March 2017

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpm-mag.com EVENT MEDIA DIRECTOR...........................RAYMOND KNIGHT events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, JOHN ULMAN, KRISTAL COWLE, LOUIS FRONKIER, WILL McDOUGLE, and MIKE COSTIC. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, TABITHA SIZEMORE, KRISTAL COWLE, ROBERT WEATHERS, JAMES WILLIAMS, TIM BIRO, STAN SMITH, and GEORGE PICH

MEET THE RPM TEAM

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!

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EDITOR’S RANT

by

Chris Biro

The Winter Blues...

LET’S BEAT THE HECK OUT OF THEM!

B

ecause most of us don’t live in SoCal, as winter hopefully starts to wind down, here we are again trying our best to keep busy in hopes that it will somehow pass by quickly this year. And no matter how hard we try, it never does. There’s always that dragging-on that happens in March, and even though the first day of spring is March 20th, April is usually an unpredictable rollercoaster ride of weather. Even in the mid-south, freak storms hit during the winter months and their effects will hang around for days or even weeks, but by this time we horsepower junkies in most other parts of the country are full-blown with a bad case of the Winter Blues each and every year.

Sure, the car shows and trade shows help, but they just can’t replace coming home from work on a Friday night, turning the key, and hearing the crisp crackling sound of horsepower as you fire up your pride and joy and take it out for a spin. Or getting to the track, unloading, and hitting the strip to see just how good those latest mods are going to work out.

Most ways to beat the Winter Blues have little to do with cars, so at risk of sounding like a column in Health Magazine, here goes...

The key, for me anyway, is to try to keep busy as much as possible during the nasty winter months. Get out to the garage and wrench, hook up with buddies and smacktalk—no matter what, just get out of the house. Anything constructive is good, as long as it keeps you busy and focused. At night, if I am not out in the shop, I will try to keep lots of lights on in the house to give me a feeling of more daylight hours. It may sound strange but it works, and now that we’ve switched to LED lighting it’s a really cheap way to improve your fight against the Winter Blues. Oh how I love those bright white LEDs, just like being on a tropical island!

One thing I find that can really bring me down over the winter is spending too much time on the internet—it’s just such a shortlived high. I know it’s a cool place to smack talk on your favorite forum, check out parts

and YouTube videos, etc. etc., but I always say to myself “if I take the time I spend in the virtual world or watching TV and use it in the real world, I will get so much MORE done,” and production leads to satisfaction in yourself and an improved sense of selfworth. Plus, we need to get things done, because when winter hits we realize just how much work was put off the rest the year that has to be done now, and that can get us down, too. So no more excuses, just get out and do it.

Another great way to combat this feeling, especially during the winter, a time of the year that takes us car people away from the things we enjoy most, is to get out into the physical world and get involved in something...anything!

Remember to act on those resolutions you made January 1st, too. Whatever they are, just try your best to make them happen.

Keep active. Research has clearly shown how important being active is to your mental as well as physical health.

Eat healthy. This is tough for me because, like most of you, I love to eat, and eat lots! I try to eat healthy during the week and then binge a bit on the weekend. Then I engage in that whole “keep active” thing I mentioned above during the evening after work whenever I can.

Work on a hobby or take up a new one.

Obviously, for most of us that will have something to do with cars. So if you always wanted to learn more about cylinder heads, do some research, grab a few junkyard sets and tear into them. Or go completely out of the norm and pick up a new hobby. Once again, as crazy about cars, horsepower, and racing as I am, I still have other interests to keep me busy when I get fed up with not being able to be involved in cars, horsepower, and racing.

The winter blues are real and they can lead to stress, anxiety, overeating, sleep disorders, feeling down and unsociable, and even depression. We at RPM want you all to be healthy so you can keep doing what you do for this industry, so don’t let winter get the better of you!

See you in Spring!!

COMING NEXT MONTH:

Finally...we hope!................................................................

Project aPocalypSe Horse heads east for final fab with Steve Yates then off to paint at Braddy’s Custom Paint!

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THIS AND MORE IN THE NEXT RPM! march 2017 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 80 Accufab Inc............................ 23 Aeromotive......................... 108 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 97 Applied Racing Components (ARC).................................. 38 ATI Performance Products..... 42 Auburn Gear.......................... 34 Autoglym.............................. 93 AVAK/Ridgegate Tools........... 23 Baer Brakes......................10, 35 Bear’s Performance............... 76 BES Racing Engines............... 27 Bill Mitchell Products............ 83 Blower Shop............................ 5 Borla................................... 110 Browell Bellhousing.............. 65 BTE Racing............................ 48 C&C MotorSports................. 108 Calvert Racing Suspensions... 41 Canton Racing Products........ 28 CFE Racing Products............ 104 Chassis Engineering...........8, 35 CN Blocks.............................. 47 CNC Motorsports................. 103 Coan Engineering.................. 62 Competition Products........... 45 Crane Cams........................... 91 Crower.................................. 39 CVR Products......................... 96 DART..................................... 18 Design Engineering............... 59 Diamond Pistons................... 30 Deez Performance............... 107 DIY Auto Tune/MS3-Pro EFI... 43 Drive Train Specialists (DTS)... 31 DRIVEN Racing Oil................. 16 Dynocologists.......................... 9 Dynomite Dynamometer...... 98 Dynotech Engineering........... 36 Earl’s Performance Plumbing.88 Ed Quay Race Cars................. 28 Edelbrock.............................. 46 Energy Suspension................ 86 FAST/Karbelt......................... 44 G Force Racing Transmissions.83 Gibtech Pistons..................... 17 Granatelli Motorsports........ 101 Greyhound Package Exp........ 95 GZ Motorsports..................... 44 Harland Sharp......................... 9 Harwood............................... 81 HoleShot Wheels................... 84 Holley...............................13, 82 Howard’s Cams...................... 99 Hughes Performance............... 7 Induction Solutions............... 19 Indy Cylinder Head................ 66 Innovate Motorsports............ 67 JE Pistons.........................51, 95 JET Performance................... 24

Jesel...................................... 32 JW Perform. Transmissions.... 24 LenTech Automatics.............. 37 Lokar Perf. Products............ 109 LUCAS Oil Products.................. 2 Lunati.................................... 43 MagnaFuel............................ 79 Magnuson Superchargers...... 90 MAHLE Clevite Inc................. 92 Manton Pushrods................ 104 MAV TV.................................. 94 Meziere Precision Mfg............. 8 Mickey Thompson Tires....7, 107 MSD Ignition......................... 14 Neal Chance Converters....22, 64 New Century Performance.... 14 Nitrous Express...................... 85 Nitrous Pro Flow.................... 38 Nitrous Supply.................... 105 Ontario Gradge Wars............. 88 Parts Pro Perf Centers.......... 116 Performance Bending........... 15 Performance Improvements.. 10 Perf. Plus Connection.......11, 58 Philadelphia Racing Products (PRP).................................. 40 Powermaster Performance.... 58 Precision Turbo...................... 53 ProCharger.......................... 111 Proform Parts.................78, 106 Proformance Racing Trans..... 20 Pro Systems Carburetors... 33,82 PTC........................................ 76 Quebec Grudge Wars............. 79 Quick Fuel Technology........... 36 Quik-Latch Products.............. 88 Racecraft............................... 37 Racepak................................ 20 Racequip..........................27, 77 RAM Clutches........................ 26 Renegade Racing Fuels......... 50 Rev-X Oil Products..........89, 112 Rhodes Race Cars.................. 87 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars.................... 113 Scorpion Racing Prods........... 12 Shafiroff Racing Engines..12, 29 Sharp Trailers........................ 85 Smith Racecraft................... 102 Steve Morris Racing Engines. 61 Strange Engineering............. 63 Summit Racing Equip.....31, 115 Taylor Cable Products............ 47 TCI Automotive...................... 84 Ti64....................................... 80 Tom’s Upholstery................... 32 Trick Flow.............................. 49 TRZ Motorsports.................... 15 Tuned By Shane T.................. 18 VP Racing Fuels..............52, 100 Weinle Motorsports.............. 90 World Products..................... 37

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march 2017

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

Often Imitated, Never Duplicated—For 18 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!

RIDES

THE

EXCLUSIVES

COVER CAR Stock / Super AnStock ....................................... 78 almost lost art...now a comeback sensation!

All Rise for the Judge........................... 8 Jim Zeek’s immaculate GTO Judge

Prepare for Launch.......................................54

This Space City, USA-based blown and injected Olds Cutlass is a go for throttle up!

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26 blown & injected ’55 Chevy redefines smoooooooooooth

PROJECTS & TECH

THE

Shop Talk: The Simple Things................................36 Applying philosophy to the gearhead lifestyle? That’s how we roll...

EFI for Nitrous Junkies............................................94 Marvelous manifolds thanks to Wilson and Edelbrock

Artful Dodgers.....................................................102 An unofficial history of nitrous oxide...How deceitful racers succeed!

Got Yer Goat.............................................................. 38 Late model muscle means speed, power, comfort, and style

All In the Details.....................................................108 This month we wrap up the interior tinwork, put Texas Premier Polishing to work, and finish up our tires and wheelsl

READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPM-MAG.COM 6

march 2017 | RPM Magazine

www.rpm-mag.com | march 2017

7

I

t’s no doubt that anyone who lived in the late ’60s to early ’70s can remember the eclectic mix of muscle cars coming out of the corporate designers’ minds at the time. The wild advertisement slogans and promotions would eventually lead to the demise of the muscle car revolution under government intervention on emissions. Flamboyant colors, big engines, even bigger bodies and horsepower could

be bought right at the dealer with a wide range of options.

One of the more prominent muscle cars during that first coming would be the Pontiac GTO. Based on the A-Body Tempest chassis in 1964, it enjoyed a glorious first-run production until 1968 when the hard and heavy body lines were redesigned to a more curvaceous, flowing version in the second generation design with the inclusion of the new “Endura” body colored bumper.

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www.rpm-mag.com | march 2017

9

THE JUDGE

1969 seemed to be the turning point where the revolution was at its peak; Pontiac took the GTO to a new level with the addition of “The Judge” option. The late night Rowan and Martin hit comedy LaughIn coined the infamous phrase “Here Comes Da Judge” in a skit by Sammy Davis Jr.

10

and it stuck in people’s minds, hence the origin of the name.

General Motors saw the appeal of the masses in the sales of the previous year’s GTO and released 2,000 Carousel Red GTO Judges of the first 6,700 built that year to the public “only,” every advertisement in 1969 was the Judge in this color. It’s safe to say that in

1969 history was made with The Judge.

Fast forward almost 40 years and the appeal is still going strong.

When former 2012 RPM Magazine feature car/shop owner and fellow racer, Harry Gerb at H&J Motorsports alerted us to this badass Judge tribute car, we knew we needed to get it in the pages of RPM.

march 2017 | RPM Magazine

THAT STANCE, THO...

This Goat’s got it. The ride height is a perfect match to the flowing lines of the GTO body style.

www.rpm-mag.com | march 2017

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THE JUDGE

The owner of this beauty is Jim Zeek of Forest Grove, PA. A heavy machine operator, Zeek is also a diehard Pontiac man and horsepower fan, to the point where his mother was still sitting in the stands at Atco Raceway two days before his birth in 1967! On Jim’s 15th birthday, with money earned from a paper route, he bought his first car for $500: a 1969 GTO with a spun bearing.

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march 2017 | RPM Magazine

Since then, Zeek has gone on and produced several Pontiac events at Virginia Motorsports Park, Cecil County Dragway, and Maple Grove Raceway from 2004-2009. Through these events, he was able to meet some of the most historic Pontiac heroes ever—Arnie “the Farmer” Beswick, Jim Wangers, Milt Schornak—that alone is over 100 years of Pontiac history combined.

