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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




few months back our own Toby Brooks took this space to talk about RPM Road Trips and in particular, the success of our Road Trip: Texas. Ok, he let off a ittle steam, too, in a roundabout sort of way, urging everyone and anyone that owns any type of car to get out and participate in the many activities available to racers, hot rodders, and enthusiasts. Heck, even those who don’t own a car but love all things horsepower—come on out and enjoy the shows, drag races, stock car events, and so on. It’s great family fun, and we all rely on your support. A few weeks back we had the privilege of being involved in the PowerFest Charity Car Show & Street Festival (page 88) through the charity arm of this magazine, RPM KIDS FIRST FOUNDATION. What an amazing event and knowing that every penny was going to help children sure made us feel good about being such a big part of it. One thing that we all noticed after the event was the near total absence of a local car group (except for a few diehards, and we thank you!) that obviously chose not to participate in their hometown show. Sorry, I don’t get this. Maybe it is just that there was a “better” show that day. Or maybe it was just stubbornness, egos, etc. There could be any number of reasons, none of which to all the folks volunteering to run the event and those kids getting the proceeds would seem like a good one. Then, of course, there are the people who just love to gossip after any event. After what everyone in attendance felt was a very successful show, we heard the usual negative comments filtering back from a select few. I try really hard to understand things like this with an open mind, but, when an event’s proceeds go 100% to kids, like I said, I just don’t get it. Next up on my list is the person who feels the need to post something on the web before talking about it via phone or email with event organizers, especially when they have their facts wrong. This happens more with race events and usually involves rules of some kind. We’ve all seen this before, and believe me, it will only get worse as our society becomes less interactive face-to-face (particularly in a positive way) and the lack of accountability continues to exist for comments and items posted online. People think because they say

something negative or destructive to or about another person on the web they are untouchable. Wrong! Someday, somewhere everything comes full circle. If you have a problem or feel the need to insult or bash, why not call or email the people themselves to get another side of the story first? I bet that 99% of the time it is a simple misunderstanding. If not, then at least if you do decide to go public there will be two sides of the story that end up on the web for everyone to read and not just one. Just a word to the wise though, try your best to collect as many facts as possible before taking the situation to that next level. What I am getting at is this: our brothers and sisters in the world of car events need our support. It takes a ton of time and money to put on these events, whether they are charity or for profit, and we definitely encourage you to participate in as many as possible. If you don’t they may not be around next year. So, before you make that rash decision to say no or go public, a decision that will probably end in damaging someone elses hard work, stop for a minute and think before you act. At RPM we support and participate in as many things as we can, so we’re not asking you to do something off he wall. We definitely practice what we preach. We’re just saying that a little understanding for those who run these events can go a long way. Why be so quick to jump all over them for what you feel they didn’t do right instead of commending the many things that went well? And boycotting an event or taking negative stuff nline without knowing the facts? Well, like I said, I just don’t get it! From the PowerFest, we hit Misener Motorsports Dyno Day the very next weekend, then Thompson, Ohio for Kristal Cowle’s WAR BY THE SHORE II drag race August 5 & 6, and then back to Canada, only this time waaaaaay out on the east coast to Prince Edward Island for the Extreme Coastal Cruise (August 11-14) which includes an oceanside cruise, drag race, and a lot of good times, east coast style! As I write this none of these events have happened as yet, so here’s hoping each has great weather and is an overwhelming success for those involved, but most of all, that each event is filled with people there to do one simple thing, have some fun!


Shop Talk............................................................................ The art of bartering...why buy it when you can swap for it?


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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!

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Naturally Wild. .........................................................8 No nitrous? No turbo? No blower? Alex Hays says NO PROBLEM!

Driven . ................................................................ 54 Bird of Pro..................................................................24 Mark Sheridan’s unquenchable drive for excellence shows everywhere in his life...including his twin turbo Hemi Cuda!

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PowerFest: It’s ALL for the Kids..........................88 A car-show-turned-street-festival Invades, AGAIN!



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No Quittin’.....................................................................78 This 1971 Dodge Demon has had one tough path to pro street stardom, but thanks to Timothy LaJoice and his band of friends, it is better than ever


september2016 | RPM Magazine

www.rpm-mag.com | september 2016



’m not sure Lee Iacocca at Ford management would have understood the impact the Mustang would have on racing this far into the future. The branding logo itself— the

Mustang horse in stride—is as notable as the original Ford V8 emblem which came decades earlier. Many people have taken credit or implied their involvement in the development of the

name “Mustang”, but it’s obvious it comes from the Spanish word mesteño or monstenco meaning “wild or stray” for this feral Native American horse. And this definition seems to be

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www.rpm-mag.com | september2016



REPPIN’ FOR THE MOTOR CITY Hays is proud of where he comes from, works at, and plays at. The city renowned for building “Detroit Muscle” is his heritage.


september 2016 | RPM Magazine

FOXY BODY Alex Hays’ 1992 Mustang LX awaits the morning’s competition. The arrow-straight body is covered in “Hays Racing Green” applied by Carl’s Custom Concepts and it flips li e a candy color. the perfect fit for Alex “The Calypso Kid” Hays and his all-motor Mustang. We first came upon this car at the 2015 Yellow Bullet Nationals when Hays put this machine on the bumper, which is definitely a good way to grab attention at a drag race. One look just wasn’t enough, though, so we had to see, and learn, more. That being said, the first thing we were educated on was that Hays actually runs an all-motor, also known as “naturally aspirated,” car in a power adder class. We find it fascinating that one would enter competition at what many would consider to be so much of a disadvantage: only being able to use the engine mechanicals at hand and not just “push” in more power via nitrous oxide or some type of forced induction. RPM Magazine caught up with Hays and his team again at Cecil County Dragway some 550 miles from his home in Canton, Michigan where he was to compete in the Ultra Street class at the annual “Takedown” event Memorial Day weekend. Al-

ex’s crew for the event, albeit a bit lighter than normal, consisted of his father Pat Hays (Crew Chief), Bill McNabb (Assistant Car Chief) and Tommy DeLago (Assistant Crew Chief). That name may sound very familiar as it is “The” Tommy DeLago of Kallita Motorsports and Crew Chief of the Tequila Patron Top Fuel Funny Car driven by Alexis DeJoria. Alex and his father set aside some time to sit with us and talk about this high school street car turned fullon badass race car. Michigan can be a harsh place to drive, so to decide that your first car as a sophomore would be a 1992 bone-stock stick shift Mustang LX, you gotta know what you are getting into. Alex describes himself as a Mopar guy yet his family is all Ford—two generations to be exact, uncles, grandfather and so on. It’s a basic right of passage to modify your street car, so Alex’s Stang went into the typical modify, destroy, and make better at each step phase starting with the replacement of the original 302 engine with a 340hp

www.rpm-mag.com | september2016



HATCHED It’s not often you see a car at this level with the ultra-heavy stock hatch including glass. Surprisingly, it is weight in the right place and serves as a “free” ballast. crate motor. Tired of staying naturally aspirated, Alex bolted on a Vortech S Trim supercharger tuned to a healthy 497 hp at the rear wheels by none other than Donnie Walsh, Jr. at Walsh Motorsports of NMCA Pro 5.0 and NHRA Pro Modified fame. This power, as most would guess, led to the end of his transmission after five years in service running 10.40s at 130


september 2016 | RPM Magazine

mph on pump gas. Alex decided to move into full racecar mode with the Mustang, crediting his need for a fix for his competitive nature for the new direction. Although he loved sports, admittedly he couldn’t find the right fit and knew that his love of cars and racing was a similar way to challenge himself. Alex ran the “All Motor” heads up series at his home track

of Milan Raceway, just happy to make the field running 8.80s with a Phil Harper and Scorpion/ Ilmor 358 ci Ford motor making 930+ hp on guts alone. Ilmor is known for its involvement in all the highest forms of engines, from Indy to offshore racing. In 2010, though, Alex retired the ’Stang and took some time to work on his education, earning

www.rpm-mag.com | september2016


WHEELS UP The 6,000 RPM launches are ear-splitting from this high-revving big block. The tires perfectly wrinkled means all was working well and put Hays in rounds for the day. Out back, Strange shocks wrapped in Knight springs suspend the massively braced Team Z Motorsports 9-inch rear that is a tight fit etween the stock framerails. his degree in nursing which led to his full-time job as a registered nurse working at Detroit Receiving Hospital. During this time off rom racing, Alex had been watching the progression of classes he could now participate in. Reigniting his thirst for power, the Mustang was called back to duty to explore these new opportunities. He knew one thing right off he top: the engine he had was not going to cut it in a power adder class and was sold for the purchase of Butch Kemp’s 585 ci big block Chevy in 2014 with plans to run in various heads-up venues both local and abroad. The transformation into this mixed-breed Mustang didn’t stop with the Chevy big


september 2016 | RPM Magazine

block install though. Actually, not even close. Alex’s Fox body platform renovations included involving Michigan’s own Skinny Kid Race Cars who were called upon to bring the car up to 25.5 chassis specifications. The complete makeover started with removal of the old cage and fabbing in a new chrome moly chassis of Skinny Kid design. This would include their Outlaw K-member designed to keep the engine lower in the chassis, both front and rear aluminum engine midplates, and the custom “stock style” suspension rear section modified to the standards needed to get the soon-to-be mega powered Fox body down track on the straight and narrow.

NATURALLY WILD YOUNG GUN At 26 years old, Hays is one of the most notable new drivers in the newly-formed “Ultra Street” ranks, which is a highly competitive class full of high-caliber machines.

www.rpm-mag.com | september2016


NATURALLY WILD RAT IN A FOX’S CLOTHING The estimated 1,350+ HP Uratchko Racing Engines 585 big block Chevy can spin upwards of 9,000 RPM easily, and is nestled neatly in the show-worthy engine bay. Lightening the car while maintaining that clean, stock body look was next on the list. With most of the chassis done, time was spent stretching the rear wheel wells to fit a 29.5 x 10.5 tire and Mickey Thompson 275 Pro drag radial, and Motor City Solutions fiberglass doors, Outlaw 6-inch cowl hood, and Outlaw front fascia were installed. Skinny Kid Race Cars finished off the rear metal work with a custom built aluminum spoiler and spill plates and Carl’s Custom Concepts in Clinton, Michigan took care of the “Hays Racing Green” paint—a derivative of the Ford Medium Calypso Green that was the original color

of the car as bought in 1992. Mustangs are well known for tearing out torque boxes; Skinny Kid solved that problem with their reinforced torque boxes and also installed their own anti-roll bar out back. Team Z Motorsports upper and lower control arms were also installed to help hook the Mustang. A Rossler Turbo 400 filled with Coan planetaries, a billet valve body, Reactor billet aluminum flexplate and Neal Chance billet aluminum torque converter were used, and a Dynotech aluminum driveshaft makes the connection to the braced steel Ford 9-inch rear housing. Wayne Henderson (known for his Pro

HANGIN’ THE HOOPS Launching hard, Hays yanks the tires to the 60foot beams netting him a record for big block Ultra Street cars at 1.07.


september 2016 | RPM Magazine

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CLEAN COCKPIT The tight confines of the oll cage is where Hays does his job. Craftsmanship on this car is impeccable. Sparse, yet completely functional, the array of ignition components and electricals is a tight total package. The Racepak dash, MSD ignition, Grid controller, and Speedwire fuse/relay array were wired by Loose Ends wiring.


