 65 Quik-Latch Products.............. 92 Racecraft............................... 55 Racepak................................ 92 Racequip............................. 105 Racing Radios.......................... 7 RAM Clutches........................ 78 Renegade Racing Fuels......... 33 Rev-X Oil Products............63, 84 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars...................... 18 Scorpion Racing Prods......33, 65 Shafiroff Racing Engines..12, 26 SM Race Cars......................... 94 Smith Racecraft..................... 97 Southern Fried Festival.......... 90 St. Thomas Raceway.............. 65 Steve Morris Racing Engines. 25 Strange Engineering............. 41 Summit Racing Equipment. 115 Taylor Cable Products............ 80 TCI Automotive...................... 98 Ti64..................................... 109 Tom’s Upholstery................... 32 Trick Flow.............................. 39 TRZ Motorsports.................... 46 VP Racing Fuels..............38, 101 WASP Cam............................ 95 Weinle Motorsports.............. 53 WAR In The NORTH................ 17 Weldon High Performance.... 93 World Products..................... 47



WWW.ROSSPISTONS.COM | 310.536.0100 | july 2015


july 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!



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



WAR By The SHORE..........................................66

The 2015 WAR By The SHORE Real Street Showdown is REAL!

Neighbors at War...............................................84

Trading Up....................................................56

The WAR In The NORTH heats up with serious competition for the King’s crown... from one of their own!

RJ Miolla dealt his way up to this sleek 7-second 1955 Chevy Cameo Drag Truck

Rocky Mountain High.................................. 94

RPM Magazine helps kick off all-new drag-and-drive event for the summer of ’15!

sacrilegeLS........................................................................ 8 Oldsmobile expert Bill Trovato’s new ride is a rocket...but not like you’d think




Beyond Sick: Part 5......................................................22

The one-off billet block finally arrives for Tom Bailey’s ground-breaking 4,000-plus horsepower mill

For the Jacket.......................................................... 40 Bundle up, because this all-steel eight-second Chevelle might just blow you away!

The Change-Up: Part 5..................................................32

Glenn Hunter’s ’56 Chevy swap from a single supercharger to twin turbos is complete!

Garage Tech: Part 13......................................................53 We add custom bead blasting capabilities thanks to US Cutter



july 2015 | RPM Magazine | july 2015



ace the facts: if a man knows enough about anything to write a book about it, he’s probably an expert (or darn close). The hours upon hours of research, writing, revising, and writing some more builds a familiarity that simply cannot be forged any other way. For BTR Performance’s Bill Trovato

of Rochester, New York, that particular niche of expertise just happened to be building horsepower from a relatively unorthodox platform: the Oldsmobile V-8. Not that the Oldsmobile power plants were or are poor performers, per se—it is just that the scarcity and price of high performance Olds parts make them a bit of a novelty

for most drag racers and high performance street machine enthusiasts alike. Nevertheless, Trovato managed to make a name for himself with over 30-years of drag racing experience, and he literally wrote the book on the most effective ways to squeeze horsepower from the Olds-

Chassis Engineering’s Four-Link Suspension and Subframe Kits

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july 2015 | RPM Magazine

The chassis prof30esyesioarnas ls for over

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mobile platform (How to Build Max-Performance Oldsmobile V-8s, 2010, CarTech Books). That said, when Trovato decided it was time to build a new car to compete in the NMCA Xtreme Street class shortly after the publication of his book, he knew he wanted something that was bulletproof, easy to main-


july 2015 | RPM Magazine

SEVEN COILS SHORT The well-built 438-cube LSX engine boasts an MSD ignition system with a single coil, clearing the billet valve covers of the usual coil-on-plug arrangement. | july 2015



july 2015 | RPM Magazine

SACRILEGELS FIT TO BE BOWTIED Although Trovato is a well-known and well-respected Oldsmobile expert, he decided to stray from the beaten path on his newest creation and try his hand with a Chevrolet. tain, and relatively easy to squeeze ponies from. As a result, the well-recognized and highly respected Oldsmobile expert put together a 438 ci‌ Chevrolet LSX? In a word: yep. The first order of business was to build a car suitable for nearly four digits of naturally-aspirated bowtie horsepower. Trovato opted for a fifth-generation Camaro bodyin-white sourced from Scoggin-Dickey Chev-

rolet in fabulous Lubbock, Texas. The bare shell was delivered to Dillinger Pro Car (DPC), where the crew of Patrick Budd, Nick Carleton, and Chris Panny got to work on a class-legal 10.5 setup that would hug the pavement and provide plenty of straight-line hook for the new-gen Bowtie engine. A custom 4-link rear with a fabricated 9-inch Chassis Engineering differential riding on Penske

shocks was installed out back, while a pair of Strange Engineering struts was fabbed in up front. The rearend was fitted with a Strange center section and 4.56 gears, while a set of four Aerospace Components disc brakes were installed to slow the forward momentum. While the bodyin-white provides an excellent starting point for a racecar, it is far from complete. Luckily, Trovato managed | july 2015



to track down a source for nearly all other parts, including items such as a factory dash, door panels, and various trim pieces. The car even has working power windows, proving it isn’t a completely impractical purpose-built racecar. The body was relieved of some heft with the use of a pair of carbon fiber

doors and a matching deck lid, and the factory hood was replaced with a pin-on cowl-induction unit to both reduce weight and add needed underhood clearance. Paint and body chores were adeptly handled by Steve Scavuzzo of East Coast Collision, who laid down the stunning mile-deep Kinetik Blue metallic hue.

FACTORY FRESH Whether it is the Kinetik Blue paint, the cowl induction hood, or the MT tires and wheels, everything about this car just works together aesthetically.


One of the lightest pointers on the market! mar Fully CNC-machined from 6061-T6 billet aluminum. All pointers have a 4 degree range of movement for finding that precise timing location. Stainless steel fasteners included.


Universal shifter handles made from a solid piece of aluminum and machined to a stylish lightweight design. All handles have an anodized finish and are a available in either clear, or black. The top of the handle is equipped with a stainless 3/8”-16 stud and jam nut for easy shift knob installation. These lightweight pistol grip shift knobs will compliment any shift handle on the market. Kit includes hardware to mount 3/8”-16, 3/8”-24, or 7/16”-20 thread types.


july 2015 | RPM Magazine


The most cost effective solution to mounting an electric water pump to your LS engine. These LS adapter kits are designed to mount a big block Chevy electric water pump to the front of your late model LS. Each adapter is O-ring sealed and comes complete with stainless steel mounting hardware.

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BODY IN BLUE The brand spanking new CamaroFive was sourced from Scoggin Dickey Chevrolet as a bare-bones body-in-white. Trovato found a local source to help finish out the car with all the necessary parts and pieces.

Now that we have a better understanding of the LS platform, we have redefined its architecture. Designed for racers by racers, we have combined our years of pro-stock inspired, championship winning engine experience and developed the NEW PRO1 LS3 cylinder head. With this new LS3 based head our intention is to lead the future as we led the past. – Richard Maskin


PRO1 LS3 Features: High flowing 280cc cast aluminum intake ports Machined with 2.165” x 1.600” valve job Copper infiltrated valve seats 8mm manganese valve guides 6 bolt per cylinder capability Uses O.E. and aftermarket valvetrain Accepts O.E. and aftermarket intake manifolds Peak Flow: 370cfm intake and 252cfm exhaust Bare or assembled to your specifications

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A pair of polished Mickey Thompson 15x4 Pro-5 ET Drag wheels have been fitted with MT ET Front tires up front, while a pair of 15x14-inch double-beadlocked Pro-5 ET Drag wheels and ET Drag tires have been mounted out back. The SFI-certified wheels provide

good looks and superb safety, while the sticky rear slicks provide plenty of bite. Moving inside, a number of factory interior components have been worked in with plenty of carbon fiber to provide a clean street/ strip appearance. A DPCbuilt funny car-style cage

FABBED-U-LOUS The Chassis Engineering fabricated rearend has been equipped with a Strange center section and 4.56 gears and rides on a custom 4-link with Penske shocks. Aerospace Components discs help bring the Chevy to a stop after another seven-second pass.






Lunati has the perfect camshaft for your drag race application. New state-of-the-art computer lobe profiles provide higher lift under the curve, resulting in increased power and throttle response. Tailored power bands also create more usable horsepower and torque for when it matters. Each camshaft utilizes a premium core made in the USA – and all adhere to strict quality-control standards.







july 2015 | RPM Magazine

SIGNATURE SERIES ROTATING ASSEMBLIES Our Signature Series Rotating Assemblies represent the strongest package of rotating components you will find for your engine. The kit begins with a pulsed-plasma nitride heat-treated crankshaft that is formed on a specialized, non-twist 4340 steel forging and features gun-drilled mains, lightened rod journals, micropolished journals and windage reducing, contoured wing counterweights. Additionally, each kit comes with premium I-beam or H-beam rods, your choice of Diamond or Mahle brand forged pistons and premium King or Clevite engine bearings.

