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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.


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.

For advertising information contact

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

Postmaster: Send address changes to:

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




Chris Biro

ROAD TRIP to Arizona?




s promised, we’ll be dedicating this issue to our RPM ROAD TRIP ARIZONA a few weeks back, however I will be using this space for more of a personal rant this month, but still one that has everything to do with our Road Trip. March 19th was the day we rolled into the Phoenix area for both an independent drag race hosted by Jeffrey Sefranek and his American DRAGCAR group, and a large cruise night later in the day hosted by Nancy Perry and her Nancy Perry Productions. Phoenix was unseasonably hot at 95 degrees during our day at Wild Horse Pass Motorsports Park and the slight cooling later as we made our way an hour north to Glendale for the cruise night was a welcomed break from the hot sun. By the way, when we say Road Trip, we mean Road Trip! For our gang it was over 2,200 miles (one way) and for our Texas office contingent it was 700 miles one way. I could use this space to give you the rant of a lifetime, however for now I will just throw out the meat of my own trip experience that will make for good reading. Let’s just say that our journey was full of “unique challenges.” To make a very long story very short, when planning a trip like this we like to involve the families of our RPM team if possible, so we did. We piled into a motorhome for the longer of the two jaunts and the gang from Texas into their SUV, and we met in Phoenix. The initial plan was to visit areas of old Route 66 along the way and also spend some R&R time north of Phoenix to the see the many amazing sights that this area of the country has to offer. At least that was the plan... About 1,700 miles and 29 hours into the trip, the engine in the RV decided it didn’t want to make it the rest of the way. Not sure why, maybe it was ticked off ecause we were playing some eighties and nineties hard rock and heavy metal to calm the mood during the long haul, but hey...it’s how we roll! Oh yeah, by the way, the motorhome was only two weeks old and had just 2,000 miles on it! Yep, you heard that right. It started in Albuquerque New Mexico with a slight knock on deceleration after a large hill climb. About a minute later the wonderful noise of a bottom end in distress got louder and constant. The next exit off f I-40 sounded like a good idea, and it was. A right turn off he exit ramp and another two blocks down, followed by about a quarter-mile drive, and wham!...it seized tight just as we were rounding a corner towards the biggest parking lot we could find (for safety). So here we were, 29 hours from home, 6 hours from our destination, lots of cool plans, tons of gear on board and no way to get where we were going. It was also quite comforting for the motorhome manufacturer’s “24/7” roadside emergency assistance number on the owners manual to be closed when we called that Saturday after-

may 2016 | RPM Magazine

noon. We did eventually get a hold of another roadside assistance provider to arrange a tow and after a 5 hour wait for the towing company to arrive, then another 3 hours at the repair facility to open our service file and empty the RV, we were ready to hit the road again. Luckily we were towing an SUV which could hold some of the gear, but we had to rent another SUV for the rest, and that started us thinking, who was going to pay for all of this? Oh, by the way we like to call the towing company “Vulture Towing” as they further damaged the motorhome and don’t want to pay for the damage they caused. I really love the way people tell you “we will take good care of you...” then don’t. Don’t worry though, that is not over yet! After a day of fun with the broken RV we hit the road knowing that when we arrived we had no place to stay. We had a site booked in Cottonwood AZ, but one problem: we had no RV. It’s $3,000 plus to rent a replacement motorhome for two weeks, so that was out of the question. Our staff ses the motorhome as home base for events, so anything less would be useless. We had to suck up the fact that we would not have an event support vehicle or our own place to wind down and simply needed to find a place to stay. Luckily the kind folks at the campground offered one of their cottages to us at an outstanding rate...no doubt feeling a bit sorry for the “Griswold” family during their RV Vacation! We used up five more days calling, debating and sometimes arguing with warranty reps on the phone, trying to help them understand the rather unique facts of this catastrophic mechanical breakdown—complete engine failure on a two-week-old motorhome at 2,000 miles! After going through three or four people we finally got to the right ear. It shouldn’t be this way, but it was and I will gladly offer some tips on claims handling and customer service at no charge to them if it helps ensure nobody else goes through this sort of thing. All said and done, we made our trip memorable in every way possible, saw some killer cars and met a lot of great people at both events. We made it back to our offices safe and sound, although the 2,200 mile trip home was in a U-Haul cube van packed with as much gear as we could fit. And as for that new RV, it will be many weeks of stories, procedures and red tape before it’s ready for duty once again. There’s more to the story, but they only give me so much room here. You can read more about the Road Trip and some of the cars we discovered during it throughout this issue and take comfort in the fact that we endured some pretty good challenges to get them here for you. RPM MAGAZINE would like to thank their Road Trip hosts from American DRAGCAR and the Mixteca Cruise and send special thanks out to Thousand Trails Verde Valley RV & Camping Resort and U-Haul corporate for helping make a bad situation good.

ADVERTISER INDEX ACC Performance. ................. 33 Accufab Inc........................... 29 Aeromotive. ....................... 108 AFCO .................................... 91 Alan Johnson Performance (AJPE) ................................ 11 Alston Race Cars ................... 40 Applied Racing Components (ARC) ................................. 35 ATI Performance Products .... 31 Auburn Gear ......................... 88 Autoglym ............................. 93 AVAK/Ridgegate Tools .......... 89 Baer Brakes .....................10, 32 Bear’s Performance .............. 24 BES Racing Engines .............. 44 Bill Mitchell Products ........... 58 Blower Shop........................... 5 Borla .................................... 96 Browell Bellhousing ............. 38 BTE Racing ........................... 19 C&C MotorSports................ 108 Calvert Racing Suspensions .. 15 Canton Racing Products ....... 26 CFE Racing Products ............. 87 Chassis Engineering ..........8, 59 CN Blocks ............................. 92 CNC Motorsports .................. 81 Coan Engineering ............20, 62 Competition Products ........ 100 Crane Cams .......................... 17 Crower.................................. 43 CVR Products ........................ 90 DART .................................... 18 Design Engineering .............. 57 Diamond Pistons .................. 85 DIY Auto Tune/MS3-Pro EFI 101 Drive Train Specialists (DTS).. 27 Dynocologists......................... 9 Dynomite Dynamometer.... 102 Dynotech Engineering.......... 34 Earl’s Perf. Plumbing .......44, 94 Ed Quay Race Cars .............. 111 Edelbrock ............................. 21 Energy Suspension ............. 106 Engine Research & Development (ERD)................................ 45 Erson Cams........................... 63 Fuel Air Spark Technology (FAST) ............................ 110 G Force Racing Transmissions 12 Gibtech Pistons .................... 25 Greyhound Package Exp. ...... 92 GZ Motorsports .................... 59 Harland Sharp ........................ 9 Harwood .............................. 66 Holcomb Motorsports .......... 51 HoleShot Wheels .................. 82 Holley................................... 76 Howard’s Cams ................... 103 Hughes Performance.............. 7 Induction Solutions .............. 48 Innovate Motorsports........... 47 JE Pistons ........................77, 97

JET Performance................. 102 J&K Converters ..................... 82 LenTech Automatics ............. 30 Lokar Performance Products109 LUCAS Oil Products ................. 2 LUCAS Oil Racing TV ............. 98 Lunati................................... 67 MagnaFuel ........................... 83 Magnuson Superchargers... 101 MAHLE Clevite Inc. ............... 46 Manton Pushrods ............... 103 Meziere Precision Mfg. ........... 8 Mickey Thompson Tires .....7, 24 MSD Ignition ........................ 14 Neal Chance Converters ...22, 65 New Century Performance ... 14 Nitrous Express..................... 87 Nitrous Pro Flow ................... 16 Nitrous Supply.................... 112 Parts Pro Perf Centers ......... 116 PBM Performance Products .. 30 Performance Improvements. 10 Perf. Plus Connection ......11, 34 Powermaster Performance ... 35 Precision Turbo ..................... 77 ProCharger ........................... 64 Proform Parts ................53, 105 Proformance Racing Trans .... 45 Pro Systems Carburetors.. 23,76 Philadelphia Racing Products (PRP) ................................. 37 PTC ....................................... 58 Quick Fuel Technology .......... 32 Quik-Latch Products ........... 111 Racecraft .............................. 32 Racepak ............................... 27 Racequip .............................. 13 RAM Clutches ....................... 78 Renegade Racing Fuels. ....... 42 Rev-X Oil Products .........56, 107 RJS Racing Equipment.......... 79 Ross Racing Pistons ................ 5 RPM Magazine Subscribe! 114 Royal Purple/Karbelt ............ 80 S&W Race Cars ................... 113 Scorpion Racing Prods. ....... 104 Shafi off acing Engines .12, 20 SM Race Cars ........................ 80 Smith Racecraft .................... 28 Steve Morris Racing Engines 61 Strange Engineering ............ 84 Summit Racing Equipment 115 Taylor Cable Products. .......... 39 TCI Automotive..................... 86 Ti64 ...................................... 33 Tom’s Upholstery .................. 83 Trick Flow ............................. 49 TRZ Motorsports................... 31 Tuned By Shane T ................. 18 VP Racing Fuels ...............95, 99 WAR BY THE SHORE II ........... 50 WASP Cam ......................... 104 Weinle Motorsports ............. 31 World Products..................... 86



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www.rpm-mag.com | may 2016


may 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!



RPM Road Trip: Arizona ......................... 34 Okay, we finally made it o Phoenix. Now let’s see some cars!

Going Green ............................................... 54

This 1966 Chevy II post was built to fly…and look good doing it

Lightning Fast ............................................................. 8

Rob Parsons raises more than a few eyebrows when he’s touring the streets in his supercharged full size Ford Lightning, but you should see the reaction when he hits the track with it!



Weld smarter with Daven Corp’s TIG Pen and TIG Finger ...52 Protect against fatigue and heat with these cool welding accessories!

Accumulator Magic..........................................................90 Kill a little windage and protect your motor from dry starts and momentary oil starvation with a simple oil accumulator.

Winning Synergy................................................24

This killer 1969 Camaro has been built into something much more than the sum of its parts

Fresh Powder .................................................................98 We discover just how fun...and EASY...it is to powder coat from home thanks to Eastwood!

All Jacked Up............................................................104 ...And this time its not on candy bars and Mountain Dew!



Devil’s in the Details....................................................108

Project aPocalypSe Horse gets set up for nitrous plumbing and some trick shifters are prepped for install

Purpose-Built Pony ..........................................78

“I built this car for a reason…and it was worth every bit of the time, money, and effort to get there.” – Clay Forrester


may 2016 | RPM Magazine

www.rpm-mag.com | may 2016


story by

George Pich

photos by

Tia Elizabeth

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may 2016 | RPM Magazine

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t just 29 years old, Arizona-based Rob Parsons has gone faster than most and has no plans of stopping any time soon.

A professional in the field of technology by day, he’s motorhead through and through off he clock and chose a most unlikely candidate to satisfy his need for speed.

“I bought the truck during the summer of 2002 when I was 16 and still in high school,” tells Parsons. “I had originally wanted a second-generation Lightning

www.rpm-mag.com | may 2016



HAULIN’... It is rare enough to see a Ford Lightning F150 this clean, let alone one that can slam down mid 8-second runs in the quarter after driving 500 miles on the street!


may 2016 | RPM Magazine

but quickly realized I couldn’t afford one on my teenage income, so when a first-generation truck popped up a few hours from home, I was hooked!” Rob drove the Lightning through high school and the first couple years of college at Arizona State University. “Bad decisions make for good stories and there were plenty of them during that time,” he tells of his early days driving the Lightning. “Some of my high school friends will probably remember a burnout that cooked off a set of old tires. Conveniently enough, the cops showed up seeing the cloud of smoke. Thank goodness for small towns and second chances!” Rob soon discovered that he would get in less trouble taking the energy of his horsepower youth out on the drag strip instead of the streets. That’s

not to say he gave up having fun with the truck on the street—he just figured out that there’s a time and a place for everything. “I got smarter and started racing at the track when I was 17. It was slow then...mostly stock but I had added a few things and the ET started to drop from 15s to 14s.” With his love of horsepower growing, Rob decided to add more ponies and installed his first supercharger to the mix, which brought the heavyweight down to 13s in the quarter-mile. “During college we added a 393 stroker and stacked nitrous on top of the supercharger and saw 12.0s,” tells Parsons. “We ditched the nitrous and stepped up to a Novi 2000 supercharger on a quest for 11s, and not long after that 10s.” When he hit the 10-second zone, Rob admits that the truck moved to being more of a trailer

www.rpm-mag.com | may 2016



NO SLEEPIN’ Like Rob says, “I guess it’s not much a sleeper now with a chute hangin’ off the bac ”. queen, which didn’t really sit well with him, but he wanted to keep racing it and did so running the True Street 10.0 index class with Arizona’s Fastest Street Cars and also made it to the final four of Pinks All Out in Phoenix. The truck received its body makeover back in 2006 when Rob and some friends painted the truck with PPG Omni basecoat/clearcoat in its stock Vermillion Red color replacing the faded original paint.


may 2016 | RPM Magazine

They also took the opportunity to shave emblems, gas door, and bed stake holes to give the truck a more streamlined look. “I would say the build started in 2002 when I got the truck and was mostly complete in 2014. It was more of an evolution than a build to some degree though,” says Parsons. “The biggest part of that evolution was 2011-2014—a few years after graduating college and getting more established as an ‘adult’.”