Zeek thought he was retiring in 2010 after a successful 10-year stint bracket racing his Pontiac-powered tube chassis 1992 Firebird. However, it wasn’t too long before he felt the itch to get back into the scene. Always on the lookout for another Pontiac, he picked up a 1963 Lemans that was turned into a gasser with a straight front axle.

The grand dreams of a gasser disappeared though, when a

www.rpm-mag.com | march 2017

13

back-halved 1969 Firebird that a friend never finished came along a few months later. It already had some of the cage and chassis done so it would give him a head start on a new car.

In March 2012, after taking to the web yet again in search of something special, this GTO popped up located in Cape Cod, Massachusetts. The Goat was listed as a street/strip project with everything to finish it. Zeek mentioned the find to his parents as his dad had just finished restoring his 1969 Ram Air III GTO that he ordered new in October 1968.

Plans were to put together a clone for his dad and mom as a second one to drive to shows so they wouldn’t have to worry as much about the original.

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march 2017 | RPM Magazine

The plan was complicated, however, after looking at the ’69 Firebird and the ’69 GTO next to each other with Harry Gerb of H&J Motorsports, comparing which one had the most economical head start to being a Limited Street-style drag car to run in the growing 8.50 Index series on the east coast. Zeek decided on the ’69 Judge since it was already painted and the rest of the car could be started from scratch.

The Firebird was sold and in July 2012, the Judge project began.

The full-on build began in 2013 at H&J Motorsports. “Nothing was completed unless it was perfect with Harry,” told Zeek.

“Sometimes I would go over and there would be a pile of panels, wires, tubing or anything else he

THE JUDGE COURT IS IN SESSION This car just screams 1960s and the iconic times of muscle cars with outrageous horsepower. The massive scoop is needed to feed the hungry 535ci Pontiac.

wasn’t satisfied with on the ground. It eventually wore off on me for some of the things I was working on. Stuff that I wouldn’t have thought of or looked at differently was now being redone. Carbon fiber covers throughout the car had to have the

grain running the same way. I was replacing nuts and bolts on the spark plug wire holder because they weren’t stainless and didn’t look like the rest of the bolts,” he added. “In total there are well over 500 hours of labor in the car.”

The original plan was just to do a mini-tub ladder-bar build. Nice, easy, small job, right? No sir!

It was a difficult decision to cut up a car as solid as this one (originally a New Mexico then Florida car) as aside from some very minor rust repair done

by the previous owner everything was sound.

H&J Motorsports went to work on the back-half job with a Chris Alston Chassisworks four-link with anti-roll bar and wishbone, also adding carbon fiber wheel tubs.

Harry upgraded the cage

with extra bars bent by Gary Naughton Race Cars and welding done by Al Czerniak.

The body began taking shape at Jim Clemens’ RST Custom Auto. The rear wheel wells needed to be opened up to fit the larger tires and some of the steel

www.rpm-mag.com | march 2017

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march 2017 | RPM Magazine

THE JUDGE was also traded out for lightweight fiberglass parts including front fenders, nose, deck lid, scoop, spoiler and bumper (the front valance is still original and in mint condition).

RST then applied the Carousel Red color over the repaired and fiberglass parts, matching it to perfection. The

GTO headed back to H&J just as parts to complete the build were streaming in, including a few pickup beds full of powder coated parts from Bonehead Performance.

Horsepower was the next item on the list. Zeek, being 100% Pontiac through and through, had An-

YOU BE THE JUDGE... ...but we think this view is pretty intimidating! You wouldn’t know it, but the rear bumper is actually chromed fiberglass. From parachute to front fender, it’s almost illegal to be this fine.

dalusia Speed and Performance handling the machine work and build, starting with the allPontiac.com Pontiac IA-2 10.2 deck height cast iron block. The block was filled with a Crower billet 4.500 crankshaft spinning Bill Miller Racing aluminum 6.800 connecting rods on Sealed Power bearings fed oil by a Mellings pump surrounded by a Moroso sheet metal oil pan.

Diamond Pistons slugs fill the bores creating 13.86 compression ratio, while a double roller timing chain spins a Competition

Components/Scott Brown 4/7 swap 55mm camshaft featuring a small duration, 276/297 degree, with high lift profile. Isky 904 roller lifters sit inside the bronzebushed bores and allPontiac.com Pontiac cast aluminum Tiger T-56 heads were filled with Manley titanium 2.300 intake and 1.800 exhaust valves with a full complement of Jesel titanium retainers, triple springs and rocker shafts along with Mohawk series aluminum 1.8 ratio rocker arms.

The 535 cubic inch mill laid down 954 horsepower at 7,200 rpm and

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march 2017 | RPM Magazine

THE JUDGE NICE PONCHO The wide open feel shows much of the TRZ front suspension and the motor plate placement.If it’s not powder coated, polished, painted, or chromed, it’s not there. The matching grain carbon fiber panels and all braided stainless hoses and fittings work as well as they look. A Dean Nickerson 1150cfm Holley Dominator sits atop the hammertone powder coated sheet metal intake.

776 pounds of torque at 5,900 rpm, naturally aspirated.

A Nickerson Stage 5 1150 Holley Dominator sits atop a hammertone powder coated Hogans sheet metal aluminum intake fully plumbed by Steve Johnson’s Induction Solutions

with a direct port nitrous system, adjustable from 150 to 400HP. The pure Poncho’s fire is ignited and maintained via an MSD crank trigger and Power Grid system and HVC II coil with MSD 8.5 Super Conductor wires and factory distributor, all expertly wired by

Harry Gerb.

Spent gasses are exhausted through MD Racing stepped stainless steel 2 1/8-inch headers to stainless collector mufflers.

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march 2017 | RPM Magazine

JIM ZEEK’S 1969 PONTIAC GTO JUDGE LIMITED STREET INDEX CAR Chassis Type & Mods: Mini tub back half with carbon fiber tubs by H&J Motorsports. Upgraded cage by Gary Naughton Race Cars and Al Czerniak.

Suspension & Brakes: FRONT: TRZ upper and lower control arms with Santhuff springs and Strange shocks. Disc brakes. REAR: Chris Alston Chassisworks 4-link with anti-roll and wishbone, double-adjustable shocks, and disc brakes.

Body & Paint: Pontiac Carousel Red prepped and painted by Jim Clemens RST Custom Auto. Fiberglass fenders, nose, deck lid, scoop, spoiler, and bumper.

Stretched rear wheel openings.

Engine: Andalusa Speed and Performance Pontiac IA-2 10.2 deck height cast iron block with Crower billet 4.500 crank, Bill Miller 6.800 rods, and Diamond Pistons 13.86:1 compression pistons.Competition Components/Scott Brown 4/7 swap 55mm camshaft with Isky roller lifters. AllPontiac.com cast aluminum Tiger T-56 cylinder heads with Manley titanium valves.

Induction: Hammertone powder coated Hogans sheet metal intake with Nickerson Stage 5 1150 Holley Dominator.

Power Adder: Steve Johnson’s Induction Solutions direct port nitrous system, adjustable from 150-400 hp.

Electronics & Ignition: MSD Power Grid with crank trigger, HVC II coil, and MSD 8.5 Super Conductor wires.

Exhaust: MD Racing stepped stainless steel 2 1/8-inch headers with stainless collector mufflers.

Transmission & Converter: Transmission Speicalties ProLine 5000 series Powerglide with 1.80 gear set and manual valve body. Aluminum flywheel with billet Neal Chance 5,900 rpm bolt-together converter.

Differential: Chassisworks FAB9 housing with Strange Ultra case, 40-spline axles, spool, and 4.29 gears.

Performance: 1,200 horsepower.

Special Thanks: Wife Missy, Mom and Dad, Jaimie and son in law Zach Sigeske, Jackie and Matt Gerb of H&J Motorsports for the planning, specs, fabrication, parts and wiring. Jim, Ray, Pat, Kurt and Matt (Speed Equipment Corp, Napa) engine machine work and build supplies. Bonehead Performance for all the powder coating. Jim Clemens (RST Custom Auto) for paint and bodywork, and Al Czerniak for the welding and brake system work.

THE JUDGE hind an aluminum flywheel combined with a billet Neal Chance 5,900 rpm bolt-together converter.

The Chris Alston Chassisworks sheet metal Fab 9 rear is packed with a Strange Ultra case, 40 spline axles, spool and 4.29 gears and hung by a pair of their double adjustable coil overs

for the ultimate in tuning ability. A Strange chromoly driveshaft connects the dots.

To get the car from point A to B safely and give it the perfect stance, up front, a composition of TRZ components were used. The rack and pinion steering moves the stock spindles

UNMISTAKABLE LINES The curvaceous GTO body in full effect. Pontiac hit the nail on the head in 1969.

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www.rpm-mag.com | march 2017

21

THE JUDGE

BUSINESS AND PLEASURE The well-designed interior sports an easy-open placement of the Induction Solutions nitrous bottle. Race seats and a Hurst shifter compliment tons of OEM parts and carbon fiber filler panels.

A full array of liquid filled gauges monitor the vitals.

22

WIRED RIGHT

mounted to TRZ upper and lower control arms with Santhuff springs in the stock location, and Strange shocks control the ups and downs. Disc brakes on all four corners and a single chute off the

march 2017 | RPM Magazine

back slow the Goat after mid eight-second quarter-mile hits.

Inside, it’s not hard to notice the detail. One of the first things you’ll see is the Pontiac emblem between the carbon rear

Harry Gerb of H&J Motorsports, primary builder of this car is also responsible for the wiring perfection.

The fully packed MSD Ignition panel shows a small sample of his expertise.

THE JUDGE #TRUTH Machined into the Butler Performance valve covers, “Chief Many Horses� is legit. The 535ci put down 954 of them at 7,200 and that is without the extra ponies from the Induction Solutions 150-400hp direct port nitrous system.

With this much going on, no need for a back seat in this Judge. The space is now occupied by carbon fiber wheel tubs and tin over the fully backhalved rear. Harry Gerb devised the mounting system of the OEM hinges to the Glasstek trunk lid which covers the twin batteries and eight gallon fuel cell.

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march 2017 | 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

Zeek chose the American Racing Track Star wheels because of the similar look to the Hurst mags of the muscle car era.

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

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

wheel tubs. Jim is surrounded by all OEM glass, door panels, carpet, headliner and dashboard filled with the full complement of gauges including a Monster tach with shift light. To give the Pontiac that “brand new feel” OEM weather-stripping was installed throughout the car.

The finished GTO is as much a work of art as it is a potent piece of meticulously matched machinery – the color, the massive scoop, stance and attention to detail throughout is rarely seen, and with well over 1,200 horsepower on tap, to the competition… well, you better make some room ’cause here comes da Judge!

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

刀一䐀ⴀ㄀

刀嘀䐀ⴀ㄀

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | march 2017

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26

march 2017 | RPM Magazine

story by

Toby Brooks photos by

Ed Kirk

E

d Kirk is the first to admit it. He’s picky. That’s why when he purchased the ’55 Chevy you see here, he just wasn’t satisfied with the modifications that had already been done to the car.

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A quarter-inch off here and an eighthinch off there might not be a big deal for many, but that list of things that just wasn’t quite right was long— and it was eating him alive.

Starting with the chassis, the car

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27

DO OVER SLEEK AND SINISTER Fit and finish on the classic Chevy are impeccable. Details such as hand formed stainless hardlines and dimple died filler panels abound if you look closely, but take a few steps back and the slammed pro streeter is no less jaw dropping. had already been backhalved when Kirk purchased it.