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Lunati® has a legacy of helping racers find the victory lane. Utilizing race-winning technology, quality and craftsmanship, each component is tailor-made with the racer in mind to produce maximum horsepower, torque and reliability. | july 2015




july 2015 | RPM Magazine

keeps Trovato safe, as does a three-inch Racequip restraint system snaked around a lightweight drag seat. Auto Meter instrumentation and a Hurst Quarter Stick provide familiar—and effective—driver data display and gear selection duties, respectively. A quick release steering wheel eases ingress and egress

to and from the cockpit, and the massive carbon fiber tubs ensure room for pretty much any rear tire Trovato chooses depending upon the class he’s running. As cool as the fifth-gen rolling chassis might be, the real story here is the potent— and non-Oldsmobile—engine and trans combo. Trovato

started with a GM Performance Parts cast iron LSX block and poked and stroked it to 438 cubes. A Winberg crankshaft has been fitted with GRP connecting rods and CP Pistons for a bulletproof rotating assembly. A COMP Cams custom-ground bumpstick calls the shots on the T&D Machine Products valve train,

while a Jesel belt drive ensures rock-steady timing. A Moroso dry sump system and custom pan ensure the entire newage bullet stays adequately lubricated. Moving northward on the engine, a pair of heavily reworked GM Performance Parts LSX/LS7 cylinder heads have been ported, polished,

NOW YOU CAN GET AN EDELBROCK INTAKE MANIFOLD WITH A DIRECT PORT NITROUS SYSTEM ALL-IN-ONE-BOX! Our pre-plumbed intake manifold and direct port kits are ideal for racers looking to add a nitrous system without the hassle of tapping the manifold and plumbing the lines. We’ve taken all of the hard work out by supplying you with pre-formed hard lines that deliver optimal nitrous and fuel flow, as well as accommodating popular carburetor and air cleaner setups. Each kit includes an Edelbrock Victor level intake manifold with 4150 style flange, Performer Series fuel and nitrous solenoids, distribution blocks and high flow lines with E2 Series nozzles. These kits support up to 300 additional horsepower with jetting for 100 and 150 horsepower included. We make nitrous easy. AVAILABLE FOR SMALL-BLOCK AND BIG-BLOCK CHEVROLET APPLICATIONS Kit Assembled

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july 2015 | RPM Magazine


STAGED FOR SUCCESS With Trovato doing the driving and crew members David Mitchell and Phil Michaels helping turn the wrenches, the new-gen Camaro has gone a best of 7.77 seconds at 175 mph. Trovato is confident that with time to squeeze out even more performance, the new ride will push deep into the sevens.

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and otherwise loved on to ensure optimal flow thanks to the work of friend Marty Zimmerman. They have been mated with a MAST Motorsports intake, this time massaged by EIC Motorsports for peak performance. Fuel delivery for the mill is handled by a Dale Cubic-reworked Cubic Flow Modifications (CFM) Dominator-style carb. “Boost in a bottle” is delivered via an Edelbrock direct-port nitrous system managed by a Nitrous Oxide Systems Launcher progressive controller. With all the solenoids popped open, Trovato enjoys around 400 extra ponies at the slicks thanks to the juice. The engine relies on a full MSD

ignition, with a belt-driven front mount distributor and a single coil taking the place of the familiar LS-style coil-on-plug setup. Wiring for the car was managed via a Racepak SmartWire system and a Racepak V300 data logger tracks every run. All wiring was handled by 12-volt expert Dave Laurer. Backing the 940-horse LS is a Proformance Racing Transmissions twospeed Powerglide. The tranny has been heavily fortified with parts and pieces from ATI, and the nearly-indestructible unit gladly accepts all the abuse Trovato can dish out without complaint. Bill is quick to credit his crew, including David



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Mitchell and Phil Michaels for helping him to successfully debut the car in the spring of 2014 and to continue to refine the ride over the course of the season to a best ET of 7.77 seconds and 175 miles per hour. With time and more tweaking, Trovato expects to coax the slippery Chevy lower into the sevens and to squeeze even more power from the new-gen Bowtie mill. Who knows—with a little more experience, he might be writing a sequel to his first book on building horsepower. Sadly for Oldsmobile purists, the new edition likely won’t mention any rockets…except for this lightning-fast fifth-gen Camaro!

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Beyond by



Dana Galus

The one-off billet block finally arrives for Tom Bailey’s ground-breaking 4,000-plus horsepower mill, so it’s back to work…


n the April issue of RPM we brought readers some of the heavier-than-heavy duty parts that will be backing up the motor in the SICK 2.0 Camaro, and it’s hard to believe that was three long months ago.

“After a few months off, we are back at this,” said Bailey of his fingernail-biting wait for the highly engineered billet big block. “We now have the block and several of the main components and are getting closer to final assembly.”

Bailey described the block as a “work of art,” and that “the cylinder heads turned out just badass!” The CFE heads, just like the block, have been water jacketed for street use and the Crower billet crank being used is in the final stage



july 2015 | RPM Magazine

of balancing and will arrive to Steve Morris within the next week. “The Crower machined TMS titanium rods arrived yesterday and they are jewelry-grade pieces,” added Bailey. “The pistons from Diamond only


1: The SICK SECONDS 2.0 Camaro is quite a different animal than SICK 1.0, but then again, the goals are that much loftier. Bailey sees not only 5-second quarter-mile times but also 300mph standing mile runs and full streetabilty with the new billet powerplant. 2: “A work of art” said Tom Bailey when referring to his LSM Systems Engineering billet block.

1 take a couple days to get as they are amazing on turning them around quickly and the pushrods from Smith Brothers will be finalized last in the drivetrain, and once again can get turned around very quickly.” We also have word that the “massive” (sorry, that’s the only specs we could get) SICK 2.0 cam is out for a top secret Steve Morris grind and the team did a massive cam core upgrade, which is just another piece to the jigsaw puzzle of building such a cutting-edge high-powered animal. Crower is currently working on the lifters for Bailey’s

ride, as the final lifter sleeve ended up a little different than initially anticipated. “As we get closer we still have things to sort out,” he said of the new challenges. “There are so many variables and so many unknowns that you have going into doing something like this—a project that is so completely different—that sometimes you lose sight of just how many different things have to come together to make it all complete.” The custom engine and chassis harness from DCE in North Carolina has also been completed and is ready to go. Bailey elaborated, “The last thing you want to do is take an engine of this caliber and finish it off with a wiring harness that was based on wire size guesswork and

2 | july 2015



july 2015 | RPM Magazine


3: The lifter sleeves, once completed, were slightly different than originally planned, but no worries. Crower is on it and will have lifters to Bailey by the time you read this.

not an engineered setup based on the load of each individual component, especially with this being a coil-nearplug design. People underestimate the power consumption required to get the

4 proper spark for their application and blame it on the component rather than realize that the wire size was the problem all along.� So now that we have RPM readers where they need

to be as far as the engine progress goes, Tom wanted to take a look at a specific component that he feels was a game changer with SICK 1.0 and is being incorporated into SICK 2.0 as well.

4: The billet crossbolted main caps will hold the crankshaft in place during abuse both on the street and strip. | july 2015



5: Take a flip back to page 35 of your January 2015 issue (for the crankshaft) and page 36 of your February issue of RPM (for the connecting rods)‌yep, these finely finished pieces are those same chunks of raw billet material after some trick engineering and hard labor. The crank is just out with Crower being finish balanced as we write this.


july 2015 | RPM Magazine


6: Bailey tells us the CFE water-jacketed billet aluminum cylinder heads are simply incredible. Fully CNC machined from solid billet, you can see by the size of the ports that this engine is gunning for some serious power.

“The Davis Technologies Profiler Wheel Speed Management system we started using on SICK 1 last year is a tool that you should have if you are going to push limits like this. With visiting multiple tracks and not having many passes at any single one of them, we have to do a lot of guessing with track conditions and this helps get us close, helping us get at least a good pass in rather than an aborted run.” For example, Bailey made a 6.52 and 6.54 pass at Tulsa right off the trailer, then drove

to Topeka and ran a 6.61. Two weeks later he went to Norwalk and went 6.45. “All these runs were made with the exact same tune-up in the car,” Bailey told us. “However, if you look in the Profiler, it had added and removed timing at different intervals on every pass we made. It had followed a graph with the wheel speed we were looking for and added and removed timing throughout the pass to keep the wheel speed in check with what we were looking for. The big question is, how many of those passes would have been aborted because we would have blown the tires off? The answer is three! The 6.45 pass is the only one that timing was not removed on to keep the wheel speed in check.” So if you think about that, Bailey and his team would have done a lot of head scratching and

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

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

Call today: 586.792.6620 or visit | july 2015



7: A specially-made engine wiring harness from DCE will ensure enough power gets distributed where it is needed, especially for ignition of the big Chevy. 8: Bailey raves about his Davis Technologies Profiler Wheel Speed Management system. He feels that it saves from aborted runs and in doing so gets him the data he needs to make tune-up changes more accurately and without all the guess work.

made changes to the tune-up, and then had to try another pass for three out of those four runs. Then the guess work would have started. How much would they have taken out of those tune-ups? And would it have been too much, or maybe too little? Not a great way to win events that demand not only getting down the track but also doing it consistently. “That is why this is such a great tool for us,” said Tom. “I will happily take a slower run that also shows me where I can add or take away power. And if you calculate how much it costs to make each pass, the fact that you are close on your tune-up,




2015MISKARoadAd__8125x4875.indd 1 july 2015 | RPM Magazine

01/06/2015 12:39:47 PM

SICK SECONDS 2.0 9: Test fitting the heads to the block…a billet masterpiece begins to take shape. | july 2015


SICK SECONDS 2.0 actually making the run and can get important data to make adjustments, it is worth its weight in gold!” Tom’s back in the groove on the new billet bullet but in the meantime has some events to run. So, armed with the little 3,500 horsepower SICK 1.0

combination he will put some miles on the SICK 2.0 chassis and body. “I am hoping that I will have significant progress to report on the billet bad boy next month,” he added, “but all I can say for now is that all innovation takes time to put together!”



july 2015 | RPM Magazine

Bailey Racing

DC Electronics 704.230.4649

Crower 619.661.6477

Diamond Pistons 877.552.2112

Davis Technologies 888.920.7746

Smith Brothers 800.367.1533

Steve Morris Engines www.stevemorrisengines. com 231.747.7520 TMS Titanium 858.748.8510 | june2015









>> Glenn Hunter’s ’56 Chevy swap from a single supercharger to twin turbos is complete!

ast month we followed Glenn Hunter’s change up from screwcharger to twin turbos on his ’56 Chevy as the turbo system and exhaust was finished up. Then, everything was disassembled once again, the big block removed and the new COMP Cams camshaft was installed after checking the engine over to make sure everything else was up to snuff. Once the new front chassis bars were painted—the new bars were required to allow ample room for the turbo piping—the engine was slid back into place, all the turbo goodies were reinstalled, everything was checked and there were some minor things to finish up.



