October 2016

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

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


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


Publication Return/Address Change Information


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

For advertising information contact

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

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

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

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




Chris Biro




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

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

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


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

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


THIS AND MORE IN THE NEXT RPM! october2016 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 33 Accufab Inc............................ 29 Aeromotive......................... 110 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 44 Applied Racing Components (ARC).................................. 35 ATI Performance Products..... 45 Auburn Gear.......................... 80 Autoglym.............................. 97 AVAK/Ridgegate Tools......... 103 Baer Brakes......................10, 32 Bear’s Performance............... 24 BES Racing Engines............... 27 Bill Mitchell Products............ 58 Blower Shop............................ 5 Borla................................... 104 Browell Bellhousing.............. 38 BTE Racing............................ 19 C&C MotorSports................. 110 Calvert Racing Suspensions... 43 Canton Racing Products........ 26 CFE Racing Products.............. 30 Chassis Engineering...........8, 59 CN Blocks.............................. 91 CNC Motorsports................... 47 Coan Engineering.................. 62 Competition Products........... 98 Crane Cams........................... 16 Crower................................ 107 CVR Products....................... 102 DART..................................... 18 Design Engineering............... 57 Diamond Pistons................... 28 DIY Auto Tune/MS3-Pro EFI... 99 Drive Train Specialists (DTS)... 40 DRIVEN Racing Oil............... 108 Dynocologists.......................... 9 Dynomite Dynamometer...... 94 Dynotech Engineering........... 34 Earl’s Performance Plumbing.88 Ed Quay Race Cars............... 109 Edelbrock.............................. 66 Energy Suspension.............. 106 Engine Research & Development (ERD)................................. 42 Erson Cams............................ 15 G Force Racing Transmissions.40 Gibtech Pistons..................... 25 Greyhound Package Exp........ 91 GZ Motorsports..................... 59 Harland Sharp......................... 9 Harwood............................... 81 Holcomb Motorsports........... 51 HoleShot Wheels................... 52 Holley...............................13, 96 Howard’s Cams...................... 95 Hughes Performance............... 7 Induction Solutions............... 48 Innovate Motorsports............ 67 JE Pistons.......................39, 101 JET Performance................... 20

Jesel...................................... 30 &K Converters....................... 58 LenTech Automatics.............. 85 Lokar Performance Products.111 LUCAS Oil Products.................. 2 LUCAS Oil Racing TV.............. 90 Lunati.................................... 86 MagnaFuel............................ 79 Magnuson Superchargers...... 99 MAHLE Clevite Inc................. 46 Manton Pushrods................ 105 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 24 MSD Ignition......................... 14 Neal Chance Converters....22, 64 New Century Performance.... 14 Nitrous Express...................... 85 Nitrous Pro Flow.................... 35 Nitrous Supply.................... 112 Parts Pro Perf Centers.......... 116 Performance Improvements.. 10 Perf. Plus Connection.......11, 34 Powermaster Performance.. 105 Precision Turbo...................... 41 ProCharger.......................... 113 Proform Parts...................53, 82 Proformance Racing Trans..... 42 Pro Systems Carburetors... 23,96 Philadelphia Racing Products (PRP).................................. 37 PTC........................................ 52 Quick Fuel Technology........... 32 Quik-Latch Products............ 109 Racecraft............................... 36 Racepak................................ 27 Racequip............................... 93 RAM Clutches........................ 89 Redhorse Performance/ Karbelt.............................. 15 Renegade Racing Fuels......... 76 Rev-X Oil Products............56, 92 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 Rush Hour Trilogy.................. 88 S&W Race Cars...................... 65 Scorpion Racing Prods........... 12 Shafi off acing Engines..12, 20 SM Race Cars......................... 79 Smith Racecraft..................... 77 Steve Morris Racing Engines. 83 Strange Engineering............. 63 Summit Racing Equipment. 115 Taylor Cable Products............ 39 TCI Automotive...................... 84 Ti64....................................... 33 Tom’s Upholstery................... 83 Trick Flow.............................. 49 TRZ Motorsports.................... 31 Tuned By Shane T.................. 18 VP Racing Fuels................50, 87 Weinle Motorsports.............. 31 World Products..................... 84

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

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www.rpm-mag.com | october 2016


october 2016

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

Often Imitated, Never Duplicated—For 17 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!



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



WAR by the SHORE II.................................42 The War returned to Ohio for year two with their Real Street Showdown plus a whole lineup of wild doorslammers!

Ground Control....................................... 54 Mission: Accomplished................................8 Built as a tribute. Raced as a weapon. This classic pro street third-gen Trans Am gets a bottle-fed LS and a new lease on street/strip life.



Limits.........................................................................36 We fortify the drive line in a Coyote-powered Mustang

Shop Talk: The Art of Bartering........................................88 Why pay for it when you can trade for it?

Bending Basics..........................................................92 We show you some critical fab skills with a Woodward Fab tubing bender

A Quarter-Mile at a Time. ..................24 Don’t let the odometer fool you…this Thunderbolt is full of history!

Energize Your Suspension’s Performance...................102 Deflection correction linked to asphalt connection



Take a Seat................................................................106 We mount up a pair of PROCAR buckets and a number of other pieces as chassis fabrication nears completion

Chevy II Cool...............................................................78 This Nova pulls double duty on the street and the strip


october2016 | RPM Magazine

www.rpm-mag.com | october 2016



he goal was simple: modern power with a pro street

look. For Midland, Texas resident Jay Stanaford, the fastest route to achieving that goal was to find

an older build and drop in an LS powerplant. After a quick search, the target became an ’80s icon

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october 2016 | RPM Magazine

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www.rpm-mag.com | october2016


MISSION: ACCOMPLISHED FAT BOTTOMED FIREBIRD The huge Mickey Thompson ET Street tires roll on 15x15 inch Holeshot double beadlocked rear wheels that have been treated to red anodizing for a unique look. You can see the body color narrowed 9-inch peeking beneath the 2x3 mild steel backhalf.


october 2016 | RPM Magazine

GM third-gen with a nitrous-assisted LS3. Stanaford found the perfect starting point at a Barrett-Jackson auction in January 2011. The ultra-clean Poncho had just over 50,000 miles on the clock and had obviously been babied all its life. Although the sleek lines of the car and the classic pro street stance screamed high performance, the relatively untouched 350 ci Chevy small block crate engine whispered wimp. However, with much of the

chassis fabrication already completed, all it really needed were some updates in order to be a great looking and great performing machine. For instance, the monstrous rear meats had been adequately squeezed beneath the slick factory sheetmetal by way of a 2x3 inch mild steel back half and fabricated subframe connectors. A custom 4-link suspension had been installed already, and Stanaford had Nolan Bradshaw of Triple SSS Racing go through the

www.rpm-mag.com | october2016



GRAPHIC IMPACT The Pontiac has been treated to some subtle and tasteful airbrushed and splatter graphics around the ground effe ts. They work well with the timeless GM Bright Red hue. narrowed 9-inch Ford housing, fortifying it with Strange 35-spline axles and Strange 4.10 gears along the way. A new pair of Strange double-adjustable coilovers were also installed to help the car hook up once it could finally be outfi ted with some respectable power. Up front, Stanaford also charged Bradshaw with the task of updating the tired factory GM third


october 2016 | RPM Magazine

gen suspension with a Spohn tubular K-member, Spohn tubular control arms, QA1 single-adjustable struts, and a pair of 2-inch drop springs. Strange disc brakes provide the whoa on all four corners. Paint and body on the car was already complete, as well. Body mods were kept to a minimum, but include a 4-inch stretch to the factory rear wheel openings, a

fabricated adjustable pro stock-style rear wing, and a 3-inch Harwood fiberglass hood. The factory Pontiac Bright Red hue was retained and subtle dry brushstyle graphics have been added along the car’s flanks. The factory maroon Trans Am interior was also retained, but has been updated with an 8-point cage, a Grant GT wheel, and a pair of 3-inch 5-way restraints.

www.rpm-mag.com | october2016


The huge rear tubs have been covered in factory maroon carpeting and a Jaz 10 gallon fuel cell has been mounted in the hatch area. Tires and wheels for the TA consist of Holeshot hoops with Mickey Thompson hides. The tiny 15x3 inch wheels up front have been mounted with 26x6-15 MT tires, while the rear 15x15 double beadlocked Holeshots have been shod with equally massive 32x17-15 MTs out back.


october 2016 | RPM Magazine

While most of the aforementioned modifications are cool and all, in and of themselves they simply make for a good-looking yet still docile street cruiser. However, sticking with his initial vision, Stanaford promptly yanked the sleepy mouse crate engine and had Bradshaw piece together a rock-solid modern mill prepped for plenty of laughing gas. To begin, an all-aluminum LS3 was sourced, then punched and stroked

MISSION: ACCOMPLISHED SLEEK LINES The Trans Am sports a Harwood cowl induction hood along with a fabricated rear wing to go along with the stretched rear wheel openings. The rest of the look is all thanks to the timeless lines of the third gen body style.

www.rpm-mag.com | october2016


World’s Fastest Door Slammers Rely On Crane cams

Wooo Nation's Keith Berry drove his Z06 Corvette to victory at the 2016 “Lights Out 7” event at South Georgia Motorsport Park. His 4.500 inch bore-space, Small Block Chevy engine was built by Pro Line Racing LLC, using a Crane Cams custom-made, tool steel WoooDoo WoooDooo™ Cam.

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to a more roomy 396 cubic inches. A Callies 3.825-inch stroker crank was partnered with Eagle 6.300-inch connecting rods and JE 10.1:1 compression pistons for a high-revving but bulletproof reciprotating assembly. A custom-ground LSM roller camshaft nd COMP solid roller lifters manage the valvetrain commands, while the factory aluminum

LS3 cylinder heads were slightly massaged for improved performance. Jesel shaft-mount roller rockers were utilized up top, while a 6-quart C6 Corvette oil pan and Texas Speed and Performance oil pump were both employed on the bottom end. Keeping the modern Chevy powerplant cool is a Meziere electric water pump and an AFCO aluminum radiator. An MSD 7AL digital box and Pro Billet distributor handle ignition chores—a bit of an oddity in the typical factory coil-on-plug LS

MOUSED NO MORE The notoriously sluggish factory 305 smog equipment-laden engine was replaced with a stout 396 cubic inch LS powerplant that is capable of more than 800 horses before the 300-shot of NOS nitrous is engaged.

www.rpm-mag.com | october2016



october 2016 | RPM Magazine

MISSION: ACCOMPLISHED RED IN RED The interior mostly stock, with tweed inserts covering factory seats and door panels. The 8-point cage and 5-way harnesses add a measure of safety, and the blue bottle adds some juice. ignition arrangement. Induction duties have been handed to a GM aluminum intake manifold with a Holley 950 cfm carb for stone-simple tune-ups without the need for an ECU or a laptop—although Stanaford is considering making the switch to EFI in the near future.

