RPM November 2016

Page 1



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.

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

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Chris Biro





ver the off eason, you will read more about our ongoing projects in real time. We’ll also be introducing the occasional article regarding dos and don’ts when it comes to any type of project, from a simple install to an entire build. We, just like you, are human and once in a while we get overschmoozed, duped, and even ripped off. We hope our articles will help RPM readers do their homework to prevent the same from happening to them. Yes, there are a lot of great companies out there but at the same time there are a lot of bad ones and it’s up to each of us to do our best to filter them BEFORE we decide to drop off ur pride and joy at their overhead door. This month I wanted to start the process by ranting about something that I hear all too often: getting up front competitive quotes versus having a job done on a time and material basis. In my opinion, the two go hand in hand and benefit oth the property owner and contractor. Some shops insist an accurate quote is difficult to come up with and suggest it saves money to go on time and material. Recently on a project I was calling around looking for quotes and once again the fun started. Some shops were happily willing to provide a quote while others were saying “it’s best to do this one on a time and material basis. It will work out less expensive for you and we can keep better track of it that way.” OK, but how will I ever know that if you don’t at least give me a quote? I’m not new, I get it: the honest shops that said that didn’t want to hang their butt out on the line by giving me a specific number, and then having the job take longer and cost more than they expected. Then, they would have to approach me after the job is done with a higher number, which happens 90% of the time anyway. Further, I was made to feel like asking for an approximate number/price for what was a fairly basic job (in my mind anyway) was some sort of crime. Hey, guys, it’s a quote! So I reworded it to an “estimate,” meaning, give me an approximate number, or a range of numbers that are fairly close that the job might cost. Some shops still weren’t interested (which could provide some insight into their business practices), but a few actually came to bat and provided me with a written quote for the job. In todays world, even if you are having a job done on time and materials, get a detailed written estimate or “quote” with a range FIRST! Remember, too, a quote is useless without some level of detail as that would allow a less-than-credible contractor to take advantage of their customer in all sorts of ways. Yes friends, there actually are those types of businesses out there.

In my opinion, giving an open approval to allow any business to tackle your project on a time and material basis is a sure way to have the project get out of control, and do so in a big hurry. It can be, to a less-than-honest business, a way to pad the time they put into the project (which is the big variable in the equation). Material, on the other hand, is fact-based—they buy something for your car and bill you for it at a reasonable competitive price that allows for their profi . But, now wait for it, I have even seen projects that got so far out of control that the customer was billed for parts that were not even on their car...and that is when court docs usually get served. But remember, anything that has a shot at winning in court must be based on fact or evidence and without that original quote and continuing periodic paperwork (in the case of larger projects), you could be left out in the cold. The bottom line, do yourself a favor, and after searching for a shop with a good name and references, sit down with them and ask for a detailed quote or estimate with a range. You can still attack the project on a time and materials basis, but at least you will have some type of guideline to protect yourself, after all, that money your spending does not grow on trees! Now do yourself a second favor: once they are awarded the job, sit down again and clearly discuss payment. If it is a large job, please agree to an installment program, possibly bi-weekly or monthly that is paid after the contractor supplies you with some type of time and expense sheet. Both parties will have a much better relationship and the project should go much smoother. Incidentally, that job I was getting estimates on? It was small and the written quotes were between $1,200 and $2,200 for the same work and same parts, but I had the winning contractor (who came in with a $1,300 quote) do the job on a time and material basis, just as he suggested. In the end it cost me $1,600. They did good work, however, they had to buy a few more parts to get the job done (fair enough and completely understandable), but also ran into a few issues that cost them time and me a bit more money. Still, I felt a lot better giving a bit extra to someone who could prove why they were charging me more than a lot extra to someone who couldn’t. Imagine if I had went in blindly on time and materials with someone I didn’t get a quote from? Or even went ahead with that $2,200 estimate? Either would be money not well spent. The lesson is that anything can happen during a job of any size but having some sort of guideline in place will help everyone involved!

november2016 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 33 Accufab Inc............................ 29 Aeromotive......................... 110 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 82 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............ 61 Blower Shop............................ 5 Borla................................... 104 Browell Bellhousing.............. 65 BTE Racing............................ 19 C&C MotorSports................. 110 Calvert Racing Suspensions... 43 Canton Racing Products........ 26 CFE Racing Products.............. 30 Chassis Engineering...........8, 32 CN Blocks.............................. 91 CNC Motorsports................... 46 Coan Engineering.................. 62 Competition Products........... 98 Crane Cams........................... 47 Crower................................ 107 CVR Products....................... 102 DART..................................... 18 Design Engineering............... 57 Diamond Pistons................... 28 DIY Auto Tune/MS3-Pro EFI... 99 Drive Train Specialists (DTS)... 83 DRIVEN Racing Oil................. 53 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.85 Gibtech Pistons..................... 25 Granatelli Motorsports.......... 51 Greyhound Package Exp........ 91 GZ Motorsports..................... 59 Harland Sharp......................... 9 Harwood............................... 81 HoleShot Wheels................. 109 Holley...............................13, 96 Howard’s Cams...................... 95 Hughes Performance............... 7 Induction Solutions............... 48 Indy Cylinder Head................ 44 Innovate Motorsports............ 67 JE Pistons.......................39, 101

JET Performance................... 20 Jesel...................................... 30 LenTech Automatics.............. 41 Lokar Perf. Products............ 111 LUCAS Oil Products.................. 2 LUCAS Oil Racing TV.............. 90 Lunati.................................... 86 MagnaFuel............................ 79 Magnuson Superchargers...... 99 MAHLE Clevite Inc................. 40 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...................... 38 Parts Pro Perf Centers.......... 116 Performance Improvements.. 10 Perf. Plus Connection.......11, 59 Philadelphia Racing Products (PRP).................................. 37 Powermaster Performance.. 105 Precision Turbo...................... 16 ProCharger.......................... 113 Proform Parts.................78, 108 Proformance Racing Trans..... 42 Pro Systems Carburetors... 23,96 PTC........................................ 52 Quick Fuel Technology........... 34 Quik-Latch Products.............. 41 Racecraft............................... 36 Racepak................................ 27 Racequip............................... 93 RAM Clutches........................ 89 Renegade Racing Fuels......... 76 Rev-X Oil Products............56, 92 Ross Racing Pistons................. 5 Royal Purple/Karbelt............. 15 RPM Magazine Subscribe!.114 Rush Hour Trilogy.................. 88 S&W Race Cars.................... 112 Scorpion Racing Prods........... 12 Shafi off acing Engines..12, 20 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................... 41 Trick Flow.............................. 49 TRZ Motorsports.................... 31 Tuned By Shane T.................. 18 VP Racing Fuels................50, 87 War Dogs............................... 91 Weinle Motorsports.............. 31 World Products..................... 84

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november 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!


COVER CAR Yellow Bullet Nationals. .......................42 Three days of doorslammer drag racing mayhem

Tempest............................................................ 54 Black Magic..................................................................8 Pano Moros’ ’70 Pontiac sports 706 cubic inches of big block and four stages of nitrous…more than enough to turn ANY storm violent

Just because it’s big, don’t underestimate this turbo’d LS Impala SS!



Clutch Tech.................................................................88 What qualifies as a competent clutch?

Notch Yoself...............................................................92 Getting perfect tubing notches thanks to PipeMaster tools and a tubing notcher



Fitting Tribute......................................................24

Colin Davis’ wild AMX is as cool as they come... and created in tribute to his late father Glenn

Project Street Thunder..................................................36 Our ST1000 ’64 Fairlane gets disassembled, stripped and put in the box until fall, and fall is already here!

Homegrown COPO.......................................................102 Progress continues as we create a 2015 COPO from a stripped down shell

Hit the Brakes..............................................................106 We install a dual master cylinder pedal assembly with parts from Fragola,Brake Quip, and Lokar

No Fear..............................................................................78 Troy Denton isn’t afraid to cruise the streets OR blast down the dragstrip in his 1970 pro street Nova!


november2016 | RPM Magazine

www.rpm-mag.com | november 2016



ay back, when hot rodding first took over North America, you could find most any type of vehicle “hopped up” prowling

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BLACK MAGIC IMPALEX SS Alex Santacroce got the nickname Impalexss from his user name on the Impala forum. He soon became well known in the B-body community for his racing and going faster each time out.

in the performance car scene for a few decades, but come the 1990’s it started to return with a vengeance. And today, in our somewhat artsy age of expression as an individual, once again pouring as much power as you can to anything


you own then beating the heck out of it is cool again—two-door, four-door…even three and fivedoor…the point is, when it comes to going fast anything goes! “I purchased the car from the original owner

when I was just 18,” said Havertown, PA’s Alex Santacroce. “It was a one-owner car with 70,000 miles and in great shape.” Although Alex had set his mind to find a 1996 (because they came with the floor

november 2016 | RPM Magazine

shifter), they were so rare that he had to settle for this ’95 and then add the floor shifter from a ’96 impala himself. Now how many 18-year-olds want a four-door sedan? Back then, his initial outlay to purchase the SS was $8,500. One

test drive with the seller and he was hooked on the big body Bowtie that also just happened to have a cat-back exhaust system on it, which only served to sweeten the pot for Alex. Alex soon found that his car would run along-

www.rpm-mag.com | november2016



HEAVY HITTER Santacroce built the Impala SS to be diffe ent as they were only produced from 1994-96. “When I go to the track it’s full of Mustangs and Camaros but you never see an Impala SS weighing 4200lbs that can hang with the faster cars,” said Santacroce. He street drives it anywhere, shows it when he has time and races it at every opportunity. side some others on the street. It seemed there was a small B-body Impala/ Caprice subculture developing and he jumped in on it. Soon, bolt-on parts just weren’t enough so he built the LT1 to a 383 stroker and added nitrous oxide. The car dipped


november 2016 | RPM Magazine

into the 10-second quarter-mile range before that 383 went south, but by now Alex was out racing every weekend with his buddies, so he needed a rebuild fast but also wanted to up the ante a bit. “I went back to my good friend Al G. (Albert Galasso) for

the engine rebuild and told him I needed to go faster,” said Alex. “We added a direct-port nitrous system from Steve Johnson at Induction Solutions and kept the plate system for a backup.” At this point Santacroce was already beating up

www.rpm-mag.com | november2016


GOOD FRIENDS ARE HARD TO FIND It took one year of Alex’s spare time with friends to build the SS in the backyard of his buddy Al G’s house. Santacroce will often joke, referring to Al’s garage as “backyard boost.”


november 2016 | RPM Magazine

BLACK MAGIC 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.

on all the LT1 B-bodies and had to start racing other cars. On a 275-shot with a spare 50-shot on the second kit, he was able to take the car to a 9.9 @ 136 mph. After just eight passes on the new motor though, the oil pump quit and wiped the bottom end out completely. Feeling as though he had maxed out the LT1 platform, he turned to Al G who

suggested Alex go turbo LS. “I found a 6.0L LS out of an Escalade and there was no turning back,” he said. “I sent the engine to BMS Racing Engines for the build and started the mockup on the car to change everything over to the turbo.” The goal, with so many turbo LS combos already out there, was to try to be a bit different. “While the engine bay was empty, Al G’s

www.rpm-mag.com | november2016



november 2016 | RPM Magazine


OCD kicked in,” laughed Santacroce. Al went to work filling in all the old unused holes under the hood and on the fenders and firewall and after he was done Alex turned the shell over to good friend Tito Green to lay

down the “wett wett” (AKA paint). With the bare engine bay looking clean, the goal now was to keep it looking that way after the engine and turbo were installed. “I wanted to have the cleanest LS turbo swap

B-body so nothing was to be mounted on the fenders or firewall, everything was to be hidden,” explained Alex. Al G tucked the oil catch can into the wiper cowl along with the coolant overflow, and the air to water in-

tercooler was hidden in the car behind the dash. The Edelbrock intake manifold allowed the cold side piping to be inconspicuously placed and the turbo itself is about the only item in plain view under the hood.