“Over the three weeks following last month’s article, we have been able to get the engine all plumbed, wired up and ready to fire, so it’s time to setup the boost controller,” explained Hunter. “The unit I used is the AMS2000 from NLR control products. The setup for the system was relatively easy, the control unit is only about four inches by four inches, and the solenoid pack is small enough that it mounted nicely on the radiator support, keeping it within three feet of the Turbosmart wastegates, as stated in the instructions.” The AMS2000 control unit has a G meter built in, so it needs to be mounted as level as possible with the label

july 2015 | RPM Magazine

facing up. Glenn commented that the wiring harness for the system was well made and very simple to wire. For plumbing the system, Glenn used 1/4-inch nylon push-lock hose and fittings. The nylon push-lock hose is simple and provides a clean finished look, but keep in mind that because it is nylon, it needs to be kept away from the heat. With the boost controller mounted, wired, and plumbed Glenn mounted a CO2 bottle and regulator in the car to feed the boost controller system. Then, with a call to Sebastian from NLR, he was able to set up the AMS2000 control unit on his laptop, run some tests to make sure it was working, then

calibrate the unit to the Turbosmart wastegates. Sebastian also walked Glenn through how to make the boost control tables and provided a solid learning session on the entire system. Once the boost controller software was in check on his computer, the engine was fired and Glenn did the basic setup and timing checks through the BigStuff3 ECU on the laptop.


BEFORE 1: The twin turbo setup will not only produce improved performance over the old setup, it is significanly more stealth than the old configuration with a factory flat hood replacing the big blower poking through the aerated bonnet. “Once the car was running good in the garage it was time to for some street driving and tuning,” Hunter said with a smile. “As I’m tuning the car myself, and you can’t drive and tune at once— it’s not that easy and it’s

probably worse than texting and driving—I got a friend to drive the car while I tuned the VE table (volumetric efficiency fuel table). After just two outings cruising the neighborhood and a few data logs from some test

hits, we had it running really well on the street.” With some solid street miles logged, once back in the garage Glenn went over every single thing on the car, checking, then checking again to ensure there were no

leaks and that everything was connected right and tight. Oh, did we forget to mention that Glenn had a Super Chevy Show True Street event planned (with a street cruise and racing) the next day? Hey, you may as well

jump in with both feet, right! “Once I was sure everything was good to go I loaded the ’56 into the trailer and took it to Virginia Motorsports Park for a Super Chevy show to see what I could


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THE CHANGE-UP 2: The boost controller solenoid pack was mounted to the radiator support, within three feet of the wastegates.


3: The AMS2000 boost controller box itself was mounted out of sight under the dash and as level as possible.


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july 2015 | RPM Magazine

4 4: The remote switch allows you to switch between up to five custom boost controller tunes. Here Glenn is using his “softer” #2 setting. do, knowing the car had barely any miles on it since such substantial changes were made.” Glenn’s first run was simply a half pass just to make sure the engine was not running lean throughout a larger RPM range under a more substantial load. “By reading the spark plugs and the data log from

that half run we were able to ensure we were on the right track,” said Hunter. “It did go a 9.50 @ 112mph lifting in second gear, and was way rich just as I thought it would be, which is good and exactly the way I wanted to approach the tune-up. The last thing I need to do is hurt the engine.”

From here, Glenn pulled some fuel out of the VE table of the BigStuff3, put in a few new plugs and went out for a second pass which netted a 9.06 @ 165 mph with 18lbs of boost. “After that second pass the car still felt rich to me, but it pulled hard and felt strong,” he said. “At this point I made some small

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• Designed for the needs of Drag Racing, Road Racing, Street, Drift, Marine, Off Road and more • Weather-proof aluminum housing engineered to withstand harsh racing environments • 7" Low Glare, High Brightness, High Contrast, Full Color Touch Screen, 800x480 resolution & Auto Brightness • Plug and Play connection with all Holley EFI systems via CAN bus • Completely customizable display of all EFI parameters including every user configurable input and output available. • Quickly toggle between multiple active screens (tune, warm-up, race, drive, etc.) • Virtual Switch Panel (replaces the need for physical switches) • Configurable progressive shift lights and light bar • Optional harness available to add physical inputs and outputs to the dash that can be used to perform multiple operations. | Tech: 270-781-9741 | may 2015

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5: A shot of the “Event Time” boost controller screen that shows the CO2 pressure in PSI (along the left side) in seconds during the run (along the bottom of the graph).


6 & 7: Here is a look at the Volumetric Efficiency (VE) or fuel table in the BigStuff3 software that Glenn uses to work with the tune in the ’56, just as he is doing here (7).


THE CHANGE-UP changes to the boost control tables in the AMS2000 as I still wanted to keep it mild until I was sure that tuning it further was safe.” After reading plugs and data logs between runs, Glenn produced a solid 8.25 @ 173mph, leaving on just 3 lbs. of boost and crossing the end of the quarter-mile at a conservative 18 lbs. of boost. Considering that his best with the screw blower was 8.02 @ 173mph, that’s a solid start on just the third run.

8 “Not bad for the first time out on a car that has only been running for a week!” exclaimed Hunter. “We had a great weekend hanging out with good

friends and we were also able to bring home a True Street Nationals win.” During his week of street and strip adventures, Hunter found a few


8: Is this stealth or what? Would you ever know that this was a seven-second capable ’56 with a twin-turbo’d big block? The original flat hood has not been installed on the car since 1987!




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9: Glenn is like a kid with a new toy in between rounds on race day, after all, he is a kid with a new toy! Check out the large fuel cell out back. Yep, he street drives it!


minor bugs to work out and some areas of tuning that will need attention. He also feels that a different rear gear ratio, some transmission upgrades, and a torque converter change will get the most of things once he puts the “set on kill” tune into it. We asked Glenn to talk about the different “feel” between the screwcharger and the new twin turbo setup

so far, along with his thoughts on the change up project. “Good questions — but tough questions— as the screwblower was a great setup,” Hunter answered. “The car feels awesome on the street and it’s nice to be able to see so much of the road now with that flat hood,” he laughed. “But the Whipple was so dialed-in, it ran awesome, as well. The tough part of this

equation is that I have to learn this totally different way of producing boost (like waiting for the turbos to spool), whereas that Whipple made boost instantly.” “At the track during the few passes I was able to make so far, I felt some crazy power—like the car weighed two thousand less than it does. But I understand that I haven’t even come close to the horsepower poten-

10 & 11: Glenn uses a fine mesh screen on the street to protect the turbos’ impeller wheels (10). However, at the track, he uses a pair of larger-mesh Turbo Guard screens (11).

11 | july 2015


THE CHANGE-UP tial of this combination as yet. The bottom line is, once I get what I need to do all figured out, it’s going to be a completely different ballgame all around. In a nutshell though, so far in this short period of time I’m really happy that I made the change. It was the next step for this car. Hopefully by the time this issue is out the car will be deep in the sevens.”


12 & 13: Glenn’s first pass on the twin turbo setup (12) after the Super Chevy True Street cruise (13).


Pro Street Evolution: Hunter’s classic Chevy is a rolling embodiment of what street machining is all about: never being satisfied with good enough and always searching for that “next step.” With the completion of this twin turbo setup, his ’56 PRO RAT has evolved into a different beast, and with more time and tuning, he expects to take it deep into the sevens.



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july 2015 | RPM Magazine

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Some parts are not legal for sale or use on any pollution-controlled motor vehicles. | may 2015




>>Bundle up, because this all-steel eight-second Chevelle might just blow you away!

id Al Matuska intend on changing the future of the Northern Ohio drag racing scene when an old friend came knocking on his door 15 years ago? The answer is no, but that is exactly what happened! When he was just 17 years old, Matuska bought himself an Oldsmobile 442 and it was time to go racing. Living on the west side of Cleveland in 1984, the streets and the track were often one in the same. Even though Matuska had been to the track off and on as a kid when his father raced, the street racing scene is what really got his heart pumping. It wasn’t just the intensity of the street scene that drew him in. An Artesian


Turquoise 1965 Chevelle also caught his eye. Matuska often raced against the car and always told the owner if he was ever going to let that thing go to let him know. It wasn’t until the late ’80s that Matuska began to race at the track in addition to the street. As time passed, laws changed and the police began cracking down on the street racing in the Cleveland area, so he chose to devote all of his time to the legal quarter-mile versus the risk of losing his car or ending up in jail. However, the draw of the heads-up style racing that is done on the streets never left him, and he knew that is where he wanted to be. Fast forward to the year 2000 and a knock at the front door at Matuska’s

july2015 | RPM Magazine

home was the start of it all. Opening the door, he saw the owner of that ’65 Chevelle and knew that there could be only one reason for it. The car’s owner offered up the Chevelle and for the sum of $1000 it was sitting in Matuska’s driveway! He didn’t really have the money at the time, but he wanted that car in the worst way so he was not about to let it slip through his fingers. Matuska initially pilfered the motor out of the 442 to be able to race the Chevelle. The car was pushing a very respectable mid-10s in the quarter with the 489-cube big block on pump gas. The

combo was deemed good enough for a while—that is until heads-up racing came to town. Now we all know that racers notoriously get that itch to go faster, but the motivation behind why it sets in seems to vary. For Matuska it was something simple—a leather jacket. Knowing all the blood, sweat, tears (and don’t forget the money!) it costs to gain almost two full seconds on a drag car, some may find it hard to believe that racers were doing this all in hopes of being one of the first 16 in Norwalk Raceway Park’s Outlaw Street program to break into the 8s

Rarely street driven, this mid eight-second big block 1965 Chevelle can often be seen tearing up the Ohio drag strips in 8.90 index or Outlaw Limited Street.

