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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




e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 17th year of

RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...17 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip and once in a while, just to shake things up, something completely off he wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate and above all continue to give you the best original, exclusive high horsepower badass rides and cool real world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE

copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online! Or by simply emailing trish@ rpm-mag.com. Do it today!


All Bent Into Shape.............................................................

We show you how to set up and use a tubing bender, an essential fabrication tool from Woodward Fab to create custom components with professional-quality results from your own garage


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

ADVERTISER INDEX ACC Performance................... 33 Accufab Inc............................ 29 Aeromotive......................... 106 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 44 Applied Racing Components (ARC).................................. 35 ATI Performance Products..... 45 Auburn Gear.......................... 79 Autoglym............................ 111 AVAK/Ridgegate Tools........... 83 Baer Brakes......................10, 32 Batman v. Superman: Dawn of Justice.............. 89 Bear’s Performance............... 24 BES Racing Engines............... 40 Bill Mitchell Products............ 58 Blower Shop............................ 5 Borla................................... 112 Browell Bellhousing.............. 38 BTE Racing............................ 19 C&C MotorSports................. 106 Calvert Racing Suspensions... 41 Canton Racing Products........ 26 CFE Racing Products.............. 30 Chassis Engineering...........8, 59 CN Blocks.............................. 91 CNC Motorsports................... 47 Coan Engineering.................. 62 Competition Products......... 104 Crane Cams........................... 17 Crower................................ 105 CVR Products....................... 102 DART..................................... 18 Design Engineering............... 57 Diamond Pistons................... 28 DIY Auto Tune/MS3-Pro EFI... 99 Drive Train Specialists (DTS)... 27 DRIVEN Racing Oil............... 108 Dynocologists.......................... 9 Dynomite Dynamometer...... 96 Dynotech Engineering........... 34 Ed Quay Race Cars............... 109 Edelbrock............................ 103 Energy Suspension................ 98 Engine Research & Development (ERD)................................. 42 Erson Cams............................ 15 Extreme Coastal Cruise.......... 81 Flex-A-Lite/Karbelt............... 15 G Force Racing Transmissions.89 Gibtech Pistons..................... 25 Greyhound Package Exp........ 91 GZ Motorsports..................... 59 Harland Sharp......................... 9 Harwood............................. 100 Holcomb Motorsports........... 51 HoleShot Wheels................... 76 Holley...............................43, 92 Howard’s Cams...................... 97 Hughes Performance............... 7 Induction Solutions............... 48

Innovate Motorsports............ 67 JE Pistons.......................39, 101 JET Performance................... 21 J&K Converters...................... 58 LenTech Automatics.............. 85 Lokar Performance Products.105 LUCAS Oil Products.................. 2 LUCAS Oil Racing TV.............. 94 Lunati.................................... 86 MagnaFuel............................ 80 Magnuson Superchargers...... 99 MAHLE Clevite Inc................. 46 Manton Pushrods.................. 97 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 24 MSD Ignition......................... 14 Neal Chance Converters....22, 64 New Century Performance.... 14 Nitrous Express...................... 85 Nitrous Pro Flow.................... 35 Nitrous Supply...................... 66 Parts Pro Perf Centers.......... 116 PBM Performance Products... 30 Performance Improvements.. 10 Perf. Plus Connection.......11, 34 Powermaster Performance.... 16 Precision Turbo...................... 13 ProCharger.......................... 113 Proform Parts...................53, 82 Proformance Racing Trans..... 42 Pro Systems Carburetors... 23,92 Philadelphia Racing Products (PRP).................................. 37 PTC........................................ 76 Quick Fuel Technology........... 32 Quik-Latch Products............ 109 Racecraft............................... 36 Racepak................................ 27 Racequip............................... 87 RAM Clutches........................ 88 Renegade Racing Fuels......... 52 Rev-X Oil Products............56, 78 RJS Racing Equipment........... 93 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars...................... 65 Scorpion Racing Prods........... 12 Shafi off acing Engines..12, 20 SM Race Cars......................... 80 Smith Racecraft..................... 77 Steve Morris Racing Engines. 61 Strange Engineering............. 63 Summit Racing Equipment. 115 Taylor Cable Products............ 39 TCI Automotive...................... 84 Ti64....................................... 33 Tom’s Upholstery................... 83 Toronto Motorsports Park...... 95 Trick Flow.............................. 49 TRZ Motorsports.................... 31 Tuned By Shane T.................. 18 VP Racing Fuels..............50, 110 Weinle Motorsports.............. 31 World Products..................... 84

Made in aMerica & designed for: • STROKERS • NITROUS • TURBOS • BLOWERS • NaTURaLLy aSpIRaTEd Ross carries hundreds of proven, race winning, domestic and Sport Compact piston designs to fit virtually any engine combination. along with an extensive line of piston accessories and coatings, Ross has over 35 years of experience in the design & manufacturing of custom piston applications! Call or go online to see what Ross Racing pistons can do for you.

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www.rpm-mag.com | august 2016


august 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!



The Great Houdini. ............................. 54 These guys have no time for losing!

2893 Stories........................................................... 88

The 33rd Annual Street Machine Nationals return to beautiful Du Quoin, Illinois


This 1968 Nova was the best one hundred dollars Mike Givens has ever spent!



These are the Brakes....................................................36 We try our hand at tinwork fabrication using a new 48-inch box and pan brake from Klutch

My Garage...My Sanctuary........................................102

Backin’ It Up...........................................................24 Tony Mifflin isn’t afraid to tell you about his 1969 Camaro

Sometimes you just have to get away to the solace of the shop



Project Street Thunder.................................................78 Introducing the “Fairlane 1000 ST,” bringing our concept of smashing old school with high-tech to life

Home at Last...............................................................106 After three years, six shops, and more than 4,000 miles in the back of various trailers, Project aPocalypSe Horse heads back to the RPM Garage

T.A.ntalizing............................................................. 40 Alex Healey overcame his share of hurdles to build this potent Pontiac street machine, but his persistence ultimately paid off


august 2016 | RPM Magazine

www.rpm-mag.com | august 2016


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story and photos by

Toby Brooks


un-scorched butternut yellow with a peeling black vinyl top and a grenaded factory 396 engine, It might not have been much to look at that particular moment. But Texas transplant Mike Givens saw potential. In 1987, Givens was working as an auto mechanic in Los Angeles, California when he was offered a classic 1968 Nova that admittedly needed some

work. However, at the bargain-basement price of just $100, it was an offer he couldn’t refuse. “It was the best $100 I ever spent,” Givens said. The paint was heavily oxidized from the sun, but Givens fixed the engine and drove the car for seven years before eventually having it painted black. Undoubtedly, the relatively rare big block SS was a great starting point for what Givens had in

www.rpm-mag.com | august2016



mind: a supercharged pro street ride. Paint and body might have been first on the list, and although it is simple, it is highly effective. The lone body mod is the now-ventilated Harwood 5-inch cowl induction hood, and the factory trim was largely retained. The sinister look of the black basecoat/clear coat paint is laser straight and looks


incredible without the need of any graphics. JR body shop in Los Angeles handled the task. With the sunburnt Butternut Yellow now covered up with a sparking coat of black, next up for Givens’ pro street dreams was the requisite big-n-little rolling stock arrangement. Givens handled that mostly himself,

august 2016 | RPM Magazine

FAT TIRED FUN Givens says he always dreamed of a blown pro street Nova, and after completing much of the build himself, he certainly has an awesome example of one now. The big ET Streets out back fill the wheel ells nicely, and the polished scoop poking through the hood hints at the blown powerplant lurking beneath.

www.rpm-mag.com | august2016



BIG OL’ HUFFER If you look closely, you’ll see that the Blower Shop billet case supercharger is bigger than normal, but the extended 10/71 case is mounted backwards to allow the MSD distributor to remain in the factory location at the back of the block without interference issues. Pretty cool, huh?. installing a chromoly backhalf kit from Chassisworks that suspended a narrowed Ford 9-inch housing via custom ladder bars on QA-1 double-adjustable shocks. The rear was set up by Butch’s Speed & Chassis and fortified with shortened Strange 35-spline axles and a Strange 4.11 gearset. The 8-point cage was


august 2016 | RPM Magazine

installed to add rigidity and safety. Up front, the factory independent suspension has been left largely unchanged, but equipped with QA-1 double-adjustable coilovers to smooth the bumps. Wilwood binders on all four corners provide the stopping power and have been custom plumbed with braided stainless and

hand-bent stainless hard lines. Rolling stock for the classic Chevy consists of Weld Aluma-Stars and Mickey Thompson tires, with 15x3.5s shod with 28x7.5-15 skinnies up front and fat 15x15s with 33x18.5-15 ET Streets out back. Penetrating that Harwood hood is the mountainous induction system of

www.rpm-mag.com | august2016


TOWER OF POWER That may be a replica West Texas oil derrick in the background, but the 607 CI Chevy Rat motor poking through the hood is the real deal, pushing out more than 1,200 horses.

the 1,200 horsepower rat motor. Assembled by Butch’s Speed & Chassis, the spacious 607 cubic inch big block began with a World Merlin X block that was


august 2016 | RPM Magazine

promptly fitted with a big swinging Eagle crank with Eagle H-beam stroker rods and JE 8.5:1 blower pistons. A COMP Cams valvetrain was selected, including


www.rpm-mag.com | august2016


C-NOTE a roller cam, lifters, and tapered chromoly pushrods. Lubrication duties are handled by a Melling high-volume pump within a Moroso 7-quart pan. Meanwhile, cooling chores are managed by a Mezeire billet electric pump with a Flex-A-Lite aluminum radiator and dual electric fan setup. Topping the shortblock are a pair of aluminum AFR 357


august 2016 | RPM Magazine

cylinder heads that have been equipped with T&D shaft ockers covered with a pair of Billet Fabrication valve covers. The big 10/71 forward mount Blower Shop huffer pushes 10 pounds of boost. Fuel delivery is entrusted to a Holley Dominator EFI system controlling an Enderle Big-n-Ugly injection setup that is pressurized by an Aeromotive Eliminator in-tank pump.

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www.rpm-mag.com | august2016




STREET MEETS STRIP The black interior is a nice mix of factory style with stock door panels, dash, headliner, and carpet along with custom racing buckets, 3-inch RCI harnesses, and a 8-point cage.

• High Nickel 220 BHN Cast Iron • Standard 9.800” or 10.200” deck heights • Siamese bore sizes from 4.250” up to 4.625” • Priority main oiling system with external 1/2” NPT oil feed • Billet Steel or Ductile main caps

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august 2016 | RPM Magazine

Exhaust duties are managed by a pair of Lemons 2 ½-inch collector headers that have been Cerakrome coated. Spintech mufflers are fed

through 4-inch tubing and manage to keep the rumble down to a dull throbbing tone. Backing the big mill is a Lenco ST 1200 manual trans-

mission. A McLeod 11-inch dual clutch has been mated to a McLeod pressure plate, and there isn’t much that’s more hardcore pro street than rowing that

C-NOTE LOOK AT ALL THOSE LEVERS While you might not see nearly as many manual transmissions in pro street cars these days, you see even fewer Lencos on the street. Givens isn’t afraid to row the gears in his classic Chevy, and there isn’t much cooler than that bouquet of billet handles sprouting off the t ans tunnel.