Stock experience) at Indy Gear prepped the 9.5-inch aluminum center section filled with a super-secret gear ratio of lightened gears plus a titanium yoke and spool. Strange 40-spline gun drilled axles roll on Microblue ceramic bearings. The “all-motor” car engines have this at first glance simplicity that is deceiving at best. Pulling this much power out of an engine and keeping it alive takes extreme

precision and forethought in extracting both horsepower and torque on true atmosphere alone, thus the sparse engine bay is a stark contrast to power adder combinations. Power wise, Alex mixed up his breed with the acquisition of a former Texas Pro Stock record holding 585ci big block Chevy; diehard Ford enthusiasts are gasping. Chris Uratchko Racing Engines got the nod to freshen up the soon-to-be screaming engine

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ALEX HAYS’ 1992 FORD MUSTANG LX SMALL TIRE OUTLAW DRAG CAR Chassis Type & Mods: Skinny Kid Race Cars (SKRC)-built 25.5 moly chassis with SKRC aluminum engine and mid plate. Suspension & Brakes: FRONT: SKRC Outlaw front K-member. SKRC A-arms, SKRC Stiletto rack and Projack outriggers. SKRC caster/camber plates, Strange GT spindle-mount struts. REAR: SKRC-reinforced torque boxes, Team Z Motorsports rear upper and lower control arms. Strange double-adjustable shocks. Knight springs. SKRC antiroll bar. Body & Paint: Motor City Soulutions (MCS) fiberglass doors. MCS fiberglass fascia and MCS Outlaw hood. SKRC rear spoiler and custom spill plates. Stretched rear quarters to fit a 9.5x10.5 tire. Paint and body by Carl’s Custom Concepts. Custom mixed Calypso Green paint. Powder coated wheels by OC Customs. Engine: 585 ci big block Chevy (former Texas pro stock record-holding motor). Dart M 9.8 block, 4.375 stroke, 4.625 bore. BMF 330 heads prepped by Slick Rick Racing Heads, Houston, Texas. Custom Jesel stud-mount rockers with custom 1-piece stands. Jesel front-mount distributor mount. Moroso Super 40 wires. Moroso dragster pan modified by Naiser Racing for dry sump setup. Moroso 5-stage dry sump mandrel system with Stef’s dry sump tank. Meizere electric water pump. Rotating Assembly: Callies billet crank, GRP aluminum rods, and Diamond pistons. Induction: Bob Book 4500 billet Dominator carb with billet spacer. Profiler Sniper intake ported by Slick Rick Racing Heads. Electronics: Racepak V300SD, Racepak UDX dash, MSD PowerGrid contoller and ignition box. MSD crank trigger, MSD coil and distributor, Speedwire control panel. Turbo Start 16V battery. Wiring by Loose Ends Wiring. Transmission & Converter: Rossler Turbo 400 with Pro Brake. Neal Chance billet aluminum converter. Billet aluminum fl xplate. Diff rential: Team Z Motorsports 9.5-inch housing. Strange Pro HD third member prepped by Wayne Henderson at Indy Gear. 4.30 Strange gear and Strange 40-spline gun-drilled axles. Dynotech driveshaft. Strange steel Pro Drag brakes. Performance: 7.88 @ 171.80 mph (quarter-mile); 4.91 @ 141.73 (eighthmile).


september 2016 | RPM Magazine


DRAGGIN’ THE BUMPER Hays pulls a massive wheelstand in the Mustang, baring its underpinnings for all to see. -Damon Steinke, E3xtreme photo


based on a Dart cast iron Big M 9.800 deck 4.375 stroke 4.625-inch bore block. A Callies billet crank spins Carrillo billet steel rods and custom Diamond pistons riding on Clevite Tri-Armor bearings. The block accepted a custom 55 mm camshaft of concealed lift and duration by Chris Uratchko mightily pushing the Jesel .937 lifters and Trend pushrods up to the much-massaged BMF 330 heads by Slick Rick Racing Heads in Houston, Texas—best known for being the first conventional 24-degree head to flow 500 cfm. Under the valve covers, a custom Jesel shaft ount rocker system is

employed to actuate a set of their steel rockers on one-piece stands. A powder coated black Profiler Sniper cast intake ported by Slick Rick is topped off with a billet BRX 4500-series Dominator on top of an added HRE billet spacer. This heavy breather is fed copious amounts of 116 octane VP Racing Fuels Q-16 blend via a Product Engineering fuel pump and regulator from a five-gallon fuel cell. Fabricated stainless steel 2-inch primary tube headers step to 2.25-inches and then up to 2.5 before merging into stainless fourinch collectors and out into Vibrant muffler inserts. All of this mechanical


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NATURALLY WILD beauty rests inside the clean confines of the engine bay finished in the custom body color. Ever wonder what a pass feels like in a high powered all-motor small tire brawler like Hays’ Stang? First, Alex enters the rather sparse stock appearing interior and is tightly strapped in with a 5-point harness. He checks all systems via his Racepak UDX dash panel that receives info through a Racepak V300SD Data Recorder reading from a multitude of sensors. In the lanes, the car is fired up with a quick squirt of fuel. Prior to this, any small adjustments were made via a laptop as the general tuneup is handled with data they already know, very little of which would be tweaked at the last minute, aside from possibly engine timing. Alex then rolls into the water box, sets line-lock pressure and begins a 2-3 shift ,000 to 7,500 RPM burnout across the starting line. Turning on the transbrake, he reverses and Amber Milton (his girlfriend) takes over via the team communications and guides Alex back to his father Pat Hays who brings him three to four inches from the beams, where Alex will clear out the motor once more and light the top bulb on the tree, all while monitoring all pressures and temps. The data logger is turned on from outside the car as Alex brings it to 2,300 RPM, then mats the loud pedal held back only by the transbrake to 6,000 RPM. The car responds, hitting the tires hard at the release of the transbrake and begins to carry the front wheels, just tickling the track as he experiences the g-forces of the 1.07-second launch to the 60-foot mark. An air shifter controls all shifts


around 8,900 RPM, finishing his pass at a screaming 9,000 RPM as he deploys the parachute and then gets on the brakes. Hays’ best elapsed time to date on his “old” setup was 4.821 at 144.80 mph to the eigth-mile and stretching out the back end to 7.88 at 173.80 mph in the quarter. This kind of preparation, dedication and teamwork has netted Alex “The Calypso Kid” Hays a resume similar to that of a veteran racer, though he’s only been racing a mere 12 years. His accomplishments include: the 2015 Yellow bullet Nationals #1 Ultra Street qualifier, 2015 Shakedown At The Summit #1 Ultra Street qualifier, 2015 No Mercy 6 #2 Ultimate Street qualifier, Xtreme Outlaw series Ultra Street winner and the quickest big block 60ft n Ultra Street/Ultimate street competition. Alex tells us that he will continue to run the many Outlaw series’ that his car is legal to run, however, the relatively new Ultra Street class is his prime target. Hays notes emphatically that none of this could be possible without all the people who supported him: his mother Robin Hays and father Pat Hays, Dave Dimitri, Keith Engling (Skinny Kid Race Cars), Dave Zimmerman (Team Z Motorsports), Don Walsh, Jr. (Walsh Motorsports), “Mean Dean” Marinis, Steven Auglis (The Racing Vids), Butch Kemp, Chris Uratchko, Bob Book, Slick Rick McConathy, Dave Trott (PSI Springs), Nick Jidas, Steve Seregny, and Tommy Jenkins.

september 2016 | RPM Magazine

STAGE ME, POP Crew Chief and father Pat Hays gives Alex the measurements as he pulls into the beams prior to making another pass.

www.rpm-mag.com | september 2016


story and photos by

Toby Brooks RULE THE


september 2016 | RPM Magazine



t started as an ordinary day. In August of 2015, Export, PA residents Adam and Andrea Britz awoke to a normal, happy life. The world was a safe and predictable place. It seemed as though the couple had plenty of time to accomplish all they dreamed of—but in due time. For now, though, “living life” meant making conservative financial decisions and planning for that future. However, by day’s end, the definition of “normal” would change dramatically. While on a golf cart, Andrea was ejected from her seat and sent hurtling to the ground. In an instant, that safe, secure, and assured future lay in doubt just as Andrea lay motionless at the scene of the accident. The fall resulted in

a broken neck, emergency transport to a trauma center, a highly involved spinal fusion surgery, six weeks in the hospital, and another several months learning to walk and use her left ide again. Not to mention a terrifying brush with what could have been. “The accident forced us to re-evaluate what really mattered in life,” Adam reflected. “Having been involved in drag racing and hot rods most of my life and a longtime subscriber to RPM, I came across an ad for the National Pro Street Association. I knew then that I had a long-dormant passion from the ’80s rekindled. Finally pro street was back and we wanted to be a part of it!” he added. The first step was to find a suitable starting point. Adam found a 1960 Ford Falcon on RacingJunk that had been built by

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www.rpm-mag.com | september 2016


BIRD OF PRO STANCED AND SPARKLING The UTP Race Cars full tube chassis helps the classic Ford sit just right, and the unique VW blue with Ford green tear-away graphics really pop in the sun with an ultra-fine metalli


september 2016 | RPM Magazine

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND UTP Race Cars and Street Rods as a nostalgia pro street competitor owned by Brian Hable, but Hable mothballed the Ford after the closing of the series. When Britz discovered the car online, it had been stored for years and had already been converted over to full time strip duty. “We struck up a deal and purchased the car. When we got it home, we immediately pulled the driveline and all the electronics and started the transformation back to street warrior,” Adam said. The original anemic 144 ci mill had long since been jettisoned for more power. In its old home, Britz opted to mount a 521 ci big block Ford he built himself. Starting with a

Ford block, he employed a Scat stroker crank and Eagle rods along with 14:1 compression Diamond pistons. A custom-ground Bullet mechanical roller camshaft was specified to manage the intake and exhaust valve action, and a pair of Ford Motorsport aluminum Cobra Jet heads with ARP studs and Scorpion roller rockers were used, as well. A Kaase oil pump was selected to labor within the spacious confines of a 9-quart Moroso pan to keep the big Blue Oval bullet well lubed, and a CSR billet electric water pump has been paired with a custom aluminum radiator to keep things cool. MSD electronics were employed, and Britz rewired the entire car himself along the way, too.

