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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, LOUIS FRONKIER, and WILL McDOUGLE. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, and GEORGE PICH. Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

ADVERTISING SALES For advertising information contact

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

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

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

Because you’re only as

OLD AS YOU FEEL!

P

robably one of the more challenging parts of working for a car mag is being open to all ideas and not allowing our own likes, dislikes, egos and emotions get in the way of doing what’s right for those that really matter: our readers. We’re proud to boast having readers from 13 years to 80-plus years of age, and we’ve even been sent the odd photo of toddlers enjoying their monthly fix of RPM. So here’s another official shout-out to thank you all! You may have noticed over the past few years that a number of the car owners featured in RPM are pre-thirty, which (now) seems pretty young to me. But then I put things into perspective and realized that I was 34 when I started RPM. Yes, believe it or not, this magazine is STILL owned by a family, and the family that started it. Now that’s rare! Another sure thing in life aside from death and taxes is aging. No matter how young and invincible we think we are right now, trust me, we will age. But don’t let that stop you from doing what you enjoy. I don’t! I’d say that the future of our horsepower culture is in the hands of the younger generation, a group we all used to be part of. Being with RPM for over 17 years, although very young at heart, sadly, I’m not considered a part of that group anymore. But there are a lot of people we know who are, and many of them have incredible cars and new ideas that we should take notice of before the opportunity passes us by. Here is an excerpt from an email a very close friend of mine since high school, Raymond Knight, wrote to

me a few years back, before he had a serious stroke at age 48 (no worries though, he’s still with us and as a big a pain in the butt as ever). “We were teenagers and the old guys (probably 30 years old back then), thought we were idiots because we tried to modify cars on a ‘cheap’ budget. Then when we were in our 20s to 30s, the old guys (probably 45 to 50 years old), thought we are a-holes because we did burnout competitions and we coined the phrase, “...not your grand daddy’s car show” at our events that saw record cars and crowds attend. Well now you and I are almost 50, and still getting grief from a lot of those same guys, and now even from guys our own age! Here are my thoughts for next time: Figure out what 20 year olds are doing, and invite them to do that at the event just so we don’t become the “old guys” to them for doing the same thing, and labeled the trouble makers from all the other guys, too.” When you sit back and think about Ray’s comical Rant, in many ways it’s cool to still be “those guys” who are stirring the pot when necessary and coming up with ideas that scare people so much that they have to give us flak. So my advice to everyone young and old-er (like Ray and me), to quote the poet Dylan Thomas, “do not go gently into that good night.” And, as Ray so perfectly explained, don’t let your age (young or old) get in the way of getting things done!

COMING NEXT MONTH:

Judgement Day...................................................................

We’ve been promising that the aPocalypSe is coming for more than three years. Tune in to see if we’ve horribly misjudged the time necessary to finish our build yet again!

4

THIS AND MORE IN THE NEXT RPM!

july 2017 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 80 Accufab Inc............................ 23 Aeromotive......................... 106 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 96 Applied Racing Components (ARC).................................. 34 ATI Performance Products..... 22 Auburn Gear.......................... 42 Autoglym............................ 102 AVAK/Ridgegate Tools........... 39 Baer Brakes......................10, 33 Bear’s Performance............... 59 Be Cool.................................. 79 BES Racing Engines............... 25 Bill Mitchell Products.......15, 36 Blower Shop............................ 5 Borla................................... 112 BTE Racing............................ 48 C&C MotorSports................. 106 Calvert Racing Suspensions.104 Canton Racing Products...... 108 CFE Racing Products.............. 92 Chassis Engineering...........8, 33 CN Blocks.............................. 88 CNC Motorsports................... 99 Coan Engineering.................. 62 Competition Products........... 45 Crane Cams........................... 91 Crower.................................. 35 CVR Products......................... 78 DART..................................... 18 Design Engineering............... 85 Diamond Pistons................... 28 DIY Auto Tune/MS3-Pro EFI... 43 Drive Train Specialists (DTS)... 29 DRIVEN Racing Oil................. 16 Dynocologists.......................... 9 Dynomite Dynamometer...... 29 Dynotech Engineering......... 110 Ed Quay Race Cars................. 14 Edelbrock.............................. 46 Energy Suspension................ 19 Flex-A-Lite/Karbelt............... 24 G Force Racing Transmissions.44 Granatelli Motorsports.......... 43 GZ Motorsports..................... 44 Harland Sharp......................... 9 Harwood............................... 93 HoleShot Wheels................... 84 Holley...............................76, 95 Howard’s Cams...................... 89 Hughes Performance............... 7 Induction Solutions............... 97 Indy Cylinder Head................ 66 Innovate Motorsports............ 67 JE Pistons.........................51, 94 Jesel...................................... 30 JW Perform. Transmissions.... 38 Kinsler Fuel Injection............. 77 LenTech Automatics.............. 37 Lokar Perf. Products.............. 86

LUCAS Oil Products.................. 2 Lucas Racing TV..................... 87 MagnaFuel............................ 60 Magnuson Superchargers...... 47 MAHLE Clevite Inc................. 83 Manton Pushrods.................. 92 Meziere Precision Mfg............. 8 Mickey Thompson Tires....7, 103 Miska Trailers........................ 90 MSD Ignition......................... 14 Neal Chance Converters....32, 64 New Century Performance.... 27 Nitrous Pro Flow.................... 34 Nitrous Supply...................... 65 Ontario Grudge Wars............. 39 Ontario Street Outlaws.......... 25 Parts Pro Perf Centers.......... 116 Performance Improvements.. 10 Perf. Plus Connection.......11, 58 Philadelphia Racing Products (PRP).................................. 40 Powermaster Performance.... 58 Precision Turbo...................... 53 ProCharger.......................... 113 Proform Parts...................... 104 Proformance Racing Trans..... 20 Pro Systems Carburetors... 31,80 PTC........................................ 82 Quick Fuel Technology........... 36 Quik-Latch Products............ 110 Racecraft............................... 37 Racepak................................ 20 Racequip............................... 81 RAM Clutches........................ 17 Renegade Racing Fuels......... 50 Rhodes Race Cars.................. 13 Ross Racing Pistons..........5, 103 RPM Magazine Subscribe!.114 S&W Race Cars.................... 107 Scorpion Racing Prods........... 12 Shafiroff Racing Engines..12, 27 Sharp Trailers........................ 82 SMACKDOWN 1 Event.......... 109 Smith Racecraft..................... 41 Steve Morris Racing Engines. 61 Strange Engineering............. 63 Summit Racing Equip.....24, 115 Taylor Cable Products............ 88 TCI Automotive...................... 98 Ti64....................................... 94 Tom’s Upholstery................... 30 Trick Flow.............................. 49 TRZ Motorsports.................... 15 Tuned By Shane T.................. 18 VP Racing Fuels..............52, 111 Weinle Motorsports............ 105 World Products..................... 37


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ONLINE

www.rpm-mag.com | july 2017

5


july2017

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

THE

Often Imitated, Never Duplicated—For 18 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

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

RIDES

EXCLUSIVES

COVER CAR DragIf youRacing on the Cheap................. 78 thought there was no such thing, we’re here to tell you there is!

Ugly Sister..................................................... 54 Don’t crush this one just yet...it’s a badass twin-turbo street car that runs 7s!

All of the Above.......................................................8 Gary Houghtaling’s twin turbo 1964 Falcon is entirely awesome!!

Moontune .................................................................. 24 Ryan Harper’s tale of his 1968 Camaro will certainly tug at your emotions! THE

PROJECTS & TECH Shop Talk: To Wrench or to Drive............................36 ...that is the question!

Products & Innovations: Hang on to Your Head........86 An affordable and adjustable head & neck restraint from Z-Tech Sports

EFI For Nitrous Junkies: Part 5...............................92 Fire it up! The finale of our 5-part Dominator EFI series

Hell on Wheels...................................................... 40 Aaron Hauke’s 2015 Mustang GT is a little more than just a pretty face!

Plate Me Up, Scottie...........................................104 Blow the dust off and get to work, it’s time to bring that parked street bruiser in the garage back to life, on the street and strip!