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MIKE GIVENS’ 1968 PRO STREET CHEVY NOVA Chassis Type & Mods: Owner-installed chromoly backhalf chassis kit from Chassisworks with 8-point cage. Suspension & Brakes: FRONT: Stock spindles with QA1 doubleadjustable shocks. Wilwood disc brakes. REAR: Custom ladder bar setup with QA1 double-adjustable shocks. Wilwood disc brakess. Body & Paint: Harwood fiberglass 5-inch cowl induction hood, deck lid. Basecoat/clearcoat gloss black paint prepped and sprayed by JR Body Shop in Los Angeles, CA. Engine: Assembled by Butch’s Speed & Chassis. World Merlin X 607 ci block. Eagle crankshaft and H-beam rods. J&E 8.5:1 reverse dome pistons. COMP cams roller camshaft (0.749 intake/0.759 exhaust). AFR 357 aluminum cylinder heads, T&D shaft rockers, COMP tapered chromoly pushrods with COMP roller lifters. Induction & Power Adder: Blower Shop 10/71 supercharger with Big-nUgly EFI injection. Electronics: Holley Dominator EFI system, MSD Pro Billet distributor. Transmission: Lenco ST 1200 4-speed transmission. Diff rential: Narrowed Ford 9-inch housing with Strange 35-spline axles and Strange 4.11 gears assembled by Butch’s Speed & Chassis. Exhaust: Lemons 2 1/2-inch collector headers with Cerakrome coating. Spintech mufflers with 4-inch exhaust. Tires & Wheels: FRONT: Weld Aluma-Star 15x3.5inch wheels and Mickey Thompson 28x7.5-15 tires. REAR: Weld AlumaStar 15x15-inch wheels with 33x18.5-15 Mickey Thompson ET Street tires. Performance: 1,200 horsepower/1,202 ft./lbs. at 6,500 RPM.


august 2016 | RPM Magazine


gaggle of levers on the street. Lastly, the interior in the nasty Nova is a nice mix of clean classic style and modern safety. The black vinyl door panels, headliner, and dash along with factory-style black carpet reflect the car’s musclecar heritage, while the

TIREHOOD OBESITY Givens cut down the Ford 9-inch by several inches to make way for the 33x18.5-15 Mickey Thompson ET Streets rear tires. A custom ladder bar setup with coil over shocks help ensure good hook when Big Mike hits the loud pedal and dumps the clutch.


8-point cage, racing buckets, and 3-inch safety harnesses help keep occupants safe while adding some pro stock flavor. A full complement of gauges meld form and function and fill the dash with important data. The finished product is a stunning example


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www.rpm-mag.com | august2016



Mike Givens poses by (top) and pilots (left) his nasty Nova.

of modern pro street, and it is far from a trailer queen. Givens cruises the car regularly in and around West Texas and isn’t afraid of laying down some passes from time to time at the local dragstrip, either. And


august 2016 | RPM Magazine

while wouldbe challengers might be justifiably uncertain whether they can hang with Givens’ four-digit horsepower, one thing is certain. That was one hundred dollars well spent, Mike.

www.rpm-mag.com | august 2016



entralia, Illinois native Tony Mifflin isn’t known for being a shy or reserved guy. Case in point: he first approached us about shooting a feature

on his wicked quick 1969 Camaro at the 2014 Street Machine Nationals in Du Quoin. We looked the car over and were impressed by its clean construction, punishing nitrous-assisted

small block, and obvious signs of legitimate speed, but the weekend got away from us and we just didn’t have the time to photograph it. Undeterred, we were on site at the 2015



august 2016 | RPM Magazine


story and photos by

James Williams

HOT AND STICKY The embedded gravel on the Mickey Thompsons and the hot rubber on the quarter panels tell the tale: Mifflin is ’t afraid to light the hides (legally or otherwise!).

“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

Custom designs to fit your needs...fast! Phone: 303.243.3340 and visit: GibtecPistons.com

www.rpm-mag.com | august 2016


BACKIN’ IT UP BY A NOSE The hideaway lights and factory sheetmetal are unmolested, and the slick silver basecoat/clearcoat paint looks great with gloss black hockey stripes.


august 2016 | RPM Magazine


show for less than an hour when Tony showed up ready to go. And while we tend to shy away from more typical body styles and engine combos (I mean, how many pro street small block ’69 Camaros are there, anyway?), there was something about this one that was different. Although it is as clean as most any we’ve seen, it is obviously no all-show-no-go beauty queen. Mifflin drives it.

We agreed to do the shoot and cruised around back of the fairgrounds to our super-secret clandestine photoshoot facility (i.e. the middle of the access blacktop where angry old people yelled at us for “blocking the d@!n road”) and began snapping pics. During the shoot, Mifflin explained the money the car had earned him street racing in and around Southern Illinois and the inevitable brushes

and near misses with the law. Mifflin laughed heartily as he recalled planting the car’s bumper on the asphalt during a few runs (to which he supplied photographic evidence and a proudly scarred rear factory piece to prove his tale) before firing it up near the shoot’s conclusion. He then ticked off a assive— and illegal—John Force-style burnout on the way out, blanketing my nine-year-old

Add ground speed to any Racepak V-Net recorder or dash, utilizing our new GPS Ground Speed module. • Requires no externally mounting rpm sensor pick-up • Requires no calibration or special programming • V-Net plug and play installation simplicity


www.rpm-mag.com | august 2016


BACKIN’ IT UP PRETTY RODENT Punched out to 438 cubes, the small block Chevy is about as spacious as a mouse motor can get. The 13.8:1 compression pistons helps the mill crank out over 800 horses BEFORE the 300-shot of port nitrous and the fabbed intake is a work of art. and me in a cloud of hot, acrid smoke from the suddenly warm and sticky Mickey Thompson ET streets. And as anyone else who knows him will attest, that’s just Tony’s way. Mifflin first acquired the car

for $2,000 in 1986, using it as a daily driver. At the time, the docile and underpowered Chevy—originally equipped with a factory 6-cylinder—sported a tired 283 small block with a Powerglide and 14-inch factory

wheels. After a series of engine, paint, and chassis upgrades over the years, Mifflin finally started on the iteration seen here in 2010. “In the winter of 2010, we decided to give it a total facelift,” Mifflin said. That

included a new 438 ci small block, new silver paint with a black vinyl top, hideaway headlights, and a host of other upgrades. The result is a clearly more-than-typical pro street ’69 Camaro. First, D&M

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

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august 2016 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

www.rpm-mag.com | august 2016


TONY MIFFLIN’S 1969 STREET/STRIP CHEVY CAMARO Chassis Type & Mods: Factory-style independent front with owner-installed Competition Engineering ladder bar back half. Suspension: FRONT: Smith Racecraft tubular front installed by Jeff ampbell. Moroso springs with Strange 5-position shocks. 2-inch drop spindles and custom manual rack & pinion. REAR: Koni double-adjustable coil overs. Tuned by Haas Race Cars in Fenton, Missouri. Body & Paint: DuPont basecoat/clearcoat 2012 Camaro QuickSilver with gloss black hockey stripes by Eric Beard and Bob Mifflin. Engine: 438 CI small block Chevy built by D&M Performance in Breese, Illinois. Callies stroker crank with Oliver billet rods and Diamond 13.8:1 nitrous pistons. COMP Cams solid roller camshaft. Brodix ported and flowed aluminum heads. Induction: Hogan fabricated sheetmetal 18-degree intake. Dual Ken Jones Performance-prepped 650 cfm 4150-style carbs. 350 HP NOS port fogger nitrous kit. Electronics: MSD 7AL box, MSD flying magnet crank trigger, MSD Pro Billet distributor, and MSD coil. Exhaust: Jet Hot coated 1 7/8-inch to 2-inch stepped headers by Tim Murphy of the Fab Shop. Transmission & Converter: GM Powerglide built by Ken Jones Performance. Manual valve body, Hays SFI-rated flexplate, and ATI 9-inch/5,000 rpm stall converter. Gear Vendors overdrive unit. Diff rential: Narrowed and braced Ford 9-inch rearend with Moser 35-spline axles and Motive 5.13 gears. Best Performance: ET and speed top secret, but engine made 854 hp & 678 ft./lbs. of torque to the rear wheels without nitrous.


august 2016 | RPM Magazine

Performance in Breese, Illinois started with an iron 4-bolt main small block, bored (4.175 bore), stroked (4.000 stroke), balanced, and blueprinted to a Mouse-whopping 438 cubes. A Callies stroker crankshaft as partnered with Oliver billet connecting rods and Diamond 13.81:1 compression nitrous pistons for a bulletproof rotating assembly. A COMP Cams .801 int/.736 ex custom ground solid roller cam was teamed with a set of Ultra Pro solid roller lifters and COMP pushrods.

Up top, a pair of Brodix aluminum heads were custom ported & flowed by Weldtech before being fit with T&D shaft-mounted rocker arms. A Titan oil pump resides within a Jeff ohnston 8-quart pan to keep the spacious Mouse lubricated, and a CSR billet water pump helps keep it cool. The crown jewel of the engine bay is undoubtedly the darn-near pornographic Hogan 18-degree fabricated sheetmetal intake. It has been fitted with a 350-horse NOS Fogger nitrous

BACKIN’ IT UP NO JUNK IN THIS TRUNK A lift of the deck lid reveals an ultra-clean compartment that houses a NAPA battery, a Harwood 12-gallon fuel cell, and the cleanly installed chromoly backhalf. The aluminum tubs have been coated with spray on bedliner along with the remainder of the trunk for a clean, durable finish

TAIL DRAGGER The narrowed 9-inch Ford rear has been braced and hung via ladder bars and Koni shocks, while an Aeromotive electric fuel pump has been neatly plumbed out back too. Check out the license plate...scarred from at least one wicked wheelstand!

www.rpm-mag.com | august 2016



NICE INSIDE The factory bucket seats have been reupholstered in plush cloth, and the good-as-new Chevy door panels, dash pad, and headliner retain the classic musclecar looks. Meanwhile, the 8-point chromoly cage, Simpson 3-inch 5-way restraints, Grant wheel, and AutoMeter gauges add some flash


august 2016 | RPM Magazine

system and a pair of 650 cfm 4150-style carbs built by Ken Jones Performance run scoopless beneath the cowl induction hood. Ignition duties are handled by an MSD 7AL box with a crank trigger and an MSD Pro Billet distributor. Tim Murphy of the Fab Shop built the 1 7/8-inch to 2-inch stepped headers that have been Jet Hot coated for durability and good looks. Backing the 854 hp/678 ft. lb. engine is a Chevy Powerglide built by Ken Jones Performance & Centralia Transmission. The trans has been equipped with a manual valve body and a 9-inch, 5,000 RPM ATI stall converter.

