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V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpm-mag.com EVENT MEDIA DIRECTOR...........................RAYMOND KNIGHT events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MIKE COSTIC, TARA BOWKER, JOHN ULMAN, KRISTAL COWLE, and LOUIS FRONKIER Editorial Contributions: TIM LEWIS, CHUCK SCOTT, TOMMY LEE BYRD, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, PAT McGOWAN, TABITHA SIZEMORE, KRISTAL COWLE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, and GEORGE PICH Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, TIM BIRO

ADVERTISING SALES For advertising information contact

MEET THE RPM TEAM

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

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

WANT YOUR CAR IN RPM?

RPM Magazine has been a world leader in motorsports publishing for 17 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

Publication Return/Address Change Information USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 12 times per year by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030.

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com

Periodicals postage rate is paid at Fairfax, VA and additional mailing offices.

Art & Graphics Director: Toby Brooks

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

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EDITOR’S RANT

by

Chris Biro

Believe it...

17 YEARS OF HORSEPOWER & GEARS!

I

n mid-December, enthusiasts, racers, hot rodders and gearheads from around the world flocked to what is arguably the motorsport capital of the world for the largest hardcore performance and racing trade show of the year, the Performance & Racing Industry (PRI) show in Indianapolis. The show was bigger, badder, and wilder than ever and show-goers were greeted by unseasonably warm temperatures and the largest selection of exhibitors and displays in the history of the event. Each year our show experiences not only allow us the opportunity to interact with our readers, advertisers and supporters, but they also rejuvenate us and reinforce the fact that the printed magazine, as long as it is done right, is alive, well and thriving! There were those that asked 10 years ago what we’d do when print mags were gone. Needless to say we got a good chuckle. We’re definitely NOT old school at RPM, in fact, we’re cutting edge! As those words were being spoken we were already equipped with our electronic magazine at www.rpm-mag.com and developing our apps for handheld devices, but first and foremost we knew that our print readers would never give up their RPM. It’s a different level of engagement with a print magazine than with our electronic devices— holding the magazine in your hands, feeling the pages, the smell of the paper—being able to actually relax and flip back and forth through pages at will and digest what is on each page— like I said, it is a different experience altogether. The weak (magazines) were consumed or have been restructured or redesigned into a shell of their former selves. RPM, however, continued to grow. In fact, we’re proud to say that over the course of 17 years and being read in 34 countries, we’ve never stopped growing in print, online, by subscription, and on newsstands. Every month more and more people around the world want to read about real horsepower and fast cars that they can identify with. RPM gives YOU what YOU want, not we want you to read! Following a successful PRI show, we tackled Christmas and of course, New Years. For us though, because RPM is “REAL TIME” (actually, we invented the world’s first and only Real Time car magazine where you see articles and stories that are current not ancient), there’s not much rest as our team worked through

New Years on this very issue. Because we’re all car crazy ourselves, we work extra hard to ensure that you always get content that is fresh and exclusive to RPM. There’s nothing worse than seeing the same stories all over the web and then in two or three magazines several months later! We’d like to take this opportunity to say thank you to all of our RPM readers, advertisers and supporters, and to welcome new ones and remind those who stole this issue from their buddy or dentist’s office about how they can get their own copy each and every month. ORDER YOUR PRINT SUBSCRIPTION: Simply complete the form on page 114 of this magazine or go online to www.rpm-mag.com to order your own subscription to RPM, and for just $30 bucks you’ll get 12 high quality full color issues sent right to your door every single month! Because of the quality and exclusive articles in RPM, a print subscription provides an amazing, engaging experience with each issue. GRAB A COPY FROM THE NEWSSTAND: Pick up a copy of RPM from most any popular newsstand or magazine rack! RPM can be found on over 5,000 newsstands in the United States and Canada, including all of the popular book stores and big box stores. You better hurry though, because they sell out quickly! If you can’t find RPM on your favorite magazine rack email us at circulation@rpmmag.com and our friendly staff will be able to direct you to several stores in your area that carry RPM. GET YOUR ELECTRONIC SUBSCRIPTION: Go to www.magzter.com and sign up for your own electronic subscription to RPM. Just type in RPM Magazine on the Magzter site and you can order individual copies for just $1.99 each or a year subscription for only $15.99! You will get the exact magazine as in print sent to your handheld device or computer each and every month as soon as it hits the E-newsstand! READ ONLINE: You can also read RPM on any computer at www.rpm-mag.com or by using our app for your handheld devices, both Apple and Android. Reading these issues online is free, so if your not the kind of person who has to get things right away, this might be for you as free online issues are not posted until 20 days after our print and e-subscription release date. We’re not going to lie though, reading RPM online is no comparison to having the real magazine in your hands!

COMING NEXT MONTH: Project aPocolypSe..............................................

Body & paint heats up as Michael Lee of Mykal’s Customs gets our Mustang ready to shoot!

4

THIS AND MORE IN THE NEXT RPM! february 2016 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 88 Accufab Inc............................ 89 Aeromotive......................... 109 AFCO..................................... 65 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 23 Applied Racing Components (ARC).................................. 45 ATI Performance Products..... 27 Auburn Gear.......................... 87 Autoglym.............................. 91 AVAK/Ridgegate Tools........... 37 Bad Attitude Engines.............. 9 Baer Brakes......................10, 34 BES Racing Engines............... 78 Bill Mitchell Products.......26, 58 Blower Shop............................ 5 Borla................................... 110 Browell Bellhousing.............. 64 BTE Racing............................ 19 Buffalo Motorama................. 57 C&C MotorSports................. 106 Calvert Racing Suspensions... 14 Canton Racing Products........ 42 CFE Racing Products.............. 13 Chassis Engineering...........8, 59 CN Blocks.............................. 20 CNC Motorsports................... 35 Coan Engineering.............22, 62 Competition Products........... 93 COMP Cams......................... 112 Crower.................................. 41 CVR Products......................... 25 DART..................................... 18 Design Engineering............... 24 Diamond Pistons................... 52 DIY Auto Tune/MS3-Pro EFI... 88 Drive Train Specialists (DTS)... 81 Dynocologists........................ 43 Dynomite Dynamometer...... 98 Dynotech Engineering......... 109 Earl’s Performance Plumbing.40 Ed Quay Race Cars............... 107 Edelbrock.............................. 21 Energy Suspension.............. 100 Erson Cams............................ 63 Fuel Air Spark Technology (FAST)............................. 108 G Force Racing Transmissions.12 Greyhound Package Expresss.94 GZ Motorsports..................... 59 Harland Sharp......................... 9 Holcomb Motorsports........... 80 HoleShot Wheels................... 82 Holley.........................42, 66, 92 Howards Cams...................... 99 Induction Solutions............... 48 Innovate Motorsports............ 95 JE Pistons.........................77, 85 Jesel...................................... 78 JET Performance................... 98 J&K Converters...................... 82

LenTech Automatics.............. 38 Lokar Performance Products. 44 LUCAS Oil Products.................. 2 Lunati.................................... 86 Magnuson Superchargers.... 105 MAHLE Clevite Inc................... 7 Manton Pushrods.................. 63 MAV TV.................................. 56 Meziere Precision Mfg............. 8 Mickey Thompson Tires...... 7,13 Mickey Thompson Truck Tires.105 MSD Ignition......................... 15 National Pro Street Assoc.... 101 Neal Chance Converters....60, 79 New Century Performance.... 15 Nitrous Express...................... 85 Nitrous Pro Flow.................... 58 Nitrous Supply...................... 96 Parts Pro Perf Centers.......... 116 PBM Performance Products... 38 Performance Improvements.. 10 Perf. Plus Connection.....11, 107 Powermaster Performance.... 45 Precision Turbo...................... 17 ProCharger............................ 30 Proform Parts.................53, 102 Proformance Racing Trans..... 28 Pro Systems Carburetors... 49,85 Philadelphia Racing Products (PRP).................................. 33 PTC........................................ 16 Quick Fuel Technology........... 51 Quik-Latch Products............ 106 Racecraft............................... 32 Racepak................................ 43 Racequip............................... 83 Renegade Racing Fuels......... 39 Rev-X Oil Products............61, 97 RJS Racing Equipment........... 36 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars.................... 113 Scorpion Racing Prods......26, 34 Shafiroff Racing Engines..12, 22 SM Race Cars......................... 40 Smith Racecraft..................... 76 Steve Morris Racing Engines. 46 Strange Engineering............. 50 Summit Racing Equipment. 115 Taylor Cable Products............ 51 TCI Automotive...................... 84 Ti64....................................... 66 Tom’s Upholstery................... 67 Trick Flow.............................. 31 TRZ Motorsports.................... 39 Tuned By Shane T.................. 18 VP Racing Fuels..............47, 103 WASP Cam............................ 99 Weinle Motorsports.............. 81 Weldon High Performance.. 104 World Products..................... 84


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february 2016

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

Often Imitated, Never Duplicated—For 17 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!

RIDES

COVER STORY Back In Black

.................................................................

8

Al DiSalvo’s stock chassis small tire Chevelle returns to action!

Grand Am-bition.................................. 54

The MM Show.........................................................24

When Mike Martyn says he has a pretty fast Mustang that he drives on the street, rest assured, he can back it up…on both counts!

Allan Juhasz’s 2002 Pontiac Grand Am triple threat

EXCLUSIVES & TECH

RPM

Turbos, Blowers, & Multi-Stage Nitrous............................36 Protect yourself against the “what ifs”

Making an Impact...........................................................90 The Mac Tools BWP150-Z2 cordless impact gun helps us trick out our truck

SUIT & BowTIE....................................................... 38

This 1968 Camaro used to haul owner Mark Lohr back and forth to work in business attire...now it hauls more than that!

Save Your Threads...Save Your Time..................................94 The UNIBURR+ makes cutting bolts and dressing threads a snap

How to Stop a Tank Without an RPG!..............................97

We install a new Z36 Severe Duty brake kit and high performance calipers from Power Stop Brakes on our huge Ford Excursion

PROJECTS

THE

The Next Step..............................................................106 Project aPocalypSe Horse heads west for paint and body

West Coast Nines...............................................78

Californian Tom Patterson’s 2014 Mustang GT might look stock, but don’t be fooled!

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

february 2016 | RPM Magazine


DELIVERING PERFORMANCE WITH INNOVATIVE HIGH QUALITY PRODUCTS

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Clevite® engine bearings have a precision wall tolerance of +/- .00015“ with strong, extra thin overlays to withstand high loading

All Clevite® engine bearings are manufactured on OE equipment, using OE knowledge

Visit us at PRI booth #1601

www.rpm-mag.com | february 2016

7


THINGS ARE A LITTLE HAZY Al DiSalvo’s black Outlaw Chevelle piloted by Ed McGuinn burns the hides for the next pass.

Chassis Engineering’s Four-Link Suspension and Subframe Kits

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february 2016 | RPM Magazine

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story by

Kristal Cowle

F

or Al DiSalvo, the love of fast cars began with his brother Peter letting him tag along when he and his friends would head out

to the local race track for some Saturday night action. With the cars, the excitement of the track, and the racing, in no time DiSalvo was hooked and there was

no going back. At the tender age of just 16, DiSalvo came face to face with the Chevelle he was destined to spend the next 29 years with. Make that 29

photos by

Mike Costic, MC Pixels

years and counting, as there is no sign of the relationship coming to an end any time soon. As a matter of fact, things have never been better!