However, he decided to pull everything out but the frame rails and start from scratch. He took the narrowed Ford 9-inch differential down and equipped it with a 31-spline posi from Auburn Gear.

He then installed 3.50 Richmond gears, shortened 31-spline Summers Brothers axles, and suspended it in place via QA1 Proma Star chrome coil overs. This was all then positioned with a pair of custom ladder bars.

Up front, QA1 GM Pro Coil-Over shocks with custom powder coated springs were used along with a pair of Pete & Jakes powder coated drop spindles.

A power-assisted

28

Flaming River rack & pinion was installed along with a host of billet parts and pieces from Billet Specialties and Flaming River that were employed to complement the install.

Rolling stock to help with the sinister stance and stagger consists of Weld Racing E-T Gasser 15x6 fronts with Mickey Thompson 26x6-15 Sportsman SRs and Weld E-T Altered 15x15s with 31x18-15 SR meats out back.

The rears have also been outfitted with a custom knockoff kit to enhance the classic drag appeal.

Motivating the shoebox Chevy is a 350ci small block that has been treated to a plethora of performance and aesthetic modifications.

Inside, the mouse

march 2017 | RPM Magazine

www.rpm-mag.com | march 2017

29

DO OVER STANCE-TASTIC The Chevy rides right thanks to an owner-built back half, custom ladder bars, and coil overs out back. The narrowed 9-inch Ford has been stuffed with 31-spline axles with a posi unit and 3.50 Richmond gears. motor runs a 4340 steel Eagle forged crank with Lunati I-Beam rods and BRC forged blower pistons.

A Lunati roller cam with Crane solid roller lifters is spun thanks to a Cloyes billet true double roller timing chain. The entire assembly is sealed via FelPro gaskets and secured with ARP fasteners.

Polished aluminum Pontiac small block Chevy D-port angle plug heads have been fitted with Manley severe duty stainless valves, Crane roller rockers, and Edelbrock finned aluminum valve covers.

A Moroso high volume oil pan and pump work together to keep things lubricated.

Induction for the potent small block consists of a BDS EFI system and bug catcher scoop mounted atop a polished Induction Engineering 6-71 supercharger and a powder coated IE blower intake.

A Promaster 140-amp alternator, Edelbrock polished aluminum water pump, and Billet Specialties

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

Doug Patton, Pro Line Racing Engines

Diamond’s turbo pistons make big power and combat heat and pressure.

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

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march 2017 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

BOOSTED BULLET Kirk built the supercharged 350 Chevy himself, stuffing it with an Eagle crank, Lunati rods, and BRC blower slugs before topping it with a polished 6/71 huffer and a BDS electronic fuel injection system.

power steering pump have been driven via a Billet Specialties pulley setup. An MSD Pro Billet distributor was partnered with MSD 8.5mm plug wires, an MSD 6A digital control box, and an MSD rev control box with an 8,000 RPM chip to manage ignition duties.

Fuel supply is provided by a massive Aeromotive A1000

electric pump plumbed with ½-inch stainless tubing and -8AN Earl’s Performance hose and fittings. An Aeromotive regulator and twin billet filters keep things steady and clean.

A Ron Davis custom radiator fitted with twin electric fans serves to keep things cool.

Backing the blown mill is a beefed-up TH350 trans with a

manual reverse valve body from TCI. A 2,400 rpm stall converter and a B&M SFI flexplate were added to enhance drivability and durability. Both the engine and the transmission have been fully deburred, smoothed, and painted with charcoal basecoat/ clearcoat urethane paint.

Stopping duties are managed by a quartet of black anod-

www.rpm-mag.com | march 2017

31

DO OVER

SO FRESH AND SO CLEAN The ultra-sleek street rod interior features lots of leather and matte tan finishes with tasteful billet accents. The underside of the car is equally clean, with plumbing and wiring routed masterfully among the fully finished chassis. ized 4-piston Wilwood forged dynalite calipers with cross-drilled rotors.

A chrome aluminum Jegs dual reservoir master cylinder has been plumbed to the calipers via hand-formed stainless lines and Teflon stainless braided hoses.

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march 2017 | RPM Magazine

A Hurst Roll Control line lock has been added in the event Kirk decides to warm the big MT tires.

Virtually everything on the body has been repaired, refinished, or replaced. The factory hood has been

removed to make way for the injector hat, and other than the 4-inch stretch to the rear wheel wells, the GM lines are otherwise unaltered.

The entire car has been treated to a new-school matte red finish and the engine bay and under-

www.rpm-mag.com | march 2017

33

DO OVER

carriage of the highly-detailed ride are a contrasting semigloss black. Coupled with the copious amounts of polished aluminum and stainless steel, it is a killer look.

As cool as the car is, what really sets it apart from the pack is the street-rod-nice tan leather interior. A Classic

34

Instruments BelEra package gauge kit handles data display, while a litany of billet parts and pieces add visual interest to the Vintage Air-cooled cockpit. A total of six full hides of Vicenza leather were employed to luxuriously wrap the seats, headliner, door panels, and trim pieces in the

march 2017 | RPM Magazine

HOMEBUILT HAULER Although the fit and finish on the car might lead you to believe this is one of those high six-figure checkbook builds completed by a “name� shop, the truth is Kirk (above) crafted nearly every part on his ride himself in his modest home shop. It sees plenty of street duty, too!

ED KIRK’S 1955 CHEVROLET BEL AIR PRO STREET

interior and trunk. A Billet Specialties leather-wrapped wheel has been mounted atop a Flaming River polished stainless column.

Kirk recently showed the car at the DuQuoin Street Machine Nationals and it is an absolutely fan-

tastic example of what modern pro street is all about. From old school nods to tradition like his classic mismatched wheel selection to clear embrace of modern technology like electronic fuel injection, and potential new trends like satin paint

throughout, it is a rolling testament to the past, present, and future of the style.

It’s just too bad for him that he pretty much had to do everything twice. But we are sure glad he did, because the second time was the charm.

Chassis Type & Mods: Owner-fabricated mild steel 2x3 backhalf with custom ladder bars and an 8-point cage.

Suspension & Brakes: FRONT: Pete & Jakes drop spindles with QA1 shocks with 4-piston disc brakes. REAR: Custom ladder bar suspension with QA1 Proma Star chrome coil over shocks.

Body & Paint: All steel body with stretched rear wheel openings.

Matte red basecoat clearcoat paint.

Engine: Owner-built 350 ci small block Chevy with Eagle 4340 steel crank, Lunati I-beam rods, and 8:1 BRC blower pistons. Crane solid roller lifter cam. Polished aluminum Pontiac small block Chevy angle plug heads.

Induction & Power Adder: Polished Induction Engineering 6/71 supercharger on powder coated aluminum intake. BDS electronic fuel injection system with bug catcher scoop.

Electronics & Ignition: MSD Pro Billet distributor, MSD 6A ignition box, MSD rev control box, and MSD 8.5 mm spark plug wires.

Transmission & Converter: Owner-built TH-350 trans with TCI manual reverse valve body. B&M 2,400 rpm stall converter and SFI flexplate.

Differential: Narrowed Ford 9-inch housing with 31-spline Summers Brothers axles, Auburn Gear posi, and 3.50 Richmond gears.

Tires & Wheels: FRONT: Weld Racing ET Gasser 15x6 wheels with 26x6-15 Mickey Thompson Sportsman SR tires. REAR: Weld Racing ET Altered 15x15 wheels with 31x18-15 Mickey Thompson SR radial tires.

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www.rpm-mag.com | march 2017

35

SHOP TALK

THE JT

story and photos by

W

e’ve all heard the wise old saying, “it’s the simple things in life that we forget,” or “it’s

36

SIMPLE THINGS

>>Applying philosophy to the gearhead lifestyle? That’s how we roll..

the simple things in life that are the most extraordinary,” or even “it’s the simple things in life that mean the most.” There are several variations on this

march 2017 | RPM Magazine

saying, and I’d like to take a few moments to share my feelings on its meaning, and how it applies to the gearhead addict and motorsports lifestyle.

When I’m working on my car, no matter the size of the project, it’s always the simple things that make a huge difference. For example, it’s the simple things

like using heat shrink tubing instead of electrical tape, using the correct color Loctite on your fasteners or using a feeler gauge to check the spark plug gap

1

1: Feeler gauges come in many shapes and sizes. Do yourself a favor and take the extra few seconds to make sure your tolerances are where they REALLY need to be.

2: Heat shrink is easy to use, comes in many different colors, and is much more reliable than using electrical tape. It also makes the overall job look pro quality. Oh, and yes you will need to buy a butane torch or heat gun.

2

3 instead of “eye balling” it. Bringing your own tire pressure gauge to the track instead of borrowing one from someone in the staging lanes. Buying the proper funnel, so you don’t spill racing gas on your fuel cell. Using a torque wrench instead of guessing. Changing the oil in your engine before it’s really time. Cleaning

your tools before you put them back into the toolbox. Checking the tow straps one more time before you hit the road.

Since we are talking about towing, how about making sure the wheel bearings in your trailer are freshly greased, and all of the tires and spare have the correct pressure.

I think we can all agree,

3: That little red button at the top of my shifter should be called the “fun button.”

When you hold that button in and mash down the throttle, the rear tires have a way of melting. it’s the simple things that often get overlooked and come back to haunt us when not done correctly in the first place.

As winter begins to make itself fully known here in the northeast, it is the simple things I tend to miss the most. While I thoroughly enjoy the quality shop time my car gets over the winter, I do

www.rpm-mag.com | march 2017

37

SHOP TALK 4

5: Everyone has their cheat food, but this is way more than that for my daughter and I. This is where we spend a daddy/daughter date and make the world a better place, one burn-out at a time.

6: A torque wrench is a good investment. I bought one for just about every job I will ever encounter.

They look very close to a normal ratchet, but provide you with a piece of mind knowing that things are right and tight.

The picture of my Mom on my tool cart reminds me to always remember the simple things in life. After all they are the things we tend to miss the most.

5

4: Hearing this monster 572 Merlin fire up for the first time on the dyno was music to my ears. I can’t wait to not only hear it after it is between my freshly painted frame rails, but feel it from my seat as well. miss the longer days, and how it’s still light outside past 8:00 PM….our outdoor fire pit and spending time with family and friends around it….taking my daughter to our favorite local ice cream parlor.… walking to our pond with my wife and daughter to catch some Bass.…the hustle and stress of loading up our race car and EVERYTHING we could possibly need into the car hauler for a fun day at the track or a show.…the smell of the concession stand and the

38

6

roar of the cars at our local drag strip.…holding in the line lock button and doing a burnout in the water box….getting the time slip at the end of each pass.... the camaraderie of the racers and watching them push their cars to the limit.

And lastly, the thing I miss the most is the sound of my Mom’s voice and giving her a hug and kiss.

But instead of dwelling on the past and the things I miss the most, I propose we look forward to the things that lie ahead. The

march 2017 | RPM Magazine

2017 car show and drag racing season is upon us, and there is much to look forward to! I heard my new engine run when it was on the dyno the other day, but I can’t wait to hear it sitting between its freshly painted frame rails. Nor can I wait to test all of the new parts I added recently, play with the new data logger and become a laptop tuner. I can’t wait to set up the new custom awning we have for our car hauler and share some good food and times with all of our fellow

racers and their families.

I also can’t wait to see all of the new cars and how busy everyone was over the winter. Perhaps the most important thing I am looking forward to, though, is taking my daughter for our first ride in the new beast and showing it off. If I know her, our first stop will be our favorite ice cream parlor.