A major overhaul and transformation into a hardcore brawler began, but this time Rob wanted to try to recapture the street machine part of the equation he had missed so much. “I needed a full cage to run faster than 10.0 and the truck needed to go on a diet. We also made the conscious decision to bring it back to ‘street truck’ status at all costs. I was done with the trailer queen era.” Parsons added a front suspension from AJE


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www.rpm-mag.com | may 2016


What does the number 84 on the Lightning’s driver side window symbolize? Nothing, says Rob, it was just the first real meaningful number he was assigned in racing, so he stuck with it.

which was installed with some custom fabrication by Forrester Racing Engines (FRE) in Gilbert, AZ along with a 10-point chromoly cage, ladder bar rear suspension, and some trick fab work to tie it all together for proper rigidity with streetability in mind. From there the project went on hold as Rob married his wife, Kristin, and moved into a new house in 2012.


may 2016 | RPM Magazine

“Picking back up on the project, we added a Hughes 4L80E transmission with a transbrake and lockup converter.” (with those mods the truck became the poster child for the current Hughes ad in RPM—see page 7). Parsons wired the truck from scratch using a ProStreet board from Leash Electronics, plumbed it end-to-end with Earls fittings and hose and


ALL THE RIGHT STUFF A low stance, bright red glass-like paint finish, clear headlights and black trim gi e the Lightning an intimidating look. Even with the big tires on the back, the F150 sits pretty much level. Extensive chassis and suspension work on both ends and everywhere in between was done by Forrester Racing Engines in Gilbert, AZ to make sure the power from the latest blown small block Ford got to where it needed to be.

www.rpm-mag.com | may 2016



BLOWN AND COOLED Not what you would expect under the hood of a truck that runs in the 8-second zone in the quarter-mile. Rob gets it done with a Windsor based small block Ford with intercooled Paxton Novi 2500. The Novi is the “shove” after the push of the already potent small block!

Since there’s no back seat to remove, Parsons used every inch of available space inside the cab. Tubes can be seen running between the seats to the air-to-water intercooler and swing-out door bars provide ease of entry and exit.


also added an air-to-water intercooler between the seats. Nearing completion, Standard Machine in Glendale, AZ was given the job of freshening the engine. A Ford Motorsport aluminum block was used and filled with a Scat forged rotating assembly and Diamond pistons. The existing AFR 205 heads were worked over with some additional porting and new valves, and that phase of the build was debuted in the fall of 2014.

“Jan Moeller at Xtreme Motorsports in Tempe, AZ tuned the new setup using the Fast XFI 2.0 ECU on pump E85 fuel,” tells Parsons. “And the truck put down 825-930 rwhp on varying intercooled boost levels out of what is now a 50 mm cog-driven Paxton Novi 2500 supercharger.” Now ready to hit the drag strip, Rob knew he’d need to complete his NHRA licensing passes before going any further. “The first pass off he

may 2016 | RPM Magazine

transbrake the truck did a giant wheelstand which really got my attention!” He exclaimed. “We scrambled to get front suspension limiters and tightened it down and ran a 9.02 @ 149 the first day out. I finished my license and dipped into the 8s not long after!” Rob now had a definite performer on the track as well as a pretty solid sleeper—a nice clean full size pickup that runs 8s in the quarter! So when Drag Weekend

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www.rpm-mag.com | may 2016




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may 2016 | RPM Magazine



Check out the Lightning at Wild Horse Pass! http://bit.ly/1SLTY0K

Just your run of the mill F150? Not even close! Pickups offer a whole new le el of packaging when it comes to mounting a fuel cell, coolers, installing wheel tubs, and even tying the chassis work together with the cage.

Will McDougal photo

came to AZ in 2015 he jumped at the opportunity to further work on streetability. “It was a great learning experience and we made the 500mile journey without issue, running E85 from Tucson, to Phoenix, to Fon-

tana, CA. This was probably the most fun I’ve had with the truck in a long time... so much that we are doing it again this year and may even run a full Drag Week in the future. To date the best ET is 8.57 @ 156 in Fontana after

driving 500 miles on the street enroute to the track!” “I built the truck for just that reason: because it was a truck,” laughs Parsons. “The boxy styling and performance initially drew me in but I really

enjoyed some of the sleeper aspects of a fast truck. Not that it’s much of a sleeper anymore with a parachute hanging off the back, but it’s nice to be different than the crowds of more common cars out there. And to be able

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


ROB PARSONS’ 1993 FORD F150 LIGHTNING STREET/STRIP Chassis Type & Mods: Ladder bar utilizing c-notched stock frame and front tubular k-member with coilovers. 10-point chromoly roll cage integrated with front suspension for rigidity with swing-out door bars. Suspension: FRONT: AJE chromoly tubular K-member and coilover front suspension customized and Installed by FRE in Gilbert AZ. REAR: Chassis Engineering Outlaw ladder bars attached to a Moser M9 housing customized and Installed by FRE in Gilbert AZ. Custom FRE anti-roll bar. Body & Paint: Shaved emblems, gas doors, stake holes, wiper cowl, etc. Repainted in BC/CC factory Vermillion Red with PPG Omni. Engine: 427 Ford Windsor built by Standard Machine Glendale AZ. Ford Motorsport Aluminum Block 4.125 bore x 4-inch stroke, SCAT forged crank and H-beam rods, Diamond custom pistons (dish) with tool steel pins, AFR 205 Heads, COMP solid roller cam, COMP lifters and rockers, TFS-R Box Intake, Accufab 90mm throttle body, GZ vacuum pump. Cooling: CR Radiator, Derale fans, Meizere radiator mounted water pump. Induction & Fuel System: FAST XFI fuel injection tuned by Jan Moeller at Xtreme Motorsports in Tempe, AZ, 160-lb. Injectors, Aeromotive Pro Pump and Walbro 255, E85 fuel. Power Adder: Paxton Novi 2500, 50mm cog driven, custom brackets, A/W Intercooled, 20+ psi boost. Electronics: Fast XFI, MSD distributor, Optishift, MSD Digital 7. Transmission & Converter: Hughes 4L80E w/transbrake, SFI bellhousing adapted to SBF, Hughes 9.5-inch converter, PPP shifter. Differential: Moser M9, 4.11 Pro Gear, 40-spline gun-drilled Moser axles. Best Performance (quarter-mile): 8.57 @ 156 mph. Thanks: Kristin Parsons (wife), Bryce Mckindles (crew chief), Jan Moeller (Xtreme Motorsports), Greg Dix, Standard Machine (engine; Roger, Bill, and Richard), Hughes Performance (transmission; Pete), FRE (Forrester Racing Engines), Clay and Jeff chassis), Richard Chiara (body), and Freddie Nandin (paint).


may 2016 | RPM Magazine


HEAVY DUTY A fully fabricated rear 9-inch is packed with goodies from Moser. You can tell by the Arizona red dust that the truck sees the street!

to drive it on the street at this level is icing on the cake!” Parsons admits he enjoys doing the work on the truck as much as driving and racing it, so what’s next for the Lightning? Adding a heat exchanger to the intercooler system to further

A GREAT COMBO 1,081 HP & 841 ft-lbs. Torque

Matt Woodard built a powerhouse big-block Chevy for Super Comp class racing with an Edelbrock Super Victor II intake #2897 and Victor 24° cylinder heads. These components were prepped by Shaut Racing Heads and the block features a 4.625" bore and 4.50" stroke for 605 cubic inches. Testing was performed at Edelbrock’s R&D dyno facility in Torrance, California. “Making 1,080+ horsepower with conventional aluminum cylinder heads is really amazing.” — Matt Woodard





www.rpm-mag.com | may 2016




RIDE THE LIGHTNING Rob Parsons stands as the proud owner and DIY guy who built what is believed to be the world’s quickest street driven first gen Lightnin …and he drives it regularly on both the street and strip! improve street manners and cleaning up the interior a bit more this coming summer for starters, but otherwise, just continuing to enjoy the fruits of his labor. “I enjoy this all so much and I love that it runs on E85—


nothing beats getting it done on pump fuel for two bucks a gallon! I believe this may be the quickest street-driven first-generation Lightning and I’m pretty proud of that, but as my wife says, ‘it will never really be done’.”

may 2016 | RPM Magazine

Up front an AJE chromoly Tubular K-member and coilover front suspension were customized and Installed by FRE. A massive wheelie on Rob’s first run with the new combination meant some work was needed to tame things down and suspension limiters were also installed up front.

www.rpm-mag.com | april 2016


MEN IN BLACK The Camaro crew (left to right): Jim Rivera, Dee Pfnister, Grady Ware, Doug Johnson, and Jason Weed.



may 2016 | RPM Magazine


story by

Toby Brooks


photos by

Tia Elizabeth

or most high performance gearheads, our trek toward this incurable hot rodding disorder probably started young. And small. Who among us didn’t build model cars? Chances are, if you did, you probably kit bashed a creation or two in your prime, too. You know, you take the best components of one kit, combine them with the body of another and the chassis of yet another, and create something uniquely your own. For Goodyear, Arizona resident and longtime RPM reader Dee Pfnister, his clean, cool, and quick drag radial 1969 Camaro was kind of like that. “I purchased the car as a roller in the late ’90s from a California PSCA racer who had raced it in True Street and it was also his high school car,” Pfnister recalled. While living in Modesto, California at the time, Pfnister founded “Modesto’s Fastest Street Cars,” a club for street/strip enthusiasts who liked to hang out at the local drive-in and periodically head out to lonely strips of asphalt to let the cars do the talking.

“The reason for buying the ’69 was that my wife wanted a racecar,” he said. However, without an engine, the car patiently waited its turn to return to the track. “I had a ’67 Camaro Outlaw 10.5 car with a 600+ cube Big Chief-headed all-aluminum motor, but after a move to Arizona in 2005, I had someone who couldn’t live without my ’67, so I sold it minus motor,” he added. The result was the makings of a classic kit bash: a clean roller 1969 Camaro with racing history but no powerplant and a spacious and sprayed motor without a chassis. That was soon to change.


That monstrous mill had all the makings of street/strip stardom as soon it could be re-partnered with an appropriate set of framerails. In its current configuration, the Keith Black aluminum block displaces a monstrous 638 cubic inches thanks in part to a Callies 4.750 stroke crankshaft that has been partnered with MGP Pro Mod aluminum connecting rods and custom Ross pistons. A Jesel belt drive spins a custom-ground camshaft pec’d by Monte Smith Racing and Charlie Buck. Meanwhile, Manton tapered pushrods articulate upstream with a pair of 14-degree Dart Big Chief cylinder heads that have been CNC ported and hand-worked by Buck Racing Engines. A Billet Fab two-piece pan with a Titan high-volume pump takes care of the oiling responsibilities on the bottom end, while a Profiler tunnel ram with dual 2000 cfm Accufab throttle

“Their pistons are awesome, we use Gibtec flat tops in our Small-Block Modified engines and in every Comp Eliminator engine we build. The specifications are exactly what we call for and their service is impeccable. We have yet to put one in an engine that didn’t improve the power”– Tom Martino, MB Race Engines

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www.rpm-mag.com | may 2016



bodies has been installed up top. Fuel delivery is adeptly managed by a Holley Dominator EFI system and Monte Smith Racing plumbed and flowed the Holley/NOS four-stage dry (yes, you read it right) nitrous system. A Holley coilon-plug smart coil setup allows for individual cylinder timing and the Dominator controls all four stages of juice with the option of progressing all four if needed.



With an engine like that tucked away on a stand in one corner of the garage and a classic like a 1969 Camaro without a powerplant sitting in the other, it was only a matter of time before Pfnister started to see how things might add up—literally. “That was about the time when I was told

may 2016 | RPM Magazine

about Wild Street and the PSCA 275 class, so it wasn’t long before the car was at PMR Race Cars getting ready for the upcoming season,” Pfnister said. Build time at PMR was a quick 90 days, since nearly all the factory steel and glass remained. The stock Chevy front rails have been equipped with TRZ arms and a TRZ rack & pinion. The subframe was tied together and

BLUE BY YOU The mostly-steel classic Chevy still wears plenty of factory chrome and trim to go along with the gorgeous metallic blue paint. This is no pro mod with license plates...it’s the way brutally fast but legit street cars should be!

the factory leaf springs were relocated inboard by PMR, but the 25.3 chassis updates were eventually finished by Alan at Arizona Kustom Koncepts. The rear suspension is essentially stock with Calvert split monos and Cal Trac bars. A bulletproof Moser M9 chromoly

9-inch housing has been equipped with Moser 40-spline gun-drilled axles, a 3.8-inch bearing center with lightened 3.70 gears, and a 10-bolt pinion in order to protect against driveline failures. With the modest chassis updates handled, it was time to power the ride using Pfnister’s nitrous motor. Backing the engine is a Hughes Pro Mod Powerglide with a Hughes 10.5inch converter that

can be swapped for a PTC unit depending on conditions and performance demands. While much of the build was handled at PMR, Pfnister completed final assembly and wiring himself. The car remains all steel and glass with the exception of the carbon fiber hood and scoop. The lines of the car are unmodified with the exception of a fabricated rear wing, and the mile-deep custom


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www.rpm-mag.com | may 2016



blue pearl paint has been treated to classic silver SS stripes on the hood and deck lid. The car rolls on Weld wheels and Mickey Thompson tires, with the black anodized and machined finish adding a modern touch and beadlocks out back enhancing traction and safety. Baer brakes add capable


stopping power on all four corners, and a Deist parachute is on call to supplement when the need arises. The interior in the Camaro remains largely stock, with the factory dash, door panels, and headliner remaining along with the clean cage work, dual racing buckets, and SCS shifter. Auto Meter instruments

may 2016 | RPM Magazine

CLASSIC MEETS CONTEMPORARY The black and machined Weld wheels accent the deep blue hue perfectly. With the hood removed, it is easy to see this is no old school powerplant, as the big Rat has been equipped with dual Accufab throttle bodies, Holley EFI, and a Holley coil-on-plug ignition setup.