story by

Kristal Cowle

photos by

Johnboy Photography


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FOR THE JACKET and get that jacket. For Matuska in particular, the quest soon became a family affair involving three generations in one small two-car garage. Matuska did all the work on the car with his father Al, Sr. and his son Shawn rounding out his crew and helping him along the way. The car was back-halved with a 4-link rear suspension and 12-point cage installed, much of which is still in the car today. Add in a 13:1 compression 632 ci Dart Big M block with AFR 377 conventional heads, some nitrous oxide, and Matuska was off to the races, literally. He was finally ready to go run with the big dogs in Outlaw Street. In the race to the eights, unfortunately, Matuska never did get his jacket, as by the time he broke into the zone,


the heavy hitters in the class were running in the 7s. Knowing that he might as well have been taking knife to a gun fight didn’t stop him from going out and giving it his best at every event possible, though. Heads-up racing is where Matuska’s heart had always been, so he didn’t mind being the underdog. During the program’s prime, the Outlaw Street Class was given center stage to run at Night Under Fire, and Matuska vividly recalls a time when his Chevelle—or at least part of it—was literally flying down the track. “Early in the event, my hood flew off at the top end. How it flew off and hit the back of the scoreboard I will never know, but it did,” he explained with a chuckle. “I recovered the hood a little worse for

july2015 | RPM Magazine

HEAVY CHEVY Al Matuska’s 1965 Chevelle is all steel except the hood. While the heft of all that OEM metal may hinder its performance on the track, it sure helps it in the looks department. He and the Chevelle enjoyed a win at an RPM Mag-supported event in 2014. | july 2015



july2015 | RPM Magazine


GET ON UP NOW... Wheels-up launches are commonplace for the big block-powered Chevy.

wear and had no choice but to bolt it to the car to continue to race. Against all odds, I found myself in the final round in front of a packed house. While rolling through the staging lanes on my way to the starting line I could tell something was not right on the car but there wasn’t a thing I could do. I had bolted the hood down and there was no possible way to take the time needed to check things out, so I did my burn-out, staged the car and hoped for the best. The tree came down, the other car left and there I was, my car just sat there before finally deciding to launch.

I’m sure that to the crowd it looked like the driver had stage fright, but hey at least I can say that I made it to the finals at Night Under Fire!” After Outlaw Street came Friday Night Chaos, an 8.90 Index Class also run at Norwalk Raceway Park. Because index racing gives you the rush of heads-up racing but the class index—or “limit”— levels the playing field, Matuska saw this as a perfect fit. The Chevelle’s best pass was an 8.40 in the quarter-mile, so he had everything he needed in his setup to be competitive within this class. But as often happens, programs come and go. | july 2015


FOR THE JACKET After a few years, Chaos came to an end at the close of the 2009 season. For many this would have been the time to call it quits, but Matuska wasn’t ready to hang up his keys just yet. Outlaw Street had already morphed into the eighth-mile insanity we know it to be today, so his time racing heads-up in that playground was over. He was not a bracket racer either. For Matuska it was all about pro-tree racing. So now what? Discussion of what would come next for this group of displaced drag racers was taken to popular racing forums and that is where history took a twist. Enter Tom Cowle who had spent his entire life devoted to drag racing, and three years after being diagnosed with ALS, he had been robbed

of his ability to drive and even crew on a car. With the fire in his eyes growing dimmer by the day, Cowle crossed paths with Matuska and during a conversation of what to do next with fast doorslammers such as Al’s, the pair formulated a plan and decided to approach Jim Curtis of Thompson Raceway Park (TRP). Working together to create a fresh opportunity at TRP for heads-up racers who could no longer play the money game that it had become, Cowle agreed to run things on race day while Matuska would gladly lead a pack of anxious racers by getting back into the driver’s seat of that ’65 Chevelle. Cowle brought two others, Paul Suloff and Chris Klink, into the fold in those early days.

SITTIN’ PRETTY Those are some big buns! The Mickey Thompson 33x10.5W 15-inch rear tires are stuffed under the low slung, confining wheelwell openings of the Chevelle, providing for a fairly level stance and ultra-cool look. Lose the big rear meats and chute and this car could pass as weekend cruise nighter.


july2015 | RPM Magazine | july 2015



july2015 | RPM Magazine


Together, the group became known as the “Founding Four” of what was to become the Renegade Racing Association (RRA). In 2010, the RRA held its first 8.90 race with 13 racers and would continue to grow the next season, adding in a Championship Program for the 8.90 class with Matuska being the first racer to claim that title. Then, when Cowle lost his

battle with ALS in February of 2012, the future of the RRA was suddenly unclear. With Matuska strongly backing Cowle’s wife Kristal to lead the RRA charge into the future, he encouraged everyone else with an interest to give her a shot. Now in their sixth season, with four index classes (8.90, 9.90, 10.50, and 11.50) and pushing toward 100 racers running in their points series, the

RRA also hosts Outlaw Limited Street as a feature show during select events, and Matuska is once again defending the 8.90 Index Class Champion as the only racer in RRA history to participate in every event held to date. That streak might just come to an end this summer though at the RPM Magazine/ Lucas Oil WAR by the SHORE July 25th at Thompson Raceway Park, as Matuska applied and

NO REPLACEMENT FOR DISPLACEMENT The 632-inch AFR headed and nitrous assisted big block was built by Motors by Matthews. | july 2015





july2015 | RPM Magazine

JUST AS IT SHOULD BE Although a race car, all of the proper door panels, sill plates, trim, and even seals are in place and intact on Matuska’s Chevelle, giving it that true Pro Street/Outlaw Street look and feel. Long gone are the days when the cars in street car drag racing were all like this. Let’s see if we can help revive that…

IN THE CLOSET Since those first races, Matuska has certainly won his share of jackets. This is his guest closet, where he’s stored a whopping 28 jackets (that’s all that would fit!) and there are even more in another closet in the house. Summit Racing, Beaver Spirngs, Yellow Bullet, and of course the Renegade Racing Association are all represented. What the green jacket is to a golfer, a winning race jacket is to Al Matuska. Michelle Hamlin photo

Chassis: Stock frame rails from rear tires forward. Back-halved with 4-link and 12-point cage with all work performed by owner. Suspension: FRONT: Stock control arms with Afco double-adjustable shocks. REAR: 4-link with wishbone and double-adjustable coil-over shocks. Engine: Built by Motors by Matthews. 632 ci Dart Big M block. 13:1 compression with JE pistons, Crower rods and 4.75-inch Callies Magnum crankshaft. Custom J&S Products camshaft. AFR 377 conventional heads with Jesel shaft rockers. Induction: Bigs Performance Holley carb on an Edelbrock Super Victor intake. Product Engineering fuel system. Power Adder: Direct-port nitrous oxide system. Electronics: MSD 7530T ignition, MSD crank trigger, Racepak data logger, Autometer gauges and 16volt alternator by Custom Electric. Trans & Converter: Abruzzi-built turbo 400 with Griner transbrake and ATI converter. Rear Differential: Ford 9-inch with 4.33 pro gears and 35 spline axles. Body & Paint: All original steel painted Artesian Turquoise (original color) by Vic Rollins and owner. Best performance to date: Quarter-mile: 8.40 ET. Eighth-mile: 5.38 ET at 163 mph.

SIMPLY DASHING The silver faced gauges work well with the original dash and provide all the necessary readings of life under the hood.

This work was done over 15 years ago and as the saying goes, if it ain’t broke don’t fix it. Underneath, the car received the back-half treatment to fit the rules of the street car classes of the day and the dominant 4-link rear suspension of the time was used. Michelle Hamlin photos

RIDDLE ME THIS Matuska’s love of fabrication came from the years he spent working with his grandfather, a welder, who had a tattoo of a backwards question mark. Matuska would often ask why it was backwards, and all his grandpa would do is point to it, never answering the question. To carry on the mystery behind the mark, Al put it on his helmet as a tribute his grandfather.

was chosen as one of the 32 racers set to battle for the 16 spots in the Mickey Thompson Real Street Showdown presented by Harland Sharp and

FireCore Performance products. For Matuska, not only has his involvement in racing changed the local landscape, but he will

be back where it all began—racing heads-up against real street cars. Perhaps more importantly for Matuska, the champion gets

not only cash and prizes, but also receives the coveted champion’s jacket. | july 2015



july 2015 | RPM Magazine


: 2 1 T R A P

>>We add custom bead blasting

capabilities thanks to US Cutter

1. This is the finished product: a perfect reproduction of our Project aPocalypSe Horse logo custom bead blasted on a piece of billet scrap. We are going to show you how we did it and show you that you can do it on your street machine, drag car, or tools, too!



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

Toby Brooks


ith springtime in the air, we finally managed to get our RPM Hardcore Horsepower Garage shop cleaned up and

straightened up. With the promise of taking delivery of Project aPocalypSe Horse next month, we decided it was an absolute necessity to get the place picked up, organized, and finished inside with the remainder of the insulation and interior panel-

ing installed. However, we also had another small project we have been meaning to get to for months, and we decided that we were past due to give it a shot. We’ve owned a COPAM CP-2500 vinyl cutter for nearly a decade, but honestly it has hardly

2. We picked up this blasting cabinet at the local import tool store for just $189. We assembled it and were ready to put it to use with the help of new software and supplies from US Cutter.

ever been used. The software we had was not only clunky and dated, it was also not Mac compatible, meaning we had to either run it from a PC laptop or operate it from our Mac while using a PC emulator program. In short: it was a pain to use. | july 2015


RPM GARAGE However, after calling up the good folks at US Cutter, we discovered that a new solution was available that would get our old cutter going in no time. After seeing how easy it was and the virtually limitless possibilities, we are excited to try the process for a number of other uses. Operating out of Seattle, Washington, US Cutter has been in business since 2005, providing vinyl cutting supplies and equipment for both professional sign shops and artists as well as hobbyists. We initially purchased our Copam machine from US Cutter back in 2006, and while it still does an excellent job (probably because it is almost brand new!), US Cutter offers a range of newer and even better cutters today. Additionally, with a wide array of available vinyl and related supplies, there is hardly anything you might need for sign cutting that US Cutter doesn’t offer.