A pair of Kooks headers channel the spent fumes rearward through 3-inch bullet mufflers. ARP fasteners were used throughout. The combo was good for more than 800 horses and 700 ft./lbs. of torque before Stanaford added the 300-shot NOS port nitrous system. Backing the potent

LS is a fortified Rossler GM Turbo Hydro 350 automatic trans with a PTC 3,600 rpm stall converter. With the car nearing completion, Stanaford is pleased with the end result—at least as it sits for now. The car has participated in the West Texas Top 10, an event that involves a

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JAY STANAFORD’S STREET/STRIP 1984 PONTIAC TRANS AM Chassis Type & Mods: 2x3-inch mild steel square tube backhalf. Suspension & Brakes: FRONT: Spohn tubular K-member with tubular control arms and manual rack and pinion. QA1 singleadjustable struts and 2-inch drop coils. Strange disc brakes. REAR: Custom 4-link suspension with Strange double-adjustable shocks and Strange disc brakes. Body & Paint: Factory GM Bright Red with dry brush graphics. Engine: Balanced and blueprinted 396 ci GM LS3 built by Nolan Bradshaw. Factory aluminum block and OEM LS3 cylinder heads with ARP fasteners throughout. LSM custom-ground camshaft with COMP Cams solid lifters. Jesel shaft-mount roller rockers. GM Gen 6 Corvette 6-quart oil pan with Texas Speed oil pump. Rotating Assembly: 10.0:1 compression JE pistons with Eagle 6.300inch connecting rods and Callies 3.825 stroke crankshaft. Induction: GM aluminum intake manifold with Holley 950 cfm carb. Magna Fuel 500 electric fuel pump. Power Adder: NOS 300-hp direct-port Top Sportsman Fogger system. Electronics: MSD 7AL digital box with Pro Billet distributor. Exhaust: Kooks headers with ceramic coating. 3-inch bullet mufflers. Transmission & Converter: Rossler GM Turbo 350 with PTC 3,600 rpm stall converter. Diff rential: Narrowed Ford 9-inch housing with Strange 35-spline axles and Strange 4.10 gearset. Assembled by Nolan Bradshaw. Tires and Wheels: FRONT: Holeshot 15x3 inch wheels with 26x6-15 Mickey Thompson tires. REAR: Holeshot 15x15 inch double beadlock wheels with 32x17-15 Mickey Thompson tires Performance: 805 hp @ 7,200 rpm/700 ft/lbs. torque @ 5,200 rpm (naturally aspirated).


october 2016 | RPM Magazine


20-mile cruise followed by an 1/8th-mile drag race event. Although the car has not yet been run on the strip with nitrous, it posted a respectable 5.80 et at 130 mph in naturally-aspirated trim. Hopes are to get those numbers closer to mid fives and near 150 with some additional improvements.



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As Jay Stanaford’s slick TA proves, when you set a goal, establish a game plan, and systematically attack it through to completion, the end result is as predictable as it is simple: Mission accomplished.


october 2016 | RPM Magazine

www.rpm-mag.com | september 2016



efore there were Drag Packs, Yenkos, COPOs, and others, the brass for Detroit’s Big Three were looking for ways to increase sales through performance. The adage of “win on Sunday, sell on Monday” had started to seep into the corporate mentality. And while factory support for drag

racing certainly got its start in the early 1960s, Ford Motor Company was the first to make a complete turn-key factory hot rod specifically intended for drag racing in 1964 with the release of their Fairlane Thunderbolt. The cars were tailor-made for NHRA Super Stock competition rules of the day, weighing



october 2016 | RPM Magazine


story and photos by

Toby Brooks

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

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

www.rpm-mag.com | october 2016


A QUARTER-MILE... HISTORY IN MOTION With just over a hundred such Ford factory hot rods ever built and many suffering an untimely demis , legitimate 1964 Thunderbolts are a rare sight today.


october 2016 | RPM Magazine

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND NEARLY NEW The Fairlane shows evidence of a life lived going fast, but with just 197 miles displayed on the odometer, it has clearly never been subjected to commuter duty! in just a shade over the 3,200-pound minimum weight and right at the 427 cubic inch maximum displacement. To get the cars’ weight down, they were prepped without seam sealer, sound deadener, carpet, or unnecessary items like heater controls, arm rests, or stereos. Lightweight fiberglass replaced factory steel up front on the hood and fenders

and bumper until the NHRA mandated at least an aluminum version. Pared-down seats from Econoline vans were used, and Plexiglas rear quarter glass was also employed in an effort to shave every unneeded ounce. Every car was built at Dearborn Steel Tubing, where the chassis was modified up front to make way for the much larger 427 engine. Although officially rated at a modest 425 horsepower,

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


www.rpm-mag.com | october 2016



IT’S LEGIT With a history like the Thunderbolt, there is no shortage of clones out and about. However, Podschweit’s Ford is the real deal. The legendary side oiler 427 engine was the first clue, but other evidence like the aluminum front bumper and tiny Econoline seats add confirm tion: it is the real thing! most suggest that the Holman-Moody-assembled mills likely pumped out north of 600 ponies before any modification. The dual quad high rise side oiler design was a bit too wide for the factory shock towers and a bit too tall for

the factory hood. The result was the iconic functional teardrop bubble hood which featured rear-facing openings to keep underhood temps down. Out back, rules of the time only allowed for a 7-inch wide tire, but DST added

traction bars and asymmetrical leaf springs in addition to further stiffening the chassis in order to help the cars put the power to the pavement. And after an initial run of just 10 cars (all

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

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


october 2016 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

www.rpm-mag.com | october 2016


TERRY PODSCHWEIT’S 1964 FAIRLANE 500 THUNDERBOLT Chassis Type & Mods: Original modifications by Dearborn Steel Tubing. Updated for nostalgia racing in 2011 with mild steel backhalf and six point cage with swing out side bars by Royce McWee. Suspension & Brakes: FRONT: Factory independent front suspension modified by Dearborn Steel Tubing to accommodate 427 engine. Factory 11-inch drum brakes. REAR: Custom mild steel ladder bar suspension with coilover shocks and factory 11-inch drum brakes. Body & Paint: Original shell rebodied by Dearborn Steel Tubing in 1968. Factory Wimbeldon White paint color and Thunderbolt graphics. Factory polished aluminum front bumper, fiberglass teardrop ram air hood, and lightweight fiberglass front fenders. Plexiglas quarter glass (factory installed). Engine: 427ci FE Ford side oiler high rise. Iron block with 4.23-inch bore and 3.73-inch stroke. Special grind Ford solid roller camshaft. Rotating Assembly: Ford forged steel crank and connecting rods with 13:1 compression pistons. Induction & Fuel System: Factory Ford aluminum intake with dual Holley 830 cfm carbs. Cold air intake through factory high beam headlamp ducts. Power Adder: None. Electronics: MSD 6AL box with MSD distributor and plug wires. Exhaust: 2 1/2-inch collector headers. Transmission & Converter: Ford C6 transmission with stall converter. Diff rential: Narrowed Ford 9-inch housing with Strange 31-spline axles and Ford 4.44 gearset.


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october 2016 | RPM Magazine

burgundy in color) was not approved as an adequate production run to gain eligibility for NHRA competition, an additional 117 Wimbeldon White units were built prior to the start of the 1964 season. Ford promptly proved the tried and true hot rodding approach of maximizing power while minimizing weight would work yet again, with legendary

pro stock driver Butch Leal piloting Mickey Thompson’s Th nderbolt to the win at the season opening Winternationals in Pomona, California. The potent little Fords would fare well all season, with Dick Brannan’s #1 Thunderbolt posting a best of 11.08 at 128 mph. Changes to the Fairlane body for 1965 resulted in added

weight, and drag racers competing under the Ford banner promptly shifted to the more svelte Mustang for 1965. However, the one year run of the first-ever turn-key factory drag car has made it one of the rarest and most collectible muscle cars in history. The Thunderbolt retailed for $3,780, but Ford hand selected those who they wanted

A QUARTER-MILE... TUBBED ’BOLT? Thunderbolts were delivered with just 7-inch wide rear tires, however, after original owner Royce McWee wrecked the car in the late sixties, the car was rebodied. During the repairs, McWee opted to also have the car backhalfed for added high speed stability and improved performance.

www.rpm-mag.com | october 2016



LIGHT INSIDE The Thunderbolt sports the ultra-lightweight Ford Econoline van seats along with the armrest-free door panels and no sound deadener, headliner, or other unneeded weight. Ford was wise in building the most power in the lightest possible package in this groundbreaking factory hot rod.


october 2016 | RPM Magazine

to run cars in the program from the start and treated the entire project as a marketing effort, reportedly selling the cars for $1 to each driver at the conclusion of the 1964 season. One such lucky owner was the late Royce McWee, former owner of I-57 Dragstrip in Benton, Illinois. McWee took possession of this Thunderbolt in early 1964 and raced it until 1968. During that four year span, the car was rebodied, back halfed and updated with a 6-point roll cage by DST, as the copious amounts of power and the small 7-inch slicks were a recipe for disaster, especially in a preprep era. McWee learned the lesson

the hard way, totaling the car at a race in Marion, Illinois prior to 1968. At the conclusion of the 1968 season, the car was put into storage until 2002. Following McWee’s passing in 2000, nephew James Stewart decided to pull his uncle’s old car out of the mothballs and put it back on the track. Stewart had the engine freshened up, added a Moroso 9-quart pan and a CSR electric water pump, and a new MSD ignition system under the hood. He also added a B&M shifter, AutoMeter gauges, swing-out sidebars, and 5-way harnesses inside. With less than 150 miles showing on the still-functional

www.rpm-mag.com | october 2016


WEST FRANKFORT FORD BOYS Terry (far right) poses by his ’Bolt with (left to right) sons Tim Braddy and Brian Podschweit and grandson Trevor Podschweit. Brian even sports a Mustang tat to declare his blue oval allegiance.


october 2016 | RPM Magazine

factory odometer, the ’Bolt was put back into track duty as a nostalgia drag car until Stewart’s untimely passing in 2009. At the time, local Ford fanatic and service station owner Terry Podschweit was approached by Stewart’s widow about buying the car. “She told me on more than one occasion that she had Jim’s old car and thought I should come take a look at it,” Podschweit said. “I thought it was just an old


FACTORY FRESH The rare Ford looks like it could have just rolled off the line at Dearborn Steel Tubing as it poses in front of one of the many beautiful brick structures at the DuQuoin State Fairgrounds.

drag car at the time and I really didn’t have much use for it,” he said. However, the Blue blood runs deep in the Podschweit family. When Terry’s son Rodney heard that Stewart’s old car was for sale, he pieced the history together and realized that the Fairlane wasn’t just any old drag car, but a real life honest to goodness 1964 Ford Th nderbolt. “I went to look at the car and I saw the side oiler 427 and was pretty sure it was Royce’s old car,” Podschweit acknowledged. While the car had been modified and updated over the years, it was still an incredible piece of drag racing history. The unmolested armrest-free door panels and Econoline seats are pristine. The factory Wimbeldon White paint shows minimal signs of wear and still shines in the sun. Without hesitation, he purchased the car and took it home where it has been ever since. While it is no glass-entombed 100-point concurs show

example of a Thunderbolt, it has all the personality, character, and history you’d expect from a car with its pedigree. Competition brings scars and with them stories that could never come from being simply being stored as an investment. “Back in the day, no one looked at these cars as irreplaceable pieces of history,” Podschweit said. Although it is uncertain how many of the original 127 Thunderbolts remain, many were destroyed in competition and most that remain bear evidence to a life lived going fast on the razor’s edge of control. Since acquiring the car, Podschweit has gone through it to ensure safety and he now shows it at a number of area events, including the 2016 Street Machine Nationals where we discovered it. The front windshield still sports a decal from an even in 1964, and just 197 miles show on the dash. Admittedly, that was mostly one quarter-mile at a time.

www.rpm-mag.com | october 2016





1: Our naturally aspirated stock Coyote powered 10-second Mustang awaits a long past due upgrade.

>>We fortify the drive line in a Coyote-powered Mustang


hen you’ve reached the limit of something in a hot rod what do you do? Find and replace the weak link. Follow along as


we install a G-Force 4-speed and DTS driveshaft n a Coyote-powered Fox body Mustang. Limits, every part has them. It’s just the way things roll. We build a motor and

october2016 | RPM Magazine

spray or boost it and at some point we reach the limit of one or more of the components we use. The weird and wonderful thing about the world of performance and racing is that once we get a

taste of it, we always want more. So rest assured you will reach the limits of those parts used in your street machine/weekend warrior when you decide that 11-second runs on Saturday night

don’t cut it anymore, or on your drag car when you start spending more time fixing than racing. A while back in RPM we featured a Fox body Mustang powered by 5.0 liter crate


2: And what an upgrade it is. Here is the freshly unpacked G-Force G101ACA 4-speed clutch assisted transmission with Long V-Gate shifter.


