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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! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.

WANT YOUR CAR IN RPM?

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

Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, TIM BIRO, and ROBERT WEATHERS

Publication Return/Address Change Information

ADVERTISING SALES

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

For advertising information contact

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

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

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

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

RPM Magazine P.O. Box 24020 Brantford, Ontario CAN N3R 7X3 CANADA PUBLICATIONS MAIL INFO AGREEMENT NO. 40045044 RETURN UNDELIVERABLE CDN ADDRESSES TO RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO N3R 7X3 OVERSEAS RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO, CAN. N3R 7X3


EDITOR’S RANT

by

Chris Biro

We’re glad you’re here!

WELCOME TO RPM!

I

would like to take this opportunity to welcome everyone to our first issue of 2017 and our 18th year of publishing RPM. As always, this issue is packed with fresh, exclusive content ready for you to enjoy.

ROOTS

To our new readers, it has become a custom in the new year to give a brief history on how RPM came to be the world’s top independent car mag and also how, if you picked this copy up at your local speed shop or dentist’s office, or were handed it at a car event, you can get your own copy of RPM each and every month delivered right to your door…or handheld device. We encourage readers to think of RPM as their magazine, one that is created each month with the same core values, vision and focus that we had 18 years ago. That vision was to create a REAL WORLD, REAL TIME car magazine revolving around cool cars, street or strip, and one that would be continually shaped by our reader’s interest and input. We envisioned a place focused around cool builds and fast cars, period, regardless of who owns them, drives them or races them, or what they are worth.

car magazine: RPM MAG. What do we mean when we say “Your ONLY Real Time, Real World Car Mag”? Well, RPM is the performance and racing world’s only “real-time” “current dated” magazine. We reinvented the concept of actually having current information in a current dated magazine that gets to readers just before the cover month. For example; this issue is labeled JANUARY 2017 (not March or April), and should show up on your doorstep or handheld device the last week of December to the first of January. And, it will have current information in it, not more than 30-45 days old. We just never understood the concept of getting our January magazines in November and seeing content from August in it.

HOW DO I GET MY HANDS ON RPM?

As most of you already know, the best way to get RPM MAG first is by subscribing in print, and as of this writing RPM is enjoyed in print in 37 countries by subscription! We’re also on over 5,000 newsstands (including large stores such as Walmart, BooksA-Million, etc.) in the USA, Canada, and select stands in the UK. By continually As hardcore car people, we would see so adding new smaller mom & pop operations, many incredible machines in our travels yet chain stores and large nationwide retailers rarely would any of them end up in the pages to our existing locations, RPM is out there of the major magazines we were subscriband in the face of the public everywhere they ing to so faithfully. We were starting to see go… but if you still can’t find RPM in a store the same cars and same names in the same near you, by all means drop us a line with magazines and websites, and even the tech your zip or postal code and we’ll see what we articles seemed to get repetitive and distant can do. from what the people on the streets and You can also order your online subscriptracks actually wanted. And the project cars, tion to RPM at www.magster.com and, just well don’t even get me started on that... like our print subscribers you are the first to Our magazine had to be more about the get the latest issue of RPM to your handheld people and cars that keep the performance device, tablet or computer. and race industry gears turning. The people We also have our FREE RPM APP for that bust their butts and knuckles just for the handheld devices available for download in love of horsepower and their cars, the same both the Apple and Android stores. cars that weren’t ever considered for the RPM’s FREE fully interactive E-MAG is pages of the so called major magazines of the now enjoyed worldwide and can be found at time. These are the folks wrenching on their http://rpm-mag.com/rpm-e-mag. This is the iron in garages late nights to get them ready full, unedited issue of RPM published online for the street, track and shows. In RPM, there 18 days after its newsstand release. had to be the proper mix to satisfy everyone’s As always, please do not hesitate to appetite for power. contact us, we promise NO phone-trees This new formula caught on pretty quick and that WE, the senior staff, not an intern and before we knew it, with the consistent or overseas operator, will respond to your growth and continued refinement of RPM, emails or calls. here we are in 2017 with page after page of From all of us at RPM, we wish everyone high quality, high horsepower excitement! a happy and prosperous 2017, stay safe and Every issue offering an opportunity for any remember, keep the shiny side up! one us regular hard working car enthusiasts Have a great holiday season and fantastic 2017! to be in the pages of the world’s new major

CREATION FROM FRUSTRATION

4

january2017 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 80 Accufab Inc............................ 29 Aeromotive......................... 108 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 77 Applied Racing Components (ARC).................................. 35 ATI Performance Products..... 45 Auburn Gear.......................... 34 Autoglym............................ 103 AVAK/Ridgegate Tools........... 99 Baer Brakes......................10, 32 Batman v. Superman............. 88 Bear’s Performance............... 24 BES Racing Engines............... 24 Bill Mitchell Products............ 83 Blower Shop............................ 5 Borla................................... 100 Browell Bellhousing.............. 65 BTE Racing............................ 19 C&C MotorSports................. 108 Calvert Racing Suspensions... 43 Canton Racing Products........ 26 CFE Racing Products.............. 30 Chassis Engineering...........8, 32 CN Blocks.............................. 91 CNC Motorsports................... 44 Coan Engineering.................. 62 Competition Products........... 37 Crane Cams........................... 39 Crower.................................. 97 CVR Products......................... 98 DART..................................... 18 Design Engineering............... 17 Diamond Pistons................... 28 Deez Performance............... 105 DIY Auto Tune/MS3-Pro EFI. 111 Drive Train Specialists (DTS)... 83 DRIVEN Racing Oil................. 53 Dynocologists.......................... 9 Dynomite Dynamometer...... 94 Dynotech Engineering........... 34 Earl’s Performance Plumbing.88 Ed Quay Race Cars................. 27 Edelbrock.............................. 46 Energy Suspension................ 86 Engine Research & Development (ERD)................................. 40 Erson Cams............................ 15 G Force Racing Transmissions.85 Gibtech Pistons..................... 25 Granatelli Motorsports.......... 51 Greyhound Package Exp........ 91 GZ Motorsports..................... 41 Harland Sharp......................... 9 Harwood............................... 81 HoleShot Wheels................... 43 Holley...............................13, 82 Howard’s Cams...................... 95 Hughes Performance............... 7 Induction Solutions............... 48 Indy Cylinder Head................ 66

Innovate Motorsports............ 67 JE Pistons.......................47, 107 JET Performance................... 20 Jesel...................................... 30 LenTech Automatics.............. 43 Lokar Perf. Products............ 109 LUCAS Oil Products.................. 2 LUCAS Oil Racing TV.............. 89 Lunati.................................. 110 MagnaFuel............................ 79 Magnuson Superchargers.... 111 MAHLE Clevite Inc............... 106 Manton Pushrods................ 101 Meziere Precision Mfg............. 8 Mickey Thompson Tires....7, 105 MSD Ignition......................... 14 Neal Chance Converters....22, 64 New Century Performance.... 14 Nitrous Express...................... 85 Nitrous Pro Flow.................... 35 Nitrous Supply...................... 38 Parts Pro Perf Centers.......... 116 Performance Bending........... 15 Performance Improvements.. 10 Perf. Plus Connection.......11, 59 Philadelphia Racing Products (PRP).................................. 42 Powermaster Performance.... 59 Precision Turbo...................... 16 ProCharger.......................... 113 Proform Parts.................78, 104 Proformance Racing Trans..... 40 Pro Systems Carburetors... 23,82 PTC........................................ 76 Quick Fuel Technology........... 34 Quik-Latch Products............ 102 Racecraft............................... 36 Racepak................................ 20 Racequip..........................76, 93 RAM Clutches........................ 90 Renegade Racing Fuels......... 50 Rev-X Oil Products............58, 92 Ross Racing Pistons................. 5 Royal Purple/Karbelt............. 41 RPM Magazine Subscribe!.114 S&W Race Cars.................... 112 Scorpion Racing Prods........... 12 Shafiroff Racing Engines..12, 27 Smith Racecraft..................... 96 Steve Morris Racing Engines. 61 Strange Engineering............. 63 Summit Racing Equipment. 115 Taylor Cable Products............ 47 TCI Automotive...................... 84 Ti64....................................... 80 Tom’s Upholstery................. 101 Trick Flow.............................. 49 TRZ Motorsports.................... 31 Tuned By Shane T.................. 18 VP Racing Fuels................52, 87 Weinle Motorsports.............. 31 World Products..................... 84


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www.rpm-mag.com | january 2017

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january 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

HOT

EVENTS

COVER CAR Street Car Drag Racing...........................90 Street machine owners in Canada get a big boost from a dedicated racer

Blast from the Past............................ 54 Richard Fox got his second wind for fast cars and hasn’t slowed down since!

Starsky’s Boss.......................................................24

Kim Gough and his crew decided the only thing cooler than a Starsky and Hutch tribute car was one stuffed with a Shotgun Hemi

Comeback Cav...........................................................8 This twin-turbo LS-powered Chevy proves that it is possible to breathe new life into a vintage pro streeter

EXCLUSIVES & TECH

RPM

Shop Talk: What do a Gearhead and a Samurai Warrior Have in Common?.............36

The Flying Pickle................................................... 40 The name just kind of stuck...

Sometimes building your dreams means refining your craft in the confines of your sanctuary, young grasshoppa

PROJECTS

THE

EZ OFF.........................................................................98 We repair two disasters while making life easier with Quik-Latch and VFN Fiberglass

If at First You Don’t Succeed.........................................108

Overcoming setbacks along the way, we reassemble our S&W Race Cars rear end, then begin tin work thanks to Midwest Customs of Madrid

Outside the Box......................................................78 Sometimes you have to forget the laws of physics and just go out and have some fun!

