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ADVERTISING SALES For advertising information contact


EDITOR-IN-CHIEF.........................................................CHRIS BIRO editor@rpmmag.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@rpmmag.com To subscribe to RPM go to www.rpmmag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.


RPM Magazine has been a world leader in motorsports publishing for 20 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpmmag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

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

TRISH BIRO ...............519.752.3705.......trish@rpmmag.com

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

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

Special Events Manager: Chris Biro events@rpmmag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpmmag.com Subscriptions/Address Changes: Circulation circulation@rpmmag.com General Inquiries: 519.752.3705 info@rpmmag.com




Chris Biro

here’s the deal...



ust as the weather starts to look decent for many RPM readers, I wanted to talk a bit about RPM the magazine. First, whether you read RPM in print or online you’re getting the exact same magazine. We’re a family company with family values so we like to give readers and advertisers the best possible consistency, quality and value with our product. This is one of the reasons why RPM stayed at $4.95 on newsstands for 10 years while all the other mainstream newsstand mags (you know the ones: phone book paper, erectile dysfunction ads, and very few features any one of us can identify with) were priced up to $8.95. We finally increased the cover price a few months back to combat rising paper and printing costs and didn’t get more than a handful of concerns about it and once we explained the reason for the increase, those concerns turned to support. For that I’d like to send a personal thank you out to all readers that purchase RPM on newsstands, and a quick reminder, you can save yourself serious money by grabbing a subscription! I’ve written a number of times throughout the past 20 years about how RPM was born of simple frustration with the mainstream-all-owned-by-one-or-two-giant-companies magazines. We couldn’t get features in them (you had to know the “right” people), we couldn’t afford to build 80% of the cars in them, the content got so repetitive between the different titles, and quite often, (we suspect motivated by the thought of doubling their ad revenues) they would just start another new magazine to cover a different genre or style of fast cars rather than include them in their current titles. Soon, we simply didn’t want to—or couldn’t afford to—buy them anymore. Like I said last month, taking the easy road is—well—easy. Whether it’s your build or anything you choose to do there are usually those two paths. At RPM, we could be like other car mags, that would be easy, but we’re not. We listen to our readers and pay close attention to what they own and build, and after 20 years of good reviews and a 98% return reader rate, we figure we must be doing something right. We work hard to bring you exclusive content that you will see first or only in RPM.

I’ll receive an email every now and then asking why we featured a specific car or such a diverse genre of builds (take this very issue for example) over sticking to one type. My response usually focuses on the boredom of “same old same old” and how RPM likes to draw attention to everything under the street and strip umbrella, but we do have guidelines we follow. In RPM you are not reading ONLY what the Editor or any of our hardcore, car-crazy enthusiast staffers like, but rather, like I mentioned earlier, you are reading what you like. How do we know? Because we are out there in the thick of the performance and race world day in and day out, so it’s our job to know. Although we at RPM think every drag, street, or street/strip doorslammer with a good build quality and some serious power is article worthy, you may not like every car in RPM, but that doesn’t mean someone else won’t. My point is, RPM is a high-horsepower fast doorslammer mag, but there are lot of different build styles that fit in our scope of coverage and we make it our mission to feature as many as possible. Once in a while we even throw in some car-candy that is out of this world fast, over the top bling, or may have nothing to do with street or strip whatsoever. Although I know I will never have a record-setting radial car, a killer pro mod, a world class street/show car, or a salt flats racer, I’m still ok with reading about someone else’s creation. Here at RPM we truly believe...It’s ALL Horsepower! That being said, our door is always open to interact with RPM readers and fans, so email or call us anytime! Just today (a Saturday, as we work weekends during press time) I received an email from the owner of a car that you will see in an upcoming issue of RPM. I replied within about 20 minutes of his email and he sent the info and sample shots we needed to make a “yes” or “no” decision on the feature, and we have a photographer in SoCal lined up to shoot it. It really is that simple. The bottom line; we could cheapen RPM to result in a bigger bottom line, ignore what our readers want and say, and feature the same cars and events you see in most other mags and all over the web, but we won’t! We’re RPM!


Happy spring...c’mon summer!............................................

As the weather starts getting better, it’s time to get your project car out and get after it! Tune in for more of the doorslammer drag cars and insane street machines you love!


THIS AND MORE IN THE NEXT RPM! april 2019 | RPM Magazine

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

Often Imitated, Never Duplicated—For 20 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars 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!


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

RIDES Sampsons’ Delilah..............................................24

Brothers Phil and Eric Sampson have a weakness for this gorgeous N/T first-gen Camaro

Snake Bitten...................................................... 54

Strike first. Strike hard. No mercy.


Just the Facts....................................................... 44 This genre-busting ’30 Ford isn’t really interested in your preconceptions of style

Radical Legacy............................................................ 8 Daniel Howell’s pro street Plymouth Road Runner is a wild reminder of his late father’s dream


PROJECTS & TECH Shop Talk......................................................................38 Class is in Session

Straighten Up.........................................................102 We install a workspace solution 6-piece cabinet set from Trinity International

Big Man on Campus.................................. 44 This weathered 1972 Chevelle has been propelling Richie Stine to victory ever since his high school days in the ’90s

The Vice Squad..............................................108 Checking out WIlton’s new Mechanics Pro Vice line of bench vices

Alternate Route........................................... 110 Cutting custom billet aluminum pieces for our pro street project car using a router table


april 2019 | RPM Magazine


Mickey Thompson was unstoppable. He was the first American to 400+MPH at Bonneville & the manager of Lions Drag Strip. At heart, Mickey was a drag racer, now his DNA lives on in the innovative winning products we build today for drag racers like you. UNCOMPROMISED CONSTRUCTION / UNDISPUTED PERFORMANCE.

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april 2019 | RPM Magazine

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SAME CAR, SAME KID Top: Daniel Howell, age 3. Bottom: Daniel Howell, age 19. photo provided

t’s been said that great things can come from the most humble beginnings. Take Daniel Howell’s over-the-top pro streeter, for instance. Back in

photos by

1992, Daniel’s dad Rick discovered it rotting away in a field in Western Maryland while on vacation. Rick told his wife Janet that he was going to buy it and build it into one of the wildest street pounders the world had ever seen. After

Daniel Gillespie $1800 changed hands, one man’s dream was set in motion. The car was a relatively clean 32,000 mile 1972 Plymouth Road Runner that sported factory blue paint with a black stripe—or as son Daniel tells it—“exactly the way he

www.rpmmag.com | april 2019



photo provided


april 2019 | RPM Magazine

FAR FROM THE FIELD Daniel’s late father Rick found this Road Runner in a field in Western Maryland while on vacation in 1992. He bought it for just $1800 and slowly started turning it into the pro street ride of his dreams, which eventually included a blown twin-plug Hemi that now pokes through the fiberglass cowl hood.


SHP LS NEXT PRO • Superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” up to 4.185” • Factory oil filter provision • Priority main oiling • 4-bolt Steel main caps with upgraded ARP main studs • 6-bolts per cylinder capability • 8 counterweight machining

wanted it.” At any rate, Rick got it home and slowly but surely set out to work and will his dreams into reality. Longtime friend and incomparable fabricator Bob Meshey of Waycool Rod Shop (WRS) would soon be tabbed to assist in the build. “Rick and I first met in 1987 at the Street Machine Nationals East in Englishtown, New Jersey,” Meshey said. Howell had a full tube chassis 1970 Cuda and was looking for something he could build to enjoy with his family. After selling the Cuda and discovering the Road Runner, Howell dropped it off at

WRS for a backhalf and cage. “It had to look the part but somehow we had to retain the full back seat and stock interior so the whole family could be involved,” Meshey recalled Howell requesting. After several installments, by 2000, the Road Runner had been treated to a 2x3-inch box frame, smoothed body work, and a full roll cage with funny car bars—and a full back seat. Initially, the car sported a mild 400inch crate motor. The Howells lived in a townhome with no garage, so Rick spent many a long day and night out in the parking lot turning wrenches

and making modifications to the car. As Daniel recalls, “One night at about 1 am, with all his closest car buddies there to lend a hand, they were extremely close to firing it up. Three pumps to the carb and BAM… it was idling,” he said. Thrilled to get the car running, the gang then cruised the neighborhood in the Road Runner until 6 am. Chassis modifications consist of a WRS backhalf with ladder bars, where a narrowed Chrysler 8 3/4-inch differential was braced and gusseted before being stuffed full of Moser goodies and suspended

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NO, THE OTHER ROAD RUNNER The wild asymmetrical paint job by Bob Meshey and Keith Decker has fooled more than one onlooker into believing it wasn’t the same car they had seen previously. from double-adjustable shocks. Up front, a factory-style independent suspension was treated to dropped spindles and adjusted torsion bars for a slammed stance before a pair of Koni shocks were bolted on to smooth the bumps. A full cage

with funny car-style bars serves to stiffen the chassis and enhance safety without compromising interior function. Rick drew his influences for pro street from the legendary Cruisin’ Ocean City car show—an event he attended every

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april 2019 | RPM Magazine

year except the one Daniel was born. Seeing the crazy engine combos, wild paint, and race-meets-street madness of the overthe-top pro streeters, he knew he wanted to take the Road Runner to the next level. In 2002, he decided to get Meshey

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involved again—this time on the paint. “Rick dropped the car off to me with just one request: make it wild,” Meshey recalled. Howell didn’t want renderings, discussions, or debates. “Just make it

mostly blue, put some yellow on it and make it timeless,” he said he was told. Meshey did just that. A custom Glasstek fiberglass cowl was molded to the hood and an Ed Quay fabricated rear spoiler


was added to enhance style. Meshey teamed up with Dennis Rineer at WRS to prep the car before he and Keith Decker laid down the dazzling asymmetrical paint job consist-


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april 2019 | RPM Magazine

BIG TIRE=BIG FUN The Road Runner took shape during the first golden age of pro street, and it still unashamedly sports fat Mickey Thompsons on beadlocked wheels in back. Stance is dead-on perfect.