3: We quickly made the decision to remove the shifter from the trans for ease of install so we could plan the transmission tunnel modifi ations required. We marked all the rods/levers before removal



4-6: Since the existing bellhousing and clutch worked like a charm, installing the trans was the easy part. We still checked to make sure our tailstock angle was good after installing our new transmission mount kit from Bob Hanlon.




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www.rpm-mag.com | october 2016





7-10: Some original trans tunnel had to go to allow for the beefy V-gate shifter and rods, but it is well worth it. We were sure to check clearances from the top and bottom before final elding our new fabbed fl or panel in. motor under the catchy title “Crate Expectations.” At the time, the Misener Motorsports Mustang was running high 10-second passes in the quarter with the completely stock engine other than the addition of a Boss intake and throttle body. It’s a stick car so once the ET’s got into the 10s, the transmission became the weak point. it had reached its limit and needed


to be swapped out. Tweaks in the tuneup since our article brought the ET down to a best of 10.501, which is a good thing, right? Normally yes, but when you have to fix broken trannys after every outing and wait weeks for parts, those new quicker ETs suddenly become a lot less of a celebration. “This is getting ridiculous,” said Misener. “Because

october2016 | RPM Magazine

we’re breaking then waiting for parts for our current trans we have to rush to get things back together for the next race. And I know there are a lot of other guys racing stock crate motor and stick classes that have the same problem.” The solution for Misener and others like him is to step up to a transmission that can handle the punishment dealt by today’s class racers at

this level and well beyond… enter G-Force Transmissions. Misener had enough and decided that the downtime, plus the cost of parts, let alone the waiting for those parts, was running several thousand dollars each season. Suddenly, the “upfront cost pill” of replacement with a stronger trans became a lot easier swallow, knowing that stepping up would save all

this, and it did. One of G-Force’s G101ACA 4-speed clutch assisted transmissions was ordered with 1-1/8” 26 spline 7.100” input shaft ith Ford pilot .668. “The G101A is the latest generation of our 4 speed drag racing transmission. The G101A can be built as either a clutchless or clutch assisted unit. The biggest difference from the previous

11 10

12 generation G101 is that the new G101A has a center bearing support that helps keep the shafts from spreading under high loads. This greatly increases horsepower capability and also prolongs the life of the sliders and faceplates. The G101 will take approximately 1000

HP, depending on the application,” G-Force specifies. While on the phone line with G-Force during the order, Misener chose ratios of 3.17, 1.96, 1.34, and 1.00. As a bonus, the transmission recently became legal in the ultra-competitive Coyote Stock

class for the same reasons Misener chose it: it’s tough as nails, versatile, allows fast clean shifts, and outlives most any others at this level. While the transmission itself is legal in Coyote Stock, the V-Gate Shifter with Long 2-inch pistol grip handle also chosen for this proj-

ect, is not. Misener currently runs in a stick-only class that allows the shifter and also now isn’t afraid to mix it up in no-electronics Index classes with his newfound consistency. Plus, he’s not worried about breaking the transmission when he pounds on it.

11-12: William Clugston—AKA “Willy The Stitch”—from Tom’s Upholstery gave our rough fl or some much needed finishing ouches. Thanks Will!

www.rpm-mag.com | october 2016



14 15

13-14: DTS rocks! DriveTrain Specialists in Ionia, Michigan custom made us this killer 3.5-inch aluminum driveshaft with billet yokes and extreme duty U-joints and had it delivered to our door in a matter of days! “The biggest reason for changing the transmission was reliability. The others we used just wouldn’t stand up to the continual high rpm shifts at this level of power,” said Misener. As far as the install itself went, because the Stang’s existing clutch and bellhousing fit like a glove, it was fairly simple other than redoing the transmission tunnel. The Mustang was also in need of a new driveshaft o complete


15: With everything bolted in place we replaced the exhaust system and were ready to rock.

16: At the recent War By The Shore event in Ohio, just days after completing the G-Force swap, Misener piloted the Mustang to a string of consistent 10.50s and posted a personal best of 10.47 in the quarter.

the upgrade and one call to DTS (DriveTrain Specialists) in Ionia, Michigan took care of that. The challenge was that the next event was just days out but unbelievably, DTS had the new driveshaft at the shop in just two days! Misener ordered an aluminum 3.5-inch driveshaft ith billet yokes from DTS and provided DTS with the specs. “The driveshaft fit great with no vibrations. It’s a quality piece for sure, and one that performs as good

as it looks. But what completely blew us away was the service. We went from phone call to install in a matter of days!” Misener says that having the tougher transmission naturally gives him peace of mind but that the V-Gate shifter makes third gear easier, allowing him to concentrate on other things during a run. “We went slightly faster the first time out with the G-Force and turned a 10.47, however, con-

october2016 | RPM Magazine

-Johnboy photo

16 sistency has improved tenfold. I am a faster and more confident driver. Now that the car has a consistent engine and transmission, we are going to turn our attention to improving 60-foot times and some other small parts of the equation towards our ultimate goal to run a 9-second pass with the stock engine.”

SOURCES Misener Motorsports www.misenermotorsports.com 888.757.1201

G-Force Racing Transmissions www.gforcetransmissions.com 717.202.8367

Drive Train Specialists www.drivetrainspecialists.com 866.594.6196

www.rpm-mag.com | october 2016




WAR BY THE story by

Stan Smith

photos by

Johnboy Photography, MC Pixels, Michelle Matuska and Lisa Chumley


october 2016 | RPM Magazine


he 2016 RPM Magazine/Lucas Oil WAR BY THE SHORE presented by Summit Racing Equipment brought

>>The War returned to Ohio for year two with their Real Street Showdown plus a whole lineup of wild doorslammers!

the excitement of wild street car and doorslammer drag racing back to the asphalt of Thompson Raceway Park August 5th and 6th, 2016.

The event combined their one-off eal Street Showdown with Renegade Racing Association Index classes billed in 2016 as the Rossler

Renegade Rebellion presented by 501 Perfect Converter Company, along with Outlaw Limited Street and the Ohio Outlaw AA/ Gassers with their


2 1: Lonnie Tibbs campaigned the newly completed boosted Big 3 Racing “Lucky Bear” Mustang in RSS and OLS.

blown nostalgia machines battling it out in a Chicago style shootout. Two bracket classes were also added into the program. The event was essentially built around the Harland Sharp Real Street Showdown (RSS) class presented by Firecore Performance Products & Big 3 Racing. RSS is an eighthmile class that saw over 60 car owners apply for the

32 available spots which were chosen by event staff after applications closed in April. On race day though, those 32 would still have to qualify for a 16-car field. “I created this class to be different. Let me say that again, to be different,” says RPM Editor Chris Biro who designed the class and offered it as the headliner for the War By The Shore (WBTS) in 2015.

“So that means creating something where the same fast snipers from across the country would not be able to come in and be all but guaranteed to win the pot. In so many ‘street car’ classes that see more than 16 cars, only half of the cars entered have a realistic chance at winning. In RSS we think everybody has a decent shot going into it, if they play their cards right,

2: Yes that’s a flat h od and yes that is a chrome fi erglass bumper. Mark Vinson’s nitroused big block 1970 Monte Carlo has to be one of the most deceiving cars in the class. Vinson redlit in round two of eliminations but won an Outlaw Limited Street event just a few weeks later!

and that means playing the game even months before the event with things like not posting your ETs online. People challenged me on the RSS rules on race day…all I have to say to them is, when was the last time you saw a nitrous AMC or full weight nitrous Monte Carlo (both real street driven cars) qualify and go rounds in an Outlaw street car class? Yeah

that’s what I thought. How about two blower cars in the final? Yes, there are some tweaks needed, but taking the best things from grudge racing such as not posting times and drawing all pairings from a hat then adding in certain critical items to qualify vehicles as street legal— and yes, even carefully studying all tires for the class— all these things

www.rpm-mag.com | october 2016


3: Last year’s Real Street Showdown Champion enjoys the mandatory cruise (new for 2016) with his entire family.


help to level the playing field even before the racing begins, and level it mostly for the underdog or the guys not likely to be able to qualify for something like this let alone win it. We want to give them a fighting chance. This is not another drag radial class. This is not OLS, etc. This is the Real Street Showdown. We want to

mix up the combos, suspensions, and brands, have some fun, bring some variety to the lineup, and hopefully do it without 10 pages of rules. So if you have to buy a set of tires or change your exhaust to run in it, remember, you might just walk away a winner,” Biro added. Just like in 2015, the days and weeks leading

4: The biggest upset for RSS racers of the weekend was Ben Nau making it to the semifinal . The bigger upset for the Nau family themselves was a nitrous backfi e at the line keeping them out of the final . Imagine if….


october 2016 | RPM Magazine


>>Top 8 for 2017 Gold Card Nate Inbody

Terry Doyle

Mike Martyn

Brian Prior

Dave Haas

Larry Reese

Ben Nau

Brian Legg


>>Remaining Racers in the 16 Car Field Mark Vinson

Rick Trunkett

Lonnie Tibbs

Rob Meisch

Chad Pokopatz

John Martin

Gary Brewer

Bill Diauto


up to the event proved to be a true war for RSS…a war of attrition. By the day before the event, the 32-car invitational lineup (and that’s even after calling up the entire 8-car standby field) was sitting at 28. From there, on race day, that was whittled down even further by virtue of no-shows, breakage in testing Friday

night, and yes, even a few back-outs, but those that battled to qualify for the final 16 weren’t holding anything back! With five different states represented, drivers were were gunning not just to make the show but also for one of the coveted top eight qualifying spots, and the 2017 Gold Cards that came

5: John Martin’s Chevelle is ultra-cool, sports an Induction Solutions nitrous system and runs on a 275 radial tire. with them allowing free entry into the 2017 RSS event. When it came to lane choice, the simple flip of a coin decided it. Remember, only the win light was shown on the scoreboards and not the elapsed times.

www.rpm-mag.com | october 2016



6: Nate Inbody stole the show in Real Street in his 1991 supercharged small block Ford-powered Mustang.