A co-worker who was hard up for some college cash came in to DiSalvo’s workplace one day offering up his 1970 Chevelle. The Chevelle (which happens to share

www.rpm-mag.com | february 2016

9


BACK IN BLACK

BORN TO BURNOUT The Chevelle’s primary use is evidenced by the rubber on the quarter panels. the same birth year as Al) was all original, Daytona Blue with rallye wheels. The guy was asking $4000, and after a little haggling, he and DiSalvo settled on a final purchase price of $3200. Being just 16 though, he didn’t have that kind of cash just lying around, so he did what all kids do when they need someone to come through for them…go ask mom of course. He hit up his mom to help

10

him out in securing a loan for the car. She agreed to co-sign and that’s where our story really begins. Even at a young age, DiSalvo knew the importance of taking care of your ride. Rochester, NY winters were meant for the $200 beaters, not your pride and joy and the Chevelle has never seen a winter under his ownership. “Yes, back in those days you could actually buy

february 2016 | RPM Magazine


PRETTY DAM FAST The fabricated front lower air dam helps keep the front down on high speed runs.

www.rpm-mag.com | february 2016

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NOT-SO-HEAVY CHEVY The Chevelle is jet black and arrow straight despite having a number of fiberglass panels to help keep race weight in-check. a good winter beater car for just $200” DiSalvo chuckled. In those first years the Chevelle served all his needs—daily driver, cruising, and of course drag racing. Racing on the track, on the street, or wherever the action was is where you would find him. “The original 307 would put on quite the smoke show,” DiSalvo laughed, “and not from the tires but from the tail pipe! The car tended to be temperamental back in the day. We went

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february 2016 | RPM Magazine

through five motors and four transmissions in the first 10 years.” As each new motor found its way between the framerails, the car continued to slowly morph into a faster, more competitive racecar over the years—that is until 2006, when it was time for the Chevelle to take a back burner to the family for a bit. Al’s wife has always supported his passion for racing, but with two little ones in the house, it was time to take a step back for a few years.

Heads-up drag racing has always been intriguing to DiSalvo and his lifelong friend, Ed McGuinn. Friends since junior high, these New York boys have grown up together enjoying their shared passion for cars and drag racing, and the older they get the faster they get! In fact, Ed has a 1980 Trans Am of his own, and when he equipped it with an engine built by BTR Performance, they decided to take the show on the road. They began to


BACK IN BLACK RIDIN’ RIGHT Having the factory frame underneath made it easy to maintain that cool muscle car rake.

RULE THE

STRIP

www.rpm-mag.com | february 2016

13


BACK IN BLACK

RAT-TASTIC 565 cubes of BTRbuilt big block Chevy topped with Edelbrock nitrous oxide fills the underhood cavity of the Chevelle.

14

travel together to hit some heads-up races, and the more racing they did with the Trans Am, the more DiSalvo knew it was time for the Chevelle to begin its transformation to a

february 2016 | RPM Magazine

heads-up powerhouse! Now however, being a father of three and a plumber by trade, it would take two years for them to be ready to run alongside the big guns at the track.

It was important to DiSalvo that during this transformation the Chevelle retain its stock appearance, and Steve Scavuzzo of East Coast Collision in Rochester,

NY was entrusted with the body work and paint. The front fenders, hood, doors, bumpers and trunk lid are all fiberglass by Glasstech, but with hours of work at East Coast, you


www.rpm-mag.com | february 2016

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BACK IN BLACK STREET LEGAL... Being plated and insured for the street along with the Chevelle’s cowl hood all add to its unassuming look. All it takes is the push of a button to fire the big nasty Rat to life to dispel any misconceptions, though.

...AND RACE EQUIPPED A parachute for helping the “whoa” and a fabricated rear differential and coilover shocks to help the “go” get to the ground. Mickey Thompson 315 ET Street Radials mounted on Champion wheels provide the hook.

would never know it—the car is jet black and straight. The paint is General Motors black with Quick Silver SS stripes, and the black vinyl top not only adds class to the total package but reminds onlookers of the cars authenticity as a daily driver at one point in its life. Inside the Chevelle, DiSalvo also made it a point to preserve as much of the factory look as possible, considering that it had to also be packed with all the gadgets to help make and control the big horsepower about to be added, not to mention all of the required safety equipment. First, a cage was installed to help stiffen the stock frame and keep the driver safe. A pair of aluminum racing bucket seats were added with the passenger side being reserved

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february 2016 | RPM Magazine

for the nitrous bottle during track runs, but open for a copilot during the odd street cruise. Using the stock frame over backhalfing the Chevelle also allowed DiSalvo to maintain the backseat. An array of gauges provide the driver with vital signs as he shifts the powerglide trans via a slick carbon fiber B&M shifter. The Chevelle’s motivation comes courtesy a big block Chevy coming in at a rather trim 565 cubic inches. Trim that is, in comparison to some of the mega inch big blocks found in heads-up racing today. “I want to thank BTR Performance for this badass 565 that can hang with big inch big blocks—Bill builds killer engines that can run with anyone!” exclaimed DiSalvo. Swinging


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• FULL SKIRT and STANDARD design options available • RMR Cast Aluminum Alloy • 9.240” – 9.450” with standard or raised cam • 9.750” – 9.950” deck height with .388” raised cam • Bore sizes from 4.000” up to 4.165” with dry ductile sleeves • Dart priority main oiling system with provisions for OE and aftermarket oil filter mounting • 4 bolt Billet Steel main caps

248.362.1188 | DARTHEADS.COM

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february 2016 | RPM Magazine


BACK IN BLACK

PREPARED FOR TAKEOFF The Chevelle waits for the green to come down during action at the 2015 War by The Shore event.

inside the modestly sized mill are CP 13:1 compression slugs pinned to GRP aluminum rods spun by a Callies Stealth crank. Dart 335 CNC ported heads are complemented by a T & D shaft rocker system and COMP Cams half-inch pushrods. Unfortunately we can’t share the COMP Cam roller camshaft specs with you, because they wouldn’t share them

with us! The package is topped with an Edelbrock Super Victor intake ported by Bill Trovato and a Dale Cubic CFM Performance Carburetors 2.25 Dominator style carb. The Outlaw Limited Street class is fast and to get the job done Al and Ed knew they’d need some help, and that help comes in the form of

an Edelbrock direct port nitrous system with Super Victor solenoids. For Al DiSalvo, it is very clear that his love of cars and racing transcends his need to just have and race a car. His love and his passion for the sport extends to his crew and making their time

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

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

$84995 www.rpm-mag.com | february 2016

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BLACK ON THE INSIDE, TOO Inside the Chevelle a number of the factory components were kept in place including carpet, door panels, dash and even the rear seat! The passenger seat is reserved for a special friend on race day.

at the track and preparing for each race day a team effort. “I want to say a special thank you to my friend Ed McGuinn,” DiSalvo said of the man who now wheels the Chevelle for Al, and splits expenses incurred on race day. “Plus our crew; Chip McGuinn, Jimmy Hillian, Josh Roberts and Robert Sessions- these guys bust their asses for our racing! Also a shout out to my wife, Danene and my kids Nick, Joe and Jenna for understanding the passion I have for heads-up racing.” NMCA, DADS and Renegade Racing Association are just a few of the programs the team have raced, but their combination of a street car racing on small tires opens the doors for entry into various other “street” events in addition to their

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february 2016 | RPM Magazine

usual class, Outlaw Limited Street. And after 29 years together, the summer of 2015 holds Al’s proudest moments and greatest accomplishments to date with the Chevelle and its crew. Back in February 2015 he applied for the Real Street Showdown class as part of the inaugural War By The Shore (WBTS) event at Thompson Raceway Park and was among the 32 chosen participants. “The War By The Shore was something I was planning for all year long and we had such a great showing, qualifying third and making it to the semi-finals in competition,” said DiSalvo. While they may have come up a bit short for the win at the WBTS event, redemption would quickly be theirs as the very next weekend a handful of the WBTS participants were back in


BACK IN BLACK

JUST A MODEST LITTLE 565 CUBIC INCHES The displacement might be considered on the smaller side when looking at many of the big-cube Outlaw drag race combinations of today, but make no mistake, this thing hauls ass!

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

Kit Right Out-Of-The-Box

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ALL PARTS FOR USE ON RACING VEHICLES ONLY.

www.rpm-mag.com | february 2016

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AL DISALVO’S 1970 CHEVELLE OUTLAW LIMITED STREET STREET/STRIP Chassis Type & Mods: Stock frame with SFI cert cage. Stock-style suspension. Core support cut and lightened, all bumper brackets cut and lightened. Suspension: TRZ tubular control arms front and rear. Afco double adjustable shocks front and rear done by Mark Menscer. RJ Pro Fab anti roll bar. Rack and pinion steering. Body & Paint: GM black paint with Quick Silver SS stripes. Black vinyl top with all GM factory trim. Fiberglass front fenders, doors, hood, bumpers and trunk lid. Paint and body by Steve Scavuzzo at East Coast Collision Rochester, NY. Engine: 565 cubic inch with Dart 335 CNC heads, T & D shaft rocker system and comp cams 1/2-inch push rods. 13:1 comp CP gas ported pistons, GRP aluminum rods, Callies Stealth crank and COMP Cams roller camshaft. Super Victor intake ported by Bill Trovato and topped by a Dale Cubic 2.25 Dominator-style carb. Moroso billet oil pump and Moroso oil pan, Edelbrock direct port nitrous system with Super Victor solenoids. Electronics: 7531 MSD box and NOS Launcher controller. Transmission & Converter: Powerglide trans with Reid case and 1.69 first gear. PTC converter. Differential: Fab 9 by TRZ with 35-spline Moser axles, 5/8-inch studs and Moser aluminum center section. Performance: 5.07 at 139 mph (1/8 mile), 1.20 60-foot. Thanks: “Thanks to driver and friend ED McGuinn who also helps split the cost of racing each race. The crew Josh Roberts, Jimmy Hillian, Rob Sessions and ‘pops’ Chip McGuinn. Thanks also to BTR performance for a wicked motor.”

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february 2016 | RPM Magazine


RACE READY Out back, the TRZ fabbed rear end (left) hangs from Afco shocks, while elsewhere on the car, numerous factory steel pieces like the front bumper (below) have been replaced with ’glass replicas.

COMPETITIVE EDGE Driver Ed McGuinn gets a hold of the killer race surface during the War By The Shore event at Thompson Raceway Park this past summer. DiSalvo’s Chevelle qualified #3 and made it to the semifinals that day with McGuinn in the driver’s seat.

action, only this time it was in Outlaw Limited Street at a DADS event. “Our most memorable moment to date and our first event win came the weekend following the Thompson event,” he added. Among the racers in competition at that event were Mike Martyn, the winner of the WBTS Real Street Showdown, and Keith Sletvold, who qualified in the #2 position in the WBTS Outlaw Limited Street Class and was also sitting in the top spot in Outlaw Limited Street that day. With Ed McGuinn behind the wheel, the Chevelle would take them both out of competition on their way to the Winner’s Circle! That win, combined with their Top 8 qualifier gold card to return to the 2016 WBTS Real Street Showdown class, has put their fellow northeast fast street car racers officially on notice—DiSlavo, McGuinn and the jet black Chevelle are back!