A Hays SFI-rated flexplate was added, and a Gear Vendors overdrive unit helps the cool Chevy cruise down the interstate despite a tall gear out back. Speaking of out back, a Denny’s Driveshaft 4130 chromoly Nitrous driveshaft ends power to the narrowed Ford 9-inch housing. The diff has been stuffed with shortened Moser 35-spline axles and a Motive 5.13 gearset. Brandon Industrial in Centralia managed the assembly, and a full set of 10-inch rotor/4-piston caliper brakes have been installed at each corner. A billet master cylinder has also been plumbed with custom bent stainless lines.

www.rpm-mag.com | august 2016


TOP GUN The Camaro sports the classic big-nlittle pro street look, but it is complemented nicely by factory touches like the cool black vinyl top.


august 2016 | RPM Magazine

BACKIN’ IT UP Chassis modifications to get that power to the pavement—whether sanctioned dragstrip asphalt or otherwise—are copious and clean. The chromoly backhalf with Smith Racecraft ubed front was installed by Jeff ampbell, also from Centralia. In rear, a Competition Engineering ladder bar setup has been equipped with Koni double adjustable shocks, while the independent front suspension has been fitted with Moroso springs and Strange 5-position adjustable shocks. Once completed, the chassis was tuned by Haas Race Cars in Fenton, MO. Tires and wheels for the silver bullet consist of a cool set of Billet Specialties Comp 5 hoops (3.5x15 in front, 15x14 in rear) equipped with Moroso Front Runners (27x7.5-15) fore and Mickey Thompson ET Streets (33x18.515) aft. The double beadlocked rear wheels and huge MT meats give the car a decided modern drag car feel. Paint and body chores were managed by Eric Beard and brother Bob Mifflin. An AMD 4-inch aluminum cowl hood rounds out the few alterations from stock, but the

otherwise stock factory sheetmetal was prepped laser straight before being shot DuPont two-stage 2012 Camaro Silver with black factory-style hockey stripes. Inside, the Spartan look dominates the unfussy black interior. Mifflin recovered a pair of factory seats and also updated the factory dash and door panels to better than new. AutoMeter gauges have been partnered with a Grant steering wheel, while custom 5-point race harnesses have been matched with the chassis stiffening roll cage for added safety. An owner-fabbed switch panel and a Hurst Quarter Stick round out the interior modifications. The car was completely painted apart and reassembled afterward to ensure a concours-like finish. However, this is no show pony. As our photo shoot proved, Mifflin isn’t afraid to throw a little molten Mickey T onto the quarter panels from time to time. And he isn’t afraid to tell you about how hard he runs his Chevy on and off he track, either. But it isn’t quite bragging. You know what they say…it’s only bragging if you can’t back it up.

www.rpm-mag.com | august 2016



These are the Brakes

1 >> We try our hand at tinwork fabrication using a new 48-inch box and pan brake from Klutch by Northern Tools + Equipment


Toby Brooks


f you are like us, you usually purchase the best tools you can afford to do the job right. Oh sure, it would be nice to have the top of the line everything to rival the capabilities of the pro level shops, but such simply isn’t practical. In most cases, it is important to find the brand and model of the tool you need that best


strikes the balance between quality, versatility, and value. You may recall a few months ago we did a tech article on updating the cooling system in one of our project cars when we fabricated a fan shroud to mount the dual AFCO electric fans. Thinking it was a simple task that required a simple tool, we picked up a standard cheapie 36inch sheetmetal brake.

august 2016 | RPM Magazine

While it was sufficient to allow us to do the job, it became clear that what we should have purchased was a larger box and pan brake. For the fabrication newbie, the difference between a standard brake and a box and pan variety comes down to one thing: removable teeth. While a standard brake has a continuous bending surface that is fine for simple parts, it

does not allow the provision to create a piece with more than one bent edge. To combat this problem, a box and pan brake utilizes teeth of various widths that are bolted in place. These teeth may be removed at specific points in order to accommodate a previously formed edge. While clearly if budget allows, a box and pan variety brake

1: The Klutch 48 1/4-inch box and pan brake is available online or at most any Northern Tool location. The unit features heavy construction and smooth operation, and it is suitable for tinwork and other lightweight auto fabrication task. It comes shipped ready for mounting on any solid work surface capable of holding its substantial 305-pound weight, but we already have plans to build a stand with casters for easy storage when not in use.

2 2 & 3: We thought we’d start basic and try our hand at a simple storage box for bolts on the benchtop. Using 20-gauge aluminum, we cut a rectangular shape and traced the locations of the breaks with a Sharpie. We used tin snips to cut a single relief in each corner (2), then clamped the piece in the brake (3). is much preferred to a standard brake, therein lies the problem: cost. While our first brake was scored on sale for around $200, many box and pan brakes sell for upwards of $1000-$1500 or more. Additionally, many of the less expensive box and pan brakes are not designed to handle heavier-gauge panels due to the risk of breaking one or more of the brake’s teeth. We began shopping for a 48-inch box and pan that could be had

for less than $1000, and eventually discovered the Klutch model #49676 48 1/4-inch model. Available online from Northern Tool + Equipment (www.northerntool.com) or at their growing network of local stores, the #49676 is Northern’s number one selling brake for good reason. At just $449, it is undoubtedly significantly less expensive than high end professional versions. However, low price is only beneficial if the tool actually works,

3 so we decided to put it to the test. The first thing we noticed when our brake arrived was that it is heavy duty and well built. Our unit shipped via truck freight and was securely crated in a wooden box on a pallet. At 305 pounds, it is a substantial piece. The unit is rated to bend 22-gauge mild steel, 26-gauge stainless steel, or aluminum up to 1.5 mm thick. The bending surface articulates up to 135 degrees if


4: The easy part is now complete, and could be done on a standard brake if need be. However, bending up the ends isn’t quite so easy. Here’s where a box and pan brake is the only way to go.



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5 & 6: Using the supplied Allen wrench, two teeth are removed and the ends are placed in the brake on the single 4-inch tooth. We added a pop rivet on each corner and our box was complete.

august 2016 | RPM Magazine

8 needed, and utilizes 16 removable fingers in widths of 2, 3, and 4 inches. A supplied Allen wrench is all that is needed to remove the finger when needed. The nit comes with a one year warranty. We uncrated the brake and tried it out on a couple of small parts for Project aPocalypSe Horse. The ending leaf articulated smoothly and the adjustable clamping mechanism held our workpiece tightly, ensuring a

precise, crisp bend. The #49676 comes fully assembled and is ready for mounting on any work surface. We are in the process of using our Miller MIG welder to craft a tand on casters for our unit to make it even more convenient and space efficient in the shop. While there are certainly heavier duty box and pan brakes on the market for professional shops and industrial applications, we can say without a

7: We decided to try out the brake on a more intricate piece for our linkage mount.


8 & 9: Using our Eastwood Throatless Shear, we cut the piece to shape, then continued to lay out the angles and necessary cuts. Tin snips were used for smaller details.

10: We started with a trial piece (top left) before continuing the layout and trimming everything out.


11: Back on the brake, we used the 3-inch tooth to form the intricate shape of the base, then bent the ends down using a hand clamp.

13: After the paint dried, we drilled the piece and bolted the linkage mounts to it. It is exciting for us to be able to not just dream up parts, but to actually be able to make them thanks to tools like our Klutch box and pan brake.


12: The finished pie e with a quick coat of paint.


doubt the Klutch 48 1/4-inch box and pan brake was the perfect budget-friendly addition to the RPM Hardcore Horsepower Garage. It will do everything we need a brake to do at nearly $1000 less than the other brand we were considering. If you are looking to get started doing your own tinwork or to take your fabrication skills to the next level, the Klutch model #49676 could be a great place to start!

SOURCE Northern Tool + Equipment


www.northerntool.com http://bit.ly/28Tu5zh 800.221.0516

www.rpm-mag.com | august 2016



ou won’t find Alex Healey gunning for points every weekend at the drag strip in his turbocharged LS-powered street machine, and that’s mostly because it IS still a street machine! Points, class racing, and championships aren’t his thing. Instead, he’d rather drive his car regularly on the street and occasionally, when or as needed, hit

the strip as a weekend warrior, or to accept an offer for a grudge race. We caught up with Healey under the scorching sun at the end of a quiet, meager side road leading to a circular turnaround as he unloaded his Navy Blue Metallic 2001 Pontiac Trans Am to ready it for an afternoon photo shoot. Sitting poised and unassuming, the clean and

story and photos by

Tabitha Sizemore





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august 2016 | RPM Magazine

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T.A.NTALIZING RUNNIN’ LOW The Pontiac sits low and mean and utilizes Spohn front upper and lower control arms and a chromoly k-member up front with a Spohn panhard bar out back.

HOUSING AUTHORITY Putting the power to the pavement is a Burkhart chassis fab 9-inch with a Moser center section. 40-spline axles, spool, and 3.50 gear ensure durability and well-mannered drivability.

somewhat low-key T/A might fool most, but be sure to take a closer look under the hood, because this Pontiac street car is pushing over 1,000 ponies! A culmination of ten years of hard effort and lots of patience, Alex originally found the Trans Am on LS1tech,


a community forum for LS and LT performance enthusiasts.During his high school days, the ’01 was simply a form of transportation, as with most folks of that age. “Back then, it was a daily driver that delivered me to high school,” he said. “Since those days, though,

august 2016 | RPM Magazine

the car has progressed from a stock-headed 408 cubic-inch engine that made 432 horsepower to the wheels.” The Bowling Green native explains that the direction of development that the car has taken was not geared toward making it a class competitive-type strip terror.

www.rpm-mag.com | august 2016


NEARLY A DECADE The 2001 started off as Heale ’s high school daily driver, and is now a 1,000plus horsepower street monster!


august 2016 | RPM Magazine


GOTCHA! Don’t be fooled, looks can be deceiving. The only real giveaway to what might be hiding between the rails is the VFN 4-inch pin-on hood. However, as this photo proves, Healey isn’t afraid to put four-digit horsepower on the street.

Healey understood right from the start that to make any car competitive within a class, some of which have very strict rules, can take a lot from the ol’ checkbook. So the plan was to create as much of a street car as possible right from the very start. That’s not to say it won’t see the drag strip from time to time, though. Healey explains, “I have always been a test-n-tune type racer. I do not have the budget to race heads-up classes and be competitive, so I did what I wanted with the car without any regard to certain class rules.” For the future, however, he does plan on doing more grudge-style racing and also participate in select real street car oriented events. And Alex is quick to mention, “yes! It is a real street car!” One of the first changes the Pontiac saw was a set of AFR heads Healey had picked up from Jessie Coulter, and a FAST intake.