7 When heads-up no-time drag racing gets a hold of you though, it’s easy to get hooked and it’s not uncommon to see fans betting on every pairing down the strip during the Real Street Showdown. Nitrous cars were laying the smack down early

on at the War with Prior, Doyle, Nau and Vinson all making it through a tough first round battle! In round two, Mark Vinson in his ultra-clean jet black Monte Carlo had his shot at taking out the eventual winner, Nate Inbody, when Inbody had prob-

lems on the line. Vinson however, turned on the red light and lost before the race even started…”a tough loss to swallow, but that’s drag racing,” said Vinson. Also in second round, Ben Nau would take out last year’s RSS champ

Mike Martyn and pilot his AMC Spirit to third round only to have a nitrous backfire on the starting line, ending his chances in a race that would have put him into the finals. Could you imagine the internet buzz if an AMC-powered AMC had won the RSS! Incidentally, what made the round two

victory against Martyn even sweeter for Nau was that it was Martyn who took out the Nau family AMC Gremlin in 2015. There was upset after upset and rumors were again flying between rounds, but probably one of the biggest twists for 2016 was not only seeing two small block Ford powered cars


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october 2016 | RPM Magazine

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8 in the final dance—but take note—no turbo car was to be found in the Real Street Showdown final! Instead, it was the 427-inch Windsor-based supercharged ’91 Stang of Nate Inbody versus the blown small block Ford Mustang of Dave Haas, with Inbody taking the $5,000 cash winner’s purse plus the Summit Racing Equipment bonus! In the War’s second heads-up eighth-mile class, Pro Systems Outlaw Limited Street presented by M3 Technologies & Ross Racing Pistons, a record turnout came to support the event. How-

9 ever, so many were asking what could have been, as just a few months out from the War event, another promoter intentionally booked an Outlaw Limited Street event on the very same day a few hours down the road and with a $10,000 purse… who does that? The racers are the only ones who suffer…imagine a 30-plus car field in OLS, it would have been spectacular! Unlike Real Street, OLS was dominated by Chevys. Keith Sletvold came out with guns blazing and qualified #1 with a solid 4.74 at 159 mph in his beautiful nitroused

Sunburst yellow Camaro (previously featured in RPM). Not far behind was Kyle Ehorn who took his incredible first-gen 1969 Z28 Camaro to the #2 spot with Ray Litz in his fourth gen in third and George Rumore taking fourth qualifier with his second gen Camaro…as if that’s not confusing! Most of the top four went rounds, but the big upset was seeing the #12 qualifier, Dale Arbogast, driving the murdered-out Nova of Tom Hersch, knocking out all challengers on his way to the finals. The emifinals would see Arbogast take

out Sletvold and Ehorn drive past Ray Galvin into the finals. What really blew everyone away was that Arbogast took the boosted Nova to the Winner’s Circle with a slower 4.85 elapsed time over Ehorn’s 4.80! It was all won at the starting line when a short .204-second nap on Ehorn’s part cost the race as the Nova knocked off a solid .082 reaction time on the way to the win. Featured guests, the Ohio Outlaw AA/Gassers were back for 2016 complete with their starting line girls donned in short skirts and gogo boots,

7: The race that was just not meant to be for Rick Trunkett in his completely homebuilt and often street driven 1972 Duster. He broke just after qualifying but had every intention of kickin’ some Bowtie and Fox body ass! 8: Rick Steinke’s stock suspension 1967 Malibu is fla out cool! Powered by a turbocharged small block Chevy, this car had the ability to win the RSS. 9: Event Promoter Kristal Cowle and her son Christian choose the first ound pairing names out of a hat for Real Street Showdown. The area usually packs up pretty quick with racers and fans.

www.rpm-mag.com | october 2016



10: Fans lined the fence when guest announcer Chris Biro (AKA our RPM Editor-in-Chief) called Real Street Showdown to the lanes.


11 a favorite of co-announcer Kelly Cooper. The Gassers were again running Chicago-style eliminations, where all eight featured cars with straight axles, blowers, huge smoky burnouts, and rolling idles wowed the crowd to the finals that came down to Micky Hale’s “Warlock” 1948 Austin making a return appearance for 2016, only the outcome would be slightly different. Hale’s solid 5.74 pass was

no match for the 5.63 hit of the blown & injected Scottrods Anglia piloted by Al Borowski. The Rossler Renegade Rebellion presented by 501 Perfect Converter Company would host four quarter-mile index style classes. Index racing is as close to heads-up as you can get and a favorite among budget conscious street machiners and racers. Basically, you can enter any vehicle that meets the safety

rules and each car in your class runs on the same Index. Unlike bracket racing, in Index classes both cars leave the starting line at the same time and the first to the finish line without going faster than the class index wins the race. The ndex racing was so close at the War II that mere hundreds, and sometimes thousands of second separated winners and losers. In 8.90 index action the final

11: Dale Arbogast stunned the pack when he came from 12th qualifier o winner in Outlaw Limited Street piloting Tom Hersch’s murdered-out Nova. came down to 2015 War champion Eric Tuuri in his long and not so lean (3,600-pound) 1966 Dodge Charger taking on Mike Pleveich in his 1972 Nova who had problems during the run giving the “twofer” to Tuuri.

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www.rpm-mag.com | october 2016






12: Ray Litz’s newly debuted boosted 4th Gen Camaro is ready to do battle. Unfortunately a starting line problem kept Litz from advancing at the war. 13: One of our favorites was the cool flamed show-quality 2nd Gen Camaro of Jerome Barrows, Sr.

14 With a massive field of 9.90 index cars, it would come down to Jack Brown in his full size 1980 Ford F-150 pickup and Darrin Sotera in his ’68 Camaro. Sotera would take the win with a solid 9.91 ET on a .016-second reaction time to

Brown’s off-pace 9.89. In an equally large field of 10.50 index cars, 26 in all, it would boil down to Tim Combs in his 1991 Mustang versus Mike Carrol, with Carrol taking home the win in his 1968 Camaro. 11.50 Index

16 racing is always a full house because most anyone on a budget can run with the pack, and win. And at the 2016 War, after battling through a 30-car field, that win would go to Tim McKenzie’s 11.54 run in his Buick Regal over the too

quick 11.46 pass of Jim Harty in his ’97 Mustang. Finally, last but certainly not least, in overflowing bracket classes the No Box win went to Scott Fury in his 1972 Charger and the Box win to Richard Thayer in his 1968 Corvette.

“We set the bar pretty high the first time around so we weren’t sure what to expect for year #2 but when everything was said and done that Saturday night we had not only matched but surpassed the success of our inaugural event.



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october 2016 | RPM Magazine


17: Brian Kennelley qualified #2 in 9.90 in his Chevy II. Watch RPM for the story on this beautiful machine. 18: Wanda Johnson qualified 16th in her Tickled Pink” 1938 Coupe in 9.90 Index actions. 19: Rick Russell, Sr. runs 10.50 Index in his amazing full bodied Li’l Red Express and is gunning to be the world’s quickest/fastest of its kind. 20: Mike Herno’s goes wheels-up in 10.50 Index.

14: Bill Travato took on OLS between his busy NMCA race schedule.



15: Bob Wendling spent the first outing with his wicked 1963 Chevy Biscayne, racing in the 8.90 class. 16: New school! This incredible 2016 Cobra Jet Mustang owned by Ed Brown pulled in beside the RPM mobile headquarters. Then rolled off the t ailer and ran 8.90s in the quarter-mile.


www.rpm-mag.com | october 2016




22 26

24 21

21 & 22:10.50 seems to be the class where we see the most original style muscle cars including the Buick GS of Mark Kranko and Scamp of Mark LaRoche.

23 Every class increased their car counts from the prior year,” said event promoter Kristal Cowle. “Thanks to our event sponsors RPM, Lucas Oil and Summit Racing Equipment, our class sponsors Rossler Transmissions, 501 Perfect Converter Company, Harland Sharp, Firecore Performance Prod-


ucts, Big 3 Racing, Pro Systems Racing Carburetors, M3 Technologies and Ross Racing Pistons. Thanks also to Scotty G, Wiseco Performance Products, Hyatt Racing Services “In Memory Of Tim Hyatt,” Jason Davis Racecars, and Mike Brown Customs. And to M3 Technologies Inc., thanks so much again

october 2016 | RPM Magazine

for our custom trophies! Jim Curtis and the staff of Thompson Raceway Park once again busted their butts to give us a solid surface on which to race, and to my volunteer staff ho worked relentlessly all weekend to ensure this event lived up to its full potential, thank you!” added Cowle.

23:The War bracket classes were busting at the seams with cool rides of all shapes and fla ors, including this Ford pickup in the No Box class.

24 & 25: What’s not to like about blown injected big block straight axle nostalgia drag racing? The Ohio Outlaw AA/Gassers put on another great show at the 2016 War.

The big question from here is, will there be a 2017 War By The Shore? Kristal Cowle says yes! “We are locked and loaded for War in 2017 August 4th and 5th!” Stay tuned to the War by the Shore Facebook page and to www.warbytheshore.com for the full lowdown.

26: Large custom laser cut metal awards were created by event sponsor M3 Technologies for each class champion. Rick Gorski of Firecore Performance Products accepts his sponsor award which was a miniaturized version of the class awards.

www.rpm-mag.com | july 2016


story by

George Pich

photos by

Will McDougle


!!! 56

october 2016 | RPM Magazine


bought the car as a worn out 4-cylinder, auto Mustang for $1,000 on December 7th 2015,” said Aaron Holleman of his 1993 Mustang now known as the F93 Bomber or The ir Force Stang. When it was delivered, Holleman says that there were actually screwdrivers in place of bolts, and to add a little more to the story for Aaron, the car had fallen off he tow truck on the way to his home. “That very night I started ripping into the car,” he said. In the end, the only thing that

was reused by Holleman was the main body—he changed everything else and can boast that he built the car, the engine, completed all of the suspension, chassis work and roll cage, and even did the paint in his own small shop. Originally, a 496 big block Chevy with two nitrous kits was installed in the car, but with a big street car shootout event coming, Aaron decided at the last minute to change things up. With a bunch of LS parts just sitting around, and despite his past experience in turbos, he decided to build a nitrous LS for the Mustang.


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Aaron has been around cars and racing as long as he can remember, and with his dad being in the industry 35+ years, his interest in cars is a natural fit. “I grew up at the track and watching my dad run on the street and helped him work on cars whenever I could,” explained Holleman. “When he opened Integrity Racing in


2001, I knew that was what I was going to do. We built hot rods, did all sorts of fab work, engines, and still continued racing. I stayed in the industry until 2015. At that point I changed careers, but I still build cars for myself and pick and choose customers from time to time, as well.” The ustang had an important

inspiration behind its build, as Aaron’s grandfather was a tailgunner in WW2 in a B-17 and after that he was with the LAPD for over 20 years—the last 10 years as a homicide detective. “Halloween day 2000 my Grandpa passed away,” said a somber Holleman. “He meant the world to me. Anytime we could spend time

october 2016 | RPM Magazine

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GROUND CONTROL NOT FORGOTTEN The rear window holds a tribute to a loving family member and defender of our freedom who has passed on. The trunk, on the other hand, displays graphics consistent with WWII bombers during action.

together we did. When he passed away, I wanted to build a car as a tribute to him. It took 15 years to find the right car and for it to come together like this. That’s why I built this car in just three months: it was all falling together so well.” ‘Queen of the Stream,’ —written on the fenders—was the name of the B-17 that his grandfather fl w in and the tail numbers on the car are his initials and birthday. The est of the Air Force/ WWII artwork were items that Aaron found and felt would fit with the build. Holleman had the car completely finished by mid-February 2015, and that’s while working a 65-hour work week. This was all done after hours and Aaron figures he spent well over 100


hours a week between the car and his job, “but is was well worth every minute,” he said. As most readers know, it’s pretty hard to stand out with a Fox body Mustang these days. But mission accomplished Aaron, you nailed it, the whole build is unique, and it caught our eye during our 2016 RPM Road Trip: Arizona. “I’ve had people tell me that they hate Mustangs but that seeing my car and knowing what the tribute means has changed their minds.” When naming the car, Holleman wanted something that would be catchy and easy to remember. “I picked F-93 because the car is a Fox body and a 1993. After that, everyone started

october 2016 | RPM Magazine

PURPOSEFUL ART All the graphics on the F93 have been carefully thought out to mean something and Aaron enjoys the looks and reactions to the car when people first see it. he series of letters and numbers on the rear quarters refer to his grandfather’s name; William A. Koivu and his birthdate; 06 05 1918.