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story by

Kristal Cowle photos by

Mike Costic, MC Pixels

S

o what kind of life lessons can a 16 year old boy learn from his girlfriend’s father? My oh my…this list could be long and definitely varied. I’m sure many of you are thinking back right now with a mischievous grin on your face, wondering how you even survived the lessons they wanted to teach you! So what life lesson did Mike Martyn learn from his high school sweetheart’s father? Just so happens it was

the love of fast cars and appreciation of a good drag race! They spent many a weekend at the local tracks, mostly Quaker City Motorsports Park and Meander Raceway. Meander Raceway wasn’t your average racetrack though—think of it as more of a small runwhat-you-brung outlaw track. The track surface was also the landing strip, as the facility doubled as a small airport. Racers are used to all kinds of delays, but when

the racing comes to a stop to allow for an incoming plane to land, now that is something you don’t see every day. However, it was a challenge you had to contend with out at Meander.

Just out of high school, with Martyn’s first job came his first car. He knew whatever he bought was going to have to serve his needs both on the street and down the

quarter-mile. So at just 18 years old, he bought a 1965 Fastback Mustang. It was probably a 13 or 14-second car back in those early days, but back then that was nothing to hang your head

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HEATIN’ UP Mike Martyn heats the little 275 Mickey Thompson drag radials for battle in the Real Street Showdown this past summer. The healthy small block Ford gets some serious help from a Precision 98 mm turbo.

>> When Mike Martyn says he has a pretty fast Mustang that he drives on the street, rest assured, he can back it up‌on both counts!

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DROPTOP STUNNER Mike Martyn’s Mustang is a true workhorse of strip and street!

about. As the years came and went, the car slowly became quicker and faster, something that is pretty standard in the game of horsepower. But what sets this first car apart from

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most others is that for 17 of the 20 years he owned the car, Mike drove and raced his street car. It never even saw a trailer as he always drove it to and from the track!

february 2016 | RPM Magazine

By the time it came to part ways with that ’65 he was running solid 8.40s in the quarter-mile. Along the was he had also snagged himself the #1 qualifier spot at Norwalk

Raceway Park’s Outlaw Limited Street class in 2003, which was no easy task back in the day as this was the first real explosion of small tire drag racing and competition was


THE MM SHOW

Chris Rini’s Nitrous Assisted Pro Mod ran a best of 3.75 & 199 MPH using an ATI T400 Outlaw Lock-Up, Outlaw Converter, Max Duty Super F and Super Damper!

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THE MM SHOW plentiful and fierce. He sold the ’65 and in 2005 moved on to a 1991 Mustang Convertible, and unfortunately, six months was all it took for that project to literally go up in flames. A welding mishap cost Mike that car when a rogue spark hit the carpet and went unnoticed just long enough to catch fire. Sadly, most of his garage would go with it. In an attempt to get the fire out, his gloves and flannel shirt became engulfed in the flames, so it quickly became about saving himself and letting the car succumb to its fiery fate. The car itself was a complete loss, but thankfully he was able to salvage some parts that were being stored in the garage. However, with no car, the parts weren’t really much good for anything other than reminders of what he had. That is, until his old friend Greg Curtis called. Greg heard the news and gave Mike a call to offer to sell him a shell of a 1992 Mustang convertible he had. And because when it comes to cars Mike is all about the ’Stang— not to mention he already had a lot of the necessary components to bring new life to that old shell—the decision was

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easy and the deal was done. That was the spring of 2006, and believe it or not, he had that car built and at the track before the season came to a close that fall. Martyn was back to bracket racing for the time being, and with the setup he had at the time the car was going 10.20s in the quarter-mile...but that was all about to change. The old Dragway 42 became his new playground and starting in 2007 he began stirring up trouble in their True Street Classes. At the time, Big 3 Racing backed a track-wide bonus award called “The 100 mph Club.” It was awarded to the fastest real street car at the track. It didn’t matter in which class you ran, all that mattered was that you were 100% street legal. Mike managed to claim that spot for a few years running and was blown away to see the track use his Mustang in promotions, inviting racers to take the title from the convertible Ford going 8.60s at 168 mph! Ah yes, Mike’s racing life was good.

AND THEN CAME THE GREMLINS

Although he really can’t give an explanation as to why it

february 2016 | RPM Magazine


SHOW QUALITY There’s no shortage of gearhead bling under the hood. Building this combination probably depleted the world supply of aluminum! TFS High Port heads and a Hogan sheet metal intake with 160-pound injectors top the Dart block based 430-inch mill.

SMALL TIRE While those 275-60 series tires are not very wide, because of the diameter and the fact that the Mustang sits at low ride height the wheelwells of the car were still massaged to help them fit.

www.rpm-mag.com | february 2016

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THE MM SHOW WHAT LURKS BELOW The fairly tame bulging fiberglass hood really doesn’t give away any secrets of what lies beneath it. happened, for some reason it did happen and for three seasons straight Mike and his crew were haunted by a host of reoccurring problems and challenges—things they just could not get sorted out. If it wasn’t one thing, it was another and if wasn’t mechanical, then the car just wouldn’t hook! They just couldn’t win, literally…they couldn’t win! Back in 2013, in the midst of the frustration and chaos, the team thought they had

30

reached the light at the end of the tunnel when they came out victorious at an NMCA True Street race, but the win was overturned on a rules technicality. By 2014, things slowly began to come around and they got a handle on the combination once and for all, and man oh man did their perseverance pay off!

A RETURN TO WINNING WAYS Come 2015, Martyn and his

february 2016 | RPM Magazine

WELCOME TO THE SHOW The MM Show, and what a show it is! Not many guys can say they’ve gone 7.60 quarter miles in a street driven car.


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www.rpm-mag.com |

2016 31

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THE MM SHOW

SAFE & STREET COLLIDE A Racepak dash sits front and center in the cockpit of the Mustang and the car retains a relatively full interior including carpet and factory door panels. street car became nearly unstoppable…nearly! Mike is very competitive, racing in local Outlaw Limited Street programs in addition to the True Street classes and this past year he had the fastest overall average times in both the NMCA (National Muscle Car Association) and the NMRA (National Mustang Racing Association), and he was crowned

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“King of Ohio” with his NMCA True Street win. He was an endof-the-season player in the Outlaw Limited Street class put on by DAD’s at Quaker City Motorsports Park, but a victory there was not his to be had as the semi-finals was where he typically called it a day. Martyn is, however, the defending Champion of the War By

february 2016 | RPM Magazine

The Shore Real Street Showdown class, which quickly became one of the most talked-about classes and races of 2015 for real street legal cars. Last July, Mike battled through the competition to make his way to the winner’s circle (with the top down and the kids in the back!) and he earned—we say earned as 32 of the quickest fastest real


MIKE MARTYN’S "ONE (BLEEPING) FAST STREET CAR” 1992 MUSTANG CONVERTIBLE FABRICATION SIMPLIFIED The thing about convertibles is that you can build the cage nice and tight to the roof!

FUN IN THE SUN A full cage surrounds Martyn to keep him safe on the track while also providing that ultra-cool race look while cruising around with the top down on a warm Saturday night.

Chassis Type & Mods: Stock 1992 Ford Mustang GT convertible chassis with mini-tub (still have full back seat), Skinny Kid motor plate and mid plate. Suspension: Rear suspension has double adjustable Strange shocks; front is AJE K-Member w/Strange single adjustable struts. Strange 4-piston race brakes (front and rear). Body & Paint: Fiberglass hood, carbon fiber front bumper cover and trunk lid. Engine: Roth-built small block Ford 430 ci Dart block; Canton aluminum oil pan; Danny B belt drive, Cam Motion “small” solid street roller, Isky easy roll needle-bearingless lifters, MSD distributor, TEA TFS High Port Heads 225s, Hogan sheet metal intake w/FMS 160-pound injectors, TFS rockers, JoMar stud girdle and Melling oil pump. Rotating Assembly: 4-inch Lunati 4340 Billet crank, Oliver Billet rods, CP Pistons. Induction: Air to water intercooler, 5-inch downpipe with Burns Stainless muffler. Power Adder: Precision SSO 98mm turbo. Electronics: Big Stuff 3, MSD PowerGrid; MSD HVC-2 coil, FireCore 5.0 spark plug wires, AMS 1000 boost controller, Painless Wiring system for remainder of vehicle. Transmission & Converter: Janis Transmission built w/Rossler components T-400, PTC 9.5-inch converter, Strange chromemoly drive shaft, and PPP air shifter. Differential: 8.8-inch braced rear-end, gun-drilled 35-spline Moser axles, 5/8-inch wheel studs, FMS 3.73 gears. Tires and Wheels: REAR: HoleShot 15x10 with Mickey Thompson 275 ET Street Radial Pro FRONT: Weld V-Series polished 17-inch with Mickey Thompson radial tires. Performance: 7.60 @ 183 mph (1/4-mile). Special Thanks: My family for starters, tuner Paul Nadeu, Roth Racing Engines and Janis Transmissions.

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www.rpm-mag.com | february 2016

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THE MM SHOW GOT WHAT IT TAKES TO CHALLENGE THE CHAMPION?

Submit your application for the 2016 Harland Sharp REAL STREET SHOWDOWN presented by FireCore Performance Products and Big 3 Racing for a shot to be chosen to meet up with Mike Martyn and the 8 top qualifiers from the 2015 event at Thompson Raceway Park on Aug 6th! Applications opened January 1st 2016 and can be submitted through www.warbytheshore.com

“Winning the 2015 Real Street Showdown class after not even qualifying in the top 8 was amazing!” said Martyn. “These guys brought out the big guns and weren’t messing around, so to be able to surpass them was exhilarating. I think everyone is going to be stepping up their game for 2016 so we’ll need to pull out all the stops or we’re gonna get run over. I’m really looking forward to seeing all this year’s competition!”

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FAMILY AFFAIR Even the back seat remains in this street car. Mike’s Mustang is no doubt the real deal, even though it may not be his daily driver as the ’65 was he doesn’t hesitate to load the family up and go for a drive. If Dad isn’t out tearing up the competition at the track on Saturday night chances are you will find the family at Winks for the local car cruise…the boys love the ice cream and live music.

february 2016 | RPM Magazine

EXHAUSTED It’s a bit tough to see in this shot, but Mike removed his fender-exit exhaust and built a new system to dump behind the front tire just for the War By The Shore event Real Street Showdown class… and he won it, $5,000 payout and all!


PRECIOUS SPACE Mustang trunks are small enough, convertible trunks even smaller, now try adding a set of mini tubs, a battery, cooler tank, fuel cell etc. into the mix! street cars from two countries were chosen to participate out of over 60 class applicants—the title of the Fastest REAL Street Car at the War By The Shore.

IT’S ALL IN THE COMBINATION

Against a lot of trends in powering Fox body Mustang to be winning Outlaw drag cars, Mike, being a staunch Ford fan, chose to stick with small block Ford power. Coming in at 430 inches, the Roth Racing Engines built small block sports a 4-inch

Lunati 4340 billet crank, Oliver Billet rods, CP Pistons and—as Mike put it anyway—“a small solid street roller” camshaft. Topping the short block are a pair of TFS High Port 225 heads and a Hogan sheet metal intake with 160-pound injectors. A Precision SSO 98mm turbocharger provides the boost and Martyn used an air-to-water intercooler and 5-inch downpipe with a Burns Stainless stainless steel muffler. Janis Transmission built a killer Turbo 400 transmission with Rossler components and a PTC 9.5-inch

HAULING THE LAUNDRY Tagged, insured, and equipped for over 150mph!! converter. A Strange chromoly driveshaft transfers the power to a braced 8.8-inch rearend with 35-spline gun-drilled axles and 3.73 gears.