BMS Racing Engines started the LS build with the stock 364 cubic inch LQ9 block out of the Escalade, with 8.9:1 compression and the factory GM crank. Eagle 6.125-inch H-beam forged rods with ARP bolts and

PLENTY OF ROOM... FOR RACIN’ Racing the big B-body is a common occurrence. Alex won’t release much more ET info other than his results in testing when he ran the 9.76…after all, it is a grudge racer.

www.rpm-mag.com | november2016



• Features fully skirted design • Standard LS 9.240” deck height • Bore sizes from 4.000” to 4.185” • Priority main oiling system w/ provisions for stock oil filter mounting • 4 bolt steel main caps w/ splayed outers on center 3 • 6 bolt per cylinder capability

• High flowing 280cc cast aluminum intake ports • Machined with 2.165” x 1.600” valve job • 6 bolt per cylinder capability • Copper infiltrated valve seat material • Uses OE and aftermarket valvetrain • Accepts OE and aftermarket intake manifolds • Available bare or assembled to your specs

• 4.000” stroke • Heavy duty rod cheeks • 8 counterweights • Long and short snouts available • 4340 billet • Rough balanced at 1780 grams







november 2016 | RPM Magazine

BLACK MAGIC WHERE’S THE DUCT, BRO? The cold side piping for the turbo was expertly routed through the center tunnel of the Edelbrock Pro Flow intake. Santacroce says a lot of people look under the hood and stare in shock wondering where everything to go along with the turbo is. “We have all the features of a turbo car, but just hidden,” he laughed. King bearings were used along with forged JE dish 4.00-inch bore piston and rings. A custom billet camshaft rom Tick Performance controls the valvetrain manners. Alper head studs hold stock 317 heads with platinum springs and LS9 head gaskets in place

and an Edelbrock Pro Flow intake was installed backwards with the 90mm throttle body and fuel rails. An Aeromotive Pro Series fuel pump and Boost Reference regulator supply fuel to the reworked LS and boost comes courtesy a Borg Warner S480 T6

turbocharger with 96mm turbine wheel mounted front and center in the engine bay. A Cahall Performance Transmissions Pro Race TH400 with Hipster transbrake and ProTorque 3600 stall 10.5-inch converter sends power rearward to

a GM 10-bolt 8.5-inch rearend with full spool, 30-spline axles, C-clip eliminator kit, and 3.42 gears. No lightweight, the SS is already a full-frame car and Alex added an S&W Race Cars 8-point roll cage, bringing the beastly

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

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ALEX SANTACROCE’S (AKA IMPALEXSS) 1995 CHEVY IMPALA SS Chassis Type & Mods: 4,200-pound full frame with 8-point roll cage from S&W Race Cars. Suspension & Brakes: FRONT: TRZ Motorsports “Pro” front tubular upper and lower control arms, single adjustable shocks, factory springs. REAR: Hotchkis Xtend rear control arm kit with adjustable uppers, Hotchkis 1-inch lowering springs, single-adjustable shocks, Dick Miller triangulation support bars, TRZ Motorsports anti-roll bar. Body & Paint: Repainted factory black 8 years ago by Gino at Pro Auto Body in Philadelphia PA. Fred Sicoli at Killer Kreations removed the emblems and airbrushed them on along with an Impala skull on the Suncoast Creations ram air hood. Tito Green painted the engine bay. Engine: Built by BMS Racing Engines in Plymouth Meeting, PA. Stock 364 ci LQ9 block from 2002 Cadillac Escalade, stock 317 heads with Brian Tooley Platinum springs, LS9 head gaskets and Alper head studs. Custom billet cam from Martin at Tick Performance Rotating Assembly: 8.9:1 compression 2618 forged JE dish 4.00-inch bore pistons, stock GM crank, Eagle 6.125-inch H-beam forged rods with ARP bolts. Induction & Fuel Delivery: Edelbrock Pro Flow intake with 90mm throttle body. Aeromotive Pro Series fuel pump, Aeromotive boost reference regulator, custom cnc laser cut aluminum fuel tank with sump . Power Adder: Borg Warner S480 T6 turbo, 1.32 exhaust housing, 96mm turbine wheel from Forced Inductions. Dual Tial MV-R 44mm wastegates, Tial Q50 blow off alve. Precision Turbo sheet metal air-to-water intercooler, stock GM truck manifolds modified by Al G and wrapped in titanium exhaust wrap from DEI. Ron Rhodes Race Cars 5-gallon ice/water chest in trunk. Electronics: : Leash Electronics relay panel, Holley EFI Dominator ECU system, Holley boost control, Holley 5.7-inch LCD display for gauges and on the go tuning changes. All tuning done by Karl Pritz at K.P. Tuning Transmission & Converter: Cahall Performance Transmissions Pro Race TH400 with Hipster transbrake. ProTorque 3600 stall 10.5-inch converter. Differential: GM 8.5-inch 10 bolt with Moser full spool, 30-spline axels, c-clip eliminators 3.42 gears and Trick Flow Specialties girdle cover. Performance: 9.76 @ 142 mph in testing. Quickest ET is top secret in the world of grudge racing!


november 2016 | RPM Magazine



B-Body up to a grand total of 4,200 pounds. Once dynoed, it was time for Santacroce to catch up on grudge racing and his first stop was the local drag strip for some test hits where the Impala blasted off a 9.76 @ 142 mph right off he trailer with a very conservative

An S&W 8-point cage was installed and tied into the factory full frame. The interior of the Impala remains surprisingly intact. Alex is not really worried about weight so he may as well enjoy the comforts, including custom installed front seat heaters. The Precision air to water intercooler is hidden behind the passenger side dash board. -Quan Ta photos



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www.rpm-mag.com | november2016



ALEX THANKS: My wife Michelle for allowing me to have this expensive hobby, Albert Galasso, Tito Green, Karl Pritz from K.P. Tuning, Frank Cahall from Cahall Performance Transmissions, and my friend Michael Walden for all the help!

ROOM FOR YOUR LUGGAGE The Impala’s trunk still has plenty of space even with the ice/water tank and the CO2 bottle for the blow-off alve.

FAMILY TRUCKSTER Alex with his son. tuneup. “After that first test day the call outs began and let’s just say that Black Magic is undefeated when it comes to money races,” laughed Alex. “I love to talk trash and be able to back it up. Let’s face it—nobody expects this boat to go that fast.”


november 2016 | RPM Magazine

www.rpm-mag.com | september 2016


story and photos by


t’s a tough place to be. For most any gearhead who cut his teeth in the street machine scene in the early ’80s, the goal is the

Toby Brooks

same: build the wildest, baddest, and cleanest ride you possibly can and hopefully someone will take notice and put you in a magazine. Oh sure,

there are countless other reasons to do it, with many (most?) even more noble. Take Granite City, Illinois native Colin



november 2016 | RPM Magazine


“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 | november 2016


FITTING TRIBUTE SCOOPED AND SWOOPED The unique lines of the Javelin are certainly noteworthy even in stock trim, but with a full tube chassis and a big Roots blower poking through the hood, Davis’ ride is a standout anywhere it goes.


november 2016 | RPM Magazine

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND MORBIDLY OBESE Seriously. Those Mickey Thompson S/R radials out back are absolutely enormous! Davis for instance. When he first started building this unique AMX Javelin along with his dad back in 1990, the primary objective was to work shoulder-to-shoulder and father-and-son to build the baddest all-AMX pro streeter the world had ever seen. And a magazine feature at the conclusion would just be icing on the cake. Problem is, it didn’t happen. While most aren’t so crass as to say they expect to be featured, secretly the wish is the same: see the product of your hard work, time, and finances actually published in a magazine. But when you’ve

done your best only to fall excruciatingly short of your goal, you too would wonder what you could have done differently. “My first car was a 1973 AMX Javelin with a 401 engine that I got two weeks after my 16th birthday,” Davis said. “We didn’t even know what it was at first, but a neighbor sold it to us because his underage son was sneaking out and racing it,” he added. The car had been wrecked in the front end, but that same 401 ci AMX power plant has been with Davis ever since... eventually finding residence in the Jav you see here but remaining in Davis’ possession

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www.rpm-mag.com | november 2016



CONTEMPORARY COOL While the Javelin was initially debuted in 1998, Davis has constantly updated it to refle t a tasteful look. The timeless deep blue paint is still flawles , and other touches like carbon fi er accents and Billet Specialties Street Lite wheels add modern style.

continuously for 35 years and counting nonetheless. More on that later. Davis and his father Glenn completely re-did the car, installing a new front clip, applying fresh paint, and bolting up new wheels and tires, with Colin enjoying his new status as the guy with the fastest car

in school. But like most builds, it was never really done. “I was a wrestler in high school, and I had to compete against the defending state champion. My friend had a cam and lifter package for sale, so right before my match my dad told me he’d buy it for me if I won,” Davis said. It was a hard

fought 2-1 match, but Colin earned the cam—and the state championship. Six years later, that AMX was involved in an accident at the Street Machine Nationals. After a phone call home, Colin summoned Glenn to come get the mangled mess with a trailer. “I actually had parts of sev-

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

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november 2016 | RPM Magazine

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www.rpm-mag.com | november 2016


COLIN DAVIS’ PRO STREET 1973 AMX JAVELIN Chassis Type & Mods: Full tube mild steel chassis on 2x3-inch mild steel rails by Fish Chassis in St. Louis, MO. Suspension & Brakes: FRONT: Tubular control arms with QA1 single-adjustable coilovers and 3-inch drop. Wilwood discs with 4-piston calipers. REAR: Custom ladder bar setup with panhard bar and Chassis Engineering double-adjustable shocks and Wilwood discs. Body & Paint: Custom Admiral Blue/Dark Blue Cloessiene PPG basecoat/clearcoat paint. Stock body with fiberglass front spoiler and VFN fiberglass lift-off ood. Prepped by Steve Gregory and painted by Steve and Walt Kueish. Engine: 1973 401 ci AMC block bored 0.30 over (406 ci) assembled by Barry Allen Racing. Steel AMC crank (knife edged for reduced windage) and AMC steel connecting rods with ARP bolts. 7.5:1 Venolia forged blower pistons and COMP Cams solid roller camshaft. Harland Sharp roller rockers. Induction & Fuel System: Polished Dyers 6/71 supercharger pushing 10 pounds of boost mounted atop Offenhouser dual quad aluminum intake modified to accept supercharger. Dual Quick Fuel 750 CFM boost-referenced carburetors. BDS blower scoop with K&N filters. Mallory electric fuel pump. Electronics: MSD Pro Billet distributor with 7-AL2 box. Exhaust: Ceramic-coated custom-built one-off eaders with Hedman flanges, Stahl J- and U-bends. 3-inch exhaust with Flowmaster 2-chamber mufflers by Matt’s Muffler. Transmission & Converter: AMC 727 TorqueFlite transmission with reverse manual valve body. JW 4,000 RPM stall converter with Mondello flexplate. Diff rential: Narrowed Ford 9-inch housing with Strange 35-spline axles and 3.73 Gear Motive gearset.



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november 2016 | RPM Magazine

eral Javelins in my dad’s basement, so on the trip home we vowed to build another,” he said. Six years later, his career took Colin to a job with Delta Airlines in Atlanta, Georgia, eventually being transferred to a similar position in Florida. Ordinarily, such distance would have all but squashed any hope of another father/son build. However, a job with an airline certainly has its

perks. Colin soon found a solid Javelin to start building, hauling it back to Illinois then flying home nearly every weekend to turn wrenches on the ride with his dad. “I finally decided it was taking too long to build, so my mom and dad towed it to Florida for me,” he reflected. By June 1996, the car was pulled together at breakneck speed in time for the ’96 Street Machine Nationals, assembling

the uncommon AMX pro streeter in just four days after it emerged from the paint booth only a week prior to the show. Unfortunately, the transmission decided to take a dive, resulting in a day-late arrival for the big debut of the “Xecutioner.” Although the Saturday arrival should have meant the car wasn’t judged, it was still a hit and managed to garner a “Best of the


www.rpm-mag.com | november 2016



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HUFFED AND HISTORIC AMC Davis had to fabricate the intake for the Dyers 6/71 supercharger using an Offenhauser d al-quad intake. The cast iron 406 ci block and factory cylinder heads were actually in his very first ar in high school. How cool is that?