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BIRD OF PRO EASY ACCESS The Falcon features an incredibly well-executed fi erglass front clip, including a lift-off h od and a nose that can be pulled off in a mat er of minutes, providing Britz a better look at the big Ford he built himself. The 521 sports 14:1 Diamond pistons and is plumbed for a healthy dose of NOS nitrous...although Britz has admitted he already has the boost bug. Plans are in the works to boost the blue Bird in the future.

Up top, an aluminum Edelbrock Victor 460 intake has been crowned with a thirsty Holley 1150 carb that is adequately supplied by a Magna Fuel electric pump. The intake has also been outfitted with a direct-port NOS Fogger system with a progressive controller

capable of throwing up to an extra 400 ponies to the rear meats. Expelled gases are routed through a set of custom fabricated collector headers, 4-inch tubing, and stainless Borla mufflers. Backing the big Ford is a Ford C6 three-speed trans-

mission setup with a manual valve body and a 5,500 rpm stall converter. A custom chromoly driveshaft sends the power to the rearend, which consists of a ChassisWorks Fab9 housing that has been completely ceramic coated before being equipped with nar-

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september 2016 | RPM Magazine

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ADAM & ANDREA BRITZ’S PRO STREET 1960 FORD FALCON Chassis Type & Mods: Alston mild steel full tube chassis by UTP Race Cars. Suspension: FRONT: Mustang II suspension with Strange doubleadjustable shocks and Hyperco springs. REAR: Alston 4-link with Strange double-adjustable shocks and Hyperco springs. Body & Paint: PPG basecoat/clearcoat Volkswagen Techno Blue with custom Ford Shamrock Green tear-away graphics. Prepped by UTP Race Cars and Street Rods. Engine: 521 ci big block Ford assembled by owner. 4.390 bore/4.30 stroke, fully blueprinted. Ford Motorsport aluminum cylinder heads with ARP studs and Scorpion roller rockers. Kaase oil pump and CSR billet electric fuel water pump. Rotating Assembly: Scat stroker crank with Eagle rods and Diamond 14:1 compression pistons. Induction & Fuel System: Edelbrock Victor 460 intake with Holley 1150 carb and K&N filter. MagnaFuel electric fuel pump. Power Adder: NOS direct-port Fogger system with progressive controller. Electronics: MSD 7AL2 Plus. Exhaust: Custom ceramic-coated headers with 4-inch tubing and stainless Borla mufflers. Transmission & Converter: Ford C6 3-speed trans with manual valve body and 5,500 rpm stall converter. Diff rential: ChassisWorks Fab9 housing with Strange 35-spline axles and Pro Gear 4.30 gears. Best Performance: Passes pending fall of 2016 (new build). Special Thanks: “Jacob Hempel and “Big John” Litz for assistance in the build. Hemphill Racing Engines for machine work on the engine. Last but not least, my wife Andrea for supporting and helping with my hobby.”


september 2016 | RPM Magazine

Ordinarily a photographer fights o stay OUT of the refle tion, but the fact that the Falcon sports a fi erglass front bumper that shines just like chrome makes it worth showing off

IN THE DETAILS Small touches like these cool little falcon-themed door lock pulls show the Britzs’ attention to detail found throughout the build.

rowed Strange 35-spline axles and a Pro Gear 4.30 gear set. Although the heavy lifting on the chassis had already been completed at the time of purchase, Britz still made it his own before slathering it with a flawless coat of PPG VW Beetle Techno Blue, also found on the Ford’s exterior. UTP Race Cars utilized a mild steel Alston tube chassis kit as a starting point. The frame sports Mustang II spindles

with Strange double adjustable shocks and Hyperco springs on a coilover setup up front, while the Alston 4-link suspends the rear on matching Strange double-adjustable shocks and Hyperco springs out back. Wilwood disc binders have been employed on all four corners, while a Strange master cylinder has been plumbed with hand-bent stainless lines throughout. A set of

polished Billet Specialties Street Lite wheels round out the killer pro street stance, with 15x3s rolling on Mickey Thompson Sportsman SR tires up front and matched-style but ginormous 15x14s with fat-n-sticky 31x16.5-15 Mickey Thompson ET Street R tires out back. Hable and UTP had already prepped and painted the car, spraying down a contemporary color combo with a classic pro street twist.


www.rpm-mag.com | september 2016



RECLAMATION PROJECT The former strip warrior’s transformation is nowhere more obvious than in the interior and trunk, where a full tweed cockpit has been installed around the body-color mild steel cage. Britz even commissioned a replica of the original door-mounted VIN tag to prove it is a legit titled and plated street bruiser these days. A polished fuel cell supplies the MagnaFuel pumps in the super sano trunk.


september 2016 | RPM Magazine

The PPG basecoat/ clearcoat Techno Blue was chosen from a Volkswagen Beetle color palette, while the tear-away Shamrock Green is a Ford factory color. You probably couldn’t tell by looking, but the front clip is an expertly prepped fiberglass replica with a Dzus-removable hood. The entire nose can be removed in a matter of seconds, which is clearly a huge plus when servicing the car. However, due to masterful prep work, it is devoid of the waves, hairs, and other blemishes often seen in a lightweight frontend. A fabricated rear wing and single drag chute round out the exterior modifications.

With the Street Machine Nationals looming large, Britz turned his attention to the interior of the build, hoping to debut the car at the 2016 Nats. Inside, the car shows its drag race roots, but has all the refinements you’d expect to see in a modern street rod. A full tweed interior covers much of the surfaces, and the custom embroidered seats have been equipped with 5-way harnesses to keep occupants comfy and secure. Climate control comes in the form of an opened vent window or power factory glass side windows, and sounds are courtesy of Ford via Borla exhaust. Auto Meter gauges, a Grant

www.rpm-mag.com | september 2016


RIDIN’ RIGHT The Falcon sports a wicked low-slung stance thanks to a custom Mustang II suspension with Strange coil overs up front and a fully ceramic coated Fab9 rear on an Alston 4-link out back.


september 2016 | RPM Magazine


PROUD TO BE PRO (STREET) Adam & Andrea Britz stand beside their smooth Ford Falcon at the 2016 Du Quoin Street Machine Nationals.

steering wheel, and a B&M shifter round out the cockpit refinements. The trunk has also been upholstered to match and sports a polished NOS nitrous cylinder and a lightweight 16-volt battery. By the time the car was near completion, Andrea’s intense physical therapy had paid off nd she was able to assist with the interior work. Not only did the Britz crew get the car done in time for the 2016 Street Machine Nationals, the little Ford was a smash sensation. Social media lit up with pics of the hot new build, and by Sunday, it had garnered a prestigious Legends’ Choice award, selected by past pro street heroes. “It was mind blowing,” Adam gushed. “Between the award and a feature shoot from RPM, we couldn’t have asked for anything more,” he concluded. Plans for the future include definitely taking the new build out for some passes and seeing what it can do in its current configuration. Beyond that, Britz is considering possibly squeezing in a twin turbocharged or ProCharged 600-inch Ford mill and setting the wicked little bird even MORE on kill. In the meantime, we can all learn a valuable lesson from Adam and Andrea Britz: live out your dreams for today, because tomorrow is never promised. And while the circumstances surrounding Adam and Andrea’s purchase of the car were nearly tragic, the end result couldn’t have been sweeter.

www.rpm-mag.com | september 2016



>>You know what they say... everybody’s got one story and photo by





september 2016 | RPM Magazine


hile I want to believe that our gearhead community is filled with caring, hardworking, trustworthy, and considerate people, truth be told it is getting progressively worse. The days when you could open your hood in front of a fellow gearhead and get nothing but polite and positive comments has long gone. Everyone seems to have something better, and they are all too eager to educate you just to boost their ego. It also breaks my heart to hear more and more stories of things getting stolen from the pits while the driver and their car are in the staging lanes. The ongoing wars between having a car that is naturally aspirated, blown, turbocharged, nitrous injected, small block, big block, billet block, Merlin Block,

Dart Block, are just the tip of the iceberg. The controversy includes small tire or big tire, radial or slick, foot brake, transbrake, Powerglide, Turbo 400, delay boxes, bump boxes, and our favorite: what is or is not a street car. Regardless of the topic, the debates go on and on. A little over a year ago, I took my car to the track to test and tune, but more importantly, to have some fun. There was a lot going on in my life, and to top it off, my mom’s health was on the rapid decline. A day at the track was just what I needed to escape the world and re-ignite the stress-free little boy inside of me. I enjoyed the dozen or so people who stopped by my pit and complimented me on how nice the car was. I rolled out the red carpet for these people,


opened my hood, let children sit in my cockpit and answered every question they had. I remember being that kid as I drooled in the pits at Englishtown Raceway Park back in the day. I promised myself one day I, too, would have a cool car to race and bring to shows. Looking back on that weekend, the same did not apply to many of my fellow racers. I’m a kid at heart and love just about anything that someone brings to the track. I had a blast talking to a guy who brought an eyesore of a Honda Civic (might I add that it was bone stock and barely made the 25-mile journey just to race). Nonetheless, this was someone’s race car, and I totally admire and

respect him and everyone else who does this. I listened to him as he explained the plans he had for his car. While he was talking, his face lit up and there was a sparkle in his eye. I told him we were not so different. He gave me a perplexed look and asked what I meant. “Your car is beautiful and it is done,” he said. I told him yes, it seemed that way and went on to explain the vision I had for the future of my car. He gave me the head nod that only a guy can give another guy, and a fist bump that said it all. Two cars behind me in the staging lanes, guys were laughing at him and his car. I’m sorry, but that disgusts me! Newsflash—not everyone goes to the track to show off a 100K piece of art. Not everyone goes to the track to dominate and set


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SHOP TALK A more positive atmosphere than the vibe during our visit to a local Hardees cruise night in VA in 2015 would be hard to fin . Street machines, hot rods, muscle cars, imports, trucks, you name it, they had it, and the talk among them was great to witness firsthan .


september 2016 | RPM Magazine

track records. Some of us, like me, go to the track because it’s medicine for the trials of life. It makes a week of hard work seem worth it. It beats dreaming about it and watching it on TV. Like I wrote about in a past issue, it beats the alternatives that trap most of us: pool halls, sports bars, strip clubs, or even worse yet… THE COUCH! There was a group of guys who brought their import cars that day. There was also a group of guys who brought snowmobiles, 4-wheelers, and a vast array of motorcycles from stock Harleys to fullblown pro stock bikes. As I sat in my car watching it from the confines of my roll cage, it reminded me of the cliques you would find in high school. Instead of the jocks, smokers, nerds, and gearheads, we had expert bracket racers, nostalgia cars, imports, bikes, American bikes, and guys just trying to do a burnout and have fun. Sadly, these groups all stayed to themselves. I

made it a point to visit every group and admire their rides, but more importantly, their story. The day also had its share of old-school gearheads like myself who were simply happy being at the track. One of my buddies invited a young racer to sit inside of his 9-second ’69 Chevelle. He encouraged this young racer and steered him in the right direction with what to do next to his car. Another experienced bracket racer watched me launch a few times and offered to line me up and assist me with the burnout and launch (the track catered to the bikes that day and had us line up out of the groove

The drag race pits on a Saturday night might find you beside a 16-year-old with his dad’s stock mini van...respect the effo t that they put in to be there. Your kindness may help them to carry on the tradition.