NAYSAYERS TAKE NOTE

No matter what series or event, no matter who the internet sniper of the week is who disagrees (with everything), when somebody says that Mike Martyn has a fast Mustang that is a real street car, rest assured, he can back it up! Mike has

proven to be a force to be reckoned with, and with that comes a target on his back and everyone chomping at the bit to take down the top dog. Just remember, Mike wasn’t number one qualifier at the War By The Shore, nor was he the quickest car (Elapsed Times were not posted for the RSS class, but we’re in the know), he even had to completely redesign his exhaust to fit the class rules, and still came out on top! So go ahead, take your best shot—but rest assured Mike Martyn will be ready come August 2016!

www.rpm-mag.com | february 2016

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RPM EXCLUSIVE

TURBOS, BLOWERS, & MULTI-STAGE NITROUS >> Protect yourself against the “what ifs”

by

Steve Coccaro

others are in the driver’s

G.M., RJS Racing Equipment compartment. Yeah, I said

M

ost often, the major power adders or a combination thereof is more commonly seen in the outlaw world of drag racing—whether it be grudge racing, small tire radial, or high dollar heads-up classes. The amount of fuel required to produce the massive horsepower these cars make along with the increase in cylinder pressures is an explosion just waiting for something to set it off. Let’s take a look at the nitrous cars first. While walking around different race tracks at many different sanctioned events, I will notice a lot of racers heating the nitrous bottles with torches. Some are located in the trunk compartment next to the fuel cell and battery and

fuel cell. Now, I am not an expert on aluminum, but I can’t help but think that heating the nitrous bottle while in its bolted down position over and over again in the same spot has got to be making that spot on the bottle weaker. Keep in mind we are dealing with pressures in a range of 800 psi to over 1200 psi. Now remember, the fuel cell is in the trunk. Fumes from the fuel cell and fumes from the battery can ignite and cause a fire that can not only kill you but can hurt or damage cars and people next to you. Unfortunately, other than common sense, we don’t have a foolproof system to protect you or your fellow racers that happen to park next to you. But the good news is that there are many different nitrous manufactures that have electric heaters with heat

sensitive and or pressure shut offs and storage tanks that will heat the bottle with warm water, safely. Nitrous systems add extra fuel along with the nitrous gas increasing cylinder pressure, so when it blows it really explodes. The flames are forced out with all that extra cylinder pressure forcing their way through even the smallest holes in the fire wall towards the driver’s compartment. Depending on how your system is hooked up you might even still have fuel coming out of the fuel solenoid feeding the fire. The reason I mention this is there is no requirements on safety for cars running nitrous other than, if the bottle is in the drivers compartment you will need a blow off tube directing the emergency blow off valve outside the car. RJS recommends that if you are running multiply stages of nitrous wear a suit on the next scale up of what from the mini-

COOL UNDER FIRE Dumping huge amounts of nitrous oxide into an engine via plates or direct port injection systems is mainstream and still one of the most economical ways to make great power. But, with great power comes great responsibility—make sure you dress the part with regards to safety gear, especially against fire. Note the underhood fire suppression system nozzles to the right and left of the engine, a must in any car today.

Booth 3107 Dedicated to Safety Since 1959 “WHERE WE TAKE YOUR SAFETY SERIOUSLY” Like our Page at www.facebook.com/rjsrace

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february 2016 | RPM Magazine

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HUGE SNAILS Whether a monster 116 mm single turbo (above) or massive twins (right), the world never imagined that we would see the power levels that these combos are making today. Turbos are common at any level of outlaw drag racing, from entry to top shelf, and the risk is the same so be sure to do your homework on the potential hazards and get yourself the safety gear that will protect you best. mum requirements or, adding fire resistant undergarments is always a safe why to go. It is up to you to protect yourself. Now let’s look at the wild world of turbos. Where do we even start here, with a big single or twin turbos? Talk about extra fuel and cylinder pressure, wastegates, blow-off valves, intercoolers, and all that extra plumbing. Intercoolers mounted inside the driver’s compartment can explode, so such applications should be shielded with a ballistic cover. Turbos can also come apart violently, so a ballistic cover for the turbo is advised, as well. As for safety gear, wear a Nomex helmet skirt or hood under your helmet. Nomex socks are good idea, too. Make sure you are wearing the correct jacket and pants to protect you rather than just the minimum requirements

for your E.T. That is out of date compared to the equipment we are using in today’s outlaw race cars. With superchargers— whether engine mount, screw-type, Roots blowers, or centrifugal type—when it goes wrong, you usually see it on YouTube or maybe even TV. I remember watching a friend of mine who was running an altered drag car with a 14/71 supercharger on alcohol. A head gasket blew at 180 mph and the flame not only cut a grove in the cylinder head but also cut a hole in the engine plate facing forward. That means that at 180 mph, the pressure coming out of the cylinder head was still strong enough to overcome the 180 mph wind and cut a hole in the engine plate. When you are running a supercharged setup of this

magnitude, make sure you are wearing all the Nomex undergarments you can. Socks, undershirts, underpants, and balaclavas (hoods). You can’t have too much. The more layers the better, especially in the head, neck and face area. Remember that the technology of today’s racecars has moved at three times the speed of the safety requirements for the same class of car. It is up to you to stay safe. The higher the power level, the faster the car. The faster the car, the higher the risk. The higher the risk, the smarter you have to be. Be smart!

HUFFERS

Big engine-mount Roots and screw blowers (left) are under massive amounts of pressure and require specific safety devices such as restraints, blankets, and belt shields, but what about centrifugal superchargers (right)? It’s a good idea to use a ballistic cover for these as well. Again, prepare for the what ifs and exceed the recommended safety both on the engine and on the driver!

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story and photos by

Tabitha Sizemore

38

february 2016 | RPM Magazine


>> This 1968 Camaro used to haul owner Mark Lohr back and forth to work in business attire...now it hauls more than that!

N

icknamed “The Wax Wagon,” Indiana native Mark Lohr’s 1968 Chevrolet Camaro has been an ongoing project for nearly three decades. Although the original 350 cubic inch, 4-barrel, 4-speed drivetrain was long gone when Lohr took possession, the SS still exhibits the original paint color. Mesmerizing under the noon day

sun, the Corvette Bronze Chevy is sleek, clean, and still retains a few creature comforts reminiscent of its muscle car heritage. Boasting 30-plus years of racing experience under his belt, Lohr began developing his interest in horsepower back in his college heyday. “I didn’t get interested in performance cars until I was in college. I

had a friend who did a little car showing and street racing, so I built a ’70 Chevelle with a 454 and I was off to the races,” Lohr explained. As many stories go, the needfor-speed bug had bitten hard, and the longing to go faster began to waterfall. “One year while at the Street Machine Nationals, I met a

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SUIT & BowTIE

BEEFY IN THE BACK The bronze beauty was backhalved in 1992 to make room for some big ol’ street tires and a 4-link suspension.

guy with a nitrous oxide system on his Cutlass. I ordered my first nitrous kit in 1980 and I’ve been hooked on it and fast cars ever since. I’ve had nitrous on street cars, race cars, and street trucks. I have also plumbed nitrous

on cars, boats, and motorcycles for others.” “I street raced in the early days but when I started a family I began going to the track and that is where I have raced ever since. Along the way, I worked full-

START

&

time in a factory and part-time in the evenings to feed my car addiction. I worked in a body shop for several years and an engine machine shop for several more to gain information and skills that I needed for the race car. I

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february 2016 | RPM Magazine


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SUIT & BowTIE

took classes on every kind of welding and fabrication that were offered at the local college,” Lohr recollects. The stunning bronze Super Sport went through several power changes over the years. With the original drivetrain already long gone, Lohr shared how

42

the Chevy started once it was in his possession. “It had a mild 350 and a TH350 automatic with a 10-bolt rear end. It wasn’t long before I installed a strong pump gas 355, an NOS nitrous plate, a Powerglide transmission with a 5000-stall torque converter and 4.88 gears in

february 2016 | RPM Magazine


ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND

STREET CAR Mark drove his ‘68 back and forth to work, 60 miles a day for years—all while dressed for success in a suit and tie. The Chevrolet is still painted in its original color, ’68 Corvette Bronze.

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SUIT & BowTIE

IT’S A REAL GAS

a leaf spring 12-bolt rear end.” Street car all the way, Mark drove the ’68 to work for seven years like this: 60 miles round trip, suit and tie, and maybe

44

a few stoplight battles along the way. In the early ’90s the Camaro went through another change. “In 1992 I had the car back-halved for big street tires with a

february 2016 | RPM Magazine

4-link and coil over rear suspension. The small block was replaced with a 509 cubic inch big block Chevy and a fogger nitrous system. A few years later it received an

all-aluminum 540-inch big block with two fogger systems. When NHRA changed the rules, I had the chassis converted to 25.2 chromoly from the firewall back.”

The Camaro has been equipped with not just one but two Induction Solutions direct port nitrous systems. According to Mark, the well-juiced BBC can crank out approximately 1700 horses, and he piloted the ride to the 2014 Ohio Valley Outlaw Series Pro Street Championship.


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february 2016 | RPM Magazine


SUIT & BowTIE

A LIGHTER SHADE OF BRONZE The Chevy has carbon fiber wheel tubs, a carbon fiber transmission tunnel, and carbon fiber doors but has retained the factory steel fenders and lights. It even has power windows for when things get a little to toasty waiting in the staging lanes!

Currently, the hot rod’s engine bay is filled with a conventional-headed 588 cubic inch big block Chevy that was installed in 2014. Still huffing on juice, the mill has two Induction Solutions direct

port nitrous systems. The Dart aluminum race block is topped with Brodix Head Hunter heads and an Edelbrock Super Victor intake with Quick Fuel Dominator carburetor. Not only does he own and race the

car himself, but Mark also tunes the car. Lohr had several conveniences built back into the car. “The doors are carbon fiber with glass windows. I had to have some creature comforts built into the car for

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SUIT & BowTIE myself, so I had power windows installed to help keep me cool when strapped in the car. It also has turn signals, brake lights, and back up lights and it has been tagged and insured continuously since 1985. It still has steel fenders, factory lights, and it sits like a street car.” Don’t let the sleek, low-key street car physique of this Bronze beauty fool you though, the ’68 Chevy currently

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february 2016 | RPM Magazine


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SUIT & BowTIE

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boasts a personal best of 4.66 @ 155 mph and claimed the 2014 Ohio Valley Outlaw Series Pro Street Championship. We couldn’t help but ask Mark, why “The Wax Wagon,” thinking he had become known for waxing the competition on the streets or something like that? But this time the answer wasn’t quite so glamorous. “Years ago when I street raced the Camaro the paint was dull and faded. It has always been Corvette Bronze, but it wasn’t pretty,” laughed Lohr. “Then in 1993 my friend Dave Baker hung new quarter panels, rockers, doors and fenders and put a fresh coat of paint on it. The paint and body were so nice that people kept saying that it

MARK LOHR’S 1968 CHEVROLET CAMARO SS STREET/STRIP Chassis Type & Mods: 25.2 Chromoly chassis. Suspension: A-frame front suspension with coilovers, chromoly 4-link rear suspension, AFCO shocks. Body & Paint: 1968 Corvette Bronze Metallic paint. Engine: 588 cubic inch BBC, Dart aluminum race block, Brodix Head Hunter conventional heads, titanium valves, T&D shaft rockers. Rotating Assembly: Callies Magnum forged crankshaft. Induction: Edelbrock Super Victor intake, Quick Fuel Dominatorstyle carburetor. Power Adder: Two Induction Solutions direct port nitrous systems. Electronics: Spaghetti Menders wiring, MSD ignition, Racepak V300SD data logger. Transmission & Converter: Powerglide with 10-inch torque converter. Differential: Ford 9-inch housing with Strange axles. Performance: 4.66 at 155 mph (eighth-mile).