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

january2017 | RPM Magazine


www.rpm-mag.com | january 2017

7


photos by

story by

Toby Brooks

Tabitha Denys

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january 2017 | RPM Magazine

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B

efore pro street’s resurgence in popularity over the past several years, there was a time when a savvy shopper could pick up a former high-profile build for little more than a

song. Such was the case for Iowa-native Dana Moline, who found this cool little 1989 Chevy Cavalier on Racing Junk back in 2008. Originally debuted by Jack Goldesberry in 1994, the former magazine feature car and Street

www.rpm-mag.com | january2017

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COMEBACK CAV

Machine Nationals winner was in reasonably good shape despite more than two decades of storage and showing. With a full mild tube chassis and a mild 331 SBC, it was still quite a bargain at $14,500. Moline made the purchase and brought it home with the intent of making it perform as well as it looked. As a young boy, Moline regularly visited Cordova Dragway—located just 20 miles from

10

his home in Bettendorf, Iowa—with his father and uncle as they raced their cars and motorcycles. While Moline still visits Cordova several times a year, he had plans to take his newly-acquired former front wheel drive Chevy to the track. At mid-11s in the quarter, initial performance was pretty poor. Moline’s first attempt to rectify the situation consisted of a 434 ci SBC on E-85 with a Coan

Powerglide trans. The update was good for 10.0s while spinning the big Mickey Thompson street tires most of the way down the track. While the new engine and trans had certainly been good for some mild improvement, Moline was hungry for more. After speaking with friend Randy Yates of Yates EFI, he decided to step up the power even more. An Automotive Engine Specialties

january 2017 | RPM Magazine


FLIPPED OUT The Z24 sports a 7-inch stretched steel hood to eliminate the factory cowl filler, and is actuated via a front flip mount pirated from a Buick LeSabre .

www.rpm-mag.com | january2017

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COMEBACK CAV

NEW OLD SCHOOL While the massive Harwood aero scoop is era-perfect for a ’90s pro streeter, Moline has updated the look with the twin turbos peeking out on either side. 390 ci LS engine was built with a Callies forged 3.825-stroke crank and Callies 6.125inch H-beam rods swinging Diamond 9.5:1 compression pistons. A mixture of aftermarket and GM factory valvetrain was utilized, including a COMP roller cam with GM LS7 roller lifters and COMP

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january 2017 | RPM Magazine

chromoly pushrods. AFR 245 CNC ported cylinder heads were bolted in place via ARP studs. Factory roller rockers with a trunnion upgrade was also employed and the factory GM ignition and EFI control were retained. Induction on the new mill

consists of a pair of Turbonetics T4-based 68/72 compressors with custom stainless hot side headers, plumbing, and Bell intercooler along with aluminum cold side induction tubing all fabricated by Randy Yates. Dual wastegates and a single blow off valve help the boost behave as


www.rpm-mag.com | january2017

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the twin snails push 28 pounds of boost through a 90 mm Edelbrock throttle body, cast aluminum elbow, and aluminum Super Victor EFI intake. A flow-matched set of 127-pound Bosch injectors move copious amounts of fuel and are fed by a MagnaFuel 4303 electric pump. The combo was good for an incredible 1,111 horsepower and 902 ft./lbs. of torque while providing daily driver reliability and nearly 20 mpg, all of which would have been considered verifiable impossibilities when the car was originally debuted in 1994. Sending power rearward from the LS is a simple but effective Coan Super Pro Powerglide

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january 2017 | RPM Magazine

2-speed automatic transmission. A Pro Torque custom stall converter was also specified based upon the new engine combo and the weight of the car for optimum performance. The chassis for the car consists of a 1 5/8-inch mild steel tube frame commissioned by the original owner from a nearby chassis shop in Illinois. Up front, a pair of Strange struts with double adjustable shocks provide a smooth ride and a sinister slam, while the custom 4-link and the narrowed and braced Ford 9-inch help the car hook straight and true. Filling the modified housing is a pair of Strange 35-spline axles and Richmond 3.50:1


COMEBACK CAV

OUT WITH THE OLD... When the car originally debuted, it sported a small block with a tunnel ram and dual four barrels that pushed maybe 400 hp. The new twin turbo’d LS can produce nearly triple that amount!

www.rpm-mag.com | january2017

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january 2017 | RPM Magazine


COMEBACK CAV NOT-SO-BIG TIRE NOW Moline initially ran the car on the 15x15 wheels and 33x29.5-15 Mickey Thompson street tires the chassis was set up to accomodate, but switched to 15x12s with 315 radials to cut down on rotating mass. Although the 1972 Volkswagen Sikkens Orange is original to the build in 1994, a subsequent owner before Moline added the graphics down the car’s flanks. gears, all set up by Layne Automotive and speed. Rolling stock for the Chevy consists of a set of Pro Star wheels, 15x3.5s up front and small-by-pro-streetstandards 15x12s out back. Mickey Thompson ET street tires

complete the package with 26x4.5-15s fore and 315/60R-15s aft. A matched set of Strange disc brakes offer the stopping power required around town or at the track. A single drag chute has been mounted out back just in case.

Paint and body on the car is pristine considering it was applied nearly a quarter century ago. Jack Goldesberry of Jack’s Collision Care stretched the factory steel hood 7 inches and mounted it via a Buick LeSabre frontflip hinge. The center

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High Nickel 220 BHN Cast Iron or C.G.I. Machined with standard 9.025” deck height. Siamese bore sizes from 4.000” up to 4.185”. Priority main oiling system with external ½” NPT oil feed. Billet steel main caps.

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january 2017 | RPM Magazine

mounted Harwood aero scoop previously fed a tunnel ram and twin four barrels, but remains today primarily for nostalgia’s sake since Moline

added an opening on either side to feed fresh air to the turbos. Goldesberry also stretched the rear wheel openings and mounted

up a stainless pro stock-style wing before spraying the car with Sikkens 1972 Volkswagen Orange. All factory trim including the mirrors and front


COMEBACK CAV

VINTAGE AIR The fan on the trans tunnel is as old school racer as they come. A Grant billet wheel and Auto Meter gauges add a modern touch, but the Hurst Quarter Stick is circa 1994.

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january 2017 | RPM Magazine

DANA MOLINE’S PRO STREET 1989 CHEVY CAVALIER Z24 Chassis Type & Mods: 109-inch wheelbase 1 5/8-inch mild steel full tube chassis. Suspension & Brakes: FRONT: Strange struts with double-adjustable shocks. Strange disc brakes. REAR: Custom 4-link with Strange doubleadjustable shocks. Strange disk brakes. Body & Paint: Sikkens 1972 Volkswagen Orange with custom graphics. Prepped and painted by Jack’s Collision Care. 7-inch stretched steel hood with Harwood scoop and turbo inlets. Custom fabricated polished stainless steel rear wing. Engine and Rotating Assembly: Balanced and blueprinted Automotive Engine Specialties 390 cubic inch LS. Callies 3.825 stroke forged crankshaft with Callies 6.125 H-beam rods and Diamond 9.5:1 compression pistons. COMP cams .605/238 intake .608/249 exhaust camshaft with factory LS7 lifters and COMP chromoly pushrods. AFR 245 CNC ported aluminum cylinder heads with roller trunnion upgraded rockers. Induction & Fuel Delivery: Edelbrock Super Victor EFI aluminum intake with Edelbrock 90mm throttle body and cast aluminum elbow. Stock GM computer, tuned in 3 bar by Jake McCune and Tyler Sandau. Bosch 127-pound injectors. MagnaFuel 4303 electric pump. Power Adders: Dual TurboNetics T4-based 68mm/72mm compressors making 26 lbs. of boost. Custom Bell intercooler and Randy Yates plumbing. Exhaust: Custom stainless Yates EFI headers. TiAL wastegates and blowoff valve. Transmission: Coan Super Pro Powerglide 2-speed trans. Custom Pro Torque stall converter. Differential: Narrowed and braced 9-inch Ford with Strange 35-spline axles and Richmond Pro Gear 3.50:1 gears assembled by Layne Automotive and Speed. Performance: 1,111 hp @ 6,800 rpm and 902 ft./lbs at 3,500 rpm. Special Thanks: Engine installation, turbo system design and build, and complete wiring by Randy Yates at Yates EFI. Jake McCune at F&A Racing did tuning. Anthony Layne set up the chassis.


COMEBACK CAV FIT TO BE EFI’D The LS is not only an incredible performer, it is also fuel efficient thanks to the Randy Yates electronic fuel injection setup. grille has been blacked out for a sleek look. While the car was initially debuted as a monochrome orange color, somewhere along the line an unknown artist applied graphics down the car’s flanks. Otherwise, the exterior of the car remains unchanged. Moving inside, the Z24 has similarly been treated to a few updates but left mostly as originally debuted. First, gone are the then-hightech Cyberdyne digital gauges and old school rallye steering wheel. In their place is a dashboard full of Pro Comp gauges and a small diameter billet steering wheel. The

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www.rpm-mag.com | january2017

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COMEBACK CAV

tweed threads originally stitched up by Amy Goldesberry remain as does the Hurst Quarter Stick shifter, but more subtle changes like billet window cranks and RJS window nets and

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january 2017 | RPM Magazine

3-inch harnesses ensure the interior looks cool and provides maximum safety. The black and gray cloth contrasts nicely with the body color cage. So if you are

thinking that you, too, can pick up an old pro streeter, stuff it with 4-digit twin turbo power, and use it to drive back and forth to the office or the shop, then you could certainly fol-

low Dana Moline’s lead. As his citrusy-sweet Z24 proves, you’re just a little bargain hunting and a powertrain swap away from having a modern-tech/throwback of your own!


www.rpm-mag.com | september 2016

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I

24

n the summer of 1975, the now cult-classic cop drama Starsky and Hutch debuted on

ABC. The show ran for four seasons, exposing you bell-bottom-wearing, huge-fro-having jive turkeys of the late

january 2017 | RPM Magazine

1970s to an interesting sociocultural mix of California living—not to mention the unlikely star that emerged: Detective


story and photos by

Toby Brooks

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

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

www.rpm-mag.com | january 2017

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STARSKY’S BOSS LOOKS FAMILIAR The Torino sports the iconic red and white Starsky and Hutch paint scheme thanks to Josh Lester. The era-perfect mag wheels and raked stance complete the look. Starsky never had a Boss 572 with a Holley EFI-equipped tunnel ram poking through the hood, though. Michael Starsky’s era-perfect red and white 1976 Ford Torino. Featuring simple graphics, mag wheels, and a CB radio, it was a new-at-the-time take on classic street machines. While the car captured the attention of fans right away, it has long been reported that the actor who portrayed Starsky, Paul Glaser, actually hated it. Dubbing it “the Striped Tomato,” Glaser’s contention that it would be foolish for an undercover detective to intentionally pilot such a flashy daily driver around fictional Bay City, California is actually fairly logical. However, for gearheads, it

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provided an enticing hook to have a TV series spotlight a lead character who had a soft spot for tricked-out Detroit iron—even if it was motivated by a smog-pumpladen 200-some horsepower 460 Ford. For Metalcrafters of Monmouth owner Kim Gough who splits time between Monmouth, Illinois and Spruce Grove, Alberta, Canada, a Starsky and Hutch Torino is an intriguing bit of history—and something he had considered possibly someday owning. “A few years ago, I was at a car show talking to the previous owner, Pat, and I told him I had always

january 2017 | RPM Magazine


www.rpm-mag.com | january 2017

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STARSKY’S BOSS

NOT QUITE TUBBED Gough and his shop Metalcrafters of Monmouth are well known for their love of pro street. That said, the Torino managed to escape the fat tire treatment...but just barely. Spohn control arms were moved inboard three inches to make room for 29x15.5 tires. watched the show for the car,” Gough recalled. “I told him that if he ever decided to sell it to give me a call.” A few years later, Pat was ready to do just that, and a deal was struck. The car had been restored in Iowa and sported a warmed-over 406 Ford powerplant. Gough and fiancé Sheri Shafer were content to just enjoy

it on the road; however, as so often happens, he couldn’t leave well enough alone. “We had the car in Canada and trailered it to Jasper, Alberta about 3 ½ hours away from our home in Spruce Grove,” Gough recalled. “We spent the day driving the Icefields Parkway with the dogs in the back, and on

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

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KIM GOUGH’S 1976 FORD TORINO STARSKY AND HUTCH TRIBUTE CAR Chassis Type & Mods: Stock factory chassis with modified mount narrowed rear. Suspension & Brakes: FRONT: Stock with Ride Tech shocks. Stock disc brakes. REAR: Spohn tubular upper and lower control arms moved inboard 3 inches by Metalcrafters of Monmouth’s Robert Carrasca. Ride Tech shocks with factory springs and Ride Tech air bags. Stock drum brakes. Body & Paint: Viper Red basecoat/clearcoat with Starsky and Hutch Polar White vector graphics. All steel original or NOS Ford sheetmetal. Prepped and painted by Josh Lester of Rocket Restorations. Engine: Jon Kaase Racing Engines 572 ci Boss Nine BBF. Diamond 11.3:1 pistons with Lunati forged steel stroker crank and rods. COMP Cams hydraulic roller cam. Moroso 9-quart oil pan. MSD Pro Billet distributer with MSD ignition. Induction & Fuel System: Custom-fabricated sheetmetal tunnel ram intake with dual Holley 4-barrel EFI throttle bodies and a custom Enderle bug catcher scoop. Holley Dominator EFI controller. Aeromotive electric fuel pumps. Power Adder: NOS 150-hp port nitrous system with custom hardlines by Metalcrafters of Monmouth’s Robert Carrasca. Exhaust: Custom-fabricated 2-inch ceramic coated headers and steel 3-inch exhaust with Flowmaster mufflers by Robert Carrasca. Transmission & Converter: Chevy 700-R4 4-speed overdrive automatic transmission with manual reverse valve body by Bob Alexander at Performance Transmissions. Continental 2,800 RPM stall converter. Differential: Narrowed and braced 9-inch Ford with Detroit Locker, Strange 35-spline axles, and Strange 4.11 gears assembled by Bob Alexander. Tires and Wheels: FRONT: 15x7 mag wheels with Cooper 215/70-15 tires. REAR: 15x10 eBay mags widened to 15x12 with Hoosier 29x15.5-15inch tires. Performance: 868 hp @ 6,500 rpm and 774 ft./lbs at 5,100 rpm.