www.rpm-mag.com | may 2016



DEE PFNISTER’S STREET/STRIP 275 RADIAL 1969 CHEVY CAMARO Chassis Type & Mods: Stock chassis with subframe connectors and relocated leaf springs installed by PMR Race Cars. 25.3 cage installed by Arizona Kustom Koncepts. Suspension: FRONT: Factory independent with TRZ control arms and rack and pinion with Baer disc brakes. REAR: Stock leaf springs with Cal Tracs and Baer disc brakes. Body & Paint: All steel body with the exception of a fiberglass cowl induction hood. Custom metallic blue with silver SS stripes. Engine: 638 ci BBC. Keith Black aluminum block, CNC ported 14-degree Dart Big Chief heads hand worked by Buck Racing Engines, Callies 4.750 crank, MGP Pro Mod aluminum Rods, and custom Ross pistons. Jesel belt drive, custom-ground cam designed by Monte Smith Racing and Charlie Buck. Induction: Profiler tunnel ram with dual 2000 cfm AccuFab throttle bodies . Power Adder: 4-stage dry NOS nitrous system installed and flowed by Monte Smith Racing and controlled by the Holley Dominator EFI. Electronics: Holley Dominator EFI, RacePak IQ3 dash, Holley coilon-plug system. Transmission & Converter: Hughes Pro Mod Powerglide with Hughes 10.5-inch or PTC stall converter. Diff rential: Moser M9 chromoly 9-inch housing with Moser 40-spline gun-drilled axles, a 3.8-inch bearing center with lightened 3.70 gears, and 10-bolt pinion. Tires & Wheels: Weld wheels with Mickey Thompson tires. Best Perfromance (eighth-mile): 7.65 @ 185 (4 years ago with carb). 1/8 mile focused now and looking for 4.60s. Thanks: Holley/EFI, TRZ, Speedwire Systems, Baer Brakes, Wildside Machine, 1320 Industries, Mickey Thompson.


may 2016 | RPM Magazine

WINNING SYNERGY SITTIN’ PRETTY Pfnister’s first gen displays a perfect stance thanks to a lightly reworked factory suspension. The beadlocked rear wheels and Mickey Thompson skins fill the factory rear openings perfectly.

HOOKED ON LEAFS In the sevens on leaf springs? Believe it! The Moser M9 housing ensures the massive power is put to the ground, and a pair of Cal Tracs help keep the Chevy hooked up on another 180+ mph pass. work along with a Race Pack IQ3 digital dash to display the car’s pertinent data. The trunk is best described as race minimalist, with only a small fabricated fuel cell and a pair of XS Power 16-volt batteries to keep the MagnaFuel electric fuel pump company. Pfnister has been racing on the track or otherwise for over two decades, and he debuted the car in 2006. Within three seasons, he managed to capture the PSCA Wild Street Championship in 2009 and runner-up for the West

Coast Hot Rod Association (WCHRA) 275 radial class title. “Without a doubt, winning the championship in 2009 and being known as the ‘turbo killer’ has been the most memorable aspect of owning and running the car,” he said. “Many races I was able to put car lengths on the turbo guys from half track on,” he said with a laugh. “Of course those days didn’t last long, and they were eager to give me a taste of my own medicine in the years to follow,” he added. Pfnister is quick to thank the friends, family,

www.rpm-mag.com | may 2016



STREET/STRIP: FOR REAL While the trend of late is to take an all-out race car and make it barely legal, such isn’t true to the spirit of the original movement. Pfnister’s Camaro still rocks plenty of factory pieces, including dash, headliner, and door panels to go with the full cage, racing buckets, restraints, and RacePak display, making it a TRUE street/ strip ride. Coupled with a massive nitrous-assisted Rat, it is the real deal!


may 2016 | RPM Magazine

ROLLING THUNDER The Chevy has blasted to a best of 7.65 in the quarter, thanks in no small part to lots of cubic inches and copious amounts of spray. The trunk is clean and functional, and when Pfnister hits the throttle, the open headers unleash an angry and percussive exhaust pulse that is felt as much as it is heard.

and companies who have assisted along the way. “For years this was a two-man team: myself and counterpart TC Richmond were the crew! I had another buddy Chris Williams out of Cali show up for those California races and lend a hand,” he said. Larry Kennedy of Anaheim Hills, California was the original engine builder and Chuck Roberts assisted with tuning early on. “Since then I have taken on tuning the EFI myself with some phone support from Monte Smith and especially Brian Macy from The EFI Store,” he added. One thing is for certain: this wickedly fast Chevy is one fast mover that possesses all the right stuff to make it a champion at the track and a legitimate street car around town. And why wouldn’t it be? After all, every kit basher knows that in order to end up with the best build, it takes all the right parts in all the right places!

www.rpm-mag.com | may 2016


Will McDougal photo


may 2016 | RPM Magazine


Stan Smith


Our fi st-ever RPM Road Trip was not without its share of surprises, but it was still one heck of a good time! Top left: Nick Mueller, all the way from Campbellsport, WI, ran in the StreetCar Showdown Pro Outlaw class. This is a big cube all-motor combination that had jaws dropping from burnout to fi shline. Top middle: A crowd gathered at the American DRAGCAR tent for the driver’s meeting. ADC was kind enough to give up some room for the RPM display which was downsized given the breakdown of our rolling event headquarters. Top right: Several hundred cars filled an expansive parking lot for Nancy Perry’s Mixteca Cruise…you name it was there. Bottom: Despite grenading the motor in our brand new motorhome, destroying a brand new lens, and unsuccessfully shopping for a replacement in every electronics store in Phoenix, we still had a heck of a time, visiting the Grand Canyon (bottom left), White Sands (bottom middle), and Old Tucson Studios (bottom right) between our two contingents. When the Road Trip gave us lemons, we guzzled copious amounts of lemonade in the searing Arizona (and New Mexico) heat!

photos by

RPM Staff

>>Okay, we finally made it to Phoenix... Now let’s see some cars!


f you have read our Editor’s Rant this issue, you know some of the trials and tribulations of this road trip (if you haven’t, you owe it to yourself to flip back to page 4 before reading this). In classic road trip fashion, just getting there was half the adventure, but once the RPM crew finally arrived in the Valley of the Sun, the temps were hot and the cars were cool! Now let’s get onto the good stuff—cool cars and good times!


Our first stop was Wild Horse Pass Motorsports Park, located just south of Phoenix. The facility is second to none and despite the day’s action consisting of three smaller independent race organizations (including Jeffrey Sefranek’s American DRAGCAR program) and some test and tune cars, the track prep in sunny, 90-plus degree weather held the 4-second eighth-mile and 7-second quarter-mile

hits of the wilder small tire street cars like it was a walk in the park.


From the track, we headed an hour or so north to Glendale for Nancy Perry’s Mixteca Cruise and witnessed hundreds of the areas muscle cars, hot rods, antiques, street machines, and even a few drag cars gather for an incredible evening of car talk and bench racing. Perry is no newbie to the world of cars

www.rpm-mag.com | may 2016



RPM friend and the man who hooked us up for the RPM ROAD TRIP ARIZONA, Bruce McConnell (featured in RPM March 2015) was out with new power in his wicked 46 Dodge pickup. This turbocharged ride is unbelievably clean and equally quick!


Tony Williams in his ‘56 Chevy runs in the StreetCar Showdown Pro WelterWeight class and displays the effects of horsepower on metal as his shoebox twists off he line.


Don Bonahoom qualifi d #1 with a 5.027 @ 149mph in his beautiful boosted Fox body Mustang in the StreetCar Showdown Pro BantamWeight class.


may 2016 | RPM Magazine


and running shows and cruises. In fact, she’s been doing them for 16 years, and not just one a month either. Nancy produces 50 Saturday night cruises (like the Mixteca night we visited which often sees over 500 cars), 28 full-on car shows, and as if that’s not enough she adds in 27 Wednesday night events for good measure. We found it amazing that so many people randomly came up to talk with us saying how the car culture would be nothing in the Phoenix area if not for Nancy and her efforts. So a hardy RPM MAG two thumbs up to Nancy Perry for making sure the folks of

Phoenix and surrounding areas have cool places to bring their iron and hang out to talk shop! Also, a special thank you to Andy Keyser for taking care of our displaced RPM team during the cruise night. To learn more about Nancy and her car endeavors visit www.nancyperryproductions.com


We were so intrigued by Sefranek and his American DRAGCAR concept that we had to get the entire story.


Travis Wallace heats the hides in his outlaw doorslammer Mustang in Pro BantamWeight and despite being the underdog going into the fi al, took the win for the nitrous camp!



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www.rpm-mag.com | may 2016



The brainchild behind the very effective American DRAGCAR program, Jeffrey Sefranek, was hard at work during the entire event!


New to running in DragSport Eliminator was Mike Visser in his stout small tire small block 351 Windsorbased 1965 Mustang.


may 2016 | RPM Magazine

Will McDougal photo

Will McDougal photo


Mark Ballard in his 1958 Chevy Delray Wagon weighing in at almost 3,400 pounds running a (brand new at this race) pump-gas-burning blown 600 cubic inch big block Chevy based engine with a TH400 trans and 9-inch rear end. He runs in DragSport Eliminator and ran his best-ever ET in the quarterfi als at this race of 8.948, and went on to win the event.

In case you haven’t noticed over the past 17 years, RPM likes to visit the smaller events and orgs over national events. Without them, most class racers and weekend warriors wouldn’t have a place to enjoy the fruits of their labor. So it’s important to us to help see that they survive and at the same time give their racers support in the form of feature articles. American DRAGCAR (ADC) is a good thing. Why? Mostly because ADC frontman Jeffrey Sefranek is a good guy. He’s a fairly new face on the race promoter scene (well sort of) in the

southwest and is doing things for the right reasons— promoting drag racing on all levels and giving those interested a solid place to race. He’s got a hefty program with something for everyone. Sure, the staging lanes might not be overflowing with cars in each class just yet, but it will come. And when it does, Sefranek is the kind of guy who will direct that money right back into the racers’ pockets via increased payouts and other types of perks. Sefranek’s American DRAGCAR concept is so cutting-edge and unique that his story needs to be told.

www.rpm-mag.com | may 2016



Josh Edwards piloting Rick Webb’s ‘72 ProCharged Camaro they call “Seabiscuit”. The sinister looking matte black Chevy runs in Pro WelterWeight and not only took number 1 qualifi r with a 4.67 at 161mph, but also won the class!


Check out the wild twin turbo’d 275c.i. V6 mill in the infamous ’89 Firebird of David Welker running in the Pro WelterWeight class!


may 2016 | RPM Magazine


Danny Kortenber (near lane) and last season’s Central Championship Series DRAGSTAR (champion) Rick Lagno in the far lane. Both run in the American DRAGCAR DragSport Eliminator. We said Sefranek was fairly new as a promoter on the drag race scene, but that’s not entirely true. American DRAGCAR (Drag Racers’ Affiliated Guild of Competition Acceleration Recreations) actually started in the late eighties for Jeffrey as way to race his dad’s car in an NHRA modified class (where racers were indexed by their class pounds per cubic inch requirement but had no breakout rules to disqualify them when running under their index), but the only class open to him back then was B or C/


The Wild Horse Pass staging lanes fill for an exciting day of drag racing.

Super Modified which would have required a substantial investment compared to his father’s car’s configuration. “The typical model of these class formats had actual weight divided by actual cubic inches with little to no limitations on the intake valve size and camshaft profile, so engine builders who put hundreds of hours into the heads in order to be able to utilize large valves and camshaft rofiles were the ones dominating the classes with expensive, highRPM engines,” said Sefranek.

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!






www.rpm-mag.com | may 2016



Nancy Perry is the Phoenix area’s #1 supporter of all things cars!

“I wanted to keep running my small valved iron-headed Windsor with the modest roller cam. I reasoned that if we just included valve lift and valve size into the classification indexing formula, then class indexes should be more attainable to racers on tighter racing budgets, and less dictating of the typical class racing engine component characteristics. In the mid ’90s, I finally came up with the name DRAGCAR and started trying to create


a formula whereby drag cars could be classed and indexed according to what they were utilizing inside the engine with regards to the actual camshaft nd valve sizes, so that somebody in my position having a stock size 1.84-inch intake valve with a .600-inch lift cam could still compete in a Super Modified style class on a modest racing budget. But, as much as I tried, each time I’d come up with a formula that looked good with my cars, I’d test it on

may 2016 | RPM Magazine


A pair of nasty Mopars showed up to the Mixteca cruise, but of particular interest was this very rare 1962 Dodge Dart Convertible owned by Doug Harris with a built 440 and dual carb Cross Ram intake.