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SUIT & BowTIE HOOKED UP Make no mistake, despite the super clean and low key physique, Mark’s ‘68 Camaro has blistered the track with a personal best of 4.66 @ 155 MPH.

THREE AMIGOS Mark and friends. From left to right: Geoff Gravitt, Mark, and Tim Cline. was too pretty to race now, and just to wax it for show. People liked it so much and it was always clean and shiny so Geoff Gravitt nicknamed it “The Wax Wagon”. The name kind of stuck so I always have to keep it extra clean I guess.” Mark has several folks to thank for their help and involvement with The Wax Wagon during it’s years of transformation. “I would like to thank my wife, Cindy, for helping to make all of this possible and

for being my number one fan. Thanks also to my friend Geoff Gravitt, for helping me with the car since 1991. And to my buddy Ned Couch for his help with the chassis, Racepak analysis and track conditions. I also would like to thank FAST Chassis for the chassis fabrication, BES Racing Engines, Inductions Solutions, John Phillips transmissions, Glasser Auto Body, and Greg Slack Torque Converters.”

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february 2016 | RPM Magazine

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story by

goDragRacing Mark

P

ro Mods have enjoyed a new-found appeal in many venues over the last few years, and done so at a feverish pace. Many racers like Allan Juhasz (pronounced YOU-haz) have begun the arduous task of creating a competitive ride to run with some of the quickest door cars in the Northeast. Juhasz has a long history of being a “complete” racer in almost every class he’s run. His years of racing experience ranges from door cars, fast brackets, Pro Mod, and then onto dragsters, all helping Allan to hone his skills as a driver from 2003 to 2007. The urge to compete again became overwhelming and Juhasz started on a new journey focusing exclusively on doorslammers in 2012.

photos by

Tara Bowker

Black Rock Photography

The Mid-Atlantic states have much to offer in this area, from the newest 4.50 1/8th-mile Index to Top Sportsman, and this car is well equipped to excel, as his record shows with wins in both classes against very tough fields. Juhasz—a father of three who is of Hungarian descent—runs a very successful body and collision center in Philadelphia, PA. While his CJ’s Collision might serve as Juhasz’s day job, he still manages to make races at an impassioned pace. Hardly a weekend goes by where you won’t find him at the drag strip. He’s basically a one-man show with added help from his good friend Bill Mason, but all the maintenance is done by Allan, who also consults with Marc Hayes on nitrous tunes. Juhasz’s latest “Grand” venture is with the heaviest of all hitters, Pro Modified, and in 2014 he joined the standout Northeast Outlaw Pro Mod Association better known as NEOPMA, where he finished 13th in points

PSSSSSSSSSSSSSSSSSSSTTTT... Dramatic night lighting captures the ice cold nitrous purge and shines inside the mountainous scoop showing that there’s not much room left for a bigger motor in the hole.


GRAND AM-BITION THANKS FOR THE SUPPORT Allan’s own business CJ’s Collision is displayed on the quarter panels along with various series logos and those who have helped, plus, of course, the NEOPMA sponsor logos.

out of 48 cars. What makes this accomplishment even more impressive is that the top 10 were all in the 6.10 second range and under in the quarter-mile! In this age of ultra-lightweight, mega cubic inch engines, doing this well is an ambitious feat in itself. So how did this one man show make it to the big leagues? Introduced in 1973, the Grand Am would eventually become one of the best-selling compact cars of the mid 2000s where it was retired to make way for the new Pontiac G6; and we’re pretty sure that Pontiac never envisioned their fifth-generation Grand Am becoming one of the preferred body styles for Pro Stocks of this era.

56 february 2016

Allan found himself taking ownership of a Jerry Haas-built 2002 Grand Am ex-IHRA Mountain Motor Pro Stock in 2012 with the idea of running Top Sportsman. The car would fit the bill easily, starting with a “smallish” 632 cubic inch mill from his good friend and engine builder Ron Reigel of Reigel Racing Engines. By mid-season 2015, Allan felt it was time for a change and some more cubic inches, but we’ll get to that later. The sleek Grand Am GT coupe body sits on a classic 106inch Jerry Haas 25.1e chrome moly tube chassis certified to go six seconds flat in the quarter-mile. The Reigel Racing Engines 632 put in yeoman’s

| RPM Magazine

duty, performing well from 2012 to mid-2015 in the 6.70 to 6.60 range. Considering a change to Pro Mod meant Allan needed some more power, so when a 706-inch Fulton big block became available, the deal was struck and the motor would eventually find its new home between the Grand Am’s framerails. Based on a Donovan 5-inch bore space aluminum 11.1 deck height block, the engine is fitted with a bulletproof Sonny Bryant forged crank swinging GRP billet aluminum connecting rods with Venolia nitrous pistons and Total Seal rings filling the gap in the bores. A custom Fulton cam is driven by a Jesel belt drive to actuate the Manley titanium 2.400


SLIPPERY PONCHO The swoopy lines and low roof provide aerodynamics and helped make the GT coupes a popular IHRA/NHRA Pro Stock choice of that era.

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Jeff Lutz and the Mad Max 69 Camaro 6.05 at 251mph Fastest Street Car

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AT THE HIT Wheels up and flying, the big rear tires are crushed on the hit as the front end travels upwards and continues past the 60-foot mark at Atco Raceway’s Night Of Thrills 2015.

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GRAND AM-BITION

GOIN’ EASY ON THE SLICKS The Grand Am powers through a mighty burnout at Virginia Motorsports Park. Allan usually stops well before the beams and stages, rarely will he do a large burnout. intake and 1.900 exhaust valves wrapped in Pac springs topped off with Manley retainers. Jesel keyway roller lifters follow the secret grind, setting in motion the Smith Brothers 7/16-inch pushrods to the full Jesel rocker system wrapped in the ever popular CFE 14-degree billet heads

covered with fabricated aluminum valve covers. All of this is kept spinning safely and happily with a five-stage Moroso dry sump system oiling system spilling the Amsoil into a Moroso split sheet metal oil pan. Up top, again CFE is called upon with their exceptional billet

sheet metal fabricated intake manifold plumbed for three stages of nitrous oxide consisting of two NOS Fogger nitrous systems and one “Viper” system. The result is huge amounts of giggle gas filling the bores as twin Holley split Dominators allow upwards of 2,000 CFM each to flow into the

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GRAND AM-BITION

cylinders with massive amounts of fuel via a Magnafuel pump. All of this is fired by NGK plugs through MSD wires and Power Grid ignition system. During this cycle, the explosive mixture exits out of 2 ½-inch HFR custom fabricated chrome moly primaries with 5-inch fender exit headers. Cooling is covered by a Meziere water pump and Ron

60 february 2016

Davis radiator. Allan tells us that any future maintenance and freshening work on the new bullet will be handled by Reigel Racing Engines. Transferring this power is a welded 10-inch steel Trans Specialties torque converter through one of their two-speed Pro Mod powerglide transmissions featuring “Joey D” internals re-

| RPM Magazine

siding in an aluminum Dedenbear case actuated by an electronically controlled B&M Pro Bandit shifter. A custom chrome moly driveshaft sends the power rearward to the fabricated chrome moly rear housing with 9-inch center section and 40-spline axles and 4.10 gears. Massive 34.5X17X16 inch tires are mounted on beadlocked Weld Racing


’CHUTE THAT PONTIAC Even in the 1/8th-mile, during the 2015 Yellow Bullet Nationals, Allan found it necessary to drop the laundry with the new found horsepower during his 4.12 pass.

!!! www.rpm-mag.com | february 2016

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GRAND AM-BITION

FUELED AND JUICED From above you can see the massive amount of carburetion this motor gets from the split Holley Dominators equaling about 4,000 CFM. The CFE sheet metal intake is plumbed for ultimate power including the huge NOS solenoids and that wicked “Viper” system in the front of the manifold. wheels. The third member is suspended by Koni coil over shocks to round out the infinitely adjustable four link suspension. The front suspension is comprised of Lamb struts with rack and pinion steering keeping the front skinnies pointed straight towards the finish line. This highly tunable chassis feels all the impact of the .990 60-foot launches, usually on the back tires, and high speed 210 mph quarter-mile stops at the top end. This car leaves extremely hard as the custom chrome moly top and titanium lower 98-inch wheelie bars have been broken on many occasions by the force exerted. The Pontiac slogan of the past decades “We are driving excite-

ment” rings quite true with wheels-up launches the norm for this car. Allan’s Grand AM-bition is simple: he has a determination to keep running with the big guns while being somewhat outgunned—the 706 engine had been the staple of Pro Mods a number of years ago, back when there were limits on how many cubic inches and stages of nitrous you could use. It’s a workhorse of a motor and still is capable of producing huge power with almost unlimited grunt on the bottom end, plus it was built to safely allow the extreme amounts of nitrous being fed to it during each pass.

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GRAND AM-BITION

64 february 2016

| RPM Magazine


CLEAN AND FUNCTIONAL

ALL BUSINESS INSIDE The aluminum interior is clean, the ISP pour-in seat is well used and the details of a working car are in how hard the car is going to be worked. “Twizzler” the teddy bear, a gift from Allan’s daughter, rides along on each pass for good luck.

The custom dash shows a full array of gauges to watch over the workings of the 706 bullet on each pass while a B&M Pro Bandit shifter is actuated by a Trans Specialties electric solenoid and Induction Solutions nitrous gauges keep tabs on pressure levels.

To ready for a pass, Allan puts on his complete fire suit, head and neck restraint system, and a carbon fiber helmet. Once in the cockpit, he is surrounded by a full complement of nitrous essentials— two 15-pound nitrous bottles sit in the passenger area, a Racepak dash keeps him apprised of what’s going on, and a little red teddy bear named “Twizzler” sits along for the ride,

a gift given to him by his daughter. In fact, after he was first given the bear, Allan went on to win a large $5,000 doorslammer event, so it’s now a standard feature inside the Grand Am. The massive wheel tubs take up much of the room behind an ISP pouredin seat and head restraints. The Grand Am gets fired up and proceeds to do a short burnout, unlike the “across

the line” burnouts usually seen at this level of drag racing. Allan has stated many times that huge burnouts are not needed for this car since it will hook on just about anything. The massive nitrous purge gives the all-good signal as he stages while looking over the enormous hood scoop. Allan brings the car up to 3,000RPM on the trans-brake and lets it go on the green as the tires

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and chassis react instantly—the rear tires are crushed on the hit and the front end lifts high as the first stage of nitrous is already lit. “One of the car’s drawbacks is the very short 106-inch wheelbase,” stated Juhasz. “So applying power on the starting line is a chore, as we’re trying to balance the car’s antics. Most of the Pro Mods are much longer (closer to 115 inches) and that gives you more tuneability in the chassis along with the transmission gear ratio, so we do what we can with what we have.” With the wheels still being carried through the 60-foot mark the second, larger, “Viper” stage of nitrous is already coming in and the blaze of fire begins exiting out the headers. He shifts it around 7,400 RPM (a third stage is available but hasn’t been used as of yet) and he looks to cross the finishline somewhere between 7,6008,000 RPM, pulling the ’chutes to haul him down from his best pass yet in the quarter-mile of 6.529 @ 214 mph. Allan has a goal of low 6.30 elapsed times for the Grand Am in its current trim, which should be easily attainable

66 february 2016

IT’S JUST A STAGE Standout tuner/ driver Marc Hayes lines Juhasz up during the PDRA World finals at Virginia Motorsports Park. Allan was competing in the Top Sportsman class this weekend and often consults with Hayes on nitrous tunes as well.