Shows are a great way to see what else is out there in the world of cars, and a fantastic opportunity to open your mind to diffe ent things.

at the starting line). His advice was priceless and the world needs more of these people. When it comes to a car show or the racetrack, we all share one common bond. That bond is the car! It should not matter whether it’s a Chevy, Ford, Honda, Mopar, trophy class, pro class, pro mod, weekend warrior, or the 16-second Honda Civic that’s someone’s daily driver. Every car and everyone has a story. Give someone a chance to share their story with you and watch for the sparkle in their eye to light up. For a brief moment in time, the stresses of life vanish. Cars have that power over us. I have it so

bad that I can simply walk into my shop and squeeze my way into my racing seat. Once I close the door, the world is a better place. I feel sad for the people who need drugs or alcohol to escape from the stresses of life. So I ask you all to do your part and to compliment instead of criticize. Encourage instead of putting down. Share your knowledge from the heart and not your ego. In closing, I will share a phrase that is very appropriate and sums this all up. “Why can’t we all just get along?” Until the next time, keep wrenching!

www.rpm-mag.com | september 2016






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september 2016 | RPM Magazine

S story and photos by

Tabitha Sizemore

ometimes referred to as “The Gentlemen’s Muscle Car,” this stunning Plymouth GTX undoubtedly fi s the bill—with its looks anyway. Clean and refined, this stylish ’68 may appear to be civilized, but don’t be fooled. This knock-out is a bad boy, in a suave sort of way. A labor of love, Larry Boyd’s Plymouth maintains a perfect balance of polish and performance, and above all, remains true to its Mopar roots.

This beautiful B-body was a restoration based on trials and tribulations, and is a culmination of several years of blood, sweat, and tears. “I looked at several Mopars before buying the GTX. I travelled from Iowa to Ohio, and Michigan to Kentucky and every single one I looked at seemed to be in extremely rough condition,” Larry shared. Boyd had almost given up hope on his treasure hunt, when he discovered a friend that just happened

to have a Plymouth, and you will never guess where. “I was talking with a buddy who said he had a GTX in a storage container…two blocks from my house!” Almost fluffing it off s probably just another basket case that wasn’t worth the fuel in driving to look at, Boyd gave it some extra thought and decided to go have a look. After all, it was only a few blocks away. The thing is, that a cache found in a storage

www.rpm-mag.com | september 2016



NOT YOUR EVERYDAY RIDE It’s rare enough to see a Mopar running the streets let alone the strip, but a turbocharged big block GTX is one in a million.


september 2016 | RPM Magazine

container sounds to be the lead up to one of those once in a lifetime to-good-tobe-true finds, which in the real world don’t come along too often. You know the one: that hidden treasure that so many gearheads long to find. Boyd satisfied his curiosity and

went to have look. It definitely was not that intact, pristine muscle car just waiting to be snatched up by a new owner who would lovingly restore or rebuild it. No, Boyd wasn’t so lucky. Instead, his discovery wasn’t quite so well-preserved, but,

since he had already been to see cars in far worse shape during his quest, he bit the bullet and purchased the ’68 from his buddy anyway. Project cars can come in various states of demise, so how bad was Boyd’s, really? “It was funny, because the first tow

www.rpm-mag.com | september 2016


truck driver called me an idiot for buying such a heap,” chuckled Boyd. And then, as they say, it waterfalled from there. “When I got it home and cleaned it out, it was even worse than I thought. Every panel, except the roof and the doors had to be replaced. The original owner had left a rug in the trunk that had rotted it through, and the headliner had fallen and rotted the floors.”


Boyd had originally purchased the car in 2003, and the restoration of the Plymouth took four grueling years to complete. Despite the disastrous condition, he dug in and kept forging ahead, determined to get the car finished. “With help from family and a really good body guy, Jay Melenda, it slowly started turning back into a car again,” he added. Anyone who has been through the

september 2016 | RPM Magazine

struggles of a project car knows just how easy it can be to want to throw in the towel at some point. Most times, the feeling comes on a lot more than once throughout the course of build. One click on any of the many “for sale” websites and it is quickly evident how many partially-finished hot rods are up for grabs at different stages of development. Out of money or out of heart, time and effort can take its toll. Boyd

BOOSTED B-BODY BIG BOOTY Boyd runs Quarter Max ladder bars on the spacious Mopar.

WIDE ANGLE REQUIRED This head-turning ‘68 fills the lens quickly, and beautifully!

www.rpm-mag.com | september 2016



NOT SO MUCH A TREASURE HUNT Boyd found his Plymouth tucked away in a storage container, just a few blocks from his home, in disastrous condition.


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september 2016 | RPM Magazine

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CUSTOM MIXED The GTX sports a custom hue based off of an ori inal 2005 Kia Rio Blue color. The bumpers have been treated to carbon fi er hydrodip.

persevered, although he admits that he battled with the idea of surrendering on more than one occasion. “Several times I just wanted to quit and cut my losses. But I stuck it out, and the car just kept evolving. Now, I don’t think I’ll ever sell it,” shared the Indiana native. Boyd’s Plymouth is now a custom blue color, based off f the 2005 Kia Rio Blue, with some additional silver flake and just a touch darker. The sizeable Mopar is a looker, and not a common plat-

form to see creeping through the pits at a local drag strip. In most often what is a sea of fox body Mustangs, the spacious GTX is a sleek eye catcher and a welcoming sight, especially to the muscle car fan. At the outset, Boyd wanted to have a fairly quick street car after the restoration of the ‘68 GTX was complete and originally set some modest performance goals.

“My original plan was to have an 11-second street car that we would take to the track every now and then.” As most project cars that have anything to do with adding power go, those types of initial goals and ideas often spiral out of control, and two years later, the GTX took another turn. “With the help of my engine builder, Bob Mendez, it was a 10-second race car that

LARRY BOYD’S 1968 PLYMOUTH GTX SMALL TIRE GRUDGE CAR Chassis Type & Mods: Completely stock frame rails with a 12-point cage. Suspension: FRONT: Tubular upper control arms, Bob’s Pro-Fab coilover shocks. REAR: Quarter-Max ladder bar swith coilovers installed by Bob Mendez. Body & Paint: Custom blue that started as a 2005 Kia Rio Blue by Jay Melenda. Maintained by Jeremy and Jarret at Team VW. Engine: 451 ci low deck Mopar wedge. Parts compiled by Scott Brown and assembled by Larry Boyd. Indy heads and intake. Induction: CSU E85 blow through carburetor. Power Adder: 88 mm Precision Turbo. Turbo kit fabricated by Larry Boyd and Jeff cKernan. Electronics: MSD 7351 and AMS1000 for boost control. Transmission & Converter: 727 Transmission assembled and maintained by John Cope at Cope Racing Transmissions (CRT). CRT clean neutral valve body with second gear transbrake. Diff rential: Dana 60 with 4.10 gear.

www.rpm-mag.com | september 2016




we drove on the street every now and then,” recollected Larry. When Boyd started drag racing

he cut his teeth in bracket action and went with that for two years. Then, when Mendez built the next natural-

ly-aspirated motor, that went a best of 9.73 in the quarter-mile, he started 10.00 index style racing, and did quite well with that combination. The big body Mopar may have started out as a bracket car, but now

this stunning blue warrior is a familiar face around the No Time and Grudge Racing scene (and that’s why the engine info is so slim in our Tech Sheet). All it took was just one loss, said Boyd, and he was on his feet and

running to make changes. “I met the owner of US 41 Dragway, Tim Ringer, and he talked me into a grudge race, which I lost. The next day I was mounting a nitrous plate on the car!” Boyd wanted a rematch, and the next

The GTX has been completely reworked inside and out, with rotted fl orpans making way for new steel before the 12-point cage went in. A pair of racing buckets, a Hurst shifter, and a dashful of AutoMeter instrumentation round out the updates.

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september 2016 | RPM Magazine

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

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www.rpm-mag.com | september 2016



weekend they lined up again. ”I won that race,” Larry smiled. “And also made a good friend. I believe that race was a huge stepping stone to my Grudge racing today.” Once again, Boyd made a change and this time it was from juice to forced induction, and

the less-thangentle giant Mopar is now a boosted machine, with the 451 lowdeck Wedge now toting an 88 mm Precision snail. “Last year I was eager to try something new, so we made the switch to boost. With the help of Jeff cKernan, and a team of ‘tech advi-

sors,’ we totally re-fabricated everything and added the turbo. It has been a huge learning curve, but we’ve only been moving forward and I’m happy with the progress.” Boyd and McKernan constructed the entire turbo kit

themselves, and went to great lengths to keep the stock engine compartment intact. Backing the Plymouth’s mill is a 727 transmission assembled and maintained by John Cope at Cope Racing Transmissions,

and interestingly, a Dana 60 rearend resides out back. Talk about keeping your Mopar all Mopar! The frame is completely stock and a 12-point cage has been installed to stiffen things up and keep Larry safe.

BOOSTED EXPECTATIONS An 88mm Precision Turbo is huffing wn the throat of this Mopar. The GTX may have been known as The Gentlemen’s Car, but don’t be fooled—this Plymouth is not so pleasant to deal with! Boyd and friend Jeff Mc ernan went to great lengths to maintain the stock engine compartment.



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BOOSTED B-BODY WORK THAT B-BODY Top left: Boyd makes a pass at US 41 in June for GLUED, a star-studded no time race. Top right: The trans cooler is situated out back just behind the highly fortified ana 60 rearend—a pretty rare sight in a big power car these days. Bottom: left to right: Larry Boyd, Alex McKernan, and good friend and team mate, Jeff Mc ernan. Suspension wise, Boyd added front tubular upper control arms and Bob’s Pro-Fab coilover shocks. It’s no secret that these big Mopars need a lot of help in the traction department, so out back a Quarter-Max ladder bar set up was used with coilover shocks installed by Bob Mendez. Boyd credits the majority of the success of the Plymouth to his good friend Jeff. “This car would not exist in its present form without the help of Jeff cKernan. He’s been a great friend and an even bigger help in building this car. Many sleepless nights went into building the turbo


set-up, and he was right there for most of them.” Boyd also thanks all the guys who have helped with the tech advice and keeping him steered in the right direction. If you have the opportunity to scope out this head turning 1968 Plymouth GTX in person, you surely will not be disappointed. It is certainly worthy of a second look, and maybe a chat with Mr. Boyd. But don’t expect to get those engine or ET details anytime soon, after all, when you have a turbo’d Mopar that can run with the Foxes, you’d best keep it under your gentlemen’s hat!

september 2016 | RPM Magazine

www.rpm-mag.com | july 2016


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DUAL THREAT This turbo’d Hemi Cuda does double duty at the drags and on the street!