Rest” award and a 2nd place in the Pro Street division. And why not? It was certainly worthy. The full tube chassis was constructed from mild steel by Fish Chassis in St. Louis. The 2x3 main rails are augmented, stiffened, and otherwise tied together with a 16-point cage. Tubular control arms have been partnered with single-adjustable shocks up front, while a custom ladder bar setup with double-adjustable Chassis Engineering coilovers ride in rear. Disc brakes have been installed on all four corners to slow the roll. The narrowed Ford 9-inch rear has been braced and fi ted with shortened Strange 35-spline axles. Gear Motive 3.73 gears have been partnered with a 3.250 carrier and spool to help put the power to the pavement with rugged durability. As unique as a Javelin pro streeter is, Davis’ ride is even more distinctive since it is actually powered by an AMC mill. The fact that it is the very same block and heads that once resided in Davis’ first car simply

makes the story all the better. The steel block was assembled by Barry Allen Racing, who bored it 0.30 over to open it up to a modest 406 cubic inches. While you can buy a chrome dress-up kit for a small block Chevy down at the local 7-11, hi-po parts for AMCs aren’t exactly so plentiful. As such, the engine has been equipped with mostly AMC pieces. An AMC steel crank and connecting rods work along with Venolia 7.5:1 forged blower pistons. The crank has been knife edged for added performance. The AMC 58cc cylinder heads have been equipped with 2.08/1.74 stainless valves and ARP fasteners have been used throughout. Harland Sharp roller rockers take orders from a COMP Cams solid roller cam. Putting a blower on a more mainstream engine means finding the part number, grabbing your credit card, and picking up the phone. However, that isn’t so simple on an AMC. An aluminum Offenhauser dual-quad intake was modified to accept

www.rpm-mag.com | november 2016


the polished Dyers 6/71 supercharger, and a custom billet crank hub had to be machined in order to spin it. A pair of 750 CFM Quick Fuel boost-referenced carbs crown the blingy atmospheric pressurizer, being topped themselves by a polished BDS scoop. MSD components were selected to handle ignition duties, including a Pro Billet distributor and a 7AL-2 box. Custom ceramic coated headers feed into 3-inch exhaust with Flowmaster mufflers. Backing the unique engine combo is an AMC 727 Torque Flight 3-speed transmission. A JW 4,000 rpm stall converter helps maintain drivability, and the manual reverse valve body adds much-needed durability to manage the 800+ horsepower. Paint and body is a gorgeous Admiral Blue PPG basecoat/clear coat devoid of graphics or other unneeded complications. In fact, only the fiberglass chin spoiler and the pinon VFN ’glass hood stray at all from the unique swoopy factory body. Steve Gregory handled prep work while Steve and Walt Kurish manned the spray gun.


DONE RIGHT The Javelin’s cockpit is as clean and well-done as they come with Corbeau seats and Auto Meter gauges. The trunk has been wrapped to match.

november 2016 | RPM Magazine


SHOWIN’ OFF Colin Davis proudly pilots (below) and stands behind (right) his incredibly clean 1973 AMX.

Complementing the parsecs-deep blue hue is a set of polished Billet Specialties Street Lite wheels shod with Mickey Thompson Sportsman SR tires. Massive 33x22-15 tires ride on 15x15 wheels out back, while skinny 22x6-15s on 15x4 wheels spin up front. The trunk and interior in the build is sleek and modern, incorporating cloth Corbeau buckets on custom sliders with RJS 5-way harnesses. Davis handled the interior install himself, filling a painted and carbon fiber-type vinyl wrapped dash with AutoMeter Ultra Lite gauges. A Grant wheel and Cheetah Turbo Action shifter round out the hardware inside. While the car was initially rolled out in 1996, Davis has shown it in 11 states and enjoyed it ever since, updating a few things along the way. “My dad used to go to lots of shows with me. I would fly him to Florida just so he could ride along with me,” he remarked.

And while the car has been widely praised and is a common crowd favorite wherever it goes, it had only been seen in show coverage and in television spots—still just missing a full magazine feature for nearly 20 years. When we saw the car at the 2016 Street Machine Nationals, we knew it had what it took to be an RPM feature car, and Davis eagerly agreed to our shoot. However, he was nearly moved to tears before we finished up. “My dad was here every step of the way when I built and showed this car,” Colin said. “I just wish he could be here to see this,” he added somberly. Sadly, Glenn passed at the age of 82 in September 2015. Something tells us that although Glenn wasn’t there in person, he was there in spirit, Colin. Your awesome AMX is a fi ting tribute to the man who showed you what you know about hot rodding. And about life.

www.rpm-mag.com | november 2016



>>Our ST1000 ’64 Fairlane gets disassembled, stripped and put in the box until fall, and fall is already here!


k, so here we are about a year after purchasing the 1964 Fairlane for our next big RPM project, STREET THUNDER. Let’s take a quick look back. We found the car after searching high and low and even travelling halfway across the country to look at various


candidates, some of which were grossly misrepresented in online ads. Interestingly, after scouring the web, the car we finally purchased had connections to RPM Mag’s own staffers, Jerry and Shari Gary. After transportation back to one of our own RPM shops, we took stock of what we had

november2016 | RPM Magazine


George Pich

and the direction we were going with the project, then laid out a plan. That plan started with deciding on the basic design and look of ST1000 (short for Street Thunder and 1000 horsepower) along with major components we’d be using to achieve that certain look and also to reach our 1000 rear wheel horsepower

combination street driver/ strip terror goals. Then, we fed all of that info to Rod Burke of Burke Designs and shared the entire design process with you just a few months back. Well, the feedback on the final renderings are in and we all agree that Burke hit this one out of the park!

He captured everything we envisioned for ST 1000 and then some. From that point to where we are now has been a bit of a challenge, but mostly for good reason. First, ST was shipped to Misener Motorsports as they kindly offered to disassemble its mechanicals for us. While Misener had the car he


1 1 & 2: Step one – disassembly. Most readers could easily tackle this work themselves with buddies out in the garage on a Saturday night over a couple cold ones. We just didn’t have the spare time so we were fortunate when Misener Motorsports offe ed to pull the car onto one of their lifts and tear into it.



4 3-5: Now you see it. A bit of wrenching… and presto, now you don’t. We honestly couldn’t wait to shed ST of its former underhood identity before it got a complex.





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www.rpm-mag.com | november 2016




also sent some interior panels and the rear seats off o Tom’s Upholstery. We’ll be meeting with the staff at om’s later down the road to discuss our vision and we’re very confident they can get us there as we have seen a number of examples of their award winning work first hand. After yanking the ol’ six-banger and tearing into every other part of the car (and discovering green ooze, spider-crickets and lizard carcasses courtesy Southern


VA in the process) Thunder was shipped to our good friends at Clearshot Customs. Clint Lucier, Donny Hill and the gang at Clearshot aren’t afraid to tackle the tough stuff. They do a ton of custom work that rivals any top name shop out there…plus, they’re hometown boys and hilarious to hang out with! In contrast to our aPocalypSe Horse project, where we encountered problem after problem with shops that were several hundred

november2016 | RPM Magazine

6 & 7: Located on the coast near Hampton, Virginia, our ’64 had some rather interesting surprises, including this brown/green ooze coming out of the exhaust (6) and what was left of some type of lizard (7). Then there’s the spider crickets that nested in the car, but they were just too fast for our photographer! miles from our home base in Texas, we hope to show you that you don’t have to send your car thousands of miles in every direction for different work, but that with the right searching, questions and reference checking, you can get high-quality work in your own backyard and save thousands, not to mention a lot of headaches, by doing so. The bottom line—don’t sell your hometown talent short over the buzz of web marketing and glitz and

glitter of YouTube videos. Try to deal in the real world and we’re pretty sure you’ll end up pleased with the results, not to mention the higher level of accountability that face-toface brings. That’s not to say that everything can be done two miles from home—some has to be sent out—but you might be surprised at the talent that exists within a few hour drive. We dropped the car off and Clearshot went right to work, no seriously, before

we even left he shop they had the Fairlane chrome, trim and glass completely removed! We should probably point out that when you drop by Clearshot for a minute, you can plan on spending an hour- these guys are serious car guys. After getting the molding, glass and weatherstrip stripped they went to work on a chemical strip of the original paint (that’s a lot of stripping!), or what we thought was the original

8 8: Despite looking pretty good overall, the seat material inside the Fairlane had dried out and needed attention. While at Misener’s Will from Tom’s Upholstery lent a hand to take things apart and grabbed a few pieces to take back to the shop with him. Tom’s will handle our interior that will maintain the original design but add in some new technology for comfort on long drives.


9: Two thumbs up for the original fl or! 10: The Fairlane took a 10-minute trip across town to Clearshot Customs. paint. Turns out this car had some skeletons in the closet. After getting the motor and interior out, Jay at Misener’s thought that the car took a solid hit on the right front and this was confirmed by Clint and Donny at Clearshot. And some of the repairs

were less than high quality by today’s standards, but, judging by the age of the repaint, the repair was probably done 35-plus years ago, so we’ll let it go. Of course, the naked Fairlane revealed even more secrets. At some point the car had minor

rust repair work done around the left rear wheelwell as well as the standard lower fender rot on both sides. Back in the day, leaves would fall from the cowl down behind the fenders and those leaves would collect water and stay wet as they decomposed,

eventually rotting through the metal. When we got the call on the fenders we weren’t overly surprised but at the same time we knew that finding rust free fenders would be tough, and Clearshot insists we go with steel. “All the original steel


www.rpm-mag.com | november 2016



11: Less than an hour later the car was stripped of all its trim, and not too long after that, all the glass was out, too. 12: Clint Lucier of Clearshot loves to sink his teeth into custom work. was good” said Donny Hill of Clearshot Customs. “When you look at the age of the car and the fact that, although the car was found fairly south it was not originally a southern piece (it was trailered south just a few years ago), we found very few surprises.” Clearshot proceeded to remove all previous body filler and then sanded the

entire body to bare steel. And since we’re keeping the factory floor, we also chose to sandblast the entire underside of car. It looked clean to start with and Donny and Clint gave it two thumbs up for being very solid after blasting. We then opted to hold off n any bodywork until we get our chassis underway as plans include an 8.50 cert cage,



lengthening the wheelwells and—because we are going with a 315 radial build—replacing the rear trunk and floor that were removed by the previous owner as part of his pro street plan. Given that, Clearshot applied multiple coats of epoxy primer to the entire car in preparation for the chassis shop. We loaded the Fairlane up into our Miska trailer, and

that is where it has sat until now. I know you’re asking, come on what’s the delay? We’ve said it before and we’ll say it again for those new to RPM. RPM is NOT like other mags, web mags, blogs, etc. We do our projects in real time. We have budgets, time constraints and yes, we even wait for parts just like you. You



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november2016 | RPM Magazine

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13-15: Rust was found on the bottom of both fenders. We’ve already sourced a rust free driver’s side and are looking for a passenger fender. The left rear wheelwell opening also had a bit of rust damage hiding under a repaint done 30 years ago. “No problem,” says Donny Hill of Clearshot. 16: Work is progressing. Next the underbody was blasted while at the bodyshop.


feel our successes, our failures and our pain during the build and know exactly where we stand. So where do we stand? Well, we have our trick Heidts frontend ready to go and are just waiting on some rear suspension and chassis parts. Then the cutting and welding starts. Since Street Thunder is all about mashing old school looks with new cool tech in a package that is as at home on the street for long hauls and short trips as it is at the drag strip on Saturday night, we need some serious chassis work done to ensure it can take the punishment of four-digit horsepower and keep us safe in the process. Join us next time when we discuss what’s going under and in our Fairlane and reveal who will be handling the backbone of our badass 1000 horsepower street car build.


17: We feel bad for putting a timeline on Clearshot only to have the car sit in the trailer for a few months after leaving there. They delivered on time though, and that’s something that can be hard to get in this industry. 18: The Clearshot team gathered to say goodbye to ST, at least until 2017 when it will return for them to do round two of their magic after the chassis work and engine mock-up.