FAUX-TIE Note the small Bowtie in the grille indicating Holleman’s choice for power.

www.rpm-mag.com | october 2016


GROUND CONTROL AARON HOLLEMAN’S STREET/STRIP 1993 FORD MUSTANG Chassis Type & Mods: Stock suspension-style car, 8.50 cage, subframe connectors. Skinny Kid parachute chassis mount. Suspension: UPR Pro Series full rear suspension, single adjustable lower control arms, double adjustable upper control arms, with antiroll bar. Mach 1 springs, Viking double-adjustable shocks, and spherical bushings. Full Team Z front suspension, tubular LS swap K-member, tubular control arms, QA1 adjustable strut and coilover setup. Body & Paint: VFN Outlaw 10.5 front bumper, Unlimited Products 7-inch bubble cowl hood, RC’s Metalworks sheetmetal wing, NOS 1993 Cobra taillights, smoked headlights. The paint is Olive Drab Flat, custom graphics done by Red Beard Graphics in Prescott, AZ. Engine: Stock bottom end 5.3 LS, GM muscle car swap oil pan, custom ground nitrous cam, Lunati Gold double spring kit, Comp 7.400 pushrods, heads ported, and polished. Custom 1 7/8-inch headers by James Holleman at Prescott Premier Performance, dual 3-inch exhaust with an X-pipe and 10 series Flowmaster mufflers. Induction: Custom Edelbrock Victor Jr. intake fully ported, 4500 flange welded to intake, shaped and blended. 750 Holley Dominator carburetor, dual Quick Fuel 125 pumps with -8 AN line for engine and nitrous kits. Power Adder: NOS Big Shot plate kit and Nitrous Express direct port kit. Electronics: MSD 6010 6LS box, Nitrous Express Maximizer 3 progressive controller. Transmission & Converter: JNR Transmissions TH350 fully built with manual valve body. Roadrunner 245mm 5,200 stall Nitrous converter. Rear Diff rential: 8.8-inch Ford housing with welded axle tubes, 33-spline axles, locker, Strange C-clip eliminators, 3.55 gears with a girdle.

calling it the F-93 Bomber,” he laughed. Holleman loves the look on people’s faces when they first see the car, or when he talks to people who have had family serve in the Military about why he built the Mustang the way he did. And because it is a true street car, he was sure to keep the rear seat for his young son who loves being driven to school in the F-93. “His friends lose their minds,” laughed Aaron. “But then again it is a bit different than your average

minivan.” Shortly after we did our shoot on the Air Force Stang, unfortunately, it was involved in a serious on-track crash. “The ccident happened at a Cash Days event,” explained Holleman, who had been

making pass after pass that day. “I hadn’t checked the overfl w and pulled up to race my buddy Justin. I got out from the starting line and it started blowing the tires off, and this car never did that. I tried to reel it back

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GROUND CONTROL FORD-I-FIED REAR Out back, the Stang’s stock 8.8 rearend has been beefed up with welded axle tubes, 33-spline axles, a locker, Strange C-clip eliminators, and 3.55 gears.


in and when I thought I finally had it, it went right out from under me. At that point I was along for the ride.” The ar rolled over one complete time and landed back on its wheels. As it turns out, the overfl w had spit water


october 2016 | RPM Magazine

out and Aaron ran over it which caused the tires to lose traction under full power. Most of the damage was to the front clip and roof but Holleman put the car on a chassis machine just to be sure and it was completely straight.

There’s no mistaking the look of an LS. Complete K-members for the swap among other parts and pieces are readily available given the popularity of the crossover. Those solenoids are a reminder that once the nitrous is activated, this Horse is a weapon capable of doing some damage...to the opponent’s ego. The stock bottom end LS sports two hits of juice (one plate, one direct port) and runs in various heads-up street car shootouts and grudge events in the Arizona area.

www.rpm-mag.com | october 2016



GRANDPA’S PAYLOAD Inside is a stock interior with a cage to protect Aaron, a race shifter, two nitrous bottles with “bombs,” and a photo of his grandfather carefully clipped in place to be in view at all times.

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





october 2016 | RPM Magazine



“I fixed the car, made a couple small changes, and continue to race it,” he said. As for the future, Aaron plans to build a 416 LS twin turbo setup for next year and move to a 25.5 spec cage, but he guarantees the look of the car will remain exactly the same.

“Thanks to all of my very good friends that have helped with things. Justin Robbins built the trans that could take a beating from both kits and keep going strong. Branden Brown from Red Beard Graphics for working with me, and putting my ideas into reality. James and Andy Holleman from Prescott Premier Performance (my dad, and younger brother). They built the headers and helped with jetting on the carb. Mike Knox for doing the rear seat upholstery. My crew of friends that helped on everything from sanding, holding stuff while I elded, to pulling the plugs after a run. Too many people to name, but I appreciate you all!” -Aaron Holleman

Continued on page 76

www.rpm-mag.com | october 2016


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GROUND CONTROL CLEARED FOR TAKEOFF Launching the F93 Mustang at Wild Horse Pass Motorsports Park near Phoenix, Arizona.


october 2016 | RPM Magazine

HUMBLE BEGINNINGS This is what $1,000 bought Aaron on December 7th, 2015. He already had his vision of what it was going to be, but it took him 15 years (following his grandfather’s passing) to find the right donor ar.

BATTLE SCARS This is the Mustang after Holleman’s rollover crash in April this year during a run at the strip. Pretty rough but the chassis was still straight and within weeks it was fi ed and back on the track and street.

FAMILY LEGACY Aaron also keeps close his grandfather’s Certifi ate of Appreciation sent following his Air Force service many many years ago.

“By the way,” Holleman wanted to add. “This is a real street car with full interior that runs on pump gas… unless it’s on both kits!”

www.rpm-mag.com | october 2016


>>This Nova pulls double duty on the street and the strip story and photos by

Tim Lewis


ace cars are good for one thing: the race track. Oh, and of course eating up all of your money…but that’s a whole other story. So when you can build a car that is race car quick and still be able to pump gas from your local gas station into it then take it for a drive around town, you get twice the bang for your bucks. That was exactly Mike Dodson’s plan for his 1967 Chevy II.

DUAL THREAT Check it out—backing up after the burnout the backup lights work. Hey it’s a street car right?


october 2016 | RPM Magazine

This Chevy is what Mike feels a street/race car should be all about. Dodson, who spends Monday through Friday as a tradesman plumber is just your typical blue-collar hard working man who happens to love fast cars. With 30 years of hot rodding under his belt, he got his start with a 1967 Ford Fairlane, and it was no slouch. The Fairlane ran a 427 FE on alcohol and turned a best of 6.05 in the 1/8thmile at the strip. It was Mike’s

OUT TO LAUNCH With Mike’s son watching, dad heads down the track on a hot June night to the tune of 5.67 at 122mph.

SMOKING SECTION Dodson warms the hides on his slick Chevy.

www.rpm-mag.com | october 2016


CHEVY II COOL longtime friend and engine builder, Billy Caudle, who got him started in drag racing, “I give him all the credit for getting me started in my racing career,” said Dodson. When the idea of building another all-out race car seemed impractical, Mike came up with building a car that would accomplish both; race on the weekend and drive through town the following day. However, unlike some of the rides that tout the “street car” moniker, but couldn’t make a clean drive around the block, Dodson’s had to be completely streetable and look killer while cruising. Starting out a with a 1967 Chevy II, a classic car to build into a street/strip monster ride, John Moton Race Cars in Virginia updated the existing chassis to get things ready for Mike to build his dream street/strip machine. A 4-link out back with Koni coilovers along for the ride suspends a 9-inch Ford ProFab rear with aluminum center section and


october 2016 | RPM Magazine

SHOWIN’ OFF While out at the Orange County Cruisers cruise-in, the car drew more than its fair share of attention. While the stock body panels and cowl hood are pretty tame, the chute and long wheelie bars are anything but.


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BIG OL’ RAT The Billy Caudle-built pump gas 632-inch big block Chevy is a solid combo for street driving and running 5.60’s in the eighth-mile. Not many other guys at the local cruise-ins can say that.

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october 2016 | RPM Magazine




Factory Performance™ Parts

刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 5.14 gears to offset the large diameter rear hides. Up front, Strange does the work in both the suspension department as well in getting Chevy II slowed down after making a pass down the track or stopping at a red light. The car rides on 15x15 Weld Aluma Stars in the rear with double beadlocks wrapped in Mickey Thompson ET Streets in the portly size of 33x18.5. And being a real street car, there’s no need to switch the rears over to a slick. Dodson simply runs what he brung! The 2,900-pound Nova gets power via a Billy Caudle built pump gas 632-inch big block Chevy, which is more than fit for some serious strip duty after a cruise. A Merlin 4.600-inch bore/4.750-inch

stroke block was used along with a Lunati crank and H-beam rods. AFR 377 heads with Red Zone lifers and a COMP Cams .820 bumpstick make up the bulk of the Nova’s valve train, while a Super Victor 2 and Holley Ultra 1250 Dominator top off the big cube big block. Wayne Rodgers—better known as “Uncle Wayne”—built Mike a 2-speed powerglide with an ATI 8-inch 5,500 rpm stall converter to transfer power back to that bulletproof 9-inch. The car was coming together mechanically but needed attention in the exterior department. That’s where Dodson’s longtime friend Donny “Tubby” Thompson came into the picture to get

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

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

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

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

TOTALLY TUBULAR The factory Chevy II front end is long gone on the tube chassis Nova. Ground clearance with the headers could be a problem though driving down the back roads of Virginia. I don’t think 67 came with struts like this from the factory! Strange components make up the front suspension.

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




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the panels straight and the paint wet. Aside from the cowl hood and rear wing, the car looks tame when compared to some of today’s x-pro mod street cars. This is Mike’s idea of how real street cars are built; roll up windows, steel body panels and sipping 93 octane pumped from the local gas station.

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october 2016 | RPM Magazine

Dodson has run 5.60 @ 122mph in the eighth on the motor, and while there is some talk of swapping out cylinder heads and adding some nitrous, right now it’s all about taking the car out on weekends for car shows and cruise nights, all while being able to run it consistently and safely

CHEVY II COOL CLASSIC BUT NASTY Dodson pulls into the water box for one of the first burnouts the car ever did at the race track.

at the track when the need arises. “The goal I have for the racing side of the car is to drive it to the track, get in the lanes and run 4.90, then drive back home,” added Dodson. Now that’s something not a whole lot of gearheads can lay claim to. And with the rise of bad street cars going the turbo route,

it’s cool to see an all-motor street machine in there mixing it up with them. Dodson has also been racing with the Fun Bunch Racing team for a number of years and can be found behind the wheel of Jimmy Tibbs’ 2000 Firebird in Top Sportsman action, piloting the car to 4.60’s in the

RED IS FOR RACIN’ The stock dash is another nice part of this build. Nothing looks better when you look into a hot rod and see the factory dash and gauges, especially at the dragstrip. In contrast to the usual black interior in most rebuilt muscle cars, a sea of red is all you see inside Dodson’s Chevy II. The red interior is offset only y the cage and goes great with the black paint. A cool addition is the race buckets recovered to match the original design.

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www.rpm-mag.com | october 2016



THE OTHER RIDE Mike can also be found running Top Sportsman in Jimmy Tibbs mid-4 second Firebird.

BIG TIRE BRUISER The Mickey Thompson ET Streets look great stuffed up under the quarters. The fabricated and braced 9-inch Ford carries an aluminum center section and 5.14 gears to get things moving.

KEEP IT QUIET By Virginia law you have to have mufflers an Dodson’s street car has them in order to keep street legal.






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.







october 2016 | RPM Magazine

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HITTIN’ THE LOUD PEDAL Mike Heats the tires on the Chevy II for the next run. If you remember how cool the old ’90s Flowmasters sounded on the shootout cars then this car would bring back some really good memories.