THE

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january 2017 | RPM Magazine

the way home, Sheri asked me if I could do anything I wanted to with the car, what I would do,” he said. A dangerous question to ask a car guy to be sure, Gough first said maybe twin turbos would be unique. However, further thought and conversation led to

CLEAN COMPARTMENT The huge Jon Kaase Boss 572 fits in the Torino’s engine bay, but just barely. Like all Metalcrafters builds, the install is clean and well thought out with incredible attention to detail throughout. While the sheetmetal tunnel ram commands attention, the Holley EFI makes it streetable.

the dream idea. “I got to thinking…a Boss Mustang was my dream car as a teenager, and the show was one of my favorites—so why not combine the two?” he asked. While there have certainly been several Starsky tribute cars

built over the years, there’s never been one with Ford’s legendary Boss 429-platform big block. And with Jon Kaase Racing Engines (JKRE) now making the revered blue oval “shotgun hemi” heads available for the masses, it seemed like an idea that had merit.


STARSKY’S BOSS

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STARSKY’S BOSS

TRIVIAL SEATING When the show debuted in 1975, the real “Striped Tomato” had a vinyl-covered bench seat. However, the slippery surface kept resulting in actors sliding across to the other side of the car while filming chase scenes, so the car was outfitted with buckets later on. Gough says some true enthusiasts of the show will come up to him and point out how the car isn’t an authentic reproduction, but he isn’t bothered by it. “I wanted to build a car I wanted while looking like the Starsky car,” he said. So yeah, there’s a CB radio just like on the show...but there’s also a cool dash full of Dakota Digital gauges, which obviously were not.

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DETAILS THROUGHOUT In the clean and detailed trunk, the Metalcrafters crew mounted a polished NOS nitrous bottle on a billet bracket, a tank for the air ride system, and a lightweight battery. The car has also been outfitted with a pair of 6x9s and a 10-inch subwoofer in the package tray. Meanwhile under the car, the mildly narrowed 9-inch rear has been braced before being smoothed and painted body color. The slightly widened 15x12 inch rear wheels tuck nicely thanks to a subtle inboard relocation of the Spohn tubular control arms completed by Robert Carrasca.

“If it would make you happy, I think we should do it,” Sheri said. And with that nudge, Gough was off and running. The first call was to JKRE, where engine builder and Kaase right hand man Cliff Moore was tasked with putting together a motor that would provide oodles of power and torque with the unmistakable ginormous valve cover coolness that

only the Boss can bring. “I told Cliff that the car just went 250 miles up to 5,000 feet into the mountains on pump gas and asked him straight up if he could build a Boss to do that,” Gough said. Moore was more than up to task, delivering an engine that not only exceeded every expectation of great looks and drivability, but also runs cooler than the 406 did with the same radiator and fans.

First up, JKRE stuffed a 460 BBF block with a Lunati forged steel crank and rods with 11.3:1 Diamond Racing pistons. A COMP Cams hydraulic roller cam was spec’d out at 607/308 intake and 623/332 exhaust for a healthy, hearty rumble. A Moroso 9-quart pan keeps the JKRE wet sump oil pump happy. To provide a unique 1970s vibe, Gough opted for a tunnel ram/dual quad

www.rpm-mag.com | january 2017

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look. However, instead of a pair of 4-barrel carbs, dual Holley throttle bodies were crowned with a custom modified bug catcher scoop and an octet of runner-mounted injectors commanded by a Holley Dominator EFI. MSD ignition lights the fires. The whole setup offers the aesthetic of the disco era with the rock-solid reliability of today—all at a gas-sipping 13 miles per gallon. The entire combo was good for 868 horsepower and 774 ft./lbs of torque on Kaase’s dyno. A pair of tank-mounted Aeromotive pumps pressurize the fuel, and a custom 150-horse NOS port nitrous system was installed by Metalcrafters fabrication wizard Robert Carrasca. Likewise, Carrasca also fabbed up a pair of custom 2-inch ceramic coated headers and the dual 3-inch exhaust with Flowmaster mufflers. The engine compartment is a tight-fitting work of art, with the talented team at Metalcrafters all tagging in to lend a hand. “One of my favorite things to do is to stand back and look at it with everyone there and asking…‘Okay, what haven’t we seen? What would be cool? What’s over the top?’” Gough said. The result? A 70’s style intake, fabricated inner panels, remote oil filters, and gauges in the engine compartment add tons of style. And, as Gough says: “All unneeded. All clichés.

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All stuff I thought was cool 30 years ago. But all done with modern twists that make it even cooler this time around,” he added. Backing the big Boss is a 4-speed automatic trans. “I asked Bob Alexander at Performance Transmission how to put an overdrive in a Ford. He said 700R4, so that’s what we did,” Gough said with a smile. Using an adapter to mate the Ford big block to the Chevy trans was a straightforward affair, and Alexander beefed it up with a manual reverse valve body and a Continental 2,800 stall converter. The car purrs along at 2,650 RPM at 70 miles per hour with 4.11 gears out back. Speaking of out back, Gough had to fight the urge to tub the car, preserving the classic street machine look with a few modifications to accommodate more rear tire. Carrasca tackled the rear suspension by narrowing and bracing the 9-inch housing and moving the Spohn tubular control arms inboard 3 inches to make way for the 15x12 wheels and 29x15.515 Hoosier tires. The no-name ’70s-style wheels were sourced from eBay and were originally 10 inches wide, but the Metalcrafters crew stretched them to 12 inches to support more meat. Ride Tech shocks and helper airbags smooth the ride and add a measure of adjustability,

january 2017 | RPM Magazine

WHERE DREAMS COLLIDE Gough poses in front of his Torino at the 2016 Street Machine Nationals— the same place where he’s had two other cars shot for features since the 1990s. Doing it in his newest creation, a tribute to one of his favorite shows growing up while sporting his dream powerplant, a Boss Nine, makes it even that much more special.


STARSKY’S BOSS while factory drums slow the roll. “This was almost as much work as tubbing it, but it is a compromise between big tires and the Starsky TV look,” Gough said. Up front, the stock suspension and factory discs have been retained, with new shocks and Cooper tires joining up with the mag wheels that were on the car when it was acquired. The trunk-mounted air tank allows changes in air pressure from the driver’s seat to allow a TVstyle rake or to air down an inch or two as desired. Body and paint was adeptly handled by Josh Lester of Rocket Restorations. The Viper Red basecoat/clearcoat paint features the iconic white vector graphic with black pin striping, all applied over factory Ford sheet metal. The bumpers have been painted silver rather than chrome, and a quartet of LED headlamps add just another touch of the new-tech/classic look contrast seen throughout the build. The Interior in the Torino is all black and again reflective of a 70s-era street machine with a dusting of modern technology. A custom Dakota Digital dash (the only

such unit in existence) and the Holley EFI display belie the car’s high tech treatments, while the CB radio screams old school, as does the in-dash CD with deck-mounted 6x9 speakers. A 10-inch subwoofer was also added to add a little low end bump to try and compete with the low rumble of the exhaust pulse. The Metalcrafters crew again handled all execution, pulling off a clean and classy cockpit. “Without a doubt, I couldn’t have completed this build without the encouragement of my wife Sheri and my talented crew at Metalcrafters,” Gough said. “I wasn’t even in the country when some of this was done, and they knocked it out of the park,” he concluded. Gough was happy to debut the car at the 2015 Street Machine Nationals in DuQuoin, where a steady stream of onlookers admired the unique build all weekend. And with nearly 800 horses of Boss power nestled in the iconic Torino’s engine bay, who knows… maybe even the dude who played Starsky would say it is cool. Regardless, we sure think it is!

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SHOP TALK

WHAT DOandAa SAMURAI GEARHEAD WARRIOR have in common? story and photo by

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JT

>>Sometimes building your dreams means refining your craft in the confines of your sanctuary, young grasshoppa

january 2017 | RPM Magazine


A

s winter has now set in, I have run out of time to test and tune and see if my Pro Street Camaro, “Big Red” likes the improvements and upgrades I gave her over the past five months. Two of the near twenty items are mandatory fixes essential to performance. The rest of the list is just upgrades to an already above average, fully functioning part. So the questions that come to mind are: why do we do this, and why do we spend our hard earned money replacing a part that is really not broken? If money is not an issue or

if the earnings from your race car cover the costs, it’s easy to justify keeping up on all of the latest and greatest parts on the market. For the vast majority of us, though, this is not the case. We spend our much-needed paychecks to upgrade our cars, quite often on parts we don’t need but really want. This is clearly a “need for speed” mentality, and if you’re anything like me, a not-so-little thing known as OCD kicks in and further fuels the addiction to keep wrenching. For detail junkies, once things are running properly, there is a desire to keep them

THE STRUGGLE A gearhead’s “Achilles heel” is the struggle between our wants and needs to keep the performance of our rides in check with our budget.

clean and color-coordinated. The overall motif of an engine bay or interior becomes just as crucial as performance. My red spark plug wires HAVE to be covered by red heat sleeves. Don’t everyone’s? A samurai warrior trains for many years to hone their craft. They spend every waking moment training their bodies and fine-tuning technique. When they finally achieve the coveted title of samurai, they don’t sit back and watch re-runs of the Golden Girls. Just like a true gearhead, they go back into their shop, or as they call it “dojo,” and continually identify things to improve. Sometimes these improvements are based on actual data collected from performance. Yes, the Samurai used data loggers much like the ones we put into race cars. These state of the art data loggers were called brains. If a Samurai returned home with a laceration on his arm, immediate work was done

COMMON GROUND Gearheads have a shop and the Samurai has a dojo. Both go into their sanctuaries to improve performance. to not only improve the body armor, but to fix the flaw in technique that allowed him to be cut in the first place. This will ultimately save their life in the future. The Gearhead also makes many repairs and improvements based on actual data collected

5

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SHOP TALK ALWAYS IN MOTION A true gearhead is always spinning the gears in their brain trying to find better performance.

at the track. A car that is running too lean is not performing at its full potential. But like the samurai, it’s not enough to simply change the spark plugs. The gearhead fixes the air/fuel ratio and the flaw that could potentially save the life of the engine from a fatal blow of detonation in the future. When a samurai comes home from a victorious battle, his armor is not tossed into the corner of the dojo and forgotten about until the next time it’s needed.