Misener Motorsports www.misenermotorsports.com 888.757.1201

Tom’s Upholstery www.tomsupholstery.ca 519.753.2029

Clearshot Customs 519.304.3413

www.rpm-mag.com | november 2016



YELLOWNATIONALS story and photos by

Mark at goDragRacing.org

>>Three days of doorslammer drag racing mayhem


ach year on Labor Day weekend, the quaint town of Rising Sun, Maryland is taken over by racers and fans alike to be part of the phenomenon at Cecil

november 2016 | RPM Magazine

County Dragway, home to one of the hottest Outlaw Drag Racing events over the past six years; the Yellow Bullet Nationals. The collaboration of race promoter’s Monty Mikho, his lovely wife Maria Szkudlarek Mikho plus brother David Mik-

ho have formed a solid alliance with track Manager Jim Halsey to bring this race to fruition. This year was particularly different as Monty would finally “bite the bullet” and add the very well received Pro Mods into the mix. Another twist was

including Drag Radial cars into the Outlaw 10.5 class. As usual, the rest of the classes were inundated with HUGE car counts and plenty of diversity to satisfy just about anyone’s tastes—including small tire classes X275 and Ultra 275. Add in Top



2: In Outlaw 10.5, Nick Agostino looked promising after his long trek from Canada, but the small-cubed 10.5 Camaro was not to see the winners circle this weekend.


1: The Yellow Bullet Nationals promises thrills, chills and the occasional close call with racers having to throw everything at their combinations just to make it into the field . Here, Derek Mota has a nitrous backfi e in his gorgeous X275 Mustang.

3: This photo shows the interest of fans in the Outlaw 10.5 class. With “Nova Joe” Albrecht as wheelman, Eddie Whelan’s GTO proved it could win Outlaw 10.5 on radial tires spun by a BAE Hemi and screwcharger. 4: Mike Decker, Jr. did the unthinkable and drove two cars in one class. It was hectic to say the least. His “go to” ride, the 10.5 record-holding “Black Betty” Camaro fared better than his other C7 Vette, but both were eliminated first ound—a sad early end to the reigning Mickey Thompson World Champion. Sportsman and the large group of Northeast Index Racers by Bill Cohen —8.50 and 10.00 Indexes plus Pro Dial, Pro Street, and Super Street—and you get nothing but doorcars on the premises. The one major hurdle all tracks have to overcome

(beyond weather, of course) is preparing the surface for the mix of slicks and radial tires, as both types of cars need significantly diffe ent track prep. Called to duty for this is Chad Porter and Anthony Frassetto under the guidance of Halsey.

5: Tim Essick, one of the Outlaw 10.5 crowd favorites, was putting on a wheelie bar driving class all weekend, which is part of the reason he’s so popular in this class.



www.rpm-mag.com | november 2016



6: Kevin McCurdy did what he came to do in the “Hard Racing” 68 Camaro which was simply, being consistent and quick. McCurdy is the wheelman for the dual car team of Brian Hard. Kevin is a crowd pleaser with his screaming half-track burnouts and 30 mph reverse hit back to the line.


It’s always a great opportunity to be a part of this race for RPM Magazine whose ties go back many years with Monty, and for 2016 we were


7: Kevin “The Flash” Fiscus came into this race very much feared and qualified just thousandths off the number one position in his 481X powered Mustang.



november 2016 | RPM Magazine


granted some beautiful hot weather, cool nights and stunning sunsets. Normally we’d host the YB Nats in our October issue of RPM, but as timing would have it we went to press the day of the event and “missed it by that much.



Of course we have to start with the big guns, the Pro Mods—

big engines, insane speeds and amazing ET’s is all of what this class was about and they did not let anyone down. In an 18 car field “Mean Dean” Marinis sat at number one qualifier with a blistering 3.784 @ 199mph in the gorgeous Pappas/ Marinis Jerry Bickel C7 Corvette. Kevin

9: Track operator Jim Halsey was back to his normal self, laying down impressive numbers in his 68 Camaro filled with 903 cu es of billet glory. Halsey has been known for his stellar record as champion and record setter many times over and he led the Yellow Bullet Nationals logo emblazoned Camaro to the finals with his uge nitrous tune-up throwing fi e out the pipes that was easily seen even in the daylight. 8: ”Mean Dean” Marinis as driver and tuner in the Pappas/Marinis C7 Vette freshly rebuilt following a bad accident earlier in the year at PDRA where he qualified umber one. Marinis also qualified umber one at the YB Nats with the big 903 cubes on nitrous pumping out a 3.784 @ 199mph. This would defini ely be in the top 10 of RPM’s picks for best appearing car of the event.


“The Flash” Fiscus would grab top mph with an equally quick 3.789 @ 210 in the 526ci twin turbo 2012 Mustang followed by Chris Rini’s 3.793 @ 197 in the “Black Beauty” 1969 Camaro out of ATI Performance and Pro Fab powered by a whopping 941-inch mill.

10: Chris Rini is basically a household name at any event in “Black Beauty,” the ATI Performance Pro Fab ’69 Camaro with 941 cubes of power under the massive scoop. Rini, one of the hardest driving exciting racers in this Pro Mod class, fared well in qualifying but was shut down in later rounds.


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11: One of the most impressive effo ts in Pro Mod was made with Gary Naughton at the wheel of this wicked machine built at Gary’s own shop, Gary Naughton Race Cars. With the Gil Christy twin turbo Hemi GXP in its first outing of the ear Gary drove it to a solid 3.91 with barely any data…defini ely exciting to watch. numbers, 4.028 @ 190, than the newest edition, a C7 Corvette. Both are Hemis with screwchargers.




Outlaw 10.5

I would have never thought a radial car would be the one taking top honors in this class, but the team of Eddie Whelan and Joe Albrecht as the “Hitman” driver took

us all by surprise. Once the screwcharged Hemi powered GTO was done, it was just shy of three seconds with a stellar 4.006 @ 194 mph tuned by Jon Salemi. Jerry Mitrovic out of Ontario Canada would rock some 903ci

nitrous numbers in the “Team 68” Camaro to the tune of 4.016 @ 190 with wild flames out the massive bullhorn exhausts. Home track hero, Mike Decker Jr. would place third and fifth, yes, he entered his two cars! And drove them both!! “Black Betty” his “go to” Camaro had the better


Ultra 275

The buzz of Shawn Pevlor busting out an unprecedented 4.690 @ 149 in Ultra 275 was


Jim Halsey had come to the final round through three grueling rounds of thunderous nitrous flaming passes in the bright red 68 Camaro. Kevin McCurdy, his opponent, an IHRA champion and the man who was dominating the NEOPMA series, would try and put his blown “Hard Racing” Camaro through the traps quicker. McCurdy got the jump by a fraction, he was up on the tires and hauling

the mail as Halsey brought in all stages of nitrous lighting up the night as his Camaro started to climb into a wheelie mid track and got close to the wall just touching it. McCurdy took home the win, title and the $10,000 payout with a 3.864 @ 192 to Halsey’s 4.208 @ 140 after having to abort his pass.

Outlaw 10.5

Both Joe Albrecht and Jerry Mitrovic were dominant throughout their rounds taking out contenders that were very familiar with this track surface, mainly Mike Decker Jr. and Mo Hall. At the hit both had good reaction times as Albrecht was already out in front and never looked back as the GTO pulled off he win running solidly into the

12: Rich Bruder owned this class all the way to the final . His 4.40s spoke volumes about his DiSomma Racing Engines power. 13: Ron Rhodes had everything going for him when he laid down an impressive qualifying pass. His smallish 434 Chevy was pushing out his signature flames on each run, but in the finals he immedia ely blew the tires off at the hit ending his chance at the title.



It’s no surprise that Ron Rhodes, one of the track favorites, would be throwing the kitchen sink at this race which led to him coming out on top in a big way. The conventional 23 degree head 434ci SBC owned this class with a very strong 4.426 @ 157, followed by Rich Bruder’s 4.432 @ 161 in the Atomizer Injectors 88 Mustang powered by a DiSomma Racing Engines 400ci with twin turbos.

heard all over the internet! And standout racer Joel Greathouse would step into the number two spot with a very strong 4.737 @ 151.

november 2016 | RPM Magazine

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14: Track Operator Jim Halsey prepares the track for the upcoming rounds, dragging the freshly scraped surface prior to laying down a generous amount of VHT under one of the most incredible sunsets to grace the weekend. 15: Talk about being packed in the lanes—and this was far from what took place as night fell on the track. Imagine this scene with the lanes to the burnout box and sides of the track filled at least three times as much…now that’s maximum capacity!

three’s, a 3.977 @ 196, with a standing ovation from the fans while Mitrovic followed with an equally impressive 3.990 @ 190. When it was all said and done, Albrecht and his crew from New York took their place in the winner’s circle $10,000 richer.


It seemed like nothing could stop Ron Rhodes throughout his day, running a string of 4.50s. On the other side of the ladder, Rich

Bruder surely had his game on with his Mustang solidly in the 4.40s on each pass. In the final, Bruder launched hard and straight as Rhodes annihilated the tires on the hit, very uncommon for Rhodes, and he watched as Bruder disappeared into the night and took the $7,500 purse with a blistering 4.440 @ 162.

Ultra 275

Both Joel Greathouse and Shawn Pevlor made their presence known in

qualifying with the number one and two spots, but both still had to stay on point to get to this final, and they did. Just out from the starting line, Pevlor would lengthen the gap and run his quickest ET of the weekend with a stunning 4.669 @ 149 mph to the losing but still very respectable 4.711 @ 150 of Greathouse. Pevlor was greeted in the winner’s circle with the Ultra 275 champion’s title and a $5,000 check with his name on it.

8.50 Index

This class been rock solid since its inception. It’s old-school “Quick 8” heads-up drag racing on an index, keeping the class tight and strong with so many looking to take the largest purse ever offered in the class history, $7,500! Jonny Thomsen, Jr. would be the recipient of that purse, coming to battle with a fresh build and not running most of the season while his opponents surely had lots of practice and

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november 2016 | RPM Magazine

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www.rpm-mag.com | november 2016




16: ”Mean Dean” Marinis does double duty also driving his own X275 Mustang filled with nitrous and BES Racing Engines power. This car is as immaculate as any show car and was again bad-fast at number three qualifie .

17: In Ultra 275, Shawn Pevlor began his reign of terror on the class in his BES Racing Engines powered Mustang, blasting an unprecedented 4.669 in the final . 18: Joel Greathouse is a familiar name running the ProCharger equipped KBX Performance Mustang. This car fla out gets it on but Joel couldn’t muster the win in his final ound appearance.




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november 2016 | RPM Magazine

8.50 INDEX

20 20: Matt Meissner wowed the crowds in his gorgeous Chevy Nova with big launches and deadly ET’s most of the weekend. Facing eventual winner in the fina , Jonny Thomsen, Meissner would force his pass a little too hard and go 8.487 on the 8.50 Index.

data to work with. Thomsen’s 8.575 would take the win as Meissner would “break out” running quicker than the class 8.50 index with an 8.487.

10.00 Index

Dana Loffredo: back-to-back champ! In the high-

10.0 INDEX


19: In this overfl wing class of exciting wheels up action and fender to fender racing, Jonny Thomsen stood as champion with his stunning Firebird. Thomsen had not raced much at all this year and had to go against the best Yellow Bullet had to offe . Basically kicking butt and taking names throughout the weekend, this car is just exciting to watch each pass. A huge RPM congratulations goes out to this author’s longtime friend!!

ly contested 10.00 Index class Dana Loffredo stands out, especially this year at the Yellow Bullet Nationals. Driving through the rounds on her way to the very special win in her Fonse Performance powered Firebird. Dana was awarded the covet-

21: In the highly contested 10.00 Index class Dana Loff edo stands out, not just for winning the 2016 Yellow Bullet Nationals, but because she also now has the distinction of being just the third driver ever to win back-to-back at the YB Nats and the first do so in 10.00 Index. Dana has 10 years of junior dragster experience and is a third generation racer. Loff edo has also already locked in the 10.0 Index points championship at Englishtown Raceway, and is currently third both at Atco and Cecil County’s Index points series. She has been in nine finals this ear and seven last year making her deadly in this class and also won “The Takedown” in 2015-16. A very impressive resume for any racer!