THE MAN IN THE BLACK CAR Mike Dodson is very proud of the outcome of the car, and he should be. Not only is he a fan of Chevys, but also Johnny Cash.

eighth-mile, proof positive that he’s definitely a capable driver. The team can also be found running the Firebird in local brackets along with the Southern Outlaw Top Sportsman series. Mike says the car wouldn’t be what it is without out the help of family and friends and would like to thank Steve McFarlan, John Moton Race Cars, Paint By Tubby, Gordon Dove, and sons Dwayne and Michael Dodson, The Fun Bunch and Billy Caudle for making the power to get the car to run. While at this point in his life with the Chevy II Mike is enjoying time spent touring across Northern Virginia and hitting the local cruisein spots along the way, you never know, you might just see a steel body Chevy II show up in Southern Outlaw Top Sportsman…and drive home after taking the win!

www.rpm-mag.com | october 2016



>>Why pay for it... when you can swap for it? story and photo by








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october 2016 | RPM Magazine


y dad taught me a lot of things about wrenching but when it came to serving people he taught me to promise less and give more. I took this to heart and apply it to everything I do in life. I enjoy giving and sharing and do what I can to make the world a better place. In our wonderful world of motorsports giving and sharing our skills with other motorheads is common practice. It supports the quality garage time and bonding that I wrote about in a previous article. This month I wanted to talk about an old practice called bartering. Bartering is the exchange of services rather than by the use of money. When money is tight, and for a gearhead or racer this is all of the time, bartering is a great way to get quality work done without spending money from your broken parts fund. Allow me share my most recent bartering transaction with you. When I finished putting together my Pro Street Camaro for the first time, it was both a happy day and a sad one. I was elated that my work was done

and everything came out better than I had first envisioned. The engine and engine bay are a work of art. The electrical system is brand new and is ready for NASA to test. The frame and suspension are tight and right and freshly painted. The complete fuel system and ignition system is brand new. So why am I sad? Besides missing the sleepless nights working in my shop, teaching my daughter numerous wrenching lessons, and garage bonding with some good people, the paint on the car was horrible! I went way over budget completing the car and had nothing left for paint. Sure I have an air compressor, a filter/ dryer, a few spray guns, and the know-how to paint it. However, my painting skills are not up to par with my mechanical skills. I can paint frames, engines, fuel cells, interior panels, trailers, and tool boxes, but not my baby. My brother and I painted my first race car when I was 16. Everyone loved it and I received many compliments. Thirty-four years later my expectations have changed for how a finished show car should

LET’S MAKE A DEAL look and I do not have the skills to take my car to that level. So here I am back at the no-cashfor-paint dilemma. I was talking with a friend of mine about the paint on my car and my lack of cash to fix it. He said that his son was a genius at wet sanding and buffing and was certain he could get the paint looking better. He also told me that his son had an older Camaro that needed some electrical work and some custom dash modifications. Since I specialize in making custom power boards for racers, he knew I was the guy for the job. As a result, we struck a deal and agreed to barter for our services.

Bartering often relies on the handshake deal, which, if both parties have a meeting of the minds going into it, works really well. Here is where the “promise less and give more” philosophy comes into play. I relocated his battery to the trunk, wired in a secret kill switch, enclosed all of the new power wires in a Vulcan heat sleeve, and routed it along the frame rails. I wired in a new fuel pump relay and radiator fan relay, installed my custom power distribution box, and re-wired the absolute “butcher job” of a mess I uncovered while trying to organize and clean up his engine bay. I cut out his ashtray and installed a custom Painless Per-

formance switch panel to control his ignition, starter, fuel pump, and fan. While wiring the switch panel, I uncovered yet another mess of wiring in the steering column. Can I remind you that all he wanted was his car to start and if possible, install a push button starter. He was super psyched at all of my suggestions and had no problem ordering every part we needed to complete my vision. We found that he desperately needed new wheel bearings and I told him if he bought the parts

www.rpm-mag.com | october 2016


SHOP TALK HECK OF A DEAL This young fellow knows his stuff

HANDS UP OR I’LL SHOOT... I’LL TRADE YA... Part of the electrical work performed on my buddies son’s car in return for wetsanding and buffi . I would do the work. He came by a week later with new rotors and bearings. I pressed the new races in and installed his new rotors and wheel bearings. I had a lot of fun along the way helping him and was happy to share some quality garage time with my friend’s son. In return for my services, he shared his “mad skills” and


wet sanded my car, buffed it, sealed it, and polished it out. As a finishing touch, he went around the car with touch up paint and made sure that red was the only color visible. I am happy to say that his work produced an end result that was much better than I had anticipated. He proved the old saying “that you can’t polish a turd” to be false.

october 2016 | RPM Magazine

My brother and I back in 1983. I had diffe ent expectations with regards to paint job quality back then, so finding someone to meet my “now” expectations and trade skills with them worked well.

The best way to describe the paint on my car before he started was that it looked as if someone washed the car with milk on the hottest summer day and let the sun dry it. There was very little shine and it had a cloudy appearance to it. There was also a lot of orange peel that he was able to tame while wet sanding. My car has a brand new

shine to it. I am happy beyond words at the finished product. He certainly took a bad paint job and turned it into a glistening gem. So for all of my fellow motorheads, gearheads, garage geeks, tool junkies, enthusiasts, techs, mechanics, builders, fabricators, or whatever else we tend to call ourselves from time to time, I encourage you

to seek out others who may share a different expertise and try out the old barter system. As RPM’s own Toby Brooks stated, “It takes a village to build a car.” The time that you spend together with your bartering partner will benefit he both of you, and provide some quality garage time and some future “shop talk” to share with others.

Until next time, Keep wrenching!

LOOKIN’ SLICK My pro street Camaro pride and joy shines as new once again.

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 | october 2016






Chuck Scott

>> We show you

some critical fabrication skills with a Woodward Fab tubing bender


his month, we decided to revisit the dark and mysterious world of tube bending. We touched on basic bending techniques in RPM a few years back during the early stages of the Back On Track Camaro series, however, it is one of those topics that could use a refresher course every now and then. So grab a cold drink, sit down and read on, as hopefully these basic tricks

and techniques will help show that tube bending is actually not so dark and mysterious after all. You don’t have to build race car chassis for a living to find a need to bend tubing every now and then. Sometimes it’s just the need to make a simple part, upgrading your roll cage, repairing damage, or maybe even building your next hot rod. No matter the reason, if you are a handson, do-it-yourself kind of car

guy or gal, chances are you have likely considered adding a tubing bender to your arsenal. Here in the Virginia RPM shop, we finally got tired of bugging friends and making a road trip every time we needed a piece of tube bent. Nobody wants to be “that guy”— the dreaded tool borrower. Especially when they have to be borrowed on-premises. “Hey are you busy? You mind if I make a couple quick

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october 2016 | RPM Magazine

bends?” We started looking at simple manual benders and found most were made very similar. Basic manual benders are priced fairly close to each other but we found the die sets can vary in price from manufacturer to manufacturer quite a bit. The benders themselves are fairly inexpensive, but each size die set can cost nearly as much as the actual bender. Without the dies, the bender is just a garage obstacle to trip


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www.rpm-mag.com | october 2016


RPM QUICK TECH over. After comparing total cost of everything needed, we found Woodward Fab based in Hartland, Michigan to have the most competitive component pricing for a manual bender. It also doesn’t hurt that Summit Racing is a stocking dealer. If we need a different die set in a hurry, one call to Summit puts it in our hands in two days. Woodward Fab makes all kinds of metal fabrication tools such as notchers, sheet metal brakes, saws, etc.—all sorts of stuff y u will enjoy working with, and they won’t break the bank. Setting up the new bender provided a great opportunity to share some bending basics for the readers who want to give tube fab

a try. There are several different ways to measure, plot out, and execute accurate bends but we’re going to show you an easy way to do it that doesn’t require you to be a fabricating wizard or an artist to get right. If you make yourself a few simple tools, take your time, and make good measurements, you won’t have to put in years of practice or waste miles of tubing. I don’t claim to be a fabricator, but I’ve been blessed to have several close friends that fabricate for a living who have shared their knowledge with me over the years and answer even my stupidest questions. So here is my guide to get you going with minimum headache.


2 1: Our new bender shipped direct from Woodward Fab via truck freight. Once in the shop and off the pallet, we made quick inventory of the parts and scanned the instructions. Even though it comes in pieces, there really isn’t much to assemble. The upper and lower halves of the stationary frame bolt to the optional stand then the rest goes together with pins. We won’t bore you with the actual assembly, that’s what the instruction manual is for. It is really simple and takes about 12 minutes once the stand is bolted to the fl or. We chose to get two common die sets to start out with, 1 5/8-inch and a 1 1/4-inch. The main size used on every cage from a 10-point and up is 1 5/8inch and I personally use 1 1/4-inch a lot too. Remember, you can always use a larger-than-required tube size, so it may not be necessary to buy every size in a certifi ation unless you are striving to save every last ounce.


october 2016 | RPM Magazine

2: When mounting your stand to the fl or, make sure the stationary frame section is level in both directions. Note that it may be necessary to shim the base at the fl or when bolting it down to achieve dead zero level if your fl or is off. Our fl or was off y one degree, necessitating a small shim.

3: Rather than put the die set not in use on a shelf, we decided to weld a couple short 3/4inch tubes to the backside of the stand to hang them on. Luckily I found the exact color blue spray paint in our fi e cabinet. I just taped off the Woodward Fab logo and touched up the section where I had to grind and weld. While I was at it, I painted the bender handle to match. If we add any more dies to our collection, we will add more hangers on the other side.


4: Our first handy dandy homemade tool is a layout board. We stopped by one of the local hardware stores and bought a 4x8 sheet of white hardboard for $15 and had them cut 3 feet of length off it with their panel saw o make it 4x5. Most cars are less than 5 feet wide inside so there is no use in leaving it 8 feet long. The layout board can be slid behind a toolbox out of the way when it’s not needed. Ensure that the board is perfectly square after being cut by making a good square border line across the bottom, down each side and a vertical center line with a permanent marker. You will make your measurements off these lines and not the edge of the board. You can now plot out your bends with dry erase markers and clean it off when you are done to use the board again and again.



5: These little magnetic digital angle gauges are very helpful in a lot of applications. We picked this one up online for $25. To give the gauge a nice flat s ot to sit and securely attach it to a tube in the bender, we took a small C-clamp and cut a notch out of the top and welded on a piece of angle stock. Once it is on the tube you can just zero it out and make your first end. If the second bend is on the same plane (two dimensional), you would simply turn the tube to get the gauge back to zero before starting the next bend. If it is on a diffe ent plane (three dimensional), you would rotate the tube until you get the diffe ent angle you want on the gauge. This makes it easier, but isn’t a must as a digital level or just the angle gauge and a framing square can do the job also.

www.rpm-mag.com | october 2016



8 7

6: The next “tool” you will want to make is a sample bend. Make one of these for every die set you have. Your sample bend is a 90° section that you will keep and use when laying out your bend to figu e out your die’s radius. I marked the tube starting 3 inches from the end and then every 1 inch and used masking tape to make a nice straight line around the tube with a marker.


7 & 8: Line up the first mark on the tu e with the end of the follower block in the bender. You could use the end of the radius die, however it can be hard to see when the bender is at the starting point which is folded closed. After the tube is in position, install the tube stay bracket to the die and snug down the set bolt against the tube to keep it from slipping. Keep the radius die dry but you can lube the follower block to allow the tube to slide across it without scarring up the tube. We didn’t use any here since we need to mark on the tube and lubrication would make that difficult. ith a hand against the swing lever bar to take out the slack, set the pointer to zero on the degree ring.

october 2016 | RPM Magazine


9: Stop every 10 degrees and make a short mark on the tube at the end of the follower block with a diffe ent color marker than you used to make your 1-inch increment lines. You will use this for estimating how much length to allow on each bend (given the angle needed) when figuring total tube length.