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www.rpmmag.com | april 2019


RADICAL LEGACY DANIEL HOWELL’S PRO STREET 1972 PLYMOUTH ROAD RUNNER Chassis Type & Mods: 2x3-inch box tube chassis by Bob Meshey/Waycool Rod Shop. TIG welded back half in mild steel with funny car cage. Retains full interior and back seat.

ing of PPG basecoat/ clearcoat pearl white, custom-mix blue, and candy yellow. Keith Decker added the lime green pinstripe to further accentuate the wild tear-away scheme. “The paint is different on both sides and people always think

it’s a different car when they see it at shows,” Daniel said. Around 2008, Rick decided to add a supercharger, so a polished Dyers 6-71 huffer was added to the 440 Wedge. However, by 2011, he was ready to finally make the plunge

and install the mill he had always wanted: a twin plug Hemi. Ed Thompson and Rob Harris from Thompson Machine were happy to assist. A 477 ci Chrysler Gen 2 Hemi was put together, starting with an Eagle forged crank

Suspension & Brakes: FRONT: Factory-style front suspension with drop spindles and dialed torsion bars. 90/10 Koni shocks with custom sway bar and Aerospace Components disc brakes. REAR: Waycool Rod Shop Ladder bar suspension with 4130 track locator and full custom pro stock-style fabricated chromoly wheelie bars. Koni double-adjustable coilover shocks with Aerospace Components disc brakes. Body & Paint: Prepped by Bob Meshey and Dennis Rineer at Waycool Rod Shop. Graphics by Bob Meshey and Keith Decker. Custom pearl white with custom mix blue and candy yellow graphics separated by Keith Decker lime green pinstripe. Glasstek fiberglass cowl custom molded to hood. Ed Quay fabricated rear wing. Engine: 477 ci Gen 2 Hemi by Ed Thompson and Rob Harris. Bored 0.060 over. Eagle forged crank and rods with Ross 9:1 blower pistons. Racer Brown custom solid roller cam (.720/282 intake, .651/290 exhaust) with COMP Endure X solid roller lifters. Dart 960 dual plug aluminum heads. Induction & Fuel Delivery: Weiand aluminum blower intake with 6-71 Dyers supercharger. Pro Systems 950 boost referenced carbs. Magnaflow 500 electric pump. Dooly Industries polished aluminum scoop. Additional Power Adder: NOS dual plate system. Single stage with 200 shot. Electronics & Ignition: MSD 6AL with 3 stage retard. 16-plug ignition system. Transmission & Driveline: Dynamic Torqueflite 747 3-speed automatic transmission with manual valve body. Dynamic 2,700 RPM stall converter. Differential: Narrowed Chrysler 8 3/4-inch rear with custom back brace & gussets. Moser 35-spline axles and Moser spool. Tires & Wheels: FRONT: 15x4 Weld Racing Alumastar wheels with 28x6.5inch Mickey Thompson Sportsman front runner tires. REAR: 15x15 Alumastar beadlocked wheels with 32x17-15 Mickey Thompson ET Street tires. Special Thanks: “Rob Harris for engine, transmission, and wiring. Ed Thompson (Thompson Machine) for the engine. Bob Meshey (Waycool Rod Shop) for chassis, paint and everything else. Rob Harris and Family, John and Robin Lowe, Janet and Tara Howell for being understanding for “this call to the wind.” -Daniel Howell.


april 2019 | RPM Magazine

PACHYDERM POWER The elder Howell always dreamed of having a dual-plug Hemi under the hood, and his dreams came true in 2008 when Ed Thompson and Rob Harris from Thompson Machine helped him put together this 900+ horse beast. A Dyers 6-71 blower is further complemented by a dual NOS plate nitrous setup should the need arise.

www.rpmmag.com | april 2019


and rods with blower-friendly 9:1 compression Ross Pistons. A custom grind Racer Brown solid roller cam was selected and partnered with COMP Endure X solid roller lifters. The Dart 960 dual plug aluminum heads add a fuel funny car feel, and the 6-71 Dyers huffer was retained from the previous powerplant. Topping it off with a pair of boost-referenced Pro Systems 950 cfm carbs and a pair of 200-shot NOS


plates, the combo is good for an easy 900 horses without the juice. Spent gases are cleanly routed out via a custom 4-inch exhaust. MagnaFlow mufflers help fight off the noise ordinance citations, while a pair of custom fabricated and TTI Coated 2 1/8-inch headers built from components from Mandrel Bend Solutions scavenge the fumes from the cylinders. Backing the mighty pachyderm is a Dynamic Industries

Torqueflite 747 3-speed automatic trans with manual valve body. A Dynamic 2,700 rpm stall converter and SFI-rated flexplate keep things streetable and safe, and a custom chromoly driveshaft sends the power rearward. Rolling stock consists of a matched set of Alumastar wheels, with 15x4s rolling on Mickey Thompson Sportsman fronts fore and monstrous 15x15 beadlocked hoops rolling on 32x17.5 MT

april 2019 | RPM Magazine

FAMILY TIES Rick wanted his pro street ride to be something the whole family could enjoy, so he insisted on a full back seat. Bob Meshey was able to pull it off flawlessly, even with a funny car cage.


www.rpmmag.com | april 2019


ET Streets aft. The interior of the car is a cool mix of classic musclecar and modern pro street. A full complement of factory Plymouth seats were expertly re-stitched by DMA Upholstery, and facto-


april 2019 | RPM Magazine

ry replacement doorpanels, headliner, and carpet were retained. It’s not all stock, though. Upgrades include a Grant custom steering wheel, a full complement of Sport Comp gauges, RCI 3-inch harnesses, and

a Hurst QuarterStick shifter. The finished car has run a best of 9.50 at 143 mph in full street trim. Sadly, just two short years after adding the Hemi and “finishing” the






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RADICAL LEGACY car (“It will never really be finished,” says Daniel), Rick passed away in January 2013. Daniel was just 13. “As a family, we decided to take the car to Ocean City for the show,” Daniel said. Daniel’s uncle, Rob Harris, drove the car down and the Roadrunner cruised in Rick’s honor. Two years

later, Daniel started driving the car at the age of 15 with his learner’s permit and now at just 19 he takes the car to several shows each summer and cruises every chance he gets…just the way Rick would have wanted it. “People tell me they’re glad it stayed in the family

Pro and how my dad would be proud of the way I keep the car out there and tell its story,” Daniel added. We here at RPM couldn’t agree more, Daniel.

ALL THE GOODS Wild paint, fabricated aluminum spoiler, chromoly wheelie bars, a drag chute, massive Mickeys, and a blown Hemi...this Mopar has it all!

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april 2019 | RPM Magazine

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april 2019 | RPM Magazine

story by

Toby Brooks


o the uninitiated, Samson is a Biblical figure detailed in the Old Testament book of Judges. Renowned for his incredible strength, Samson’s legend grew from his youth as he performed super-

photos by

Stacee Kenington-Richards

human feats like slaying a lion with his bare hands and defeating an entire army singlehandedly with nothing more than the jawbone of a donkey. However, Samson had a secret weakness: his incredible strength could be

taken from him if his hair was cut. And try as he might to protect that secret, eventually the truth spilled out when Samson was betrayed by his main squeeze, the beautiful but wicked Delilah. So what on earth does a familiar story about a Nazarite in

www.rpmmag.com | april 2019


SAMPSONS’... the Bible have to do with the incredible big-tire Camaro from Ontario you see here? Well, just like Samson, it’s owners—brothers Phil and Eric Sampson—have a weakness of their own. Namely, they like to go fast. But in their case, it isn’t a fast woman but rather a beautiful but wicked fast Chevy that’s to blame. Longtime racers in the bracket and Sportsman world with their father, the late Bud Sampson, Phil and Eric have spent the better part of the last 20 years racing in the US and Canada. More recently, their interests have turned from

TOP SECRET The “Blue Brute” has a low-flying stance with a picture-perfect tire and wheel fitment that makes it look fast just standing still. But in typical grudge fashion, the Sampson brothers aren’t telling what kind of ETs it can crack off.

the traditional prepped track and timed affairs to N/T grudge-style events. Their competitive nature led to the construction and campaigning of this 1968 Camaro, nicknamed “The Blue Brute.” A quick glance at the car is all it takes to see it means business with a pair of massive biscuits hunkered beneath the quarter panels out back. They reside there thanks to a mild steel full tube chassis that suspends a narrowed 9-inch housing on a custom 4-link setup. The differential was equipped




Beat the Heat Before It Beats You! What kind of problems are created by engine heat? When engines create power, they also create heat. Underhood components such as wiring, cables, lines and hoses are susceptible to the harmful and damaging effects of heat that can break down mechanisms prematurely. And it’s not just heat. Moisture, oil, dirt, road and track grime are other environmental factors that can cause damage.

any vehicle. This protection is a relatively inexpensive preventive measure compared to the parts and labor costs of replacement. It can be as simple as covering the hose or line with products specifically designed to protect them from the heat and other damage.