22: Ray Goelz Sr. was one of the few to knock out a 10.000 flat o take number one qualifier at the YB Nats this year in his 1969 Cougar.

www.rpm-mag.com | november 2016



24 23: John Prime, a regular at Cecil County, had the number one qualifying position well in hand with his beautiful 1968 Camaro. Hard launches and big speeds, and a 4.090 @ 177mph, are what’s needed to top the already tough ladder. 25: John Voshell in his beautiful 71 Comet took his class win with 10.587 over a breaking-out Matt Ricchezza in his Mustang.


24: Mike Gerber on his way to the Top Sportsman champion title in his 1998 Monte Carlo under the amazing skies that surrounded Cecil County. Gerber has been in many series and a regular at Cecil County, and his skills showed taking out Steve Dooley for the coveted win.




ed champion title but also, as she won in 2015 as well, she garnered the accomplishment of winning the YB Nat’s back to back, making her the third driver ever (and the first in 10.00 Index) to achieve this. We now look back on another fantastic YB NATs weekend, and one that should not

26: Early Sunday morning the track was secondary to the annual “Kids Games” that Monty and Maria take so much pride in. The kids love it with a game of “cornhole toss,” giving away enormous amounts of gifts to the children participating. Seth Cohen and Patty Comparato DeMichele play a huge role in this part of the event running so smoothly.


november 2016 | RPM Magazine

be missed for any doorslammer enthusiast. The mood, the hype, the action, it was all that everyone expected and more. If you like drag racing or are even just a car buff, you owe it to yourself to be part of the 2017 Yellow Bullet Nationals… watch for it, coming Labor Day weekend 2017!

www.rpm-mag.com | july 2016


story by

George Pich

photos by

Shirley Goddeeris


VIEW FROM THE BACK Long wheelie bars and an aluminum wing help keep control of the big block nitrous horsepower from start to finish during a run. he chutes on the other hand help the Strange disc brakes get control after the run at 160-plus mph.

!!! 56

november 2016 | RPM Magazine


ost people would automatically assume that the meaning of TEMPEST would somehow involve temptation or tempting. In fact, the word Tempest refers to a violent storm, which in the case of Pano Moros’ 1970 Pontiac Tempest seems far more fi ting.

Many would agree that the sound and chaos that ensues following Pano lighting the fire in the 706 cubic inch big block packing four (yes we said FOUR) stages of nitrous is every bit as unnerving as a violent storm. But for gearheads and race fans who know what they’re in for, once they see it come to the starting line, it’s more like music to the ears.


How this Tempest happened to get into the possession of Pano Moros gives a new meaning to saving for your first car. “It all started back in 1987,” said Moros. “When I turned 16, I knew I had a strong attraction to muscle cars, but my first passion from a very young age

was playing ice hockey as a goalie.” As a teen, Moros worked at a local gas station pumping gas. After work one day, one of the mechanics at the station pulled up in a 1971 LeMans with a tunnel-rammed small block Chevy. It was right then and there when Moros realized that he needed to be part of the fast car culture.

“I fell in love with the muscle car thing because of that LeMans and knew I wanted it,” he added. So the search began. One day, while flipping through the Auto Trader (yes this was long before the internet) he found a 1970 Pontiac Tempest LeMans. A deal was struck and Moros bought it for the hefty-for-the-day sum of $5,000.


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IN DA WEEDS Sitting on a double rail chassis built by Edward Mosier, the Tempest rides low and drives straight.


FRESH POWDER The finished chassis was powder coated prior to re-mounting of the body.

FABBED UP Mosier also built the full floa er 9-inch rearend for the Pontiac.

SNOW ROLLER TOTALLY TUBULAR Once built and off the jig Edward Mosier of Mosier Competition fastened the completed tube chassis to a rolling fi ture.

Nothing says Canada like snow. Here the Tempest body is shown fastened back onto the coated chassis and fi erglass panels are being installed.

-All build photos provided courtesy Edward Mosier


november 2016 | RPM Magazine

TEMPEST ON A DIET IN THE OFFSEASON Moros and crew have been shaving pounds on the Pontiac wherever possible in order to improve performance next season. We hope that dropping a few hundred pounds off of the empest over the winter to meet the OSCA Super Street class weight allowance for his combination doesn’t mean getting rid of the original front trim and chromed fi erglass bumpers.

Remember this feeling? Pano Moros with his new LeMans smiling from ear to ear.

-McRockin Films photo


Moros now had two loves, and like so many other Canadian teens, they were hockey and fast cars. “I remember driving the car to my high school hockey games in 1988,” he said. “It was at that time that I met my now lifelong friend George (Boobie) Tserbis.” Tserbis had a Mustang and the two would hook up with the rest of the car guys and cruise downtown Toronto, hit the local hangouts, and of course, the street races.


When most car gearheads think about their circle of friends, chances are that those in it have something to do with cars, and the initial meeting was sparked by one simple question: “Hey man what’s under the hood?” For Moros, the small block Chevy that was in the car when purchased was sold to George Kirkos at Don Valley Auto Centre who ordered a crate LS6 motor from GM to be slipped into the Pontiac. From there, Moros and Kirkos would

develop a friendship and Kirkos took care of the car and all its engine needs. “Even when the new crate motor arrived from GM, George took it apart and made sure all was good.” This sequence of events was setting Moros up for his next big experience in life… drag racing! When Kirkos gave the nod, the LS6 was installed in the Tempest in the backyard of another car buddy, George Papas, with the help of Peter Galeas. Soon after, Moros would meet

the founder of Universal Spinners, Mike Gentile. “It was Mike that got me out to the track for the first time in 1993. We went to test the car and went 12.20s on the motor at almost 3800 pounds,” said Moros. From that first experience at the track, going fast became an obsession for Moros, aside from his goal tending, and in 2001 he and his buddies installed a small hit of nitrous and went 11.40s. Now, Pano was cruising around town in a solid and

www.rpm-mag.com | november 2016



SPEED COMES IN STAGES. FOUR OF THEM. 706 cubic inches backed by four stages of nitrous oxide all by Gene Fulton. proven 11-second street car during the early ’90s which obviously gave him some pretty solid street cred. As he got older, along with his car getting faster, his goal tending improved and he was invited out as a practice goalie for the Toronto Maple Leafs and during his summer practices—


yes they have summer in Canada—Pano would often drive the Tempest.


The empest was Moros’ wedding car in 2002 and just a few years later he made

the decision to retire it from street duty and head in the direction of making it a dedicated race car. In 2005, the Tempest was sent to Oshawa-based Edward Mosier who completely transformed it to a 25.2 SFI-spec full chassis with double frame rails. “It left osier’s a

november 2016 | RPM Magazine

complete race car,” said Moros. With a new family to raise along with his wife Tonia though, it would be 10 long years before the Pontiac would be driven again. Pano now had a tube chassis race car but getting the car completed, detailed to

the level he wanted, and track-ready was still years away. Powering the Pontiac became the next order of business so he and Kirkos contacted Gene Fulton at Fulton Competition to order a new 706, 5-inch bore space big block with four stages of nitrous.

RIGHT DOWN BROADWAY Moros refers to driving the eighthmile at 4.55 seconds and over 160 miles per hour in the Tempest as “taking a drive down the strip in a Cadillac.� -Mark Ackert photo

HEAVILY SPRAYED The big mill has been equipped with three direct-port nitrous systems and an additional Viper system in the fabricated sheetmetal intake. The setup requires more plumbing than a small apartment complex.

www.rpm-mag.com | november 2016


TEMPEST PANO MOROS’ 1970 PONTIAC TEMPEST LEMANS SUPER STREET DRAG CAR Chassis Type & Mods: Full chromoly 25.2 certified double frame rail chassis. Carbon fiber tubs and complete carbon fiber removable belly pan. Chassis and fabrications on complete car done by Edward Mosier (Mosier Competition Oshawa, Ontario, Canada). Suspension: FRONT: Tubular control arms with Strange singleadjustable struts with rack and pinion steering. REAR: 4-link with Koni coilovers, wishbone, and anti-roll bar. Body & Paint: Glasstek fiberglass front fenders, hood, doors, trunk lid, and bumpers (chromed). Carbon fiber hood scoop. Original front valance and glass headlights. Aluminum wing. Roof quarters and rockers are original 1970 steel. Silver pearl paint by Gord from Donn Butt Auto Body in Oshawa, Ontario. Lexan windows by Tony Basso. Engine: Gene Fulton 706ci 5-inch bore space big block. Donovan aluminum lightened block, Bryant crank, Moroso two-piece pan, GRP aluminum rods, Venolia pistons, custom grind Cam Motion camshaft, CFE heads, custom sheet metal intake and Fulton split carbs. Comp Cams timing belt, Meziere electric water pump, Moroso 5-stage dry sump oil system, Moroso vacuum pump, Jesel rockers, 904 lifters, Product Engineering fuel pump and Holley regulators. Power Adder: Four stages of Gene Fulton nitrous oxide; one Viper and three direct port systems. Electronics: MSD Power Grid with complete Speedwire system and Speedwire digital controller along with Extreme 9-pound 16 volt lithium battery. Custom wired by Gil Zeneri of Speedwire Systems. Transmission & Converter: Big shaft Bruno drive 3-speed Lenco CS2 with custom built 2-piece billet Neal Chance converter. Rear Diff rential: Ford full floater 9-inch with Strange Ultra case. Housing custom built by Edward Mosier of Mosier Competition. Strange brakes. Performance: 4.55 at 160 mph (eighth-mile) at 3000+ pounds.

“We ordered that motor in 2011 and I have to say that ever since then, Gene Fulton and all his staff have been and still are very helpful with everything,” Moros added. “I knew I was now at the point where I needed more help to get a winning race program together, so in July of 2015 I turned my whole program over to Sam Barberio.” This was to be a whole new learning curve for both Moros,

Barberio and another longtime friend of Moros, Sam(Sailor) Furfaro. “Th y put me on the right road and helped me get my competition license,” explained Moros. “I can’t thank them enough for being there for me through thick and thin.” Also, from that point on the tuning and aligning of the chassis was handed over to Luch Querin of LE Chassis in Woodbridge Ontario.

Moros now describes driving the Tempest to mid 4-second passes at over 160mph in the eight-mile as “a drive down the track in a Cadillac.”


By 2016, with Pano licensed to compete in the car, he and his crew entered the OSCA (Ontario Street Car Association) Super Street class. The lass was eighth-

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CAGED BEAST The 25.2 SFI-certified ch omoly funny car-style cage wraps Moros in safety. With his tall stature, Pano’s seat is positioned close to where the backseat would normally be.


november 2016 | RPM Magazine

BEHIND THE WHEEL IN THE TRUNK A Universal Spinners catch can and Extreme lithium 16-volt battery take up what was once the trunk area of the Pontiac that held Pano’s goalie equipment.

A leather-wrapped Grant steering wheel, Racepak dash and view inside the rear of the monster hoodscoop greet Moros for every run. Because things happen fast during a pass (especially eighthmile), the yellow stripe on the steering wheel shows the driver the point at which the front wheels are straight.

mile racing on a 10.5W tire and just seemed to fit what Moros and his crew had in mind for the Tempest. “We won three out of the five races!” he exclaimed. Not only did they win some races, but they posted top ET recorded to date for a 3000-pound plus car, a 4.55 in the eighthmile, and won the 2016 Super Street points championship! Not bad for his first year in competition as a rookie driver! “As for 2017,” says Moros. “We are looking to go quicker and faster and also to put the car on one hell of a diet because at current OSCA Super Street rules we can weigh in at 2800lbs.”


Moros always wanted to maintain the original look of the Tempest, after all, it was part of his teen years and

became part of the family. But looking like the seventies muscle car it started out as is where the similarities end. It still rides on that SFI 25.2 certified double rail tube chassis built by Mosier Competition over ten years ago but tuning and any additional chassis work is now handled by Luch Querin. Body wise, the rear quarter panels and rockers are about the only original sheet metal left n the car as most has been changed out in favor of lighter fiberglass and carbon fiber panels. The riginal front valance and glass headlights were retained to keep the “street car” look and the fiberglass bumpers were chrome dipped to maintain the theme. We know there’s a Fulton 706 packin’ four stages of nitrous, but what’s inside of it? The ombination started with an aluminum Donovan 5-inch bore space lightened block. A

www.rpm-mag.com | november 2016



Bryant crank swings GRP aluminum rods and Venolia slugs. A Cam Motion bumpstick decides valvetrain attitude and a set of CFE heads with Jesel rockers were studded to the block. A towering Fulton sheet metal intake is topped with a pair of split Fulton carbs, installed slightly staggered. And those four stages of juice? Th y’re

made up of three direct port systems and one Fulton Viper system. Inside the Pontiac Moros is surrounded by 100% race car, including a funny car style cage and fully removable carbon fiber wheel tubs and belly pan and carbon door panels. Vital signs are trans-

Mark Ackert photo

Centerlines, ladder bars and a bigger tire and a small block Chevy made up a serious street car back in the late eighties. Moros took this photo while stopped at the Police station...for some unknown reason..