You see my friends, it’s the simple things we either overlook, forget about, miss or look forward to.

Life is full of “real” prob-

I enjoy the quality shop time that the winter brings us, but look forward to the warmer days of spring to test all of my hard work

lems and “real” worries.

Our cars have the ability to take us away from the stresses of life, even if it’s just for a few brief moments. Whether your freedom comes in a 9-second pass, a trip to the local cruise night, or a 4-hour drive through the countryside, always remember that it is the simple things we tend to miss the most. So be sure to make the most of our few months of fun, and be grateful for every breath we are blessed to take.

www.rpm-mag.com | march 2017

39

W

hen we see one of the original versions of Pontiac’s venerable GTO, most of us will automati-

cally think of speed and power.

For some reason, though, that same first thought doesn’t come immediately for the later model versions, even though they can be equally as deadly on

the street or strip, but in the case of this 2005 jet black Goat…you’d better think again!

Being a college student is tough. Being a college student and having a desire for a street car is even more tricky. Dalton Winfield

Billet

had that desire and struggled to equate college life with a sensible street car.

“I had always been active in the local car scene but always owned trucks and it was time to get into a street car. The

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march 2017 | RPM Magazine

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story and photos by

Tabitha Sizemore

www.rpm-mag.com | march 2017

41

GOT YER GOAT WHOLE LOT TO LOVE

NEW SCHOOL BAD

The GTO is no lightweight as it tips the scales at over 3900 pounds.

challenge was that I was working my way through college at the time. Although I wanted something newer and quick from the factory, at the same time it needed to be daily driver, reliable and somewhat practical.”

If you don’t notice the big extra cooling unit up front or the drag radials out back in time, it’s too late, you’ve already had your butt kicked by this blown GTO.

With such a stringent criteria Winfield’s selections were limited, and eventually it all came down to just a few options. There was also the financial responsibility of costly insurance over and above the price of the

car, and ultimately, Dalton narrowed his choices down to a 2003 to 04 Mustang Cobra, or a 2005 to 06 Pontiac GTO. And since the insurance for a Cobra was far more than the GTO, Dalton went Pontiac shopping.

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march 2017 | RPM Magazine

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43

After several months of hunting, Winfield found two cars that were serious contenders to become his new street ride – a blue one that already had some bolt-on parts, and a black one that was bone stock. He chose the black car only because it had an extended warranty and Winfield had himself convinced that he would not modify the car. Yeah, right, how many times do we tell ourselves that?

The GTO was located in Virginia, an eight hour trip for Winfield, who made the trek with his father as copilot in February of 2008. “The original owner was scared to death to sell the car to a 21 year old,” he recalled. “He called me every couple of months for about a year to check up on me and the car.”

Winfield was no stranger to the car scene before he purchased his new street machine, and certainly was familiar with the heads-up world of drag racing. He had become entwined with the Martin Connelley crew and their X275 Mustang through his roommate,

44

LOOK CLOSER...

The VFN Sunoco bolt-on fiberglass hood is another telltale sign that something a little extra might be lurking under the hood. Of course, it just could be just an easy way to enhance looks…wanna find out?

march 2017 | RPM Magazine

GOT YER GOAT INDEPENDENTLY COOL The 2005 sits on a trick GForce Engineering 9-inch IRS conversion. Right now the suspension is stock with factory shocks and springs, but plans are to install mini tubs and a coil over setup.

www.rpm-mag.com | march 2017

45

GOT YER GOAT BOOSTED GOAT The 366 cubic inch LS2 was built

by ERL Performance using a stock block and crank with Callies rods and Wiseco pistons. The mill is topped with TFS CNC 235 heads and an Edelbrock intake.

A ProCharger F1A adds energy to the excitement of having an LS powered GTO. At this point, the boosted GTO throws down over 800 horsepower to the rear wheels!

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

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

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march 2017 | RPM Magazine

ALL PARTS FOR USE ON RACING VEHICLES ONLY.

DALTON WINFIELD’S 2005 PONTIAC GTO Chassis Type & Mods: Stock chassis and suspension, factory rear shocks and springs with air bags.

Body & Paint: Phantom Black Metallic. VFN Sunoco hood.

Maverick Man carbon splitter and diffuser.

Engine: 366 Cubic Inch GM LS2 Block. Built by ERL Performance.

GM LS2 factory stroke crankshaft. Callies Compstar connecting rods. Wiseco forged pistons (10.3:1 compression). Trick Flow Specialities CNC 235CC cylinder heads by Brian Tooley Racing.

Brian Tooley Racing custom grind blower (hydraulic) camshaft.

LS7 Lifters. COMP 3/8 pushrods and Yella Terra roller rockers.

Induction: Edelbrock Pro Flow intake.

Power Adder: ProCharger F1A. Electronics: Lingenfelter Two Step Launch Controller. HP Tuners. Factory ECU tuned by ShorTuning.

Transmission & Clutch: Tremec T56 with McLeod RXT twin disc clutch and McLeod flywheel.

Exhaust: American Racing Headers 1 7/8-inch long tube headers. Spintech exhaust.

Differential: Fab 9-inch IRS. Spool with 3.70 gears. GForce Engineering 9-inch IRS conversion, Performance (quarter-mile): Best ET and MPH: 10.23 at 140 mph.

Special Thanks: Dalton would like to thank his tuner, James Short at ShorTuning. “He’s been my friend for much longer than he has been my tuner.” Dalton also thanks Brian Tooley for expert advice and reliable parts to keep the ‘05 functioning and fast!

Eric Mitchell. Dalton crewed for the nitrous car from its beginnings in local Outlaw 8.5 racing and continued through three seasons of X275 racing, eventually seeing the Mustang break the X275 nitrous record. What a background to have in the racing scene before venturing off on your own project!

Remembering the promise he made to himself not to modify the car, Dalton took the Goat to the track

just a few weeks after purchasing it, “just to see what it would do”.

After his 13.40 at 108 miles per hour he got a little seat time on the street and returned to the track a few weeks later to better his first attempt with a 13.20 at 108 mph. From there, well you guessed it, all bets were off and Winfield added a cold air intake and cat-back exhaust, and went 12.80 at 110! So much for keeping the Pontiac bone stock.

Although Dalton had it in his head that he would never

modify the Pontiac, he spent every spare dollar he had the first year of ownership on modifications. “The first year I had the car was probably the most fun I’ve ever had with a vehicle,” said Winfield with a smile. “I made over 120 passes in it that year, and came home with a new personal best after every outing.”

The modifications continued and the car dipped further into the 12-second territory. Long tube headers netted Dalton a 12.60 at 112 mph pass and

www.rpm-mag.com | march 2017

47

GOT YER GOAT

ROCKIN’ RED LEATHER Inside, aside from the Hurst short throw shifter, the GTO is 100% factory original, which is a large part of its weight. Winfield knows that he’ll be looking at a rollbar soon enough as he gets quicker and faster with every new mod.

the GTO dropped to 12.20 at 114 after a new clutch, drag radials, and a tune.

“We did a cam swap over the winter and went 11.90 at 118 on opening day of 2009!”exclaimed Winfield. “I added a nitrous kit later that

season, but unfortunately I was laid off from work around that same time. I could barely afford the car at that point, let alone repairs if I broke something, so I had to take a break from racing for a while.” To add to the

uncertainty, Dalton had to sell spare parts later in the year to be able to afford a new clutch, so the push was on to find work.

After about a year, Winfield was able to get back to work, and first things first, back to working

on the Pontiac. The nitrous kit had to go when Winfield stumbled across a hot deal on a blower kit.

He scraped together some cash on top of what he got for the nitrous kit and was able to purchase the blower. “We installed

it on the stock engine and ran around 6psi of boost, but the engine ended up losing oil pressure a few months later. Luckily I caught it quickly, but we found some metal in the oil,” told Winfield.

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march 2017 | RPM Magazine

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www.rpm-mag.com | march 2017

GOT YER GOAT

CORN FED The Goat is fueled by E85 after having undergone a conversion.

50

Dalton took the engine to ERL Performance with the original plan of building a stroked short block, and having his factory cylinder heads ported. A few weeks later, though, he was fortunate enough to meet Brian Tooley at the Holley LS Fest. As conversations progressed over din-

ner, what started from inquiring about a custom camshaft from Tooley, led to valuable advice on his entire engine build.

Dalton shared, “Brian explained to me how the engine would perform better with smaller displacement and better cylinder heads, rather than larger displacement

march 2017 | RPM Magazine

and less cylinder head. I took his advice and ran with it,” Dalton added.

“We got the engine together and it made 698whp on 12 psi of boost and 93 octane fuel!” Dalton did run this set-up for a couple of years, but soon found himself itching for more power. And don’t we all?

“We turned the boost up, added a twin disc clutch, a 9-inch rear end, and converted the fuel system to E85. It now makes 809whp on 15psi and E85.”

The 366 cubic inch ERL Performance built engine is force fed by a ProCharger F1A. The GM LS2 block houses

a GM LS2 stock stroke crankshaft that spins Callies Compstar connecting rods pinned to a set of Wiseco forged pistons. Brian Tooley Racing spec’d the custom ground blower cam and a set of Trick Flow Specialties CNC 235cc cylinder heads sit atop the 366-inch mill. Amer-

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www.rpm-mag.com | march 2017

51

GOT YER GOAT

ican Racing Headers long tube headers and Spintech exhaust make sure passersby can hear just how healthy this Goat is.

The Phantom Black Metallic Poncho is a whole lot

Dalton Winfield (left) and his father Ron Winfield (right).

of car to be slinging around, tipping the scales at over 3900 pounds, and as far as chassis goes, the GTO has a stock frame, however it sits on a trick GForce Engineering 9-inch IRS

conversion out back with factory shocks and springs. For the future, Dalton has a 4L80 transmission swap in mind once the GTO breaks the nine-second barrier and he also plans to

add mini tubs, and a coil-over conversion.

With a current best of 10.23 at 140 mph in the quarter-mile, Winfield believes that this makes his car the

second quickest stickshift GTO in the country. However, he has his sights set higher. “My personal

goal is to break the overall GTO stick shift record of 9.96.” We’ll be watching Dalton!

READY FOR THE

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march 2017 | RPM Magazine

www.rpm-mag.com | march 2017

53

story by

Toby B rooks

photos by

C hris W iley

PREPARE FOR LAUNCH

W

e car guys and gals are a nostalgic lot. Many of us start from humble beginnings in our cash-strapped teenage years in less-thanstellar rides, only to grow up into successful adults who return to a similar or even the same car and build it the way we wished we could have afforded to way back when.

Take Titusville, Florida resident Dennis McCheskey. Living in the epicenter of American space flight and NASA’s Kennedy Space Center would naturally give someone a penchant for power, and the Sea Ray Boats employee and family man for 20+ years knew that once life

56

afforded the opportunity to build a wild pro street ride, he would opt to return to his roots.

“The one real reason for this car was that my very first ride was a 1981 Cutlass that I bought when I was 14, and I have always liked them,” he shared.

And who wouldn’t?

Perhaps influenced by the timeless look of the Warren Johnson Hurst/Olds and other pro stock offerings in the early 1980s, the clean lines of the Oldsmobile G-body just beg for the full-on pro street treatment. And while McCheskey’s Olds might be the latest pro streeter in his garage, it isn’t the first.