This pushed the T/A to 530 horsepower to the wheels through the T56 transmission. But, as most would guess, the T56 didn’t like the change, “after breaking three different T56s in a six month period, I decided to put an automatic in it,” Healey said. “The car then went 10.60 at 128 miles per hour in the quarter.” The change from being a naturally aspirated car came next, and along came the giggle gas. “On a 300 hit of nitrous, the car made 787, however, on the second dyno pull it fubarred a couple pistons,” he added. The Pontiac took another major transition at this point; one which took Alex a bit longer to accomplish. The turbo LS combinations were getting more and more popular so Healey had Late Model Engines build an RHS-based short stroke 408inch to pair with a 91mm turbo and commissioned KY Turbo to build the turbo kit.

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august 2016 | RPM Magazine

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TURB-OH-MYGOODNESS The Pontiac is powered by an LS2-based mill with TFS heads, Edelbrock intake and a Holley throttle body that is force fed by a Forced Inductions Borg Warner S485R turbo. The turbo hot side, cold side, and fender exit exhaust were fabricated by D3 Engineering and J&J Motorsports. The next setback had nothing to do with the usual wait for parts or finding the right combination. Instead, Alex found himself a victim of crime. “While the car was being done, the shop was broken into and that turbo was stolen. It was then that I decided to scale back the build somewhat, so I traded the RHS engine for a

forged LS2 and some loot to get it where it needed to be.” With no local fabricators in business at the time, Healey finally found a shop but encountered his next learning experience in building a car; “The car sat around at the first shop for a year and a half, and to add to that, I later found out that they contracted

all the fab work out to another company. When I got the car back, it was just not up to my expectations, so I began picking up the pieces and making it all come together, again. Once I had things back on track, Jessie Coulter finished up wiring the EFI system and Dynosty tuned the car on E98 and later Jessie tuned the car on pump gas, as

ALEX HEALEY’S 2001 PONTIAC TRANS AM STREET MACHINE Chassis Type & Mods: 8.50 certified cage by Jessie’s Garage, stock style suspension, Spohn chromoly k-member with Spohn solid mounts. Suspension: Burkhart Chassis rear lower control arms, torque arm, and anti-roll bar. Spohn panhard bar, front upper and lower control arms. Menscer shocks on the front and rear. Body & Paint: VFN pin-on 4-inch cowl hood. OEM Navy Blue Metallic paint. Engine: Forged LS2-based short block assembled by Late Model Engines. Wiseco pistons, Callies Compstar Crank, Callies Compstar H-Beam connecting rods, TFS 235 cylinder heads, custom cam from Sanders Induction Solutions, custom headers by J&J Motosports. Induction: Edelbrock Victor Jr. intake manifold with Holley 4150 4bbl throttle body and Extreme Velocity carb hat. Injector Dynamics 1300 cc/ min injectors. Power Adder: Forced Inductions Borg Warner S485R Turbo with ET-R HO billet wheel. Custom air-to-water intercooler by D3 Engineering. Electronics: Holley Dominator EFI system, Holley digital dash. Transmission & Converter: ATI Superglide 1, Custom ATI fuel/blower converter. Diff rential: Burkhart chassis fab 9-inch with aluminum Moser center section, gun-drilled and star-flanged 40-spline axles, spool, 3.50 gear. Performance: 9.86 at 145 mph on a 723-hp pump gas tune. Special Thanks: “I would like to thank my dad, Richard Healey. He got me interested in cars and racing, and has always supported my addiction to it and with this car. Jessie Coulter: after I got the car, I heard about Jessie’s Garage and I’ve been hanging around ever since. If there is something I can’t do, or don’t know, he always gets me going in the right direction. Colin Kinser has helped me immensely with all of the Holley products on the car. Josh Byrns and Clint Waters are my two best friends that always accompany me to the track and help me out. And last but not least, I want to thank Spohn Inc. I’ve been running their suspension components for a long time and they were awesome enough to give me a sponsorship for the front control arms and panhard bar.”

www.rpm-mag.com | august 2016




well.” There’s no big budget here and with all challenges considered, it took Healey a grand total of six years to complete the build from the time

he left itrous for the boosted camp. “This stuff oesn’t come quickly when you’re poor!” he laughed. Now powering the rather tame-looking TA is

a forged LS2-based short block assembled by Late Model Engines packed with a Callies Compstar crankshaft ith matching Callies Compstar H-Beam

connecting rods that swing forged Wiseco pistons. The top-secret grind custom cam from Sanders Induction Solutions is the heart of the boosted mill and

Many of the unneeded factory pieces like a stereo and even carpeting have been gutted to reduce weight. The 8.50 certified cage was fabricated by Jessie’s Garage. Other than that, a pair of aluminum racing buckets and a Hurst shifter are the only other obvious signs that this is more than your regular Saturday night cruiser.

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TFS 235 cylinder heads, an Edelbrock Victor Jr. intake manifold, Holley 4150 four-barrel throttle body, and Extreme Velocity carb hat top off the combo. Supplying the boost is a Forced Inductions Borg Warner S485R turbo with ET-R HO billet wheel with a custom airto-water intercooler by D3 Engineering cooling the charge. The long since gone T56 transmission has been replaced with a nearly indestructible ATI Superglide 1 with custom ATI converter. A Burkhart Chassis fab 9-inch with aluminum Moser

center section, gundrilled and star-flanged 40 spline axles, spool, and 3.50 gear set reside out back. Inside the potent Poncho, Alex is surrounded by an 8.50-certified cage by Jessie’s Garage and a lot of factory original trim except for two tweed covered aluminium racing buckets. Most of the original gauges and interior non-essentials have been removed in exchange for weight savings. A Holley Dominator EFI system controls the engine function with the accompanying Holley digital dash providing

www.rpm-mag.com | august 2016


T.A.NTALIZING SMOKING OR NON-SMOKING? Alex was happy to oblige when we asked for a rolling burnout to end a warm summer day of pictures. Pictured left to right: Josh Byrns, Clint Waters, and Alex Healey.

everything Healey needs in the way of information. The Trans Am has only been running in its current form for a few months now, but it shows the potential to be a fun ride. “On my pump gas tune, I went 9.86 at 145mph, leaving off he footbrake and building no boost. This equalled a lazy 1.77 60 foot time,” told Healey. Numbers wise, though, there’s a lot more to come as tuned on E98 at 19.5


psi, the Pontiac laid down 1,038 horsepower on the dyno, and that was the point where the injectors were maxed out. While, with its misleading appearance, you will have to keep a sharp eye to pick this street car out of traffic, make no mistake: with over 1,000 horsepower on tap under the bulging hood this TA could lay waste to most that dare pull alongside and give the nod!

august 2016 | RPM Magazine

www.rpm-mag.com | july 2016


story and photos by

Ta b i t h a Sizem o r e


IT’S A SECRET Wicked Quick Racing has no time for losing with their converted convertible “Houdini” 1994 Mustang.

!!! 56

august 2016 | RPM Magazine


ruising north out of the rolling hills of The luegrass State, the mountains fade away gradually in the southern distance and vast fields of crops begin to stretch for miles around. Continuing to

travel toward the northern part of Indiana, the flatlands give foundation to lumbering wind turbines, dotting the landscape for as far as the eye can see. Not much further ahead, and the recently revamped US 41 Motorplex is bustling, readying for a

weekend of big names in the Grudge and No Time drag racing world. Th re, at the Morocco, Indiana track, is where we had the opportunity to meet up with Kip Broaddus and his sleek white ’94 Mustang Cobra, known by many as Houdini. Kip was


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FORD-FIED OUT BACK kind enough to spend some time with us, let us peek and poke around the Stang for a spell (which can sometimes be nearly impossible on a grudge or no-time car), and share a bit of info about the well-known Ford convertible. Pause for dramatic effect here. Convertible? Rest assured, that is not a typo. This blue oval powered ProCharged beast started life as a vert, which is just one of the very


unique features about the car. The ord rolled off he factory fl or as a convertible car, and Kip had a one-off arbon fiber hard-top made by Bad Habitz Fab. But, before we get too far ahead of ourselves, let’s slow down for just a minute and back up to where Kip got his start. The Michigan native has had a soft pot for hot rods for quite some time, and now has 22 years of racing exper-

august 2016 | RPM Magazine

tise under his belt. “I have loved cars and racing for as long as I can remember,” he said. “By the age of 20, I had a ’75 Nova, ’68 GTO, ’68 Le Mans, ’65 GTO, and a ’74 Monte.” Kip began street racing as soon as he had a license, although frowned upon by some of his family. “My grandfather, Bill Russell, got on to me about street racing. He had a neighbor that raced at our local

A bulletproof TRZ fabricated 9-inch stuffed with all so ts of Strange goodies resides in the rear and is suspended by a coilover converted stock-type suspension with Racecraft wishbone. Topside, the dual drag chutes and fabricated rear wing provide more obvious clues that this isn’t your typical Mustang.

track, so he started taking me to Lapeer Dragway.” Fast forward a few years on the time line to 2011, and along comes Houdini. Within approximately a year of the Ford finding its way into Kip’s hands, the duo were out and about tearing it up, and have been out every summer since. “A buddy

THE GREAT HOUDINI NO TIME...TO WASTE It took roughly a year for Broaddus to build Houdini and have it out racing.

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TOP THIS... The ‘94 Ford started life as a convertible car until Kip had a hard top fabricated. The front bumper, hood, dash, seat, doors and roof panel of Houdini are all custom crafted from carbon fi er.

POWERHOUSE Under the hood lurks 465 cubic inches of highly secret blown small block Ford, propelling the Mustang down the strip. The custom 10.00 inch deck height billet Dart Block is topped with 9-degree billet heads and a Bennett billet intake.


august 2016 | RPM Magazine

brought the car up from Georgia in 2003 and it sat until 2011 unfinished, so I bought it and finished it up, and had it out by 2012,” Kip recalled. Luckily for the Michigan native, Houdini was already in great condition when he took over ownership. Not many are quite as fortunate when taking on a project. Being a journeyman toolmaker, Broaddus had no trouble fixing and

modifying pretty much anything mechanical and working on the Mustang came pretty easy to him. The hassis was backhalved by Bad Habitz Fabrication and a Racecraft wishbone was used with the coilover conversion out back in conjunction with stock-type suspension parts. Up front, Kip installed an Outlaw k-member and Racecraft drop spindles with Strange

double-adjustable struts. You may also notice the ballast (weight) placed strategically throughout to help in tuning for different tire sizes, classes, and track surfaces. Body wise, the car looks original and as mentioned earlier, the Mustang was once upon a time a convertible car, now “converted” to a hard-top. Carbon fiber has replaced various pieces of the factory tin, including

www.rpm-mag.com | august 2016



KIP BROADDUS’ 1994 MUSTANG COBRA CONVERTIBLE GRUDGE/NO TIME Chassis Type & Mods: Back half built by Bad Habitz Fab. Suspension: FRONT: Outlaw K-member, Racecraft drop spindles, Strange double-adjustable struts. FRONT: Stock-style rear suspension with coilover shocks. Racecraft wishbone. Body & Paint: Ford factory Crystal White basecoat/clearcoat by Ryan Manzella (Orange Juice). Front bumper, hood, dash, seat, doors, and top are carbon fiber. Engine: 465 ci all-billet Bennett Racing small block Ford, billet Dart Block, 10.00 deck height, 9-degree billet heads, 60mm cam journals, Danny Bee belt drive, Jesel Rockers, Kinsler Tough Pump belt drive, Stock Car Products 5-stage oil pump, Billet Atomizer 245lb injectors. Induction: Bennett Racing billet intake, Wilson 123mm throttle body. Power Adder: ProCharger F3R-130 with Supercharger Store gear drive. Electronics: MSD Grid and Grid ignition. Big Stuff 3 ngine management. Leash Electronics relay panel. Racepak data logger and Racepak IQ3 dash. Transmission & Converter: Rossler 210 XHD Turbo400 and Cameron torque converter. Rear Diff rential: Ford 9-inch with Strange Ultra Case, 40-spline gun-drilled axles, Strange brakes. Performance: Not tellin’! Thanks: Car was tuned by Jason Lee at PTP Racing.

the roof panel, front bumper, hood, dash, seat and doors. So serious is this grudge racer about saving weight that the inner bracing of the trunk lid was also cut out to help lighten the total package.