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Protecting a vehicle’s electrical wiring, coolant hoses and other lines is vital to the overall performance and operation of

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april 2019 | RPM Magazine

With so many different components doing different things, how do I know which sleeve to use?

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flexibility, different temperature ratings and are light weight. Protection for spark plug wires to prevent burning and cracking Installation is easy with What kind of DEI products sleeving that simply wraps around wiring, would you recommend? secures with hook and loop closure or Choose from the popular selling DEI Heat slides over. Sheath™, the highly abrasion-resistant EXO™ How do they work? Series Sleeve with its stainless-steel outer Utilizing different types of braided glass covering, the new Vapor Block™ fuel line and basalt base material, the various styles sleeve or the extremely light-weight, racing of DEI sleeves/shrouds protect components application, Ultra 47™ Sheath. such as wiring, cables, hoses, fuel/oil/brake/ DEI has the correct wire, cable, hose and transmission lines-even speedometer cables. line solution to protect you from potential They work by reflecting heat away or insuunder-hood, heat-related problems later, lating from heat, in turn, protecting critical when you least expect them. components from thermal damage. Depending on your needs, some sleeves can protect up to 1800°F direct heat and 2500°F radiant. These coverings also protect from cold, moisture, oil, dirt, road and track grime.

www.rpmmag.com | april 2019


BLUE BY YOU The slick Viper Blue paint is accented by a simple but effective white RS nose stripe. The car retains functional hideaway headlights, too.



april 2019 | RPM Magazine



with 4.30 Pro gears and street-friendly posi along with 40-spline Strange axles and a Strange aluminum center section before being mounted into position. Up front, a pair of Strange struts smooth the bumps and an 8.50cert full cage stiffens the chassis and protects occupants in the event of the unthinkable.

Tires and wheels for the Chevy consist of skinny polished Billet Specialties Street Lites with front runner tires on the spindles up front and ginormous Pro Star wheels with Hoosier slicks out back. A quartet of Wilwood discs provide the stopping power and they are assisted by a single Stroud chute out

back deployed as necessary. The striking Viper Blue paint with pearl white RS nose stripe certainly demands your attention and compliments the polished wheels nicely. Paint and prep were handled by Richard Hilton of Rich’s Refinishing. Body mods are minimal but effective, with only a pin-on

Jeff Kline photos

www.rpmmag.com | april 2019


SAMPSONS’... Harwood 6-inch outlaw cowl fiberglass hood and stretched rear wheel openings deviating from stock. The clean, spoiler-free rear decklid is unique, as well. Much of the original bodywork and trim remains, including factory steel roof and quarters, factory glass, factory hideaway headlights, and even factory

chrome steel bumpers. Since the 3,200-pound Camaro is still treated to street duty, it also retains such necessities as a working horn, emergency brake, turn signals, marker lights, and a full exhaust. While the car’s sinister stance, steamroller rear meats, and massive cowl hood all suggest it has some serious

BOTTLE FED BRUTE The Camaro sports a 632 cubic inch monster that is further encouraged thanks to two stages of NOS nitrous...a first via a port kit and a second via a plate system mounted beneath the 1250 cfm Gary Williams Dominator.


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april 2019 | RPM Magazine

PHIL & ERIC SAMPSON’S N/T 1968 CHEVY CAMARO Chassis Type & Mods: Full mild steel tube chassis with 8.50 cert cage. Suspension: FRONT: Strange struts with Strange rack and pinion steering and Wilwood disc brakes. REAR: Custom 4-link suspension with Wilwood disc brakes. Body & Paint: Painted and prepped by Richard Hilton from Rich’s Refinishing. Steel roof & quarters, factory glass, factory steel bumpers, and factory hideaway headlights. Harwood 6-inch fiberglass cowl hood. Dodge Viper Blue basecoat/clearcoat paint with pearl white RS nose stripe. Engine: Pump gas 632 big block Chevy with Callies Dragon Slayer crankshaft, GRP aluminum rods, and Diamond pistons. Custom ground billet roller camshaft. Big Chief aluminum cylinder heads with and Jesel shaft rockers. Induction & Fuel Delivery: Edelbrock aluminum intake with 1250 cfm Gary Williams Dominator carb. Power Adder: Two-stage NOS nitrous system with wet port and plate kits. Electronics & Ignition: MSD Digital7 ignition system. Transmission & Driveline: Manually shifted Hutch 3-speed GM Turbo 400 with trans brake. Differential: Narrowed Ford 9-inch rearend with Strange 40-spline axles and Strange aluminum center section. 4.30 Pro gear posi. Tires & Wheels: FRONT: 15x4 Billet Specialties Street Lite wheels with 28x6.5-inch Mickey Thompson Sportsman front runner tires. REAR: 15x15 Weld Racing Pro Star wheels with 33x17-15 rear slicks Best Performance: “No time car. If you think you’re faster, show us some money.” Special Thanks: Jessica & Lucas Sampson (Phil’s family), Danielle & Talon Sampson (Eric’s family), Ryan Kelly and family, and the boys from Cheapside Automotive.


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www.rpmmag.com | april 2019


...DELILAH speed potential, any doubts about that idea are laid to rest by the 1250 Gary Williams Dominator carb peeking through the high-rise hood. A 632-cube Chevy rat motor lurks beneath, with bulletproof internals from Callies (Dragon Slayer crank), GRP (aluminum connecting rods) and Diamond (pistons) spinning inside. An Edelbrock aluminum intake rounds out the simple but effective induction system. Tim Lewis photos


A custom-grind billet solid roller camshaft was selected, and a pair of Big Chief aluminum heads were fit with Jesel shaft rockers. Ignition duties are handled via an MSD Digital7 box, and should the need arise, a two-stage NOS (both a port and a plate kit) nitrous system is also on hand to make things even more interesting. Backing the mighty mill is a manually shifted Hutch 3-speed Turbo

april 2019 | RPM Magazine

SEAT BELTS FASTENED FOR LAUNCH... No DVD navigation here. Instead, the Camaro’s cockpit is minimalistic and functional. A pair of lightweight racing buckets with 3-inch Impact harnesses and a mild steel cage help ensure occupants are safe when the loud pedal is smashed.

www.rpmmag.com | april 2019



april 2019 | RPM Magazine

SAMPSONS’... FAMILY AFFAIR Phil, Jessica, and Luke enjoying that grudge life in the Blue Brute.

400 transmission with trans brake. Shifting chores are handled via a B&M Magnum Grip Pro Bandit billet shifter. Elsewhere in the interior, the blue 12-point cage snakes in and around most of the original factory pieces, including

dash, door panels, headliner, and carpet. A full complement of gauges help keep tabs on things, and a custom Grant steering wheel enhances the overall driving experience. Although admittedly only stumbling onto the

world of grudge racing just two short years ago, the Brothers Sampson are now heavily involved in the Ontario Street Outlaws scene and also running Ian Hill’s Ontario Grudge Wars events. It has

BUMP IT OVER, BRO Sampson brothers Eric (left) and Phil (right) share tuning duties on the Camaro.

www.rpmmag.com | april 2019


...DELILAH been a natural extension of the twoplus decades of bracket racing experience they enjoyed with their dad before his passing. “So many life lessons have been learned from our childhoods growing up at the local tracks,” Paul said. Eric echoed those sentiments. “It’s like a community,” he added. “When we line up at the starting line, we’re prepared to


do battle— but if anyone needs help elsewhere, those people and we will be there,” he agreed. Future plans include some serious suspension and engine upgrades in the hopes that the Blue Brute will be even more of a force to be reckoned with for the 2019 season. So competitors beware: with a name like Sampson, you better expect these brothers to come out strong!

april 2019 | RPM Magazine

MOTLEY CREW (L to R): Uncle Rob, Talon, Eric, Danielle, Jessica, Lucas, Phil, Trysta, and Ryan.

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www.rpmmag.com | april 2019




story and photos by


here was a time not too long ago when gearheads gathered in a garage and wrenched together, putting a friend’s car


back together. Soon after completing the necessary repair, they went looking for someone to race. Popular hunting spots for potential races were the large parking lots of places like McDonalds, Burger King,

april 2019 | RPM Magazine

ice cream parlors, malls, and movie theaters. Once the gearheads arrived at the hunting spot, they would disperse amongst the crowd looking for prey—or in this case, someone to race. It usually

didn’t take long to find someone willing to test their wrenching skills and agree to a race. Negotiations were conducted in a friendly and civil manner without disrespect or profanity.

With negotiations complete, a handshake sealed the deal. Everyone in the parking lot drove to the designated racing spot with the exception of the two racers. They stayed behind and gave the crowd time to

1: Like I wrote about last month, the power of a handshake is what binds your word. If the handshake has evolved into a fist bump, then I say let it hold the same meaning.