However, one glaring limitation our setup has was a terrible software program. It rarely worked and was not Mac native, which is a real deal-breaker for some. Thankfully, US Cutter recognized the limitation and began offering Sur Cuts A Lot 3 ($99) and Sure Cuts A Lot Pro ($199). With a host of built-in features, a novice can be up and running in less than an hour. Even better, professionally prepared files created in a vector program like Adobe Illustrator can be imported in a single click, resized as needed, and cut in minutes. Even better, we had just purchased a new blasting cabinet for cleaning parts, and we noticed US Cutter now offers Anchor BlastLite, a 22-mil thick, rubberized, adhesive backed bead blasting masking stencil. We called up US Cutter, where our new friend John Williams suggested a 10-yard roll of T227 me-


AFR change (%)

100 80 60




20 0 -20



150 200 Time (msec)





july 2015 | RPM Magazine

3. The first step is to prep the cut file. After opening the Sure Cuts A Lot Pro software, we imported the vector file for our logo in one click, resized the logo to suit our piece, and cut the Anchor BlastLite stencil in one more click.


4 4. Although our Copam CP-2500 vinyl cutter is nearly nine years old, it had hardly ever been used because the software we had to run it was such a pain. Now with the new Sure Cuts A Lot software installed, it really couldn’t be much easier. We loaded the Anchor BlastLite stencil and played with blade depth a bit (it is WAY thicker than standard vinyl) before we were ready to cut.

5 5. The Copam cutter trimmed out the aPocalypSe Horse logo in less than a minute and we were ready to weed the stencil.

6 6. Once the cutter finished up trimming the piece, we cut the stencil off the roll and began weeding the mask. For our process, we decided to use a positive process, meaning we would be blasting away ONLY the logo and masking the rest of the piece. For a negative blast, we would remove all the surrounding portions of the mask and leave only the logo. Your creativity is literally the only limitation here.


7 & 8. We applied transfer paper to hold the logo in place (7), peeled away the backing paper, and applied the mask to our piece of painted billet aluminum stock. We then masked the perimeter with a thick duct tape to protect all the areas of the piece that we did not want blasted (8).


9. With the piece fully masked, we loaded it into the blasting cabinet and got prepared for blasting. The process literally took two simple passes and the paint was gone, leaving the logo etched into the surface. On pieces such as anodized aluminum it 10. The finished piece may take a few more passes, but the turned out great. This end result would be the same. Cool! process could be a simple and effective way to protect tools against theft and will certainly allow us to add countless cool touches to the finishes on Project aPocalypSe Horse. While it does require some measure of technical ability, the Sure Cuts A Lot Pro software is FAR easier to use than the program we had before. We couldn’t be happier with the end result!



dium tack stencil ($104.99) in addition to the Sure Cuts A Lot Pro software. We figured for around $300 plus our old vinyl cutter, we’d be in business. A total newbie with a laptop and no cutter could be operational for around $1,000 and add an entirely new (and potentially profit-earning) capability to his or her garage. The software installed in a snap and within 20 minutes we were cutting. Obviously having some technical expertise is beneficial, but the Sure Cuts A Lot Pro software is easy to use and highly intuitive even for a beginner. The Anchor BlastLite stencil is available in high tack for wood and unpainted surfaces and medium tack for glass, smooth, painted, or coated surfaces such as anodized aluminum. It is significantly thicker than traditional sign vinyl and took some adjustment on our old cutter to get the blade depth just right, but it cut smoothly after that. The finished result was honestly nearly perfect. We did discover that the stenciled lettering in our aPocalypSe Horse logo was a bit too detailed to reproduce well at such

a small size—certainly something to consider for highly intricate art being done in small sizes—but the main logo reproduced flawlessly. Now that we’ve tried it out, we are excited to put the technique to other uses in the shop. We used a piece of painted aluminum and used positive blasting (mask everything BUT the logo and blast it out), but polished surfaces could easily be blasted negatively (blast everything EXCEPT the logo) for a cool contrast in texture. We look forward to trying it out more in the future. The bottom line is we were very pleasantly surprised at just how easy the Sure Cuts A Lot Pro was to install and use, and the Anchor BlastLite material performed flawlessly. We’re thrilled that we’ve added a whole new technique and tool to our shop arsenal, and we’re confident that it is something that most racers and/or enthusiasts could use, too. Try it for yourself!


US Cutter 425.481.3555 | july 2015


story by

George Rubistello & Stan Smith photos by

Mark at & Tara Bowker


SLIGHTLY ALTERED This ’55 Chevy Cameo Drag Truck has undergone major cosmetic surgery and it shows.

58 july 2015 | RPM Magazine


LIGHT ‘EM UP Working custom headlights and marker lights were added to give the truck more personality along with airbrushed graphics to resemble original style trim and emblems.

J Miolla found his passion for drag racing after trading an ATV for a basic 11-second Chevelle race car. He didn’t know it at the time, but letting go of the trans brake in that rattling big block Chevelle would change him forever. From the Chevelle, RJ parlayed a trade into a nasty 1966 pro street Corvette and would then trade it for a 1967 Chevelle with a 555 big block. Now in the mid 9s in the quarter-mile, the 8s were looking interesting and RJ found a 1955 Chevy that would satisfy his urge—for a while anyway—as the trading continued. With a best of 8.87 at 160mph RJ quickly found himself running out of chassis for his need for speed, but that all changed the day he did a quick search on a popular race car website and found someone looking to trade their pro mod 1955 Chevy Cameo truck with a 6.0 certification for a ’55 Chevy Bel Air. And since RJ had the ’55 Bel Air, with nothing to lose, he offered up a trade, and a roller-for-roller deal was struck. RJ repowered the beast and ran it in its 90s multi-color paint job glory for a while, but the truck worked hard and was getting tired. It needed a rework mechanically and body-wise. The nose was damaged from being removed so many times as were the doors and other panels. After the truck bested a 7.43 with a cast intake and simple plate nitrous system, it was time for a makeover.

RJ enlisted his good friend and fellow racer George Rubistello of George’s Restorations to rework the truck’s body—not an easy task considering every panel on the truck was custom. RJ mostly wanted easier access to the motor, so George whipped out the sawzall and wasted no time making the hood removable. He also wanted to give the lifeless truck some soul with a chrome Corvette grill and real headlights and bezels. While this added some weight, a pair of carbon fiber doors that were acquired by the original owner offset the gain. Every nut, bolt, and fastener was removed from the truck in order to properly restore it and bring it back better, stronger, and faster than before. When it came time to decide on paint, Miolla opted to keep it classic and simple. A graphic designer by trade, RJ auditioned different paint schemes on the computer and posted them on his Facebook site for comment. The vivid black was a unanimous hit. To add some color, he merged in a candy apple red panel from the later 1958 Cameo models, and to give the truck that additional soul we mentioned, airbrush artist Alan Pastrana of Pastrana Unlimited airbrushed eye popping vivid chrome accents and taillights so real you have to reach out and touch them to see if they are painted. A last minute artistic brainstorm came in the form of a mural on the hood of a motor coming apart in a spectacular nitrous | july 2015



60 july 2015 | RPM Magazine

STRIPPED FOR SERVICE With the body panels off you can really notice the quality and attention to detail throughout the Pro Cameo chassis and all areas of the build.

explosion, all rendered in red candy colors. One thing that really didn’t need much if any work was the chassis. The truck was purchased with a complete chrome moly chassis with NHRA 6.0 certification that was built to Pro Mod specs and it was still in perfect condition. The chassis is definitely overkill for the truck as it is at this point, but it is perfect for the racing mindset of faster ALWAYS being better!

As the body and final assembly commenced, the truck really only needed a boost in power to match the new killer look and Dave Gagnon of DGRE was charged with the task. Gagnon built a nasty 632 Big Chief-headed Chevrolet nitrous powerplant to get the Cameo from A to B in a much bigger hurry. The big block boasts 14:1 compression, a Callies crank and rods, a COMP cam with 840 lift and a Hogan sheet metal

LOOK AT THAT BODY... Custom body/paint man George Rubistello did an outstanding job on resurrecting this truck from 90s race car mediocrity. | july 2015


PACKING HEAT intake and twin 1100 cfm carbs. JW Fabrication made the Munster organ-like zoomies that help remind the track of the Pro Cameo’s presence. Currently, a single stage NOS Fogger nitrous system

is set for 500hp with some room to move if needed. A tricked-out Turbo 400 trans with a Neal Chance 5,000 rpm stall converter backs up the big Chevy and sends

power rearward to a braced Ford 9-inch rear differential with 40-spline gun drilled axles and then out to the massive 34 x 17inch Goodyear drag slicks tucked neatly up into the wheel

The new dual carbureted nitrousinjected 632 powerplant promises to put the truck even deeper into the 7s. For more information visit

62 july 2015 | RPM Magazine


CLEAN CONFINES IN THE CAMEO COCKPIT Inside is just as nice as outside. RJ enjoys a full array of electronic devices to keep the truck consistent in the game of NHRA Top Sportsman drag racing. The hammer-finished floor panels fit well with the theme of the truck. Two full bottles of nitrous oxide stand ready as needed.

!!! | july 2015


RJ MIOLLA TOP SPORTSMAN 1955 CHEVROLET CAMEO PICKUP Chassis type & mods: Complete chrome moly chassis with NHRA 6.0 certification. Built to Pro Mod specifications by BlackStone Race Cars Boise ID. Suspension: FRONT: Lamb struts and shocks, rack and pinion. All Lamb disc brakes. REAR: 4-link suspension, coil-over shocks, and 9-inch Ford rearend with Mark Williams center section and 40-spline axles. Body & paint: Custom body work and paint by George Rubistello of House of Kolors black with candy red accents. Air brush work by Alan Pastrana Plainville CT. Customized removable hood created from one-piece fiberglass nose. The front of the nose was customized to include an early Corvette chrome grille and fabricated custom headlight bezels were made to accommodate the original headlight assemblies. Engine: 632 Merlin blocked Big Chief-headed mill built by Dave Gagnon Racing Engines ( 14:1 compression with Callies crank and rods, Comp 840 lift camshaft. Hogan sheet metal intake with dual Demon 1100 carburetors. JW Fabrication zoomie headers. Power Adder: One stage 500hp NOS Fogger system. Electronics: Wiring by Mike and Al Cortina of County Electric Bridgeport, CT. Transmission: Turbo 400 by Accurate Transmissions of Connecticut. Neal Chance 5,000 stall convertor. Performance: 7.43 @ 175 mph (quarter-mile) Special thanks to: RJ is thankful to his friends and the talented folks who helped make the Cameo what it is today. He is especially grateful to George Rubistello of for his tireless dedication to the project and managing all the phases of disassembly, bodywork, and reassembly. “This project could have easily lived in a body shop for many years if not for his efforts,” said Miolla. Kenny Siegler photo

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GO AND SHOW The Pro Cameo is not just a show pony, as it goes deep into the 7s in the quarter.