Because twin turbo LS, that’s why.

www.rpm-mag.com | may 2016


different vehicles and it would fail. Usually, it would look pretty good until I’d plug in a Pro Stock car, then it’d be blown out of the water. I went through this a number of times, and each time I’d put the idea aside and drop it as a waste of time, figuring that I’m probably the only one who even desires this type of class racing anymore.” Continuing to follow his passion, Sefranek would eventually read another magazine article where somebody would

be pushing for affordable class racing that would refuel his interest in working to create the DRAGCAR formula. “No matter what, each time I’d try again, I’d fail again, and again, and again. This cycle actually went on for years,” he added. It was 2009 when Sefranek happened across a horsepower formula that he had never seen before and started to run his cars through it to test it. “At this point it had nothing to do with DRAGCAR by the way,” Sefranek said. “I was just


They only come out at night! What is it with cruise nights and the really wildly fast cars…they only come out after dark, like vampires! Check out this insane LS twin turbo’d 2005 Mustang of Jared McNickle. Rumor has it is very capable of 7-second runs in the quarter.





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may 2016 | RPM Magazine


Lots of Pro Street rides were in the house, including this ultra clean blown, slammed Nissan pickup.



NASTY XL indeed! This 427 big block powered Galaxie XL had a full cage and an Illinois tag.


Mixteca eatery was inexplicably the favorite stop of cruise-goers all night long.

The 1966 Chevy van of Mark & Brenda Greenwell, affectionately called ‘Dragon Wagon,’ has history. Not only is it mid-engine but it was raced for decades until it was fi ally retired for street only use. Have a close look, this is a 428 Pontiac mill that is twin tubocharged and fuel injected (mechanical Hillborn injection!). What’s more is that it was done during the late 70’s… now that’s pioneering the way for the future!

www.rpm-mag.com | may 2016


ROAD TRIP: AZ curious about this weird formula I had found online one day. I started recognizing some numbers that were very similar to those that I had been coming up with in my DRAGCAR formula workings and I went on to see if they coincided with each other. Would you believe it? They did! And that’s how strangely by chance I had stumbled onto the missing part of the DRAGCAR formula. Even the Pro Stockers’ numbers were coming out quite close now!” With renewed excitement, Sefranek went to work on his formula again, then tested it by asking numerous racers (who were willing) to submit their engine specs to compare against their performances, and felt he was ready to test the formula in an actual race format. “In November of 2011 I put up $1600 and held a Free Entry 16 place guaranteed payout Full Power Challenge race which was to be contested on my DragCar Eliminator ‘Formulated Index’ using the DRAGCAR formula to establish indexes while having no breakout rules whatsoever. Racers would get indexed through the formula and be told to run as far under those indexes as possible

for qualifying. Then the qualified eight-car field consisting of those running the furthest under their respective indexes would race each other in a handicapped start com-petition where the first one to the finish line would win no matter how far under the index they went. That was the plan, anyway.” Knowing that there would be some racers there who would not have fully race-built engines capable of running under the DragCar Eliminator formulated indexes, Sefranek developed a back-up “Consolation” class for those racers who did not qualify for the eight-car field, and wanted it to still be based on a no-breakout format instead of just having a traditional breakout bracket, but how would he deter sandbagging? “I came up with the ‘Adjusted Index/ Under-Index Penalty’ concept that I called Junior Eliminator. That was the first introduction of what is now called DragSport Eliminator, and this has inadvertently become the primary competition format being run by American DRAGCAR today.” Despite Sefranek’s generous offer for free entry, the field was light for his first event and it didn’t


In all, between our two crews, we travelled over 5,800 miles in a variety of wheeled transport—some planned, some not. We’ll leave you with a few snapshots of our trek across the country out west to fabulous Arizona.


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may 2016 | RPM Magazine

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And you thought we were joking about the new RV smoking a motor 30 hours into the trip...and then driving 37 hours home in a cube van!

You just can’t go to Arizona without visiting the Grand Canyon, so we did. It IS awe-inspiring!

SPINNING SPURS Only in Texas would they come up with a plan to align the windmills so perfectly that they look like spurs when viewed heading west on I-40. Impressive to say the least!

www.rpm-mag.com | may 2016


ROAD TRIP: AZ create a DragCar Eliminator field. “It’s quite likely that it’s just the fear of the unknown,” Sefranek explained. “Most of the racers I talk to who would like to race in this type of format are under the impression that there is no way it can be done where money does not become the deciding factor in who has the best chance of winning. After so many years of the basic weight/cubic inch models, everybody has become convinced that this is and will always be the case, and they leave no room for the possibility that it can be any different, no matter how the cars are indexed. But as I explained previously, the DRAGCAR formulated index model does work. I am determined to get the DragCar Eliminator ‘Formulated Index’ format going eventually, but for today, it’s the DragSport Eliminator ‘Adjusted Index’ format that’s taking off ith the racers here in Arizona.” It sounds complicated, but Sefranek and his racers are proof that it works in leveling the playing field for all budgets while still providing the rush of first-to-the-finishline racing. You can learn more about the DragSport Eliminator and DragCar Eliminator by visiting the American DRAGCAR website at www.usdragcar.com

“New for this season is the StreetCar Showdown, but we didn’t really invent anything here,” continued Sefranek. “While American DRAGCAR was born of the concept of providing racers of any budget the ability of racing in a real ‘first one there wins’ format, we now also incorporate the ‘not friendly to your budget’ StreetCar Showdown Series program by adding a four class outlaw lineup to specific events. This came about just by chance last season after a local 8.5 outlaw group folded up. I openly admitted that I had little understanding of the ‘outlaw street car’ racing scene as it didn’t fit the DRAGCAR/budget racing concept, but the format fit right in with the DRAGCAR idealism of ‘first one there wins’, so it seemed a perfect addition. And right away, we picked up Arizona Race Company as a major StreetCar Showdown sponsor.” With light car counts from the street car crowd in 2015, Sefranek nonetheless stood firm and scheduled races to include them for 2016, with Arizona Race Company in again as the series sponsor. “We have a body requirement, a weight requirement, and a tire requirement for each of the classes, but after that, it’s all outlaw. And that was really done simply in an



New Mexico is a beautiful State, although our Editor might have a problem with going through Albuquerque again!

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may 2016 | RPM Magazine

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www.rpm-mag.com | may 2016


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

ROAD TRIP: AZ effort to open the classes up to as many racers wanting to run the program as possible.” So far, this season’s StreetCar Showdown Series has shown increased support, but there is still a lot to be done to get car counts where they need to be. “I am sure there are a variety of reasons for lighter car counts ranging from finances, to skepticism of a new program and how it will be run,” said Sefranek. “It’s really too bad though, because Arizona has a tough crowd of outlaw racers and can actually make quite a show if they’d all come through the gates for the same race. But, as long as we have racers wanting us to run a program for them, we will be happy to have a stable place for them in the lanes on the American DRAGCAR events schedule. We also will work to get more sponsors on board to better reward those racers, as well.” “My long term vision for American DRAGCAR is to get fans back in the stands for the sportsman racers and to have something which could be considered a sportsman nationals type of event where we run the formulated index DragCar Eliminator classes and the adjusted index DragSport Eliminator category while having the StreetCar Showdown classes as our spectator draw with their wild wheelstands and


may 2016 | RPM Magazine



Meet horse trail guides Gavin (left) and Lakota. While in the Sedona, AZ area, our Editor’s team hooked up with Horsin’ Around Adventures for an amazing mountain trail ride.


Finally our crew made it to Flagstaff. Just a few more hours south now.


Marketing is everything...but we’re not sure that we want to visit this fudge factory, and we defi itely did NOT want to have fun there!


Meanwhile, our Texas-based team stopped off t White Sands National Monument in New Mexico for some sight-seeing and sand sledding. At over 275 square miles, it is the world’s largest gypsum dune fi ld...and it is absolutely gorgeous!

unpredictability. We also have waiting in the wings an entire range of true all-out heads-up classes ranging from the Nostalgia Gas, Pro Stock, and Factory Experimental classes, to the more contemporary Pro Experimental and Pro DragStar classes in which racers simply factor their cubic inch, valve size, and valve lift nto the formula provided and are given their own minimum weight requirement for the chosen class in which they wish to run, heads-up with no-index. First one there wins. Period!”

What a great place for a photo shoot, huh? If only aPocalypSe Horse were done!

“For the near future however,” said Sefranek, “we will continue to work on increasing American DRAGCAR’s popularity locally with the hopes of taking a few races across state lines. We are already considering Southern California’s Barona Dragstrip and maybe Arroyo Seco Raceway in southern New Mexico, not far out of El Paso, Texas. But anyplace there are racers wanting to experience the DRAGCAR flavor of all-out drag racing excitement, we’d love to hear about it because who knows, maybe we can make the trip to bring American DRAGCAR into your town, too.”

www.rpm-mag.com | may 2016



Weld smarter with Daven Corp’s TIG Pen and TIG Finger >> Protect against fatigue and heat with these cool welding accessories! by

Toby Brooks


earning to weld is hard. I set a goal in 2015 to finally start trying to acquire this most essential of fabrication skills and have been at it ever since. It hasn’t been easy, and I’m still not confident enough in my skills to try and weld anything important. Not yet, anyway. Without question, the most difficult part of learning to TIG weld has been developing the skill to smoothly and effectively feed filler rod. Like any fine motor task, it is an acquired skill that takes lots and lots of practice. While practicing, I noticed that my thinner TIG gloves often got very hot during longer beads. Searching for a solution, I discovered Daven Corporation. Located in Pembroke, MA, Daven Corporation has been in business for over 30 years. They are a full-service welding company that offer multiple services including products, welding classes, safety seminars, and much more. Two of their most popular products are the TIG Pen and the TIG Finger. Struggling mightily with my technique, I contacted Daven Corp and ordered both a TIG Pen and a TIG Finger to give them a shot. I also had RPM’s resident welding expert Robert Floyd of Cutting Edge Fabrication and Design in Lubbock, Texas give them a shot. As the name implies, the TIG Pen is


held in the hand like an ordinary pen or pencil as the filler rod is fed through the center and manually advanced using a simple o-ringed control wheel. Any diameter wire from .030 to .125 can be fed, and the TIG Pen allows nearly all of the filler rod to be used without any issue. Meanwhile, the TIG Finger is simply a highly heat-resistant sleeve that slides over any gloved finger or thumb, allowing the welder to drag a support finger along the work piece without worrying about radiant or material heat build-up. This is particularly helpful when running long beads. I gave both a shot and I was impressed. As a relative novice, I still lack a solid filler rod feeding technique, so the TIG Pen helped me immediately. If you are a hobbiest just learning, there is a very good chance you’ll notice imediate improvement in your beads when using the tool. At the same time, the TIG Finger certainly made the process more comfortable. On the other hand, Floyd felt the tools would have a more limited use for him. “I have been welding using the same technique for years, so straying from that felt awkward initially,” he said. “I tend to do mostly shorter beads and more precise work, however, I could certaily see how both the Pen and the Finger could be helpful if I had to feed a ton of

may 2016 | RPM Magazine

filler rod on really long beads,” he said. As for the overall quality of his beads, they were equally awesome whether using the accesories or not, while my beads were noticably improved, especially when using the TIG Pen. Both accessories are available through Daven Corp’s website, and while probably not an absolute necessity for

every fabricator, they would both certainly be valuable additions to any welder’s arsenal of TIG welding goodies.

SOURCE Daven Corp www.davencorp.tv 781.924.1756

www.rpm-mag.com | may 2016


story and photos by


hoenix resident and auto dealership Corporate Director Glen Bolz had had enough. A veteran of the sometimes stuffy and most of the time sleepy street rod crowd, Bolz was tired of the show-only scene. He was ready for some action. “I got really bored of the ‘Lawn Chair Nationals’ thing—just sitting around and polishing and showing your car all day,” Bolz said Will McDougal photo

Toby Brooks

with a chuckle. “I’ve loved fabrication for a while, so I finally decided it was time to put those skills to use on something that would move fast,” he added. The lan was pretty simple: build a tube chassis car, stick a built big block in it, and work toward a seven-second street/strip rocket. With that formula in mind, he acquired a rust-free Arizona-native 1966 Chevy Nova post and got to work.

“The ar was originally purchased at a dealership here in Phoenix,” he said. After the original owner had handed it down to his son, the son eventually put the car up for sale. Bolz purchased it in 2010 with a grand vision in mind. “When we finally got to work on it, the plan was to build a car that would meet the 7.50 NHRA cert


WARM IT UP Here Bolz heats the big rear slicks prior to another 7-second run at Wild Horse Pass Motorsports Park at our recent RPM Road Trip event. In addition to being one of the fastest and loudest door cars on the property, the Nova was surrounded by onlookers all day. Will McDougal photo

!!! 56

may2016 | RPM Magazine

specs; however, after I met Steve Morris and we started putting together an engine that would produce in excess of 2,000 hp, we upgraded to suit.” Bolz then constructed a 25.2/25.4 double NHRA cert chromoly TIG welded chassis. Up front, the car relies on a pair of Strange struts tuned by Chris Bell at Kinetic Engi-

neering. Out back, a custom-fabricated 4-link relies on JRI rear shocks to smooth the bumps for the chromoly fabricated 9-inch differential that was equipped with a Strange Ultra center section, a 3.40:1 Big Stem Pro Gear and yoke, and Strange gun-drilled and lightened 40-spline axles. A Rick Jones chromoly wishbone helps minimize

unwanted movement, and a full quartet of Strange disc brakes provide all the stopping power the Chevy might need on the street, yes we said street! Elsewhere, custom fabrication tricks abound on the chassis that features a funny car-style cage among other custom touches. The ain chassis has been painted with PPG basecoat/clear-

coat paint, while all the removable components have been powder coated to match. Stance is thanks in part to the flawlessly fabbed and finished chassis & suspension and the classic big-n-little tire combo. Up front, the skinny 15x4 HoleShot wheels host 26x4.5 front runner tires, while similarly styled but mas-

NOT JUST FOR LOOKS Lots of pro street cars run single or even dual chutes out back for the pro stock look, but this Nova is no poser. Dropping the laundry—twin Stroud launcher units—is a necessity when the lightning-quick Chevy needs to shut down after another near-200 mph pass. Similarly, the big pro mod wing is functional, too.