2: Cell phones have enabled people to become cyber heroes by saying whatever comes to their mind. Face-to-face contact in the real world has consequences that accompany an unfiltered tongue. Put down your phone and pick up a wrench. The time you waste in cyber world could have been spent making your car faster—or better yet—actually building one.


3 3: Whether the outcome is win or lose, let the words “ladies and gentlemen” remind you of how to act. clear a road, set up a start and finish line with car lights, and post a lookout at every nearby intersection. The racers got a heads up when the coast was clear with a coded message on the CB radio. Yes, my friends,

this was before cell phones, pagers, Instagram, YouTube, and cyber heroes. The race would go down and the two drivers would continue down the road after the finish line to another meeting

www.rpmmag.com | april 2019


SHOP TALK spot. When all of the races were done for the evening, the crowd met up with the racers at the new spot. What happens next is behavior I wish we could bring back to the streets today. Whether you won or lost your race, you handled yourself like a true lady or gentleman. I use the words “lady” and “gentleman” because both are so grossly misused and forgotten about today. Imagine for a moment that everyone simply gathered and talked about the races and each other’s cars. Only once, in my experience, did the night go south and turn into a full-blown fist fight (and I’d like to add it was not about a race, it actually was over a girl). Today, the profanity and disrespectful talking begins way before the handshake seals the deal. It begins with the trash talking on social media. Cyber heroes flex their keyboard muscles way before the race even begins. God forbid someone jumps the light, or even worse yet, loses a race. Then things can go from verbally disrespectful to physically violent in a hurry. Fellow gearheads… this is a distress signal! Stop for a minute and think about your actions. Put down the profanity and open up a thesaurus to learn some new words. If the word FAST or


4 AWESOME need some type of further explanation, get creative and use adjectives such as “very” or “insanely” instead of the F-bomb. Just the other day, I wanted to show my daughter a race I found on Instagram but could not share it with her because the profanity of the crew was so over the top. The poor racer was still in his car and the people he had filming the race completely ruined any chance of him looking like a gentleman or positively inspiring a new generation of racers. I’m so happy that there has been a resurgence in drag racing. There is a new generation of our youth that are going to experience the simple fun of this great sport. Unfortunately, they are being mentored (by those who have lost their way) that you have to be disrespectful and violent to be a part of it. My daughter actually asked me the other day how I was able to tolerate the bad language and poor behavior at the races. I told her it’s a shame, but in order for me to continue my passion for racing—street racing in particular—I have to tune it out and just listen to the sound of angry pistons making sweet music. After all, isn’t that what really matters? To further fuel my disgust, there are more

april 2019 | RPM Magazine

4. It may not be the big bat signal that shines on a cloudy sky, but this distress signal is extremely powerful. Help me bring back the meaning behind the words on this sign.

5: There was a time when these words mattered. Now you are considered a gentleman if you honored your bet but acted like a fool screaming obscenities at the finish line. We’d all do well to always remember that someone is watching (and potentially recording in this mobile-device era) and strive to try to bring class and decorum back to the world.


6 6: I never understood the reason for foul language. Is it supposed to intimidate someone? Is it supposed to make you look tough? I think it simply shows a lack of class and vocabulary skills. Always remember that you have the freedom of speech to use whatever language you wish in public. While I am grateful to those who have fought for us to use that very freedom, I ask you to remember that someone’s child is listening.


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SHOP TALK and more reports of theft in the pits. We are forced to either leave a crew member at the hauler or lock everything up. So, adding to the distress signal a plea that everyone keeps an eye on their neighbor’s pit, even if they’re your competitor. Also keep the profanity down, whenever or wherever there are children present, or better yet, eliminate it completely. I try my

best to do my part and make our world better one burnout at a time. I also do my best to be a positive and supportive member of our gearhead community. Maybe, just maybe, if we all unite, we can class up our sport and restore the true meaning of the lost words, ladies and gentlemen. Until next time – keep wrenching!

7 7: You have all heard the old saying that “respect is not bought, it is earned.” Respect also implies that others may be offended. It implies that there are times when you may have to filter your speech, actions, and habits in order to “respect” someone else’s.


8: Take the high road and like the country song says, “always be humble and kind.” 9: The future gearhead generation is watching all of us very closely. They only know what they hear, what they see, and what they are taught. To all of my ladies and gentlemen out there, always remember that “class is in session."




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april 2019 | RPM Magazine

www.rpmmag.com | april 2019



es. And Yes. In case you were wondering, we went ahead and decided to answer your questions before you even asked them for this feature. We


guessed they went something like this: “Is that a street rod? In RPM? Well is it fast?� As you probably know, around these parts we tend to be partial to muscle car-era and newer

april 2019 | RPM Magazine

domestic doorslammers with serious power. While we feature the occasional beauty queen and periodically bring you all-out drag cars, the vast majority of the rides that make our pages are street/

story by

Toby Brooks

photos by

Matt Trombley

www.rpmmag.com | april 2019



april 2019 | RPM Magazine


METAL ART You’d almost expect the 1930 Ford body to be a fiberglass re-pop...but you’d be wrong. It’s all metal! Dennis handled the fabrication and prep himself along with a host of other aspects of the build, including the cool zoomie headers.

strip combos that look the part but can back it up with impressive on-track (or on-street) performance. That said, what in the world is a hot rodded 1930 Model A Ford doing here? The short answer is that it belongs. And while no, RPM isn’t traditionally the go-to book for the old school rod crowd, you’ve got to admit that this particular variation on the theme just has that “ready-to-rip-yourface-off-nasty” vibe from the tip top of its chopped lid all the way down to its polished dropped straight axle. The car is the creation of Manchester, Pennsylvania’s Dave “Double D” Dennis whose primary objective was to build a wild rod that could

beat the pants off the lawn chair-packing cloth-diaper polishing crowd at the local rod run before heading to the track and cracking off easy 8s. Dave purchased the car from his dad, Darl “Smoke” Dennis in 1989. I bought the car and we raced it in black primer with a 327 for a while, but around 2000 I tore it down for a full rebuild,” Dave said. The first step was to construct a full custom boxed tube chassis from the firewall back. To give the car a timeless low-slung “ready to pounce” stance, Dennis Z’d the frame rails six inches. Up front, a hot rod staple straight axle in the form of a Super Bell 4-inch dropped polished aluminum unit was employed

www.rpmmag.com | april 2019


JUST THE FACTS along with chromed transverse leaf springs and a chromed 4-link. Strange billet caliper brakes provide the stopping power, while a pair of Afco double-adjustable shocks smoothe the bumps. Meanwhile, out back, the hardware looks more drag race standard than street rod, where a fabricated chromoly 9-inch housing has been equipped with a Strange aluminum center section, Strange 35-spline axles, and Strange disc brakes. The unit is hung by a pair of custom ladder bars and a track locator and smoothed by a pair of Koni shocks. Rolling stock consists of an iconic mismatched front and rear wheels and tires. A pair of polished spindle-mount gasser-style wheels spin up front, while 15x12 polished Halibrand-style hoops glisten out back. The pizza cutter fronts have been shod with super-skinny Avon motorcycle tires, while the rears

LOW LID Despite the beefy 315 radials out back, the coupe is still crazy slammed. The sidewalls are over halfway to the 48-inch roof height!


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april 2019 | RPM Magazine

Clevite® engine bearings have a precision wall tolerance of +/- .00015“ with strong, extra thin overlays to withstand high loading

DAVE DENNIS’ 1930 FORD MODEL A STREET ROD (?) Chassis Type & Mods: Custom box tube chassis from firewall back. Frame has been Z’d and the body channeled over the frame 4 inches. Chromoly cage. Suspension and Brakes: FRONT: Super Bell aluminum 4-inch dropped straight axle with transverse leaf springs, chrome 4-link, Afco doubleadjustable shocks, and Strange disc brakes. REAR: Custom ladder bar suspension with Koni shocks and Strange disc brakes. Body & Paint: All steel body (no fiberglass parts at all) with 6-inch chopped top, 4-inch channel, and 6-inch Z’d chassis, lowering everything to maximum height of 48 inches. Suicide doors. Custom mix metallic blue basecoat/clearcoat paint. Engine: 410 ci small block Chevy built by Andy Jensen. Bored cast iron 4-bolt main block. Callies lightweight crank with Oliver H-beam rods and JE 11.3:1 compression pistons. Lunati solid roller cam. Brodix 18-degree aluminum cylinder heads. Induction & Fuel Delivery: Brodix aluminum intake with Pro System 1100 cfm Dominator carb. Power Adder: Induction Solutions plate nitrous system with 200 or 300 hp shot. Electronics & Ignition: MSD 6Plus box running through a Vertex magneto that has been converted to a distributor. Transmission & Driveline: Powerglide automatic transmission with trans brake and 8-inch C2 torque converter. Differential: Undercover fabricated chromoly sheetmetal 9-inch housing with Strange aluminum third member and Strange 35-spline axles. Tires & Wheels: FRONT: 15x3 polished aluminum spindle-mount gasser wheels with Avon 120/70-15 cycle tires. REAR: 15x12 polished aluminum Halibrand-style wheels with 315/60-15 Mickey Thompson ET Street tires. Best Performance: 8.24 @165 mph with 200-shot jets. “Plan on putting in the 300 jets to go in the sevens this year.”