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

july 2017 | RPM Magazine


www.rpm-mag.com | july 2017

7


story by

Toby Brooks

photos by

Gina Mitchell

Chassis Engineering’s Outlaw “TRIPLE” Adjustable Ladder Bars The ultimate ladder bar for heavy, high horsepower race cars. 360 degree housing brackets w/integrated shock mounts. Chromoly construction for strength and lightweight. Includes all rod ends, hardware and brackets.

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8

july2017 | RPM Magazine

$499.95 (pr) 36” Outlaw Adj. Ladder Bar Weld-up Kit $474.95 pr

The chassis prof30esyesioarnas ls for over

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>>Gary Houghtaling’s twin turbo 1964 Falcon is entirely awesome!

H

ere at RPM, we are always on the hunt for wicked, high-horsepower, feature-worthy

street machines and doorslammer drag cars. There are several things that really set some cars apart, though. A cool family backstory is always

www.rpm-mag.com | july2017

9


ALL OF THE ABOVE ONE BAD BIRD The clean factory lines of the ’64 Falcon looked great right off the assembly line, but Houghtaling has made them even better thanks to a fiberglass Sunoco-style hood. The 2-inch drop and 17-inch Weld wheels up front partner with the beadlocked rears with Mickey Thompson 275 radials for a wicked stance.

helpful, as is an owner who is involved in the build. Toss in an off-the-beaten path body style and, of course, quality craftsmanship, and you’ve got all the makings of a slam dunk, sure-fire RPM feature car. Pawling, New York welder and fabricator Gary Houghtaling didn’t realize it when he was building this gorgeous 1964 Ford Falcon Futura hardtop, but he managed to check each and every one of those boxes during the 13-year-long story that is his Ford. “I purchased the car in 2004 and did a few up-

10

grades to it,” Houghtaling said. However, he sold the car to a friend in 2007 only to purchase it for a second time in early 2010—and sell it again in November 2010. You might think that after buying and selling the same car twice already, Houghtaling might be done with it. However family tragedy struck in 2011 and spurred the talented fabricator into action. “My most memorable experience in the car was back in 2010—before I really even built it—when my brother Carl, Jr. rode shotgun,” Houghtaling recalled

july2017 | RPM Magazine


www.rpm-mag.com | july2017

11


ALL OF THE ABOVE

TAIL FEATHERS The Falcon sports original Futura chrome trim and bumpers, but it is safe to say the polished aluminum Ed Quay spoiler and Simpson drag chute weren’t available from the factory. somberly. Sadly, Carl, Jr. passed in 2011, prompting the thought to get the car back again for a full-blown tribute build. “He had wanted to buy the car at one point, so I figured I would get it back and do a build on his behalf,” he added. The first step after re-acquiring the Falcon was to get a four-digit

12

july2017 | RPM Magazine

Ford small block built and ready. Houghtaling tapped Danbury Competition Engine’s Joe Lapine to help him piece together a bulletproof, balanced and blueprinted 351 iron block punched out to a roomier 438 cubes. DCE stuffed the 4.180-inch bores with Wiseco 8.0:1 boost-ready pistons on 4.00-inch Crower H-beam rods on

a Callies crank. A top-secret Ultradyne roller cam was paired with Crower solid roller lifters, and everything was torqued in place with ARP fasteners. A pair of Air Flow Research aluminum 220 Renegade heads were equipped with T&D shaft-mount rockers concealed with polished Ford Motorsport covers.


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SUBARU 02-06 IMPREZA 93-01 IMPREZA

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PRICING DOES NOT INCLUDE ANY APPLICABLE SHIPPING CHARGES. PLEASE CONTACT ONE OF OUR SALES REPRESENTATIVES FOR A SHIPPING QUOTE.

SUSPENSION & CHASSIS Welded 4 Link Round Tube Frame Kits

24-0010 - Mild Steel ....From $649.95 24-00011 - Chromoly ...From $899.95 PARACHUTE MOUNTS

Sportsman 23-0200...Mild Steel ...................124.95 23-0200-CM...Chromoly .................199.95 Pro Series 23-0201...Single ......................................124.95 23-0202...Dual .............................................199.95 ANTI-ROLL BAR KITS

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Add +400 for Strange Engineering Single Adjustable Shocks and Hypercoil Springs Add +650 for Strange Engineering Double Adjustable Shocks and Hypercoil Springs

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18-0103... 3 Gallon .................$129.95 18-0105... 5 Gallon .....................$154.95 18-0110... 10 Gallon.......................$194.95 18-0115... 15 Gallon..............................$209.95 18-0120 ... 20 Gallon ...............................$214.95 FLAT BOTTOM

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Mounting Kits ....................From 34.95 Filler Necks ...........................From 49.95 Roll Over Valves ........................From 24.95 Sending Units...................................From 39.95 Anti Slosh Foam .................................From 14.99

All sheet, plate, and tubing costs do not include any applicable shipping charges. Please contact one of our sales representatives for a shipping quote. Due to flucuations in material costs, pricing may vary without notice. ALL PRICES SUBJECT TO CHANGE WITHOUT NOTICE

PLATE CHROMOLY PLATE

Thickness 6”X12” 6”X36” 12”X12” 24”X24” 0.032.............$6.50 ............ $15.00 ...............$12.50 .......... $50.00 0.040.............$7.50 ............ $17.50 ...............$15.00 .......... $60.00 0.050.............$8.00 ............ $18.00 ...............$16.00 .......... $64.00 0.063.............$9.00 ............ $20.00 ...............$18.00 .......... $72.00 0.090.............$11.00 .......... $25.00 ...............$22.00 .......... $88.00 0.125.............$15.00 .......... $34.00 ...............$30.00 .......... $120.00 0.190.............$22.50 .......... $55.00 ...............$45.00 .......... $180.00 0.250.............$30.00 .......... $70.00 ...............$60.00 .......... $240.00

TUBING 4130 CHROMOLY TUBING Pricing is per foot

27-0200 ...3/8 OD .049 Wall ......$3.78 27-0211 ...1 1/4 OD .049 Wall ...$5.48 27-0201 ...1/2 OD .035 Wall ......$3.98 27-0212 ...1 1/4 OD .065 Wall ...$5.68 27-0202 ...1/2 OD .049 Wall ......$4.26 27-0213 ...1 1/4 OD .095 Wall ...$7.05 27-0203 ...5/8 OD .049 Wall ......$4.46 27-0214 ...1 1/4 OD .120 Wall ...$7.48 27-0204 ...3/4 OD .049 Wall ......$4.66 27-0215 ...1 3/8 OD .095 Wall ...$7.58 27-0205 ...3/4 OD .058 Wall ......$4.74 27-0216 ...1 1/2 OD .065 Wall ...$6.36 27-0206 ...1 OD .058 Wall..........$4.86 27-0217 ...1 1/2 OD .095 Wall ...$8.25 27-0207 ...1 OD .065 Wall..........$5.25 27-0218 ...1 1/2 OD .120 Wall ...$8.76 27-0208 ...1 OD .083 Wall..........$5.88 27-0219 ...1 1/2 OD .188 Wall .$11.35 27-0209 ...1 OD .188 Wall..........$8.36 27-0220 ...1 5/8 OD .083 Wall ...$7.85 27-0210 ...1 1/8 OD .058 Wall ...$5.18 27-0221 ...1 3/4 OD .083 Wall ...$7.92 DOM TUBING Pricing is per foot 27-0100 ...1 1/2 OD .120 Wall ...$6.72 27-0102 ...1 3/4 OD .120 Wal ....$6.98 27-0101 ...1 5/8 OD .120 Wall ...$6.87 ERW TUBING Mild Steel Tubing. Pricing is per foot 27-0001 ...1 5/8 OD .134 Wall ...$3.40 27-0002 ...11 3/4 OD .134 Wall ...$3.45 $3.45