STOUT OUT BACK Removable panels have been built into the design to allow easy access for repairs and maintenance, but under the Chevy is pretty much packed full of huge Goodyear meats.

A thank you panel graces the rear of the truck so onlookers know those that helped RJ with the build.

MIOLLA’S RAD RIDE Owner RJ Miolla definitely has something to be proud of, as the truck draws attention everywhere it goes.

tubs, giving it that slammed-to-theweeds stance. The net result of all this effort is a sinister one-off vehicle RJ refers to as the “Pro Cameo”—a wild drag truck that runs deep into the 7s and gets a lot attention on its way there.




>>The 2015 WAR By The SHORE Real Street Showdown is REAL!


Story by RPM staff, photos provided



t’s coming! 32 cars from 12 states and one province in two countries will battle it out July 25th in the Mickey Thompson REAL STREET SHOWDOWN Presented by Harland Sharp and FireCore Performance Products. From over 60 applications the “FINAL 32” were chosen to create one of the most diverse fields of street machines set to

july 2015 | RPM Magazine

hit the dragstrip in years. The eighth-mile REAL STREET battle will be epic at the WAR! Tired of the same old same old? Check out the RPM Mag/Lucas Oil WAR By The SHORE at Thompson Raceway Park July 24th-25th. These 32 badass real street machines will first have to duke it out to make a 16-car field, then it is all-out WAR to

the winner’s circle for the $5K purse, a set of Mickey Thompson tires, and a coveted Real Street Champion jacket! Naturally aspirated, versus nitrous oxide, versus turbos (singles and twins), versus centrifugal and roots blowers… small tires, big tires, stocktype suspension, ladder bars, 4-link…you name it… Real Street Showdown has it!

The Mickey Thompson Real Street Showdown presented by Harland Sharp & FireCore Performance Products “FINAL 32” are:





1970 Chevelle | 555 BBC | Nitrous Stock-type suspension | New York

1986 Olds Cutlass | BBC | Nitrous Stock-type suspension | Ohio





1995 Toyota Supra | 3.0 2jz | Single turbo Stock-type IRS | Pennsylvania

1988 Chevy Camaro | 615 BBC | Nitrous Stock-type suspension | New York continued on page 76




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1955 Chevy 210 Sedan | 522 BBC | ProCharger Back-half/ladder bar | Virginia

1972 Chevy Nova | 380 SBC | ProCharger Back-half/4-link | New York





1991 Ford Mustang | 427 SBF | Twin turbo Stock-type suspension | Michigan

1969 Chevelle | 525 BBC | Nitrous Ladder bar suspension | Michigan

Iggie Boicesco started his season with a Super Gas win at the ATCO NHRA National Open and dedicated the win and Wally to ATI’s founder, Jim Beattie.

In memory of Jim Beattie





july 2015 | RPM Magazine








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Multiple layers are used to provide the ultimate seal between the head and block mating surfaces. These coatings will normally eliminate the need for additional deck surfacing. Our coating processing provides 100% encapsulation of all exposed metal, far superior to other products that leave exposed raw steel on the edges. The layers include fluoroelastomer (FKM) for extreme temperature and chemical resistance. This technology provides superior conformability, oxidation resistance, and better removal, even after extreme temperature exposure.

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1984 Chevy Camaro | BBC | ProCharger Mini-tub stock-type suspension | Ontario, Canada


Pokopatz 2000 Chevy Camaro | 408 LS | Turbo Stock-type suspension | Ohio


Rearick 1972 Pontiac Firebird | 474 Pontiac | Nitrous Stock leaf spring/Caltracs | Pennsylvaina


july 2015 | RPM Magazine


Hisle 1969 Chevy Camaro | 598 BBC | Nitrous Back-half/ladder bar | Kentucky


Inbody 1992 Ford Mustang LX | 427 SBF | ProCharger Stock-style suspension | Ohio


McDonald 1999 Chevy Camaro SS | 427 LS | ProCharger Stock-type suspension | Connecticut





1969 Chevelle | 540 BBC | Nitrous Stock-type suspension | Pennsylvania

1999 Pontiac Formula Firebird | 402 LS2 | Vortech Stock-type suspension | Ontario, Canada





1992 Ford Mustang Convertible | 427 SBF | Turbo Stock-type suspension | Ohio

AL 1990 Chevy IROC Z | 434 SBC | Nitrous Stock-style suspension | Ohio


1965 Chevelle | 632 BBC | Nitrous Back-half 4-link | Ohio | july 2015




Koch 1975 Camaro | SBC | Turbo Ladder bar suspension | Pennsylvania



1972 AMC Gremlin | 470 | Nitrous Ladder bar suspension | Ohio


july 2015 | RPM Magazine


Mustacchio 1984 Ford Mustang | 438 SBF | Vortech Stock-type suspension | New Jersey


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1985 Chevy S-10 | BBC | Turbo Back-half ladder bar | New York





1992 Ford Mustang | 308 SBF | Vortech Stock-type suspension | Ohio

1968 Dodge Charger | 605 Hemi | Naturally aspirated Mini-tub leaf with Cal Tracs | Pennsylvania





1998 Trans Am | 408 LS | Nitrous Stock-type suspension | Illinois

1969 Dodge Dart | 540 Mopar | ProCharger Coil-over ladder bar | Pennsylvania

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july 2015 | RPM Magazine





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2000 Ford Mustang | 370 LS | Turbo Stock-style suspension | Michigan





1970 Chevelle SS | 596 BBC | Nitrous Back-half, 4-link | New York

Plymouth Duster | 440 Mopar | Turbo Stock-type suspension | Ohio May the best man or woman, small tire or big tire, blown turbo or nitrous, stock type or aftermarket suspension, big tire or small tire, win!

2000 Ford Mustang | 302 SBF | Turbo Coil-overs | Ohio



1992 Ford Mustang GT | 363 SBF | Vortech Stock-type suspension | Delaware

REAL STREET RULES: In order to simulate the energy and mystery of street racing where nobody knows what will happen next ANYTHING GOES...ALMOST! No head starts, no elapsed times are shown and when the tree comes down…the battle begins! 1. All vehicles must have OEM VIN number affixed in factory location, must be legitimately registered and tagged/plated. 2. No Tube Chassis Cars. Backhalf permitted. 3. Front OEM frame and firewall required in OEM locations. 4. Interior must have OEM dash, two seats, and door panels,

and any type of carpet extending to rear seat floor area. 5. EXHAUST: All entries must have some type of mufflers – even turbocharged. No front exit exhaust. 6. All transmissions permitted. No air shifters. 7. Must meet IHRA rules for capabilities of vehicle. 8. TIRE – ANY “DOT” Tire. 9. All entries must run event sponsor decals on front of vehicle. It is the COMPETITOR’S responsibility to ensure their vehicle fits within these few rules. Decisions of event Tech Staff are final. FORMAT 32 cars will be selected from applicants and will qualify for a 16 car field, 16 quickest cars will move on to eliminations – No posted ET’s 1/8th-mile format

Two qualifying runs – No ET posted Pro Tree Random pairing – names drawn out of a hat each round. Top 8 qualifiers ALSO receive a GOLD CARD to race for free at the 2016 event, where 24 more cars will be chosen to challenge them. There will also be seven more classes battling it out during the WAR including: • Baldor Outlaw Limited Street presented by Stainless Works • Rossler Transmissions Outlaw 4.80 • Renegade Racing Association’s four exciting Index classes • PLUS the Ohio Outlaw AA/ Gassers will be bringing their wild wheelstanding nostalgia action to the WAR!

For complete event info visit: or call: 440-477-2527 | july 2015





>>The WAR In The NORTH heats up with serious competition for the King’s crown... from one of their own!

story by

Laura Boone & George Pich

JULY T 3-5

Sparta, Ontario Canada

photos by

Brian Smith

he RPM Magazine/Lucas Oil Extreme WAR events concept has gained massive momentum since first announced in March of this year. They (the War In The North July 3-5th

in Sparta, Ontario, Canada and War By The Shore July 24-25 in Thompson, Ohio) are smaller, community-based events that were created to specifically NOT follow the cookie-cutter classes that get many of the

same cars to the same events. Instead, the folks behind the WAR re-invented the wheel. Well, not really—more like they took what people loved from “back in the day”—the glory days of street car and doorslammer

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

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july 2015 | RPM Magazine

drags—and added in some new ideas then ran with it. Organizers wanted to present some unique options and incentives for racers to come race at the events, but also for spectators to come and enjoy the show

LET’S GET READY TO RUMBLE... Like an old school turf war, the Pizza Boys and their team actually blocked King from leaving his own shop, and then had the cajones to challenge them on their own turf!

AGREE TO DISAGREE (TOP) After King (left) composed himself, the two had some words and agreed to meet on the track at the WAR In The NORTH... (BOTTOM) then they meet for lunch at Porter’s Diner…because that’s what they do on the friendly east coast of Canada! | july 2015


WAR IN THE NORTH BOO’S BARN Boo King’s barn is located just around the corner from Porter’s Diner, whose walls are full of nostalgic car and racing photos. This shot is of a 20x8foot wall of horsepower at the Diner. While at Porter’s, car enthusiasts can get their fill on bottomless fries, too!

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july 2015 | RPM Magazine

GONNA TAKE YOUR CROWN... After Boo got his fill in the Diner, things spilled out to the parking lot and Larry tried to light the fire again with some smack talk.