-McRockin Films photo

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

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november 2016 | RPM Magazine


PERFECTION TAKES TIME Attention to detail was part of the plan for Moros before he debuted the car, it took almost ten years but was well worth it.

SPECIAL THANKS “My crew Sam Barberio (crew chief), Sam (Sailor) Furfaro (crew), Luch Querin (LE Chassis), and Pete Palladino, I can’t thank you enough for always being there for me. To friends who have helped along the way: George Kirkos (Don Valley Auto Centre), Rob Galli, Frank Gugliucciello, Tony Xynos, Mike Jarmin, Mike Papadakis, Luciano (Pony Tail) Cristao, Jim (Juggy) Nikolakakos, George Papas, Laki Kaltsounis, Ian Rae, Serge Longo, Aldo Longo, Frank (Bocchi) Cesario, Paul Scarletto, Marty (Neale Chance Converters), Tony Presto, and David (Lenco Transmissions). Thanks to my mom, dad, and my brother Jimmy Moros...and most of all to my beautiful wife Tonia and my girls Andriana and Victoria for being there and putting up with my passions in life...I love them. To my personal friend, training partner, and longtime Maple Leaf player, Peter Zezel who passed away in 2009, Peter, you will never be forgotten..” -Pano Moros

Continued on page 76

www.rpm-mag.com | november 2016


Page 68


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LIGHT ‘EM UP Moros warms the hides prior to another pass.

Mark Ackert photo


november 2016 | RPM Magazine

After the Tempest received a Crate LS6 big block, it started to see the drag strip on a regular basis. -McRockin Films photo

Pano Moros (center) with Crew Chief Sam Barberio (left) and Crewman Sam (Sailor) Furfaro on the right of the photo enjoy their victory and 2016 Super Street Championship after the final O CA event September 25th. ferred to a Racepak digital dash and Pano’s wingman to his right is an air shifted big shaft -speed Lenco CS2 transmission with Bruno drive and a custom built two-piece full billet Neal Chance converter. Out back a Ford 9-inch full fl ater rear was used to take the hit of the nitrous power and transfer it via a four-link with Konis with a wishbone and anti-roll bar to the Mickey Th mpson 10.5W tires.

“One of the best things about the Tempest is that it kept me busy and out of trouble over the years,” adds Moros. “We’re looking forward to 2017 and to bettering our 2016 performance. The hole Super Street class runs me to the limit but one of my own personal goals for next year is to beat my good friends of 30-years Wade Stevens and George Tserbis…again!”

www.rpm-mag.com | november 2016



had just gone through the traps at the top end of the track. The steering wheel—which still had the horn button on it— came off n my hand doing almost 130 miles per hour, and it can only go back on one way” recalled Arizona

native Troy Denton. For most of us, even the thought of such a predicament would likely strike fear deep within us. But Denton found an odd peace. “My favorite quote is found on the back window of the car: If God is with me, whom shall I fear?,” Denton said. But in that mo-

ment, Denton wasn’t simply relying on his faith. He was relying on his father. “I inherited the drag racing itch from my father Jerry Lee Denton, who unfortunately passed away from cancer while I was building the car,” he said. “It got real quiet, and I got a feeling

like my dad was sitting in the passenger seat,” he added. But just before Denton hit the wall, he managed to get the wheel back on and correct, narrowly avoiding most certain disaster. And at the risk of overstating the obvious, a brush with the wall would have

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november 2016 | RPM Magazine




Factory Performance™ Parts

story by

Toby Brooks

most likely severely wounded or even totally destroyed the machine that Denton spent the better part of the past two decades building. It all started when he discovered the neglected classic in a backyard around the corner of his parents’ house during the summer of 1998. A near-basket case with a 350 CI block in the trunk and the 12-bolt

posi recently pilfered, a bit of haggling and a partial trade for some unused tires and wheels netted the car for the bargain basement price of $150. As with many project cars, it took a while for progress to really get going, but Denton eventually got rolling with a mild 327 CI mouse, TH 350 trans, 12-bolt rear, and a quick coat of primer.

photos by

Will McDougle

Later, he relied on family and friends to assist in installing a mild steel cage and custom dash, but a fresh coat of paint was certainly on the want list. “We decided it was time to paint the car and I had a buddy who was 17 at the time but very passionate about his work,” Denton said. “We let him take a shot at it and we are very thankful we did,” he

www.rpm-mag.com | november 2016


NO FEAR added. Edgar Rocha, now owner of Bullseye Autobody, added a Harwood cowl hood and prepped the otherwise all-steel factory shell before laying down a slick PPG orange basecoat/ clearcoat paint job. Later, Roy Olson applied the wild purple-fades-into-blue “tribal hatchet” flames across the hood, front fenders, and doors. With the paint completed, attention was turned to other aspects of the build. Denton opted to backhalf the car himself in his own garage, going through three different narrowed rear ends before settling on the current narrowed Ford 9-inch hanging from a ladder bar setup with Alston coil-overs. With a full set of Wilwood discs installed, the car was finally back together and rolling, looking the part of a pro streeter but needing the power to back it up.


“By that time, cars in our area were getting faster, so we knew we had to step it up,” Denton said. Bill Reif of Wild Bill’s Machine Shop in Chino Valley, Arizona was tasked with piecing together a 355 ci small block designed to crank out north of 600 horses on standard atmosphere and an additional

november 2016 | RPM Magazine

SPONSORED OR JUST BRAGGIN’? One look is all it takes to tell that Denton’s ride is rolling on some big ol’ tires. Or is it Big O?

SITTIN’ PRETTY The Nova sports a classic rake thanks to the dropped spindles and Moroso springs up front with the mild steel back half and massive Hoosier meats out back. The Harwood cowl hood marks the car’s lone body mod, but it looks great with the Edgar Rocha and Roy Olsonapplied paint & graphics.


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200 from the blue bottle. First, Reif started with a 4-bolt main block bored 0.030 over and filled it with 12:1 Keith Black forged pistons swinging from a Scat crank and Eagle connecting rods.


AFR 210 aluminum heads were employed and port matched to an Edelbrock Victor Jr. aluminum intake with a 925 CFM Quick Fuel carb. A custom-ground Ultradyne roller cam was spec’d out and ARP fasteners were

used to hold it all together. Backing the Chevy is a fortified TH350 automatic transmission from nearby Hughes Performance. In addition to a trans brake, it has been further beefed up with the

november 2016 | RPM Magazine

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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


PURPLE MOUSE With the ’glass hood lifted off, you can see the well-detailed 355 small block Chevy that has been tricked out with fortified internals, aluminum heads, and a 200shot of NOS nitrous.

Chassis Type & Mods: Mild steel backhalf with stock front subframe. Suspension & Brakes: FRONT: Moroso front springs with 2-inch drop spindles, tubular front control arms, rack and pinion steering, and Wilwood disc brakes. REAR: Custom ladder bar setup with Alston coil overs and Wilwood disc brakes. Body & Paint: Harwood 7-inch cowl hood on an otherwise all steel car. PPG basecoat/clearcoat paint applied and prepped by Edgar Rocha of Bullseye Autobody. Tribal hatchet flames by Roy Olson. Engine: 355ci small block Chevy. Scat crank with Eagle rods and forged Keith Black 12:1 pistons. Ported AFR 210 aluminum heads with ARP head bolts. Studded and girdled 4-bolt main, custom ground Ultradyne cam, and forged rotating assembly. Induction & Fuel System: Edelbrock CNC ported Victor Jr. aluminum intake with Quick Fuel 925 CFM carburetor. Power Adder: 200-horsepower NOS Pro Shot nitrous system. Electronics & Ignition: MSD distributor with box. Transmission & Converter: Hughes built TH350 with trans brake, Hughes 5,200 RPM stall, anti-ballooning ring 6-bolt converter. Diff rential: Narrowed 9-inch Ford housing with 35-spline Strange axles and Strange center section with Detroit Locker. Performance: 10.29 at 129.8 mph.

∠ 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

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 | november 2016


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november 2016 | RPM Magazine

NO FEAR CRUISE MISSLE Whether it is ripping up and down the Arizona highways or blasting down the nearby dragstrips, the Nova is a fun and capable performer. addition of a 5,200-stall 6-bolt converter with anti-ballooning ring. “Rich Mobley and crew did a great job, and after 8 years, nearly 200 passes, and thousands of miles of street driving, we have had no problems with the transmission whatsoever,” he added. With power now being produced in more copious amounts, Denton decided it was time to improve the safety of the car, too, so he contacted Kevin Nicols of Nicols Auto Fabrication to rework the cage. Along with John Brinkley, Nicols added a 10-point mild steel cage to protect against the unthinkable while stiffening the car’s chassis. The interior of the car is more street than strip, with the mostly factory black confines punctuated by the clean cage and a pair of racing buckets up front (Denton even installed a third bucket between the tubs for those times when a little one wants to ride along). The Upholstery Guy handled the velour wrapped seats, and a trio of racing harnesses promise to keep occupants securely fastened in

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www.rpm-mag.com | november 2016








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november 2016 | RPM Magazine

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

CUSHY CONFINES The Nova rocks a black velour interior stitched up by the Upholstery Guy over a pair of racing buckets up front and another between the tubs. The Grant GT wheel (bolted securely in place now) and Auto Meter gauges add form and function, while the silver 8-point cage adds safety and chassis rigidity. The clean matching trunk houses an aluminum fuel cell and rear-mounted battery.

place. A Grant GT wheel complements the Auto Meter instrumentation that resides just beyond its mounting position, and a Hurst pistol grip Quarter Stick manages the trans commands. With the car complete, Denton has enjoyed it everywhere imaginable, from shows and cruises to parades and drag race events such as the Kingman Arizona Street Drags. So far, he’s laid down consistent low 10-second passes at nearly 130 mph—including the one pass with a billet steering wheel in his lap at the top end. “One of my many memories of my dad was taking him for a ride in the car towards the end of his life,” Denton reflected. “I punched it, and he looked over at me and said with a chuckle ‘Damn, I knew it was going to be

fast—but not that fast!”. “I loved my father very much and nothing is more important to me than family. This car has definitely brought my family closer. Between all of their support in the stands or in the pits with me helping to get the car ready and making final adjustments before a pass, it has just been tremendous, and I have passed that same drag racing itch to my son, Troy Denton II,” Denton said. The younger Denton has even taken the car down the strip a few times, himself. And while the thought of piloting an all-steel 10-second street car at full gallop might give some youth reason to pause, the younger Troy doesn’t hesitate for a moment. After all…what’s there to be afraid of?

www.rpm-mag.com | november 2016




story and photo by

Fergus Oglivy START

>>What qualifies as a competent clutch?




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november 2016 | RPM Magazine


mart racers have an intelligence many of us lack. They were either blessed with a curious mind or they acquired one. Either way, it operates on several levels simultaneously. They want to know more and they expect the best from themselves. They possess a mental sharpness and dexterity that often sets them apart. Unsurprisingly, in common with all else, their approach to selecting a performance clutch is well-reasoned. Brand colors apart, one performance clutch tends to look like every other. Even a single disc unit can be confused with its twin-disc counterpart by the casual glimpser. But there’s no confusing the laws of coefficient of friction—if they are laid out in a way they can be understood. Coefficient of friction is a vital element in clutch disc design. Identified by the symbol “µ”, it defines the ratio between the force necessary to move one surface over another and the pressure between the two. Performance clutches suffer abuse possibly more than any other component on the competition vehicle and

clutch makers often feel like the victims. They live, metaphorically, in the hot spot of the pressure plate. They hope they can cure us of our infidelities but the odds are probably against them. For car owners who lay waste to clutches in ignorance, the simple application of basic rules would make them more competitive, more successful and less wasteful. First and foremost, we must decide what use the clutch will be exposed to: street or track. Even a slightly modified car can exceed the thermal limits of a standard clutch and for those involved in competition, selecting a competent race clutch is essential. In common with the race clutch, selecting the right unit for a high-performance street car that visits the drag strip occasionally requires the same initial four-step process. Firstly, ascertain the vehicle’s weight, which helps suggest an effective flywheel. Secondly, establish the amount of power being transmitted through the clutch. Thirdly, verify the vehicle’s gearing and lastly its tire size.