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No! The armor is hung meticulously on a special custom-made rack. It is then thoroughly cleaned and examined for any damage that may have happened during battle. The true gearhead after returning home from a victorious day at the racetrack does not leave his car on the trailer until the next time it’s needed. No! Just like the samurai, it’s parked in the shop for a meticulous cleaning and a thorough examination of every moving part. So you see, a gearhead

january 2017 | RPM Magazine

and samurai warrior have much more in common than one might think. Instead of identifying us as one or the other, though, I propose a new title that suits both – CANI Warrior. What on earth does that mean you might ask? Allow me to explain. CANI is an acronym for Constant And Never-ending Improvement. Isn’t that what we are all truly striving for? No one wants a mediocre car or mediocre martial art technique. There is a primal need for speed, need for function, need for safety, need for aesthetics, and to sum it all up, THE NEED TO IMPROVE! So the next time you enter your shop and begin to plot out your plan of attack, take a brief moment, bow to your car and help unlock the Samurai Warrior that lives inside all of us. Keep Wrenching!

COMMON GROUND The common ground between a samurai and gearhead begins on the Road To Improvement.

PREPARE FOR COMBAT Find your inner samurai and show respect to your next opponent.


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january 2017 | RPM Magazine


I

ly contagious during our photoshoot of his 1994 Chevrolet S10, nicknamed The Flying Pickle. This pick-up is no hay hauler and has become quite the attention grabber with

Tabitha Sizemore

its charismatic color and it is certainly no slouch on the drag strip—not to mention that it’s history is filled with a host of interesting tales from how Michael came to own it to the color he chose and how it got its name.

The Synergy Green Chevy’s saga began back in the early 2000s, near the time that the go-fast bug sunk its bloodthirsty teeth into Roemer. And as most folks know, when that vicious bug invades, the

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llinois native Michael Roemer is one of those guys that you just can’t help but find likeable within moments of first meeting him. Humble and polite, his upbeat attitude was instant-

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www.rpm-mag.com | january 2017

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THE FLYING PICKLE

SITTIN’ PRETTY The Chevy S-10 throws out a pretty mean look with the perfect stance—not to mention the wing and parachute hangin’ off the back.

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january 2017 | RPM Magazine

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desire is insatiable. It’s a feeling that many will never comprehend, but for those of us with it flowing through our veins, we can appreciate the long nights, hard days, busted knuckles, and heartbreaks a guy like Michael Roemer has endured to get where he is today. Roemer is quick to mention that every race he attends is a special moment for him. “I’ve always been around racing. My dad was a pretty well-known street racer in our area. He was always in the garage building his own cars or working on other people’s cars. I got hooked when we ran NMCA in the mid 2000s,” tells Roemer, who also had his hand in helping others with their racing efforts. “In 2009, I had the pleasure of always being part of the crew for the Llamas family

when they ran their 1972 Nova with the local Midwest Super Stock Mafia class and then later joined in on the drag radial scene.” The S-10 began its tenure with the Roemer family under the ownership of Phil Roemer, Michael’s dad. They found the truck sitting next to a garage down the street from their house and noticed it wasn’t being used, so Phil stopped by one day to ask if it was for sale, and as it turns out, it was. The truck started off as a street truck Phil built for himself in 2002 equipped with a fairly tame small block 355 “cruising” motor. Three years later, Phil sold the truck to the Llamas family and the two families collaborated on the ’94 for a spell. “My dad teamed up with them and

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HAVE YOU SCENE IT? The little Chevy sports a few cool signs of the old school mini-truck scene, with Chevy Xtreme ground effects, a smoothie rollpan with a frenched plate, a shaved tailgate handle, and frenched-in Caddy taillights. However, unlike those minis of the ’90s, this Pickle will flat out fly!

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provided the powerplant while they owned the chassis,” added Michael. Together, the newly formed team decided to try the NMCA Super Truck class for a few years. Michael, however, had always wanted the truck back in full Roemer family ownership, and would not be deterred. “When I heard that my friend Pete Llamas

january 2017 | RPM Magazine

was considering selling the truck, I was excited,” he said. And Michael did what any determined senior high-schooler with the need for speed would do: fresh off of graduation, he made his way over to his friend’s house and bought the truck back. “I bought it back without my parents knowing. Needless to say they were shocked,” chuckled Roemer.

Michael brought home a truck that needed a lot of work to get it race-ready for what he wanted to do with it and built the truck over the course of the following year. All the work was done in-house, from the chassis to the tin work and the only time the truck left the family garage was when it was being painted. “The build went pretty smooth with help from

Tony Bowen and my dad,” says Roemer. “The three of us worked non-stop on it.” That build included a 25.5 SFI certified chromoly cage and mini tub completed by Phil Roemer. Up front, TRZ control arms are combined with Menscer double adjustable coilover shocks while out back a ladder bar setup with double adjustable coilovers suspends the braced Ford


THE FLYING PICKLE IT IN THE GROOVE Jim Plimpton backs up Michael and the Synergy Green pick-up.

OK TO LAUNCH Nick Bacalis gives Roemer the thumbs-up at Ohio Valley Dragway.

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THE FLYING PICKLE

CAGED AND JUICED The 25.5 certified chromoly cage was completed in the Roemer garage by Michael’s father Phil. For Ultra Street events, Roemer utilizes a Nitrous Express single plate system and for MX235 events, an Induction Solutions direct port system is used.

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. “Making 1,080+ horsepower with conventional aluminum cylinder heads is really amazing.” — Matt Woodard

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january 2017 | RPM Magazine

ALL PARTS FOR USE ON RACING VEHICLES ONLY.


MICHAEL ROEMER’S 1994 ULTRA STREET CHEVY S10 Chassis Type & Mods: 25.5 chromoly cage and mini-tubs. All chassis work done in-house by Phil Roemer. Suspension & Brakes: FRONT: TRZ Motorsports control arms with Menscer Motorsports double adjustable coilovers, Aerospace brakes. REAR: ladder bar with Menscer Motorsports double adjustable coilovers. Body & Paint: GM Synergy Green. Engine & Induction: 400 cubic inch small block Chevy. Dart tall deck block. All Pro RR245 heads, titanium valves and Jesel shaft rocker system. Diamond custom pistons. GRP aluminum rods. Custom camshaft. Peterson oil pump. Williams Performance oil pan. Edelbrock intake with Bob Book 4150 carburetor. Power Adder: For Ultra Street Class, Nitrous Express single entry plate system. For MX235 Class, Induction Solutions direct port system. Electronics: MSD crank trigger, MSD 7531 box. RacePak v300sd. NMS1000. Transmission: Proformance Transmission Powerglide, PTC converter. Differential: Braced 9-inch Ford with 4.30 gear. 40-spline Strange gun-drilled axles. Tires and Wheels: 15x12 Weld V-Series with double beadlocks. Mickey Thompson 275/60/15 ET Street Radials. Performance (eighth-mile): 5.01 at 141 mph. 1.14 60-ft. Thanks: The Crew: Phil and Tracey Roemer, Dennis Leafblad, Justin McChesney, Ben Thomas. Bennett Racing Engines, Jon Bennett and his crew. Mark Menscer at Menscer Motorsports, Nitrous Express: Mike Wood, Mike Abney, Trey Strain, Chris Isbel, Ryan Lewis. Authentic Automotive: Jim Plimpton and his crew. Chicagoland Equipment Services, Holeshot Parts and Performance, TRZ Motorsports and Hyperformance.

9-inch rearend with Strange gun-drilled axles, spool, and 4.30 gears. The plan also included a killer new 400-inch small block mill between the rails that would be capable

of running with the Ultra Street class and started with a Dart tall deck block. GRP aluminum rods swing Diamond custom slugs. The short block was topped with All Pro RR245 heads with titanium valves

and a Jesel shaft rocker system. A Bob Brooks 4150 carburetor tops a custom-ported Edelbrock intake. Depending on which class Michael runs, his nitrous system will vary. For Ultra Street events,

www.rpm-mag.com | january 2017

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THE FLYING PICKLE

NO 4-BANGER IN HERE... Under the hood, the S-10 sports 400 cubic inches of small block Chevy power.

The Flying Pickle uses a Nitrous Express single entry plate system. However, in the event he chooses to run MX235, an Induction Solutions direct port system is utilized. With six years of racing now under

his belt, Michael has piloted the small blockequipped S-10 to a track blistering best of 5.01 at 141 mph in the eighth-mile. The color choice for the Ultra Street truck is often a point of debate, as green is believed by

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january 2017 | RPM Magazine


Power Up.

Take your racing to the next level with Trick Flow Super 23 230 cylinder heads for small Chevy. They’re the closest you can get to 18° cylinder head performance in a 23° design. Perfect for 400 cubic inch and larger engines using standard small Chevy valvetrain parts and headers. Highlights: angled spark plugs, extra-thick decks and walls for porting, raised valve cover rails, the best quality components, and your choice of CNC Street Ported runners for significant performance gains or CNC Competition Ported runners for maximum flow and performance.

Winning isn’t easy, but it’s easier with high performance Trick Flow parts on your engine! Dyno Results Super 23 230

Test Engine: 11.5:1 compression 406 c.i.d. with Trick Flow Super 23® 230 cylinder heads (TFS-3241T001-C03), mechanical roller camshaft (266°/270° duration @ .050"; .630"/.630" lift; 112° lobe separation), Trick Flow 1.5/1.6 ratio roller rocker arms (TFS-31400522), Edelbrock Super Victor intake manifold, Hooker Super Competition headers with 17⁄8" primaries, open exhaust.

1611RPCT

Airflow Results

Super 23 230 with CNC Competition Ported Runners Lift Value

Intake Flow CFM

.100"

69

Exhaust Flow CFM 55

.200"

144

112

.300"

213

158

.400"

265

195

.500"

296

220

.600"

305

234

.700"

310

240

Tests conducted at 28" of water (pressure). Bore size: 4.155"; exhaust with 17⁄8" pipe. To view more airflow charts, go to TrickFlow.com and type the part number you want to see into the Search box and then click “Search.”