!!! 56

september 2016 | RPM Magazine

ust over 4,000 miles from here there is a whole movement of American iron: street machines, show cars, original muscle cars, drag cars, and even a pretty solid following of fast street/strip action going on. Mark Sheridan is part of that movement. Sheridan is driven. Driven in his work, in his hobbies and even his twin turbo Hemi Cuda is driven,

on the street! “I have owned the Cuda since 1985,” told Sheridan. The likable Brit bought it from a buddy, Colin Dowding, who owned it for a couple of years prior to him and bought it from another friend who owned it for about a year before that. So, as far as history goes, he’s got a pretty good handle on what the car has been through over the past 36 years.

As you can imagine, finding a 1971 Cuda is a pretty tough go in the United Kingdom, so having one available within your circle of friends just cut out the toughest parts of the project- actually finding one and then shipping it from North America to England. “I am now at the ripe old age of 57 and have been around cars all my life,” shared Sheri-

SHOWIN’ IT OFF Mark lights the hides at the track, running bonnetless for improved air fl w to the monster boosted Hemi.


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GET USED TO IT The view from behind reveals a chute that is a pretty obvious indicator that the ’71 is a strip warrior, but a keen eye will catch the full exhaust exiting out back to make it legal for street use.

dan. “My father was a mechanic who owned his own garage. As a young kid, I would pester him during school holidays to let me move his customer’s cars. A good family friend also used to race midgets and


UK hot rods, so I went with him to the track at every opportunity.” A trained toolmaker, Mark diverted into machine builds and did so for about 11 years, but stayed in engineering for a total of 40 years, providing

him with a very solid mechanical understanding. Of course, having friends who were into cars during his teens didn’t hurt and gave him his first taste of horsepower. Sheridan looks back and laughs now though, saying

september 2016 | RPM Magazine

that none of them constituted anything he would call a “real car.. “Colin, who I eventually bought the Cuda from, introduced me to my buddy Paul who was a true petrol head and we struck it off from there. With

DRIVEN LEGIT STREET/STRIP WARRIOR The Cuda hits the tires pretty hard off the sta t but really makes steam down track throwing down a best ET of 8.27 at just shy of 170mph in the quarter during the first ear out. And that’s AFTER over 20 miles of street driving!

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A BLACK IN A BLACK ON BLACK Yeah, it’s a Hemi…with twin turbos! The boosted Mopar mill under the hood boasts 572-inches of Keith Black-based power. Twin Exile ET-R 88mm turbos were used with all the pipework completed by Webster Race Engineering. With an intercooler and an ice tank mounted out back, Sheridan can be sure that the intake charge isn’t just boosted but also as dense as possible.


september 2016 | RPM Magazine

his 2.5L Daimler-powered Cresta and 383-powered Ford Pop, cars became a mainstay of my life—my first Yank being a 318-powered Dodge Challenger. This was my true introduction to Mopar and that Pentastar had a hold on me for life and the reason why some folks know me as Mopar Mark.” With the cars came the introduction to drag racing for Sheridan in the early 1980s as a spectator

mostly and doing the odd run-what-ya-brung night at the strip—that is, until the Cuda came into his life. A super-rare ride in today’s world, it was still pretty hard to find back then as it was an original 1971 car with the factory 383 engine and 727 automatic trans. The ar didn’t run when bought for the enormous sum of $750 and the intention was to get it running then turn it over for a few extra bucks. Once home,

it took Sheridan just a few days under the hood to get it running, but something came over him at that point as he decided it needed a little more pep. He treated the 383 to a new intake manifold, 4-barrel carb and a bigger camshaft. And, as you might expect, this soon turned into a complete rebuild. Luckily, the original body on the car has always been solid and rust-free, and it shows in the black

GRRRR... Nothing beats the look of a true ‘70s muscle car, and this Cuda is downright terrifying from any angle. While the bulging Dzuspinned hood gives some indication that some nastiness lurks beneath, a closer inspection reveals the subtle turbo inlets just behind the genuine 1971 Cuda grille insert just inboard of the the inner headlamps. The skinny Mickey Thompson Sportsman SR tires up front look great while helping to keep the fish ointed in right direction...that is when they aren’t being carried by another hard launch!

www.rpm-mag.com | september 2016


DRIVEN MARK SHERIDAN’S 1971 PLYMOUTH CUDA STREET/STRIP Chassis Type & Mods: Full tube chassis with funny car cage, tagged to 7.50. Chassis build is a combination of work from Andy Robinson (Andy Robinson Race Cars), Jon Webster (Webster Race Engineering) and the rest by owner. Suspension: FRONT: Strange GT aluminum struts double adjustable with Strange brake package. REAR: 4-link rear suspension with sliding link, double adjustable Strange coilover shocks. Body & Paint: VFN one-piece 1970 fiberglass front end, modified with 1971 Cuda lower lights, grill, & gills. VFN fiberglass trunk with Andy Robinson rear wing. Fiberglass doors with polycarbonate windows, fiberglass hood by Dale. Paint is straight 2 Pack Black. Engine: 572 ci Keith Black aluminum Hemi block, 4.500-inch stroke x 4.500-inch bore, Callies crank, Oliver 7.1-inch rods with 3.5 ARP bolts, CP custom pistons with gapped rings, Bullet cam driven by Jesel belt drive and Crower lifters. Induction: Hogan intake, Injector Dynamic ID2000 injectors, FAST 102mm throttle body. Power Adder: Exile ET-R Twin 88mm Turbos with Exile Carbon fiber bellmouths. Turbo mounting, mounts, intercooler mounting, pipe work, ice box, etc by Jon Webster (Webster Race Engineering). PTE 3000 water to water intercooler. Electronics: Full electronics by MoTeC, M800, E88 Expander, Motec CDL3 Dash. Tuned by Shane Tecklenberg / “Shane T.” Transmission & Converter: 2-speed Powerglide, JW aftermarket case, fully uprated internals, all parts supplied & built by Andy Frost. Neal Chance 10-inch bolt-together pro mod converter. Rear Diff rential: Ford 9-inch axle braced by Andy Robinson (Andy Robinson Race Cars) with Strange spool, Strange axles and Richmond 3.54 gear. Performance: 8.27 @ 169mph (1/4-mile) .

GONE FISHIN’ IN THE CUDA Mark takes on one of his fellow UK Street Eliminator racers and seems to be getting the better of him. paint now applied to it. Before it saw the most current paint, though, it went from “5-foot back black” to Vista Orange. Mark was then taking an interest in going faster, and with his friends’ help, he pulled the factory front seats in favor of some racing buckets, added a home -fabbed caged and eventually, cut it… HUGE PAUSE here! “Before folks get upset about cutting an original Cuda, the thing to remember is that muscle cars were not what they are now,” admitted Sheridan. “Believe

me, if I had of known, I would have bought more and stored them in original condition, but still cut up my car.” The eed for speed and lighter was getting stronger and stronger, so Sheridan went to a tube front end with strut suspension, rack and pinion steering, and fiberglass front end and doors. The 8 /4-inch rearend was swapped out for a 9-inch Ford and a homebuilt ladder bar

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WHERE ARE THE CUP HOLDERS? While everything about the interior of the car is race, two seats have been carefully figu ed into the equation for frequent street driving.


suspension with coil over shocks was also added. At the same time, parts were also being sourced for a 400 block B1 headed motor, and although the 9-inch was a good re-

placement out back, Mark wasn’t getting the benefit and wanted to go with a bigger tire. The uda was shipped off o Andy Robinson for a backhalf chassis to mate with the front end.

september 2016 | RPM Magazine

Due to working overseas, family life, young kids, etc. Sheridan never really used the car much, nor was he able to find the best that the B1 combo would produce at the strip.

His best was low 10s in the quarter, but transmission issues were common, which eventually led him to replace it with a Powerglide. By now, work was settling down a bit,

kids were growing up, and seeing the Cuda sitting there, knowing he’d maybe soon be able to use a bit more, Mark got thinking about some more power…I mean, who doesn’t

SPECIAL THANKS “I would have never built the car without Paul Hobby. One smart cookie, great welder and fabricator. Harry Palmer is a constant help in maintaining the car with me, and the camper and trailer. He’s my one man crew and looks after me at the track. Jerry Raymond and Colin Jeffries for their various help throughout the years. Andy Robinson Race Cars for his chassis work, advice and being a good friend. Jon Webster Race Engineering for his work on the turbo install and advice. Thanks to Andy Frost for answering my numerous questions in my early days of turbos and for the introduction to Shane. And to Shane Tecklenberg “Tuned By Shane T” for his tuning, his advice and for opening my eyes to the world of MoTeC, and letting me know how little I know!” -Mark Sheridan

www.rpm-mag.com | september 2016



GLIDING WITH HEMI POWER The heavily fortified ndy Frost- built 2-speed Powerglide trans with Chance converter has been instrumental in achieving reliability for Mark at the strip. For applying air to the waste gates, as opposed to using CO2, Sheridan mounted an air tank in the trunk with a small compressor supplying it.