Matt Trombley photos

www.rpmmag.com | april 2019



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





刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

april 2019 | RPM Magazine

RODSTYLE Suicide doors, ditched fenders, and a polished dropped straight axle with spindle-mount skinnies all scream classic hot rod. Meanwhile, the warmed-over small block provides plenty of oomph to propel the lightweight to low 8s in the quarter. Dennis hopes that with some toying to the nitrous jetting that he can push that down into the high 7s this season. consist of Mickey Thompson 315 ET Street radials for that perfect big-n-little look. Power for the little Ford comes from a well-built 410 ci small block Chevy that was pieced together by Andy Jensen, yes, that Andy Jensen. First, a bored 4-bolt main block was fit with a Callies lightweight crank, Oliver H-beam rods, and JE 11.3:1 compression pistons. The pleasing lope is provided by a Lunati solid roller camshaft, and the high flowing Brodix 18-degree aluminum heads have been fit with a cool pair of owner-fabbed ceramic coated zoomie headers.

www.rpmmag.com | april 2019


JUST THE FACTS Induction consists of a polished aluminum Brodix intake with a Pro Systems 1100 cfm Dominator-style carb fed by a billet mechanical fuel pump. A fabricated and polished surfer scoop adds form and function, and the blingy finish coordinates well


with other polished aluminum pieces including a Mezeire electric water pump, fabricated valve covers, and a v-belt pulley system. Like much of the rest of the build, Dennis handled all the polishing work himself, too. continued on page 80

april 2019 | RPM Magazine

The latest technology for your Big Block Chevy 3D milling

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Wrist Pins • High quality 2.500'' pin further reduces reciprocating weight • Carbon steel wire locks included

7 1 4 - 8 9 8 - 9 7 6 3 • i n f o @ j e p i s t o n s . c o m • w wwww.rpmmag.com w. j e p i s t o n s . |c april o m 2019 53

story by

photos by

Toby B rooks Tia E lizabeth 54

april2019 | RPM Magazine

www.rpmmag.com | april2019




f you are a child of the ’80s, you watched no shortage of iconic teen movies that depicted geeks, jocks, bullies, and dweebs in various states of social angst. One of the most popular of the bunch was undoubtedly The


Karate Kid. California newcomer and Jersey transplant Daniel LaRusso decides to try to steal the girl and pick a fight with pretty boy Johnny Lawrence. Except Daniel doesn’t know the whole story. Johnny is a Cobra Kai. The most feared

april2019 | RPM Magazine

teenagers in all the Valley, the Cobra Kai are known for being a particularly ruthless bunch of dirt bike-riding, weed-smoking badasses. Their somewhat deranged but highly decorated US Army vet sensei John Kreese is incessant in drilling his personal credo into

his charges: Strike first. Strike hard. Show no mercy. His whole dojo feng shui made the choice of the fearsome cobra a particularly fitting selection. A bite from any snake is stuff of nightmares, but the thought of being struck by a cobra is enough to keep

you up for a few days at a time. The thing is, cobras don’t just hurt you with their fangs. They poison you with their venom. Venom itself is a peculiar substance. A modified form of saliva, snake venom contains a collection of toxins that can render

a victim immobilized, in searing pain, or even dead. For Dave Jackson and his Cobra Jet-styled “VENOM” 1968 Ford Mustang, the name is an apt title for a ride many competitors in the popular Ontario Street Outlaws would probably prefer to avoid—just like a

snake bite—if at all possible. The car was originally owned and raced by Jackson’s friend Larry Williams of Williams Racing. While campaigning a 1979 Ford Faimont of his own, Jackson had what he will only vaguely detail as a

“bad day”—as in a pile-of-engine-shrapnel-and-other-assorted-powertrain-carnage kind of bad day. As friends do, Williams was quick to offer Jackson a hand—not to mention use of the engine from his trashed 1968 Mustang. The car had

been badly damaged in an accident and while it was in no condition to race, the engine was still plenty good. After considering it briefly, Jackson thought better of it, guessing the potent big block Ford would most likely be

more power than his flexy Fairmont could handle. “I knew that the motor would be way too much for my car, so instead of swapping his engine into my Fairmont, we opted


The ’Stang sits just right and is complemented by a modern Cobra Jet graphics package recreated by Dan Damore of EMA Graphics. Clearshot Customs handled the paint.

www.rpmmag.com | april2019


to just trade cars,” Jackson recounted. After more hours than he can recall and more receipts than he’s willing to add up, the Mustang was finally back out on the track looking like a champ. The classic Ford’s chassis consists of a full tube chromoly skeleton with a 7.50 certed cage. Front suspension on the car consists of

a Mustang II independent upper and lower control arm setup with double-adjustable coilovers. Out back, a Ford 9-inch housing with Mark Williams internals has been set up with a pair of ladder bars, a track locator, and Strange double-adjustable coilovers, too. Custom fabricated wheelie bars


800.264.9472 • DesignEngineering.com


april2019 | RPM Magazine




The Mustang was built with craftsmanship and attention to detail in mind. The end result is a wicked-fast car with show car good looks.


In the rear, the car sports a fabricated rear wing, long dual chromoly wheelie bars, and a single Stroud drag ’chute. The 315/60-15 Mickey Thompson ET Drag tires fill the wheel openings nicely while keeping the rotating mass down compared to bigger meats.

www.rpmmag.com | april2019



april2019 | RPM Magazine



The center grille opening is usually a dead giveaway for a big turbski mounted front and center, but not on this ride. The Lexan scoop tells the real story: this Ford is naturally-aspirated.

help keep things shiny side up on any of the car’s typical wheels-up launches. Braking duties have been entrusted

to a quartet of Aerospace Components disc binders, while polished aluminum Weld wheels have been shod with Mo-

roso tires up front and MT skins out back. Paint and body were in dire need of repair, and Jackson

www.rpmmag.com | april2019


SNAKE BITTEN saw to it that the pony car’s biggest weakness could be massaged into a legitimate strength. The mostly fiberglass shell (only steel quarters and roof remain) was initially prepped by the owner with assistance of brother Mike Jackson, while pal Lloyd Baker pitched in on the final blocking. Friend of RPM Clearshot Customs’ Clint Lucier laid down the slippery red hue in basecoat/clearcoat paint, while Dan Damore of EMA Graphics handled the modern-twist Cobra Jet-style graphics down the flanks and Blake G. Farnan photo

JULY 20-21, 2019



ontariogrudgewars.com • facebook.com/ontariogrudgewars



april2019 | RPM Magazine



Jackson has been flogging the Stang hard at the track for a while, but the addition of paint and graphics has upped the cool factor even more than when it was just in primer.



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This all aluminum 598 ci big block Ford was built for fightin’. Devoid of any power adders, it relies on big cubic inches, high compression, and plenty of fuel to make gobs of horsepower.

elsewhere on the body. It’s one thing to look like a vicious serpent, but it is quite another to strike like one. Proving that this Cobra isn’t all hiss and no fangs, power comes in gobs thanks to the spacious all aluminum 598 ci big block Ford that lurks beneath the pin-on

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april2019 | RPM Magazine

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DAVE JACKSON’S 1968 FORD MUSTANG Chassis Type & Mods: Full chromoly tube chassis with 7.50 certified cage. Suspension & Brakes: FRONT: Mustang II independent front suspension with Strange double-adjustable coilovers and Aerospace Components disc brakes. REAR: Ladder bar setup with Strange doubleadjustable coilovers and Aerospace Components disc brakes. Body & Paint: All fiberglass except steel quarters and roof. Custom fabricated rear wing. Lightweight Lexan glass. Prepped by owner along with help from Mike Jackson and Lloyd Baker. Bright red basecoat/ clearcoat paint by Clint Lucier of Clearshot Customs with graphics by Dan Damore from EMA Graphics. Engine: All aluminum 598 ci big block Ford. Bryant crank with Oliver connecting rods and Diamond 15:1 compression pistons. COMP Cams solid roller cam with roller bearings and Crower 0.904 lifters. Kaase high volume oil pump with custom pan. A460 Trick Flow heads with WW Engineering shaft rocker arms. Induction & Fuel Delivery: Trick Flow Mafia aluminum intake with 1450 cfm Quick Fuel Dominator carb. Electronics & Ignition: MSD Digital7 programmable ignition system with MSD crank trigger, distributor, and HVC-2 coil. Transmission & Driveline: Reid Powerglide transmission with TCI 5,200 rpm stall converter. Differential: Ford 9-inch rearend with Mark Williams internals. Tires & Wheels: FRONT: 15x4 Weld Racing Pro Star wheels with 26x6.5inch Moroso front runner tires. REAR: 15x12 Weld Racing Pro Star wheels with 315/60-15 MT ET drag slicks. Special Thanks: Mike Jackson (body work), Lloyd Baker (final sanding, prep work, crew member/track support), Tyler Stonham (crew member/ track assistance), Chris Dawson (crew member/track assistance), Larry Williams (assisted with setting up the car as well as track/tech support), Doug Townsley (tech support), Clint Lucier (Clearshot Customs, paint), Dan Damore (EMA Graphics, made graphics for the car).