“This car was built back in the 1990s and was eventually traded to my dad. At the time, I had a pro street

march 2017 | RPM Magazine

SECURE ALL COMPARTMENTS PRIOR TO FLIGHT With a dead-on perfect stance, flawless paint, and a killer wheel and tire combo, Dennis McCheskey’s 1981 Olds Cutlass is stunning . Toss in a towering blown and injected big block Chevy powerplant and gleaming polished aluminum tinwork throughout, and you have all the makings of a top-shelf pro streeter.

www.rpm-mag.com | march 2017

57

GOTTA WEAR SHADES The owner-built big block wears a billet Blower Shop 6/71 huffer with an Enderle Big-N-Ugly hat. McCheskey admits that while polished aluminum is a chore to keep pretty, the result is worth it.

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march 2017 | RPM Magazine

PREPARE FOR LAUNCH 1969 Camaro that my dad really wanted, so we worked a deal,� he said.

Within a week of acquiring the Cutlass, the younger McCheskey had torn it completely apart for a full rebuild. Gone was the sleepy 350 engine and the original paint was stripped.

The chassis was modified to accept a stout new big block Chevy and the body was prepped for a slick new finish.

The car already sat just right and had a number of modifications that made it a great candidate for a rejuvenated street bruiser. The low-slung stance is courtesy of a full 2x3 mild steel chassis that sports Strange coilovers up front and triangulated 4-link with Strange double-adjustable coilovers out back. A narrowed

Ford 9-inch has been stuffed with 35-spline axles and 4.11 gears, and Wilwood disc brakes ride on all four corners.

The polished aluminum tinwork throughout the build was present when McCheskey acquired the car. While the name of the individual or individuals who initially performed the work may have been lost to time, the exquisite craftsmanship is obvious and one of the most commonly cited features onlookers notice about the car.

That, and the enormous Enderle scoop poking through the ventilated fiberglass cowl induction hood.

McCheskey built the 427 rat himself, poking it 0.30 over to 431 ci before fitting it with Sealed Power 8.9:1 blower slugs swinging from

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PREPARE FOR LAUNCH

Scat I-beam connecting rods and a forged steel Chevy crank. The balanced and blueprinted assembly was plugged with a COMP Cams solid roller bump stick and topped with Chevy 990 cast iron cylinder heads. COMP roller rockers and ARP studs have been covered with

60

a pair of unique hydrodipped aluminum valve covers.

However, it is what rides above the cylinder heads rather than below them that captivates casual show-goers and hardcore gearheads alike. A billet Blower Shop 6/71 huffer has been perched atop

march 2017 | RPM Magazine

an aluminum Blower Shop intake. Towering above is a carbon fiber Enderle Big-n-Ugly injector scoop that has been outfitted with a Holley HP electronic fuel injection system on a custom Hilborn plate. A Weldon electric pump helps fuel the fire.

Ignition duties for the big block are handled by an MSD 7AL3 box and an MSD coil, while spent gases are directed rearward via a set of custom headers and 3.5-inch tubes with Flowmaster mufflers.

The Olds rolls on a set of polished Champion Speed Series wheels,

with skinny 15x4s up front and steamroller double beadlocked 15x15s out back. Likewise, a pair of 26x4-15 and 31x18-15 tires complete the look and fill the wheel openings perfectly.

The ’81 front clip was ditched in favor of a more modern 1988

FATTY FATTY TWO-BY-FOUR...

The ginormous Pro-Trac rear tires are mounted aboard equally massive 15x15 Champion double beadlocked rear wheels. The narrowed 9-inch differential has been beefed with a pair of 35-spline axles and 4.11 gears and rides on a custom 4-link.

www.rpm-mag.com | march 2017

61

PREPARE FOR LAUNCH DENNIS MCCHESKEY’S PRO STREET 1981 OLDMOBILE CUTLASS Chassis Type & Mods: Full 2x3 mild steel chassis.

Suspension & Brakes: FRONT: Strange coil overs with Wilwood disc brakes. REAR: Custom triangulated 4-link with double-adjustable shocks. Wilwood disc brakes.

Body & Paint: Fiberglass cowl induction hood and hydrodipped carbon fiber fabricated aluminum rear wing. 1988 Cutlass frontend swap. PPG and House of Kolors black and Orion Silver paint prepped

by Don & Jeff Demming. Sprayed by Don Demming.

Engine: 431 ci BBC built by Dennis McCheskey. Sealed Power 8.9:1 pistons, polished Chevrolet steel crank, and Scat I-beam connecting rods. COMP Cams solid roller camshaft (630/310 intake, 630/310 exhaust). Chevy 990 cylinder heads with ARP studs and COMP Cams roller rockers.

Power Adder: Blower Shop 6/71 billet blower.

Electronics: MSD 7AL3 ignition with MSD coil.

Exhaust: Custom headers with 3.5-inch exhaust and Flowmaster mufflers.

Transmission & Converter: TCI manual valve body 2-speed Power Glide with TCI 5,000 rpm stall converter.

Differential: Narrowed 9-inch Ford with 4.11 gears and 35-spline axles.

Tires & Wheels: FRONT: Champion Speed Series 15x4 with Nexen 26x4-15 tires. REAR: Champion Speed Series 15x15 double bead lock wheels with Pro-Trac 31x18-15 tires.

Special Thanks: Dad, Dennis McCheskey, Don & Jeff Demming who painted the car, Mike Dininniy, Brian with Screamin’ Performance, friends Ron Miles, Pete Wagman, and Nelson Bissell, and wife Angela son Austin McCheskey who are always willing to help.

unit with composite head lamps and a 4-inch fiberglass cowl hood was added for good measure. The flawless PPG/House of Kolors Gloss Black

and Orion Silver finish was applied by Don Demming. Brother Jeff Demming assisted with prep to get the three-decades old GM sheet metal just right,

and the end result was stunning.

For about 48 hours.

“We had the car all painted and a kid’s go-cart slammed into it, so you know what

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www.rpm-mag.com | march 2017

63

PREPARE FOR LAUNCH had to be done: we repainted it,” McCheskey said with a laugh (although it probably wasn’t too funny at the time!).

The interior of the car is clean and simple, with more polished aluminum complimented by a pair of fabricated racing buckets, a billet steering wheel, and—fittingly for an Olds—a Hurst Lightning Rods shifter originally available in the late model Hurst Olds. A digital dash adds high-tech styling, and the 3-inch RJS harnesses and full mild steel roll cage add safety and an unmistakable race look.

With the car nearly complete after two years, you can routinely find it cruising the streets and at shows

64

GET IN. STRAP IN. AND DON’T FINGERPRINT ANYTHING. The interior of the Cutlass is as clean and pristine as they come, with bead rolled polished aluminum tinwork everywhere including the dash and trans tunnel. A digital display provides data delivery, while lightweight racing buckets equipped with RJS 3-inch harnesses nestled within the confines of the fully detailed mild steel cage helps keep occupants comfy and secure.

march 2017 | RPM Magazine

www.rpm-mag.com | march 2017

65

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march 2017 | RPM Magazine

PREPARE FOR LAUNCH

in and around his Florida home while enjoying the gorgeous Sunshine State weather. Son Austin is

ATTENTION TO DETAIL

always nearby, and the third generation hot rodder is always eager to pitch in with the car.

McCheskey is quick to credit the folks who helped him bring his dream G-body to life, including

father Dennis, Sr., brothers Don & Jeff Demming who painted the car, Mike Dininniy who helped Continued on page 76

Everywhere you look on the car, it is clear that fit and finish was a priority. Whether it is the ultraclean interior with tweed accents contrasting with the high tech hydrodipped finishes found on the engine or the Roots-blown big block equipped with electronic fuel injection, the car is also a cool combo of classic pro street style and contemporary street machine.

www.rpm-mag.com | march 2017

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Page 68

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PREPARE FOR LAUNCH

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76

Bissell who have all lended a hand at one time or another. Last but not least, wife Angela has always been a

supporter of the hot rodding disease to which so many of us are afflicted.

So while rockets and

march 2017 | RPM Magazine

liftoffs are all in a day’s work around Titusville—AKA Space City, USA—one thing is for sure: with

little more than the blip of the throttle, Dennis McCheskey’s 1981 Oldsmobile is ready for takeoff!

Dennis (above) says one of his favorite aspects of the car is sharing it with wife Angela who has been supportive every step of the way and son Austin who is always ready to pitch in and help.

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K U C S O ST W

hen it comes to the biggest classes today in NHRA, you don’t have to look further than Stock and Super Stock. Drag racing in tightly-ruled classes such as these has

>>An almost lost art, now a comeback sensation!

been around since almost the start of the motorsport itself, with the very first stocker to break the 100 mph mark in the quarter-mile being clocked all the way back in August 1957 at Lions Drag Strip when Doug Ray piloted his 347-powered 1957

Pontiac into the history books.

Where did these factory production oriented classes originate? The goal for class racing in Stock or Super Stock Eliminator is to have competitors in a class be somewhat equal in performance potential.

To put together a group of cars on an equitable scale, though, the first concern is that in the case of two similar vehicles, the one with the bigger engine will usually be quicker. Also, in the case of two different cars having the same engine,

the lighter car should always have the advantage— that’s just basic physics.

A reasonable approach would be to group cars together with similar power-to-weight ratios and they should have similar elapsed times.

This is basically how Stock

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march 2017 | RPM Magazine

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3

R E UP STOCK story and photos by

1: Travis Hess heats the tires on his super retro painted 1964 Dodge Hemi powered A/SA. The car is a work of art and Travis proves once again he knows his way around a paint gun and airbrush!

2: The man on top of the mountain in Stock! David Barton behind the wheel of the quickest and fastest Stocker in the world at 8.07! It’s the quickest for now, anyway!

3: A sight you don’t see much anymore— a pair of 55 Chevy’s running Super Stock lined up back to back ready to go for a hit at Maple Grove Raceway.

Tim Lewis

JUNE 23-24, 2017

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www.rpm-mag.com | march 2017

79

STOCK/SUPER STOCK and Super Stock “class” racing was born. Get it? No? Ok, here’s a little more.

Cars can range from a 1955 Chevy all the way to a front wheel drive Dodge Neon. Fords, Mopars, Chevys, Buicks, Pontiacs, AMCs—they all make up Stock and Super Stock classes. Super Stock class cars are obviously heavily modified over Stockers where rules regarding everything from engine mods to body alterations are much stricter.

First, a manufacturer will spec-

80

ify the base weight of the particular car to be raced to the NHRA. Next is the base horsepower rating of the car’s engine.

Then comes the class indexes, which are usually one of the more confusing parts of the equation. A targeted elapsed time is set for each Stock Eliminator class and the drivers aim to be as far below their class index as they can as cars qualify based on just how far they can run under their class index.

Any car is eligible for these classes as long as they meet the horsepow-

march 2017 | RPM Magazine

BLOWN COYOTE

Ford’s weapon of choice for the factory shootout wars, the supercharged Ford second-gen 5.0 engine is a monster and has lots of options when it comes to tuning. Will we see one of the blue oval boys in the 7s?

er-to-weight ratio requirements.

For example, naturally aspirated engines up to 400 cubic inches must weigh at least 3,250 pounds and naturally aspirated engines between 401 and 450 cubic inches at least 3,350 pounds with a 10.50 Class Index. Naturally aspirated cars over 450 cubic inches weigh a minimum of 3,200 pounds and supercharged

cars a minimum of 3,500 pounds with a 10.20 Class Index.

These days, it’s not uncommon at all to see a car go a full second or more under its own index. When the race is under way, it’s a bracket format in order to effectively even out the playing field. So in race terms, you “dial the car in and run the number.” The action really starts

NOT TO BE OUTDONE

A look at what the Chevy crowd is fighting the Fords and Dodges with, the LS supercharged cars are leading the way as of now. However, with the level of effort being put out by the other teams, things can change almost weekly.

www.rpm-mag.com | march 2017

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march 2017 | RPM Magazine

STOCK/SUPER STOCK DUDE...IT’S GOT A HEMI!