| RPM Magazine


GRAND AM-BITION

ON THE THROTTLE Juhasz coming right at you full on with pipes searing at the PDRA World Finals at Virginia Motorsports Park 2015. The sleek Grand Am powers out to the 60-foot mark, nailing the tires to the ground and lifting the front as the first stage of nitrous comes in on the new 706. continued on page 76

BETWEEN ROUNDS Being charged up in the pits, the Grand Am features dual spring-launched chutes, the necessary “On / Off� switch and the long aluminum wing needed to give the down force when at higher speeds. The toggle for the Racepak computer is turned on just before the car goes into the stage beams. Check out the chrome spoiler mounts and REAL Grand Am taillights.

www.rpm-mag.com | february 2016

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Page 68

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once he gathers more data and uses the third stage. Juhasz feels he could have done better in the NEOPMA 2015 points series if he had better handle on the new powerplant however, he patiently took half of the 2015 season sorting it out. Looking towards the fast approaching 2016 season he knows that his persistence with this combination has paid off, especially in the shorter 1/8th-mile events. In the latter part of 2015 he qualified number two with

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a 4.12 at Yellow Bullet Nationals Top Sportsman, and won in the local 4.50 eighth-mile index class. Allan will continue in Top Sportsman and Index racing and also run in the NEOPMA and PDRA Pro Mod series’ as much as possible in 2016. His car can no doubt do triple duty as a Pro Mod, Top Sportsman and Index competitor, and as for Allan himself, he is living proof that with the right Am-bition, you really can do more with less.

february 2016 | RPM Magazine

AT THE HELM Allan relaxes in the lanes prior to a 200+MPH run at the Annual Mountain Motor Nationals NEOPMA Pro Mod Series at Maryland International Raceway.


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ANGRY PONY No matter how you slice it, the latest Mustang 5.0 GT offering from Ford is just plain badass!

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february 2016 | RPM Magazine


story by

Stan Smith

W

hen Pacifica, California’s Tom Patterson picked up his new 2014 Mustang GT, he had every inten-

tion of hitting the track with it, but had no idea that in less than a year he’d be banging off 9-second hits in the quarter. “The Mustang had just 200 miles on it when

photos submitted

I hit the strip,” said Patterson “And I went 12.63 at 112 mph in the quarter-mile with the completely stock motor, stock suspension, and factory rear 3.15 rearend.

But this was actually just to baseline the car for what I really wanted to do with it.” While Patterson had every intention of going quicker and faster in the high-tech muscle

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february 2016 | RPM Magazine


WEST COAST NINES

car, he had no idea he’d be running in the nine-second zone less than a year later, and be doing so still using the stock motor as his base! “The Ford Coyote engine platform is amazing!” he exclaimed. “I bought this car brand new just to race it, and street drive of course, but more to see where I could go with the Coyote.”

Since the very first time his uncle bought him a tool set when he was just 12 years old, Patterson has been into working on cars. “I remember changing out thermostats, alternators, etc. with my dad on our old Datsun truck,” he recalled. “I wanted a Mustang pretty bad in high school, but just couldn’t afford it. But a year

MODERN RAKE The emission-legal 2014 Mustang looks bone stock aside from the wheels and tires. Using 17-inch wheels up front and 15inch out back provides the ability to install a high quality Mickey Thompson Drag Radial tire, not to mention gives the car a wicked muscle car stance. 275/60R15 ET Street radials are responsible for the Mustang’s stellar ontrack performances.

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WEST COAST NINES

CONTEMPORARY COOL Patterson fell in love with the latest Mustang styling, so much so that he bought one brand new, knowing he’d be hitting the track soon.

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out of high school I could. I was 19 and bought my first—a brand new car, a 1993 Mustang GT.” Quickly going from the street to the track, Patterson hit Sonoma Raceway less than a year later and was knocking off 14.70s in the quarter-mile. Mostly street racing the ’Stang for the next four years, it would see a number of different parts added and

of course, like every other red-blooded American kid with a Mustang, a nitrous oxide kit soon found its way under the hood. Shortly after that he found boost and went from a ProCharger to a Vortech, eventually going a best of 11.77. By 1997, the Mustang was replaced by a 1967 Camaro which Patterson had tweaked down to 9.50s using a small block with nitrous on the stock leaf spring suspension. “I remember my engine builder John Gianoli of Reggie Jackson High Performance had my Camaro screaming for what it was. We just had the right combo. I won a heads-up shootout at Sacramento Raceway with that car and did a lot of grudge racing, too,” he added. A change of careers saw the Camaro go up for sale and Patterson taking about 10 years away from fast cars to devote time to work and family, but the horsepower bug never left him. In 2011 his interests would be piqued once again. “When the 2011 Mustangs came out I really


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WEST COAST NINES

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PONY MOTOR Wait a minute, something here just doesn’t belong! Patterson installed a Vortech blower kit on the stock Coyote engine. liked what I saw, but couldn’t get one at the time. Then, in December of 2014 I bought a brand new 2014 Mustang GT base automatic with one purpose in mind‌to race it!â€? exclaimed Patterson. Tom went back to Sonoma twenty years later with his new Mustang and ran 12.63 @ 112mph in the quarter, a big difference from his first Mustang’s 14.77 at 93 mph twenty years earlier. “I was shocked at how

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february 2016 | RPM Magazine

well this new car ran completely stock! He added. Tom went a bit further and put a pair of drag radials on it with a custom tune and hit 12.18’s. Then with a convertor, 11.80’s, and all through the Mustangs factory intake and full factory exhaust. But, as they say on the late night infomercials, wait, there’s more‌remembering his success with a Vortech centrifugal supercharger all those years


TOM PATTERSON’S 2014 FORD MUSTANG GT STREET MACHINE Chassis Type & Mods: Stock chassis, Maximum Motorsports 6-point roll bar with Racequip 5-point harness. Suspension: Stock front suspension, stock rear with BMR lower control arms. Body & Paint: Stock body with stock Ingot Silver paint. Engine: All stock Ford Coyote with the exception of MMR oil pump gears and ATI balancer. Stock headers with Pypes off road H pipe, stock over axle pipes with GT 500 mufflers, ID 1000 fuel injectors, JMS boost pump. Power Adder: Vortech Ti supercharger kit. JLT cold air intake. Electronics: Stock computer with the Lund Racing Ngauge, all tuning done by Jon Lund, Jr. of Lund Racing. Transmission & Converter: Stock auto 6R80 with Exedy clutches and billet intermediate shaft, Circle D 2C converter, and Dynotech aluminum driveshaft. Rear Differential: Stock rearend with stock 3.15 and Eaton TrueTrac posi unit. Tires & Wheels: Racestar 17x4.5 wheels up front with Mickey Thompson street rod tires and Racestar 15x8 with Mickey Thompson drag radials. Performance: 9.95 at 137.99 mph (1/4-mile) Special Thanks: Thomas Willingmyre, Jon Lund, Jr., Dayne Martins and Steve Viglienzoni.

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earlier, Patterson decided to go big or go home, and added a Vortech Ti unit to the already muscular Ford Coyote mill. “This Vortech kit is 50-state legal, so come smog check time I will have no problems. The blower is putting out 12-13 psi of boost right now and the car has made over 40

passes with this combination so far.” “I now have a 2014 Ford Mustang GT that has a stock headers and a Vortech supercharger that runs 9.90s—I just ran a 9.99 and 9.95 at 137 mph with a stock motor and pure race gas, and this car still gets 25 mpg!” he exclaimed.

“These new Mustangs are just amazing! In all, I have well over 125 passes on this car and it just keeps getting faster. All tuning is done by Jon Lund Jr from Lund Racing and the car just drives so well it amazes me. I sometimes leave the radio on to see what I run after every pass. So

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february 2016 | RPM Magazine

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WEST COAST NINES IT IS WHAT IS INSIDE THAT COUNTS... The new Mustang interior is exceptionally comfortable and well optioned – imagine running 9-second elapsed times in this sort of environment. A few extra gauges to help look after the blower, and a set of SFI seatbelts is all that is needed. The 6-point roll and and side bars blend nicely with the factory interior color of Patterson’s ’Stang.

GOT BOOST? Steps in the Vortech centrifugal supercharger install. It looks tight, but it is actually not too bad, and, the kit is 50-state emissions legal!

www.rpm-mag.com | february 2016

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WEST COAST NINES UNDER THE HORSE The undercarriage up front shows some of the Vortech plumbing, while the rear displays the Shelby GT500 exhaust and BMR control arms.

PONY ON THE TRACK It only took putting 200 miles on the new Mustang before it saw drag strip duty. far, I have raced the car at Sacramento Raceway, Pomona Raceway, Sacramento, Samoa Dragstrip and Redding Dragstrip and hope to race it at an NMRA event this year.”

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february 2016 | RPM Magazine

“My oldest daughter who is 9 years old helped me change the mufflers out and change the oil, and my youngest at just 5 has also helped out,” Patterson added. “Those things

are very memorable to me with this car, along with getting that 9-second timeslip and the look on people’s faces when I tell them the car runs 9.90s!”


RPM COOL TOOLS PART 1

Making an Impact 1

>> The Mac Tools BWP150-Z2 cordless impact gun helps us trick out our truck by

George Pich

M

ac Tools introduced three cool new and innovative cordless impact kits in 2015, the BWP025-D2, BWP138-Z2, BWP150-Z2. The new impacts offer reliable power, comfort and varying speeds for maximum user control. We tested the BWP150-Z2 20 volt half-inch drive impact kit in the shop and it impressed the heck out of us. Mac wanted to offer an

1: Mac Tools newest lineup of cordless impact kits, the BWP025-D2, BWP138-Z2, BWP150-Z2. impact wrench that was big on power but relatively small on size and weight and this one gets the RPM Cool Tool seal of approval on all counts! This wrench boasts 375 footpounds of torque in reverse which makes it great for the tool box at work or in the home garage, but we figured it will be most used in our car trailer since it comes with two batteries, one 4.0Ah (Amp Hour) and one 2.0Ah, plus its own

2: We tested the BWP150-Z2 kit.

2

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february 2016 | RPM Magazine

3: The kits comes with everything you need to get to work, including two batteries, charger, and carry case. The full size 4.0 Ah battery is useful for benchtop jobs where long battery life is desired but space isn’t a factor, while the more compact 2.0 Ah unit provides a more compact form factor for tighter spaces while compromising battery life a bit. Either way, your impact can be equipped with whichever battery is most appropriate while the other is charging, ensuring you will never have to wait for a dead battery to charge.


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Part Number

Description

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Holley EFI Digital Dash

february 2016

• 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.

www.holleyefi.com | Tech: 270-781-9741 Legal for use on Uncontrolled (Non-emissions Controlled) vehicles or racing vehicles. | RPM Magazine


RPM COOL TOOLS 4

4: And put it to work we did. The impact was powerful and able to get into tight spaces if needed, and not having the air hose dragging behind was great. The ergonomic grip is comfortable and necessary, as you better hold on tight or this little torque monster might try to break free!

carry case. At just 2.7 pounds it is unbelievably powerful and torquey for its size and can crank out 2,000 rpm. Probably the best feature on the shop floor is to have that kind of power without having to tote the air hose around with you. During testing on our Trick Out Your Truck project featured in this issue, this little cordless impact tackled most everything we threw at it, and did so with steel bending power on our shock brackets if we weren’t careful!