Heavier street cars usually take advantage of a heavier flywheel, which naturally maintains the car’s inertia, resisting sharp changes in engine speeds. If the gearing is too high and the flywheel too light, the engine may not sustain the vehicle’s momentum under acceleration. Lower drive ratios require more flywheel mass to launch the car effectively. The opposite applies to lighter flywheels, which incite rapidly accelerating and decelerating engine speeds. Hence, light high-revving race cars profit from the agility of the lighter flywheel. Casting off 0 to 15 pounds of mass from the rotating assembly of a properly geared light vehicle has an amazing effect on its responses. So heavy flywheels for some and light

Masochists take pleasure in their own suffering; the est of us try to learn from our mistakes. Sobering unwelcome dramas of this nature can be averted by considering vehicle weight, amount of power transmitted, gearing, and tire size.

High gearing and a light fl wheel on heavy street cars are not conducive to sustaining the car’s momentum under acceleration. But light, suitably geared, high-revving vehicles profit f om the agility of the lighter fl wheel, which triggers a positive effe t on its responses.

www.rpm-mag.com | november 2016



In contrast to the metallic disc, street cars are usually better served by 300-series organic friction linings. These provide softer engagement, considerably less abuse to the car and anguish to the driver. Metallic 900-series clutch discs use aggressive friction pads for quicker reaction times. Note the steel backing plate hanging on the machine arm. Coupling the backing plate to the steel disc carrier creates much higher rotational strength. flywheels for others. Conclusions? Consulting with a transmission specialist often reveals the best flywheel weight for your application. They use a formula for matching gearing to flywheel mass by calculating the drive ratio, the car weight and the available tire traction. The optimum drive ratio is usually considered to be 11 to 12:1 and to calculate your drive ratio, simply multiply your lowest transmission gear by your rear gear. For example, if your low gear is 3.00:1 and your rear


gear is 4.10:1 your drive ratio is 12.3:1.

CLUTCH DISCS: ORGANIC OR METALLIC, STREET USE OR COMPETITION Race cars take advantage of the metallic clutch disc. Their aggressive friction pads are preferred for quicker reaction times. By contrast, the street car is better served by organic friction linings. These provide

Clutch chatter is typically caused by glazed or oilcontaminated clutch facings or misalignment of engine and transmission mounts or alignment dowels or a poorly ground fl wheel. The Blanchard-ground fl wheel achieves a true, flat mating su face with its distinctive cross-hatch curves. softer engagement, considerably less abuse to the car and anguish to the driver. Not only does the organic clutch disc reduce the shock loadings imposed upon the transmission and rear end, it also introduces a more agreeable feel to the clutch pedal. In addition, it will tolerate mild slippage but if taken to excess the organic friction surfaces will glaze because they don’t possess a coefficient of friction as robust as that of a metallic disc. For this reason, when used in

november 2016 | RPM Magazine

competition applications the holding power of the organic friction surfaces tends to fade as the heat rises. By necessity, heavy cars or those producing substantial torque output require more aggressive and durable friction discs. Yet street cars weighing 3,000 to 3,500lbs and generating up to 600hp would typically adopt clutch discs with organic friction linings. Still, if the organic clutch is not given sufficient time to cool and recover at the track, or track assignments ex-

ceed 50 percent of the vehicle’s use, a metallic friction disc would be more suitable. Prolonging the life of an organic clutch depends greatly on allowing sufficient time at the drag strip between passes. On the other hand, metallic clutch linings have a higher coefficient of friction. Their crowning achievement is their longevity and their resilience. They survive the perils of severe heat and the punishing conditions of the drag strip. They can also function under relatively low

clamp loads and pedal effort. Nonetheless, they usually encumber driveability as they tend to operate more aggressively, which can introduce chatter on takeoff. Clutch chatter is an excessive vibration felt just as the pedal is being released and the clutch is beginning to engage. A chronic problem, it is typically caused by glazed or oil-contaminated clutch facings. Also, the engine and transmission mounts and alignment dowels should be checked as

Dual-disc clutches on powerful street-strip cars are the best formula for solving fast accelerating-traction troubles. Separated by a floa er plate, note the clever combination of sprung and un-sprung discs in this assembly. misalignment will introduce harmful clutch chatter which will threaten the longevity of a range of parts and systems. To test for this condition set the emergency brake, fully depress the clutch pedal and rev the engine to approximately 2000 RPM. Slowly release the pedal and be aware when the clutch begins to engage. If it is impaired by shudder this is the point at which a clutch will begin to demonstrate the symptoms. Beyond this, the best technique to avert clutch snatch or chatter is the use of a Blanchard-ground flywheel. To achieve a true, flat mating surface with its distinctive cross-hatch curves, the Blanchard grinding wheel spins in one direction while the flywheel table

spins in the opposite. The term Metallics applies to an assortment of clutch discs. These include ceramic, which accepts some slippage and offers effective performance gains on higher horsepower street cars. Other metallic options include carbon fiber, sintered iron and sintered bronze also known as ceramic. The latter two are more aggressive and require stronger drive-train components to resist the extra forces. “In full race applications,” acknowledges Ram’s Mike Norcia, “the sintered iron disc is preferred. It is designed to allow for some clutch slip on launch but it keeps the power application smooth and limits tire spin—particularly useful on tire-limited classes—while accelerating and

engaging gears.” Finally, pay attention to SFI specifications where they exist. SFI is an organization that issues and administers standards for automotive performance and racing equipment. For each class of racing this manufacturer, Ram Clutches, submits clutch and flywheel parts for testing each year. Among its many requirements, the SFI tests include tensile strength of the metal to ensure it reaches their standards. An indispensible contribution to racing, sensible manufacturer’s that use this service, display the small SFI oval label of approval on their products and help fund the organization that sets the requirements that aim to safeguard all.

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 | november 2016







Chuck Scott

Getting perfect tubing notches thanks to PipeMaster tools and a specialized tubing notcher


ast month, we showed RPM readers a foolproof way to make accurate bends for roll cages and other round tubing. Now this month we’ll move on to how to get dead-on perfect notches for easy welding. Just like tube bending, tube notching in itself is a simple operation but doing it accurately for perfect fit s not so simple. The slightest miscalculation can result in a big gap or a wasted piece

of tubing. If you have priced chromoly recently and aren’t a big jackpot lotto winner, you will want to minimize waste. There are several measurements needed in setting up for cutting a notch in some race car skeletons. You need to know angle, size, offset, rotation from tube center-line, and distance from the other end, other notch or bend. If you are lucky, you will be notching a 90° angle with no

offset—but there aren’t many of those in a race car. Sometimes the tube you are notching needs to saddle into a corner intersection of two other tubes. In that case you are basically making two notches on the same end. This can get pretty complicated and it’s easy to mess up. In addition to multiple types of specialized tubing notchers, there is also a cool product that takes the brainiac math equations out of it all.

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november 2016 | RPM Magazine

1 1: The most used method of tube notching is the common hole saw notcher like this one from Woodward Fab. Our base model from Woodward Fab retails for only $80 from Summit Racing.


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www.rpm-mag.com | november 2016



2: Although the $399 price tag is a bit more expensive than a typical entry-level notcher, the VersaNotcher from Rogue Fab affo ds signifi antly improved functionality. The VersaNotcher’s unique design allows notching on an offset via the adjustable billet machined and bearing-equipped spindle and the unique clamping system allows notching on an already-completed bend—super helpful in the event you need to adjust a notch on a tube that has already been bent. Couple those features with the 225 degree swing of the notcher’s all-steel construction and the clearly etched 2.5-degree hash marks, and it is certainly worth the diffe ence if your job demands it. Look for a full feature in an upcoming Cool Tools article.


3: Hole saw notchers make clean perfect notches quickly. Just add whatever size hole saw you need and chuck up your drill. I used my 20V cordless here but a decent corded 1/2-inch drill is recommended. If you use a cutting oil, be sure to clean the tube thoroughly with acetone at least an inch or so inside the tube before welding.

4: To adjust the cutting angle on our Woodward Fab notcher, you just loosen the three bolts on the back side, set the desired angle, and re-tighten the bolts.


november 2016 | RPM Magazine


5 5 & 6: The cut angle scale on the notcher indicates degrees from a 90째 right angle. The cut-away on the tube clamp base lines up with the numbers. Here in image 5, we are at 0째 from 90. That would indicate a perfect 90째 notch. Image 6 shows the notcher set at 48째 from 90.




7 & 8: When cutting notches in tubing with bends, it can get tricky getting the notch set up with the needed angle in relation to the bend while also getting the tube set in the clamp with the correct rotation. This can be done by using a framing square or other good straight flat material and your digital or bubble angle gauge. Before you can do that you will need to check the cutting shaft on your notcher. Not all work benches or garage fl ors are dead level. Ours is dead on zero so no math is needed to compensate.

9 9: It can be pretty tricky measuring the angles on tubing for a notch. Here I use a standard angle finder o check this part of a funny car cage.

www.rpm-mag.com | november 2016






13 10: What about all the times you have to fit tubing onto an odd shape, into an intersection, at an offset, or a ha d angle? You had better be part wizard or get yourself some PipeMaster tools. These handy gizmos conform to whatever shape by means of little sliding pins. You can then slide the PipeMaster over your tubing, transfer the shape with a marker for perfect fitting no ches. Prices for individual sizes of the PipeMaster range from $39 for a 1-inch to $61 for 1 5/8-inch from Summit Racing. You can also get combo kits that include multiple sizes with a foam-lined case.


november 2016 | RPM Magazine

11-13: The intended method for using PipeMaster tools is shown here in these illustrations from the PipeMaster.com website. You use two short sections of scrap tubing held straight by a piece of angle iron and clamps. Then position the mock up where you want it and tack the two scrap tubes to your cage. Then remove your clamps and angle iron leaving behind the two tacked-in stubs. Draw a line across them to represent a reference center line. Slide your PipeMaster onto each stub, mark the stubs at the end of the PipeMaster’s collar and transfer to your new tube. Measure between the marks you made on the stubs at the end of the PipeMaster’s collar to transfer to your new tubing. It works perfect but I felt the same results could be had without the scrap tube, angle iron and tacking.


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11 14: I ran a string along my desired centerline and taped it to the cage with some folded cardboard as a standoff. The standoff or spa er is necessary to make room for the plastic collar on the PipeMaster which is larger diameter than the sliding pins or the tube that will go in its place. Stretching against the string with the collar would skew our measurements.


15 & 16: The appropriate size PipeMaster is pressed into the intersecting tubes. We use the 1 1/4-inch size here for the kidney bar. Note the intersecting tubes are larger 1 5/8-inch tubing. Simply line up the missing pin gap on the PipeMaster with the centerline string and mark the string at the end of the collar.

november 2016 | RPM Magazine



17 & 18: Transfer the outline to the new tubing including the missing pin gap for center-line and a mark at the end of the PipeMaster’s collar. Then with a straight edge, make a long line down the center of the tube from the missing pin gap mark.


19: Repeat the same procedure for the other end of your new tube location and measure between the two marks on your string.


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www.rpm-mag.com | november 2016





20 & 21: Take the measurement of the distance between the two marks on the string to your tube from the end of the collar mark you made earlier. Slide the PipeMaster onto the tube and line up the collar with your new mark and the center-line to transfer the second notch profile with your marker. 22: There are several ways to cut the notches, including with a hole saw notcher or a band saw. I use an abrasive wheel chop saw here. Be sure to wear a full face shield and never force, side load or lean against a chop saw. The abrasive wheels fly apa t pretty easily and the chunks of wheel can severely injure you. I’ve used one for many years and never been hurt but I have seen many others that weren’t so lucky.