The Hemi that powered the first “street” Hemi in Super Stock into the 8s, John Kakalecik’s beautiful 1970 Cuda has been a race car all its life—and a very fast one at that.

to heat up when you get two cars lined up with the same index.

Then it becomes a headsup no break-out race with the driver getting to the finish line first taking the win.

Teardowns to ensure everyone is playing by the rules are not uncommon in tight forms of class racing. Sometimes tech inspectors will remove a cylinder head or even go so far as to check a rod to make sure your engine

builder didn’t try to sneak one in.

Most competitors play by the rules, though, simply to prove that they can build the best total package over their opponents.

And, as always, the battle of the brands comes into play. Chevy wants to beat Ford and Mopar and so on.

Creating a fair playing field was important in these classes and history speaks to just how good

the powers that be are at doing that. In 1978, Jim Waldo became the first stocker in the 10s and it would be 23 years later that Bobby DeArmond would be the first to go in the 9s…that’s 23 years to pick up one second! It then took 11 more years to drop into the 8s when Don Fezell took his AA/S 2008 Mustang down the quarter-mile to light the clocks up with the first 8-second run in NHRA

Stock, and now the 7-second mark is right around the corner with records dropping almost monthly.

Class racer David Barton is just one example of how good the guys and gals that race Stock and Super Stock are. His FS/ AA Copo Camaro runs on an index of 9.40 and this past October at the Dutch Classic in Maple Grove, PA he blew the record away running 8.073 at 153.37 mph! And get this: word is that the

RACIN’ THE BIG BOYS

NHRA Pro Stock car owner and co-owner of Gray Motorsports Victor Cagnazzi is having fun these days with the stocker crowd in his fifth-gen Camaro.

shifter popped out of high gear and knocked almost 15 mph off of his 8.074/168.05 run. The Gary Wolkwitz-owned Chevy is knocking on the 7-second door in the quarter-mile and I think it’s safe to say it will probably happen for someone this season as Tasca and Holbrook are also gunning for the same goal in their Mustangs.

Of course not everybody can afford or has the desire to go that quick

www.rpm-mag.com | march 2017

83

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STOCK/SUPER STOCK

BLOW THEIR SOX OFF with a stocker, so you will always see a solid number of 10, Jumpin Jack Matyas 11, 12 and even reaches for the sky in 13-second cars his FS/C Copo Camaro. in the lanes.

Basically you Jacks all-motor 427 find the index powered COPO runs mid that your car 9’s and always leaves fits into. with the front end high.

Over in Super Stock though, things get pretty wild EVEN WHEELIER CAMARO with a handful of You think those little 9-inch slicks along them already in the with the Cal Tracs are working well to get 7-second zone. In this ’69 Camaro Stocker hooked? You bet May of 2003—yes they are! all the way back in

WHEELIE CAMARO

Ronnie Sox who became the first man to go down the quarter in the 9s in Super Stock when he ran 9.94 in the Barracuda. I got to know Ronnie well through my late Grandfather and the racing stories they told together will always be in my memories.

2003—at Mission Raceway in Mission B.C. Canada turbo racer John Gallina blasted his way to a 7.989 with his turbocharged Buick V6 Grand National to become the first Super Stock racer in the sevens! Not too long after, in 2006, Scott Gove racing out of Maine grabbed the record with a 7.968. Then John Clegg became

the third driver and new record holder in the sevens in 2012 running his SS/ AM (Super Stock A/Modified) to a record run of 7.964 at 171.08 mph. But Gove would reset the record once again at the Dutch running a 7.92 at 172!

Some do say these ultra-quick

class cars should be racing in Competition Eliminator. But regardless, nothing looks cooler than a super stocker leaving the line wheels way up and carrying the front end well past the 60-foot mark.

Who doesn’t love a Hemi? Mopar’s Hemi engine platform has always

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85

STOCK/SUPER STOCK

BIG BODY BRAWLER

This ’95 Impala runs G/Pure Stock. Dan Fahey runs in the 13.20’s with the big heavyweight stocker.

You don’t need to have a super high end car to join in the fun.

86

GOING FOR GOLD been a force to reckon with and the Hemi shootout cars are always a big draw for fans of class racing.

Gary Wolkwitz in his 1968 Hemi Dart holds the record in SS/AH with an 8.21. The beautiful kandy-painted Dart sounds like a pro stocker when it comes out of the water box.

When it comes to kandy paint, fellow Mopar racer Bucky Hess and

march 2017 | RPM Magazine

son Travis lay down some of the nicest work out there. One look around the pits at an NHRA race and you will be sure to see their handiwork.

Hess and his Barracuda have also become one of the legends in Super Stock over the last 25 years.

Over the years, Super Stock has influenced heads-up classes such as Pro Stock. In 1970, Pro Stock was de-

Taking it back to the early 70’s this is how it was and this SS/D Camaro sure was a looker! buted for factory cars as a heads-up no index class with fewer rules than Super Stock. Many agree that Bill Jenkins can take credit for winning the first-ever Pro Stock race when

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87

MIGHTY MOUSE

A 23 degree small block Chevy. Mark Alvey runs in the low 10s in his big tire GT/DA 89 Camaro.

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march 2017 | RPM Magazine

TEN SLUG MOPAR MUSCLE

The V-10 that is crammed into the 2013 Dodge Challenger Drag Pack car has a sound all its own.

STEP ON IT

Nothing beats the look of a class car leaving the line!

STOCK/SUPER STOCK he defeated fellow Stock/ Super Stock racer “Mr. 4-Speed” himself Ronnie Sox. The winning time was 9.99 out of Jenkins ’68 Camaro to Sox’s 10.13 in his ’70 Cuda.

Whether you’re a fan of the first or second coming of the muscle car, both classes have a wide selection of some of the coolest cars, old and new, in drag racing.

Probably one of the biggest draws for me personally is that they are all still real cars. No liftoff front ends or giant cowl hoods with scoops higher than the roofline. And you won’t see

any two-foot wings hanging off the back or exhaust sticking out of who knows where.

So yeah, even though many of the cars were built before some RPM readers were even a glimmer in their parent’s eye, this type of racing brings back a touch of the old days, and that’s a good thing.

Some say that these classes, the incredible cars that race in them, and the talented drivers who pilot them were fading away into a distant memory, but an identifiable renewed interest in nostalgia bodystyles in addition to seeing the

CROSS RAMMED

This is how it was in 1965! This frameoff resto Dodge is powered by a Ramcharger 426 Hemi!

!!! www.rpm-mag.com | march 2017

89

STOCK/SUPER STOCK

PEAK CONTENDER

Big time sportsman racer Dan Fletcher operates his racing team as tight as any of the pro teams and his win record shows just how his hard work and determination have paid off.

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march 2017 | RPM Magazine

Big Three automakers start producing formidable muscle cars once again certainly helped fuel the resurgence. Today, it’s not hard to notice this new interest, and even the pre-40year-olds have found an appreciation of fast production cars.

The popularity of Stock and Super Stock is a much needed shot in the arm for drag racing as a whole. While various forms of outlaw drag racing are

great, most outlaw classes (particularly in a series), simply because of the fact that there are very few rules, are usually short lived. Early on in the outlaw class lifecycle 40-60 cars might show up at the biggest events in the country. Eventually, though, the field is dominated by less than a dozen or so— and far too often it is those with the deepest pockets. Then the class will splinter off into something new

to get back those cars that had to pack it in.

On the other hand, it’s a pretty safe bet that since Stock and Super Stock are the longest form of “class” drag racing, they won’t be leaving us anytime soon. So if you like stock body cars with either small tires or big tires, stock suspension or 4-links, stick shifts or automatics, small blocks or big blocks, then pick yourself

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STOCK/SUPER STOCK up an NHRA or IHRA rulebook and look into it. And if using your smarts within the rules to get anything from a simple naturally aspirated engine to a factory blown combo to run as efficient as they can, than this type of racing just might be your thing.

While it may not be the rolling ’60s where stockers ruled the show, a walk through the lanes at any race where the classes are running will tell you the water is hot so it’s a good time to jump right in!

But you better be ready to face off with greats like Dan Fletcher with 97 wins in his NHRA career. Or how about 2016 Lucas champs Jimmy DeFrank in Super Stock and Jeff Strickland in Stock?

Both are heavy hitters.

There’s no breezing on through either of these classes. In the Northeast, for example, it was a 1 point lead that saw Justin Picillo win the title over Allison Smyth in Stock.

So where are we headed now? The internet has been buzzing with word that maybe there will be a factory shootout car class. In other words, a class such as Pro Stock, where the cars really don’t have that much in common with a “stock” production car, may move in the direction of using the factory-built hot rods from Ford, Chevy, and Dodge to go at it heads-up on the strip.

A class like this could just bring back the old saying “win on Sunday sell on Monday” for the automakers.

To benefit those who build Stock or Super Stock legal cars there are other class racing groups such as the CCRA “Carolina Class Racing Association” that run events where both classes race together. The Southern S/SS, Tri-State S/SS Association, Midwest Class Racers and the East Coast S/SS Association also host events as smaller groups or blended in with major events.

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Long ime Hemi man Bucky Hess is known worldwide for his wild Barracuda painted by son Travis. The first generation Barracuda has been in the 8.20s and sounds like a pro stocker!

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RPM PROJECT CAR

EFI FOR >>Marvelous manifolds story and photo by

Chuck Scott

B

efore Project 4 Lug Thug was even a quarter of the way finished, I already had come to the realization as hard as heads-up racers are pushing the limits, multiport sequential EFI was the deal. Although fear of change and new learning curves kept me carb-loyal for my first 41 years on earth, I was starting to see

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NITROUS JUNKIES

the numerous indisputable benefits to electronic fuel injection on a nitrous motor. In classes like Ultra Street where nitrous combos are limited to a plate system only, the ability to tune fuel and timing per individual cylinders is a major blessing (especially on a Ford). So my plan was to start out on a carburetor and get the car broken in and working well on

march 2017 | RPM Magazine

the 275 radials then switch to EFI before I leaned on it too much with a plate system. As you may recall from a couple issues ago, I had a fire destroy some stuff when I was adding some bracing to the lower control arm torque boxes.

The result was that I had to rewire the entire car, replace the data acquisition and some ignition components. I figured this

would be a good excuse to go ahead with the EFI conversion that has kept me up nights for the last couple years.

A logical first step in making the switch is to either swap out the intake manifold to an EFI-ready unit or convert a carbureted version with fuel injector bungs. Since there really isn’t one large enough for my liking

in an out-of-the-box unit, I decided to get the airflow ninjas at Wilson Manifolds to build me one. I decided to go with the same manifold that was already on ole 4 Lug Thug, the Edelbrock 2828.

Rather than have the guys at Wilson try to work with the one I already whittled on, put nitrous bungs on, painted and soaked with gas, I sent them a fresh

1

new one. The 2828 is already a beast with a 4500 Dominator size carb pad and 3.6 square inch runners, but I knew Wilson Manifolds could make it the best it can be for my

specific application.