On the strip, the ’94 Cobra is a force to be reckoned with, and simply taking one fl eting look under the hood, a person can tell the engine compartment indisputably screams horsepower. The hite Mustang

is toting 465 inches of blown small block Ford comfortably under the hood. The SBF has a monster gear-driven ProCharger hanging off he front in the form of an F-3R-130 to be exact, that breathes down the

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www.rpm-mag.com | august 2016



GOT EARPLUGS? The ProCharged Cobra makes its presence known as Kip rolls out of his burnout at US 41 Motorplex in Morocco, Indiana.


neck of the Bennett Racing engine. Bennett’s started with a custom billet aluminum 10-inch deck height Dart block and, while info on the mill’s internals were scarce,

august 2016 | RPM Magazine

we did find out that a set of their 9 degree billet heads with Jesel rockers were fastened on followed by a Bennett billet intake and Wilson 123mm throttle body. Fuel enters the

equation courtesy a Kinsler belt drive pump and Weldon regulator into a set of 245-pound injectors. Under the hood, we had to make special note of the slick placement of the pip-

ing coming from the blower which is neatly tucked in between the fender and inner fender apron, hardly noticeable if not for the very conspicuous ProCharger blowoff valves installed on it.

A Rossler 210 XHD TH400 transmission kicks the boosted ponies rearward to a near indestructible TRZ fabricated 9-inch rear diff ousing stuffed with a Strange Ultra

HORSE ON A DIET Twin chutes hang off the back of the Stang. Notice that the factory bracing was cut out of the original trunk lid to help save weight. Every little bit helps.

www.rpm-mag.com | august 2016



OFFICE SPACE The back half chassis and cage were built by Bad Habitz Fabrication. No room for a passenger with a water-to-air intercooler mounted beside the carbon fi er driver’s seat.


august 2016 | RPM Magazine

case and 40-spline gun-drilled axles. Inside, this grudge racer is all race and weight has been saved wherever and however possible. A single

carbon fiber seat graces the interior with the passenger side reserved for helping cool the charge to the boosted mill. Factory door panels and

carpet have been removed and the original dash was replaced with the carbon fiber unit mentioned earlier. Electronics wise, an MSD Grid is mated

with a Big Stuff 3 engine management system, Racepak data logger and Racepak IQ3 dash. Broaddus has already racked up an impressive list of Continued on page 76

www.rpm-mag.com | august 2016


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accomplishments since his first year out with Houdini, and no doubt will add to the resume in the future. “I have two belts: Milan Dragway 29” Tire Belt and Grudge Inc. Boosted Belt.” Kip also claimed the Michigan Heavyweight Grudge Racer 2015 plaque and National EX 28’s Car of the Year for 2015. One of


his most memorable moments on his list of victories came about in 2014. “In 2014, I entered the biggest payout shootout I have ever been in. It was $10,000 to win. I won, beating Team SVO in the finals!” told an excited Broaddus. Kip sends out his thanks to a few folks that have helped him

august 2016 | RPM Magazine

out with his racing efforts through the years, as with great success there is always a great team behind the scenes. “I’d like to thank my wife Lori, who supports my bad and expensive habit. My new partner, Brian McNeely, my crew: Tony Lasky, Ethan McKarge, Katie Lasky, and my son, Brian Broaddus.”

THE CREW From left to right: Kip Broaddus, racing partner Brian McNeely, crew chief Tony Lasky, and crew member Ethan McKarge.

Kip and Houdini aren’t going to reveal all their secrets, so if you’ve been scanning through this article and the internet look-

ing for a hint as to what this bad boy clicks off n the track, well, you aren’t going to find it. You can, however, find them and the Wicked

Quick Racing Team traveling around the Grudge and No Time race circuits looking for some action most any weekend during race

season. And while you’re at it, grab yourself a firsthand look at what makes up a top-level grudge race team.

www.rpm-mag.com | august 2016




Stan Smith images by

Burke Designs

>>Introducing the “Fairlane 1000 ST,” bringing our concept of smashing old school with high-tech to life


ast month we introduced you to the 1964 Ford Fairlane Sports Coupe that we found nestled in a small garage in Virginia and talked a bit about how we intend to make it a wild street machine build in honor of its

previous owner, Carl Denney. This month, we’re going to start to talk shop. There are certain steps that we should all consider taking when planning to build a car at any level and over the course of this project we’ll do our best to

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august 2016 | RPM Magazine

go through each of them, and even add in a few extra stories and tips on what happens when you don’t follow the rules. We’re not trying to tell you how to handle your build, but more importantly letting you in on some pretty valuable

stuff hat will help prepare you for what lies ahead and hopefully prevent you from falling victim to the many things that can stop you dead in your tracks. We didn’t go into this with blinders on and we don’t want you to, either.



1: Here’s the very first p oof on the side view from Burke Designs. You can see that is was more of a Thunderbolt tribute car using the sedan bodystyle. We had not given much info to Rod at this point, just a few basics. Following this, as we decided on power adder, look and styling, we were able to give him more to work with as you can see in image 2. As we touched on last month, step one is deciding what you want to build; an original muscle car, street machine, drag car, street/strip etc. and how far or what level you want to build it to. Once you’ve established that, it’s time to decide what you want to start with: a complete running car that is finished or near finished, a dated car that needs a freshening or substantial redo, or a from-scratch build like

our Street Thunder. This decision might depend on what sort of upfront budget you have to work with. It certainly did for us. Before we even started looking for a suitable car for our build, we had a pretty good idea as to what we wanted and how far we wanted to take it, and that is where Rod Burke, owner of Burke Designs, came into the picture. Rod turned our ideas and vision into real-

ity, virtual reality that is. We had worked with him in the past and featured many cars in the pages of RPM that started out on the pages and screens of Burke’s creative studio, so we were confident that he could help us establish the look and feel we were after. Stop right there, it’s at this point in your build where you need to ask

yourself, “how serious am I about this?” If your answer is anything close to “very serious” or higher, then do yourself a favor and have a professional rendering done of your build-to-be. We can tell you firsthand that there’s nothing more inspirational at the early stages of a project than seeing what the final product will look like and being

able to show others, including potential supporters of your project. Yeah, it is a bit of money spent before the first wrench is even turned, but by creating a rendering based on your vision and the expertise of a professional automotive artist, you not only give yourself an early boost but also create a darn good pick-me-up

www.rpm-mag.com | august 2016



2 &3: From here on in, before you read the captions see if you can pick up on the changes we made after each drawing. The changes from #1 to #2 are pretty obvious, but you will notice that it gets more difficult o pick them out in each new proof. Like we said, we wanted to mash in old school cool which is how the HP number came about on the fender and “Street Thunder” on the quarter panel. Rod made detailed notes on each proof so we wouldn’t forget what we had discussed after the last one. This helped us decide if we would keep or toss our changes. From image #2 to #3 we dropped the car’s ride height and made some exhaust and decal changes, as well.

when the going gets tough…and trust us, the going WILL get tough! So where does the process start? First, we contacted Rod and filled him in on some basics as to what we had in mind for Project Street Thunder. “The rendering process starts with the client first telling me what type of vehicle (year and body style) and what class if any the car will compete in,” explains Burke. “After that I try to find out the clients favorite col-


or(s) and whether or not he or she likes clean/simple or radical design/ graphics. Once that is established I will ask additional questions about the components that will be used on the car such as: type of wheels, hoodscoop, tire brands, etc. Before starting, there is one more question that has cropped up more and more over the past few years and that is whether the vehicle will be painted or wrapped- since I take a slightly

different approach when I know upfront it’s going to be wrapped.” Being newbs to the process, we also discussed timelines, how to go about making changes and got some solid insight from Rod that helped us a great deal during the process. We learned that in our case we needed to first determine what sort of power, and in particular, power adder, we were using in the car and how these things would affect

august 2016 | RPM Magazine


its appearance. For example: early on we made some very specific goals that needed to be achieved with this build, the biggest of which was that we really wanted to use a crate motor plus a power adder and end up with (if you haven’t already guessed) 1,000 street friendly horsepower to the rear wheels. The inspiration for this was taking a lightly modified 2013 GT500 pushing in the area of 650rwhp for spin and realizing that in today’s world you don’t have to sacrifice horsepower for comfort and driveabilty. First, we tossed around going with a screwcharger on top of our high-tech small block, in which case we would have popped it through the 5-inch raised Thunderbolt



4: Refinements ere plentiful here. More drop in the rear ride height along with adding wheelie bars and a chute. And we dropped the vinyl roof.


hood in some fashion. Finally deciding to go with twin Precision turbos, but still wanting that hood-appeal (we wanted it all!) somewhat reminiscent of the shock and awe factor of Gene Deputy’s early turbo’d Fox Body Stang, we had to consider packaging. In other words, how do we get our twin sisters to pull air from the inside headlight openings like the Thunderbolt of the ’60s, but still get the intimidation factor of hood protrusion. Rod stepped in and helped us have it all. We also had to consider exhaust for street and strip and a number of other special touches that we wanted to add to the exterior of the car. See if you can pick them out of our rendering images before you read the caption.

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6: Adding color to the design was huge. The “1000HP” was moved to the fender top and a wing was added. Note the carbon fi er inset in the factory trim. This was the idea of friend Donny Hill, who also happens to be the co-owner of the bodyshop we’ll be using for the build, Clearshot Customs. Rod also installed a set of Mickey Thompson slicks and changed from pro street style to our race wheelie bars out back.