24 23


23: Once the general shape is cut out, the finish sm othing is done with a 40-grit flap wheel in an angle grinder. It is a good idea to hold the tube with a bench vise instead of trying to hold it.


24 & 25: Our finished tu e has two diffe ent notches on each end. The top notch that connects to the diagonal door bar is a very common notch that could easily be duplicated by a hole saw notcher. The lower notch that will merge with the rocker bar and main hoop is a little more complex with dual angles and a little offset. his notch would not be possible with most entry-level hole saw notchers.

november 2016 | RPM Magazine


26: Our finished tube fits so tight it actually has to be tapped into place and stays in put without clamps, straps, or welding magnets.

SOURCES Woodward Fab www.woodwardfab.com 800.391.5419

Rogue Fab www.roguefab.com 503.389.5413

Pipe Master Tools www.pipemastertools.com 360.668.3291

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www.rpm-mag.com | november 2016


HOME Grown




Stan Smith

>> Progress

continues as we create a 2015 COPO from a stripped down shell


few months back (in the July 2016 issue of RPM) we talked about two new projects RPM would be working on going into 2017, and specifically, how our Project HOMEGROWN COPO Camaro body-inwhite pretty much fell into our hands. Yes, we find the story hard to believe too, but it really was found in a

wrecking yard not two hours from Misener Motorsports’ shop! It’s been a few months and we thought it was time to give an update on the progress on the COPO build so far, and, all things considered, the car is coming along pretty well. The first task—knowing that the finished product will be a dedicated race car—was to remove as much of the

car as we could to make it resemble the real deal. When we say “remove” we don’t mean cutting and hacking to save weight. Instead we’re referring to the parts of a production car’s steel inner workings that are removed during the production of a COPO, and also in our specific case, some parts of the car that were a little battered up due to its previous home

cvrproducts.com For more information visit


at the wrecking yard. That meant carefully looking over our production body and comparing it to our new handy COPO Build Book (which is basically a guide on how to build your own COPO) we picked up from the local Chevy dealer. First, we drilled out the spot welds (over 100 in all) for the pieces that had to be taken off he car, including

november 2016 | RPM Magazine


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀


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

1: Step one: to dig up as much COPO source material as possible, read through it and learn! Then we start to remove non-essential parts from our donor which is the pile of metal seen here. Here is our best source of info (and great photos too) for researching our COPO project– the COPO Build Book published by Chevrolet Performance. You just can’t replace having a good book at your finge tips.


2 & 3: We removed panels from the cowl and rear of the car as well as under the hood and underneath the car, in the trans tunnel area.

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

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


4: And the bodywork begins. CT Auto Collision got to work on straightening our body in white. You may recall that it had been roughed up by the yard fork truck during its stay at a local wrecking yard. One good thing is that the panels we added to the basic body were from new Camaros that had fallen from a railcar and deemed to be parted out as salvage only.




刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | november 2016



5: Even CT founder Dave Cromwell got in on the action– we had to use the spy cam to get this shot!


6: CT applied a coat of epoxy primer which helped find e en the smallest of imperfections. The matte black sheen also gave us a sneak peek at how sinister our COPO will look once it is finally pain ed, which will most likely be a black hue.


november 2016 | RPM Magazine





things like the front wiper cowl, extra bracing in the tunnel under the car to make room for the headers, the original battery tray in the trunk, and a number of extra brackets under the hood that were not needed. From there, we sent the car down the road

to our friends at CT Auto Collision where they (Stacy, and even Dave Cromwell, the founder of CT) got busy, first spraying it with epoxy primer then removing all of the dents, dings and bends in the body before giving it another coat of black primer. It

was very refreshing to see the car in one color, finally! And because we are 80% sure our Homegrown COPO will be black, it gave us a cool preview as to what the car will look like a year or so down the road. You might notice that we now also have a

7-9: Check this out! In this world of knockoffs q ality fi erglass can be hard to fin . Our VFN Sunoco 4-inch Cowl hood is defini ely top quality! A word to the wise when it comes to fi erglass parts: it’s defini ely a “pay me now or pay me later” scenario. Do yourself and your body shop a favor, buy from a quality manufacturer such as VFN and others featured in RPM, if not you’ll only be into more money in bodywork to make those cheapy knockoffs ork, and even then many of them will never look like the good stuff.

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10-12: This is Homegrown’s fl or before (10), during (11), and after (12) CT did their magic. It is time consuming but the upside is that this type of work can be done at any home garage by yourself. Think of it as protecting your investment from the inside out. cool new cowl hood installed. This is no run-of-the-mill hood, though, and definitely no knock off, not even close. We researched the hood and gave the folks at VFN a call to inquire about their Pre-Production Style 2010–2013 Camaro VFN Sunoco 4-inch bolt-on hood. If you’ve never seen a quality fiberglass hood (because offshore bandits are knocking out cheap imitations now and even using

november 2016 | RPM Magazine


names similar to the quality manufacturers on them) then you owe it to yourself to check one out, and this VFN Sunoco 4-inch is definitely quality. Misener was blown away by the hood when it arrived and the guys at CT said it fit ike a glove and required minimal work to get the straight look we were after, Now when was the last time you heard a body guy say that about a fiberglass part?

Next up was inside the Camaro. If you recall, the floor of the car was like new but had some minor rust and substantial debris stains from sitting out in the elements. CT went above and beyond on this (probably due to Dave’s love of Camaros) and took the time to completely strip both sides of the inside floor and clean all remaining areas then spray it with a corrosion resistant gray paint to properly protect the

www.rpm-mag.com | november 2016



13-15: Homegrown was primed by CT Auto Collision then taken back to the shop where things will start to get worked out mechanically. Hopefully the next time we check in, the car will be on wheels and there will be an engine/transmission combination at least down on paper.

car for the rest of its life. That’s where we stand for now, but with racing and various other car events done for the season expect things to move along well during the winter, because remem-

ber, at RPM we bring all of our builds to you in real-time so you get to experience the build just as you were building it yourself—without busting the knuckles and laying out the cash!

Be sure to watch RPM MAG as we check in on our Homegrown COPO Camaro a few months down the road as it begins to take shape mechanically.

www.rpm-mag.com | november 2016



1: A quality install begins with quality parts. We spent quite a while planning our brake plumbing, then ordered all the necessary AN fittings and braided hoses from Fragola and two 20-foot coils of 1/4inch stainless brake line from Brake Quip.



>>We install a dual master cylinder pedal assembly with parts from Fragola, Brake Quip, and Lokar



e’ll be perfectly honest here: we are sick and tired of seeing unpainted chromoly bars on the chassis of our project car.

november 2016 | RPM Magazine

story by

It seems as though our SFI 25.3-spec twin rail skeleton has been almost ready for powder coating for years...because it has. So in order to rectify that problem, we are working feverishly

to try and get all the little details done so that everything will be well thought out and there will be no mistakes once the powder goes on. This month, we continued in the pas-

Toby Brooks

senger compartment, moving on from seat mounting to the pedals and beginning the install of the braking system. And while it was certainly a challenge, it paled in comparison to the


4 2-4: We also ordered a full complement of Lokar’s killer new black billet pedal products, including a foot rest pad, throttle pedal assembly, and brake pedal pad. After a bit of fab work, we created a mounting bucket from 1/8-inch chromoly plate in order to secure the dual master cylinder mount pedal assembly. We then adapted the Lokar pedal pad to fit.

3 5

thought that went into the system prior to actual install. Our biggest problem was how to actuate the

multitude of pistons in our Baer Brakes 4-piston dual caliper rear/ single caliper front SS4+ Deep Stage braking

system. Obviously a vacuum brake booster would be useless with our high performance power plant,


and driving a hydraulic pump would be next to impossible with our accessory drive meaning a HydroBoost was

5 & 6: Last month we installed a dash bar to mount the pedal assembly but didn’t have time to finish it u . After fabricating the mounting box for the pedal assembly, we removed a section of the 1-inch bar, then welded in tube adapters from Pro Werks, seen installed here in photo 5. We added another to the fi ewall, providing three attachment points to ensure a secure bolt-in fit. he box fit, but l oked unfinishe . Nothing a little billet and tinwork can’t fix

www.rpm-mag.com | november 2016



8 8 & 9: Foot room is at a premium in a dual rail car, so we had to mount the brake pedal before we could determine where to mount the gas pedal. However, the electric power steering dictated exactly where the brake pedal mount had to go. Luckily, after fabbing a mounting pedestal for the gas pedal, it went in perfectly and will be comfortable relative to the brake pedal mounting position.


7: With the pedal assembly mounted, we installed the Lokar pedal pad, fabricated a billet flange o dress up the front of the mount, and whipped up a removable sheetmetal lid to cover the top. We even broke out the dimple dies to doll it up a bit more.


november 2016 | RPM Magazine


11 out, too. We decided a manual braking system would be out, but how on earth could we actuate 8 pistons in front and 16 in rear with a lone non-boosted master cylinder? We were nearly ready to give up on the dual caliper rear setup until our good friend George

11: The BQ1028 tubing straightener is a must have. It turns your coils of stainless brake line into straight runs in no time flat and is super easy to use.



10: A pair of Fragola black anodized -3AN bulkheads went in to the fi ewall next, providing a safe pass-through for the under-dash master cylinders to the rest of the braking system. In case you were wondering how we plan to get to the master cylinders, we’ll use the factory fuse box cover on the side of the dash as a hidden access panel. Cool huh?

Norovich of Norovich’s Custom Pro Streets suggested a dual master cylinder brake pedal assembly. He had used a similar kit in his pro street 1957 Chevy wagon and thought it would serve our purposes well. He was right. Using a 7/8-inch bore cylinder for the front and a 1-inch for the rear, we will now be able to use all six calipers. What is more, thanks to the pedal’s design, proportioning can be adjusted mechanically simply by altering the pedal bias as set by a single

threaded rod behind the dual cylinders. Our next hurdle was to get it installed. Using 1/8-inch chromoly plate, we fabricated a small mounting box that was then bolted to the chassis under dash by way of Pro Werks threaded tube adapters. With the brake pedal mounted, we then made another mount for the gas pedal using the same material and before we realized it, we finally had pedals in the car. The next step was to begin plumbing the newly-installed

12: Don’t you dare expect us to ever plumb another nitrous or brake system without the BQ352 high speed flaring tool. We won’t do it. It is THAT good. You can create a perfect 37 degree AN fla e in less than 10 seconds using one hand.

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2016 113



13 & 14: A billet mounting flange and a removable lid complete with dimple died details made for a good looking pedal mount, but the custom bent and fla ed Brake Quip lines with Fragola fittings ere required to add some function to the form.


master cylinders—at least to the firewall. Using AN tube nuts, tube sleeves, and fittings from Fragola Performance Systems and stainless line from Brake Quip, we tried our hand at cutting, flaring, and bending line. While forming brake lines is cer-

tainly worthy of an entire feature in and of itself, we can say with 100% certainty that the process was made SO much easier thanks to the tools we picked up from Brake Quip. You’ll be hearing more about these in an upcoming Cool Tools feature soon, but the BQ1028 tubing straightener is a must-have and the BQ352 high speed

november 2016 | RPM Magazine

flaring tool is easily worth double its price. Both tools are that good and will save you tremendous amounts of time if you are plumbing an entire system. After comparing the BQ352 tool to the other clunky designs out there, we will never use any tool other than the Brake Quip. As usual, things were rolling right up until press time, but we are looking forward to hopefully wrapping up all the little details on the chassis within the next two

months and FINALLY getting some color on some parts. While the process seems lengthy and arduous, it is essential to ensure we don’t forget something that should have been

welded on and being stuck with an ugly powder coat scar. All this and more next month as we continue working hard to usher in the second coming of pro street!

SOURCES Lokar Motorsports www.lokar.com 877.469.7440

Fragola Performance Systems www.fragolaperformancesystems.com 866.337.2739

Pro Werks www.pro-werks.com 231.873.9252

Brake Quip www.brakequip.com 877.431.0075

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QUEBEC Les Saules - Brossard Performance Terrebonne - Para Performance

(800) 565-3795


NOVA SCOTIA Truro - R&D Performancenter


www.partspro.ca (data charges may apply)

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