The days of racing with EFI being primarily a forced induction thing is so 2010. So if you have been thinking about making the switch

from the controlled leak devices of yesterday, been wondering what all the recent hype over fuel injection and nitrous is about, or just like techy stuff with wires and car

1: Developed by Edelbrock engineers along with small block Ford nitrous legend Billy Glidden, the brute Edelbrock Victor 2828 is a solid foundation on its own. Back when I built my first 351W-based motor, there were no commercially available cast manifolds with a 4500 carb mounting pad for a SBF. The 2828 let us toss the adapter spacers and get the large-volume single plane we had been waiting for. The 2828 comes with lots of extra meat so it has plenty of room for port work. You can utilize a 2828 for a wide range of engine airflow requirements from a 351 with 10.5 to 1 compression and moderate size heads to a 470ci+ monster. Our little small block only has 11.2 to 1 and 427ci but the TEA ported Trick Flow Highports with big 2.125-inch titanium valves and the generous dose of spray we plan to serve it will accommodate a healthy volume of atmosphere.

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 flexed their towing and recovery prowess as they raised this massive cement mixer truck to the delight of all. -Brian Milne photos

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RPM PROJECT CAR 2

2: Since the motor is together and sitting between the frame rails of the Thug, it wouldn’t make much sense to send the heads to Wilson Manifolds so they could get proper port alignment. We just used our tried and true gasket printing method instead. The first step is to put some very small dabs of RTV on the surface of the head. The idea here is to use the least amount that will just hold the gasket in place when it dries. You want the gasket to come off with the manifold not stay stuck to the heads.

3

6

3: Place the gasket part number that your heads were originally ported to on. If you don’t know what gasket was used and don’t have a perfectly matched gasket, you will need to get a smaller set and trim them to your intake port opening.

I used a couple pieces of tape to hold them until the manifold could be bolted on.

4

4: Bolt the manifold down just like you were installing it. Let it sit overnight to ensure the little dabs of RTV have completely dried.

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cvrproducts.com For more information visit

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5

march 2017 | RPM Magazine

www.cvrproducts.com

5: The next day remove the manifold and the gaskets should be stuck to the heads. This time put a decent amount of RTV on the manifold side of the gaskets.

Remember, we want the gasket to pop loose from the heads and come off glued to the manifold.

6: After waiting another day, pull the manifold off. You can now see the gaskets are stuck to the manifold and the port location of the heads can be seen. This is a fool proof method that takes measurements and mistakes off the table. Now you can mark and scribe the gasket at each port and remove the gasket.

7: After marking the gasket with a blue permanent marker and scribing the opening with a scratch awl, we clean the gasket and RTV off and make straight perimeter scribes. If you look closely you can see that the Trick Flow heads were actually a little above the intake floor of the Edelbrock 2828. The guys at Wilson Manifolds will build the floor up with a TIG welder before port matching. On the old 2828 I had on the motor, I had used epoxy to do that. By building it up with aluminum instead of epoxy, there will be no danger of it coming loose and hanging a valve later on.

8 8: I picked up a set of Trick Flow TFX 120 lbs./hr. Bosch-style injectors to perform the fueling duties on the new manifold. These are good reliable injectors and a great value at $500 for a set of eight from Summit Racing. 120s will give us plenty of volume to feed our motor even with copious amounts of go go juice sprayed on top.

parts, follow along. We will dive in and go through the whole process in detail starting with the manifold conversion, then move in to throttle bodies, sensors, wiring a state of the art Holley Dominator EFI system, data logging, building a cam sensor, getting it running, tuning, nitrous control and more. If I would have known how straight forward the process was, I might have jumped on the bandwagon back at the beginning.

This old dog has a whole big sack full of new tricks.

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RPM PROJECT CAR 9

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12 9 & 10: I filled out the info worksheet that was emailed from Wilson Manifolds to give the details needed for Wilson to build the new manifold to suit the needs of 4 Lug. These aren’t an “everyone gets the same thing” type of deal. They make sure the manifold matches not only your cylinder heads and carb or throttle body, but the entire engine and power adder combo. A guy that is rock crawling isn’t going to get the same port design as a dragster on the bottle. Every competition-level porting service gets a manifold that will optimize their combo. I also made a mounting bracket to hold the water/methanol solenoids on the backside of the intake. I included a page with a picture of where I wanted it to go and a list of all the parts I put in the box before shipping.

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11 & 12: When getting the competition level porting service, it often starts with adding some aluminum where there wasn’t any before. This can be to correct port alignment like on our unit, to reshape the plenum or like on the Yates-style manifold standing upright, the runner dividers are built up so porting can shorten the longer runners to help equalize distribution.

13, 14, & 15: Not only does Wilson incorporate high tech CNC, much of the custom work is done by the skilled hands of American craftsman. There are four engineers and a full support staff in-house using solid modeling design and tool path generation software, a computer controlled flow bench with data collection, a 5-axis continuous scanning coordinate measuring machine, and 4 & 5-axis machining. This is not the guy your cousin knows with a die grinder from China and a wood shed behind his house. These guys have been putting sportsman and professional racers in all types of motorsports in the winner’s circle for more than 30 years.

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RPM PROJECT CAR 16

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16: Wilson Manifolds custom fits their trick billet fuel rail mounts to ensure you don’t push the injectors out under high boost or engine failure. This can lead to raw fuel being sprayed onto your headers and you know what that means.

They have tabs on both sides of the rail with a bolt going all the way through the underside. Lesser fuel rail mounts can flex under pressure allowing a leak.

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17: So when the intake arrived back at our shop it was unboxed and rays of sunlight beamed from the box. Check out the beautiful welding on that bad boy. We got the large billet Wilson fuel rails, fuel injector injector bungs, water/ methanol injector bungs, full competition porting and our water/meth solenoid mount welded on.

march 2017 | RPM Magazine

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18 & 19: Check out the difference between the before (18) and after (19) shots.

Not only is it awesome looking and gonna make more power with better distribution, it probably lost five pounds of aluminum!

SOURCES

20 20: With the new manifold bolted on the motor, you can see that the intake runners line up perfectly with the cylinder head ports.

21: I gave the new Wilson Manifolds Edelbrock 2828 a coat of my signature cast gray paint and bolted her down to our nitrous small block. Stay tuned for our next installment where we top it off with a big 2000cfm Holley throttle body, get our fuel plumbed and throw on some sensors.

Wilson Manifolds www.wilsonmanifolds.com 954.771.6216

Edelbrock www.edelbrock.com 310.781.2222

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ARTFUL

DODGERS

RPM EXCLUSIVES

by

Alfie Bilk

“I

once saw a nitrous oxide system concealed within a

brake booster,” says Nitrous Supply’s Mike

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Thermos. “The illicit charge was transmitted by way of the vacuum line and into the intake manifold. Another bamboozle I recall prevailed by delivering nitrous through the heater hoses.”

march 2017 | RPM Magazine

>>How deceitful racers succeed!

Twenty years ago, Rusty Glidden shook the drag racing establishment when he admitted to the illicit use of nitrous oxide in his Pro Stock Ford Probe.

His father, Bob, had exhausted the NHRA’s

patience with repeated accusations of nitrous use in the class, causing the sanctioning body to react. Accordingly, NHRA’s then senior VP, Graham Light, vigorously denied the allegations, proclaiming

them as nonsense and fiction.

Then Glidden’s son, Rusty, presumably in an attempt to defend his father’s reputation and in so doing ruining his own, confessed that he, in fact, had been an

2: Mike Thermos: Nitrous oxide’s first apostle and keynote speaker at the 2016 AETC conference prior to the PRI show in Indianapolis.

1: For racers allured by deception, what are the risks? Their first transgression is usually overfilling the nitrous bottle.

Secondly, they might not always use a safety valve. Thirdly, some audacious racers conceal the pressurized bottle in the most hazardous places: inside a fake battery, in the dry sump oil tank, or within a fire extinguisher case—even inside their fire suit!

offender, thus conclusively proving the point. Furthermore, he left no doubt as to how the deceit had been perpetrated, disclosing full technical details in the magazine Super Stock published late in 1995. It defined in unambiguous

2

detail how the weight bar at the rear of the car had served as the nitrous holding tank.

“The nitrous line started there,” Super Stock reported, “went over the rear axle housing right up to the front. It ended

at the motor plate, which was rifle-drilled. One of the supports holding the hood scoop was also rifle-drilled. This tall slender rod delivered the nitrous to the top of the hood scoop via a small stainless steel line that terminated with

two jets centered over the carburetors. With those two 0.029in jets we made 120lb ft more torque at 7,000rpm and averaged 90 more horsepower.”

The disclosure’s startling immediacy is still an astounding thing to

remember, the significance of what he’d done and how ingeniously it had been orchestrated. Father Bob Glidden later declared the nitrous oxide system was detection-proof.

To prevent a tech inspector from activating

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RPM EXCLUSIVES it by switching on the ignition and opening the throttle, a combination of events were required.

“The shock switch had to be on, the computer switch on, the engine running, and the throttle fully open. Trust me, this isn’t fiction,” Glidden concluded. While the Glidden affair had been regarded by some as a heroic episode— uncovering how the devious mind could succeed—other alleged offenders have been less forthcoming, confounding prying minds for years.

Though the Jerry Eckman – Bill Orndorff Pro Stock nitrous explosion at Columbus, Ohio in the late 1990s couldn’t be denied, details of the Dodge Boys alleged transgressions remain unsubstantiated. In the Eckman incident, a nitrous cylinder had been concealed in the dry-sump oil reservoir, which, unsurprisingly, overheated and exploded—and with it Eckman’s career.

The most prominent indicator in the alleged deception of the Dodge Boys Pro Stock entries was the incident involving a flaming explosion that back-fired through the air entry of the hood scoop.

“Well,” said Thermos, “I’d seen those back-fires many times over at the IHRA with the nitrous cars—they could shoot out four feet due to the volatile mixture of race fuel

and nitrous. But Pro Stock back-fires were never as severe as that.”

Equally condemning had been Warren Johnson’s out-spoken observations.

Johnson, as intelligent a man as ever developed a race car, had calculated that the performance of the Wayne County Mopars in the high-altitude conditions of Denver, Colorado was impossible for any naturally aspirated car at that timeIn addition, it was also widely speculated that the Chrysler Dodge Corporation, who were active sponsors of the NHRA races, were informed of the strong likelihood that the leading Mopar cars were engaged in the illicit use of nitrous.

Obviously, no corporation wishes to be embroiled in cheating.

To bring the matter to a head, it was alleged that the NHRA advised the team that they would be investigated at the next race. But the circumstances of the events that preceded the race shocked the drag racing world.

An audacious breakin occurred at the Wayne County Speed Shop premises where the Mopar Pro Stock cars were garaged. Jerry Eckman famously put it thus: “But they had a hole chopped in the side of their building with some really quiet chain

3

4

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3:Unless you frisk him, no one would know.

Some cunning racers conceal a tiny nitrous oxide cylinder within their fire suit. They route a small bore plastic line through the firewall and connect it to the PCV valve, which directs the nitrous to the intake manifold. Triggered by the red button, they will then withdraw the small-bore line, tucking it inside their fire suit when the run is completed.

4:Subterfuge: Though it’s unlikely the professional would be duped by this layout, it is a popular ruse among street racers.

saw or a bulldozer—or something really quiet like that—and went in there and damaged all the engines—but not the trailer, not the cars, not the transmissions, and not the machinery. Isn’t that strange?”

Of course, Eckman echoed the widely held presumption that the team knew their cars would not be competitive without nitrous and had deliberately sabotaged their own race efforts.

Predictably they claimed the motors were too severely damaged to race, which ultimately led to their bowing out of racing.

Sometime later, though, the engines in question arrived at the New Jersey engine shop of drag racer Pat Musi.

“The guy who owns my daughter’s Pro Mod car had them—I guess he bought them after the break-in. When I

dyno-tested them they were down 70 to 80hp from where they needed to be.”