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september 2016 | RPM Magazine


want more power, right? “The ext thing you know a Keith Black 572 Hemi with 14-71 blower and a huge EFI hat was on order through Tim Banning at For Hemis Only. I have to say, Tim was great and built me a stout street motor

which made around 1,100 horsepower and 1,000 ft/lbs of torque, and the car in full street trim ran a best of 9.1 at 150 mph,” told Sheridan. But— and there’s always a but—he still wanted more. “Although I had gone the blown route, and as far as I

am concerned nothing beats the visual look of a blown and injected Hemi, I still hankered for a twin turbo…which brings us right up to today.” It all kind of evolved slowly over the years for Sheridan, who admits he was heavily influenced for this

ONE COOL CUSTOMER Both fuel and intercooler ice are filled out bac , but the slick fabricated black intercooler piping snakes its way from the engine bay through the cockpit and back to the trunk. The size of the aluminum fuel cell lets you know this bad boy is a driver. Continued on page 76

www.rpm-mag.com | september 2016


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BUILT TO HANDLE AN ELEPHANT’S PUNCH Andy Robinson Race Cars built the back half of the tube chassis to mate with the front section that was added to the car a few years earlier. Robinson built the car to 7.50 ET specs and it features a 4-link/ coilover rear with sliding link.

build by the look of a black Challenger titled ‘Rolling Thunder’ in a magazine he would often get from the States. With the English pound versus the US dollar being strong in the ’80s, trips overseas to the States were affordable, too, so he would visit often to


witness firsthand the early street car finals, such as Orlando, Memphis, and the legendary cars of Monte Smith, Bernie’s Big Bertha, etc. which also had a big influence on this build. “Every time I finished a build or change on the Cuda, I’d say, ‘that’s it now,’ but it

never quite was. I really do think that I am at the point where the car is done now though.” “Th re’s loads of unique features on the car, some of which most people don’t even notice,” said Sheridan. “I love well-built cars with attention to detail and can spend two or

september 2016 | RPM Magazine

METICULOUSLY DETAILED Factory trim touches cover the car. A 1970 fi erglass frontend was purchased and then modified to become a ‘71, then worked to perfection to enable the black paint job to look as good as it does...and it does look amazing!

READY FOR TAKEOFF Fresh off a st eet cruise, Mark and his team prepare for the next task at hand… hitting the dragstrip.

NOT TOO SHABBY The best pass to date in only the first ear of competition was this 8.27 at just shy of 170mph.

three hours waving a bit of metal around deciding on how I will make a bracket based on its function and how it will look. And the bracket itself probably only takes about 30

minutes to make.” Today, Mark runs the twin turbo Hemi-powered monster on the street and at the track in the UK, competing regularly in the Street Eliminator Series.

“One of the most memorable experiences I’ve had with the car, aside from bringing it home after having just bought a house and thinking that I would never have the chance to

build it, has to be finally getting it to go down the track with turbo boost, running arrowstraight with good traction and running 8.20s!”

www.rpm-mag.com | september 2016



hen Bowie, Maryland auto glass technician Timothy LaJoice picked up this 1971 Dodge Demon for the bargain basement price of $400 in 2000, he had grand plans. “I’ve had this car in my head since I was 8 years old,” he said. And while the end result may be a 572-cubic-inch-fat-tired treat for the pro street enthusiast,


LaJoice admits that while that tender pre-teen pup might have seen the end product dancing in his mind back in the day, he certainly had no idea about what he’d have to endure to get there. Shortly after acquiring the car, LaJoice had it tubbed in 2001 followed by a fullblown tube chassis install in

september 2016 | RPM Magazine

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NO QUITTIN’ 2002. The car was painted black, however, the first of a series of life-altering events occurred in 2004, when a divorce rendered the build nearly dead as the car sat dormant. “After sitting for four years, Ted Walk from Walk Enterprises found a motor and we got going on it again,” LaJoice said. The excitement of the on-again/off-again project was quickly dashed when a work-related accident nearly took LaJoice’s life. The first time. By 2012, LaJoice had recuperated and was ready to finally see his dreams become reality. After joining Jerry Gary’s Pro Street Era Facebook page and enjoying new-found interest in big-tired street cars, he was involved in an incident when a still-unknown miscreant cut a brake line on the car, nearly destroying it and wounding the transmis-


sion in the process as LaJoice had no option other than to throw the moving car into park to avoid a disastrous collision. To make matters worse, the following week, when LaJoice took the car in to have the transmission serviced, it actually fell off he lift n the shop, severely wounding the front sheetmetal…not to mention Timothy’s motivation. A despondent Facebook post told the tale: LaJoice was ready to give up on his dream. However, after several encouraging messages to lift is spirits, a shop that agreed to help him fix the damage, and a new group of friends to see it through to completion, LaJoice decided to keep plugging away. And who could blame him? The car was already a great foundation for a noteworthy pro streeter. For starters, the full tube

september 2016 | RPM Magazine

chassis was constructed from mild steel with 2x3inch box main rails. The rear suspension incorporates a custom ladder bar setup riding on QA1 single adjustable shocks, while the front employs tubular upper and lower control arms with a Flaming River manual rack and pinion mounted aboard narrowed rails to help tuck the front track width well into the wheel wells. QA1 single-adjustable shocks control the bumps and a pair of factory discs slow the roll. Out back, the narrowed Chrysler 8 ¾-inch rear differential has been equipped with Strange 35-spline axles and Chrysler 4.30 gears. A pair of Strange disc brakes assist in stopping chores, and a pair of custom narrowed wheelie bars suggest that this Mopar means business. Rounding out the chassis mods, fabricator

RATS! NO ELEPHANTS ALLOWED. Although LaJoice admits he’d love nothing more than a big Hemi sitting between the fabricated panels in the engine bay, it just wasn’t in the budget. However, for a fraction of the cash outlay, he’s happy with the stout performance of his 572 big block Chevy “MoTie,” especially with the 14:1 compression and NOS Fogger nitrous system.

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www.rpm-mag.com | september 2016


NO QUITTIN’ Chris Checks updated the cage with a funny car setup for added protection and style. The car rides on a tricked out set of Weld Pro Star wheels that have been coated gloss black and adorned with a single green accent to provide a little old-school-meetsnew-school flavor. The 15x4 fronts have been shod with 26x6.5-15 Mickey Thompson tires, while the rotund rears measure 15x15 and roll on 31x18-15 Mickey Thompson SS/R meats. Paint and body and body on the car are remarkably clean and straight for a car that sits under the Maryland sky 365 days a year. That’s right…

this classic Mopar is no garage queen. It sits outside. Jeff Craves of Creations handled spraying duty for the basecoat/ clearcoat silver and charcoal two-tone that has been split with a subtle but effective hot green accent. Body mods on the Demon are minimal but work well with the car’s killer stance and clean lines. A Harwood fiberglass hood with aero scoop is available when LaJoice doesn’t feel like

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september 2016 | RPM Magazine




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NICE STANCE The mild steel tube chassis helps the Demon sit just right, and the narrowed Chrysler 8 3/4-inch rear just barely makes way for the Weld wheels and Mickey Thompson tires out back. Look at that fit




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www.rpm-mag.com | september 2016



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INSIDE THE DEMON The full cage was retrofit ed with a funny car setup by Chris Checks before being sprayed body color. Other interior appointments include AutoMeter gauges, a custom center console, a B&M shifter, in-dash DVD/navigation, and a pair of aluminum racing buckets.

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september 2016 | RPM Magazine


showing off is sano engine compartment (more on that in a sec), and a fiberglass deck lid has been fitted with an aluminum pro stock-style wing. A functional BMW GPS antenna, AAR grille, and custom valance with sinister green lighting up front round out the body tricks, and a wicked set of skull-infested true fire

flames were laid on the tinwork by Jamaican Steve’s Airbrush. That engine bay is the latest set of upgrades in the 16-year build, and undoubtedly the most controversial. Mopar purists are usually aghast to see a 572 ci Chevy Rat perched between the framerails, but LaJoice is unapologetic. “It was way cheaper to

build and own a Chevy powerplant compared to doing a Mopar,” he said. “I couldn’t afford a Mopar motor with the same amount of horsepower that this combo makes,” he added. Troy Wilson Chassis set up the swap, and the healthy big block was already well equipped to motivate most anything—in-

Chassis Type & Mods: Full tube mild steel chassis with narrowed 2x3-inch main rails. Suspension & Brakes: FRONT: Factory style independent front suspension with tubular upper and lower control arms, QA1 singleadjustable shocks, and factory disc brakes. REAR: Custom ladder bar suspension with QA1 single-adjustable shocks and Strange disc brakes. Body & Paint: Two tone basecoat/clearcoat metallic silver and charcoal gray with energy green graphic by Jeff raves of Creations. Fiberglass hood scoop and deck lid by AAR. Fabricated rear wing and custom valance with lights. Custom underhood graphics by Jamaican Steve. Engine: 572 ci big block Chevy with Brodix aluminum cylinder heads, Crower roller camshaft, and ARP fasteners. Rotating Assembly: Forged stroker crank with forged steel connecting rods and Diamond 14.0:1 compression pistons. Induction: Weiand Team G aluminum intake manifold with Holley 1050 Dominator carb. MagnaFuel electric fuel pump. Power Adder: NOS direct-port Top Sportsman Fogger system with two-stage controller. Electronics: MSD 7AL box with Pro Billet distributor. Exhaust: Custom 2 ¼-inch collector headers with ceramic coating. Dynatech fender exit mufflers with laser-cut stainless trim rings. Transmission & Converter: ATI GM Turbo 400 with reverse manual valve body. Neal Chance 4,000 rpm stall converter. Diff rential: Narrowed Chrysler 8 ¾-inch housing with Strange 35-spline axles and Chrysler 4.30 gearset. Special Thanks: Theo Holland and Bill Maus who helped get the project going, Jeff raves of Creations for paint, Ted Walk, Bill Minor, Ed & Karen Connell. Troy Wilson Chassis set the motor up. Bradley Gray, Bobby Starcher, and Darrin Andrews.

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www.rpm-mag.com | september 2016


NO QUITTIN’ cluding a Dodge. Starting with a Chevy block, a forged steel stroker crank was attached to 14.0:1 pistons via H-beam connecting rods. A Crower roller cam calls the valvetrain shots and sends orders up to the aluminum Brodix heads via chromoly pushrods. Induction for the mill consists of a Weiand Team G intake with a 1050 cfm Holley Dominator carb and a two-stage 400-horse NOS Top Sportsman Fogger nitrous system, also installed by Wilson. A Weiand aluminum water pump works with a Griffin aluminum radiator to keep temps under control, while an MSD ignition provides the spark. Spent fumes are routed through custom ceramic-coat-

ed 2 ¼-inch headers and dump through DynaTech fender exit mufflers dressed up by trick black stainless laser-cut trim. Backing the big Chevy-in-a-Dodge “MoTie” engine is a beefed ATI Turbo 400 trans with reverse manual valve body. A Neal Chance 4,000 rpm stall converter helps tame the rowdy cam profile and improve the car’s street manners. Inside, the Demon has been equipped with a full cage, pair of aluminum bucket seats, and 5-point harnesses to keep occupants secure, while Pro Comp gauges relay critical data. A B&M shifter has been mounted in a custom center console, and Grant GT steering wheel adds form with function in the black






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







september 2016 | RPM Magazine

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IN, AROUND, AND UNDER A narrowed 8 3/4-inch Chrysler rear has been stuffed with sho tened 35-spline Strange axles and a 4.30 gearset. LaJoice has updated the factory drums to Strange disc brakes since our photo shoot.

and gray interior. A loud Kenwood and Kicker Comp sound system provide audio entertainment when the fender exit exhaust isn’t quite enough. LaJoice credits the car with saving his life on more than one occasion, and he’s quick to thank a great group of friends who have helped along the way. “Theo Holland and Bill Maus helped get it going, and Jeff raves at Creations did the paint,” he said. “Ted Walk, Bill Minor, Ed & Karen Connell, Troy Wilson, Bradley Gray, Bobby Starcher, and Darrin Andrews were also instrumental, as well,” he concluded. While few among us can ever claim to own a car that is “done,” LaJoice is no different. He still has plans to keep crafting and refining his dream car into reality. With a convoluted and tumultuous history like this Demon has, the journey clearly hasn’t been easy. However, it sure has been an adventure. We’re just glad that tempting as it may have been at many times along the way, LaJoice kept plugging away. And as legendary football coach Mike Ditka once said, “You’re never a loser until you quit trying.” In that case, congrats on the win, Timothy!

www.rpm-mag.com | september 2016



IT’S ALL FOR THE story by

George Pich photos by


Tia Elizabeth and Judd Kennedy Photography

>>A car-show-turned-streetfestival invades, AGAIN!


he entire downtown of Brantford, Ontario roared to life July 23rd for the Second PowerFest Charity Car Show & Street Festival. Despite some opposition, organizers stuck to their guns and

september 2016 | RPM Magazine

turned a car show into a family festival for all to benefit three charities for children and were greeted with sunny skies, hot temps, and a slight breeze to take the edge off. “Some folks were against us having this show on a Saturday

over a Sunday,” said event organizers, “but once we got through to them that we wanted to work with the city and local businesses, not against them to make as much money for the kids as possible, we gained solid support from all corners.