SOURCE Mac Tools www.mactools.com 800.MAC.TOOLS (622.8225)

www.rpm-mag.com | february 2016

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RPM COOL TOOLS PART 2

Save Your Threads... Save Your Time >> The UNIBURR+ makes cutting bolts and dressing threads a snap by

Toby Brooks

O

h sure, we know. The internet can be used to find all sorts of distractions, wastes of time, and downright foolishness. But sometimes it is a pretty awesome place, too. Take for instance the time we were surfing Facebook and stumbled across a video shared by our buddy Ronald Bookman (owner of former RPM cover car “Dart Vader”). Ronald had posted a video to his page that showed a simple little tool turning cut and damaged threads into nearly perfectly dressed bolt ends in no time flat. Considering the number of custom bolts and studs we have to use in finishing up Project aPocalypSe Horse, we knew we had to give it a shot. After doing a little digging, we discovered the miraculous little invention is called a UNIBURR, manufactured in the good old US of A in Idaho. The company launched after a successful Kickstarter campaign in 2014 and has been making UNIBURR and UNIBURR+ bits ever since.

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The bits are identical in size, capable of quickly and easily dressing threads on any bolt or allthread rod from as small as #10 to as large as 3/4-inch with the difference being the cutting tool’s hardness. The standard UNIBURR is intended for use on mild steel with a non-coated 61 Rockwell surface, while the UNIBURR+ is intended for use on harder steel with a harder 92 Rockwell coated finish. The UNIBURR+ is supposed to last twice as long as the standard UNIBURR in typical usage. Using the tool couldn’t be easier. You simply secure the cutting tool in your cordless drill, place it over the threads to be deburred, and pull the trigger. It is somewhat reminiscent of sharpening a pencil back in grade school. The tool works so well that the threads don’t even need to be secured in a vise during cutting. While a mechanics glove is suggested, the tool will work perfectly even if the bolt being dressed is held with a bare hand. After trying the UNIBURR+

february 2016 | RPM Magazine

1


2

3

4

3 & 4: The threads on our scrap were pretty messed up to begin with, but we locked it in a vise and gave it a few good whacks with a 10-pound sledge hammer to really finish it off. We couldn’t get the nut to thread on afterwards. 5: We hit it with a little cutting oil before trying out the UNIBURR.

5 1 & 2: We ordered a UNIBURR+ and decided to try it out on an old beat up scrap of 3/8-inch allthread rod. A single deburring tool will work on anything from a #10 up to a 3/4-inch diameter bolt. The standard UNIBURR retails for $44.99, while the UNIBURR+ sells for $64.99. While that may sound a little steep for a single cutting tool, we walked away convinced it is some of the best money you will ever spend. It works THAT well.

out on the worst piece of allthread we could find, it took only about 10 seconds to end up with a fully functional, nicely dressed bolt that accepted a nut without complaint. The tool worked just as well on larger and smaller material. It also worked well on other material such as small stainless lines for nitrous and even square bar stock.

www.rpm-mag.com | february 2016

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RPM COOL TOOLS 6

6: Just a few seconds with the drill and the threads looked perfect. We only clamped our piece in a vice for the sake of taking the photo. You can attain the same result by holding the stock in your bare hand.

7

7: It is hard to believe that this nicely dressed bolt end was whacked with a hammer and rendered useless just moments before. 8: The nut threaded on with no problem. This is one of the handiest tools you will ever own!

8

Like any cutting tool, the UNIBURR will eventually wear and dull after heavy use, but after more than 100 cuts our UNIBURR+ shows no signs of dulling

whatsoever. We’ve been looking for this tool for years...we just didn’t know what to call it. Now we do. It’s a UNIBURR.

SOURCE UNIBURR/GDE Corp. check out the UNIBURR in action at http://bit.ly/1ZDH1cn

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february 2016 | RPM Magazine

www.uniburr.com www.facebook.com/uniburr/


RPM TECH

TRICK OUT

1

YOUR TRUCK

HOW TO STOP A TANK WITHOUT AN RPG!

BRAKES

story and photos by

George Pich

L

>> We install a new Z36 Severe Duty brake kit and high performance calipers from

ike most of readers, we use our vehicles for everything imaginable, and honestly, we are not what you would call “easy” on them. And contrary to popular belief, we don’t cruise around in a fleet of brand new stuff. Instead, just like you, we have to make our old rigs last. Oh sure, we take the best care of them that we can, but sometimes things just go unattended, just as with our 2000 Excursion, AKA “Big

Power Stop Brakes on our huge Ford Excursion

Bertha” or “The Tank,” the subject of this month’s Trick Out Your Truck feature. Whether its transporting people, supplies, magazines or towing race cars, street machines and pretty much anything else, we depend on Bertha day in day out, so keeping her going is a pretty big deal. Yes it’s a 2000 (16 years old now!), but she’s a low-mile find from our buddy and ace drag race announcer Rockin’ Rob Cherkas.

Bertha has been in our stable about four years now and the whole time we’ve struggled with her brakes—going through off-the-shelf rotors and calipers like candy, even the so called “better quality” parts. Being a full-figured ride, she tips the scales at just over 7,200 pounds and it was time to put a stop to the nonsense and also to Bertha, so we contacted the folks at Power Stop Brakes.

1: Our 2000 Excursion AKA “Big Bertha” / “Tank” heads skyward on the Misener Motorsports heavy duty lift in preparation for her brake overhaul. Power Stop products come with a comprehensive Installation Guide and are great for the do-it-yourselfer in the home garage, but access to a lift, while not necessary, is nice. Plus, Jay (Misener) is always eager to check out the products he sells and the after-install performance.

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

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

www.rpm-mag.com | february 2016

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RPM TECH

8½” tires are a joke here, 2

as are 8½” rolls here!

Ask top shops why they upgraded to a large-diameter roll dynamometer, you'll hear about accuracy and repeatability.

ms i a l yc u g ter, nit. t a a n m ll u a Whe oesn't m d as e s z i a s eh h now k u yo

1-866-DYNOMITe www.DYNOmiteDynamometer.com

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february 2016 | RPM Magazine

You can check out their easy to follow website at www. powerstop.com, which is how we picked the brake kit part numbers for our Tank. Power Stop Extreme Performance brake rotors and pads were first introduced in California in 1995 as a problem solver for the

toughest brake challenges and they are committed to providing the safest and most effective braking solutions for their customer’s at an affordable price. So really, for not much more than a decent quality brake system from your local parts store, you can have the best parts on


2: Check out our Z36 Severe Duty Brake Kit and Power Stop Performance Calipers, is this stuff nice or what! For not much more than decent off-the-shelf parts you can have the best. The parts are noticeably higher quality and each ultra-trick Z36 rotor is labelled as to its position on the truck; “Front Driver Side” and so on. the market and be secure in knowing that they truly care about the quality of parts you’re installing on your ride, whether it be your muscle car, street machine, daily driver or workhorse like ours. Power Stop introduced its first performance brake kit, the 1-Click Brake kit, in 2011 and offers a complete line of application-specific brake kits that includes: performance brake rotors, disc brake pads, brake hardware, brake sensors and calipers. “The 1-Click Brake Kit has revolutionized the way consumers purchase their brake parts and takes the stress and guesswork out of selecting the right pad and rotor combination while delivering

maximum performance and reliability,” the folks at Power Stop explained. And it really is that easy! Of course you can have your favorite parts store/Power Stop dealer counterman select them for you, but we like to go into things with our own part numbers, and for our rotors and pads, it took us less than 5 minutes! We simply selected “Severe Duty Truck & Tow” from the home page menu which took us to a product-specific description page where we selected “GO” to take us to Power Stop’s Z36 Severe Duty Brake Kit Features page. Of course, once there we spent some time reading about our new brake kit-tobe. From there, we chose our application and part number by following the top “Select Your Vehicle” tab and then found a place to buy them through the “Where To Buy” tab. Like we said, it is that simple! For this rig, Power Stop offers a separate Z36 rotor and pad front or rear kit, or an all in one front & rear kit

www.rpm-mag.com | february 2016

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3

4 part number K1906-36. Also, because we have been battling uneven pressured calipers that seize at the drop of a dime under severe duty, we also needed good calipers and followed the website to get the calipers for our Ex-

100

cursion; Front part number S4790 and rear S4752. Follow along as we run through our install of the complete Power Stop Z36 Kit and Power Stop performance calipers on our shop Tank, and talk about the results.

february 2016 | RPM Magazine

3: Not a pretty sight. Our front brakes were pathetic, and we’re being nice. They were not overly worn but still performed very poorly. It seemed as though we were constantly replacing a seized caliper or warped rotor, even though we bought the “brand name” parts.

4: You might notice our old rear rotors look almost new, because they are. We had a failure of an existing caliper (that was good when we did the rotors) shortly after their install earlier in 2015, which led us to take charge of Bertha’s stopping power once and for all.


RPM TECH 6

5 5: Jay poked and prodded our existing parts to remove them and here he gives his best green Hulk face while beating the heck out of a front rotor that had seized to the hub. The rear brakes came apart pretty smoothly‌ because sadly, they had just been assembled a few months back!

6: Out with the old! By the time we got to the project the brake pedal of our Excursion was spongy and pulsing, braking was disgustingly uneven and the truck pulled randomly during medium to hard braking, not to mention it took a lot of real estate to get fully stopped. To be honest, we’d never been happy with the stopping power of our V10 Excursions from day one. Nuff said, this project was long overdue!

www.rpm-mag.com | february 2016

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7

8

7: The new Power Stop Extreme series pads that come with our Z36 kit are amazing. Each pad’s noise-insulating shim is high grade stainless and stamped with not only the part number but the cool Extreme logo as well.

9

8: Jay installs our Tank’s rear pads. The brake pad material is Power Stop’s own trademarked carbon fiber infused “Evolution” ceramic formula for superior braking power. They also thermal scorch the friction material to provide a faster break in period. Just like a good quality OE pad, Power Stop pads are also chamfered and slotted.

With PROFORM, you know what’s inside: Quality and Performance! Individually Tested by Us, Not You! 66256 66448.1N

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Scan to view video!

february 2016 | RPM Magazine

66445.1N

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RPM TECH 10

9: Power Stop rotors are reverse engineered from OEM samples. They are precise machined, mill balanced and boast beveled drill holes to keep temperatures down. Rounded slots sweep away gas and dust and provide a clear contact patch for the pads which are also chamfered and slotted.

11

10: Here are our finished fronts. The Z36 kit and calipers come with all the hardware, including high temp lubricant, to do the job right.

11: While we were at it, we tossed a full set of four new Monroe Reflex shocks and front sway bar links on Bertha for good measure as she didn’t take bumps and lumps very well anymore. Good thing too, as when we removed the old ones we found they were the original shocks, and were they dead!

READY FOR THE

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www.rpm-mag.com | february 2016

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RPM TECH 12

13

12: Not only will our Power Stops outperform our old brakes by leaps and bounds, but they look pretty darn cool too! Our set-up should help keep Bertha’s brakes up to 180 degrees cooler…say goodbye to all of our warped rotors and seized calipers!

13: DON’T FORGET TO FOLLOW POWER STOP’S BREAK-IN PROCEDURE! Driving this big ol’ girl now is like driving a new Excursion, only it stops better! Now if we could only figure out how to get 25MPG we’d be really happy. Following our break-in she stops like there’s no tomorrow, and we gotta admit it will take some getting used to. We can’t wait to tow and haul with these!

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february 2016 | RPM Magazine


DON’T FORGET TO FOLLOW POWER STOP’S BREAK-IN INTRUCTIONS!