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Some parts are not legal for sale or use on any pollution-controlled motor vehicles.

www.rpm-mag.com | january 2017


THE FLYING PICKLE

some to be an unlucky color in the world of racing. However, Roemer had no problems choosing Synergy Green to cover his creation. “A lot of people ask me why I painted the truck green, considering it to be unlucky. My close friend passed away in a car accident the summer after I graduated high school and her favorite color was green. She never experienced

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january 2017 | RPM Magazine


RELISH THIS BEAST Known for its wheelies, the ‘94 S-10 gained its nickname from friend and well known street car racer Jason Rueckert. The Ultra Street truck has clicked off a personal best of 5.01 at 141 mph in eighthmile action.

www.rpm-mag.com | january 2017

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THE FLYING PICKLE THE GREEN TEAM (Left to right): Phil Roemer, Michael Roemer, Justin McChesney and Ben Thomas.

going to watch a race, but now she rides with me every pass,” Michael explains somberly. The Flying Pickle is not a title that is easily forgettable, and Roemer has Jason “Pooch” Rueckert to thank for it. “The truck has a

tendency of doing wheelies,” continued Roemer. “And while at the Ohio Valley Dragway First Annual Prize Fight, Rueckert announced the truck as The Flying Pickle, and the name just stuck ever since.”

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january 2017 | RPM Magazine


www.rpm-mag.com | july 2016

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story by

photos by

Mark@goDragRacing.com

and

Tara Bowker

George Pich


BLAST FROM THE PAST

S

ince the tender age of 17, Richard Fox has loved drag racing and fast cars and his first encounter would be during high school at Hatfield Raceway in his 406-powered ’62 Ford Galaxie. “Hatfield Raceway was a dirt track and eighth-mile dragstrip all in one,” said Fox. “My first taste of drag

racing was on a Thursday night race. I won the A Stock and Top Stock Eliminator. I said to myself...this is really easy! I never won again after that but I was still hooked!” he laughed. As time passed, Fox picked up a 1955 Chevy C Modified stock production 301 cubic inch small block for drag racing only, and while he had the car for better than three years, that winning way would not

NO HOOD...NO HINGES...NO PROBLEM Hoodless is the only way to show off your stacks!

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january 2017 | RPM Magazine

return—at least not for a very long time. Admittedly though, Fox didn’t really care, as by now he just wanted to go out and fun— and he certainly had a lot of it with the ’55. Soon, he would meet his wife-to-be and take a long break from racing to raise a family. “I would go to the track with the kids to watch but didn’t participate,” recalls Fox. “But at 60 years old I got fired up again and


FLAMIN’ HOT, FUEL INJECTED, THROWBACK CHEVY BADNESS This cool ’57 Shoebox Chevy is Richard Fox’s vehicle of choice for his second chapter in fast cars. A nostalgic ultra-cool Crower stacked mechanical injection setup adds to the wild look of the Bel Air.

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TUCKED JUST RIGHT The car has the perfect stance over the massive rear tires in back and the pie cutter skinnies up front. One look has you pretty much convinced that it is an original steel body over a fiberglass repop. The injected big block has no problem wadding up the big Hoosiers. that’s how we ended up with this ’57 Chevy.” Fox, a retired operating engineer now 70 years old, enjoys drag racing as much today as he ever did and shares his passion with his family. Once the hot rod itch returned, Rich sent his son Derrick to the Doug Foley Drag Racing School to get his competition license and they bought a ’27 Ford Roadster that he piloted. When Fox bought the roadster they got an extra complete 565-inch

big block with it, which is where the ’57 Bel Air comes into the picture. “That extra big block sat for quite some time until one day about seven years ago we looked at it and decided that we needed to find something to put it in,” he explained. After a few days at the computer on Racing Junk, they sourced a 1962 Bubble Top Chevy as a worthy candidate. The car wasn’t cheap by any means but it had everything Fox needed to simply drop the

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BLAST FROM THE PAST

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BLAST FROM THE PAST motor in and go racing. “It’s a funny story,” tells Fox. “The deal on the Bubble Top fell through because the guy selling it changed his mind. Shortly after, we found and purchased the ’57 from the Chicago area. Right after purchasing the ’57 the fellow selling the ’62 called back and said he was selling it again... but it was too late.” The bonus part of the deal for Fox was that the ’57 was a lot less money—almost half price of the Bubble Top, so it worked out well in the end. The Shoebox came as a complete rolling chassis, ready for an engine to be slid between the rectangular tube chassis rails. Fox’s backup motor was freshly rebuilt when

he got it and he had a spare Powerglide trans as well. Bob Romano of Bigtime Automotive would be called on to do the assembly work for Rich and it took just a week for Romano to get the big Chevy back in running order and ready to race. And it ran solid 9.40s at 141mph with a carburetor on the 565 the very first day out with Rich at the wheel. In 2011, while perusing through the multitude of cool hot rod parts at the Carlisle Swap Meet, Fox saw a Crower stacked fuel injection setup laying in the grass for sale, and, knowing how completely cool it would look sitting on top of the big block in his flamed shoebox, he

UNDENIABLY HOT Rich launches the car hard and races it every chance he can get. Whether it is the staggered stack injection, the classic five-spoke wheels, or the picture perfect blackn-flames paint job, everything about the car oozes old school cool.

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BLAST FROM THE PAST RICHARD FOX’S 1957 CHEVY BEL AIR DRAG CAR Chassis Type & Mods: Rectangular mild steel full custom chassis. Suspension & Brakes: FRONT: Strange struts, rack and pinion steering. REAR: Custom ladder bar with Strange double-adjustable rear shocks suspending a Dana 60 with Strange 40-spline axles. Strange 4-piston brakes all around. Body & Paint: All steel OEM body except for trunk lid. Basic high gloss black paint with hand painted custom flames. Pro Glass windows. Front bumper is fiberglass that has been painted chrome. Engine: Bigtime Automotive built. Automotive Machine completed machining and balancing. 565 cid Dart block, Manley crank, Manley rods, Wiseco pistons, Moroso oil pump and Milodon oil pan.Dart Pro 1 heads with Manley push rods, Manley valves, Manley Nextek valve springs and titanium retainers and Jesel shaft rockers ported and assembled by Tom Slawko. Jesel cam belt drive, ATI Super Damper, CSR water pump, chrome GM alternator. Power Adder: None! Electronics: KR pro cube Timer Delay box, Biondo starting line controller, MSD 7al 3, MSD low profile distributor, MSD coil, Moroso ultra 40 wires, dual 12 volt Optima batteries. Transmission & Converter: Dedenbear case Powerglide with 180 gear set. Pats Converter. Maintenance & Tuning: Car assembled and maintained by Bob at Bigtime Automotive. Tuned by Bill at Second Street Speed and Bob at Bigtime Automotive. Performance (quarter-mile): 8.70 at 152.00mph. Special Thanks: Bob Romano for all of the work, my two sons Regan and Derrick, and thanks to the love of my life Pam for putting up with me and my cars.

purchased it for $1,100. “Bob was familiar with that injection system and he put it on the car for me and switched it to alcohol,

which really livened the car up.” Liven up it did, as the ’57 ran 8.90s at 151mph with the new setup! Wanting just a touch more, Fox toyed with nitrous oxide for bit, but

despite going 8.70s, he started to break parts, so during the winter of 2015 the engine was freshened and now runs 8.80s consistently all on its own—which is just right for Fox.

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BLAST FROM THE PAST

MIRROR FINISHED MONSTER

The car body is a real 1957 steel Bel Air body with the exception of the fiberglass trunk lid. The massive front bumper is also fiberglass with a chrome finish and Pro Glass Lexan windows replace the original glass. Paint is a basic high gloss black with hand-painted flames and graphics, something not

64

often seen in our “wrap it” world of today. The chassis consists of a rectangular mild steel full custom chassis with Strange struts and rack and pinion steering up front and a ladder bar setup out back with double-adjustable Strange coilover shocks. A shortened Dana housing holds a Strange 40-spline spool and

january 2017 | RPM Magazine

axles and 4.10 gears. If you’re checking out the interior of this big Bowtie on a sunny afternoon you’d best pull the shades down as there’s polished aluminum, and lots of it. The factory dash, trim and window and door controls add a touch of nostalgia to the otherwise racecar cockpit. A complete

Flip down the shades, as there’s no lack of interior bling in Fox’s ’57. Copious amounts of polished aluminum have been used throughout mixed with the original dash, trim and door hardware. More rolled aluminum, a fuel cell, air shifter equipment and dual batteries reside out back yet barely make a dent in the cavernous trunk space of the big tri-five.


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MOVE, TARA. Rich sends a wave before his next wheels-up pass in the crowd-favorite flamed Chevy.

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BLAST FROM THE PAST

NOT WEIRD... JUST STRANGE. Strange struts and brakes up front help stop the all-steel beast

NARROWED ON THE LADDERS A Dana 60 filled with a Strange 40 spline spool and axles and 4.10 gearset is suspended by a custom ladder bar setup with Strange double adjustable coilover shocks.

list of electronics and controls for running a variety of fast bracket classes grace the interior along with a pair of tweed covered race bucket seats. The Bigtime Automotive-built 565 big block started with a Dart block filled with a Manley crank and rods pinned to Wiseco pistons. Dart Pro 1 heads were ported and assembled by Tom Slawko using Manley valves, Nextek valve springs and titanium retainers along with Jesel shaft rockers. The true icing on this big block cake is the nostalgic Crower stack injection system fed a healthy dose of alcohol via a Kinsler mechanical fuel pump. Continued on page 76

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BLAST FROM THE PAST

STACKED RAT With the Bob Romano-tuned big block set on kill, Rich takes the big mostly-steel Chevy on yet another 8-second blast.

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Fox admits to building the ’57 for nostalgic reasons, mostly because he had that ’55 back in the day. And since his wins as a 17-year old

that initially got him hooked on fast cars, despite the lengthy dry period that immediately followed, Fox has been able to add

to the list during his second coming in the ’57, winning the Turkey Race at Maple Grove in 2012, a nostalgia race at MIR in 2014 and the

King Of The Creek at the same event, and more recently he won Top Sportsman at Cecil County in August 2016. Both Rich’s sons are

also still involved in the sport with Regan running his 1969 Nova and Derrick leading points at Cecil County in his dragster, all making for a busy, but fun, day at the track. Rich runs his ’57 Chevy at every opportunity possible. “The car works great,” he said. “Everyone really likes the nostalgic look of the flames and the stack injection. And usually, when you see a nostalgia steel body car out on the track they don’t perform like this one!”

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ost of us go out of our way to look for variety when we’re at car events. After all, how many times can we see the same cars over and over with just slight variations? Same bodystyle, wheels, hood, wing, and same front bumper. They look good, but it’s always nice to come across something different —something out side of the box. And that something usually sticks in our memory. When it came time to finding a new race car, Jamie Wise of Berryville,

Virginia was thinking outside the box when he tossed aside the weight component of the drag racing formula and went with his gut feeling, getting something that was different. Now retired, Wise spends lots of time on the golf course (and we hear he is pretty darn good at it, too), but he wanted to do something out of the ordinary for his next ride. Wise has been into cars his whole life with his first race car being a 1965 Ford Falcon that he drove during high school and raced in M/Stock. While his interest

cooled for a number of years during which he raised a family, a few years back he found that the fire for racing never really went out, and he jumped back in with both feet. To rekindle that flame, Wise took an interest in the Nostalgia Super Stock scene and got things rolling with a 1964 Dodge to run in N/ SSA. As the car was being finished, Jamie had contacted Chris Kelican about doing some work on a 1964 Ford Falcon and when he got to Kelican’s shop he noticed a Fox body Mustang race car parked in the shop

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OUTSIDE THE BOX lot. Jamie made a mental note of the Mustang that would later help in his search for driver for his new race car. Kelican and Wise became good friends through the work and, knowing he didn’t have a driver chosen for the super stocker as yet, he recalled seeing that Mustang in Kelican’s lot and thought Chris might be interested in piloting it for him. Once the Super Stocker was ready to go Wise approached Kelican with the offer, and it was game-on from there! “Chris is a

80

very experienced driver and I feel is very capable to drive anything,” said Wise. As the two got more and more into racing together, Jamie started to look for another “nostalgic” car, something different, and when he ran across a 1962 Pontiac Catalina for sale online he knew right then and there that it was something he was interested in. After working out a deal to get the car it was time to start going over things and making changes to suit the new owner, and driver. The full tube

january 2017 | RPM Magazine


WHAT WAS THAT?