Greatly reduce radiant heat from mufflers and helps keep interiors cool and comfortable.

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www.rpm-mag.com | may 2016 wrap



WHAT COLOR IS IT? The unique Ginger Ale metallic is a factory Ford color, and it is deceptively cool. In some light, it appears as a gunmetal gray. From other angles, it takes on a decidedly greenish hue, and in the sunlight, the metallic really pops.

sively wide 15x15 double beadlocked HoleShots spin the big 33x15 rear Mickey Th mpson slicks in the rear. The nd result is a killer look with a classic pro street vibe. As cool as the entire build may be, what really sets the Chevy apart is the incredible 540 cubic inch Steve Morris BBC powerplant that produces more than 2,250 hp. Starting with a Dart Big M block, Mor-


ris promptly filled the spacious bowtie with a Callies Magnum 2 stroker crank, Callies Billet Max rods, and custom pistons with H13 tool steel pins and a steel ring pack. Clevite H-series bearings were used, and a custom Peterson 5-stage dry sump oiling system with pump and tank was employed to keep the rotating assembly blissfully lubricated. A Moroso

may2016 | RPM Magazine


Chassis Engineering’s Outlaw “TRIPLE” Adjustable Ladder Bars The ultimate ladder bar for heavy, high horsepower race cars. 360 degree housing brackets w/integrated shock mounts. Chromoly construction for strength and lightweight. Includes all rod ends, hardware and brackets.

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www.rpm-mag.com | may 2016




may2016 | RPM Magazine

STEVE WUZ HERE... The 540 cubic inch Steve Morris Racing Engines big block Chevy mill makes in excess of 2,250 horsepower in no small part due to the massive F3 ProCharger mounted up front that produces 35+ pounds of boost. The heim-ended rod on the volute and intercooler tubing isn’t just for looks. It was welded on when the huffer blew the rub er coupler off during a high s eed pass.

dry sump pan has been equipped with a DRE engine diaper in the event of the unthinkable. Moving upward on the Rat, Dart Pro 2 380 CNC-ported heads were fully tricked out with an inside stud kit, Victory 1 titanium intake valves, Ferrea Super Alloy exhaust valves, and PAC springs, keepers, and cups. Jesel shaftmount rockers take commands from the Crower Hippo lifters and Smith Brothers pushrods that articulate with a super-secret grind Bullet

cam. ARP fasteners hold everything together. Up front, an Innovators West dampener minimizes any harmonics, and an incredibly trick Steve Morris 1-inch thick motor plate ensures the engine remains firmly attached to her moorings in the custom chassis. FRE stainless headers have been mated with SPD 5-inch stainless collectors and removable 5-inch polished stainless bullhorn exhaust dumps for an unforgettable look—and sound

that simply has to be experienced in person. Making that thunderous spent gas note even more ear-splitting is the sound of the massive F3 139 mm ProCharger that has been treated to a host of Steve Morris tricks and a custom billet Pro Volute. A Jake’s Fabrication belt guard adds style and function, while the huge 4-inch tubing ensures ample fl w of the 35-plus pounds of boost the big centrifugal blower throws at the throttle body.

www.rpm-mag.com | may 2016



GLEN BOLZ STREET/STRIP 1966 CHEVY NOVA Chassis Type & Mods: Owner-fabricated 25.2/25.4 double NHRA-certified chromoly TIG-welded full tube chassis. Fully painted and detailed main chassis with all removable components powder coated to match. Suspension & Brakes: FRONT: Strange struts and disc brakes. REAR: JRI shocks on Jerry Bickel chromoly pro heavy duty 4-link with Strange disc brakes. Body & Paint: Harwood fiberglass cowl induction hood, deck lid, and bumpers with all other parts OEM steel. PPG basecoat/ clearcoat Ford Ginger Ale Metallic prepped and painted by Hot Rods by Dean in Phoenix, Arizona. Engine: Steve Morris 540 ci BBC. Dart Big M block with Callies Magnum 2 crank, Callies Billet Max rods, and custom pistons. Bullet camshaft with Crower Hippo lifters and Smith Brothers pushrods. Dart Pro 2 380 CNC-ported heads with Jesel shaftmounted rockers. Induction & Power Adder: Ported Edelbrock Super Victor aluminum intake with Precision 235-pound fuel injectors, Holley Dominator EFI system, and Wilson 105-mm throttle body, and Wilson billet elbow. ProCharger F3 supercharger with SMRE modified internals and billet pro volute. Chiseled Performance water-to-air intercooler with 4-inch induction tubing. Electronics & Ignition: Holley Dominator EFI system, MSD Power Grid, MSD HVC-II coil, Exhaust Gas Technologies 8-cyclinder sensors and dual oxygen sensors. Transmission & Converter: Hughes XP4 Pro Mod 2-speed transmission with Hughes converter and SFI-rated flexplate. Rear Diff rential: Jerry Bickel fabricated chromoly 9-inch Ford housing with Rick Jones chromoly wishbone, Strange Ultra center section and spool, and Strange gun-drilled and lightened 40-spline axles. Exhaust: FRE stainless headers with 5-inch stainless SPD collectors. Removable 5-inch polished stainless bullhorns. Tires & Wheels: Hole Shot Sunflare wheels, 15x4 front with Hoosier front runner tires. 15x15 double beadlocked rear with Mickey Thompson drag slicks. Performance: 2,250 horsepower. Quarter-mile bests: 7.16 seconds at 196 mph.

STATE OF THE ART Although obviously a classic body style, the Chevy II’s modern chassis, intercooled/centrifugal supercharged/electronically fuel injected powerplant, and cowl induction hood without a Roots blower poking through all point to modern pro street. However, before that, the charge is piped to a water-toair intercooler setup mounted between the big rear tubs. Considering the massive amounts of boost the system chills, it has been fully outfitted with a safety blanket. The ntercooler is plumbed to a fabricated aluminum ice tank that has been mounted in the trunk. The nd

result is a denser, colder intake charge that provides an equally cool look in the cockpit. The hilled charge then rapidly makes its way to a Wilson 105mm billet elbow mounted atop a ported Edelbrock Super Victor intake that has been modified to accept the octet of 235-pound Precision Injectors. A Waterman belt-driven

cable drive 12.5 gpm fuel pump keeps the Rat fueled, while a pair of MagnaFuel billet filters ensures everything is contaminant free. Ignition for the mighty Chevy is handled by an MSD Power Grid system that makes use of an MSD HVC II coil and a Hall effect crank trigger. The Holley EFI Dominator ECU makes use of Exhaust Gas

Tia Elizabeth photo

www.rpm-mag.com | may 2016


GOING GREEN COOOOOOOOOL INTERIOR The twin 4-inch induction tubing snakes its way from the engine bay, through the passenger side of the cockpit, and back between the tubs where the ProCharger-boosted atmosphere is treated to a chill out from the big Chiseled Performance water-to-air intercooler. Up front, a fi erglass Beretta pro stock dash has been fit ed with the Holley Dominator ECU digital display and the expertly fabricated 25.3 SFI chassis bars snake in, around, and through to ensure driver safety and rock-solid chassis rigidity. Factory door panels are complemented by lightweight aluminum racing bucket seats and a polished on-board fi e bottle.


may2016 | RPM Magazine

PREPARED TO LAUNCH The Jerry Bickel fabricated rear housing rides on JRI shocks and has been equipped with bulletproof Strange Engineering internals. Gun-drilled 40-spline axles are a must when dealing with more than 2,250 horses! Technologies 8-cylinder sensors and a pair of oxygen sensors while all data is logged through the Dominator setup. Backing a mill capable of producing power on this level is no easy task, so Bolz turned to his friends at nearby Phoenix-based Hughes Performance for a bulletproof XP4 Pro Mod two-speed transmission.

A Hughes converter and SFI-rated fl xplate ensure safety and efficient power transfer, while a PPP shifter manages the gear selection tasks. Paint and body duties on the mostly steel 60+ year-old GM body were expertly managed by Arizona-based Hot Rods by Dean. Other than a Harwood fiberglass cowl hood, trunk

lid, and bumpers, the remainder of the car is OEM steel with working headlights, taillights, and turn signals. With the exception of NHRA-mandated Lexan side glass (due to the on-board fire bottle), all remaining glass is factory (the side units even roll up and down on factory regulators). The PPG basecoat/clearcoat

2012-2014 Ford factory Ginger Ale metallic color fl wlessly caresses the classic Chevy contours and is devoid of any unnecessary graphics or similar distractions. Inside, the car sports a lightweight fiberglass Beretta dash that has been mounted amidst the maze of chromoly cagework and fabricated induction tubing. Lest

www.rpm-mag.com | may 2016


GOING GREEN anyone consider this ride “all-race,” the factory-style door panels, headliner, and all weather stripping have been retained. Meanwhile, the Holley Dominator digital dash adds a functional hightech touch to report back all the car’s vital signs. After a two-year build, Bolz has piloted the car to a best of 7.16 and 196 mph in the quarter mile. He is quick to thank the

CLEAN ALL AROUND Everywhere you look on the Nova is clean, well thought out, and superbly executed. Bolz was purposeful in retaining as much factory steel and glass as possible, but the cowl hood, deck lid, and both bumpers have been replaced with lightweight units from Harwood. Under the car you can see the Strange struts as well as the beautifully fabricated FRE headers as they make their way to the 5-inch fender dump bull horn exits.


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Pinned on using Harwood #192 Kit.

may2016 | RPM Magazine



Pinned on using Harwood #192 Kit.

RPM 5/16

Continued on page 76






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






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

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

www.rpm-mag.com | may 2016


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Page 75


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GOING GREEN Scan this with your smart phone to hear Glenn Bolz’s wicked 540 ProCharged BBC

LEGENDARY LAUNCHES The Nova is entertaining on the line as Bolz brings the RPMs up, drops the hammer, then wads the big slicks and fi es laser-straight off the lin . Will McDougal photo


may2016 | RPM Magazine

many friends and associ associates who have helped out on the build, especially Steve Morris. The ova was in a class by itself at our recent Road Trip event at Wild Horse Pass Motorsports Park in Phoenix, looking awesome while blasting an early morning pass prior to the onset of the blistering Arizona heat. As Bolz inches ever-closer to the sixes in his mostly steel classic Chevy rocket, you can bet on one thing: “going green” has never been quite this awesome!

www.rpm-mag.com | may 2016


story by

Stan Smith


photos by

olks from Arizona are as passionate about their cars as any, but when it comes to making bigtime horsepower for the street and strip, guys like Clay Forrester will go the extra mile (a quarter mile at a time if necessary) to get the job done. “I have been involved in some sort of motorsports just about all my life,” told Forrester. “From motorcycles, to sand rails, to extreme rock crawling Jeeps, to full blown and nitrous injected race cars driven and raced on the street and strip, I’ve just about done it all.”


TE Photography

Over 30 plus years working in the Aerospace industry along with working on some type of motorized vehicle along the way gave Forrester the skills to build just about anything he sets his mind to… “and if I could not do something, I’d find someone who could and carry on from there,” he said.


“I found this car by pure accident,” Clay said of the 1993 Mustang LX Coupe. “I was not even looking for another car because I already had a 7-second street Mustang, so I was good. But a friend came across

may 2016 | RPM Magazine

it, showed me, and I just had to have it. He needed some work done on his car, so we swapped labor for the car. In all it was worth about $2,500.” A stripped-down bare shell when his buddy found it, the Stang was a theft ecovery that had been sitting in an airplane hanger for over 12 years! “It was stripped of everything but the shell, doors and trunk lid and I literally had to drag it onto a car trailer.”

DON’T BE FOOLED The M/T 275/60 Pro radial tires stuffed under the car along with wing and chute would lead one to believe that this is a drag car only, but it actually sees thousands of miles of road use each year.

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www.rpm-mag.com | may 2016



STORED FOR SAFE KEEPING This vicious looking Fox body Mustang coupe sat as a bare shell for 12 years in an airplane hanger before being rescued for street/strip duty by Clay Forrester.


may 2016 | RPM Magazine


Forrester’s initial plan for the car was a milder version of what he already had. He thought he would install an 8.50 certified cage with a more tame, street friendly 8.50 ET-capable engine, and stop there. But what he ended up with was another SFI 25.2-certified full cage car with the best parts he could get his hands on.


The rst engine Clay built for the car was a 427-inch LS series mill with 10.5:1 compression and a direct port nitrous kit. “After we built that first nitrous LS engine, I took it to the track and within four passes I was running high eights at 155 MPH.” While many would be happy with this, it wasn’t fast enough Forrester. By this

point, he had something up his sleeve and had developed another plan for the Ford. “I brought the car home, pulled the engine, and started building a Whipple supercharged motor,” Forrester said. It took about eight months to complete the blown combo and get everything properly fit into the chassis. Once complete, Forrester again hit the strip and laid down some mid to high eights.