5: This is Rod’s very first p oof drawing of the front view of our Fairlane 1000 ST. Like we said, this is the real deal original artwork, not copied photos made into line art on your favorite photo editing software. “Once all of those initial questions have been addressed, the next step is to start rough drafts,” continued Burke. “The first proofs are basically to get a feel for what the customer likes, and to see if I am capturing

the vision he/she had by going off he notes taken from the initial conversation(s). I will usually send over 1-3 proofs initially and they can be either rough hand drawn sketches or some quickly generated computer proofs.”


As you can see already, creating a rendering is certainly not a single step process, and make no mistake, at this level the drawings are just that- detailed digitally drawn images (as Rod mentioned some early proofs are

sometimes even hand drawn) as opposed to photos that have been made into line drawings on your favorite photo editing software...BIG diffe ence! “Once the initial proofs are sent and the customer goes

over them, stage 2 can then take place which involves making any revisions to the rough drafts that customer may want to see,” he added. Rod tells us that most drawings take anywhere from one to

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august 2016 | RPM Magazine




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8: Our rear ride height creeps down slightly plus our wing was changed to carbon fi er and we experimented with side exit exhaust behind the door (which we haven’t totally abandoned just yet). Oh yeah, and for those that haven’t noticed until now, check out the those trick Fairlane 1000 emblems on the front fender.

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


7: In this design we see the first glimpse of the f ont of the Fairlane and the turbo piping popping ever so slightly through the 5-inch tall Thunderbolt hood.



9: Exhaust dumps at the fenders for track action are added and a full exhaust for street runs out back. We also get out first l ok at the rear view.

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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




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www.rpm-mag.com | august 2016



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10 & 11: The car drops in the rear again and the rear view gets a lot more detail. We dropped our side fender exhaust dumps but brought them back in the next drawing where we also dropped the car out back even more.

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three days to up to three weeks to complete. In our case, since we had to determine the direction that we were heading component and packaging wise, we actually went back and forth with Rod for a few months and each time he would send the results of our most recent gab session in an updated rendering until we came to the final package you will see here. And we feel the end result is nothing short of stunning!

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“Once we get to a proof that the client approves, then the final stages of the process takes place. That’s when the final DETAILED rendering or wrap file is completed. The time it takes to complete each rendering really depends on the scheme, workload, and MOST importantly and the MAIN factor, making the customer 100% satisfied with the end result,� said Burke. Initially, we simply told Rod




12: The keen eye will notice our side exhaust dumps were closed in 11 but open here- which was totally Rod’s creativity at work, giving us a look at both positions they will be used in. This is where we first put our turbos visible in the inside headlight buckets.

The Car: 1964 Ford Fairlane 500, two-door hardtop sports coupe. The ultimate muscle car: A retro bodystyle with impressions of Ford’s deadly Thunderbolt platform mixed with a high-tech drivetrain and all the amenities of today’s factory American muscle cars. “What would the factory high performance program engineers of the ’60s design and build with today’s technology? ...RPM Project Street Thunder! A 1,000hp street cruiser/strip fighter that you can drive anywhere!” Engine: 5.0 Ford Coyote crate engine. Power Adders: Twin Precision turbochargers. Transmission & Converter: Lentech Strip Terminator AODE/4R70W transmission capable of handling 1,500 horsepower. TCS AOER10X 10.5-inch Racemaster Series converter. Chassis: Maintain the factory floor and framerails with the cage/ chassis built to SFI spec. The car has to sit low, but still have a very slight rake. Tire: Mickey Thompson 315 radial tucked in the wheel well. Suspension: Complete Heidts front with tubular control arms. Rear suspension to be determined. Body/Custom Paint: The body has to be dead straight with discrete mods. Clearshot Customs will be handling all body and paint work. Rules: 1. The car has to have drop-dead-stop-you-in-your-tracks-pickyour-jaw-up-off-the-pavement badass good looks. 2. 1,000 street-friendly drive-anywhere rear wheel horsepower. 3. It has to drop an 8-second time slip at the strip. 4. Be able to pull some G’s on a road course. 5. Seat four people and have at least a few creature comforts for long summer drives with the kids, and of course, the occasional tour style drive/race event.

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www.rpm-mag.com | august 2016




that we’d be building a ’64 Fairlane with impressions of the Ford Thunderbolt but that we’d be going with a modern engine and suspension package. Then, once we got a feel for what we wanted, what he needed and the way the process worked, we developed this general info list (Quick Tech sheet on page 85) for the project that we gave to him, adding and changing items as each new proof came in. As the project continues, you should be able to reference

back to these basics as we tie in what, how, and why we are doing specific things on the build. We’re planning some pretty trick stuff, but not going too far. This will NOT be a huge fat-budget build but rather something that many people could achieve. When all is said and done our goal is building the ultimate street car for the muscle car enthusiast, young and old, who likes to get noticed on the street and go fast at the track...and do

it in style! NEXT ISSUE: Now the hard part, establishing a budget for the build itself, and even tougher, sticking to it. If you caught our July issue article you know we had just $8,000 to work with for the Fairlane. You also should know that we turned down several cars over that budget during our two year search (yep, you heard that right, two years!) and in the end it was well worth the wait.

13 & 14: Between the last two renderings, changes are small and we really only played with turbo visibility and decal placement. Knowing this car will be more street than strip, we’ll be using Mickey Thompson 315 ET Street R which is the tire of choice for the majority of our use. For long haul driving we’ll go with their ultra-cool Sportsman SR.


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www.rpm-mag.com | august 2016






2893 STORIES story and photos by

Toby Brooks

>>The 33rd installment of the Street Machine Nationals rumble through the Du Quoin State Fairgrounds


august 2016 | RPM Magazine


ith stifl ng temperatures in the mid-90s and humidity simmering over 80%, it would be tempting to say that the 2016 Street Machine Nationals, hosted at the Du

Quoin State Fairgrounds on the last weekend in June for the fourth consecutive year since being reborn in 2013 was the hottest version yet (for the record, that’s not true. 1988 holds that distinction). However, with the car count of 2,893

up from last year and overall buzz up again this year, it is safe to say that the 2016 version was a sign of growth toward the “glory days” of Natsgone-by. Gone are the wild displays of public nudity, rampant public intoxication,

1 and general sense of rowdiness of those legendary events of the past. In their place, a true feeling of community has taken root, with old friends checking in on one another just like they did last year. At the same time, a new internet age of

5 1: For the fourth consecutive year, the Street Machine Nationals were held at the Du Quoin State Fairgrounds. Several spots filled quic ly, and by Friday morning nearly all of Pro Street Alley was full. 2 & 3: The Nats brought out some familiar cars...some with new twists. Dennis Kahn brought out his Nats veteran Chevy Malibu (2), this time with a killer new paint job, while Michael Taylor brought his lightly updated but still cool Chevy Monza (3). The show is part hot rodding and part family reunion.


4: Roger Grizzle brought this incredible 14/71 blown and injected pickup all the way from Texas. 5 & 6: Speaking of Texas, our trip from Lubbock to the Nats was nearly 1,000 miles and covered much of old Route 66. We stopped off in Sham ock, Texas to snap a quick pic of the iconic Conoco station that has been featured in several movies, including Disney’s Cars. After over 16 hours on the road, we finally hit the exit o the Du Quoin State Fairgrounds Friday morning. The expansive 1,500+ acre facility has been a gearhead mecca ever since the show was first hos ed there in 1986, and after a hiatus after the 1998 show until 2012, it once again welcomed the Nats back in 2013.

social networking has also sprouted, with folks who previously only chatted online about cars and events given an opportunity to

sit under a shade canopy and bench race over a cool, refreshing beverage of choice. The blessing and the curse of anyone charged to

capture such an event and chronicle the whole glorious affair is that there simply isn’t time to take it all in. Over the span of two days,

www.rpm-mag.com | august 2016




Photo provided by Timothy LaJoice

7: Rod Bollini’s incredible blown Dodge Dakota took best paint honors. Although Bollini debuted the truck last year, it has been fully upgraded with more custom touches thanks to the help of friend Steve Yates.


10: Adam & Andrea Britz debuted this incredible 1960 Falcon and took home a Legends’ Choice award. It will be in an upcoming issue of RPM.

we photographed seven cars to be featured in the coming months, and honestly, there were at least two dozen more that were worthy. There just wasn’t time to do them all. And with that regret of missed opportunities comes the reality that we probably missed out on some really cool stories, too. Plenty of fan favorites were there to entertain the 24,497 who passed through the turnstiles over the weekend, and a number of new builds debuted, as well. Several past feature cars were on the grounds, with a few taking awards. For instance, Matt


& Debbie Hay’s iconic pink Thunderbird took Runner-Up Grand Champion pro street— no small feat considering the car originally debuted in 1988. After a nationwide search, the Hays tracked their old build down and restored it in time for the 2014 show and took Grand Champion honors in 2015. Sadly, 2016 will likely be the ’Bird’s last flight to the Midwest, as both Matt and Debbie have acknowledged the 36-hour trip from their home in Glendale, Arizona has simply become too much. Another return customer was Tony Netzel, whose 1961 Plymouth Belvedere debuted

august 2016 | RPM Magazine


8 & 9: The Mopar crowd was well represented at Du Quoin, and here are three incredible examples: Rod Bollini’s Dodge Dakota, Tony Netzel’s twin turbo Belvedere, and Timothy LaJoice’s Chevy-powered Demon (9). Although Netzel’s Belvedere was already a cover car in our sister publication Tubbed, be looking for a full feature of Bollini’s Dakota in an upcoming Tubbed and Lajoice’s Demon in RPM.



11 & 12: Dana Moline brought his awesome full tube chassis Cavalier. He’s recently upgraded it with more than 1,000 horses from, a twin-turbo LS. Look for it in an upcoming feature in RPM, too.

www.rpm-mag.com | august 2016






17: The world record pro street parade was certainly a sight to behold, but sweltering temps kept many of the wildest cars parked in the shade.

august 2016 | RPM Magazine




13: This incredible Oldsmobile pro streeter was Grand Champion in 1998, and it was tracked down in order to be brought back to the 2016 event.

14: Legends of Pro Street were back again, and these two classic examples may have been on display for the last time. Mark Grimes’ blue malibu (left) and Matt & Debbie Hay’s pink Thunderbird (right) drew onlookers all weekend. Rick Dobbertin also had his cool midengine Chevy S-10 on display (right).

15: Yet another legend, Rocky Robertson (center in white) didn’t have a car, but was on hand to sign autographs and tell his worldfamous tales. Here, Marry Dobbertin (left), Debbie Hay (second from left), and Jerry Gary, Jr. listen and smile.

16: Not every build was a gazillion dollars or parked front and center. This well-executed Grabber Blue Boss 302 was tucked away in a corner just off the cruise route, and such rides were all over the grounds.