This car draws lots of attention. And people will walk past a sea of the more common bodystyles to check a car like this out. The long low stance and arrowstraight body—what’s not to like?

THE REAL THING

Items like the factory trim and real 1962 factory working lights give the car that identifiable look as what it originally was, a 1962 Pontiac Catalina that probably made many a trips to the grocery store before this version was even a thought.

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OUTSIDE THE BOX double frame rail chassis by Rich Adamson carries a 6.0 cert, so it’s built for full duty at the track with any type of power they might want to throw at it. Strange struts and brakes out back hook up to a Jerry Bickel Fab 9 rearend with Strange 40-spline axles and a 4.56 gear. The rolling stock consists of Holeshot Super Star wheels with 15x15 beadlocked rears with Mickey Thompson 33x16s and 15x3.5s up

82

front skinned with Mickey 26x4.5 ET Fronts—and the Pontiac goes straight down Broadway every single time. “It’s a big car,” said Wise. The wheelbase comes in now at 120 inches and with stock dimensions the car is 211.6 inches long and 78.6 inches wide. From Pontiac the car tipped the scales at a hefty 3,705lbs but Wise’s version comes across the at around 2,500lbs. We’re seeing a

january 2017 | RPM Magazine


RAT IN A PONCHO

A Tyler Crockett built 632 Chevy sits between the framerails. I know some of you diehard Pontiac people may not agree, but hey, it does have Pontiac style heads! Crockett built the engine to be a bracket style combo. That means way less work and way more fun! Plus it keeps various options open for changes down the road to add a little extra power.

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OUTSIDE THE BOX

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The fabricated 9-inch rearend housing is tucked up under the big Poncho. The Rich Adamson 6.0 cert chassis does a good job of hooking anywhere it goes. definite resurgence of big-bodied cars running in the nostalgia drags these days and guys like Larry Quinn and Bob Jones, just like Jamie Wise, still have a thing for the big Cats! Seriously though, when was the last time you saw a 1962 Catalina at the drag strip? Personally, I can count

on one hand how many times I have seen one drag racing in the last 30 years. The Pontiac’s jet black paint highlights the laser-straight body panels and topshelf fit and finish, things not often seen on a drag car. The graphics-free body along with factory trim draws a lot of

attention to the car most anywhere it goes, and if you have ever owned a black car, you understand just how hard it is to keep clean, not to mention hiding those fine scratches that seem to just appear. Inside is a very clean business-like interior that is built for one thing…

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OUTSIDE THE BOX

CLEAN COCKPIT

The double frame rail chassis is certified to 6.0 elapsed times in the quarter-mile. This chassis will be able to take pretty much any amount of power the boys wanna throw at it. The tinwork inside the car is top-shelf, Take note of the empty bottle bracket, hmmm, could there be some nitrous oxide in the future here? The Mallory HyFire VIIC Digital CD Ignition control panel allows the driver to control a multitude of ignition functions while in the driver’s seat….So what’s that under wraps? The delay box has to be covered up when racing in events that don’t allow them.

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january 2017 | RPM Magazine


going fast, safely! The meticulously fabricated silver-gray powder coated tinwork is kept remarkably clean, and among the maze of 6.0 certified bars is the Pontiac logo, said to be an arrowhead in tribute to native Americans, embossed between the rear wheel tubs. And since the manufacturer officially ended production in post-recession 2010, that symbol holds a special meaning to enthusiasts of the brand. The team runs brackets along with any Pontiac-only event they can make. Power wise, Tyler Crockett built the 632 cube Chevrolet around a Dart Big M block with a 4.600inch bore spacing and stroke of 4.750. GRP rods are spun by a 4340 crankshaft and pinned to Arias pistons with a whopping 13.8:1 compression ratio. The camshaft comes from the folks at Erson Cams and the solid roller pounds out the ponies with .807 lift on the intake side and .790 on the exhaust with 318/344 durations respectively. A set of Dart aluminum heads

are equipped with Jesel rockers and sitting on top of the big block is a Pro-Filer Sniper intake with Quick Fuel 1450 CFM carb. Exhaust chores are handled by a pair of custom built 2 ¼-inch headers. Once the engine was all buttoned up, an Abruzzi Top Sportsman 2-speed Powerglide with 6,000 stall converter was installed. The end results of what is considered to be a fairly mild-mannered naturally aspirated motor compared to many today is a solid 5.30 at 132 in the eighth and out the back door, 8.40 at 160 mph in the quarter-mile. Not bad for a car that pushes almost as much air as a semi! Things are about to change, though, and with weight loss being the trend in today’s drag cars, Wise says that a slight diet might be in order for the Catalina for some gains in the ET department. Another more exciting potential offseason venture for the Cat is switching gears…literally, as the Catalina might soon be equipped

JAMIE WISE, JR.’S 1962 PONTIAC CATALINA DRAG CAR Chassis Type & Mods: 6.0-certified chrome moly double frame rail chassis built by Rich Adamson. Suspension & Brakes: FRONT: Strange struts with Strange brakes and rack. REAR: 4-link with Strange coil overs and strange brakes installed by chassis builder. Engine: Tyler Crockett-built 632 big block Chevy. 13.8:1 compression ratio, Dart big M block and Dart heads. GRP rods, Arias pistons, Jesel shaft rockers, Erson solid roller camshaft. Induction: Pro-Filer Sniper single carb with stock out of the box Quick Fuel 1450 CFM carb. Electronics: Mallory Hyfire VIIC digital pro ignition. Hyfire VIIC Pro control. Mallory Promaster coil. Autometer gauges and tach with oil warning light. Exhaust: Custom built 2 1/4-inch headers that have been coated. Transmission Marco Abruzzi built 2 speed Powerglide. Reid case, 1.80 planetary. 6,000 rpm stall convertor with trans brake. Differential: Jerry Bickel-built Fab 9. 4.56 gear ratio. Strange 40-spline axles. Best Performance: 5.30 @ 132 mph in the eighth-mile and 8.40 @ 160 mph in the quarter-mile. More coming very soon with lots of updates over the off-season.

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OUTSIDE THE BOX

with a clutch. Yep you read that right, a clutch! Talk is that if it happens they’re going to run with the Pro Stick Association in 2017. How cool would that be, seeing a

Liberty or a G-Force in this behemoth? How does that saying go…“REAL race cars have three pedals!” Jaime says he would not be out there racing if

START

&

THERE’S SMOKE COMING OUT OF THE BACK OF YOUR YACHT, BRO... Chris heats the Mickeys up coming out the water while racing in the Outlaw Pontiac class at Mason Dixon Dragway.

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january 2017 | RPM Magazine


WINNER WINNER...

On a hot June evening at Mason Dixon Chris (center left) and Jamie (center right) picked up the win. Chris, a Ford man through and through said he loves driving the big 62!

LAUNCH OUT, NOT UP

No big wheels-up launches off the line here. The chassis works perfect with the long wheelbase of the Catalina. Leaving the line you can see the wheelie bars are not coming close to touching. But that may change with the upgrades Jamie has in mind for 2017.

not for the support of his wife Faith. A huge thank you also to Chris and his father Gary Kelican (who was also featured in the pages of RPM

with his Ford Maverick), to Tyler Crockett, Marco Abruzzi and Rich Adamson, and everyone else who has helped with the car.

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RPM EXCLUSIVES

STREET CAR

story by

Danny Brock >> Street machine

DRAG RACING

F

or those who aren’t overly familiar with owners in the lay of the land to the north of us, Canada get a we’ll start with a brief big boost from a lesson: Canada 101. First, they don’t all live in igloos dedicated racer and wear parkas most of the year, in fact the weather in the southern parts of the country is similar to the Stan Mazur won northern states. They the Unlimited class also don’t say “eh” as in 2016 in his 1968 much you’d think. The supercharged big block country is big, really big, Camaro nicknamed yet holds just a hair over 10% of our population “Troublemaker.” (right around 36 mil-

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january 2017 | RPM Magazine

ICS BACK TO BAS

photos courtesy of

Jessie Sharp

lion) as much of its land to the north is sparsely populated for obvious reasons. Certain Provinces (yes their Provinces not States) boast substantial size- more than enough to have a solid hardcore street machine following. Ontario for example, is slightly larger than Texas and has a population of around 14 million, most of which is concentrated to the southern region, and for Ontario Street Outlaws founder Paul Norris, that’s a very good thing. Based on the TV show concept, Ontario Street

Outlaws (OSO) was started during the winter of 2015. “I created this mostly to pass the winter months with a bit of local excitement until the racers could get back to the track in the spring,” says Norris. What he didn’t count on though, was the instant appeal of his new social media Facebook page with local street car and drag race enthusiasts, which now has almost 2000 legitimate members. “When I saw what was happening online I decided to put together actual race events at the local tracks,

and it has been growing ever since!” The Ontario Street Outlaws, despite a lot of early criticism by the doorslammer drag racing purists, seems to be working, and growing. Really though, if we take a close look, this is a pure form of racing at its very roots- it’s based on street racing which is the father of organized drag racing. The group seems to be made up of a few different kinds of racers. First, there are the x-class drag racers who were pushed out of specific classes by evolving rules


Ryan Murphy, Brian’s son, runs a 1980 Camaro 406 small block naturally aspirated mill in a car that his dad owned for over 30 years before passing it on to Ryan 2 years ago.

Brian Murphy (905 area code) runs his 408 SBCpowered 1968 Camaro on E85 and has dropped some teasers that major power changes are coming for the 2017 season. that spawned quicker ETs making continued participation just not economically viable. Then there’s the folks who have never raced before and just want to beat on their stuff at the track, and beat the guy (or girl) in the other lane without the pressure and politics of class racing. OSO will also see

the odd street legal bracket car come out to participate in their brand of no-time action and there’s also an Unlimited class where basically anything can come out and run. OSO had four events in 2016 among two Ontario tracks – two at St. Thomas Dragway and two at Toron-

to Motorsports Park where they ran with the well-established OSCA (Ontario Street Car Association). Norris said the response from the tracks and fans has been very positive and he is trying for six races in 2017. “There are actually cars being built for OSO. It’s very exciting and truly humbling

Ron Charlton was the 519-code winner in 2016 in his 383 Windsor-based Ford small block twin turbo’d 1978 Ford Pinto…yes we said Pinto! The boosted compact is backed by a TH400 trans, 4-link and beefed up 9-inch.