WATER TANKS 5 Gallon Tanks 21-0105 ..... 1” NPT Fittings ..................................................$199.95 $199.95 21-0106 ..... 1” NPT Fittings – Rule 2000 Pump ....................$324.95 21-0107 ..... 1” ¼ NPT Fittings ..............................................$199.95 21-0108 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$399.95 10 Gallon Water/Fuel Combo Tanks 21-0109 ..... 1” NPT Fittings .................................................$399.95 21-011010 . 1” NPT Fittings – Rule 2000 Pump ....................$524.95 21-0111 ..... NPT Fittings.......................................................$399.95 21-0112 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$599.95 7 1/2 Gallon Tanks 21-0113 ..... 1” NPT Fittings ..................................................$224.95 21-0114 ..... 1” NPT Fittings – Rule 2000 Pump ....................$349.95 21-0115 ..... 1” ¼ NPT Fittings ..............................................$224.95 21-0116 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$424.95

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13


HOME IS WHERE THE TIG IS A self-taught fabricator, Houghtaling handled almost every aspect of the build himself in his home shop, including the 12-point chromoly cage and custom subframe connectors. Fit and finish are superb. Oiling chores are handled by a Melling high-volume pump and Cooling is managed by a Mezeire electric pump and a Griffin aluminum radiator. Here’s where the small block Ford deviates

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july2017 | RPM Magazine

from a classic street machine, though. Instead of a simple four-barrel, Houghtaling opted for a FAST XFI 2.0 EFI system, pushing copious amounts of fuel through an Edelbrock Super Victor

aluminum intake that has been fitted with an octet of Injector Dynamics ID2000 flowmatched injectors on custom Wilson billet rails. Up top, a Wilson polished aluminum elbow has


ALL OF THE ABOVE

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july2017 | RPM Magazine


ALL OF THE ABOVE

been partnered with a 105 mm AccuFab billet throttle body. Pushing compressed atmosphere down the Ford’s throat are a pair of Precision 76 mm turbos. Houghtaling handled the hot and cool side piping himself, opting for 1 7/8-

inch custom headers with 3.5-inch exhaust and Borla mufflers, all done in stainless on the hot side and aluminum tubing routed through a custom air-to-air intercooler and a pair of ProCharger billet blow-offs on the cold side. The combo was good for 1,477 hp and

1,364 ft./lbs. of torque to the rear wheels. With that kind of power on tap, getting it to the pavement can be a challenge. Not wanting to completely hack the classic Ford apart, Houghtaling opted to stick with a factory-style chassis and suspension setup—with a number of notable upgrades, of course. First, the factory subframes were tied together via a pair of custom-fabbed chromoly frame connectors. He then stiffened the now-full chas-

sis with a 12-point cage. Up front, a pair of Rod & Custom 2-inch drop spindles have been partnered with QA1 coilovers to get the ride height just right. Out back, a pair of Calvert Racing split monoleafs and Caltracs have been matched up with a pair of QA1 three-way adjustable shocks. Houghtaling put the 9-inch ford rearend together himself, using Strange 40-spline axles with Richmond 3.50 gears.

Binders consist of custom discs on all four corners, with 13.5-inch rotors and 6-piston calipers up front with 10-inchers clamped by 4-piston units out back. An aluminum PST driveshaft sends power rearward from the beefed-up TH400 assembled by Dynamic Converters. Equipped with a manual reverse valve body, a 10-inch 4,500 rpm stall converter, and an

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17


ER W O KP C O L BIG B

• High Nickel 220 BHN Cast Iron • Standard 9.800” or 10.200” deck heights • Siamese bore sizes from 4.250” up to 4.625” • Priority main oiling system with external 1/2” NPT oil feed • Billet Steel or Ductile main caps

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• High flowing Cast Aluminum ports • Raised plenum with single plane design • Machined for 9.800” and 10.200” deck height with 4150 or 4500 carb flange • Street / strip performance from 3,000–7,500 RPM

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july2017 | RPM Magazine

SFI-rated flexplate, the auto trans is ready to deal with the gobs of power and torque the twin turbo mill throws in its direction. With the chassis and powertrain well in hand, Houghtaling next turned his attention to the now-flawless exterior of the Falcon. It wasn’t always that way, though. The consummate do-it-yourselfer, he

handled all the prep himself, massage the almost-all steel body adeptly before spraying it with a stop-you-in-yourtracks Ford Race Red DuPont basecoat and Genrock Ultra Pro clearcoat. The only non-steel panel is the GlassTek custom fiberglass Sunoco hood, held in place with a pair of Quick Latches and fully finished on the underside just for good

measure. A polished Ed Quay rear spoiler is the only non-factory adornment on the otherwise-stock body. Matching the classic-street-machine-meets-newschool-tech vibe of the car is decidedly modern rolling stock: black anodized 17x4 Weld Racing Aluma Stars with 26x7.517 Hoosier tires up front and 15x12 double beadlocked


ALL OF THE ABOVE MEET THE TWINS While the Ford looks killer from any angle, things start getting serious when the slick Glasstek hood is popped. The intercooled twin-turbo 438 Ford is capable of cranking out over 1,400 horses to the rear wheels, and is looks gorgeous doing it.

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19


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july2017 | RPM Magazine

GARY HOUGHTALING’S 1964 FORD FALCON X275 Chassis Type & Mods: Stock chassis with owner-installed chromoly 12-point cage and subframe connectors.. Suspension & Brakes: FRONT: Rod & Custom 2-inch drop spindles with QA1 coilovers. Wilwood 13.5-inch disc brakes with 6-piston calipers. REAR: Calvert split mono leafs with CalTrac bars. Competition Engineering 3-way adjustable shocks. Wilwood 11-inch disc brakes with 4-piston calipers. Body & Paint: All steel body except for GlassTek fiberglass hood with Sunoco-style scoop. Ed Quay rear wing designed by owner. Owner prepped and painted. DuPont Ford Race Red with Genrock Ultra Pro clear. Engine & Rotating Assembly: 438 ci Ford assembled by Joe Lepine of Danbury Competition Engines, Danbury CT. Balanced and blueprinted 4.180 bore/4.00 stroke. Callies crank with Wiseco 8.5:1 pistons on Crower H-beam rods. Ultradyne cam with Crower solid roller lifters. Air Flow Research 220 aluminum heads with T&D shaft-mount rockers. Edelbrock Super Victor intake. 7-quart oil pan with Melling high-volume oil pump. Mezeire electric water pump and Griffin aluminum radiator. Ford Racing polished aluminum valve covers and polished Wilson elbow. K&N cone air filters. Induction & Power Adders: Twin Precision Turbo 76mm turbos with airto-air intercooler. Aeromotive Pro Series fuel pump. XFI 2.0 efi system with Injector Dynamics ID2000 flow-matched injectors. 105 mm AccuFab throttle body. Electronics & Ignition: MSD 7AL-2 box with MSD Pro Billet distributor and MSD plug wires. Transmission: TH400 with reverse manual valve body assembled by Shawn at Dynamic Converters. 10-inch 4,500 rpm stall converter and JW Wheel sfirated flexplate. PST aluminum driveshaft. Differential: Owner-built Ford 9-inch rearend with Strange 40-spline axles and Richmond 3.50 gears. Tires & Wheels: FRONT: 17x4 Weld Racing Aluma Star wheels with 26x7.515-inch Hoosier tires. REAR: 15x12 Weld Racing RTS beadlocked wheels with 275/60-15 Mickey Thompson Pro Drag Radial tires. Performance: 1,477@7,300 rpm and 1364 ft./lbs. @6,900 rpm to the rear wheels. 5.60 at 137 mph in the eighth-mile on low boost. “Got kicked off the track since at that time the chassis wasn’t certified.”


ALL OF THE ABOVE

black Weld Racing RTS wheels with 275/60-15 Mickey Thompson Pro drag radials out back. The look is sinister and sleek all at the same time. Lastly, Houghtaling needed to finish out the car’s interior. True to form, he opted to do it himself. A pair of leather-wrapped Shelby buckets add style and comfort, while G-Force 5-point harnesses add safety. A full complement of Carbon Fiber series gauges have been dash-mounted

and a leather-wrapped steering wheel has been paired with a Cheetah SCS shifter to provide driver input to the classic Ford. Far from a show pony, Houghtaling has made a few passes at the strip in addition to cruising on the street. “I ran a 5.60 at 137 mph in the eighth on a conservative tune up before I got kicked off the track since the chassis hadn’t been certified yet,” Houghtaling recalled with a laugh.