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10 10: When making a large angle bend you will run out of notches on the ratchet arm before finishing the end. To take the bend further, simply pull the outer die pin and move the drive frame over to the next hole in the die and get back to pulling the bar.



october 2016 | RPM Magazine

11: When you get your bend to 90°, remove the tube from the bender and find our start and end of the bend. The actual point on the tube where the bend begins will be slightly inside of the reference start mark made at the end of the follower block. It is easy to see on the inside of the bend as there will be a slight impression or shiny spot where the die started to bite in and stretch the tube. Mark those spots on the sample bend with yet another color permanent marker. You won’t actually use these marks to measure from, but they will help you to visualize when you lay out a new bend. Now, cut off the e tra tube a couple inches past the end of your bend. Since you want to keep your sample bend tool, you can clear coat it to keep your marks from wearing off or the tube from rusting.



12 & 13: Now that you have your tools ready, it’s on to measuring a nice three-dimensional complex bend. Two-dimensional or single plane bends are easy, however, when it comes to multiple bends in more than one direction it can get tricky. We setup to start the main hoop of a funny car cage upgrade to an 8.50 certified age. We used an inexpensive digital angle finder and a ommon plastic angle finder o figu e the angle of each bend. With the angles mocked up, we measured the length of each leg and distance between each change in direction. At this point, we’re not worried about radius of the bends and just measure to each angle corner.


14: On your layout board write notes about what you are doing, and draw out the measurements to scale. Use your permanent center line and border lines to measure from to get an exact layout.


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15 & 16: Use your sample bend tool to layout the radius of each bend and mark the bend start reference on the layout board. To do this, start with one of the straight sections. Line the longer straight section of the sample bend and slide it toward the corner until the outside of the bend meets the line on the other side of your layout. Now mark the reference line from the sample onto the board. Flip the sample bend around and do the same in the other direction. You can see here that you can count the inch marks on the sample bend and know how much length of tubing will be in each bend. Measure the distance between these marks to know how long each straight section will be between your reference marks.



17, 18 & 19: Use your sample bend tool to layout the radius of each bend and mark the bend start reference on the layout board. To do this, start with one of the straight sections. Line the longer straight section of the sample bend and slide it toward the corner until the outside of the bend meets the line on the other side of your layout. Now mark the reference line from the sample onto the board. Flip the sample bend around and do the same in the other direction. You can see here that you can count the inch marks on the sample bend and know how much length of tubing will be in each bend. Measure the distance between these marks to know how long each straight section will be between your reference marks.




october 2016 | RPM Magazine



20 & 21: Now just transfer these new measurements onto your tube and chuck it up into the bender. Start each bend at the mark on the tube lined up with the follower block. Remember to put a slight pulling pressure on the bender handle while setting up in order to take out any slack on the dies from an at rest position. Just a couple fingers on the handle is all tha ’s needed as you don’t want to put any more tension on it than you used when setting up to make your sample bend tool.

22: Simply follow your marks and notes to run your bends. You should be able to take the newly bent tube out of the bender, place it on your layout board and have it line up. We have it flip ed here because it would have to go through the fl or to make it go the way it actually was laid out. On these three-dimensional bends you can rotate it to check each bend angle on your board, too.



23: If you measured, laid-out, and bent correctly, your tube should be able to sit with both ends on top of the tubes it will intersect with the horizontal section level. Now, it’s on to notching and welding. Stay tuned for more features on notching and welding in coming months.

SOURCE Woodward Fab www.woodwardfab.com 800.391.5419

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www.rpm-mag.com | october 2016






1: Our 5th Gen Camaro, McFly, awaits a pass at the Mile, but it is ready to roll on a fully upgraded suspension.



Robert Weathers

>> Deflection

correction linked to asphalt connection


ur 5th Gen Camaro SS can’t maximize any increase in power until a very basic problem is addressed that exists with its suspension. Stock suspensions are designed for stock power output, and packing on more ponies before any car is equipped to handle it can be a dangerous approach to going fast.

The Camaro’s Zeta II chassis, inspired by “Down Under” designers at GM Holden in Australia, has an independent rear suspension (IRS) containing a lot of moving parts designed with potential to keep rear tires planted under heavy acceleration or braking, no matter what direction: left, right, straight, or sideways. Adding horsepower and kicking butt

is a feeling that racers crave. Breaking parts and losing control is not (except for those who don’t mind losing, as long as it’s in a dramatic mess of smoke and carnage). Those disturbed individuals aren’t in it to win it, but do provide extreme entertainment with fireballs and flying parts. For those with safety and winning in mind, making modifications to increase

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performance should go in a specific sequence we like to call, “Your life may depend on your priorities!” Factory 5th Gen Camaro suspension bushings are riddled with voids designed for wimps and grandmothers who want a smooth, quiet ride at the expense of handling performance. No doubt, factory bushings are the one weak link that robs any

october 2016 | RPM Magazine



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刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀 2: With “McFly” on the lift, research done, instructions read, tools and fi tures gathered, it’s time to disassemble. Removing components from one side at a time provides a good reference for proper reassembly. Check, recheck, and check again to be sure every bolt has been torqued to spec. Lube is required on some bushings, or the squeakers will come out to play.


3: There are eight rear arms/links total, so it’s a bit of an octopus as they hold both knuckles in place. Although it works well in a straight line, a Camaro IRS shines best when the steering wheel takes a hard turn. Energy Suspension uses various rates of stiffness in polyurethane material, referred to as, “Durometer,” to offset diff ent levels of stress created in critical areas. Simply put, bushings experiencing higher stress are made with a higher durometer material.

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

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




刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | october 2016



4: They may seem oversized, but Energy Suspension cradle bushings are the same size as the huge factory units, which are necessitated by large voids in them for a sissy-smooth ride and sleep inducing quite. A benefit o having large replacement bushings made with special polyurethane, is how well they hold the cradle, even with big power. Once torqued in place, factory cradle bolts will yield before the HYPER-FLEX™ material does.


october 2016 | RPM Magazine


5: When removing the driveshaft, be sure to use a paint marker to indicate damper alignment, so it reassembles with the same orientation. Support the driveshaft so there’s no damage to the shield when lowering the rear cradle. Instructions contain valuable information that prevent costly damage, so referring to them after a snag is hit, can be a frustrating experience. Don’t have the typical guy mindset. Before starting, READ ALL INSTRUCTIONS!


shock, spring, sway bar, or tire, from its performance potential. They allow excessive movement when two tons of LS-powered streetcar is pushed hard, which also compromises safety. Experts agree (as far as domestic modern muscle cars go): 5th Gen Camaros have incredible potential with the right suspension components in place, but only with a firm foundation that eliminates those factory bushings, so it’s

a well-known fact that “Priority #1” can be taken care of by calling an Energy Suspension retailer. We ordered the Rear Control Arm Kit to race prep our upper control arms, lower control arms, adjuster links, trailing arms, and knuckles, where the trailing arm connects. A Differential Kit is also a must for adding big power, so a set of those will be used in conjunction with a Rear Cradle Kit, to prevent wheel hop and wasted power due


to excessive movement in the rear sub frame and differential. Why Energy Suspension? It’s made in the U.S.A. and formulated by certified, bonafide, rock-n-roll, gearhead, engineers with a love for performance. They specifically formulate and monitor manufacturing in-house, because it takes stringent quality control to accurately produce the components they make, which range from 70A to 95A Shore


6: Don’t skip the Lube! Formula 5 Prelube is included in every kit with bushings that need lubrication. Special grooves on the inside area of bushing will retain plenty enough lube to get the job done. Be sure to coat outer bushing and metal surface of the component it goes in. 7: Removing factory diffe ential bushings without the recommended tool can be done using a reciprocating saw to cut out the middle. Saw between the voids, but be warned, an aggressive blade can bite into the rubber, hang, and rattle your teeth! Once the center is gone, drive out metal sleeve with a chisel. Clean the surface, and install new bushings with large pliers as instructions show. 8: The upper control arm rear position bushing is held in place by a bolt and large washer. Instructions say to use thread locker on these bolts and others, so be sure to have some on hand and apply at all locations indicated.

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




11: Rear lower control arms have one location that gets new bushings and they require lubrication. Rear struts mount to this control arm and concentric bolts are used to adjust rear tire alignment. Be sure to use a paint marker on both ends and the control arm so the bolt can be reinstalled in the same position. 12: Torque specs for reinstallation of bolts are listed on the instruction sheet. Trailing arm to knuckle bolts require 30 lb. ft. + 120°. After the proper torque is reached, the bolt is turned an additional 1/3 turn. Use a torque angle gauge to do it right. Proper torque prevents over-tightening, which can bind suspension components.

9: Rear Knuckle bushings are replaced in only one location. There are two position bushings, which stay in place. The factory knuckle bushing to be removed is not bonded to a metal shell, so comes out just like trailing arm and adjuster link bushings. 10: Installing new bushings is the easy part. Pressing out old bushings is where the challenge occurs. With 20 or more tons of force, not having the correct size fi tures when using a press can damage a control arm, making it difficult o remove the old bushing, or ruining the whole thing.


october 2016 | RPM Magazine

durometers. Translating that from Engineer to English, it means that different vehicles and different bushing locations require very specific rates of firmness to achieve performance goals, and there’s only one way to be sure that happens. It takes consistency in materials, manufacturing processes, and constant monitoring. That won’t happen in some foreign country where “quality” measures how fast

a part can be spit out, and “control” defines the number of parts they can cram in a shipping container. With the easy part done, now it’s time to decide on using a professional installer or making it a DIY project. Be warned, replacing all the necessary factory bushings can be a lengthy, time-consuming project, requiring a hydraulic press, specialty tools, and some very specific fixtures to do

11 12

the job. Resourceful homeschooled mechanics can usually find, fix, or modify pieces of pipe, sockets, or fi tings with the right size opening to press a bushing out, so be sure to have a digital caliper handy. Energy Suspension includes instructions with vital information such as dimensions necessary for using a hydraulic press, torque specs to reinstall newly “Energized” components, and what to leave

www.rpm-mag.com | october 2016


RPM QUICK TECH alone. A lift sn’t necessary, but highly recommended, along with stands or platforms to hold the rear cradle for removal, which is the best way to replace rear bushings. It can also be done a lot closer to the ground, with stands and a floor jack, but either way, use safety precautions to avoid injury, and when in doubt, use ES Tech for answers to questions by going to their website, www.energysuspension. com. For DIY’ers, a helping hand is a big plus, but this is not a project with room for beer drinking buddy moments, where the most asked question is, “Does this doohickey go here?” Quality suspension components are not only critical for performance, but safety, and that requires quality installation. There are many retailers that sell and install Energy Suspension products. To help find one, a zip code is all that’s needed by accessing their website’s “Dealer Locator” feature. YouTube may be a good resource for how-

to information by those who have come up with alternative ways to get a job done, especially with limited resources, but caution should be taken. When instructions say, “Do not apply heat or burn out rubber to remove,” then don’t listen to Backyard Bob saying he did it and the wheels haven’t fallen off yet! Instructions for installation of front control arm bushings have a “NO HEAT” warning because the control arms are casted pieces, and all kinds of things can go wrong that alter metal structure, and deform machined surfaces when heat is applied. There are four front control arms, two forward, known as front lower control arms, which do the majority of the work and two rearward radius rods, or what some call trailing arms. Replacing these factory bushings makes a noticeable difference on how fast and positive steering reacts under acceleration and braking. Each kit that contains bushings requiring lubrication come with Formula 5

Prelube, a long lasting, water-resistant, synthetic grease, that needs to be applied to avoid squeaks and unnecessary wear. Instructions indicate which bushings are lubed, and it’s applied to all metal surfaces the bushing contacts, inside and out. Inspecting bushings and suspension components for abnormalities is critical with any performance vehicle, and should be done long before the Formula 5 Prelube needs to be reapplied. Today’s racers are responsible for more horsepower than ever before, and that includes street-driven vehicles. Don’t risk catastrophic failure by neglecting maintenance and thorough inspections of every component, nut, and bolt. Upgrading Camaro SS front 4-piston calipers to 6-piston calipers like those found on a Cadillac CTS-V or Camaro ZL1 is a big improvement, and HYPER-FLEX™ polyurethane front control arm bushings will make the most of braking performance as well. Future plans for the “McFly”

Camaro include an allout brake assault with Baer 6-piston calipers, special alloy rotors, and race pads that produce negative G’s strong enough to detach retinas and make the most of our new performance bushings. If factory front and rear sway bars are to be used, replacement bushings and endlinks are another big improvement over factory bushings. There’s a difference in the rear sway bar after 2010, which moved end-links for better control, so 2011-2014 Camaros have a different part number. Front bushings remained the same on all 5th Gen Camaros. Our Camaro is being outfi ted with larger sway bars, front and rear, along with double adjustable struts. A few other suspension enhancements are in the works, so be sure to watch for upcoming issues featuring our “McFly” Camaro. With Energy Suspension bushings in place, a proper foundation has been set, so bring on the power!