KEEP YOUR NOSE CLEAN Considering its past, the original black paint on all but the car’s nose looks pretty darn good. Clay kept the front end smooth and free from any openings that would usually be seen on a turbo car. It looks trick and provides for maximum air fl w around the car which is necessary at speeds over 145 mph in the eighth and close to 200 in the quarter-mile!

www.rpm-mag.com | may 2016



Not satisfied that the supercharger combo would get him where he needed to be, he again opted for a change. “With just one track outing on the supercharged engine, it was back in the shop and I had it out the next day,” he added. Once again, knowing


exactly what he wanted to accomplish with the car, Clay set out to build something that would have almost no limits: a twin-turbo 417-inch LS built by ERL Performance with Forrester to not only dominate the strip, but also be street and pump gas friendly.

may 2016 | RPM Magazine

The otent Chevy LS started with an ERL Performance Super Deck 1 6-bolt 4.125-inch bore block. The lock was prepped with 1/2-inch head studs, bushed lifter bores, and pinned billet main caps. A custom ERL 3.900-inch stroke Callies crank spins Callies Ultra

billet 6.125-inch rods pinned to custom Ross pistons wrapped with HellFire rings. A custom Cam Motion billet solid roller cam bumps Isky Red Zone Max solid roller lifters, Smith Brothers pushrods, and Jesel rockers. Cylinder heads are Mast Motorsports LS7

PONY AT THE PASS Forrester just leaving the line at Wild Horse Pass Motorsports Park a few weeks back….this Mustang hauls!

Here’s where things take a bit of a twist. The Stang is powered by a killer twin turbocharged Chevy LS motor making in the area of 2,000 horsepower!

www.rpm-mag.com | may 2016



285s with O-rings installed by ERL Performance with titanium intake valves, Inconel exhaust valves, and Manley valve springs, locks, and retainers. Fuel arrives topside via Holley 160-pound injectors installed

in a high rise Holley EFI intake manifold with a Wilson 105MM throttle body. To obtain his ultimate goal, Clay knew he’d need some heavy artillery and brings two guns to the fight in the form of twin

Precision 76mm turbos with Precision 46mm wastegates and Precision blow off alves. Helping to cool the charge is a Shearer Performance air/ water intercooler. Forrester chose the Holley Dominator EFI system to

control the estimated 2,000 horsepower turbocharged LS and also uses an electronic CO2 controlled boost controller. An Abruzzi 2-speed Powerglide transmission with PTC 10.5-inch converter transfers the power

Because Reliability Matters. Pro Series II Stainless Steel Brakes New stainless steel design maintains superior strength at higher temperatures in comparison with carbon steel. Single Caliper Rear Kits............$995 Dual Caliper Rear Kits..............$1,420

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may 2016 | RPM Magazine

EAT THIS PONY’S DUST A fuel cell, battery, and cooler tank fill the small confines of the Mustang coupe trunk. Don’t mind the dust, it serves as proof of a full day at an Arizona drag strip and drive out to our shoot location.

CLAY FORRESTER’S 1993 FORD MUSTANG STREET/STRIP Chassis Type & Mods: Street Legal car with a 25.2 SFI roll cage. Suspension: RaceCraft K-member and control arms. RaceCraft upper and lower control arms in the rear. Forrester Racing Engines anti-roll bar launches the car straight and level. Strange Struts up front and Strange coil over shocks in the rear. Custom travel limiters up front. Body & Paint: Original factory black paint. Working headlights, taillights, turn signals, working horn, and power windows. Four-inch cowl hood and front bumper are the only aftermarket body pieces. Engine: ERL Performance Super Deck 1 6 bolt block, 4.125-inch bore. 1/2inch head studs, bushed lifter bores, billet and pinned main caps, Isky Red Zone Max solid roller lifters. Canton wet sump oil pan. Forrester Racing Engines billet valve covers, valley cover, and rear block cover. COMP Cams double roller timing chain. SLP oil pump. Moroso electric water pump. Mast Motorsports LS7 285 heads with O-rings installed by ERL Performance. Titanium intake valves and Inconel exhaust valves. Jesel rockers, Smith Brothers pushrods, Manley valve springs, locks and retainers. Custom Cam Motion billet solid roller cam. Copper head gaskets. Rotating Assembly: ERL proprietary 3.900-inch stroke Callies crank with BBC rod pins. Callies Ultra Billet 6.125-inch rods. Custom Ross pistons and HellFire piston rings. Induction & Fuel System: Holley high-rise EFI intake manifold, Wilson 105MM throttle body, Holley 160lb injectors. Electronics: Holley Dominator EFI system. Electronic CO2-controlled boost controller. Transmission & Converter: Abruzzi “Mack Daddy” Pro Mod 2-speed Powerglide with PTC 10.5-inch converter. C02-operated Precision Performance shifter. Differential: Moser 9-inch housing and 40-spline axles. Strange Ultra third member with spool and 3.40 gears. Strange disc brakes on all four corners. Best Performance (eighth-mile): 4.95 @ 148 mph. Thanks: ERL Performance for a killer and bomb-proof short block. I’d also like to thank my friend and master welder Jeff orimer for all his work on the SFI 25.2 cage that’s in the car. And honorable mention also goes to Mast Motorsports for all their support on the cylinder heads, and A-R-E Dry Sump Systems for the best LS engine oiling systems available!

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

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

Call today: 586.792.6620 or visit diamondracing.net www.rpm-mag.com | may 2016



To Run Like A Pro... Use The Best

WHAT’S THAT DO? Pretty basic interior and only Clay knows what each switch on this panel means. $% ' ''( #$, ))   . '+)'# ()*% !+'(  ,### +#) # $) %'$'"# #*'!)-$#))' /'$, '! '#("(($#( ' *!) $"%!)!- #, ,) #")'!(#$#)#$+' -'($ . ',###(*((# #$,$,

to a braced Ford 9-inch housing with 40-spline axles, a Strange Ultra third member with spool and 3.40 gears.

$ %'(!- ") ) %!)( $ ) / $,'! '#("(($#(  . !($ $'(  $" %!) !# $ %'"*" )$'&* $#+')'( ! )$ #!     $'(%$,'   %%!)$#( )( ()'#) $#+')'( #  *()$" *!) $'  !$  $' "!! !$  ##( ,)"*!)%!()($%$,''(


“The nly reason I built this car was to compete in Drag Week,� acknowledged Forrester. “I wanted to be competitive in the Super Street Small Block

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may 2016 | RPM Magazine

Power Adder class. I had to be in the sevens in the quarter-mile if there was any chance to be in the top three cars at that event, and I wanted to get there. It took three complete engine configurations to get where I needed to be, but it was worth every bit of the time, money, and effort to get there.�

SIGNAL YOUR INTENTIONS Like we said, the car was stripped when Clay got it. He even had to add an aftermarket turn signal unit for street driving and tour style events.

CAGE MATCH The SFI 25.2 cage certifi ation is good for sub-7.50 elapsed times in the quarter mile, so the sky is the limit for Forrester. No rear seat required!

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www.rpm-mag.com | may 2016


HITCHED HORSE A braced 9-inch rearend, anti-roll bar, and coilover shocks are pretty standard on these ultrafast small tire doorslammers, but a trailer hitch wiring plug? Like we said, this car is purpose built for long haul tour events where towing a trailer with parts and tools is a must. Mickey Thompson 275/60-15 ET Street Radial Pros are Clay’s tire of choice for the strip.


may 2016 | RPM Magazine

TOTALLY TUBULAR, DUDE... Residing up front are a tubular K-member and control arms with Strange struts and an adjustable suspension limiter kit.


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀 䄀嘀䄀䬀 䴀愀砀䐀甀琀礀 䘀氀攀砀 吀漀漀氀 䬀椀琀 ∠ ㌀ⴀ椀渀ⴀ㨀 刀椀瘀攀琀Ⰰ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 ∠ 䘀氀攀砀椀戀氀攀 栀愀渀搀氀攀猀 昀漀爀 攀愀猀礀 猀琀漀爀愀最攀      眀椀琀栀漀甀琀 氀漀漀猀椀渀最 愀渀礀 氀攀瘀攀爀愀最攀⸀  ∠ 唀渀椀焀甀攀 儀甀椀挀欀匀眀椀琀挀栀 昀攀愀琀甀爀攀 昀漀爀    爀愀瀀椀搀 昀甀渀挀琀椀漀渀愀氀 挀栀愀渀最攀 ∠ 䠀攀愀瘀礀 搀甀琀礀 猀甀瀀瀀漀爀琀椀渀最 猀琀愀椀渀氀攀猀猀    昀愀猀   昀愀猀琀攀渀攀爀猀 愀渀搀 猀琀爀甀挀琀甀爀愀氀 昀愀猀琀攀渀攀爀猀


“From start to finish, with all the engine changes, it took about two years to build the car and I think the most unique thing about it is the nose-mounted air/water intercooler with the dual inlet/ outlets. Lots of folks put them in the car, or run air/air intercoolers up front, but not too many have air/water intercoolers that can support a 2,000 horsepower engine and still drive it anywhere, in any kind of weather and do so on pump gas.

Th n pull onto a drag strip and run mid to low sevens at 190+ MPH on a 275 drag radial tire.” “Without question, the most fun I’ve ever had with this car was competing in Drag Week 2015. 1000+ street miles and five tracks in five days was epic! And to get second place in my class, and 9th overall out of 301 cars that entered on my very first time...to say I was happy would be an understatement.”

㄀⼀㐀ᴠ ⠀㘀⸀㐀洀洀⤀ 刀椀瘀攀琀 一甀琀 ㄀⼀㈀ᴠ  ⼀ 䴀㄀㈀ 刀椀瘀攀琀 匀琀甀搀 㔀⼀㄀㘀ᴠ ⼀ 䴀㠀 

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀

MISSION ACCOMPLISHED Clay Forrester built this monster for a purpose and accomplished his goals last year by placing second in his class, and 9th overall out of 301 cars at Drag Week 2015.

䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀    昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀    一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀

刀嘀䐀ⴀ㄀ 㨀 唀瀀 琀漀 ㄀⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ㄀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀㄀  爀椀瘀攀琀 渀甀琀猀





www.rpm-mag.com | may 2016




>>Kill a little windage and protect your motor from dry starts and momentary oil starvation with a simple oil accumulator


ears ago a local 10.5 Outlaw racer clued me into the advantages of an oil accumulator. I had never even heard of one at the time but it didn’t take me long to find a used one for my car. I had good success with it and saw firsthand the advantages. When you get on the brakes hard or pull the chute at the end of a run, your oil rushes to the front of the pan, momentarily uncovering the oil pump pickup. This will cause the engine to lose oil supply until the oil falls back down to the sump when the car’s deceleration slows. A good oil pan like the Jeff ohnson pan on Project 4-Lug helps prevent or lessen the severity of this flaw to a wet sump oiling system, but an accumulator can be your best line of defense.

An oil accumulator is just a pressurized reservoir that can hold extra oil and give it to your motor if oil pressure drops lower than the air pressure in the other end of the accumulator. It is basically a cylinder with a piston that separates the side pressurized with air and the side that is pressurized by your oil pump. You charge the air side with standard shop air by the common air valve like used on tires. The oil from your engine gets pumped into the accumulator by the running engine and overcomes the lower pressure of the air side. The air is compressed until it raises to the equivalent of your engine oil pressure. You can adjust the amount of oil the accumulator will hold by how much initial air charge you give the accumulator. Less air pressure will allow

more oil into the cylinder but the tradeoff is the oil moves back to your motor slower if ever the engine oil pressure drops. More initial air pressure will get you a faster blast of reserve oil when you lose momentary oil pressure, but the accumulator holds less oil in reserve. Oil is fed to the accumulator by tapping a pressure source of the engine. This can be done by adding an adapter between the block and oil filter or teeing a feed line to an oil cooler or filter relocation kit. The Dart block in the project car has a priority oil port on the back of the block that is the ideal place to connect the accumulator line. Not only does it provide a nice place to feed oil to the accumulator, when the accumulator feeds back to the engine, the oil goes to the most-needed areas


Chuck Scott

1 1: We picked up a new 3-quart accumulator from CVR with a set of optional 1.5-inch round tube bracket clamps. The CVR is the best made accumulator I have found with its billet end caps and integrated brackets. It is sturdy enough for any pressure your engine can give it. Plus it looks awesome.

cvrproducts.com For more information visit


may 2016 | RPM Magazine



2: Several manufacturers of oil accumulators sell remote electric valves but the cheapest of them are about $150 and go as high as $250. I sourced one from an industrial manufacturer. You just have to find one with 1/2-inch ports that can handle oil, engine oil pressure, and heat from the hot oil. I found them as cheap as $35 for a brass valve and $50 for this stainless steel one. A good place to get them is Amazon. Just search 12 volt 1/2inch valve and read the specs to make sure it meets the requirements by a good cushion.

3 3: I used Earl’s 1/2-inch NPT to -10AN fittings with a little ARP thread sealer on each end of the valve. A gauge adapter fitting on the feed side makes a great spot for an oil pressure sensor.

4 4: I loosened one bolt on the base and made a lessthan-show-quality bracket from a piece of scrap to keep the electric valve from bouncing around inside the car’s cowl box. One wire is grounded and the other just ties into the ignition on wire.

first. The only requirement for an oil source is that it is pressurized by the oil pump and is big enough to accept a good volume of oil back from the accumulator. A -10AN feed line is recommended. Most accumulators come with a quarter-turn valve on the oil side that can be closed to hold oil inside the ac-


cumulator and you can add a valve anywhere between the engine and accumulator to remotely hold the pressurized oil in the accumulator and release the oil to a non-running engine for a pre-lube. To use an accumulator properly you need to be able to close the valve before the motor is shut down and open it before it is start-

ed. This can be difficult with a manual valve but an electric valve makes it automatic. You could plumb a loop inside the car with a manual valve in reach of the driver but bringing oil inside the interior of the vehicle, even in a steel braided line isn’t advised for safety. A burst line, leaking fitting, or a fire could be disastrous.