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INTERIOR MOTIVES Inside the Ford, a pair of black leather-wrapped seats and factory-style door panels and dash contrast nicely with the body-color cage and red 5-way harnesses.

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21


ALL OF THE ABOVE

The fast Ford Falcon is a fitting tribute for a brother taken too soon, nearly completely owner-built in his home shop. Houghtaling is quick to credit buddies Kenny Wallace who helped prep the roll cage for paint and Allen Strag who helped on various tasks like taping for paint. “I made every attempt to do the work complete, start to finish,” he said. Hesitant to farm work out to others, the selftaught fabricator estimates that 90% of the build is his work. So does the feature boast a unique backstory, a unique body style, tons of power, and quality fit and finish? Yes. All of the above.

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july2017 | RPM Magazine


A

s we’ve said many times, each and every car has a story. We’ve met a lot of great folks who have tremendous tales to share of their hot rods

and the journeys that they have traveled to get where they are today, and Indiana native Ryan Harper’s story is a roller coaster ride of emotions. An impressive machine to say the least,

the Burgundy Metallic 1968 Chevrolet Camaro screams good ol’ American muscle: it’s loud, good-lookin’, and fast. Ryan also has an intriguing history to share, and to be quite honest, you may

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july 2017 | RPM Magazine


story and photos by

Tabitha Sizemore

25

www.rpm-mag.com | july 2017


MOONTUNE

The ‘68 Camaro is painted in 1984 GM Metallic Burgundy. When they rolled the car out of his grandmother’s garage eighteen years after it had been tucked away, they found a can of the paint his father had used. With some tender loving care, they were able to salvage what was left in the can, and used it to paint the hood that is now on the car!

VIEW FROM BEHIND A wing and chute were added during the chassis overall several years back and a set of Mickey Thompson slicks take the place of Ryan’s dad’s Firestones from the eighties.

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july 2017 | RPM Magazine


SMOKE ‘EM IF YA GOT ‘EM Ryan rolls out of a burnout, purges the nitrous, and hangs the hoops at US60 Dragway in Hardinsburg, Kentucky. want to grab a tissue as this story unfolds. Although some of what he shares will make you laugh, his story will tug at your heart strings, as well. “My dad saw the car for sale in Sellersburg, Indiana, not far from where I live now. He called the owner and they made plans to go by the next day and test drive it. That night my dad and some of his friends rode out and switched a few plug wires around on the car. The next day, they showed up and the owner was telling them about how smooth it runs.” Needless to say, with the previous evening’s activities unbeknownst to the owner, there was much surprise that the Camaro was running a tad rough, as you can imagine. Harper continued, “They talked the owner down far from his asking price, left, drove down the road and changed the wires back, then headed home!”

These antics to land the Camaro took place in the mid-eighties, when Ryan’s dad was just 23 years old. Soon, Harper had the car tubbed out, a 6-point cage installed along with a Dana 60, TH400, and a pretty-hot-for-the-day 358 cubic inch small block Chevy. “That small block had double hump heads and a solid flat tappet cam and TRW pistons. He did a lot of street racing, racing at Ohio Valley Dragway, and the now-closed Harrison Co. Dragway with the car.” Ryan reminisced a bit more about the emotional side of his story, “In September of 1985, a few months before I was born, my dad died in an ATV accident. The car was parked in my grandmother’s garage, and that’s where it stayed, covered up with blankets. I can remember days when my grandmother would take me out to the garage, we would uncover the car and she would let me sit in it and play. I was between 5 and 9 years old at the time. Every once in a while some of my dad’s friends would stop by just to look at the old car and tell stories. She would never sell it to any of the people who offered to buy it over all those years, though.”

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MOONTUNE

HISTORY IN MOTION Bullhorn exhaust complement the look of the now full-race Camaro. The car has its share of bumps and scuffs, most of which are from over 30 years ago. The body tub is still all original GM steel but carbon doors and a glass hood were added to save weight. Although a tough decision, Ryan plans to one day apply a new coat of paint to the car. While Ryan’s dad might have hung out at the local burger joint with the Camaro back in the day, now it frequents the dragstrip most. When the car was uncovered and taken from his grandmother’s garage it was a well-preserved time capsule of the eighties pro street movement, far from what we see here.

A custom ladder bar/ coilover rear suspension hangs a well-fortified fabricated 9-inch rear diff stuffed with all the goodies.

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july 2017 | RPM Magazine

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As the years passed, Ryan started showing an interest in racing and the ’68 Camaro, so much so that his grandmother let him and his buddy Darrel, a friend she trusted and loved, air up the old Firestone slicks and drag the car out of the garage. “We hauled it up to Darrel’s house where I started working on it right away.” Almost a year and a half passed of days and nights working on the Chevy before Ryan was able to fire it back up for the first time. They rebuilt the transmission, and other than an oil change and

an all-new ignition system, the motor was sound. All new tires, brakes, fluids, fuel lines, radiator and hoses, and a few other small things were installed, and it was time to make a trip to Ohio Valley Dragway. The first night at the track with the ’68 was a memorable and special moment for Ryan. “A lot of my dad’s friends were with me—guys that had always stopped by to check in on my grandmother...those same guys that would uncover the car and tell me stories of my dad and the

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BOWTIE ON THE BOTTLE The 604 cubic inch big block Chevy was built by Ryan and Dave Voyles of Launch1Motorworks. For nitrous, he uses a single stage Nitrous Pro Flow direct port system from Kevin Neal. Ryan has custom 2 ½-inch to 5-inch stainless headers by Quinn Fabrication.

Camaro. The last pass that night, I was able to break into the 7s in the eighth-mile. It was a very emotional and happy night for us all.” Since that time, Harper continued spending every Saturday night at the dragstrip and he soon

fell in love with the heads-up cars from the Outlaw Street Car Association back in 2002 through 2005. “Since then, it’s been rebuild after rebuild,” said Ryan. After the trusty 358 cubic inch small block with a 200 Big Shot NOS plate

THE

wasn’t enough, it was pulled and replaced with a tall deck 427 big block. The 427 was backed up with a Fogger nitrous system as soon as he could afford it, as he was a college student at the time. Fast forward to 2011, and the current massive 604 cubic

ORIGINAL

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july 2017 | RPM Magazine


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MOONTUNE

SPECIAL THANKS “I would like to thank Dale Voyles, he has been a mentor to me and a great friend. He is the owner of Launch1Motorworks and Above All Collision, we can ride around discussing the smallest performance details for hours. Darrel Herron, one of my dad’s good friends. He helped me get the car from my grandmother’s garage and to his shop for the first few years. He was always helping me with any fabrication, trailers, anything I could ever need. My racing crew, Michael Osborne, he’s always there to ride out and help do everything. And of course, my wife Dacqueri, who understand the time, money, and emotion that go into a car like this. Without her understanding and support I wouldn’t be able to get anything done.”

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july 2017 | RPM Magazine

The factory dash remains almost intact, but the modern Racepak dash panel is a giveaway of the technology that now sits in place of those old eighties gauges. As for passengers, well, there is just one. On the inside, the Camaro has received a thorough going over including a full updated mini tub and 25.5 certified cage. A very well laid out panel of electronics affixed to the passenger side door bars includes the Induction Solutions Nitrous Power Controller.