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april2019 | RPM Magazine

fiberglass Sunoco-style hood. Rotating assembly consists of a Bryant crank with Oliver rods and high compression (15:1) Diamond

Racing pistons. Trick Flow A460 heads have been equipped with WW Engineering shaft-mount rockers. Exhaust duties are entrust-

ed to a pair of custom fabricated headers, while the all MSD ignition system keeps the candles lit. Induction chores are handled by a Trick

IT’S WHAT’S INSIDE THAT COUNTS... A single drag bucket provides seating for one in the mostly aluminum cockpit. In addition to clean tinwork, there’s an on-board fire suppression system and a full moly cage to keep Dave safe and not on fire.


continued on page 76

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Page 68


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Race Orgs, Tracks & Events

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Page 75

Strangeeng.net 847.663.1701 Don’t Just Race


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april2019 | RPM Magazine


VENOM relies on a ladder bar setup with Strange double-adjustable shocks out back and a custom fabricated Mustang II setup with another pair of Strange shocks up front. Aerospace disc binders on each corner manage the stopping chores.

Flow Mafia highrise intake with a free flowing 1450 cfm Quick Fuel carb. No turbos. No blowers. No nitrous. No problem. The interior of the car is clean and functional with the moly funny car-style cage taking center stage amongst the well-fit aluminum tinwork. A quick-release Grant steering wheel resides just in front of a custom lightweight fiberglass

dash that has been plugged full of AutoMeter gauges. A black anodized TCI billet shifter provides function with style, and an Innovative data logger helps Jackson and his crew tweak the car for optimum performance. Added protection is provided via a Safecraft on-board fire suppression system along with 3-inch lap belt/shoulder harness and a nylon window net.

www.rpmmag.com | april2019


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SNAKE BITTEN “When I was young, my older brother Mike and I always owned fast cars, and I grew up with an appreciation and love for them because of his influence,” Dave said. Most recently, that’s been in VENOM, and the younger Jackson is thrilled with the result. You can find Jackson and VENOM racing in grudge and no-time events around Ontario, but admittedly Jackson participates for the racing part of the action. “I’m not much into the drama and conflict that sometimes goes along with this type of racing,” he added.


“Sure it gets competitive, but that’s what racing is all about, personally I just wanna race and have some fun.” “The second time driving the car I was at Toronto Motorsports Park,” he recalled. “I released the transbrake and the car came straight up in the air for about 90 feet! What a ride! And I still won the race!” he said with a hearty laugh. From the sounds of it, Jackson’s Ford strikes first, strikes hard, and shows no mercy—leading us at RPM to offer up just one piece of advice: Sweep the leg, Dave.

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The nitrous-assisted 410 ci small block Chevy doesn’t make four-digit horsepower, but in a package this light, it doesn’t need to. It’s still plenty of power to propel the car to nearly 170 mph in the quarter.

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april 2019 | RPM Magazine

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Body and paint on the build are impressive until you consider the fact that each and every piece is handcrafted steel and fiberglass free— at which point they become absolutely stunning. The factory fenders have long since been ditched for a roddier look, and Dennis completed oodles of body mods himself in prepping the car for color. The top was

treated to a 6-inch chop and the body was channeled 4-inches for a slammed stance (the highest point on the car is just a mere 48-inches from the floor!). Elsewhere, a smoothed firewall, custom flushed taillights, and a frenched rear license plate mount round out the more notable custom touches. With hundreds of hours of metalwork

www.rpmmag.com | april 2019




april 2019 | RPM Magazine


Luxurious tan leather covers most of the interior, and the color-matched roll cage nearly disappears in the well-executed cockpit. Blue RaceQuip harnesses add safety and style.

complete, East Coast Muscle Cars was entrusted to apply gallons of custom mixed metallic “DD Blue” basecoat/ clearcoat paint. Body color has also found its way onto the undercarriage, engine block, and various other pieces. Most everything on the car is either paint,

polished, or plated. If the front suspension says hot rod, the powertrain says muscle car, and the bodywork says custom, the interior of the genre-bending build says street rod. Luxurious tan leather covers most surfaces with an occasional splash of billet like a

www.rpmmag.com | april 2019


JUST THE FACTS Hurst shifter or a Budnik split-grip wheel add visual interest. A pair of blue 3-inch RaceQuip harnesses drape the fully upholstered racing buckets, while the dash has been plugged full of a sextet of Pro-Comp gauges. The well-executed cage has been tucked away tightly and painted a matching tan, virtually disappearing to all but the most keen eye. Dennis admits that the build took longer than expected, but he’s thrilled with the end result. One look and we think you’ll agree, too. You just might not know what to call it. Hot rod? Street machine? Street rod? Street/ strip? In a word, yes.

www.rpmmag.com | april 2019


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april 2019 | RPM Magazine

story by

James Williams photos by

Matt Trombley


t was love at first sight. The year was 1990, and at the tender age of just 14, young Richie Stine was smitten—but despite the copious amounts of

growth hormone and testosterone likely surging through his teenage veins, it wasn’t by a girl. It was a rougharound-the-edges, 307-powered, gray primered 1972 Chevelle.

“It was just sitting down at a local car dealership, and I think a lady that worked there had been driving it,” Stine recalled. After flagging her down as she drove it home, Stine (and

his dad) looked it over thoroughly then returned to the lot the next day to purchase it for $1500. The younger Stine and his heavy Chevy have been together ever since.

“By the time I could drive, it had a built 350 with a nitrous kit, and it was the fastest car in my high school parking lot,” Stine said. And now almost 30 years later, it’s still the fastest car in most

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The Chevelle is no lightweight, but Stine makes up for the heft with plenty of Induction Solutions nitrous shoved down the throat of his 522 cubic inch all aluminum Dart Big M powerplant. The vintage NOS nitrous bottle in the trunk has been providing laughing gas to the heavy chevy for almost three decades... and has the battle scars to prove it.

parking lots. Stine hit the street racing scene hard in high school and the years beyond, steadily building his Chevelle into a more formidable contender along the way. “It was the early ’90s, so it was the era of the 5.0 Mustang,” he said. However,


thanks in part to a hidden bottle in the trunk, Stine says his classic muscle car could routinely gap the rich kids in their late model Fords. Chassis mods on the car have been kept to a minimum, with all factory mounting points retained and a

april 2019 | RPM Magazine


www.rpmmag.com | april2019




28x10.5-15 drag radials are mounted to Sander Engineering 750 series wheels out back. There’s a fair amount of them caked on the quarter panels, too.

few bolt-on parts used to enhance performance. Up front, a quartet of TRZ tubular control arms have been installed along with QA1 double adjustable shocks and aftermarket disc brakes. In back, a factory style 4-link remains, but it’s been updated with Lamb double-adjustable coilovers and another pair of disc brakes. After being routinely scolded and run out of pretty much every local track for being too fast with inadequate safety equipment, Stine

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april 2019 | RPM Magazine

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BIG MAN... RICHIE STINE’S STREET/STRIP 1972 CHEVY CHEVELLE Chassis Type & Mods: Stock suspension configuration with mild steel 10-point cage by the late Jeff Baines. Suspension & Brakes: FRONT: TRZ tubular upper and lower control arms with QA1 double adjustable shocks. Wilwood disc brakes. REAR: Factory 4-link setup with Lamb double-adjustable coilovers and Wilwood disc brakes. Body & Paint: Harwood 4-inch cowl fiberglass pin-on hood, custom fabricated front air dam, and fabricated aluminum rear deck spoiler. Prepped and painted by neighbor Kenny Beal. 1992 Camaro Dark Teal Blue Metallic with white rally stripes. Engine: All aluminum 522 short deck Dart Big M block. Scat crank and rods with Diamond pistons. .780 lift solid roller cam. Dart 320 Pro1 cylinder heads. MSD ignition with ATI balancer and flywheel. Induction & Fuel Delivery: Dart aluminum intake with sideways-mounted 1050 cfm Holley Dominator carb. Power Adder: Steve Johnson’s Induction Solutions single-stage plate nitrous kit. Electronics & Ignition: MSD 7531 ignition box. Spaghetti menders harness. AMS 2000 progressive nitrous control. Transmission & Driveline: Powerglide 2-speed automatic transmission by FB Performance Transmission. PTC converter. Differential: Ford 9-inch rearend with 4.88 gears. Tires & Wheels: FRONT: 15x4 Weld Racing V-Series wheels with 26x6.5-inch Mickey Thompson ET front tires. REAR: 15x12 Sander Engineering 750 Series wheels with 28x10.5-15 Hoosier drag radials.

finally relented. The late Jeff Baines installed a 10-point mild steel cage to stiffen the chassis, enhance occupant safety, and minimize tech inspector complaints. Body and paint was handled 25 years ago in Stine’s own garage. Next door neighbor Kenny Beal prepped and painted the car. “I tried to help, but I was 15 and probably did more harm


april 2019 | RPM Magazine

than good,” Stine said with a laugh. A 4-inch Harwood pin on hood, a fabricated steel front air dam, and an aluminum rear wing round out the body mods that preceded the application of the PPG 1992 Camaro Dark Teal Blue Metallic and the white rally stripes. The original 307 and the 350 that followed it have long since been yanked from the doghouse,


The all aluminum 522 big block is an impressive piece, but has been painted and neglected a bit to give it a tamer feel to wouldbe competitors. Stine says that the sidewaysmounted Dominator is just to draw attention away from some of the other tricks and hi-po parts that dwell below. Sorry Richie...we ruined the secret!