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

www.rpm-mag.com | january 2017

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ONTARIO OUTLAWS to see people coming to race and building cars for something that I created.” Norris himself has been involved with cars since a young age and got the race bug from his dad who did his fair share of street racing back in the day. His own late night street racing started many years back with an ’80 Malibu followed by his “Camaro phase”, as he put it, but Norris has since acquired another Malibu which is in the works now to be a street legal car raced at the strip. “We have had cars come from Quebec,” says Norris of Ontario’s neighboring province, “But also, because we’re so close to parts of New York, Ohio, Michigan, Pennsylvania and Indiana, we’d love to see some of them come over to run, as well. Consider this an open invite as really, people can come from anywhere to race with us, it’s a laidback atmosphere that more than anything focuses on no-time street car drags,” he added. The rules are simple, your car has

Jason White’s 905 area code ’72 Nova is a 3270-pound grudge car powered by a 406 small block on E85.

Jason’s wife, Kristen, runs her ’81 Malibu with a nitrous’d 406 SBC and stock suspension with OSO as well.

Dave Holdsworth’s 1985 Olds Cutlass 442 packs a 355 small block with 200hp shot of nitrous and stock suspension with 10-inch tire. Dave is a 613 area code racer.

Mike Kwiecinski’s 905 1983 Mustang GT is favorite on the launch. The Fox body is powered by a 351 with AFR heads, Edelbrock Victor Jr. intake and Quick Fuel Q1000 carb. Visit our Facebook page and share a pic of your ride for a chance to win free stuff!!

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january 2017 | RPM Magazine


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ONTARIO OUTLAWS Dan Caverly’s 429 Cobra Jet powered Mustang runs the OSO Unlimited class.

Jeff Patterson Bloem’s PSP supported ’91 ragtop is street driven with an 84mm turbo and Hutch 2-speed glide. Jeff took the overall win of the 2016 OSO series back home to his 705 area code!

to be street legal and pass track tech. “All cars must hold current insurance and be licensed to drive on the streets,” explained Norris. Like other orgs, he uses the phone number area codes to distinguish between the various groups of cars and ranks them within their respective code. “So far, the 705, 519, 226, 416, 905 and 613 codes seem to attract the most cars to our events. Each area code has Top Ten

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Lists and the fastest car is the number one spot holder and then it works its way down to the slower cars at the number 10 spot.” Racers that want to get on the Top Ten List must beat the number 10 spot holder then work their way up the list. The cars that race for their respective area code must be street legal, but for those that are not street legal Norris has his Unlimited class which has also shown some solid

signs of success. “We are getting street legal cars that are capable of making 8 second passes in our List classes and the Unlimited cars are dipping into the 7 second zone! I am also trying to put together another class called Extreme which will see some of the fastest doorcars around. I will be doing lots of ground work over the next few months to make sure there is enough interest in this class as we’d like to see


Corey Cunningham “Team Beefcake Racing” runs for the 905 area code in his 2011 Paxton supercharged Mustang GT.

Dave Mianowski’s 427 YSI blown Corvette is just flatout badass! Updates for 2017 include a 9-inch rearend with ’glide and monster 106 mm turbo. It’s a Champion Motors-built street car that runs for the 705 code. “If there was a hardluck award for this year Dave would get it!” told OSO frontman Paul Norris. “He was one of the most pumped guys for this season to go and has a truckload of broken parts to prove it!”

pro mod type cars in it,” continued Norris. Racing with the OSO would involve a border crossing but many people travel to Canada to race on

a regular basis, so what’s the hang up for not checking out the no-time action to the north? Here’s a little known secret we dug up during our

research that might help sway you, our US Dollar is worth 30% more than the Canadian dollar right now, and that adds up to one heck of a cost

www.rpm-mag.com | january 2017

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ONTARIO OUTLAWS Louie Braccio was the winner for the 905 List in 2016 in his street driven big block nitrous’d Camaro. Braccio’s car is another wheelsup launch fan favorite.

effective “Race-cation”. That’s right, every one of those singles in your pocket right now is worth over $1.30 when you cross that line! You’ll need a passport or valid “enhanced driver’s license” to cross, so unless you have a criminal record, or are just plain chicken, there’s really no reason not to get out and explore the car culture to the north of us. After all, it’s pretty hard to say you can beat somebody in notime racing without actually racing! “I need to thank our sponsors; Race

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Bred Performance, Bargain Automotive, ULT Powertrain, Misener Motorsports, Hutch’s Transmission, Clearshot Customs, Ultimate Car and Truck, Spi Tuning, D’Sousa Performance, Bent by Kent, PSP (Paul Silva Performance) and Street Tech Performance,” added Norris. “I want to take this as far is it wants to go. I am in it for the long haul and will keep doing it and making it bigger every year as long as the guys and girls want to keep racing!”

Check out this wild chopped-roof small block powered street driven 1963 Nova that Danny Staples runs in the 519 area code list. OSO has the standard drag race trophy for winners and crowns for overall champs.

Paul and Marisa Norris have put a lot of time into making the Ontario Street Outlaws a fun and affordable place to race…so how about throwing some support their way!

january 2017 | RPM Magazine


RPM PROJECT CAR

EZOFF

story and photos by

1

Chuck Scott

S

>> We repair two

disasters while making life easier with Quik-Latch and VFN Fiberglass

ometimes circumstance and poor planning can insert themselves into a build and influence the direction you take. We had both show up to put in their 2 cents in on the RPM Magazine mule Project 4 Lug Thug. First, during an outing with the car, we managed to drag the front valance unloading it off the trailer. We pulled it loose from the bumper cover and splintered the fiberglass in several places. Next, while adding some reinforcements to the lower control arm torque boxes I caught the rear carpeted trim

panel on fire inside the car. I didn’t know it was on fire since I was under the car and nobody was around to see what was going on up top. This was a stupid mistake and I should have known better. I thought there was enough distance from anything flammable but was wrong, and the mistake could have cost a lot more than it did. All the car’s electronics were mounted where the rear seat had been and all the wiring converged there, so not only did it require a complete rewire front to back, it also ruined the rear carpeted panels, burned a big

hole in the convertible top, and melted the rear window. However, this did give me an excuse to change the location of the car’s wiring panel from the back seat area to behind the dash. Originally I thought that the area formerly occupied by the rear seat would be a great spot to mount electronics, fuse panels, and relays. Instead, it proved to be a pain in the neck, back, liver, kidneys, and pancreas every time it needed to be worked on. Hanging through the roll cage with a knee in each seat was not convenient or comfortable.

cvrproducts.com For more information visit

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So now on to repairing the results of two mistakes and in doing so make the car better and more user friendly. I decided that with the car sitting as low as it does, the front bumper would need to be made removable for easier loading and unloading. This will also make strapping the car down for transport much easier, too, since I wouldn’t have to squeeze under that low valance to hook up the ratchet straps. To move the wiring and electronics board to behind the dash, I would also need to make the dash removable so I could pop it off to get to the wiring.

january 2017 | RPM Magazine

www.cvrproducts.com


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 1: The Quik-Latch Minis are available in .875”, 1”, 1.25” and 1.5” diameter latch flanges. They are also available anodized blue, natural billet aluminum and polished. I chose the black anodized version to blend in with the satin black paint on the car. I ordered one anodized red to make a quick release hold down for the Lexan scoop. Quik-Latch also makes an all stainless steel version.

2: The beautiful VFN Fox body dash showed up at the shop ready to install. It wouldn’t even need paint if I didn’t scratch it up trimming out the holes for the cage and steering column. It comes blank and smooth for easy gauge and switch installation. The possibilities are endless with this fresh clean slate.

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

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刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

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3

Knowing how much I don’t like Dzus fasteners, I turned to our friends at QuikLatch for some of their new Quik-Latch Minis. They can replace Dzus fasteners or common hood pin-type fasteners

without the need for a tool to release them, or having to worry about losing pins. They also come in several finishes to match or contrast the car. I ordered three sizes in black to blend in with the sat-

3: For mounting the front bumper cover, I decided to go a different route than the norm and keep the top latches covered by the hood, instead of right on top of the upper cover at the fender. I made a couple brackets from some scrap and bolted one to the fender extensions of the bumper cover and welded the other to the upper radiator support on each side.

in paint on ole Thug. Once I got them in my hands and realized how clean these things would look, I ordered some more to replace the hood pins on both the hood and rear deck lid, too.

When I pulled the gutted remains of the factory dash out of 4 Lug I couldn’t bear to re-use it, so I called up VFN to order one of their nice one piece Mustang fiberglass dashes. I’ve had really good luck

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 | january 2017

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RPM PROJECT CAR 4

5

4 & 5: The old caveman hood pins were removed and the new Quik-Latch pins put in their places. I added the optional spring kit to the upper bumper latches to keep them from re-latching themselves while I unlatched the others on the bumper. Once everything is attached, we can adjust the height of the pins to get everything lined up better.

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january 2017 | RPM Magazine

with VFN in the past with the hood and deck lid on the car so I knew the dash would be premium quality. At $279 and a scant 4 pounds, junking the old OEM unit for the smooth

blank VFN piece was a no brainer. Nothing will ruin your budget like spending more on bodywork than the part actually cost to begin with just to make fiberglass parts

usable. Don’t laugh. It happens. That isn’t an issue with VFN. Follow along as we show you how to install your own using the cool Quik-Latch minis!


6: I bent a new tubular bumper support with the Woodward Fab bender and added a Quik-Latch pin right in the middle. I also made a bracket underneath the center of the upper radiator support for another Quik-Latch pin.

6

7 & 8: A QuikLatch coupler was added to the grill support for the upper pin. With the hood on the car, this one won’t be visible either once everything iseverything lined up properly.

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RPM TRUCK TECH 9

9: Looking through the old hood pin holes to the new smaller Quik-Latch pins, you can see where the holes had been slotted out to get alignment before. We don’t want this with the smaller Mini latches so I marked the location of the pin center and glassed up the extra hole for a precise fit. Aaron will smooth it up and paint the hood when he fixes the damaged bumper cover.

10

10: Before we start we have to make a hole for the steering column to come through the dash.

11 & 12: With the dash pushed up against the roll cage I mark where to cut out our notches. Just cut a little at a time and keep checking fit until the dash will slide all the way into position. This took about six steps before it would go into place but it was a nice snug fit for the effort. The dash practically snaps into place.

13

11 12

14: While the roll cage notches were growing a little at a time, so was the steering column hole. By the time the dash was in place, unfortunately the hole was much lower than I originally assumed. To get rid of the extra void above the column, a quick patch was made with some long strand fiberglass filler and painted to match.

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13: Once the notches were perfect, a hole was drilled under each side for the QuikLatches. The smaller 1-inch QuikLatch Minis were used here.

january 2017 | RPM Magazine

14


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RPM PROJECT CAR 15

15: The new VFN dash looks a billion times better than the skeletal remains of the OEM dash. Even with it gutted out, no glove box and no instrument cluster section, it still weighs double the 4-pound VFN dash.

16

17 18

RULE THE

16-18: I added a couple tabs to the cage for the QuikLatch pins using the AHP Alfa Tig 200. The dash fits so snug, only 2 Quik-Latch Minis were needed for a secure hold.

STRIP

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RPM PROJECT CAR 19

19: Aaron Turner made quick work of repairing the damaged bumper cover by laying down some fresh satin black on the bumper, hood and deck lid. 20: To make the headlights disconnect as easily as the bumper cover, a Deutsch DT connector was used on the inner apron behind the left headlight. 21-22: After filling in the two old hood pin holes in the fiberglass VFN deck lid, a single Quik-Latch was used to replace them. Project Thug is looking much better with its barely noticeable Quik-Latch Minis. Best of all the hood, nose assembly and dash can be easily removed or reattached by one person.