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www.rpm-mag.com | may 2016




An electric valve can stay outside the driver’s compartment and do the job even better. The electric valve can be wired parallel to the ignition wire to operate automatically. When you shut the car down after a pass, killing the ignition will close the valve to hold oil inside. When you flip on the ignition before hitting the starter button, the valve opens to feed the motor a nice shot of oil to pre-lube the engine. No more dry startups. It is as reassuring as a full refrigerator to flip the ignition switch and watch oil pressure register


5: The same Earl’s fitting is also used on the accumulator. Since I’m using a remote valve, I could remove the manual quarter turn valve from the accumulator but decided to keep it. When the car is going to sit for any prolonged time, we can shut the manual valve to ensure is doesn’t leak down over time. It probably wouldn’t anyway but it couldn’t hurt to double up.

may 2016 | RPM Magazine

6 & 7: The CVR accumulator is a very high quality piece. The integrated mounting brackets are a huge positive. Most use a round clamp type bracket. The optional brackets bolt to the integrated brackets on the accumulator to allow it to be mounted directly to a round tube on the chassis.



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may 2016 | RPM Magazine earlsplumbing.com

Inner liner is made of PTFE which is impervious to all known fuel, oil and coolant PTFE inner liner has an ultra low coefficient of friction to promote maximum flow

• UltraPro Polyester Braid hose is up to 67% lighter than traditional rubber hose with stainless steel braid! • UltraPro Stainless Steel Braid hose is up to 35% lighter than traditional rubber hose with stainless steel braid!

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8: Finding a spot to mount the accumulator is the hardest thing about installing one. I used my Woodward Fab manual bender to make a cross-member from 1.5-inch tube that runs between the front frame rails right behind the lower radiator support I made earlier.


9: I connected the new accumulator bar to the lower radiator support tube with a couple short 3/4-inch tubes at the bends. This will make a great attachment location for tie down straps.

on the gauge before you even spin over the motor. An accumulator can be used to free up a little power if you are brave. Instead of adding

more oil to the system to match the extra capacity that the accumulator holds, you can add no extra or a little extra depending on how brave you

are. By not adding the extra oil to the system, you are keeping less oil in the pan, thereby reducing windage created by the crank running in deep

www.rpm-mag.com | may 2016


RPM QUICK TECH 10: Looking up from underneath the car you can see how the optional tubing brackets clamp to the new cross-member.



PARTS LIST oil. By running no or little extra oil, you are more likely to uncover the oil pump pickup more often relying on the accumulator to deliver enough to take up the slack. This can be a little risky but many racers do it successfully. I always


just added one extra quart so the pan would be low by about two quarts. I never had any issues and my bearings stayed in good shape. You have to be the judge on what you feel is safe or worth the risk for your specific application.

may 2016 | RPM Magazine

• CVR Accumulator #OAC91: $210 • CVR 1 1/4” tubing brackets #OAC91BR : $20 • Earl’s 1/2” to -10AN fittings #AT981610ERL: $7.30 • Fragola -10AN gauge adapter fitting #495008-BL: $15 All parts available at Holcomb Motorsports and Summit Racing.

11: With the new CVR accumulator mounted and the -10AN oil feed line connected, all we have to do is add about 6psi air pressure to the Schrader valve and add a little extra oil to the engine.

SOURCES CVR Products www.cvrproducts.com

Holcomb Motorsports www.holcombmotorsports.com 800.475.7223

Summit Racing Equipment www.summitracing.com 800.230.3030

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www.rpm-mag.com | may 2016



Fresh Powder >> We discover just how fun...and EASY...it is to powder coat from home thanks to Eastwood! by

Toby Brooks


hen building a project car, there is no shortage of one-off abricated parts and pieces that result. At the same time, even purchased parts can sometimes need refinishing in order to enhance durability, improve the overall look, or both. With this need in mind, typical options include paint, chrome plating or anodizing, ceramic coating, and powder coating among others. Among these, typically only paint has been a viable


option for the do-ityourselfer, however, many times paint can simply not stand up to the rigors and demands of a high performance ride. On the other hand, powder coating has been around for over 80 years and is an excellent choice for adding color and durability to basically any metal surface. The process was originally developed in Europe in the late 1940s as a means of applying an organic polymer powder using static electricity. Once applied, the part is baked at high temperature to

may 2016 | RPM Magazine

“flow� the material and the end result is a highly durable and beautiful finish that will most assuredly outlast paint. While the benefits of powder coating are well known, until recently, getting parts coated meant the time, hassle, and expense of taking parts to a professional powder coater. Oftentimes, builders may have just a few small parts and pieces to coat, making this option less than appealing. Within the past few years, a number of companies have come to market with do-it-your-

self kits that allow powder coated finishes to be applied from the confines of your very own shop. One such company is Eastwood, an industry leader in tools and supplies in the custom auto industry. We decided to give Eastwood a call to see if they might have a budget-friendly system that would allow us to start coating some pieces we had recently completed for Project aPocalypSe Horse. What we discovered was that not only did Eastwood offe a powder coating system, but also virtually anything you might need


1 & 2: We have been curious about home-based powder coating systems for a while, but honestly were a little intimidated by the whole idea. After a quick call to our friends at Eastwood, we decided to give it a go and we are glad we did. We ordered their Dual Voltage Gun Elite HotCoat starter system with oven (#15785, $209.99) which comes with your choice of four colors of Eastwood’s 34 available powder colors and finishe . We also ordered a few additional colors, a #58045 HotCoat masking kit which includes high-temp tape and silicone plugs ($78.99), some Eastwood Pre-Painting Prep spray (#10041Z, $9.99), and an Eastwood digital infrared thermometer (#31223, $29.99).




to start coating parts yourself. The first item we needed was a powder coating gun. We opted for their new dual-voltage kit. Since we planned to be doing a large number of small items, the dual-voltage system

is preferred, as the 15kv setting is perfect for coating small areas, while the traditional 25kv setting is better for bigger stuff In addition to a powder coating gun, you’ll need some other items to get started, too.

3, 4, & 5: While powder coating may be durable, it isn’t magic. Just like with traditional paint, surface prep is key. We glass bead blasted our part in the blasting cabinet first efore blowing it off tho oughly with an air hose. We then hit it With Eastwood’s Pre-Painting Prep spray and a new shop rag. Acetone or denatured alcohol are good alternatives that will remove grease and oil without leaving a residue behind. After scrubbing, it is a good idea to remove any lint left behind by the rag and to ensure any gasses in the metal are released prior to coating. You can either go over your part with a torch or pre-cure it in the oven prior to coating. We set the temp to 400 degrees and let our part bake for 15 minutes before pulling it out to continue the process.




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(302) 368-1500 I vpatlantic@vpracingfuels.com


www.rpm-mag.com | may 2016




7 6: Here’s the setup. With your part hanging from a conductive wire hanger, the ground clip is attached. We learned the hard way that you really need to hang your parts with putting them in the oven in mind, because once the powder is applied but before the part is cured, is NOT the time to make adjustments to the hanger. One wrong move and you’ll have to start all over. However, with a little preplanning, you should be able to figu e it out without any problems. We discovered our hanger here was too long to fit in the oven as we were trying to hang it to cure.


may 2016 | RPM Magazine

7: Time to coat! Had we thoroughly read the directions prior to 8: In addition to a myriad coating, we would have discovered that it is necessary to dial your of solid colors, Eastwood compressed air source way down prior to coating, as it only takes also stocks gloss and matte about 5-10 psi to coat effe tively. A good moisture fil er is a must, clears, textured finishe , and and Eastwood supplies one with the gun. After blasting powder specialty finishes li e single all over the place at 100 psi, we promptly recognized our mistake stage refle tive chrome (as and dialed it back. Lesson learned. While we used the regulator seen here) and translucent/ on our air compressor to dial the pressure back, we have already candy colors. Although our added a good external regulator to our shopping list to allow for first stage ch ome base came more precise adjustment. With the pressure correct, you simply out good, the translucent point the gun at the part, depress the saftey switch with one colors can be a bit more hand, and pull the gun’s trigger with the other. Thanks to static challenging and unforgiving electricity, the powder leaves the gun in an eerie, smoky kind of to apply. We’ll get it, but it will fashion before clinging to the metal surface. Pretty cool! take a little practice.


Obviously you’ll need a variety of powder coating colors, and a masking kit is a wise choice, too. Unlike paint, powder coating needs to cure at high temperatures for an extended period

of time. Usually parts are cured at or around 400 degrees F for 20 minutes or more. As a result, typical painters’ tape would just burn off n the oven. High temp tape is a must, as

9: With the part ready to remove from the oven, we realized some oven mitts or high temp gloves are a must. We used welding gloves, but we picked up some BBQ gloves from the home store for next time.

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www.rpm-mag.com | may 2016



are high-temp resistant silicone plugs. Because powder coating tends to be relatively thick when applied (up to 10 mils compared to 0.5-1 mil for standard wet paints), it is a must to prevent its application to any surface that cannot accommodate the additional thickness, including bolt holes and threads. It is also a good idea to get an infrared thermometer to ensure that the applied heat is adequate, and without question an oven is a necessity, as well. Don’t fool yourself into thinking you can use the one in your kitchen, either, as the curing process can result in outgassing and unpleasant fumes sure to ruin the taste ofKen’s yourtowing next photo batch of cookies.


may 2016 | RPM Magazine

While we opted for Eastwood’s Bench Top Powder Coating Oven (#15635, $99.99 if purchased separately) in our starter kit, provided you have the room, a Craigslist used range could be a great option, too. After giving the process a try, we were surprised at how quick and easy it was to achieve professional-quality results. As an added bonus, considering the relatively low cost of a system like this, you could probably recoup your investment with your first batch of parts you didn’t have to take to your normal powder coater. In all, we are thrilled to say we’ve added Eastwood’s HotCoat kit to our shop’s assortment of cool tools!

10 & 11: Here are our finished trial pie es. We did the shifter bracket in back using Eastwood’s High Gloss Black, while the tube in the center is Satin Black and the tube on the right is Battleship Gray. With a variety of other other colors to try, we are excited by the possibilities the system has added to our build. The only real limitation other than your imagination is the size of your oven. While the Eastwood oven is perfect for small parts and pieces like these, larger parts would either require a larger oven or to have them done professionally.


SOURCE Eastwood Corporation www.eastwood.com 800.343.9353

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www.mantonpushrods.com www.rpm-mag.com | may 2016



All Jacked Up >> And this time its not on candy bars and Mountain Dew! by

Chuck Scott


little while back, I had a shop accident that cost me a lot of unwanted work. I was jacking the Thug up with a couple floor jacks to get it on wheel boxes when disaster struck. I had to put the jack in at a hard angle instead of a proper right angle due to another race car being too close on the right side. Floor jacks need to be able to roll to stay directly under the vehicle as it lifts in an arc. By having the jack turned at a hard angle the jack was in a bind as it went up.


The result was a dropped car with a crushed rocker panel and dented door. Even though I had lifted cars with floor jacks probably 5,000 times, I finally got bit. Anytime you are lifting a car or working under a car on jack stands or ramps, it is serious business and can be lethal. I have always been a little paranoid since I heard the story of a relative nearly 100 years ago that died from a car falling on him while working underneath. As I was cutting out a large section of rocker panel damaged by the fall, I decided I had to find a better way.

may 2016 | RPM Magazine

1: The QuickJack has to be shipped truck freight. It comes like you see here, in three boxes shrink wrapped on a wooden pallet. It isn’t unbearably heavy to carry each lift side individually but with both sides in the same long box, you will want a hand getting it inside.





3 & 4: The pump carrier mount makes for easy mobility and protection for the power unit. To mount the pump it is easier to stand the tray on its side so the spacers don’t fall off the olts while you line it up with the holes in the pump. 2: After opening the boxes, we laid out all the components and debated on whether to read the instructions or not. Here you have the two steel lift sides, the pump unit with up and down remote, hydraulic hoses with quick disconnects, pump mount carrier, the two slide handles that help position the lift sides under the vehicle, four tall rubber blocks, and four short blocks.


5: Pop out the red shipping plugs and install the quick disconnect fittings into the pump outlets. The O-ring to NPT fittings ome already installed on the quick disconnects.


6: Fill the reservoir with two quarts of ATF. I just used regular Type-F because there was some in the supply cabinet already. The reservoir cap also doubles as the vent with a separate screw valve on top. Make sure it is open before use.

When looking for a safer and easier way to get a car all the way off he ground, I revisited all the traditional methods including the popular race car lifts like Projacks. I have used Projacks in the past and liked them a lot but I didn’t want to spend $4,000 for a set with an electric remote operated pump. After a little research I found the Ranger QuickJack.