The break-in procedure is critical to brake performance. The reason for a proper break-in is to establish an even layer of friction material deposited on the rotors from the brake pads. It is very important that this initial layer of friction material is evenly distributed. 1. Complete five aggressive stops from 40 mph—10 mph in rapid succession without letting the brakes cool and do not come to a complete stop. If you’re forced to stop, either shift into neutral or give room in front so you can allow the vehicle to roll slightly. 2. Then do five moderate stops from 35 mph—5 mph in rapid succession without letting the brakes cool. You should expect to smell some resin as the brakes get hot. 3. After steps 1 and 2 are complete, drive around slowly, for as long as possible without excessively using the brakes and without coming to a complete stop (try for about 5 minutes at moderate speed). This is the cooling stage. It allows the heated resin in the brake pads to cool and cure.

SOURCES Power Stop, LLC 6112 W. 73rd Street Unit C Bedford Park, IL 60638 www.powerstop.com 888.863.4415 sales@powerstop.com

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www.rpm-mag.com | february 2016

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RPM PROJECT CAR

1: It has been a long journey to get to this point, but we are thrilled to say that the Horse is finally in the paint shop! Michael Lee at Mykal’s Custom Autobody is handling the job and got started this month.

THE NEXT STEP

story by

PART 22 >>Project aPocalypSe Horse heads west for paint and body

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W

e’ll be honest: most car reality television absolutely sucks. Whether it is piped-in artificial sound effects, manufac-

february 2016 | RPM Magazine

tured drama, or stupid storylines, it is for the most part a half-notch away from completely unwatchable drivel (it is car-related and there are a few exceptions, after all). Probably the

worst part, though, is the completely unrealistic sense of time such shows offer the uninformed. To see most any automotive-related television “reality,” you get the sense that every

1 Toby Brooks

project is completed in a week or two…and that block sanding doesn’t exist. After spending the last year in the capable hands of Donald Williams and Bobby Starch-


2 2: Before Lee could get started, the Horse needed to be moved over 800 miles west from Virginia Rod Company in Newport News to Mykal’s Customs in Fairfield, Illinois. Our friends Donnie and Julie Wilson were kind enough to offer us a ride in their sweet toter. They took in the PRI tradeshow before heading home to Virginia. Thanks Donnie and Julie! 3 & 4: After over a year at VRC, it was time to head out. Donald Williams, Bobby Starcher, and the rest of the VRC crew loaded the car into the Wilson’s rig and said their goodbyes. Hopefully the next time they see the car this summer at the Street Machine Nationals it will be complete!

3

4

3: We tried the factory V6 rear bumper, but decided that a different approach would be better. The big rear cutout might be okay for an all-out drag car with dual wheelie bars, but we decided it was too much for our mostly street driven ride.

er at Virginia Rod Company, our project Mustang was at long last loaded up and delivered to the next stop in our build, Mykal’s Custom Autobody in Illinois. With the bulk of the chassis fabrication complete but countless details left to finish in, on, and under the car, we still have our work cut out for us to complete it in time for a summer 2016 debut. If

only we were on television, right (*note sarcasm)? Getting the car and all the extra parts from Newport News, Virginia to Fairfield, Illinois was no easy task. First, our friends Donnie and Julie Wilson offered up the vast majority of the trip in the confines of their trailer and hauler en route to the 2015 Performance Racing Industry

show in Indianapolis. The Wilson’s recently sold their cool pro street 1965 Nova and purchased a cool pair of his-n-hers street machines, a tubbed big block 1960 El Camino for him and a super-smooth 1966 Belvedere II for her. However, Michael Lee of Mykal’s Customs was finishing up one more project and needed to free up some room before he could take delivery of the car, so our good friend George Norovich offered to lend a helping hand, taking

delivery of the car and all the extra parts for a few days in his shop, Norovich’s Pro Street Customs in nearby West Frankfort, Illinois. Not content to simply babysit the Horse for a few days, Norovich chipped in on the build himself, getting our new Visner Engine Development billet intake mounted and installing coolant fittings. After holding the car for a few days, he loaded it up and drove the 45-minute trek to Fairfield and dropped the car off.

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5

RPM PROJECT CAR 6

6, 7, & 8: One of the final fabrication chores VRC was able to start prior to shipping out was the install of these cool Air Frame hood hinges from Ring Brothers. Unlike the factory Mustang hinges that only pivot, these first-gen Camaro hinges articulate up and out, allowing a pretty deep sweep back of the Harwood cowl hood without interfering with the factory front windshield. Although it will take further refinement and massaging to get the fit just right, our hood is at least operational.

7 5: Good buddy George Norovich babysat our ride for a few days while Lee finished up another project. During the time at Norovich’s, George massaged the Visner Engine Development intake manifold to get all the bolt holes functional and also drilled and tapped the coolant passages for us before loading the car up and hauling it to Mykal’s a few days later. That is George’s and wife Dian’s cool blown ’55 Chevy in the background. You can see a full feature on it and his blown and injected wagon in our sister publication TUBBED at http://bit.ly/22wTe4V. Mykal’s Custom Auto has been quietly gaining momentum and notoriety for killer paint work for more than a decade. An experienced auto body tech who happens to be an incredible artist, Lee opened his existing shop in 2001 and came highly recommended when plans with our previous shop fell through in the eleventh hour. Skilled, capable,

and ready to take on our project, Mykal’s was a perfect fit for our Project aPocalypSe Horse. Norovich dropped the car off and Lee had it for all of about three hours before he had already torn in, completely scuffing the body and taking inventory of the work to be completed prior to paint. We opted for several changes both front and

rear. The first step was to pull the existing front fenders and start from scratch. Beginning with the passenger side, Lee pulled out his pneumatic cutting wheel and proceeded to carve up a new stretched section using a 2005-2009 Mustang CAPA-certified aftermarket replacement fender that was then mounted to another 2005-2009 fender’s center section. Following

8

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109


RPM PROJECT CAR the contours of the factory opening helps to hide the body worked section and ensures a better overall fit. Moving forward on that same fender, Lee also sourced a pair of 2013-2014 front fenders and cut a large section from the front. Our build features not only a 5-inch stretch to the fenders, but also a swap to the more contemporary 2013-2014 nose. After cutting out the necessary section, Lee expertly worked the wheel opening and bodyline with a planishing hammer and secured the new piece into

9

position. While it might be easy—and tempting—to just slather the area with plastic filler and call it a day, Lee’s attention to detail and metalworking craftsmanship will not only look great initially, it won’t crack out like heavy plastic filler is prone to do. With new fenders in the works, the half-completed stretched Harwood hood needed some attention, too. The task had been started back in Virginia, but the job couldn’t be completed in time before the car shipped out. Lee started by cleaning

9: Although the hood stretch had been started, it was not complete. Lee started by block sanding the existing work and hitting it with another light coat of resin before turning his attention to the front fenders.

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february 2016 | RPM Magazine

10 & 11: Lee decided to re-do the modified front fenders, cutting away the previous work and adding a new 20052009 Mustang fender to the stretched portion, following the contour of the wheel opening.


10 12

up all the seams in the fiberglass stretch and applying additional resin to fill the voids. The crew in Virginia was able to get the Ring Brothers Camaro billet hinges pre-fit and operational, and Lee plans to beef up the hinge and fender mounting locations with a new fabricated fender substructure and framework before block sanding begins.

11

To add some additional styling as well as improved cooling functionality, we brainstormed and photoshopped a number of possibilities for a heat extractor for the build. We considered a narrowed GT500 design as well as a fifth-gen Camaro unit, but eventually settled on a pair of Boss 302 units mounted centrally near the front, helping our SPAL-equipped Saldana Racing Products radiator

13

keep the big Ford just a bit cooler. We found a pair of factory units on eBay and ordered them up. With the units roughed in place, the expansive real estate of the stretched hood now has a bit of visual interest, too. The heat extractors will be flushed into the hood along with two AeroCatch hood pins. Lee is adding additional strength to the underside of the hood to increase stability and ensure a smooth clean fit.

15

14

12, 13, & 14: Lee then moved his attention to the front edge of the fender, grafting in a 20132014 fender eyebrow using the same contoured approach. After massaging the wheel opening to match the older style fenders, he positioned the new piece and tacked it lightly with his Miller MIG welder.

16

15, 16, & 17: With the massive stretched hood taking shape, we opted to add some function and styling by sinking a pair of factory Boss 302 heat extractors in place. Lee positioned them just over and behind the Saldana radiator for a cool look that will also literally keep things cooler by allowing heat to escape the engine bay.

17

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19

18

18 & 19: We pulled the V6 rear bumper off and swapped on this smooth Parnelli Jones rear cover sourced from Found-A-Deal.com.

RPM PROJECT CAR Elsewhere, we opted to remove the modified V6 Mustang-style rear bumper with something a bit smoother. The factory Mustang GT bumper that came with the car has exhaust provisions, which we obviously do not need. The V6 style eliminated those provisions but still had a license plate provision to contend with. While that seems fine, our S&W Race Cars single wheelie bar penetrates the bumper right where that plate would need to mount, making it an unnecessary aspect of the rear bumper. After a thorough internet search, we found exactly ONE style of 2005-2009 Mustang rear bumper that did not have a provision for a rear plate. The ultra-rare Parnelli Jones package provided a plate mounted to the decklid along with a smooth rear bumper. Although the design had exhaust cutouts, we will be able to easily fabricate a roll pan to eliminate them. After searching eBay again, we discovered Found-

A-Deal.com had managed to score a handful of the bumpers in addition to their wide assortment of performance parts. We promptly ordered one. Unfortunately, the swap meant that the cool tinwork out back built by Bobby Starcher probably won’t fit the new bumper. We pulled off everything attached to the old bumper and stored it for now, then pre-fit the new Parnelli Jones piece in place. The change adds finished look that is more in line with the stealth street brawler look we are going for. Elsewhere, we also started tackling the problem of the lower rocker trim that no longer fits. With the stretched fenders and zoomie exhaust dumps, the factory plastic is not only now too short, but a melting hazard even if it weren’t. Lee plans to build new units from steel with a massaged exhaust dump area and super cool Quik-Latch minis to fasten in place. Lee also dug in to the other mods, filling the factory fuel

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RPM PROJECT CAR 20

20 & 21: Body mods will be kept to a minimum, but one item that needed to be addressed was the factory fuel filler door. Lee fabricated a filler panel, then tacked it in place with the MIG. After slowly working his way all the way around the opening while allowing time for the relatively thin factory sheetmetal to cool, he added just a bit of lead body solder to fill the seam. Internet haters were quick to decry the use of lead in a drag car, but we are more concerned with a great paintjob that won’t crack out as opposed to the lightest possible weight. Check out the QR code above to see Lee in action!

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february 2016 | RPM Magazine

21 door opening and generally just getting the car ready for the wild Axalta North America paint. Meanwhile, we hauled all the remaining parts in Norovich’s shop back to our shop in Texas, where we plan to get started on some other aspects of the build like plumbing the nitrous system and planning the induction system routing. Stay tuned…things are starting to really shape up!

SOURCES Mykal’s Custom Autobody http://on.fb.me/1mJcqMx 618.842.7676

Harwood Industries www.eHarwood.com 800.822.3392

Ring Brothers www.ringbrothers.com 608.588.7399

AeroCatch www.aerocatch.com sales@aerocatch.com

Found-A-Deal

22

22: The factory rocker trim won’t fit now, so we will have to come up with something else in steel to finish off the area.

www.FoundADeal.com 901.259.2220

Quik-Latch www.q-latch.com 469.387.0212

Axalta North America Refinish www.axaltacs.com 215.255.7932


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RPM Magazine February 2016