1: The “Imagine 1969” combo rig of Jeff Billinger as too cool for words and included an ultraclean 1969 El Camino and equally sweet ’69 Camaro in tow.

Plus, having the show on Saturday allowed people to come from further away and stay to enjoy what this beautiful city has to offe .” Organizers were backed by this magazine’s RPM Kids First Foundation, which supports only events


4: Roger Grizzle brought this incredible 14/71 blown and injected pickup all the way from Texas.

3 2 2: In 2015, just weeks before the show, the PowerFest got hit with a surprise road closure due to construction of one of the main streets. This year though, Colborne street was open and vehicles of all kinds filled it with a s eady fl w of traffic all day lo . 3: This 1985 Mustang GT is the RPM Editor’s nephew David’s car. Word is he spent all week after work cleaning it up for the show… he’s only 19 years old!

www.rpm-mag.com | september 2016


POWERFEST 5: A nice 1967 Fastback Mustang sits picturesque in front of the town’s Market Square entrance. All eras of American muscle cars were represented at the PowerFest.

4: This 2015 Camaro SS1LE was just plain bad! These things are more track than street to start with let alone the extras packed into this one, including a centrifugal supercharger.

4 where 100% of proceeds go to children. In fact, RPM senior staff ere instrumental in developing this event with a team of board and committee members made up of local business owners and energetic volunteers that were supplied by each of the three charities receiving this year’s show proceeds. “What a hit!” said RPM Editor In Chief Chris Biro who also served as Chair of the show’s board and actually emceed the event. “We were amazed by this year’s turnout and the money the show brought in for the kids.” The show beat last year’s results on all fronts with close to 400 cars filling the

downtown streets (which were closed for the event), more vendors that were mixed throughout the show, and increased spectator traffic, especially in Harmony Square which is the center of the downtown core. “We heard the day after the show that one of the downtown eateries had their best day in nine years during the PowerFest,” added Biro. The show used Harmony Square as the center of all family activities and all those activities were absolutely free for all to enjoy. There was a fish pond supported by Campbell Amusements, worldenowned balloonist Travis Kruis held a balloon animal



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.


6 6 & 7: The Paton Top Fuel Dragster made the PowerFest show part of their 50 Years Of Racing anniversary tour and went one step further, the team fi ed up the nitro gulping monster right in Harmony Square.



september 2016 | RPM Magazine



8 & 9: Ok, what do you do as an encore after raising a Roush Mustang 15 feet in the air in 2015? Simple, go big or go home! Once again, PowerFest sponsor Ken’s Towing fle ed their towing and recovery prowess as they raised this massive cement mixer truck to the delight of all. -Brian Milne photos

www.rpm-mag.com | september 2016


POWERFEST making workshop, and the show even had a Mad Science exhibit, live music courtesy BARCODE, a line dancing display and more. Additional games were added in the Square (all free), including a Porta Tree practice drag race tree as part of the Biro family influence on the show, and the center of Harmony Square, which is a splash pad in summer and ice rink in winter (after all, this is Canada we’re talking about) was filled with race vehicles, including Les Kovac’s Top Dragster, Ian Hill’s 1969 RPM-supported Camaro, Paul Arva’s mini pulling tractor, Glenn Styre’s 602 Crate Sprint series dirt oval car driven by rookie Jesse McDonald, and a very special guest, Paton


10: Joseph from Miska Trailers debuted his sick Rat Rod duallie truck at the PowerFest. This one is no bucket of bolts sporting a 632-inch big block.



september 2016 | RPM Magazine

11: Harmony Square is the centerpiece of Brantford, and on this day the splash pad/rink area was filled with ool rides of all kinds, including these two historic Armed Forces jeeps.


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POWERFEST 12 & 13: Who doesn’t love Batman? Namely, the criminals! PowerFest had the best Batman there is, Brampton Batman, and it looks like he may have been shopping for a new ride!




14: Event sponsor Ohsweken Speedway had fi e cars spread throughout the event in support of the cause, including this killer looking Challenger Pace Car.

14 16 15: The show boasted an area specifi ally for PowerFest Mega Machines which had all sorts of big rigs and service vehicles on display, including this late sixties International stake truck owned by event sponsor Carrier Centers, who just happens to sell International trucks 16: Joe Silva’s 1969 Pontiac Trans Am was one of the rare original muscle cars in attendance that got the attention of our judges.


september 2016 | RPM Magazine


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www.rpm-mag.com | september 2016



18: A diffe ent sort of nostalgia experience was provided by this 1927 pickup with matching trailer. The owner was clear that this duo was created all from parts rather than an entire donor car.

17: Satin black, slammed and steel wheels brought our attention to this slick 1950 Chevy pickup.


19: Variety is the spice of life and you don’t get much rarer than Al Hodgson’s 71 AMC Matador.


20: Mopar mania! There were dozens of wicked Mopars at PowerFest like this clean original 1968 Barracuda.


21 22


september 2016 | RPM Magazine



25: What’s not to like about a blown street machine? John Cole kept his 1979 Caprice looking factory original except for that 417-inch 6/71 Roots-blown twin carbed small block poking through the hood. The heavyweight Bowtie has great street manners and still turns bottom 11’s at the strip just as you see it here. 26: The first thing that comes to mind is Blues Brothers. This suicide door, front flip h od 1968 Lincoln complete with a gangster seated in the backseat was a show favorite for young and old.

24 21-24: We always say that every car has a story, well here is Phil Salvi’s. He bought the original 1970 Torino Cobra new off the lot and then shipped it to Italy. He even still has the shipping documents and a photo of the car in front of St. Peter’s Square to back it up.

23 www.rpm-mag.com | september 2016



27: Foot traffic st ted early, before the show even opened at 10 am and kept steady through the entire day until Harmony Square packed up for the race car startups and awards ceremony.


Racing, brought their Top Fuel Dragster to display as part of their 50 years of racing anniversary tour. Then, believe it or not, organizers started three of those race vehicles up for the crowd, ending with the sound of the 8,000 plus horsepower nitro burning rail


filling the confines of the square! Th re were also antiques, vintage military and street machines of all kinds in the Square in addition to hundreds more throughout the downtown. “We’d like to thank all of the sponsors and supporters,” told

Biro, who announced that this will be his last year as Chair of the event. “Your generosity does not go unnoticed and I hope that I was able to relay that on the microphone throughout the day. Without you, this simply would not be possible.”

september 2016 | RPM Magazine

A1 Auto Wreckers Ace Welding Company Bert and Sons Cartage Best Western Plus Brant Park Inn Boyle Plumbing & Heating Brant Auto Painting Brant News Brantford Auto Glass Brantford Farmer’s Market Brantford Music Centre Brantford Toyota Brown Auto Service CAA Insurance Carrier Centers CKPC/Jewel 92 CJ Cooper Automotive Clearshot Customs Culligan Water Davis Fuels

DA Campbell Amusements Downtown Brantford - BIA ERD Engines Everything Automotive FM Audio Gates Canada GK York Hagerty/Bunnell Hitchon Hough Automotive IBC Computers Insta-Insulation Ken’s Towing Lucas Oil Products McDonald’s - Brantford/Paris Metro Truck Group Middleport Mechanical Millard’s Chartered Accountants Misener Motorsports Northway Ford

sponsors cont.

contributors cont.

Ohsweken Speedway Picture Perfect Window Coverings Renway Energy RPM Magazine Stepright Capital Planning Strickland’s The Audible Diffe ence Tom’s Upholstery Wolak’s Service - Burford

3 for 1 Glasses Home Hardware – JK Building Centre Lonnie’s Brantford Movati Fitness Comp Cams DP Brands Coffee ulture Mother’s Pizza & Spaghetti House Canada’s Wonderland On The Lam

CONTRIBUTORS Antler Weed & Pest Control Canadian Tire Brantford Pioneer Pools Brantford Jungle Heat Brantford Strodes Meats Nicol Florist Bar Burrito Sherwood Restaurant Speekeezies Restaurant Piston Broke Meguiars Holley NAPA Brantford Brantford Music Centre Autoglym

CHARITIES Three children’s charities receiving 2016 show proceeds: Arnold Anderson Sport Fund arnoldandersonsportfund.com/ Help A Child Smile www.helpachildsmile.com/ Salvation Army Send A Kid To Camp www.salvationarmy.ca/


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www.rpm-mag.com | september 2016



28: Mark McClelland brought his 1999 Mustang. This Pony is powered by a stout blown 4.6 all aluminum 2v engine that makes some serious power. 29: Local Councilman, acting Brantford Mayor and HUGE PowerFest supporter Brian VanTilborg presents the winner of the Mayor’s Special Award and received a special medal of recognition of their own (shown) to hang in the Mayor’s Office. “To all of the spectators who came and enjoyed the day with us, we hope you had a great time. Not much in life is free, but it was important to us that all the family activities and games at the PowerFest were. You work hard and at the end of the week there is usually little time and money left to get out with family and simply enjoy life. We hope


we were able to provide you with a great day of fun.” “To the show’s three charities—wow, you shone from the very first meeting in December right through show day. You should be proud of yourselves and what you accomplished as the show more than doubled their intake from show day donations and registration funds over last year.”

september 2016 | RPM Magazine

“To Trish, who was in charge of marketing, sales, registrations, and pretty much everything in between, thanks for persevering. To fellow board members Brad Villamere, Donny Hill, and Ray Knight and all the volunteers: well done! Well done, indeed! This show was run COMPLETELY by volunteers, nobody was paid


a dime and they did an amazing job! Their efforts brought in over $25,000 for a one day show and that money will go where it should...to the children! “To all those who came with their cars, thank you and congratulations! YOU were the core of this festival.” Watch for the PowerFest committee to present

the “big checks” to their three charities later this year. “Be proud, those of you who supported, believed in and participated in this show,” added Biro. “Each and every one of you made a brighter day for children of your community who really need it!”