21

20

SOURCES Quik-Latch

www.quik-latch.com 254.247.7962

20

VFN Fiberglass

22

www.vfnfiberglass.com 630.543.0232

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january 2017 | RPM Magazine

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


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RPM PROJECT CAR

IF AT FIRST

1

1 & 2: We showed you just how great our S&W fabbed rear end looked last month. Unfortunately the “reusable” junk eBay gasket seen here was worthless and resulted in a slow, steady leak (2). The only way to fix it right was to tear it all back apart. Ugh.

PART 33 >>Overcoming setbacks along the way, we reassemble our S&W Race Cars rear end, then begin tin work thanks to Midwest Customs of Madrid

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2

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january 2017 | RPM Magazine

his article is risky. There’s a real chance you might read this and think we are mechanically incompetent, unable to adequately plan a major build, or maybe even

story by

just a bunch of whiners. But that isn’t the intent at all. You see, as tempting as it may be to sugar coat our projects and make it look like our parts always arrive on time, every fabricated piece is perfect on

the first try, and that our whole family is delighted by the prospect of another weekend spent working on a car blowing money we don’t have, that’s just not true. The reality is that it seems like parts

Toby Brooks

are never here when we need them, we screw up as much or more than the other guy, and sometimes a project car is a real strain on family and finances. So we choose to give it to you straight, figuring if


YOU DON’T SUCCEED... 3 & 4: Good friend Jim Tolson of Performance Engineering hand made these cool cup washers and cup caps on his lathe for our caliper bolts and also machined some stainless Allen bolts down so that we could finish bolting in the Baer Brakes caliper mount/ axle retainers. Without these pieces last month, we were just shy of being ready for gear lube. Little did we realize it would all have to be pulled apart again anyhow.

4

3 you are crazy enough to try it yourself, you’ve at least been warned...and we respect that. Last month we detailed the steps we took to wrap up assembly on our powder coated S&W Race Cars rearend, chock full of all the best components Moser has to offer. Unfortunately, we were waiting for parts to complete assembly and didn’t have a chance to add gear lube. Once our cool bolts arrived, we were ready to finish it off. Or so we thought. Our good buddy Jim Tolson from Performance Engineering hand made the machined aluminum cup washers and

caps to bolt on the calipers and also machined the ribs off of some stainless Allen bolts so that all the hardware on the rear end would have a high tech appearance and match what we have in mind for the engine bay. Once everything was buttoned up on the rearend, we added three bottles of Lucas Oil SAE 80w-90 gear lube. Unfortunately, the next morning, the shop smelled of gear lube and the puddle beneath the housing told the tale: the third member was leaking. We actually had delayed assembly for two weeks waiting on a reusable third member gasket we had discovered on

5

4 5: We thought we were done, even polishing up the Billet Specialties double beadlock wheels. They look cool with the dual caliper Baer SS4+ Deep Stage brakes showing through the CNC machined openings.

www.rpm-mag.com | january 2017

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RPM PROJECT CAR eBay. In case you didn’t know, it turns out not everything you read on the internet is true and not every product on eBay is as advertised. Thinking it would be less messy to use a new high tech gasket than the old tried and true method of RTV silicone, it is safe to say we were duped. Don’t do it. Save yourself the hassle and stick with the old reliable method. We considered unbolting the third member and trying to sneak some silicone in to seal it, but figured the best bet would be a full disassembly. Another lesson we have learned the hard way: shortcuts rarely produce satisfactory results. Rather than compound the problem by trying to avoid a few extra hours we opted to pull the whole thing apart and slather it Ultra Gray RTV silicone. As an overkill measure, we even used copper washers on the third member studs. Have we mentioned how much we hate leaks? After sealing up the Moser third member again,

we reassembled the rearend. We were ready to bolt up the tires and wheels. Or so we thought. On a hunch, we checked the beadlock bolts for torque, and they obviously had not been installed properly by our very first chassis shop over two years ago. We decided to disassemble the wheels completely and do it right, checking the beadlock rings for any damage. All was well and after about an hour of star pattern torquing a total of 76 bolts, everything was kosher. With our fingers crossed, we refilled the housing, again using the Lucas Oil SAE 80w-90 lube until it began coming from the pipe plug fill hole on the side of the housing. The next morning, our shop floor was clean, our rear wheels were happy, and things were looking up. Or so we thought. We had opted to try a high tech gun coating from KG Coatings on our engine and cylinder heads. The coating needs proper prep and an oven cure

6

6 & 7: We filled the housing with Lucas Oil gear lube via the billet-capped inspection hole until it began to come from the fill hole on the third member. Our rearend required just short of three of the 32 oz. bottles, but every housing is a bit different.

7

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110

january 2017 | RPM Magazine

SIGNATURE SERIES ROTATING ASSEMBLIES Our Signature Series Rotating Assemblies represent the strongest package of rotating components you will find for your engine. The kit begins with a pulsed-plasma nitride heat-treated crankshaft that is formed on a specialized, non-twist 4340 steel forging and features gun-drilled mains, lightened rod journals, micropolished journals and windage reducing, contoured wing counterweights. Additionally, each kit comes with premium I-beam or H-beam rods, your choice of Diamond or Mahle brand forged pistons and premium King or Clevite engine bearings.

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8: The finished product...again... complete with the S&W Race Cars single wheelie bar, PRP billet wheelie bar wheel, and the DJ Safety wheelie bar net. And no leaks.

in order to provide a nearly indestructible finish. However, like any coating or finish, the end product is only as good as the prep work. Clearly, bead blasting an assembled engine is not a good idea, so we tried to scuff the block and heads by hand. While we thought we did an adequate job, experience

proved otherwise. The engine emerged from the oven after its one hour, 200-degree bake looking good. However, when we got it home and began assembling the accessory drive, it became clear that we had a serious adhesion problem. Chemicals wouldn’t touch it, so we began the long process

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www.rpm-mag.com | january 2017

111


RPM PROJECT CAR

11

9

10

9 & 10: As we were assembling the front accessory drive, it became apparent that our KG Gun Kote had not adhered properly. Apart the engine came again as we sanded and scuffed it back to bare aluminum.

112

january 2017 | RPM Magazine

12


14 11-13: Shawn Gibbs arrived to help knock out the tinwork on the car. He started by templating the pans onto standard poster board before transferring the design over to 20-gauge sheet steel. The pans were then bead rolled, clamped into place, drilled, and Cleco’d. Once everything was aligned, the holes were drilled and tapped for 8/32 stainless screws.

13

14: Using our Eastwood motorized bead roller, Gibbs then laid out the pieces for the trans tunnel and the center section of the belly pan. Using an Eastwood 1/16” step die, he rolled in inset panels to add strength and a cool look.

of cleaning it off by hand with sandpaper and scuff pads. Ugh. We still haven’t quite decided what we will do with re-coating the engine, but that is a problem for another day. Instead, we decided to tackle some tinwork with the help of Midwest Customs of Madrid founder Shawn Gibbs. Shawn made the 12-hour-plus trek down from Iowa to tackle the

floorpans and show us how to operate our shiny new Eastwood motorized beadroller. The first step was to template the long firewallto-wheel-tub pieces that would mount beneath the chassis to provide a full belly pan. Using 20-gauge steel, Gibbs transferred the template over and used an electric shear to trim to shape.

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2017 113


RPM PROJECT CAR 15

15: The completed center trans tunnel cover for the belly pan. The two bead rolls match those on our Canton fabricated oil pan. 16: The center belly pan pinned in position. Note how it matches the oil pan’s bead rolls.

SOURCES With both the driver’s and passenger’s side pans complete, we turned our attention to the center of the belly pan. Due to the slightly lower scrub line of the TH400 trans pan compared to the framerails, we had to fabricate a shallow stepped panel for clearance. With it complete, we had nearly finished the tinwork on the underside of the car. We still have much to do in order to get the chassis to powder coat, a milestone we have literally been anticipating every

114

month for the past six months. While it is possible to rush through and simply get it done, we are being very methodical in the hopes of thinking the build through and anticipating issues before they arise. It is a time-consuming, frustrating, at times maddening process. But that’s what makes it fun. After all, if it were easy, everyone would be doing it, right?

january 2017 | RPM Magazine

16

S&W Race Cars

DJ Safety

www.swracecars.com 800.523.3353

www.djsafety.com 323.221.0000

Baer Brakes

Eastwood

www.baer.com 602.233.1411

www.eastwood.com 877.955.0316

Moser Engineering

Midwest Customs of Madrid

www.moserengineering.com 260.726.6689

515.298.4967

Performance Engineering

www.millerwelds.com 920.734.9821

www.performanceengineeringparts.com 918.243.5588

Miller Electric


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ECTED Max-Locker Electronically controlled traction-enhancing differentials are selectable lockers offering the traction control of a limited-slip differential and a full-locking differential — all in one! Can be switched on or off “on the fly,” at any road speed and is quiet – say good-bye to noisy lockers! Ask your Parts Pro salesperson for more details.

Spiro-Pro Universal Spark Plug Wire Sets A two-layer 100% silicone inner core & outer jacket keeps the wires flexible for the life of your vehicle maintaining its vibrant color with heat protection to 600º F. Featuring 350 ohms per foot resistance which provides more fire power to the spark plugs than OEM resistor core wires. Available with 90º, 135º or 180º boot angles in Red, Blue or Black.

Steering Wheel Kit PN M-3600-M350R Mustang GT and 2.3L EcoBoost with a manual transmission. • Unique GT350R Alcantara Leather wrapped steering wheel • Ebony with signature GT350R red stitching and red sightline • Kit includes a GT350R wheel and Satin bezel kit Will also fit '15-'17 automatic transmission Mustangs equipped with paddle shifters, with modifications

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Hot Rod Engine Oils

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Direct-fit Flex-a-fit Aluminum Rad and Electric Fan for '70-'81 Camaro with LS Engine Swap The “T” channels offer 130 percent better heat transfer, a durable mounting system for the radiator, electric fan and optional oil cooler or expansion tank. • Fits ’70-’81 Camaro with LS engine swap • Brackets are included for no-drill installation • 2-row, 1-inch tubes • Fully-shrouded Flex-a-lite X-Treme, dual electric fan comes pre-mounted • Up to 3,000 cfm of airflow • Includes Variable Speed Controller

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

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Thread Sealer

Delivers a flexible leak-proof seal in aluminum, steel, stainless steel and plastic against gasoline, water, coolants, natural gas and LPG.

Now Available GM Wet Sump Oil Pans PN 20145 LS Series, Rear Sump Swap Fabricated Steel Oil Pan PN 20146 LS Series, Front Sump Swap Fabricated Steel Oil Pan PN 20150 LS Series, Rear Sump Swap Fabricated Steel Oil Pan PN 20155 LT Series, RearSump Swap Fabricated Steel Oil Pan

Ask a sales rep for details Diablo Blackout Shifter

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RPM JAN 2017  

The RPM E-Mag for January 2017 has just been released. Read the full issue at www.rpm-mag.com. Click Read RPM Online. Don't miss any issu...

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