RYAN HARPER’S 1968 CHEVY CAMARO 10.5 DRAG CAR

inch big block Chevy started being pieced together. The big block was followed up almost immediately with an enormous chassis overhaul. Ryan received help from Ed Michals and the old school back-half, 6-point cage and Dana 60 were removed. Ryan’s personal best to date in the car is a solid 5.15 in the eighth at 135 miles per hour but his goal now, after a year-long rebuild, is to be in the 4.70’s. The SFI 25.5 certified cage now taking up space in the cockpit was built by Ed Michals at Michals and Sons and the 604-inch mill was built at Launch1Motorworks by Ryan himself and Dale Voyles. The Dart Big M block houses a Scat billet knife-edged and polished crankshaft, billet Oliver XD rods, custom JE

nitrous pistons, and a billet camshaft. Topping off the nasty rat is a pair of Dart 410 Big M cylinder heads with port and chambers softened by Chuck Kuhn at Kuhn Performance. Nitrous is provided by a single stage direct port system from Kevin Neal at NPI and Ryan utilizes an Induction Solutions NPC-2006 nitrous controller. Power from the big block gets to the ground by way of a Bilbrey Automotive ’glide with a Bradco billet bolt-together converter. Out back is a custom Fab 9 with a Yukon aluminum center section, a 4.30 gear and Moser 35-spline star-flange axles. The ’68 also has a Strange Engineering driveshaft and billet yoke. The future of the ’68 is a bit up in the air at the moment. It will always stay with Ryan of course, but there are

Chassis Type & Mods: Back-half, certified 25.5 by Ed Michal at Michals and Sons. Suspension: FRONT: stock modified crossmember, Autofab tubular control arms, Menscer Motorsports double adjustable coilover shocks, TRZ billet steering arms, TRZ rack and tubular steering column, Strange disk brakes. REAR: RJ Racecars Pro ladder bars, wishbone locator, Fab 9 rear housing, Menscer motorsports double adjustable coilovers, Yukon aluminum center section, Moser spool, Richmond 4.30 gears, 35 spine Moser axles, Strange disk brakes. Body & Paint: All steel body tub, Unlimited Products glass/carbon doors, Glassteck 6-inch cowl hood, 1984 GM Metallic Burgundy paint. Engine: 604 ci big block Chevy built at Launch1Motorworks by owner and Dale Voyles. Dart Big M block, Scat Billet knife-edged/polished crankshaft, billet Oliver XD rods, custom JE nitrous pistons, Hell Fire rings, COMP belt drive, billet Bullet Racing camshaft .864 lift Duration @ .050 286 304, T&D shaft-mount rocker arms, Victory titanium valves and titanium retainers. Cometic gaskets and King bearings throughout, Dart 410 Big M cylinder heads ported and chamber work by Chuck Kuhn at Kuhn Performance. Dart single plane intake with full race port job from Chuck Kuhn. Custom aluminum oil pan from C Line engineering. MSD front drive distributor, Fire Core 50 plug wires. Induction: 1200 Pro Systems carburetor. Power Adder: Single stage direct port nitrous system from Kevin Neal at NPI, Induction Solutions NPC 2006 nitrous controller. Electronics & Ignition: Racepak dash, MSD 7531 digital 7 ignition box, MSD front drive distributor, FireCore 50 wires. Transmission: Bilbrey Automotive Powerglide with a 1.80 first gear, Bradco billet bolt-together converter. Rear Differential: Custom Fab9, Yukon aluminum center section, 4.30 gears. Moser 35-spline star-flange axles, Strange Engineering driveshaft and billet yoke. Performance (eighth-mile): 5.15 at 135 miles per hour.

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MOONTUNE

ALL IN THE FAMILY Ryan Harper and his mother, Lisa. Ryan’s son, Arthur and his niece, Evie. other things in life that need attention outside of racing. One thing that will be coming for the Camaro, though, is a fresh paint job when the opportunity is right. “Whenever we build our new house and I have

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room for a large garage, paint is definitely a priority,” said Harper. There are just too many bikes, wagons, and 3-year olds toys laying around in a little garage for a fresh paint job at the moment.”

july 2017 | RPM Magazine

And of course, who isn’t always looking to go faster? “We also have a 500 cubic inch big block with an F-3 ProCharger in the works right now,” he added. Will it go in the Camaro? Probably, but Ryan has also been

thinking about retiring and preserving it after this year, and finally starting on a new car that he has had in mind for a while. If this very special 1968 Burgundy Metallic family heirloom does indeed see

retirement after 2017, Ryan is adamant that he will never get rid of the old car. “It will end up with my son one day, who just so happens to love race cars too.”


www.rpm-mag.com | july 2017

35


SHOP TALK

TO WRENCH JT

story and photos by

A

s car enthusiasts we all have one thing in common: we love anything and everything to do with cars. For some of us that means driving to the

OR TO DRIVE...

>> ...That is the question.

local cruise night every week and sharing our car with other gearheads. For others, it means showing and competing at shows. Maybe you like to simply take your baby out for a ride on the weekend...or

perhaps you prefer collecting and storing your treasures in a garage. Some like to venture out a few times a year and test their skills at the dragstrip. For hardcore enthusiasts who aren’t afraid to punish their

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july 2017 | RPM Magazine

cars, they race them, and race them hard. And then finally there are those like me who embrace every aspect of being a car enthusiast—even the outlandish dream of collecting and storing them

in a garage. Seriously, how awesome would that be? Those of you who share my passion for wrenching understand that it’s the thrill, planning, stress, and excitement of building a car


1: I am not ashamed to say that getting in the burnout box, holding in my line lock button and melting a perfectly good set of tires is my favorite part of race day.

1

2 that drives us. Believe it or not, for me, it is the most enjoyable part of the entire process. I look forward to coming home after a long day at work and spending time in my shop working on my car, even if it’s only five minutes. I can simply sit in the seat of my car, in my shop and have fun! Quite honestly, when I think about my life today and how fortunate I am, my heart is full and grateful.

2: I came from a very modest, hard-working family that never owned a new car. My Dad was a mechanical genius and was able to make all of our old cars run and look like new. Being his apprentice taught me everything I know about wrenching. Most people need to drive or race their cars, but I’m so grateful these days, that all I need to do is open the door to my shop and look at my Pro Street Camaro to get my gearhead fix for the day. Sometimes I simply sit inside, remember the past and all of the hard work and sacrifice that enabled me to bring our family pavement pounder to this level.

RACING: IT’S NOT ABOUT WINNING OR LOSING

From the hustle and bustle of the pre-race checklist, to giving my car a thorough inspection and loading up all of the gear, every step of the racing process energizes me. I even get excited while waiting in a long registration line and

occasionally glancing in the mirror to check out my hauler (told you I was grateful!). I guess you can say it runs in the family, because my excitement is often surpassed by my 12 year-old daughter/crew chief as it is time to unload everything, set up the pit, fill out the tech card, and go through the full pre-run inspection. A true enthusiast at heart, she absolutely loves getting into that racing seat and feeling the rumble of the big block.

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SHOP TALK 3

3 & 4: It’s always been about the build for me. From concept before (3) to completion after (4), I get immersed into gearhead fantasy land. This Harley came just as my car was near completion, and I was waiting for parts. The process of complete disassembly and planning the new build filled the temporary void I had while going through BWS “Builders Withdrawl Syndrome.”

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My excitement escalates as we approach the staging lanes and get to see all of the cars that came to the track that day in one spot. I’m like a kid in a candy store, drooling over all of the cars, snapping pictures, and listening to the stories behind every one of them. And what a thrill to see there are always a few people eyeing up my car with the same level of enthusiasm. Despite being an extremely competitive person when it comes to playing physical sports, I have absolutely no competitive desire when it comes to drag racing (sorry to disappoint some of you). Racing my car will never be about winning or losing. It’s simply about testing parts and having fun. In fact, the burnout is my favorite part of the process, followed by a hard g-force pulling launch. Watching the gauges, listening to the engine and shifting at the precise moment provides the ultimate test for my skills as a driver… and gearhead. Did everything perform like it was intended? These are the things that truly matter to me. As the race day comes to a close and we load everything up, I am once

july 2017 | RPM Magazine

again energized as I look forward to the ride home and sharing the events of the day with my daughter. I’m sure it will come as no surprise, though, that making the transition from car hauler to the solitude of my sanctuary is what I look forward to the most. A thorough examination of every nut and bolt, connections, fluids, and looking over data files initiates a calming process for me. A complete clean and shine puts the final period on a great day, and I am already looking forward to the next outing, which quite often is attending a local cruise night. The car hauler stays home, and we pound the pavement in our big block bruiser. There are actually days when I am just looking for a reason to take Big Red for a ride. I have volunteered to get groceries, bring one of my daughter’s friends home, return a baking dish to a neighbor…heck I’m even willing to test car alarms along the street!