This didn’t surprise Musi, for his old friend Bill Jenkins had alerted him years before of the inherent shortcoming of the symmetrical exhaust port—meaning “an exhaust port connected like a 440-style would be uncompetitive in NHRA Pro Stock.”

More interestingly still was the encounter of Musi’s senior engine assembler. “My guy, Robert, who has been with me since the early 1980s, was over at Frank Iaconio’s shop and on the day of his visit one of the Dodge Boys’ engines was being tested on Frank’s dyno. ‘Well,’ Frank told them, ‘you’ve got a number 16 or 17 qualifier here.’ The engine averaged 75hp down from pole-position power. Yet, at the next race they go

to the pole!” exclaimed Musi.

“I’ll give them this,” he conceded, “within that container of engines and engine parts there must have been 200 camshafts and miles of exotic plumbing. So they were trying to make power but none of it was working.”

Four of the Dodge Boys’ engines are now racing in Curacao, a Caribbean island off the Venezuelan coast.

In common with Glidden’s arrangement, nitrous on those winning Dodges most likely would have flowed up from the motor plate to the hood scoop via its rifle-drilled attachments rods. Where it might have differed, lies in the method used to transfer the nitrous from the rear of the car to the engine mounting plate. This was probably achieved by an artificial battery or battery box and cable

with the copper wires removed to enable the flow of nitrous.

Said Mike Thermos, “It’s so easy to make significant power increases with nitrous oxide and, therefore, its elicit use has always been a temptation, particularly when competition is tight. A 0.030-inch orifice would generate an additional 50 to 60 hp.” Nonetheless, it takes a person of rare perception to uncover a fraud executed by an exceedingly cunning mind.

“Devious racers might use a 2-pound bottle, a receiver, a jet with a small-bore high pressure nylon line much like an oil pressure gauge line,” said Thermos. “It could be radio-controlled, like a model airplane, and the transmitter would work in conjunction with a battery-operated receiver no bigger in size than a cigarette pack and

www.rpm-mag.com | march 2017

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RPM EXCLUSIVES concealed in the battery box.”

He went on to suggest the line would run through the battery cable— the ground side as it connects to the intake manifold bolt.

The bolt would be drilled and the tube would enter under the manifold and into the lifter valley area where it can be plumbed into the plenum. Of course the clever trick is having it discharged from a remote control—perhaps by someone in the push truck.

The driver may be entirely unaware!

Extra fuel would be supplied to the carburetor to enrich the nitrous mixture.

“The car would stage and the light would turn green,” adds Thermos.

“Then the guy in the push truck

would remotely activate the supply of nitrous.

He might depress the button for three seconds.

His sole objective is to put just a wheel or a fender ahead of his rival.

The mile-perhour component wouldn’t change; it wouldn’t be detectable. The way they are caught is when they run 10mph faster than the field.”

Alas, deception usually leads to resentment, ruptured relationships, and much worse. Interestingly, Mike Thermos, an unusually pleasant, good-natured man, believes the position of his then-fledgling nitrous business was similarly precarious.

“Wrongdoing blighted our chances, too,” he maintains. “We had no desire to be the tarnished

RULE THE

symbol of cheating.”

Though fraud persists in racing and its participants rarely escape its stressful nature, it’s fascinating how racers perceive it. Take Lance Armstrong for example.

Armstrong, who lied unwaveringly for years, was stripped of all his racing achievements (7-time winner of the Tour de France) and condemned by the United States Anti-doping Agency as ring leader of “the most sophisticated, professionalized and successful doping program the sport has ever seen.” Yet Armstrong told the BBC in a 2015 interview that “If you take me back to 1995, when doping was pervasive, I would probably do it again.”

5:Making substantial power with nitrous oxide is easy. A 0.030-inch orifice generates an additional 50 to 60 hp. Devious racers might use a 2-pound bottle, a jet with a small-bore high pressure nylon line. Radio-controlled, the transmitter works in conjunction with a small battery-operated receiver concealed in the battery box and could even be employed remotely without the driver even being aware it was in use!

SOURCE Nitrous Supply www.nitroussupply.com 714.373.1986

STRIP

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RPM PROJECT CAR 1

1: Last month we showed you how we managed to get the transmission tunnel in our project car fabricated using 20-gauge sheetmetal and an Eastwood motorized bead roller. This month we finished up the floor and several other pieces.

PART 34

ALL IN THE DETAILS

>>This month we wrap up the interior tinwork, put Texas Premier Polishing to work, and finish up our tires and wheels

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story by

I

t is a big day in the RPM Hardcore Horsepower Garage.

If all goes according to plan, by the time you read this installment, our 2006 pro street Mustang will be nearly ready for paint

march 2017 | RPM Magazine

and all the many tasks of fabrication will be complete. We took a major step forward this month and have been working long hours every day in hopes of having it ready for the summer show season.

The first order of business was to finish up all the tinwork in the car’s interior. Since the SFI 25.3 certification requires the driver’s side floor pan to be welded in, we knew we needed to get everything done

Toby Brooks

before the chassis gets painted. At the same time, we have recently equipped our shop with a host of metal working tools from Eastwood and we were ready to give the job a shot ourselves.

We’re glad we did.

2 2: The area we needed to cover was too large to make in one piece and still be able to add the bead rolled inset detail we wanted, so we opted to make them in pieces. In this photo, two of the four panels along each flank have been fabricated and temporarily pinned in place.

4 Before cutting any metal, we first templated all panels using posterboard. The challenge of the job was to allow as much space as possible for our comfy PROCAR Rallye Smoothback seats. While they are far more forgiving than the fabricated aluminum race seats that were in the car previously, the wide cushiony thigh bolsters needed lots of width—something not plentiful in a twin-rail street car. After several trial pieces, we settled on a design incorporating four panels bolted together with 8/32-inch machine screws.

In order to add style and added rigidity to the 20-gauge sheetmetal used, we drew out inlay designs using a digital caliper and an ultrafine tip marker, then carefully rolled in recesses using our Eastwood 24-inch motorized bead roller. With a tipping die secured on the upper mandrel and an 1/8-inch step die on the lower, we tightened the roller down and slowly followed the lines drawn.

For pieces requiring bending, we used our 48-inch Klutch box and pan brake.

To add even more of a custom flair, we even

3 & 4: Using a tipping die installed on our Eastwood motorized bead roller, creating recessed areas is fairly easy. After your design is drawn on using a permanent marker, simply feed the piece through the dies using steady pressure while controlling spead via the variable speed pedal.

3

5

5: Here the floor panels have been fabricated and clamped in place. The end result of the overall look is a dramatic improvement over our previous effort.

These panels need only to be drilled and riveted to the underlying tubes and this part of the project will be complete.

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RPM PROJECT CAR 6 6 & 7: Moving rearward, we initially made these panels out of three pieces and bolted them together like the trans tunnel. However, we thought it would be cleaner in a single piece. so we remade them.

The finished panels provide a nice transition to the carbon fiber tubs.

7

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9

8 8 & 9: Now for the fun part! We used our digital plotter to cut a decal stencil, then traced around it with an ultrafine marker and beadrolled the aPocalypSe Horse logo in the panel above the 4-link. For even more style, we added dimple died accent holes with hex mesh grilles. While it was by no means easy, using the right tools, even a novice can produce some impressive results as long as the fear of making a mistake can be overcome.

10 10: We also added the “AH” logo to the panel above the wheelie bar on the underside of the trunk. Due to its long length, we had to make it in two pieces in order to feed it through our bead roller, but it still turned out very clean and adds a cool touch.

added some logos and designs as well as some dimple died openings to several panels on the car. Bead rolling recesses is one thing, but logos take your build to the next level. Additionally, the dimple died holes were completed using our NEXGEN Offroad dimple dies and a hydraulic press. The end result was clean and cool without being overdone.

While we were working on the tinwork, good buddy Kevin Clapp of Texas Premier Polishing got after our Rossler Transmission and Gear Vendors overdrive. Using compounds and an assortment of tools and polishing wheels from Zephyr, Clapp turned our clean, new cast aluminum

11

11 & 12: Finishing out the trim pieces allowed us to add some more style and map out how we intend to hide the wiring and plumbing for the car. More on that to come!

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No matter your class of choice, call us today to take your racing and winning to the next level.

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2017 111

RPM PROJECT CAR

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14 13: In this photo you can see the floorpans mocked in place with the exposed bars. We also got the billet one-off Budnik Wheels steering wheel and the trick header actuator shift levers on our Hurst Pistol Grip Quarter Stick shifter. Once everything is prepped and painted, this interior will REALLY start to come together.

14 : The transmission and overdrive are impressive pieces, but they weren’t exactly show ready out of the box.

Reid case into a glittering jewel. Although Clapp’s main client base is huge tankers and big rigs covered in chrome, his business is unparalleled in polishing anything from an aluminum intake, to a full aluminum engine like our Boss Nine, to transmissions, too. When he delivered the completed piece, we couldn’t believe how incredible it looked.

We now plan to outfit our freshly completed

transmission tunnel with some Lexan inlays and some hidden lighting to show it off.

Lastly, we also got our one-off billet street wheels back from Budnik and got the Mickey Thompson Sportsman SR tires mounted and balanced.

Budnik treated the unique aPocalypSe wheels to a killer brushed/ceramic finish. Meanwhile, we bolted up the Mac Fab beadlocks using chrome

15

Visit our Facebook page and share a pic of your ride for a chance to win free stuff!!

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17

18 15 & 16: Clapp started by deburring the Reid case with a hand polisher. Using an assortment of wheels and compounds from Zephyr, he soon got the cast aluminum finish sporting a mirror-like shine. In #16, you can see the left side of the housing has been polished out while the right has not yet.

17, 18, & 19 : The completed unit is nothing short of spectacular! The time and attention to detail Clapp and his crew take are unmatched, and as evidenced by this photo (18), he isn’t afraid to get dirty. As Texas Premier Polishing says... ”Show shine, every time!”

19

www.rpm-mag.com | march 2017

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RPM PROJECT CAR 20 & 21: With our one-off Budnik wheels fit onto the huge MT Sportsman SR tires, we used grade 8 bolts and black anodized Performance Engineering cup washers to set off the ceramic coated Mac Fab beadlocks. With the powder coated calipers showing through, the finished product is killer.

SOURCES 20 Allen bolts and anodized cup washers from Performance Engineering. The massive 15x15 rear wheels were shod with equally huge 33x22-15 Sportsman SR radials, while the new-school 17x3.5 fronts were fit with series matching 28x6-15 MTs. With the larger diameter front and the high-tech finish, our wheels say 2017, but there’s no denying that the pizza cutters fore/steamrollers aft look is vintage pro street.

21

114

Tune in next month as we head east to Yates Performance to finish up fab work and then hopefully head south to Braddy’s custom paint for paint and graphics at long last. It may be a long time coming, but we promise this pony will be worth the wait!

march 2017 | RPM Magazine

Eastwood

Zephyr

www.eastwood.com 877.955.0316

www.zephyrpro40.com 800.763.8883

PROCAR by Scat

Budnik Wheels

www.procarbyscat.com 310.370.5501

www.budnik.com 714.892.1931

Klutch Tools

Mac Fab Beadlocks

www.northerntool.com 800.221.0516

www.macfabperformance.com 919.774.1297

NEXGEN Offroad

Performance Engineering

www.nexgenoffroad.com 951.365.1408

performanceengineeringparts.com 918.243.5588

Texas Premier Polishing

Mickey Thompson Tires

www.texaspolishing.com 806.317.8067

www.mickeythompsontires.com 330.928.9092

Power and Performance.

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Cylinder Hone Tool

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