18: I-57 Dragway owner Wes “Hollywood” Newman brought out his wild Camaro Pro mod. After briefly setting the g ass on fi e with the open headers, he idled the alcohol-burner around the grounds briefly to the delight of ear-covering onlookers. last year, garnering several awards but missing out on the Grand Champion title. Not this year. The amazing twin-turbo land yacht is a driver, regularly cruising the grounds (and occasionally setting the grass on fire from the slammed air-ride assisted header-dragging stance) all weekend. In addition to Grand Champion Pro Street, Netzel also snagged one of the three highly coveted Legends’ Choice awards.

Another repeat offe der, Phil Riley, brought his earthtoned and former RPM feature car Pontiac Tempest back to take home another of the three Legends Choice awards. Build quality on the car is as fine as you’ll see, and the less-than-typical body style was an added plus. However, it wasn’t all familiar faces taking home the hardware. Adam and Andrea Britz drove all the way

19: Donnie and Julie Wilson came all the way from Virginia with their big block ’60 El Camino.


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from Pittsburg, PA to grab the third award (as well as an upcoming feature in RPM) to show off heir reclaimed drag-car-turned-streetpounding 1960 Ford Falcon. The Pro Street Era was well represented, with founder Jerry Gary, Jr. and his always-smiling bride Shari bringing their Nats veteran Chevy Vega back all the way from Virginia one more time. Also making the trek from Virginia were Donnie


and Julie Wilson, whose Hot Wings pro street El Camino was certainly feature worthy but land locked in its spot all weekend. Timothy LaJoice brought his cool Dodge Demon all the way from Maryland, and you’ll be seeing it in RPM soon, too. But lest we lead you to believe it was nothing but a big tire gathering, it certainly wasn’t. On Saturday after the world record-setting Pro Street Parade, owners of all types of builds

august 2016 | RPM Magazine

20 20 & 21: This super-clean second gen Camaro was outfit ed with an LS swap with a fabricated aluminum intake and an air-to-air intercooler.


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www.rpm-mag.com | august 2016


STREET NATS 21: Illinois State Troopers were on hand in force to ensure things stayed safe and fun.

21 22: Once again, the campgrounds were full. At over 1,500 acres of lush trees, rolling hills, and gorgeous lakes and ponds, the facility was tailor-made for an event like the Nationals.

22 Ken’s towing photo

23 96

august 2016 | RPM Magazine

23: An all-fi erglass Willys pro mod with license plates? Yes, actually. The Nats had it all!

participated in a Street Machine Nationals record-setting street machine cruise. Small tire fans, hot rods, street rods, and even some pickups snaked their way around the fairgrounds to help establish the number to beat. Lemon shake-ups, sirloin sandwiches, and bratwurst were but some of the fare. Vendors from more than 20 manufacturers and retail outlets staffed the Performance Marketplace, and show attendees were treated to a number of events from the COMP Cams main stage all weekend. The burnout contest and bikini contest highlighted Sunday’s docket, followed by an awards ceremony with more than 40 pro judged awards. The show was improved in many respects, with a new

temporary sound system installed in part of the grounds, piping music and occasional updates from the stage across the expansive facility. Unfortunately, at over 1,500 acres, it was still somewhat lacking in reaching everyone. Show director Matthew Louck from the show’s promoter Family Events is already working on a fix for next year, stating the company is developing an app so that participants and spectators alike can stream audio in real time. Another new event for 2016 was the demolition derby, which was held on the grounds on Saturday night. Many locals took the event in, while drag race fans headed about 20 minutes east to nearby

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STREET NATS I-57 Dragstrip, which hosted what promised to be a great event at their facility. With a rear engine dragster, four nitro-burning nostalgia funny cars, a wheelstanding Camaro, and Camaro pro mod to headline nearly 100 fast street cars, a standing-room-only track record 2,100 fans showed up to watch. However, many headed out before the event’s conclusion, as a slow drizzle halted the excitement for several hours. While the event was not promoted by Family Events, it proves to be a great compliment to the Nationals in coming years. While far from gripes, we are hoping some other changes can be made for next year. Most assuredly, there will be an


attempt to better the record for cruising, and mid-day in the sweltering Southern Illinois heat kept many possible participants on the sidelines. Moving the attempt to the cooler late afternoon would be an improvement. Additionally, spectators and participants alike continue to cite their failure to know what is going on and where as a cause for concern. While every participant was provided a printed schedule of events, some signage around the facility or some info stations at strategic places might go a long way in improving the overall experience of the event. Yet another concern from many was the number of stock vehicles permitted entry to the event.

august 2016 | RPM Magazine


24: More than 2,100 fans filled the renovated stands at nearby I-57 Dragstrip Saturday night in what promises to be a great compliment for the Nationals.

25 25: Unfortunately, a slow, steady drizzle put a damper on much of the early action. The event finally went on, ending well after 1 am.



26: The Wild Side nitro-burning front engine dragster was booked in to set a track record, but pesky rains chased it back to the pits. 27: Four nostalgia funny cars were also on site to put on a show but retreated to their trailers to sit out the drizzle.


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28: Not everything on the grounds was tubbed. Mark Jones brought this clean pro touring Chevelle street machine from nearby Mt. Vernon, Illinois. Back in the event’s heyday, registration was selective and reserved exclusively for late model street machines. In an effort to improve access and total participant count, those restrictions are now gone, allowing a bone-stock rental car to potentially park right next


to a six-figure street beast. Corralling vehicles into predetermined areas might help alleviate this problem, as well. However, the good far outweighed the bad, and these minor concerns are really just hopes to turn a great event back into THE

august 2016 | RPM Magazine

event that it once was in the 1980s and 1990s. With time and continued facilitation from the good people of Du Quoin, the Du Quoin State Fairgrounds, and the local and state police, we believe the Nats can do just that. As cool as the entire three-day festival of all

things street machine was to take in, what really struck us was the reality that each and every car there was a story waiting to be told. Nearly 3,000 rolling, tangible testimonies to how their owner thinks things should look, where they should go, and

how they should perform. We’re thrilled you’ll get to read some of those tales in the coming months. Our only regret is that we can’t tell them all. We hope to see you next year at the Nats!

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story and photo by


>>Sometimes you just have to get away to the solace of the shop



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august 2016 | RPM Magazine



here is something about a garage. It’s a place where gearheads gather and bond like cavemen around a fire. It’s a place where hard-earned dollars are spent fixing or improving a prized possession. It’s a place where ideas and ingenuity come together. It’s a place where fingers get dirty and knuckles get bloody. It’s a place where a fortune of tools are stored just waiting to be called upon to make the next repair a bit easier. It’s a place that my heart and soul longs for. It’s a place that at 3:00am when I can’t sleep, I sneak into to clear my thoughts. I feel bad for those who use this sanctuary to simply store household junk. To some extent my garage ranks higher than my racecar. The racecar needs the garage while the garage only needs to be appreciated and re-

spected for what it is capable of performing next. Yes my friends, I have it bad! My checker board-tiled floor gets mopped after every job. I like things neat and clean and my car and garage reflect this sickness I proudly carry. This past autumn my shop provided me with an opportunity to bond and re-connect with my cousin while he visited for a few days. He helped me completely re-do the fuel system on my car. We dropped the fuel cell and cleaned out the debris inside, sanded and painted the cell, rebuilt the fuel pump, replaced the fuel filter, cleaned out every braided line and replaced the regulator. Most importantly, our time together reminded us that although we are both 50, we picked up right where we left ff when we were 18. While the miles may have sep-

arated us, our friendship and passion for cars kept us together. I laughed like a teenager watching him try to siphon the 112 octane out of my fuel cell coughing and spitting the entire time. This gesture is something only a true friend would do, or in this case family. We fist bumped numerous times throughout the repair and after each time a primitive bonding took place. We talked about how much we missed our dads and how important my dad was in making me the mechanic I am today. He would not only love my car, but he would be extremely impressed with the shop I have been blessed to build over the years. My garage is a place where I get to share with my daughter the very same lessons my dad taught meand she is becoming quite the motorhead. She knew

the name of most every tool by the time she was 8. She knew the name and purpose of every fastener and was more than happy to show her knowledge to everyone who entered our garage. I still treat my little princess like Cinderella and play her girlie games, but there is a time to take her fishing, hunting, drag racing, and four wheeling also. There is also a time to spend some quality shop time together. These are the times I cherish and remember the most about my dad and I pray she will follow in the family tradition. If your significant other has ever wondered why most garages have extra chairs or a table, it’s because it welcomes the camaraderie of other gearheads. This time could have been spent elsewhere. Common garage alternatives are places like pool halls, strip

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SHOP TALK clubs, or worse yet, the couch. Over the years my wife has grown to accept my sickness for my sanctuary and the addiction to buy tools. She recently helped me install a pair of racing seats and she personally painted my 10 point roll cage by herself. Plain and simple, people bond while spending time in a garage. This column will be dedicated to the spirit of the garage, and the many joys and challenges that lie within its hallowed walls. Since you are already reading RPM, the leader in extreme horsepower, I will assume you are an established gearhead and share the same appreciation or as my wife calls it “sickness� that I have


for the solitude of the shop. If you are new to this incredible passion, I formally welcome you and urge you to clear the household clutter from your garage and make some room to fix, at first, even the lawnmower will do. As the gearhead in you begins to grow, work your way up to changing your own oil. Call a neighbor up and make it a 3,000 mile ritual that the two of you share. Before long, you might just find your very own high horsepower beast sitting in your garage giving you endless hours of solitude. I feel obligated to warn you of the impending tool addiction that will follow this milestone, though. If the addiction bites you as hard as it did me, the local

august 2016 | RPM Magazine

If you want company in your shop, it pays to make it hospitable. The television, stereo, comfortable chairs or stools, and a fridge stocked with cool drinks are a plus. Our shop has become a favorite for friends and family alike.

tool truck will be pulling in your driveway teasing you with the latest and greatest tools that are just looking for someone to give them a good home, and put them to work. Until next time... keep wrenching!

www.rpm-mag.com | august 2016



1 & 2: There’s obviously a LONG way to go, but it is a beautiful sight to see our ’Stang up on the lift in our very own shop. The first o der of business was to take inventory of all that is left to be done before we can coat the chassis.

PART 28 >>After three years, six shops, and more than 4,000 miles in the back of various trailers, Project aPocalypSe Horse heads back to the RPM Garage


august 2016 | RPM Magazine

HOME AT LAST story by


ocation, location, location. Whether you are in real estate or building a wild full-custom street machine, there is something to be said for exactly where

things are happening. And after an oftentimes tumultuous series of shop changes and altered plans, we are thrilled to say that our project Mustang has at long last arrived in our stable at

the Nucor Steel RPM Hardcore Horsepower Garage. If you followed along last month, you’ll recall that the Horse had been parked in a local shop to finish up some

Toby Brooks

fabrication work prior to chassis coating, wiring, and plumbing. Unfortunately, our budget didn’t allow for a longer stay, so we made the tough decision to bring the car home. It wasn’t an


3 & 4: After yanking the Kaase Boss Nine engine out, we started to prep it for coating by pulling the valve covers, water pump, and motor plate then masking it all off. We’ll be using a custom-mixed KG Coatings high temp resistant color on the block and heads, which will be incredibly durable and should look cool, too.