THE CHALLENGE OF THE BUILD From concept and the build, to testing and racing, to collecting and

showing, we all have our passions and desires that define our car enthusiast experience. My car is currently at version 3.5 and with each upgrade, it keeps getting better. This past build took me way over my planned budget, but with the help and support of several great sponsors I was able to test and share many amazing products with our gearhead community. As my build comes close to completion, I recently began a custom job on a 2011 Harley Davidson Heritage Softail. In between knocking off items from my car’s checklist and waiting for parts, I was able to completely disassemble the Harley and send all of the parts to powder coat. In the back of my mind, I know my car will finally be done, but the excitement of taking this Harley to the next level is replenishing my need for wrenching. For me, it’s all about the challenge of the build, becoming one with my tools and spending quality time in my shop. Don’t get me wrong, the first test drive is an awesome experience, especially when I get to share that excitement with a client. For them, the build means nothing but anticipation, and the test drive


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

4 5: Despite being a highly competitive person who made a living as an elite athlete, I’m grateful it never carried over into my passion for motorsports. I’m simply happy putting my motocross gear or my drag racing suit on and enjoying the countless of hours of wrenching that enabled me to put the gear on in the first place. The dragstrip is a sanctuary away from the sanctuary of my shop. Bringing the added pressure of winning or losing would kill the very reason I do this in the first place.

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

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

5

is everything. Connecting with a client at that level is always a very rewarding experience. I started building my first drag racing car when I was 14 years old, and was fortunate to be able to finish it before my 18th birthday. I promised myself at that time that one day I would be blessed enough to build a car worthy of being showcased in a magazine. Over four decades later, with a lifetime of knowledge from the school of hard knocks, my new build is becoming that car and is not far off from being featured in this very magazine. When that day finally comes it will be the pinnacle of my wrenching career, and the magazine will sit on top of our mantle as a reminder that hard work, sacrifice, commitment, perseverance, teamwork and knowledge always pay off. So my friends, whether you relish in the planning, the build, the cruise, the drive, the track, or any combination of the above, now is the time to stop wishing on a star and start CHASING them! Keep wrenching!

6: The need for speed is what lured most of us into extreme horsepower cars. The feeling of instant throttle response, the rumble and shake of a monster cam, and the sound of large-tube headers allowing angry pistons to breathe all come into play. For all of the gearheads and engine builders out there, it’s like being a music conductor and leading an orchestra into a beautiful symphony. In the midst of that violent mess of combustion, I’m at peace and most relaxed. For me this is one of coolest places to be on race day. All of the gearheads bring their cars to one spot and wait for the opportunity to test their wrenching and driving skills, and the limits of their cars. I enjoy walking around and admiring everyone’s hard work and passion for racing.

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

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

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

刀一䐀ⴀ㄀ 

刀嘀䐀ⴀ㄀ 

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | july 2017

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story and photos by

Tabitha Sizemore

T

he Ford Mustang has been an icon of the American automotive world for many years, long before some of us were even born. Since the early ’60s, the pony car has matured and changed with the times (although some may say that the Mustang II was a slight hiccup in the evolution time line, but we’ll just kind of look the other way on that one). The current generation of Stang, which started with the 2015s, goes by the name S-550 and is the successor of the S-197, which ran from 2005-2014. If you’re looking for a prime example of the new-and-improved

S-550, look no further than Aaron Hauke’s Magnetic Metallic 2015 Ford Mustang GT. Aaron’s GT is hauling a twin turbo package under the hood, and is a head-turning, jaw-dropping example of the current platform. Going by looks alone, passersby would be none the wiser that this pony car is packing nearly a thousand horses under the hood—so don’t let a pretty face fool ya. Years before Aaron was ready to buy the ’15, he was growing up next to his dad learning how to restore and work on cars and trucks and even motorcycles. His father Steve raised young Aaron to appreciate the satisfaction and benefits

of turning one’s own wrenches and doing work for yourself. Aaron carried those lessons with him through the years and applied them once he purchased his current GT. “I grew up around motorcycles and cars with my dad. When I was young he owned a ’70 Mach 1, ’70 Boss 302, ’74 Pantera, ’70 Torino Cobra, and several ’6769 Shelby GT350s. I can’t even count how many Mustangs and Fairlanes he has restored over the years, and I spend most of my time right there with him learning.” “When I was 17, I purchased my own Mustang: a 1986 Mustang GT hatchback. From

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HELL ON WHEELS

my first modification, a Hurst Competition Plus shifter, I was hooked.” Through the years, Aaron owned several other cars, including four Fox bodys, two SN95s, and two ’04 Cobras. “When the S-550 chassis made its debut in 2014, I knew I wanted to build my own version. I purchased this car completely stock in 2015 and have

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modified it and built it myself. The Coyote engine has been a stout performer since 2011 and Ford made significant improvements for the 2015 model year.” “I bought the car stock in 2015. Shortly after, I decided to work on the stance. You can’t have a fast car unless it draws attention, right?” Aaron kept the stock wheels for a while and added 20mm

july2017 | RPM Magazine


STYLIN’ and PROFILIN’ Despite a kneejerk reaction by some to the substantial styling changes to the Mustang for 2015, it has been well accepted as one bad ride!

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HELL ON WHEELS

(BEAD)LOCKED AND LOADED Aside from the subtle body mods like the MMD upper and lower grilles, the tires and wheels are the only solid giveaway that this car is built for more than just a cruise around town.

spacers front and rear. Now, he’s rolling on a set of Weld Racing wheels, with Alumastars up front and RTS with OMF single beadlocks on the rear. “Then I started looking at some cosmetics. By this time, there were several

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companies making some nice parts. I always like to make my builds my own. I’ve shown several cars throughout my years and like to give them that special touch.” The Magnetic Metallic ’15 is sporting a couple of Mod-

july2017 | RPM Magazine

ern Muscle Design parts, including the V-Series upper and lower grille. Aaron also has chosen a RTR rear diffuser, a GT350 track pack spoiler, and a Ford Racing smooth deck lid panel to add some of his own personal touches.


LOWPONY Aaron’s first objective with his new 2015 Mustang, was stance. Using some springs and spacers, Hauke’s GT is sitting pretty.

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HELL ON WHEELS

HORSE’S ARSE Under the pony, Aaron has used Viking double adjustable shocks, a BMR cradle lockout, Granatelli vertical links, and a BMR lower control arm bearing kit. Meanwhile, the topside sports an RTR rear diffuser, a GT350 track pack spoiler, a Ford Racing smooth deck lid panel, and Roush winglets.

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

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july2017 | RPM Magazine

ALL PARTS FOR USE ON RACING VEHICLES ONLY.


AARON HAUKE’S 2015 MUSTANG GT Chassis: Stock chassis. Suspension: CJ Pony Parts lowering springs. Maximum Motorsports caster/camber plates. Viking double-adjustable shocks. BMR cradle lockout. Granatelli vertical links. BMR lower control arm bearing kit. Body & Paint: Magnetic Metallic J7. MMD V-Series upper/lower grille. RTR rear diffuser. GT350 Track Pack spoiler. Ford Racing smooth deck lid panel. Roush winglets. 3M clear bra. Wheels: FRONT: Weld Racing 17x4 Alumastars with 27x4.5-17 Phoenix F/X front runners with 1320wheels billet shank lug nuts and 20mm spacers. REAR: Weld Racing 17x10 RTS S71 with Mickey Thompson ET Street R 305/4517. OMF single beadlocks. 20mm spacers. Engine: Coyote 5.0L with MMR billet oil pump gears, billet timing crank gear, billet timing chain guides, and MMR head cooling mod. MMR IMRC deletes, lightweight aluminum water pump pulley. Romac damper. Induction: Custom triple pump return fuel system with ID1300 injectors and FORE fuel rails. Power Adder: Hellion twin turbo kit with 62/66 Precision turbos. Exhaust: Corsa Sport 3-inch catback exhasut. Electronics: Ford Racing by Autometer boost and fuel pressure gauges. Boost Leash electronic boost controller. 2-relay transbrake. MSD 2-step. Transmission: Built automatic 6R80 with a billet intermediate shaft. Exedy Stage 2 clutches. Circle D 258mm 2B billet converter. Performance Automatic SFI flexplate. Performance Automatic deep transmission pan. Differential: Stock 8.8 IRS with a one piece Driveshaft Shop driveshaft. Stifflers driveshaft safety loop. Performance: Tuned on E85 by Ken Bjonnes at Palm Beach Dyno. Made 773whp/699tq on 10 psi. and 952whp/879tq on 16 psi. Special thanks: Aaron’s hard work and attention to detail has paid off, having a pure street car churning out close to a grand of ponies. He has had some help along the way however, “I would like to thank my beautiful wife, Melissa, who gives her support during my time in the garage. My father Steve Hauke, who raised me in the garage and taught me to appreciate the rewards of doing my own work. Kevin Stroub for allowing me to use his lift on multiple occasions. Ken Bjonnes at Palm Beach Dyno for the killer tuning, and Finishline Performance in Milford, Ohio for building the transmission.