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www.rpm-mag.com | september 2016



Beyond by

Dana Galus

>> Sick Seconds 2.0’s all new all billet mill fi ally roars to life!


o finally!!! It is alive!! So many set backs, so many changes. I would of never imagined in a million years that it would be 18 months before we could complete this engine! Granted, we shelved it a few times to get out there

and go racing, but still—18 frigging months! You wonder why it takes new products so long to hit the shelves? Now I understand that when you are doing something a little diffe ent, nothing goes easy. So before we get to some final numbers, lets just look at the last few months. Number one,

racing this year has been a struggle. Almost every time the car shows up, it is the fastest car on the property by a margin. But guess what happens? Something breaks. It does you no good to be the fastest if you can’t keep your junk together! Early in the year a head gasket failed at Milan. The

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a center section fragged at Martin. Then a transmission went out at Milan. Then the rear end housing failed at Milan. Parts and more parts! On a more positive note, let’s talk about this billet engine. We finally got it together on the dyno to get some tuning in. Wouldn’t you know it,

september 2016 | RPM Magazine


1: If it weren’t for bad luck...here’s Sick 2.0’s new mill on the dyno ready for her first pul . Unfortunately the power would prove too much for the fl wheel bolts, shearing all of them off and nearly sending the all-billet Rat into orbit. The engine spun to more than 12,000 rpm before hurting a whole host of parts and requiring engine builder Steve Morris to tear back in to assess the damage.


2: With the engine set up on SMRE’s dyno, you can see the massive size of the the entire package, including the Precision Turbos mounted on each side. Also note the billet Clear View fil er from Billet Connection/Clear View Filtration. Morris uses the fil ers on the dyno stand for both oil and fuel to monitor for any unwanted nastiness in the system. Bailey also utilizes a Clear View in the car in order to quickly inspect for any particulates or potential damage at a glance.

www.rpm-mag.com | september 2016




september 2016 | RPM Magazine


when we went for the big pull, as the power started pouring in all of the flywheel bolts sheared off. Before Morris even had a chance to kill the engine, it winged to over 12,000 rpm!!!

Guess what? A 615 big block does not like 12,000 rpm. Unfortunately, such can happen with any dyno pull, and when the power is this off-the-charts, the half dozen bolts simply

could not withstand the punishment, brief and fleeting as it may have been. Morris then pulled the engine out of the chamber to perform the initial damage assessment. It wasn’t

pretty, but could have been worse. Every intake and exhaust valve had been bent, the valve springs had been wiped out, and four lifters had been killed. While the engine was apart, Morris replaced

3 & 4: No clever caption here...just raw, unadulterated billet engine pornography. Look at the monstrous fuel rails that seem to be fit ed with upper radiator hoses. They aren’t. Those are the actual fuel lines necessary to pour the staggering amounts of fuel this beast needs to crank out 4,000 horsepower. The twin Precision Turbos are impressive from any angle, but the sleek curves of the billet intake give the mill an incredible— and functional—look that also is critical in distributing the boosted atmosphere evenly among the cylinders.

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6 all the rod bolts and the engine was put back together to finish the dyno and finally get it in the car. On the sencond trial, as soon as


Morris saw it hit 4000 horses, he immediately pulled it back as not to risk breaking anything else before the engine gets in the car.

5: Here you can see what happens when the fl wheel bolts shear at nearly 4000 HP on the dyno. Although the damage didn’t look too bad on the outside, the real damage occured in the valvetrain. 6: This screen shot of the EFI tuning program tells the tale: 12,001 RPM. What is worse, it happened before anyone could have even pulled the throttle back. The rapid unloading resulted in every exhaust valve being bent not to mention damage to the intake valves, springs, and four lifters.

september 2016 | RPM Magazine

www.rpm-mag.com | september 2016



7 & 8: How awesome is this? 2,878 ft. lbs. of torque and 4,001 hp and climbing at 7,300 RPM when Morris shut it down. Hard to believe that power seen in top fuel dragsters a few decades ago is now possible on the street...on pump gas!

So there you have it: a fully water jacketed all billet big block Chevy for the street that made 4,000 hp 2,800 ft. lbs. of torque at 38 psi of boost.

It is built to be able to handle up to 50 psi of boost, so when we figure out how to get the power to the track, this bad boy is really going to fly!

SOURCES Steve Morris Engines www.stevemorrisengines.com 231.747.7520

Skinny Kid Race Cars www.skinnykidracecars.com 248.668.1040

www.rpm-mag.com | september 2016



1: It may be difficul to tell, but this intake is sporting THREE full nitrous systems, with two 8-port kits and another one-off CNC-machined plate behind the throttle body. We relied on the pros at Nitrous Supply to do the plumbing.

PART 29 >>The gang at Nitrous Supply plans and bends and fla es not one... not two...but THREE nitrous systems on our VED billet intake manifold



f a little is good, a lot is better. If a lot is better, the most is best. It is funny how things have a way of spiraling out of control around these parts, and these adages have certainly

september 2016 | RPM Magazine

held true with our now almost-threeyears-in-the-making Project aPocalypSe Horse. The original plan was fairly simple: lets add a Nitrous Oxide Systems Sportsman

Fogger nitrous system to our fabricated intake manifold. When our first intake was made, it was welded up with provisions for the standard 8-port system up top. However, when we decided

Toby Brooks

to go with an all-billet intake, from Visner Engine Development, we opted to also have provisions for another 8-port fogger under the runners along with the other set up top. So far so good.


2: This is Nitrous Supply’s resident plumbing expert Lloyd Chaudoin who has been bending up lines for nitrous systems for years. While every kit can certainly look cool, Chaudoin is meticulous in ensuring that every kit he installs performs its best, too. Part of that comes down to planning. Note that all three kits were plumbed with lines of similar lengths while still avoiding interference with the 16-injector system and fuel rails. To be sure, our install was as challenging as they come and Lloyd knocked it out of the park!

3 With 16 wet ports ready to be plumbed, we happened to notice some of the newer plate nitrous systems and started thinking (always dangerous, we know)... what about having a plate machined to accommodate another 100-shot just behind the throttle body? After a call to Mike Cofini at Billet Connection, we had a plan in place for a custom-built CNC machined billet plate. But we still needed to somehow plumb those other 16 ports. Not to mention the plate itself. After making several calls explaining our situation and striking out, Mike Flynn and the crew from Nitrous Supply was more

than happy to help. Flynn and the staff t NS have been in the nitrous game for more than three decades and not only do they sell a full line of nitrous components and plumbing supplies, they will also install just about any kit you can dream up. And unlike many competitors, NS will install and flow components from other manufacturers, too. Since we already had two kits from Nitrous Oxide Systems in hand, such was critical. We carefully boxed up our Visner Engine Development all-billet intake, said a lengthy prayer to plead for its safe arrival, and dropped it off t the local shipping center. Within days it was in

3: Awaiting the completed nitrous system install is a full complement of products from Nitrous Oxide Systems, including a pair of their ultra-cool carbon fi er bottles with billet brackets, purge valves for each stage, and all necessary wiring. In order to control the three stages, we will be installing one of NOS’s Launcher digital multi-stage controller systems, which we will show you in an upcoming wiring tech piece.

www.rpm-mag.com | september 2016



4 4 & 5: This trick little low-profile plate was designed by Mike Cofini of Billet Connection. It accommodates a pair of fuel and nitrous nozzles in a sleek design that fits right up with the VED BigOval throttle body and eliminates bulky fogger nozzles that would likely interfere with the hood.


september 2016 | RPM Magazine


6: The under-mount system was a chore in itself. Chaudoin plumbed it up using our NOS annular discharge nozzles, billet distribution blocks, and Fragola Performance Systems tube nuts and sleeves on the stainless lines. 7: The upper system was planned out using the typical arrangement with centrally-mounted blocks. Here, the outer pair of nitrous lines have been formed. Note the indexing lines to ensure everything matches perfectly.

8 & 9: Here Chaudoin completes the nitrous lines (8) and the fuel lines (9) while tucking the solenoids in tight to the intake and fuel rails. Notice how symmetrical all the lines are? Such is the hallmark of a quality job.



California and ready to be plumbed. Once at NS’s Huntington Beach facility, NS master installer Lloyd Chaudoin took a bit to analyze our intake and asked a few questions about the intended use for our system. We wanted a system that would look cool and perform well, so Chaudoin mapped out a

more traditional upper stage with distribution blocks centrally located near the fuel rails and a compact system below to ensure everything would fit. Using black anodized Fragola Performance Systems hardware with stainless lines, our intake was beginning to sport a cool look that was sure to remain leak-free for years to come.

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For the upper stage, Chaudoin opted for a dual diamond arrangement using Y-blocks to minimize flow restriction while adding a cool look. The upper plate was then plumbed to a single small fuel and nitrous solenoid, each mounted to the upper fuel rail on each side. With the intake complete, we will now turn our attention to other aspects of the build

starting with the chassis. We are hoping to get all tabs and brackets mounted up next month so we can at long last get some color on the bars and finally start putting this thing together. We also hope to get the blowers back together and start mocking up the induction tubing. Stay tuned as we keep working hard to usher in the second coming of pro street!


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

Visner Engine Development www.visnerengine.com 616.726.6600

Billet Connection www.billetconnection.com 509.467.7584

10 & 11: Done at last! Lloyd and the gang at Nitrous Supply finished up our install by plumbing the plate system using a cool dual diamond pattern on Y-blocks, then tied into the fuel and nitrous solenoids.


september 2016 | RPM Magazine

Nitrous Supply www.nitroussupply.com 714.373.1986

Fragola Performance Systems www.fragolaperformancesystems.com 866.337.2739

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RPM September 2016  

DRIVEN - Mark Sheridan's Street Driven Twin Turbo Hemi Cuda! NATURALLY WILD...No Nitrous, No Turbos, No Blower? - Alex "The Calypso Kid" Hay...

RPM September 2016  

DRIVEN - Mark Sheridan's Street Driven Twin Turbo Hemi Cuda! NATURALLY WILD...No Nitrous, No Turbos, No Blower? - Alex "The Calypso Kid" Hay...

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