Energy Suspension’s catalog is available in PDF format on their website. Be sure to browse and check out all the automotive applications they have, and cool stuff li e HYPER-glide polycreeper wheels and Power Band tie-down straps.

SOURCE Energy Suspension www.energysuspension.com

www.rpm-mag.com | october 2016



1: With the Horse back in the NUCOR Steel Hardcore Horsepower Garage, we got busy this month fabricating some pieces in the passenger compartment. Here, TIG master Robert Floyd welds in some mounts for our PROCAR seats.

PART 30 >>We mount up a pair of PROCAR buckets and a number of other pieces as chassis fab nears completion


TAKE A SEAT story by


t seems like the details on a build take longer than the big tasks. Take, for instance, our 25.3 SFI dual rail chassis. Although the bulk of the fabrication has been done for

october 2016 | RPM Magazine

over a year, we still aren’t done with all the small brackets, mounts, and miscellaneous doodads that will make the maze of tubing become functional and ready for coating.

As with so many areas on this build, things spiral rapidly. Consider the fact that this month we wanted to mount our Lokar billet throttle pedal. However, before we could do that, we

Toby Brooks

needed to mount the brake pedal. And before we could mount the brake pedal, we needed to finalize the floorpans. And before we could finalize the floorpans, we needed to mount the seats.




2 & 3: First we trial fit our new Pro Werks billet bottle brackets, mounting the DJ Safety Cold Fire bottle on the passenger side and the small CO2 cylinder on the drivers side. Fit and finish a e impeccable.

And...well, you get the idea. Every step in a well thought out build requires knowledge of several steps before and after. Before we tackled any hardcore fabricated mounts, we started simple. We ordered a pair of billet bottle mounts from Pro Werks, opting for their anodized “Black Brilliance” finish. We trial fit the DJ Safety Cold Fire bottle to a chassis bar behind the passenger seat and a small CO2 bottle behind the driver’s seat. Not only was the finish flawless, the fit was perfect and both bottles look great. We then turned our attention to our own fabrication tasks, starting with the

seats. Initially we thought we were stuck with fixedmount fabricated aluminum racing seats. Not only was that option not ideal due to the lack of adjust-ability, they were also pretty uncomfortable compared to other more street-typical options. However, after trial fitting a pair of cool PROCAR by Scat Rally Smoothback seats, we discovered not only did they fit, but they were far more comfortable than other options. We also discovered Chassis Unlimited’s super cool billet seat sliders that would allow us to mount the seats and still retain adjust-ability. At last we had a plan.

4 & 5: We used the Rogue Fab VersaNotcher to prep several tubes for the fl or of the chassis to provide mounting points for the seat brackets and DJ Safety harnesses.



6: Before we could figu e out exactly where the seat mounts needed to go, we had to figu e out where the seats needed to be positioned. Here, you see a PROCAR by Scat seat and DJ Safety harness set into position.

www.rpm-mag.com | october 2016




7 8

7 & 8: We thought we’d be stuck with fi ed-mount seats... until we found these ultra trick billet seat sliders from Chassis Unlimited. The low profile design saves valuable head room, the made in USA CNC construction looks great, and the quick pin secured tongueand-groove design is smooth and secure.


october 2016 | RPM Magazine


12 After mocking everything in place, we used paper templates to transfer to 1/8-inch chromoly plate in order to hand cut the seat mounting tabs for the front mount. Meanwhile, we used the laser-cut tabs available from Chassis Unlimited for the rear mounts. At the same time, we fabricated the lap belt attachment tabs for bolting in our DJ Safety Blackout 5-way Cam-Lock harnesses. A number of the mounts needing to float somewhere between the existing bars in our chassis, we measured up several pieces of 1.25-inch chromoly tubing and notched up the

9: Once we determined the shape we needed for the seat mounting brackets using posterboard, we used decal transfer paper on 1/8-inch chromoly plate to transfer the shape over. We then cut the shapes using a cutoff wheel and a fla disc grinder to dress the edges. 10: Here, the billet sliders have been bolted to some adapters we fabricated with chromoly tube and Pro Werks tube adapters. We’ve tacked in three of the four mounts and have placed a small piece of tubing for the attachment point of the fourth.


11: Once the custom brackets were made by hand, we checked fit again before Floyd finish welded them along with their mounting tubes. Check out the tube fitment prior o welding thanks to the VersaNotcher!

12 12 & 13: With the seat sliders in place, we bolted in the PROCAR by Scat seats that now have a full 10 inches of adjustable slide, not to mention the fact that they recline and tip forward, too. With the seats mounted, we figu ed out the best locations for the two mounts for the DJ Safety lap belt as well as a third mounting point for the antisubmarine belt.


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Our industry-leading, extremely rugged superchargers have helped customers win more Our industry-leading, extremely rugged superchargers helped win more records and championships over the past 15 years thanhave every directcustomers competitor combined. october records and championships www.rpm-mag.com over the past 15 years than|every direct competitor combined. No matter your class of choice, call us today to take your racing and winning to the next level. No matter your class of choice, call us today to take your racing and winning to the next level.

2016 113



SOURCES Cutting Edge Fabrication 432.230.3332

Pro Werks www.pro-werks.com 231.873.9252

Rogue Fab www.roguefab.com 503.389.5413

DC Electronics

14 & 15: With the seats in place, we started mounting the DCE electric power steering assist and brake pedal mount. We managed to get the steering box in place, but ran out of time prior to press to get the pedals where they need to go. It’ll be a tight fit


appropriate fishmouths using the Rogue Fab VersaNotcher. This piece is made in USA, nearly indestructible, and more versatile than most any holesaw-style notcher on the market. With Virtually no gap whatsoever between tubes, welder Robert Floyd of Cutting Edge Fabrication laid in some gorgeous (and small) beads with our Miller Diversion 180 TIG welder. With the seat mounts complete, we turned our attention to mounting the under-dash brake pedal/master cylinder mount.

october 2016 | RPM Magazine

After fabricating a small mounting box from 1/8-inch chromoly, we used our Rogue Fab Model 600 air-over-hydraulic bender to whip up an under-dash mounting bar then notched it for a perfect fit with the VersaNotcher. With these tasks complete, we’ll turn our attention to other small chassis fab tasks and try to get this thing to powder coat soon. Stay tuned as we keep working hard to usher in the second coming of pro street!

www.dcelectronics.co.uk/PRODUCTS/EPAS 704.230.4649

PROCAR by Scat www.procarbyscat.com 310.370.5501

DJ Safety www.djsafety.com 323.221.0000

Chassis Unlimited www.chassisunlimited.com 888.552.5371


Head Studs Exact

Tolerance for ARP Head Studs include hex nuts and are Perfect Alignment manufactured by ARP from premium 8740 chrome moly steel and heat treated to 190,000 psi. They are thread rolled after the heat treating process, which vastly improves their fatigue tolerance compared to studs threaded before heat treatment. #247-4203 Dodge Cummins 5.9L12V '94-'98 #250-4202 Ford 6.0L Power Stroke diesel

Solid Graphite Exhaust Gaskets • Seals Warped Flanges • Won’t Burn Out • No Re-Torquing Necessary Whether you have an old pick-up that needs a manifold gasket, or a race car with custom-built headers, you can be assured that Remflex exhaust gaskets will work properly the first time, every time.

Ask about a set for your project vehicle

7000lb Slim Wireless Vehicle Scale PN 67644 New features include full size 15” x 15” slim aluminum scale pads (1 5/16” thick), drive-up angle for easy setup, live stream data feed via USB cable (included) to computer with free downloadable program for viewing and file exporting, backlit LCD screen and control buttons, and a foam lined hard case with wheels for storage. Standard features include an LCD display with Cross weight, Side/Side weight, and Front/Rear weight in addition to the standard weight and percentage for each wheel and total vehicle weight. Accurate to 1/10 of 1%.

For more information visit www.edelbrock.com/e-street-rebate

High Performance Street Camshaft Kits The "Thumpr" uses profiles and grind characteristics that produce a powerful and hard hitting exhaust note and a rough idle without sacrificing power output or streetability. Available for many popular applications. Ask for details

Axle-back Exhaust System

for 2016 Camaro SS

2" Gauges

This easy to bolt-on emissions-legal system for the 6.2L V8 is perfect for the person looking for a very aggressive exhaust tone inside and outside the vehicle and features a pair of 409S stainless steel Outlaw Series mufflers with 3.0in stainless steel mandrel bent pipes. PN 817745


High-performance functions—lowkey style, that’s the Z-Series Gauges from AutoMeter. With the Z-Series, you get the legendary AutoMeter movements packaged neatly into a clean, understated design. PN 2634 Oil Pressure PN 2635 Water Temperature PN 2616 0-35 PSI Boost

Ask your Parts Pro salesperson for details on other styles & applications

8.8" Axle Girdle Cover Kit • Fits 1986-2004 Mustang GT • Low profile design also fits '05-'14 Mustang GT and '07-'14 Shelby GT500 Mustang (exc.'13-'14 Track Pack) • Light-weight 356T6 aluminum casting • Provides support for differential bearing caps • Increase ring and pinion gear life

No one does 8.8" gears better than

Hyper-Flex™ Polyurethane Bushings

Whether domestic or import, front, rear or 4WD, or old or new, all vehicles will achieve that level of performance that has made ENERGY SUSPENSION the most asked-for name in performance polyurethane suspension components.

HPS™ Synthetic Oil Formulated to meet the demands of performance and modified engines. Recommended for vehicles no longer under manufacturer warranty and for those seeking a higher level of performance and protection.

Mojave Heater

The Mojave heater is a compact and powerful heater that makes the job of adding (or replacing) a heater easy and affordable!

• Small enough to mount under dash or under a seat - measures 10-1/8"x9"x5" • Moves 140 CFM • 12,000 BTU output • Optional Plenum kit avaialble #640 Mojave Heater #650 Plenum Kit

StarTek Starters

Designed to provide high torque and power in a wide range of demanding applications. With 4.5:1 reduction gears coupled to a high power 300 Amp motor, hard starting becomes a thing of the past. Available for Ford, Chrysler and GM engines.

The new gear design provides the engine with an improved flow of oil without the usual pulsing found in traditional gear pumps PN 10555ST SB Chevy

Ford Racing! Shark Tooth Oil Pump The 8.8" rear end has been the standard in performance since its introduction in the Mustang in 1986 and Ford Racing is the manufacturer of choice when it's time to hop-up your axle. Ask your Parts Pro salesperson which set is right for you.

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