NOT IN YOUR LIFETIME, PIZZA BOY However, Boo doesn’t get rattled by much of anything—so a smile, a shake and a group photo was the end result.

rather than see the same cars running in the same format they would normally see. The Mickey Thompson Real Street Outlaw class presented by Harland Sharp and Pro Systems at the WAR In The NORTH event is one of those options. It’s pretty much an old school run-what-yabrung-and-hope-yabrung-enough street car based class, but with a twist. Not only is there a street cruise, but early in the game, Canada’s fastest street car driver Boo King offered up the big target on his back, challenging anyone from anywhere to come and go head to head with him. And so “Real Street Outlaw” took on the added name of “Challenge The King.”

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THE GANG’S ALL HERE From the back row left to right: Tim Boone, Jody Boone, Larry Vienneau, Boo King, Calvin Martin. Front row Kent Vienneau ,Vinnie Vienneau, Eric Piercy and John Gardner.


One would think that with a race being in Ontario, Canada, a solid 15-hour drive from Fredericton, New Brunswick, Canada (the east coast of the country and home to Boo King Racing and their Nuclear Banana 1968 Camaro) that the natural challenger for King’s crown would be from

july 2015 | RPM Magazine

Ontario or one of its close neighboring states like Michigan, northern New York, Pennsylvania, Indiana or Ohio. Any of those locations are just a few hour drive from St. Thomas Raceway Park in Sparta, the event venue…but the biggest challenge coming from another east coaster?

Unbelievable! But that is exactly what happened Saturday, May 23rd as the King and his cohorts were leaving their local diner/car hangout after a day of promoting the team and were literally blocked in by the familiar sight of a light blue Malibu and the brothers Larry and Vinnie Vienneau,

known as the “Pizza Boys” (owners of Greco Pizza). Meanwhile back at RPM, we had heard of a number of cars coming to run in the Real Street Outlaw class to take on “The King,” and some others just to come and enjoy the street cruise and racing, but this one came as a shocker

to us. Nobody had yet publicly called King out for his crown... until now. The Pizza Boys’ 1978 Chevrolet Malibu is famous within the small circle of outlaw street car drag racing as being one of the early pioneers of the sport, and in particular, part of the first ever Pro Street | july 2015


WAR IN THE NORTH JUICED BANANA The Nuclear Banana is powered by a 706 inch big block assisted by three stages of nitrous oxide and produces over 2,000 horsepower. King has gone 6.84 in the quarter-mile, but not in outlaw street class trim on a “DOT� tire. Plus, this is an eighth-mile event and the Camaro comes alive on the longer track. drag racing event. The car has a rich history and was originally built by Ken and Jon Anderson for Pro Street drag racing in 1992. In fact, both cars have a long history of racing before they landed in Fredericton as parts of the Boo King Racing and The Pizza Boys Racing teams, and their accomplishments are still growing. The competition between the Malibu and Camaro actually began in 1993, when they were documented together for the 2nd Annual Fastest Street Car Shootout in America (hosted by Hot Rod Magazine). Kenny Anderson ran an 8.73 in the Malibu and Steve


july 2015 | RPM Magazine

FASTEST DELIVERY IN TOWN Teddy Houser Race Cars worked with The Pizza Boys Racing to remove the old mild steel chassis but retain the old-school pieces to keep the classic feel. These included the two-stage nitrous-fed 707 cubic inch big block, Rossler Turbo 400 transmission and a number of other things unique to the car’s history. | july 2015




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july 2015 | RPM Magazine

Carrier ran an 8.92 in the Camaro. To add to that, in 1994, the Malibu with the Anderson brothers at its helm was among the first street cars to run in the sevens with a 7.94 at the World Street Nats in Orlando. With some of the baddest cars from North America coming out to race in Sparta, Ontario, the War in the North has become Canada’s version of TV-style Outlaw drag racing, only in the real world and side by side on a drag strip, where the winner takes all—and one of the draws for the event was to challenge the “King of the Streets” in Canada—Boo King and his crew with the Nuclear Banana Camaro. Over the past winter— which by the way is about three months longer on the east coast of Canada—the Pizza Boys had the car completely updated while being sure to preserve its rich past. With its original and well-dated configuration, they were always following on King’s heels, almost a second behind in the quarter-mile. Knowing the odds were stacked against them though, they would still run in the same class to show support and help fill the staging lanes. The Malibu could take on and take out many, but not King’s Nuclear Banana six-second Camaro. They are

friends—until race day that is—having raced together for many years and now it was time for Vienneau to call out “The King.” And with War In The North being the event to attend in Canada, what better place to do battle? To set the stage we have to back up to 2009, when Boo suffered a major accident at his home track, rolling the car several times and compromising the chassis. After the crash, the Banana came back with updated bones and a new fiberglass body, but sadly, the street car equipment which made it famous as Canada’s fastest street car was gone—for now at least. These modifications and lighter weight allowed them to dip into the 6s instantly, but it was no longer a street-legal car. With Boo sitting in his new fiberglass throne, they vowed that they would someday return the car to its former configuration to once again take on the world of outlaw street car drag racing, and that day has finally arrived. The Pizza Boys had already planned to update the Malibu long before any event announcements, so it was only by luck that the car would be ready about the same time as the WAR event in July. Now, they are finally bringing a gun to the gun fight.


The Pizza Boys camp had this to say following the call-out…“Drag Week and Street Outlaws are a big draw to the sport of drag racing today, and each have their opinion of what makes their cars the best in the world. The Pizza Boys Racing team appreciate the time, money and sacrifices that it requires to be able to compete at this level of racing. The Malibu has

been running seven seconds consistently for over 20 years, while still being driven on the streets. We truly feel like the Malibu may represent one of the fastest street cars in history. Although it may not be the fastest currently, it has consistently raced at the highest level for the past 20 years. What other street car can say that? One can think of only one other—Larry Lar-

son and his Chevy II. We acknowledge that Boo’s 6.84 @ 200 mph is a stout E/T, but also wanted to remind them that the Malibu’s rear view mirror is waiting for the Banana!” King and his crew responded. “Like we said in February, we welcome ALL challengers. We have the quarter-mile record in Canada and the title and we intend to keep it and take

home this eighthmile win as well. The car is back to being a street car and we’re putting some serious street miles on it, so it will be ready…all we can say is that whether it’s the guys across town or the guys across the country, or from the States, we’ll be waiting!” This hometown rivalry will follow the two teams for the 15-hour drive to Ontario and could

FRUIT FLIES get dirty if they end up in the final together, but no matter what happens their goal is to bring the Crown back to New Brunswick... so as it looks right now, if you aren’t from New Brunswick, Canada, you better bring everything you’ve got if you want to take out the King!

In 2009 Boo King crashed the Nuclear Banana hard which resulted in a rebuild minus the equipment that would make it street legal.


Larry wants to thank his wife Isabel and all involved including the crew chief Vinnie Vienneau who especially thanks his boys, Kent and Levi, as well as Jody and Tim Boone, Bobby Ley, Jeff Warman, and Adam Bird from Central Auto Parts for all of their technical expertise.

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>>RPM Magazine helps kick off all-new drag-and-drive event for the summer of ’15!


Story by Toby Brooks, photos provided




t has been said that many things in life are simple, but they sure aren’t easy. We here at RPM believe that to be true, so when organizers of the Rocky Mountain Race Week (RMRW) approached us with their idea for an all-new week-long, multi-site drag race event, we were intrigued. The idea was simple: five days of side-by-side racing at four different drag strips through-

july 2015 | RPM Magazine

out the Great Plains and Rocky Mountains. Adding intrigue to the prospect is the fact that the trailers would be left at home, with competitors required to actually drive the 1,000+ miles in their machines, make each day’s checkpoint, and lay down a pass by 3 pm before the track is closed. It is simple. But it sure won’t be easy. There is nothing quite like cruising down the road in the mix of local traffic next to several other cool, fast, head-turning cars during the grueling multi-day journey. Making new friends through the week and coming home to tell the stories of roadside breakdowns, help from a kind-spirited local or a fellow competitor, and rushing to get to the next track and lay down a solid pass is just part of the fun. Hitting a hole-inthe-wall local diner for a quick lunch while the locals admire your street machine and you answer 20-plus questions before getting back in your ride to try to catch up to the rest of the group is typical, too. The week will be challenging, to say the least. The event is slated for July 12th-17th and will

launch in Morrision, Colorado at venerable Bandimere Speedway with tech on July 12 and round one of time trials on July 13. From there, RMRW will hit Pueblo Motorsports Park in Pueblo, Colorado on July 14 for round two, SRCA Dragstrip in Great Bend, Kansas on July 15 for round three, Kearney Raceway Park in Kearney, Nebraska July 16 for round four, and back to Bandimere for the event’s final rounds of trials on July 17.


Bandimere Speedway, Morrison, Colorado Originally founded in 1958, Bandimere Speedway has been a consistent fixture for drag racing action just west of Denver for over a half-century. The professional-level facility has hosted the NHRA Mopar Mile-High Nationals since 1978, and in 1988 Bandimere was treated to a much-needed $4 million improvement project which included a year sabbatical from the national event circuit. The many facility improvements

>>Confirmed Rocky Mountain Race Week Participants:





1968 Chevy Nova | 427 BBC | Nitrous Ladder bar suspension | Co-pilot Billy Costello 1979 Chevy Malibu | LS1 | Naturally aspirated 9-inch rear, stock-type suspension



1987 Chevy S-10 | 406 SBC | Twin turbo Stock-type suspension with Cal Tracs



1956 Chevy 210 | BBC | Twin turbo Full tube chassis, 4-link suspension

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2013 Ford Mustang | Boss 302 | Naturally aspirated Stock-type suspension | Colorado allowed for an enhanced diversity of event offerings, more spectator seating, better pit areas for race vehicles, improved spectator parking access to all areas of the facility, and an unsurpassed venue for sponsor involvement with improved

sign visibility. Seating capacity of the grandstands was increased from approximately 8,000 to over 23,500. RMRW participants will tech in on Sunday and race on Monday at Bandimere before the site is closed at 3 pm.