4 easy call, but after having the car here for just a few days, we knew we had made the right choice. Our first task was to pull the engine and get it ready for coating. Like the chassis and many underhood components, we will be using a specially formulated coating from KG Coatings on the engine block and cylinder heads. We sent the Supercharger Store dual ProCharger gear drive off or anodizing and a gear swap and will hopefully be able to reunite the engine, intake manifold, and supercharger drive next month—hopefully with a little color and style. Meanwhile, a number of items were never completed at

the chassis shop, so we decided to get started trying to get them installed prior to chassis coating, too. First, a couple of tabs and brackets had been installed to mount a throttle pedal, brake pedal, and an under-seat mounted master cylinder. We had discovered that none of those provisions would work, so we had to remove the brackets and clean up the bars where they had been welded. Our master cylinder required special attention. We had initially planned to run a single 1 1/4-inch bore polished aluminum master cylinder from Tuff tuff. However, as we were preparing to plumb the brake lines to

our Baer Brakes SS4+ Deep Stage system, we realized that the 4-piston, six caliper setup wasn’t going to work with a non-boosted single master cylinder. Our engine will create zero vacuum, so a standard booster was out. At the same time, the dual frame rail chassis left o room for a power steering pump to be mounted to power a hydroboost hydraulic setup, so electric assist or manual brakes were our only options. After looking at the price and reading up on the mixed reviews concerning electric assist, we knew it wasn’t an option, so manual brakes were our only choice. Unfortunately, we had already discovered

www.rpm-mag.com | august 2016



5: We started with the factory dash (bottom) that had already been clearanced to fit and measured out and marked the midline. The Hairy Glass fi erglass replacement dash has a similar shape but the corners in particular were slightly diffe ent from our factory piece, so using the midline helped ensure proper placement of the paper template we were going to make. 6: Using a piece of low-tack 12-inch wide graphics tape, we traced out the cutlines using a marker. We then transferred the paper over to the Hairy Glass unit and made our cuts using an angle grinder with a cut-off wheel and a small Dremel wheel for the corners.


that a single master cylinder simply wouldn’t adequately actuate 32 pistons on our dual rear caliper/single front caliper setup. Seemingly out of options, we asked around. Good friend George Norvich of Norovich’s Custom Pro Street Cars suggested a dual master cylinder pedal available at most any speed shop. The dual setup allows

appropriate bore sizing to properly actuate the four calipers out back (1 inch) and the two up front (7/8-inch), and the adjustable balance bar eliminates the need for a proportioning valve. It was exactly what we needed. Before we could mount the pedal assembly, though, we needed to fit and mount the Hairy Glass fiberglass 2005-

2009 Mustang dash. We started with the factory dash first and created a paper template to transfer the cage provision cutouts over to the new dash. After what seemed like a few hundred trial fits, removal, trimming, and trying to fit again, our dash fit perfectly. The Hairy Glass dash served a number of purposes, but in all it was a fantastic solution

www.rpm-mag.com | august 2016




9 7 & 8: Here, you can see one of our problems: the factory dash was designed for a large squared-off trim that surrounded the factory steering column. However, with our race-style 1-inch O.D. steering column, we were left with a gaping hole in the dash that loosely resembled Mickey Mouse.


august 2016 | RPM Magazine

9: Further complicating things, the factory gauge cluster panel also didn’t leave a clean option for mounting our high definition LCD gauge panel from Zada Tech. Although we probably could have fabricated a replacement filler panel to band-aid the problem, the lightweight and more spacious fi erglass dash from Hairy Glass was a sleeker fix


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11 10 & 11: Probably the hardest part of the whole install was figuring out whe e the fabricated steering column opening needed to be cut. We used the factory dash to determine the approximate intersection point, then cut it out using a hole saw. After filing it a bit versize with a round fil , it was ready for fitment


august 2016 | RPM Magazine

12 13 & 14: The dash was installed and removed a few hundred times (give or take) in order to get the fit just right. Unlike the factory piece with provisions for the fusebox, our Hairy Glass piece was smooth and clean.

12: We discovered that the throttle pedal provision that had been fabricated onto the trans tunnel wasn’t going to work, and the under-seat master cylinder provision wasn’t, either. As a result, we had to cut out the only two pieces of tinwork that had actually been installed in the car along with the mounting brackets that had been welded in place.


to several problems we had in the dash area. First, obviously the unit is much more lightweight (just 3 pounds) than our factory dash (35 pounds). Also, the small diameter fabricated steering column would look somewhat silly poking through the large square

opening in the factory piece, and the stock gauge provisions weren’t going to work with the Zada Tech LCD panel we will be using. However, most importantly for our application, we needed the room. We will be installing the dual master cylinder


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RPM PROJECT CAR 15: The dual master cylinder brake pedal and the DC Electronics electric power steering assist are now ready for install. 16: We will be installing the plumbing for the braking system with parts from Fragola next month, too.




august 2016 | RPM Magazine

pedal along with an electric power steering assist from DC Electronics. Neither of these components would have fit beneath the considerable under structure of the factory dash, so the ’glass unit was undoubtedly the way to go. With the dash loosely fit, we are now ready to fabricate the mounts for it along with the brake pedal/master cylinder and the electric power steering assist. While we are at it, we will also try and weld in the missing seat belt tabs, wheelie bar mount, and possibly even rework some of the front bars and begin plumbing the brakes with components from Fragola Performance Systems. Then we will try and get the car certified and then be ready for coating at long last. The good news is all of that is now under our control. With some luck and a lot of hard work, this pony just might start galloping soon. Stay tuned!

SOURCES Hairy Glass www.hairyglass.com 904.751.3459

KG Industries/Gun Kote www.kgcoatings.com calvin@kgcoatings.com

Zada Tech www.zada-tech.com info@zada-tech.com

DC Electronics www.dcelectronics.co.uk 704.230.4649

Fragola Performance Systems www.fragolaperformancesystems.com 866.337.2739

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for details



Offer valid July 1 - August 31, 2016

427 GPH High-Output Fuel Pump Built for the most demanding drag racing applications. Pro Series pumps feature hard anodized billet aluminum housings, a rugged six-vane pump, all armatures are epoxy coated to secure windings and extend motor life. An integrated adjustable bypass valves eliminate pump cavitation and stabilizes fuel flow, and stainless steel armatures enhance corrosion resistance. PN 30-427

Ultra-Gold™ Stud Girdles

Ask about a kit for your engine

Made of 6061-T6 aluminum for light weight and anodized for durability. They are a one-piece, solid bar design to tie the studs together as well as properly locate them. Available for SB & BB Chevrolet and Ford 289-302, 351W.

Shark Tooth Oil Pumps for SB Chevy

Melling has improved the heart-beat of the traditional high performance oil pump and made it significantly smoother through the use of new helical asymmetrical gears. This new design increases oil flow without the pulsing found in traditional gear pumps which also provides benefits to the distributor and camshaft drive.

Ask a Parts Pro sales rep. for more details

Auto Trans/ Rear End Cooler

Super F Synthetic ATF

• Heat sink design has 500 sq. in. of radiation surface • Withstands up to 40 lbs of pressure • Can be used on the street as an auxiliary cooler in conjunction with a stock cooler • Made of aluminum and is very easy to install with PN 41201 built-in mounting tabs BORN FROM JOE GIBBS RACING


• Formulated & tested to perform in both racing & high performance street applications • Type F friction modifiers allow for firmer shifts PN 02206

Competition Series Aluminum Racing Water Pumps Engineered to deliver an increased water flow that significantly improves cooling system demands of circle track and endurance racing. Featuring a precision cast-iron impeller design 3/4" impeller and pilot shaft, and pressure-balanced water passages to equalize flow and minimize engine hot spots at any speed.

Axle-back Exhaust System for 2016 Camaro LT Perfect for those looking for an aggressive exterior sound level, mild interior sound level and all of the performance benefits that you would expect from Flowmaster. This stainless steel, bolt-on DOR (Dual Out Rear) emissions-legal system features a pair of specially tuned resonator/mufflers, and dual mandrel bent 2.50 inch tailpipes for maximum performance. PN 817743 Ask for details

Floor Mat Kits A 2-piece set of durable front black carpet mats featuring an embroidered Hurst logo with either a Red or Gold "H" accent. These mats are cut to an OEM fit with OEM-style attachment and non-slide mat backing. Features: • Plush Cut-Pile Material • OEM Cut Fit • OEM-Style Attachment Points • Non-Slip Backing Available for: '10-'15 Camaro, '10-'16 Mustang, '08-'16 Challenger

Hyper-Flex™ Bushing Kits

Energy Suspension's superior performance polyurethane has proven itself under the most demanding conditions on the race track, off-road and in street performance driving. Choose Hyper-Flex™ to give your late-model muscle car superior control without compromising ride quality. Ask for more info.

ONTARIO Alliston - Ideal Supply Barrie (North) - Ideal Supply Barrie (South) - Ideal Supply Brantford - Misener Motorsports Collingwood - Ideal Supply Exeter - Ideal Supply Flesherton - Ideal Supply Goderich - Ideal Supply Hamilton - A&A Discount Haliburton - Ideal Supply Hanover - Ideal Supply Harriston - Ideal Supply Huntsville - Ideal Supply Keswick - Ideal Supply Kincardine - Ideal Supply Listowel - Ideal Supply London - Performance Unlimited Midland - Ideal Supply Mitchell - Ideal Supply Mt. Forest - Ideal Supply Newmarket - ZZ Performance New Hamburg - Ideal Supply New Hamburg - Rudy Held's Orangeville - Ideal Supply Orillia - Ideal Supply Oshawa - Karbelt Speed & Custom Owen Sound - Ideal Supply Parry Sound - Ideal Supply Pickering - Karbelt Speed & Custom Port Elgin - Ideal Supply Shelburne - Ideal Supply Stratford CMAX - Ideal Supply Stratford - Ideal Supply St. Marys - Ideal Supply Stoney Creek - A&A Discount Sudbury- Witrak Auto Specialties Thunder Bay - DC Automotive Tottenham - Ideal Supply Walkerton - Ideal Supply Wingham - Ideal Supply Woodstock - Ideal Supply

(450) 378-6993 (418) 872-3376 (450) 492-0141

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QUEBEC Granby - Magnum Auto Sport Les Saules - Brossard Performance Terrebonne - Para Performance

(800) 565-3795


NOVA SCOTIA Truro - R&D Performancenter


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The Great Houdini - These guys have no time for losing! 2016 Street Machine Nationals - 33rd Annual Street Machine Nationals return to beaut...

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The Great Houdini - These guys have no time for losing! 2016 Street Machine Nationals - 33rd Annual Street Machine Nationals return to beaut...

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