Once Aaron had the stance and the look he was after, he moved on to beginning his research on power adders. “I knew that just plain bolt-ons weren’t going to cut it. My last Mustang before this was an ’04 Cobra with a TVS supercharger and before that was another ’04 Cobra with a Kenne Bell,” he recalled. Being no stranger to forced induction and never having tried a turbocharged car, Aaron set his sights on trying his hand at building one

this time through, especially since this was his first automatic Mustang. “I knew there were a lot of turbo kits on the market, but I chose Hellion (with Precision turbos). I knew hands-down that I wanted to run the car on E85, and with the increased octane properties, unheard of power levels could be achieved.” Not one to cut corners and being meticulous about his work, Aaron tackled several small items to make sure the stock

motor would survive. “So billet oil pump gears and billet crank sprocket it was, with a few other hard parts. Mind you, this was my first time diving into the timing on a four-cam 32V motor. So in my garage and on jack stands, I tore the whole front of the motor down and replaced the necessary common failure hard parts considering the power I was wanting to put down.” Once the turbo kit was on and the motor was finished to his liking, Aaron turned his attention

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www.rpm-mag.com | july 2017

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HELL ON WHEELS

ON THE INSIDE Hauke’s interior touches include a GT350 Alcantara steering wheel and matching console lid, a GT350 ignition start button, and a Halon 2.5-pound fire extinguisher. Nearly four-digit horsepower with heated and cooled leather seats, big cupholders, and room in the trunk for a cooler and lawn chair? In a word: Yep.

to the drivetrain. A built 6R80 transmission with aftermarket converter was the next item on his list. Luckily, he had a friend with a lift that he could use to drop the trans and do it right.

Aaron had made the decision to trailer his car to Palm Beach Dyno and set a tune date for the end of March, 2017. “Ken Bjonnes is undoubtedly the best Coyote tuner. After a 15-hour drive, I was in West Palm

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

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july2017 | RPM Magazine


Win Big.

Trick Flow’s PowerPort ® 365 aluminum cylinder heads were designed and built for you to win races. These extreme performance race heads for big block Chevy engines flow a massive 424 cfm @ .900" lift. The high-strength castings can withstand enormous amounts of compression and RPM. Rectangular-shaped 365cc CNC Competition Ported runners, 119cc heart-shaped chambers, CNC bowl blended valve seat transitions, 24° intake valve angles with 4° side cants, and the highest quality valvetrain components help make PowerPort 365 heads the best choice for your car. Use PowerPort 365 heads on your engine and turn your goal of winning into reality! Dyno Results PowerPort 365

Test Engine: 13.86:1 compression 572 c.i.d. with Trick Flow PowerPort® 365 cylinder heads (TFS-4141T804-C02), solid roller camshaft (285°/298° duration @ .050"; .900"/.828" lift; 114° lobe separation), 1.8/1.7 ratio shaft mount roller rocker arms, Trick Flow R-Series intake manifold (TFS-41400111), Holley Gen 3 Ultra Dominator 1,425 cfm carburetor, Trick Flow by Stainless Works headers (TFS-DBBC238250), 3½" dual exhaust with Flowmaster mufflers, Q16 racing fuel.

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

www.rpm-mag.com | july 2017


HELL ON WHEELS

HELL YEAH! Under the hood, a Hellion Precision twin turbo kit sits ready to shove boost down the throat of this angry Coyote. Tuned by Ken Bjonnes at Palm Beach Dyno, the boosted stock mill churned out 952 ponies at the rear wheels on 16 psi and is tuned on E85. The 3-inch Corsa cat-back system adds style and performance.

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july2017 | RPM Magazine

Beach, Florida. Like a kid on Christmas morning, I couldn’t wait to see my hard work pay off.” Armed with a 10 psi wastegate spring, the car showed numbers of 773 whp/ 699 ft./lbs. of torque. Aaron was excited. Not too much later, the decision was made to

turn it up a tad. Utilizing a boost controller, they set it for 13 psi. “After checking the straps we started the pull and ended up with 864/793. I thought to myself, ‘This thing is a beast!’ But I wasn’t done. So with a few more clicks on the Leash, I set it for


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HELL ON WHEELS MAGNETIC (METALLIC) ATTRACTION Aaron and Melissa Hauke

16 psi, and thought, ‘This is it!’ So there we went.” That pull laid down 952/879 out of a stock rotating assembly and an automatic transmission.

“To have a street car with the potential to run 9s with heated and cooled seats is something that still blows my mind!” exclaimed Hauke.

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www.rpm-mag.com | may2017

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story by

S tan S mith photos by

M att Woods


UGLY SISTER

W

e always wonder where street machines and well known racecars of years past end up. Sometimes they are parted out and sold off in pieces, or maybe they are sold overseas never to be seen again. Other times, they are sold and totally redesigned with a completely new identity. We always hope that they never see their end of life left rotting in a garage or being demolished in the crusher. So when we first saw ace shooter Matt Woods’ teaser photo of Andy Bond’s 1956 Chevy 210, while we had a good idea it was an interesting take on shoot locations (and associated equipment to make it even more convincing), we can’t deny being a little concerned. In the end, it was all good, as the Chevy looked ready for the crusher by intent rather than age and abuse. In short, Bond actually meant to create the “Ugly Sister.” Now before the more sensitive readers shed a tear and call us bullies, the name is a natural fit and given by Bond himself. “I’ve always loved the ’50s shoebox styles and five years ago I bought a very clean all-steel ’55 Chevy 210 street car that’s seen some track action to the tune of 9.68

ALL IN THE DETAILS Saved from the crusher (not really), Andy Bond’s wicked twin-turbo ’56 grabs lots of attention everywhere it goes. Unbelievably authentic enough to fool most passersby, this is actual paint work. NO WRAP HERE! Prosign’s Neil and Jacob Melliard accomplished the impossible!

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SCRAPPER SHOEBOX? Please don’t crush my old rusty Chevy, it has sentimental value! Andy put over 200 street miles on the car before it even saw the dragstrip.

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UGLY SISTER

at 148mph,” said Bond. “I wanted the exact opposite of the ’55 this time. I wanted ugly personified!” The rules for the find and build were simple; it had to be a ‘real’ production car that was a bit ‘Rock & Roll’ (as Bond puts it), so on the wild side of things, and when complete it would be packin’ a big twin-turbo motor to be competitive with the UK’s Street Eliminator series front runners that are now in the low 7.20s at 200mph. “I heard of a longtime racer that was moving away from the

sport and that his genuine but tired 25.1E ’56 210 rolling shell was being offered for sale.” And so the story of the Ugly Sister begins. Just as most budding hot rodders, rewind to his early teen years and Andy could be found spending any extra cash he had on Custom Car Magazine, and plastering his bedroom walls with the centerspreads. “In the late ’70s I started driving my first Ford van (I still own it) to an old US airbase called Santa Pod,” tells Bond. “From then on

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UGLY SISTER I spent many weekends at the strip watching from the Armco and wandering around the pits wondering what it would be like to drive one of these amazing machines.” The ’80’s came and went with work commitments for Bond and come 1995, he found his excitement for fast cars to be rekindled. By 1997, he was crewing on a very competitive Pro Mod Cutlass team. “I hung around for a few years learning how to operate a race car before buying my first real street