Bandimere Speedway (Morrison, Colorado)


july 2015 | RPM Magazine



All estimated mileage, travel times, and projected routes calculated by


ROUND TWO: JULY 14 Pueblo Motorsports Park, Pueblo, Colorado

Located 120 miles southeast of Bandimere is Pueblo Motorsports Park, an NHRA-member track that hosted its first drag race event 1975. Also on site is a sprawling 2.2-mile road course,

and at one time the venue also hosted Quarter Midgets and motocross events. Although the air is still relatively thin at an altitude of 4,700 feet in Pueblo, it will be a bit of a reprieve from the 5,800-foot elevation of Bandimere. The two-hour drive will take participants through gorgeous countryside, with

1993 Lexus SC300 | Built 2JZ-GTE Turbo & nitrous | Coil-over suspension


Stancell ROUND TWO: JULY 14

Bandimere Speedway (Morrison, Colorado) to Pueblo Motorsports Park (Pueblo, Colorado) 1984 Chevy S-10 Blazer | 406 LS | Twin turbo Dana 60 with ladder bars

Distance: 119.6 miles Estimated travel time: 1 hour 52 minutes | july 2015


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views of Pikes Peak to the west of Colorado Springs. After laying down their best time, participants will load up and head east.

ROUND THREE: JULY 15 SRCA Drag Strip, Great Bend, Kansas The Sunflower Rod and Custom Association (SRCA) Drag Strip in Great Bend,

Kansas holds a little-known distinction of being the site of the first-ever NHRA national event in 1955. SRCA had acquired the former B29 Army Air Force Base from the city of Great Bend after it had been declared surplus by the U.S. Army in 1946. In an era before multi-million dollar marketing deals and the big business of drag racing, the central Kansas location provided an equitable geographic compromise for both

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Pueblo Motorsports Park (Pueblo, Colorado) to SRCA Drag Strip (Great Bend, Kansas)

Distance: 357.6 miles

Estimated travel time: 6 hours 13 minutes


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july 2015 | RPM Magazine



1972 Dodge D10 Pickup | 400 big block Mopar Texas



1964 Plymout Sport Fury | 440 6-barrell Stock-style suspension | Colorado



Earl’s Performance Plumbing brought aviation fluid transfer technology to the automotive and marine performance markets over four decades ago and today’s top teams still rely on Earl’s. With the most extensive line of plumbing products available, you can count on Earl’s from start to finish. From every level of hose & hose ends, adapters, brake lines, radiator & heater hoses, to coolers, gaskets & accessories, Earl’s has the highest quality plumbing selection that is still second to none! TECH LINE: 270-781-9741 | july 2015



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east coast and west coast racers who had grown accustomed to regional competitions but were eager for broader bragging rights (hence the name “NHRA Nationals�). Over 200 cars and 15,000 spectators showed up for the inaugural event, with Lloyd Scott setting a new speed record for American drag racing at 151 MPH. Far from a simple two-hour jaunt like the day before, the trek from Pueblo to Great Bend is 357 miles and a Mapquest-estimated 6-plus-hour drive due east through Eastern Colorado and Western Kansas. Only the final day of the event is a longer drive, so competitors be forewarned: day three could be a tough one! | july 2015






Kearney Raceway Park, Kearney, Nebraska

By day four, the novelty of five days of drag racing across thousands of miles and three states could potentially begin to wear off a bit, but competitors will get a small breather as they travel just 3.5 hours (190 miles) due north from Great Bend to Kearney, Nebraska where they will compete at nostalgic Kearney Raceway Park (KRP). Open since 1964, KRP is home to a number of events with local and regional appeal all summer long, and the RMRW should feature intense competition as opportunities to gain the advantage over the competition begin to dwindle. In addition to attempting to post a solid number on the penultimate day of the event, competitors will also have to ready their rides and themselves for the brutal last day commute back to Bandimere.



SRCA Drag Strip (Great Bend, Kansas) to Kearney Motorsports Park (Kearney, Nebraska)

Distance: 191.9 miles



july 2015 | RPM Magazine

Estimated travel time: 3 hours 30 minutes

2015 Chevy Corvette Z06 | 6.2L LT4 | Supercharger Stock Z06 suspension | Colorado 2011 Chevy Camaro 2 SS Convertible | 6.2L L99 | Supercharger Coil-over suspension | Colorado



1955 Pontiac Chieftain | 6.0L LS | 80mm turbo Trans-Am front suspension | Colorado | july 2015


RACE WEEK ROUND FIVE: JULY 17 Bandimere Speedway, Morrison, Colorado

With many classes most likely still up for grabs, the rowdy rides of RMRW will thunder back into Morrison on July 17th for the fifth and final day of the grueling event. The 381-mile, 6-hour-plus drive through southwestern Nebraska and northeastern Colorado is no easy feat, especially after cars, parts, and drivers have been pushed near their breaking points for four days straight. Competitors will need to complete the drive and lay down at least one

more pass before completing the event. Once trials are closed at 3 pm, the hard part is finished and those who survived can begin to celebrate (and brag!) that both they and their machines had what it took to successfully complete the daunting RMRW challenge. Winners will then be determined using a five-day average of each competitor’s best posted time on each of the five days of competition. Five days. 1,000 miles. A lifetime of memories and bragging rights for at least a year. Register now for Rocky Mountain Race Week. It’s simple. But it isn’t easy.


Kearney Motorsports Park (Kearney, Nebraska) to Bandimere Speedway (Morrison, Colorado)

Distance: 381.7 miles Estimated travel time: 5 hours 55 minutes


Hazlett 2002 Chevy Camaro Z28 | 5.7L LS6 | ProCharger BMR suspension | Colorado


july 2015 | RPM Magazine


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All Prices Shown are Racer Net – Shop Our Dealers for Best Pricing. | july 2015



JULY 12-17

Total distance: 1050.8 miles Estimated total driving time: 17 hours 34 minutes


july 2015 | RPM Magazine




All-steel 1930 Ford Coupe | Two different 350 SBC engines (“depending on which one isn’t broke”) | 6-71 supercharger or dual quad tunnel ram | 9-inch Ford with coil-over and ladder bar suspension | Texas


1968 Chevy Chevelle | LS | Turbo Stock-style suspension | Colorado


1973 Chevy Monte Carlo | 496 BBC | Naturally aspirated | Fabricated control arm suspension | july 2015






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1985 Chevy S-10 “The Stretchy Truck” 580 BBC | Twin turbo


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1967 Chevy Nova | BBC | Twin turbo Full tube chassis | Colorado


july 2015 | RPM Magazine


2009 Nissan GT-R | 3.8L Nissan | Twin 54mm turbos | Swift suspension | Colorado

1972 Chevelle SS | 502 BBC | Naturally aspirated Stock-style suspension


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All cars must meet minimum weight of 3,300 lbs. with the exception of nitrous and naturally-aspirated cars that must meet a minimum weight of 2,750 lbs.

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Outlaw Street • • • • • •

Cars 7.50 and slower Stock-style rear suspension 29.5 x 10.5 (non “W”) and smaller 315 and smaller drag radial All steel bodies (aftermarket hood and deck lid permitted) 1/4 mile racing

True Street • • • • •

Four classes: 10.00 - 10.99, 11.00 - 11.99, 12.00 - 12.99, and 13.00 13.99 DOT tire Stock-appearing exterior (no Lexan) Interior must have dash, seats, carpet, and door panels. 1/4 mile racing

Hot Rod / Gasser • • • •

Cars 1928-1967 Must fit class appearance guidelines Glass cars must weigh minimum 2,900 lbs. 1/4 mile racing

Pro Street • • • • •

Stock front frame rails Aftermarket rear suspension Any tire size All steel bodies (aftermarket hood and deck lid permitted) 1/4 mile racing

Limited Street • • • • • •

Cars 8.50 and slower Stock-style rear suspension 29.5 x 10.5 (non “W”) and smaller 315 and smaller drag radial All steel bodies (aftermarket hood and deck lid permitted) 1/4 mile racing

Sport Compact • • •

3.0 or smaller anything goes 3.1 - 3.8 must use stock turbo 1/4 mile racing

Ultimate Radial • • •

Any car on any drag radial 315/60-15 or smaller AWD cars can also run any drag radial 1/4 mile racing.

Rowdy Radials • • •


Any car on a 235 drag radial or 26 x 8.5 slick AWD cars can run on any street radial 1/8 mile racing

july 2015 | RPM Magazine

1972 Chevelle | 400 SBC | Nitrous Stock-type suspension

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1969 Chevy Camaro | BBC | Twin turbo Full tube chassis | july 2015



july 2015 | RPM Magazine




1965 Ford Mustang | BBC | 14-71 supercharger 4-link rear, Mustang II front suspension

For more information about Rocky Mountain Race week or to register your vehicle and join the racers go to Rocky Mountain Race Week has also created a never-been-done before video series of event coverage that combines live-streaming of the races, interviews with drivers & fans, all the behind scenes action from the pits AND fully embedded 24/7 on-the-road coverage of four featured drivers. The video content during the week will be distributed on-line, via websites, blogs and social media, 3-5 sec videos for Instagram, 3-7 minute videos for YouTube. | july 2015





OTHER COMPETITORS: • Big Don • Alex Taylor • Eric Yost • Doug Kline



The Rocky Mountain Race Week has developed a network of partners that includes RPM Magazine, 1320 video, MotormaniaTV, Competition Plus, Racing Junk, Prismatic Image Photography, Chuck’s Towing, Specialty Auto Auction, Lucas Oil, Unlimited Services LLC, Elway Chrysler Jeep and Dodge, Hill Top Speed Shop, In & Out Oilfield Service, 1974 Chevy Laguna | 454 | Naturally In & Out Custom Hauling, Raven aspirated Studios and AMS Automotive Stock-type suspension Machine.


july 2015 | RPM Magazine

1962 Chevy Nova | 5.3 LS | Twin 66mm turbos Custom rear, Mustang II front suspension


1998 GMC Sierra | 355 SBC | 142 supercharger | Stock-type suspension | Co-pilot Austin Martin

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RPM Magazine July 2015  
RPM Magazine July 2015