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548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock or 24° CNC cylinder heads mat Chevy with Edelbrock/Musi Vict r 1,550 horsepower ove in . This combination resulted Super Victor II intake manifold and 1,100 ft-lbs. of torque! Manley dual-spring valve ds feature an extra thick deck, Edelbrock/Musi Victor 24° hea ilable bare or complete. ava are y The for up to .880” lift. springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma to ts por the features a 3/4”radius in oval port cylinder heads. CNC’d for a variety of custom This manifold is suitable er, ow sep hor for modern high cylinder heads required HP. + 950 g s makin large displacment engine FOLLOW US ON:




april 2019 | RPM Magazine


where a roomy 522 ci Dart Big M short deck block now resides. The engine has a significant bracket racing history itself, but has been freshened up by Brian Roche Racing Engines over the years. A Scat crank and

rods swing Diamond pistons, while a solid roller cam commands the valvetrain. CNC ported Dart 320 Pro1 aluminum cylinder heads ensure adequate air flow in and out of the cylinders, while an MSD ignition system

lights the fires. Induction consists of a Dart aluminum intake manifold with a wonky sideways-mounted 1050 cfm Holley Dominator. “There’s no real performance reason for it—I just wanted something

www.rpmmag.com | april2019




Inside, the Chevelle won’t be contending for a Ridler award...but that’s just fine with Stine. The mild steel cage was added out of necessity as the car got progressively faster over the years. The lightweight racing buckets and Hurst shifter contrast with the remaining factory pieces.

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april 2019 | RPM Magazine

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BILLE to draw your eyes away from the other parts on the car,” Stine said. Although the block and heads are aluminum, they’ve been painted flat black for more of a sleeper look. Backing the juiced big block is a Powerglide trans with a PTC converter. Meanwhile, power is sent further rearward to a Ford 9-inch rear differen-

tial equipped with 4.88 gears. Tires and wheels are a mismatched affair, with black & machined 15x4 Weld V-Series front wheels equipped with 26x6.5-15 Mickey Thompson tires and 15x12-inch Sander Engineering 750-series wheels shod with 10.5 drag radials out back. Moving inside, that isn’t faux-tina

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www.rpmmag.com | april2019



on the cage. The interior of the car displays a lived in look befitting a car that has spent the better part


of the last three decades battling it out on the street. A pair of lightweight aluminum racing buckets have


The Ford 9-inch rearend is equipped with 4.88 gears and Moser axles but is otherwise pretty much stock. It is suspended via the factory 4-link mounting arrangement with a pair of double-adjustable Lamb coilovers. Meanwhile, the spacious trunk is home to an XS Power battery, a Jaz dragster poly fuel cell, and a 15-pound NOS nitrous bottle.

april 2019 | RPM Magazine

www.rpmmag.com | april 2019




april 2019 | RPM Magazine


been installed along with G-Force Racing harnesses. A Hurst billet pistol grip shifter and an AutoMeter three-gauge panel round out the aftermarket modifications, while a small diameter

steering wheel from a Vega GT compliments the factory dash, door panels, and carpeting well. Stine says he still drives and races the car just like he did back in high school,

And who knows…5.0 Mustangs or not, when it comes time for another class reunion, he’ll probably still be the fastest guy in the parking lot!

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


www.rpmmag.com | april2019



STRAIGHTEN story and photos by

Toby Brooks

>>We install a workspace solution 6-piece cabinet set from Trinity International



ast month we showed you our new machining station that we created out of a beautiful and durable Trinity International Industries 66-inch stainless steel rolling tool chest. After a month of using it around the shop, we can tell you with no hesitation: the chest is an incredible addition of functionality to the shop. On top of that, it looks great too. Following Trinity’s motto of “Everything In Its Place,” we had a massive pile of fasteners and other hardware that was not only junking up our space, it was hard to find stuff, too. To tackle that issue, we again turned to the folks

april 2019 | RPM Magazine

at Trinity and boy did they ever have a fix for us! Trinity has been steadily stepping up their grarage storage offerings over the years after focusing primarily on kitchen storage and tool boxes in the past. Their new garage cabinet line is versatile, durable, easy to assembly and priced affordably. Currently, their black steel line is available as a 24-inch base with butcherblock top ($199), a 24-inch wall cabinet ($129), or a massive 36-inch modular cabinet ($279). Even better, you can get a six-piece garage cabinet kit that includes two of each model for just $1299. We opted for the six-pack TLSPBK-0613 kit. Our set came shipped




to our door via truck freight. All of Trinity’s products can be ordered factory direct from their website and many are available at wholesale big box stores, too. Each cabinet was individually packaged and the sturdy boxes and excellent packaging ensured every piece arrived undamaged. Assembly was a breeze. The first cabinet we tackled—the 24-inch base cabinet—took the longest to assemble at about 30 minutes. However, after we got the hang of it, we were unwrapping them and getting them fully assembled in about 15 minutes a piece. The steel construction is a powder coated textured

black finish and screws together with supplied hardware. Base cabinets and the large modular cabinets come with adjustable feet levelers. Available storage is impressive and load ratings are excellent, with the base cabinets measuring 24x19x33 and rated for up to 200 pounds. Meanwhile, the wall cabinets measure 24x12x19 and are rated at 50 pounds and the modular pantry-style cabinets measure 36x19x37 and hold up to 300 pounds each. Each door features magnetic latches and a lock with a handy red-itis-locked/green-it-isn’t indicator. Really our only criticism is that the kit does not come keyed alike,

2 2: This pile of bolts, nuts, and other parts has become a real pain. Not only does it look terrible, it takes forever to find the part you are looking for, having to dig through tubs stacked on top of one another and boxes laying on the floor. Time to fix that!

1: Fully assembled, our Trinity International Industries sixpiece garage organized cabinet set is an impressive and functional setup. Although we didn’t quite have time to get them fully installed in the shop prior to press time, we did get them put together and we were thoroughly impressed with their quality , fit and finish.



3: Here’s how the Trinity six-piece garage cabinet set came shipped. They were actually shrink wrapped to a pallet, but we were too excited and unpacked it before we got a picture. 4: All hardware required for assembly is included. Machine screws are used to securely fasten all cabnites together, and rivnuts ensure that you don’t need anything other than a Phillips screwdriver.


5: Any cabinet that sits on the floor comes with four heavyduty nylon-tipped threaded foot levelers.


but that could be remedied easily with a call to Trinity to swap them out with a matched set. Assembly of the entire setup was complete in less than two hours. Trinity even includes spare parts so you are sure to have everything you need to put your cabinets together.

All cabinets have full backs but also include a grommeted cord management hole should you need to run wires or cords inside. The only thing we didn’t do was actually install the assembled cabinets in their final position (which will take some organizing and straightening of


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www.rpmmag.com | april 2019



6: Here the 24-inch base cabinets and the 24-inch wall cabinets have all been assembled. The base cabinets feature a 1-inch thick rubberwood butcherblock-style top that looks great and will make for a handy work surface. The Trinity logo burnished into the front left edge is a cool touch.


april 2019 | RPM Magazine


7 & 8: Each cabinet also includes an easy to adjust center shelf. Just drop each of the four stainless steel clips in place then drop the shelf into position.


our enormous pile o’ bolts), but we will get that knocked out in the next few days. Trinity even includes a handy hanging rail for the wall cabinets and mounting hardware for affixing your cabinets to the wall permanently. We couldn’t be happier with the Trinity six-piece garage cabinet kit. If you are thinking it’s time to do a little spring cleaning and

straighten up your workspace in the process, be sure to check out Trinity’s new garage cabinet line!


Trinity International Industries

www.shoptrinitii.com https://bit.ly/2MNMs8E 800.985.5506

www.rpmmag.com | april 2019





>> Checking out WIlton’s new Mechanics Pro Vice


quality vice is an absolute must in most any shop. Whether you are cutting off a bolt that’s too long, assembling an AN hose, or any of a number of other common tasks, a heady, reliable bench vice can make things easier.. With no shortage of cheap import vices on the market, selection may be at an all-time high, but quality can be suspect. When we

started looking for a new bench vice for our shop, we turned to the vice experts at Wilton. The new Wilton® Mechanics Pro Vise features an exclusive needle roller thrust bearing design that no other vise employs. What sets the design apart is its ability to deliver maximum clamping force with less operator effort. And unlike other vises, operator’s engagement is minimized when the

april 2019 | RPM Magazine

the U.S. These are not “me too” vises. Wilton’s Mechanics Pro Vises are available in five jaw sizes from 4-1/2, 5-1/2, 6-1/2, 8 and 10 in. jaw widths. What distinguishes these heavy duty vises is their premium materials, and other structurally sound intrinsic features such as an enclosed spindle, precision machined slide bar, innovative needle roller thrust bearing design, and 360º swivel

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clamping force is released. The Mechanics Pro Vise isn’t limited to professional mechanics. Its robust and durable design makes it a reliable shop choice for industrial, manufacturing, construction, and oil & gas applications as well. For 78 years, Wilton has been manufacturing vises such as the iconic Tradesman® Bullet Vise, for manufacturing facilities, as well as other industrial installations throughout




3 1: We were tired of damaging and 2: The Mechanics Pro Vice sometimes even snapping the features a unique needle roller jaws of our cheap offshore vises, thrust bearing for smooth, oneso we set out to find something hand operation without the need that would hold up to regular to crank things down excessively hardcore shop use. What we for a secure grip. Available in five found was the Wilton Mechanics sizes from a 4 1/2-inch mini model Pro Vice. We now understand that to a monstrous 10-inch version, all vises are not created equally. there’s one for every job.