Ranger is a product line of BendPak, a well known manufacturer of professional lifts and shop equipment. The QuickJack is a portable vehicle lifting system that will lift our race car or daily driver quickly and safely in your garage or at the track without you having to sell a kidney. The QuickJack is available in several models from a light

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www.rpm-mag.com | may 2016


RPM COOL TOOLS 7 9 8 7: The system comes with a siamese hydraulic cable pair that can be separated as much as desired and a pair of short hoses that stay on the lift sides. They attach to the hydraulic cylinders and connect to the longer hoses with another set of quick disconnects. duty 3,500-pound model up to a heavy duty 7,000-pound lifting capacity version. The remote power unit is available in either 110 volt, 208-230 volt, or 12 volt for use with a car battery if household power or a generator isn’t available. Currently, last year’s remaining BL-3500 110AC model is only $895 shipped, but only while they are still


available. If you’d prefer the newer version, the BL3500SLX is just $1125, the BL-5000SLX is $1340, and the BL-7000SLX is $1595. I wanted something that would allow magazine car work, building the upcoming 1972 C-10 pickup project or daily driver service, so the 5000lb capacity BL-5000SLX was my choice. I picked the 110 AC pump

may 2016 | RPM Magazine

8: Probably the trickiest part of the whole assembly is filling the air ylinders with 50psi of shop air. The air cylinders are very small so it only takes a little quick shot to get to 50psi.If you hit it more than a second it will overfil . When you pull the air chuck off the valve, just the millisecond of air released will drop the pressure too low. I found I could fill it o about 65psi and when I pulled the chuck off the air loss ould bring it down to the required 50psi. I used a little ARP thread sealer on the valve caps to help prevent slow air loss. It is important to keep 50psi in the cylinders for the jack to operate correctly when lowering the vehicle. The weight of the car will aid in lowering the lift until it is rests on the suspension but for the QuickJack to finish ollapsing to its lowest position the air cylinders are needed to push them the rest of the way down.

9: The long hydraulic hoses and short extensions connect with a pair of good high-quality quick disconnects to reduce oil drip during set up and tear down. I have used the QuickJack now for a couple months and have only dripped maybe a bottle cap full of fluid with mo e than a dozen connections and disconnections. They also have a locking feature to prevent accidental disconnection. You just twist them to misalign a pin on the collar. If you go to connect the hoses and the quick disconnects don’t want to engage, hit the down button on the remote to relieve pressure from the system.

10 11

10: Each jack side has its own removable slide handle that helps to slide the jack sides in place and position them under the car.


11: If the car is mobile, simply drive it between the jack sides and slide them under. It is imperative that the jack sides are as parallel as possible and the same distance from the tires front to back. If one side is further forward or if they are more than a few degrees from parallel, the QuickJack will bind when it goes up.

12: Start the jack up stopping just shy of the rubber blocks contacting the jacking points. Adjust the block positions in the jack trays to make good centered contact with the vehicle’s jacking points.

14: The CRV commuter sits a lot higher than a race car, so it barely gets the wheels off the floor with the stacked rubber blocks. Ranger sells an SUV and light truck adapter kit if you need extra lift for taller vehicles. That’s not necessary with the CRV, though.



13: The QuickJacks have locking safety arms that can secure the lift in two positions so that the car isn’t relying on the hydraulics to hold it in place. To use them, raise the vehicle to either half or full height then push the lock arms down and flip the g ards up on the ends. because in the shop or at the track there is always a 110 source and I won’t have to worry about keeping a battery charged. Why not the 7000lb model? The BL-5000SLX offers plenty of lifting power for everything we have around here except the

F-250. The F-250 doesn’t get worked on very often and it goes to a lube shop for service anyway. Nobody wants to deal with almost four gallons of used oil to take to the auto parts store for recycling. If that’s your thing, the heavy duty BL-7000SLX may be for you.

15: The QuickJack is a great tool for the track. It sets up quickly and is great for between round checks, adjustments and repairs. With a great full vehicle jack like the Ranger QuickJack at an affo dable price, why mess around with fl or jacks and jack stands?

SOURCE Ranger Quick Jack


www.quickjack.com 888.262.3880

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www.rpm-mag.com | may 2016



1: We started off y sending our Visner Engine Development billet manifold to the good folks at Nitrous Supply, who pre-assembled the intricate 16injector/16-port nitrous oxide system and assessed the maze of plumbing required to get it operational and performing its best.





>>Project aPocalypSe Horse gets set up for nitrous plumbing and some trick shifters are prepped for install


ometimes in the world of project cars, you find that a lack of progress in one area means that you can turn your attention to other tasks. Unfortu-

may 2016 | RPM Magazine

Toby Brooks

nately, we thought this month would be THE month we might actually get some primer and maybe even some color on the car. Due to some unforeseen circumstances, that didn’t happen (a

photos by

Lloyd Chaudoin andTony Maples

tale for another time). However, we decided to focus instead on some tasks that we could do, and managed to get a good start on two items that have been on the list for a while.

First, our build will feature not one but two Nitrous Oxide Systems (NOS) Pro Fogger kits— one on the outer runners and another tucked away beneath the Visner Engine Development

2: Once the intake was shipped to Nitrous Supply for plumbing, install expert Lloyd Chaudoin discovered that the outer port foggers were going to interfere with the lower injectors. He decided to open up the original ports and re-machine them for better fit and improved performance. 3: Chaudoin loosely installed the octet of NOS annular discharge nozzles in the lower ports of the intake runners. Although it will be a tight fit, these orts can be used without any modifi ation.



all-billet intake manifold. We are also working on a trick Billet Connection throttle body perimeter fogger plate with Ny-Trex solenoids that wasn’t quite ready for press time, but should be next month. Before that happened, though, we decided to sort out the plumbing on the 16-port, two-stage fogger system. After installing the 16 TRE fuel injectors on the billet rails and securing them, we discovered that the lower injectors in-

3 5 & 6: With original terfered with the outer set of fogger nozzles, making install ports plugged, Chaudoin then marked problematic. Initially thinkthe bung locations ing we might try to plumb the so that they could NOS systems ourselves, after be milled down to we discovered the issue in our the proper height intake, we decided to seek out to place the nozzles some professional assistance “deep enough” in the instead. We found it in Calirunner for optimal fornia-based Nitrous Supply. fl w, then placed the After speaking with intake back in the Nitrous Supply’s Mike Flynn, mill. The bung supwe learned that in addition to ports were also milled being a fully equipped supwith a smooth radius plier of virtually all nitrous for a clean look. oxide system components


4: The upper nozzle location needed some fine tunin , since the angle of discharge was not steep enough to use our NOS annular nozzles (NS also sells a Straight Shooter nozzle for similar applications). At the same time, the angle of discharge matched the fuel injector bungs which wasn’t quite optimal for 90-degree units, either. As a result, Chaudoin decided to modify the orifi es so that a standard 90-degree nozzle would spray correctly into the intake while also allowing clearance for plumbing and threading the nozzle even with the fuel injectors installed. The trick was to do it without any welding, and his solution was pretty slick. He started by clamping the runners in a fi ture and machining the original orifi e out in the mill. The oversized holes were then bottom tapped to 7/16-20 threads and billet filler pl gs were installed. Once Loctited in place, everything was once again squared in the mill.


www.rpm-mag.com | may 2016



february 2016 | RPM Magazine


7: With the new mounting locations established, it was time to drill and tap the bungs so that the nozzles could be installed. The angle of the runners relative to the mounting flanges ere measured and the angle of discharge was determined. The nozzles were moved back slightly and also tilted forward 10 degrees, providing the true 90-degree discharge angle desired for optimal performance.

9: The newlymodified mounting locations for the outer nozzles (top) now perfectly position a 90-degree fogger precisely where it needs to be, while the annular discharge nozzles in the underplenummounts (lower) were good to go out of the box.


8: The plugs were staked to minimize the chance of turning before Chaudoin drilled and tapped the ports based off of the p eviouslydetermined measurements. in their own right, NS is one of the few suppliers who will install and flow components from other manufacturers, too. We securely wrapped up our intake and all components and promptly got them on the way to Huntington Beach for install. Once the components arrived, NS plumbing and install ace Lloyd Chaudoin analyzed the situation. We had originally selected NOS’s annular discharge nozzles—convenient because the “straight shooters” don’t require clocking in the bung in order to flow into the port correctly. However, Chaudoin quickly discovered a

clearance and spray angle issue in the outer system that needed to be addressed with some creative machine work. After milling the intake and installing eight billet port plugs, Chaudoin established the optimal mounting location and re-machined the intake to fit. Not only did this serve to improve flow by placing a new set of 90-degree fogger nozzles at right angles in the runners, it also solved the problem of the nozzles contacting the fuel injectors. The end result is an intake that is now ready for a wild 16-port plumbing system—but that task will wait for next month.




10 & 11: The outer system’s nozzles now thread in place even with the injectors installed, and plumbing will be much easier. Meanwhile, the annular discharge nozzles under the plenum will be a tight fit but should work great once we get some hardline bent up and solenoids installed.

www.rpm-mag.com | may 2016



13 13, 14, & 15: After we created a template on poster board to accommodate the Hurst QuarterStick, two NitroSticks, and the billet Lokar remote battery kill switch lever, we took it to 13 Sins, where fabricator Spencer Newman transferred the design over into a cut file using a CAD program. He then cut our parts on 13 Sins’ plasma table for a precise fit



10 12: The idea was simple: match the look of our cool Hurst billet pistol-grip QuarterStick shifter with functional Hurst NitroSticks—actually intended for manual transmissions—to actuate our zoomie slide valves in order to create a pseudo-Lenco design that not only looked cool but served a purpose, too. The three stick-mounted switches were an added bonus, too.


With the nitrous system well in hand in California, we turned our attention more locally to start building a trick but functional shifter mount and mechanism to command the Rossler 210 while also controlling the zoomie slide valves and remotely disconnecting the battery. For that, we opted to craft a custom mount from 1/8-inch steel thanks to 13 Sins Garage. Using our Hurst pistol-grip QuarterStick as a template, we loosely held a pair of similar

may 2016 | RPM Magazine

Hurst NitroSticks in place in Lenco style to get a feel for the bracket we needed. Adding in the functionality of a Lokar remote battery disconnect (we’ll cover install in a future issue, but it is a cool piece!), we sketched out the bracket we needed and took it to 13 Sins to be cut out on their CNC plasma table. 13 Sins Fabricator Spencer Newman took our paper templates and transferred the dimensions to a CAD drawing so that the CNC could do its thing

and carve up a sturdy one-piece bracket. While he was at it, he also created mounts for the zoomie slide valve linkage that will attach to the shifters in order to actuate the valves using a combination of rigid linkage and Morse cables.


18 17


16: After a quick clean-up with a grinder, Newman took the cut base panel over and used a sheetmetal brake to create the desired shape. In order get the “Lenco look” we were after, we needed to do a little more fabrication work to the shaft f the shifter. Initially we thought it might be possible to heat the stick of the outermost shifter lever and lay it over the roughly 30 degrees away from midline to mimic the classic look of the bag-o-levers found in a Lenco-equipped ride. After proving futile, we opted instead to cut the

18: The completed piece matches the contour of the NitroStick perfectly and adds a stylish attachment point for the zoomie slide valve Heim joint actuator linkage and Morse cable.

17: With the base plate complete, Newman turned his attention to the shifter plates. Using our templates, he created a pair of 1/8-inch thick stylized steel mounts that will be affixed to one side of each of the NitroStick shafts. The forward mount will attach to a 1/4-inch heim joint to actuate the slide valves. After cutting them on the plasma CNC, he hit them with the grinder to dress the edges then mounted them to the shifters. shaft, position it as desired, and TIG weld it into position. Again 13 Sins came to our rescue, as Newman carved off a iece of 1/2-inch billet stock and carved up a lower portion before welding it to the main shaft. Coupled with the stylized steel heim mount, the end result is pretty darn cool... But not quite cool enough. With fabrication on the parts complete, we then turned our


19: The outer shifter was modified o be angled away from the driver in classic Lenco style. Here, Newman positions the parts for TIG’ing.

www.rpm-mag.com | may 2016


RPM PROJECT CAR attention to finishes, powder coating the brackets (see the tech piece in this issue!) and ceramic coating or anodizing the shifters themselves. Although we didn’t quite finish the entire assembled piece prior to press time, it should be completed soon and will add both form and function to our street-rod-meetspro-mod (“Street Mod?”) interior we are planning. With our setback in paint and body,


20 & 21: Newman fi ed up the Miller TIG welder and laid down several passes to complete the outer shifter. The units were then drilled to accept bronze bushings and mocked together in the fabricated mount using 1/4inch steel shaft and a series of thrust washers. We’ll send them off for some cus om CNC work after either ceramic coating or anodizing them, but the end result is going to be killer!


may 2016 | RPM Magazine


we’ve scrapped plans of having the car complete in time for the Street Machine Nationals, but we are reasonably sure we can get it plumbed, wired, and running and get the entire body into primer in time for the show for a pre-debut, then complete everything in time for a full debut in time for the 2016 SEMA and PRI shows. It’s gonna be tough, but we’re hoping it will be running soon. Stay tuned!

SERVICES Nitrous Supply www.nitroussupply.com 714.373.1986

13 Sins Garage www.13sins.com 806.683.9076

SOURCES Nitrous Oxide Systems www.holley.com/brands/nos 866.464.6553

Visner Engine Development www.visnerengine.com 616.726.6600

Hurst Shifters www.hurst-shifters.com 707.544.4761

Lokar Motorsports www.lokar.com 877.469.7440

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Profile for RPM Magazine

RPM Magazine May 2016  

RPM comes back from our first-ever Road Trip to Arizona with a load of Grand Canyon State cruisers!

RPM Magazine May 2016  

RPM comes back from our first-ever Road Trip to Arizona with a load of Grand Canyon State cruisers!

Profile for rpmmag