3: Like they say, “the bitterness of poor quality remains long after the sweetness of low price is forgotten.” While the Wilton may not be the cheapest, its quality more than makes up for the difference. Each Mechanics Pro VIce line is constructed with an enclosed spindle and a precision machined slide bar, meaning they’ll hold up to greasy, dirty environments (like your workbench) and provide smooth, consistent operation. The design is factory lubricated and permanently enclosed, meaning it will hold up for a lifetime. Speaking of which, every Wilton vice features a lifetime warranty.

www.rpmmag.com | april 2019



base. The Wilton vises are backed by the company’s Lifetime Warranty. Shop environments can get awfully dirty with grease, oil, lubricants and other solvents. They can wreak havoc on the vises internal parts. Wilton’s enclosed spindle vise eliminates the problem, as well as corrosion and provides smooth, consistent operation. This feature extends the life of the vise by


protecting internal components. The vises are factory lubricated and permanently enclosed with lifetime lubrication for trouble-free service and operation. The stout Mechanics Pro vises are virtually indestructible with a 60,000 psi ductile iron movable jaw and base to handle stress while providing long lasting durability in the most demanding shop conditions.

april 2019 | RPM Magazine

The vises also feature an anvil with a large surface area for striking and forming tasks. The anvil

is designed to take blow after blow while forming and shaping materials.

The 360º swivel base has double lockdowns to secure the vise to a shop bench. The Wilton Mechanics Pro Vises include (4-1/2 in., model 845M); (5-1/2 in., model 855M); (6-1/2 in., model 865M); (8 in.,

model 880M) and (10 in., model 8100M) are available through a wide variety of North American distributors. The Mechanics Pro Vice from Wilton has been an excellent addition to our work bench, and we’d be willing to bet it would be a welcome addition to yours, too!

4: The precision-finished jaws provide good grip without unnecessarily harming your part’s finish.

SOURCE Wilton Tools www.wiltontools.com 800.274.6848

www.rpmmag.com | april 2019


RPM PROJECT CAR 1: Last time we updated you, we had fabricated the chromoly tube mounts for the hood but still needed to make the mounting plates from billet aluminum. No CNC? No problem...




ALTERNATE PART 48 >> Cutting custom billet aluminum pieces for our pro street project car using a router table


ast time we met in this corner of the magazine, we had at long last managed to get the tubing mounts built for the hood hinges on our pro street project Mustang. However, the mounting plates were temporary light gauge sheetmetal and we

story by

needed to build them out of 6061 billet aluminum. After getting some smaller pieces of stock from eBay, we were finally ready to wrap this long, frustrating part of the project up. The initial plan was to build the faces of the mounts from 1/4-inch stock then machine additional 1/2-inch

stock for blind mounting points (bolts from behind) before welding them together. However, since most of these mounts won’t even be seen once the underhood tinwork is complete, we opted instead to keep it simpler and just cut the 1/4-inch stock and countersink the bolts through the front.

Toby Brooks

With that in mind, the first step was to create a template from 3/4-inch medium density fiberboard (MDF). Now, if we had a CNC mill available, this would have been a great time to put it to use. With that not an option, we went to plan B: a router table. Now, we know what you

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3: Using a Jessem router table with a 1/2-inch flush trim bit along with the clear acrylic templates from eAsy Fabrication taped in place, we were able to duplicate the shape we needed in order to make a template from 3/4inch MDF.

3 2: The flimsy sheetmetal mounts we had before weren’t sturdy enough, but we liked the shape. We started by ensuring they were in proper position before marking and drilling the four mounting locations.

are thinking: routers are for wood, not aluminum. And while that’s technically true, if you take your time, cut your stock as close as possible to the finished size, and use plenty of cutting lubricant, JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

4 4: No, we aren’t building a race car out of particle board. But we ARE making a router template from wood. With the shape we want finalized, we can then easily transfer the shape over to 1/4-inch 6061 billet aluminum using our router table.

the process is actually safe and can produce a finished product that rivals that of a similar part cut on a mill. After transferring the shape we wanted to the wood and modifying it as needed,

we used a variety of clear acrylic templates from eAsy Fabrication and double sided template tape to provide a crisp, clean edge before running the wooden piece around the entire perimeter

using a 1/2-inch flush trim router bit. Our 3 hp router buzzed right through the MDF, creating a cloud of dust in the process (which is why we rolled the table outside for this portion of the project).

With the MDF template cut to shape, we checked fit on both sides to ensure all bolt locations were in the proper place. Convinced that everything was good, we were ready to make some chips.

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6 5: Using our Miller Electric Spectrum 375 X-Treme plasma cutter, we were able to rough cut the 1/4inch stock in no time at all. This could also have been done using a jigsaw, but would have taken much longer. The key is to cut as close to the shape’s outline as possible without going over. We clamped a straight edge in place as a guide just ot be safe.



april2019 | RPM Magazine

6: Finally ready to start making some chips! With the 1/4-inch billet stock rough cut to shape thanks to the plasma, we then taped it to the wooden 3/4-inch MDF template we had already made using LOTS of double-sided template tape. We then used the same tape to secure the acrylic router shield to the wooden template on top. This added step provides handles with which to maneuver the workpiece and also gives and added layer of protection against kickbacks and hot airborn aluminum chips during cutting. One key to this process is to coat the entire perimeter of the part to be cut with an industrial lubricant to help the carbide flush trim bit from clogging up with galled aluminum. We used Lenox Lube Tube that we found on eBay for about $20. 7: With the piece slowly and methodically flush trimmed around its entire edge, we ended up with a cleanly machined piece of billet that perfectly matched the shape we were after. Since the left and right pieces were mirror images, to make the other side, we simply flipped the template over and taped the other piece of stock to the flip side of the wooden template and repeated the process. The key to this process is to liberally lubricate the edge to be cut with an industrial dry lubricant to keep the flush trim bit from clogging up with galled aluminum. We found a big tube of Lenox Lube Tube online for around $20 and it worked flawlessly. With the plates flush trimmed, we then turned our attention to finishing up the mounting holes and the slots for the hinges. Using our Miller TIG


8 & 9: We pulled out the Miller Syncrowave 210 TIG welder to weld up a pair of “dog bones” for the actual hood hinge bolts. These pieces will allow the hinges to adjust front to back by sliding in slotted holes.



11 12

welder, we created a pair of “dog bones” with t-nuts and a small piece of 1/2-inch chromoly. These pieces will allow the hinges to adjust front to back for proper alignment. Then, both billet pieces were drilled for countersunk mounting bolts and hinge mount slots. Using a die grinder to clean everything up, both

10 & 11: Using a 1/2-inch countersink, we then drilled the billet plates to accept the 5/16-inch countersunk bolts that we’ll use to attach the plates to the car. 12: We broke out the jigsaw to rough cut the hinge mount slots before cleaning them up with a die grinder and a 3/8-inch burr.

sides were finally cut to shape and ready for trial mounting. While the finished pieces fit perfectly, they looked fairly beat up. We hit them with a Porter Cable Restorer tool and 80 grit, 120 grit, then red Scotchbrite for a clean brushed finish. The last step was to actually bolt the finished pieces into the

www.rpmmag.com | april2019



13 & 14: The finished pieces turned out great, and thanks to the design, the quick-release hood can once again be adjusted top to bottom as well as front to back.

car then bolt the hinges in place in the slotted holes. The hood was then lowered into position and securely quickpinned. Everything bolted right up and the hood worked. Hooray! The next order of

business is to detail and assemble the front suspension before turning our attention to underhood tinwork. Stay tuned...maybe we’ll finish this thing before the actual apocolypse.

15: Next month we’ll turn our attention to finally properly assembling the Mustang II front suspension.


Check out the video at https://youtu.be/zs6pvUh7hHc

april2019 | RPM Magazine

14 Subscribe to the channel at www.pegarage. com to keep up to date!

SOURCES Miller Electric www.millerwelds.com 920.734.9821

JessEm Tools www.jessem.com 705.726.8233

eAsy Fabrication www.wewanteasy.com sales@wewanteasy.com

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Combining unsurpassed accuracy, speed and control with an easyto-read digital LED interface and a sweeping LED "needle" that lines the edge and moves as information changes. Each gauge includes interchangeable silver and black bezels and black and white faceplates to personalize the look of your gauge. 30-4401 Oil Pressure (0 to100psi) 30-4402 Water Temp. (100º to 300ºF) 30-4406 Boost (-30 to 35psi) 30-4407 Oil Pressure (0 to150psi)


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April 2019 - RPM Magazine  

THE RIDES Snake Bitten… Strike first. Strike hard. No Mercy. Radical Legacy… Daniel Howell’s pro street Plymouth Road Runner is a wild rem...

April 2019 - RPM Magazine  

THE RIDES Snake Bitten… Strike first. Strike hard. No Mercy. Radical Legacy… Daniel Howell’s pro street Plymouth Road Runner is a wild rem...

Profile for rpmmag