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race Camaro,” he said. “It was all steel with a 427 ci snorting a ton of nitrous—a very straight and competitive 9-second warrior.” After climbing the ranks of the UK street race series and winning three championships, Bond parked the Camaro and bought a relatively newly-built ’96 Mustang

july 2017 | RPM Magazine


WARNING: CONTAINS GRAPHIC IMAGERY The almost flat hood and emblem work is the icing on the cake. This could actually be one of the world’s nastiest sleeper street cars. The custom paint and emblem work is outstanding but the original selling dealer logo, Swinson Tulsa Chevrolet, is an added bonus to the total package. Cobra 600-inch 2-stage nitrous car. While the Mustang was loads of fun to drive, it never took an event win. “After six years, I spoke with my wife and we decided to change directions and become a bit more serious about the sport. The next two years were spent building up the pit equipment and discussing the way forward with my carefully chosen team. This car had to be built right in every way,” he added. After deep discussions with his team, they all decided this ’56 Chevy (previously campaigned with a nitrous combination

in Street Eliminator by Colin Lazenby) was “the one.” “It had the room to take a big 650ci 5-inch spread-bore with easily enough space to fit the twins,” said Bond. Just shy of two years ago, Andy enlisted Tubeworks Custom Fabrication in Cheltenham to help totally transform the red and white Shoebox into the rusty old “junker” ready for the scrap pile we see here. “I would do nothing differently,” said Bond with regards to the final product. “Managing a realistic expectation of time frames and budget was the toughest part

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july 2017 | RPM Magazine


STREET/STRIP TERROR Believe it or not, the ’56 is actually plated, insured, and street-legal. It also sees regular time at the track.

UGLY SISTER

ANDY BOND’S 1956 CHEVY 210 TWIN TURBO STREET/STRIP Chassis Type & Mods: Tubeworks Custom Fabrication 4130 chromoly to SFI 25.3B. 116-inch wheelbase. Converted from SFI 25.1 to 25.3B. Suspension & Brakes: FRONT: Modified Strange GT struts, rack & pinion steering with Strange four-piston caliper brakes and Strange master cylinder. REAR: Four link, antiroll bar, and sliding track locator. Strange adjustable coilover shocks. All custom modifications carried out by Tubeworks Custom Fabrications. Body & Paint: Original 1956 210 sedan body tub and quarters with carbon front end with separate hood, 2-piece rear carbon trunk lid and carbon doors. Original trim. Aluminum sill panels by Tubeworks. Marguard polycarbonate windows. Custom rear bumper made by D.R.E. modified by Tubeworks. Original taillights with Tubeworks custom lever to open for battery charge and tank drain. Tubeworks handmade aluminum grille. Daytona Yellow & White paint by OCS. Graphics by Neil and Jacob Melliard (Prosign). Engine: 650 ci Chevrolet big block. Machine work and assembly by I.C.E. Automotive, Silverstone UK. Brodix Competition aluminum block, Bryant crank, Oliver steel rods, ICE Automotive pistons, Clevite bearings and Total Seal rings. ICE/Bullet camshaft. Brodix PB5000 aluminum cylinder heads with Manley valves, Pac springs and Jesel rockers. ICE Automotive/ Hogan intake. Power Adder & Fuel Delivery: Twin Precision Gen 2 88mm turbos with Precision adapters, wastegates and 66mm BOVs. Motec MI. Twin Wilson 105mm throttle bodies and two sets of 225lb/hr Siemens injectors. Electronics & Ignition: Motec coil-on-plug. Transmission & Converter: Rossler turbo glide. Trans assembled by Rossler transmissions, Meziere Billet steel Flywheel, ProTorque converter and Hurst shifter. Tubeworks/Mark Williams driveshaft. Differential: Mark Williams modular aluminum 9-inch housing, Strange aluminum third member, Stange 3.00:1 gears, 35-spline Strange Custom axles, bolt on chassis brackets. Tires & Wheels: FRONT: 15x4 Weld Pro Star wheels with Mickey Thompson ET Street Radial tires. REAR: 15x12 double beadlock Weld wheels with 315/60-15 tires.

of the build, however, I am really pleased with her image and performance. 100% fulfilled.” Work started by cutting much of the old single-rail chassis out in favor of a twinrail design. If you recall, Andy mentioned the car had to be real. Well it doesn’t get much more real than this. The body is

an original VIN-numbered steel 210 sedan and still has its original 1956 steel roof and quarter panels and now boasts a twinskinned floor and bulkhead with carbon doors and two-piece front clip. The trunk lid is also two-piece to allow easy access between rounds. “There are some real trick ideas that Tubeworks

put into the car. Like the rear light cluster, its swapped sides and uses part of the rear spoiler as a catch to open for the battery charge connection and ice water tank drains.” The Tubeworks Custom Fabrication 4130 chromoly chassis has been SFI 25.3B certified. Now powering the Shoebox Chevy is

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UGLY SISTER

that 650-inch big block mentioned earlier. The combination, built by I.C.E. Automotive of Silverstone UK, is packed with goodies including a Bryant crank swinging Oliver steel connecting rods and custom I.C.E. Automotive pistons. Cylinder heads are well-massaged Brodix heads with Manley valves, Pac springs and Jesel rockers. An I.C.E. prepped Hogan intake sits atop the mill and boost is provided via twin Precision 88mm turbochargers. “Other than hearing the brand new I.C.E. Automotive engine fire up on the dyno, the

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IT’S TURBO TIME!

BULLETPROOFED DIFF Out back, the custom 4-link/coilover setup suspends a modular aluminum housing with 9-inch Strange aluminum third member with 3.00:1 gears and 35-spline Strange axles.

july 2017 | RPM Magazine

The big mill now sitting between the rails of the ’56 is a Chevrolet big block 650-inch work of art. Machine work and assembly was handled by I.C.E. Automotive. You have to look for them, but twin 88 mm Precision turbos are tucked stealthy low and can just be noticed by peeking into the wheelwell area with the front clip on.


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SEATING FOR TWO...MOSTLY Tubeworks Custom Fabrication reworked the chromoly chassis up to 25.3B SFI specification. There is even enough room for a passenger, as long as they don’t mind being crunched in with the cooler box. A nice carbon repop of the original ’56 dash was installed along with carbon tubs. A Motec dash is the only gauge required.

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july 2017 | RPM Magazine


UGLY SISTER STEALTH MODE The original taillights were modified by Tubeworks with a custom lever to open for the battery charge and tank drain. paint work had to be the most exciting part of the build,” said Bond. After a quality OCS bare metal repaint, the skills of U.K. based custom painters Prosign were put to work creating the desired effect to make the Ugly Sister to Bond’s ’55 come to life, and the results are nothing short of incredible! “Prosign even airbrushed the original supply-

ing Chevy dealer, Swinsons Tulsa Chevrolet, logo on the trunk lid!” Bond has now started an Instragram page for the car that can be found at uglysister56 and invites everyone to drop in and visit. The attention-grabbing Chevy had been together for a month, and already been driven 200+ road miles to iron out any minor faults. Once they felt the time was right, a few 60foot test hits were continued on page 76

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Page 68

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RPM Connections Performance Directory... Connecting YOU With The Industry

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Page 74

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Page 75

Strangeeng.net 847.663.1701 Don’t Just Race

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UGLY SISTER

PRETTY SISTER Andy’s clean all-steel 9-second ’55 Chevy was the inspiration to build its sister car….badder, meaner and really ugly!

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july 2017 | RPM Magazine


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B completed at the track, and then on May 27th weekend it was off to Santa Pod for the Main Event, a large event with competition from all over Europe. “We did a couple of test passes and produced an 8.1 at 161mph followed by a 7.9 174mph,” the latter being a .6 second personal best for Bond. “We run

a 26-mile cruise taking on pump gas and completing a hot start as part of qualifying and it ran like clockwork even in 30-degree Celsius heat (that’s equal to 86 Fahrenheit ).” With his first full passes on a safe, conservative tuneup now inhand, Bond can look towards those bottom

seven second ETs the front runners of the class are clicking off, and we have no doubt he’ll get there very soon. “We’re all very happy with the final build, stance and performance to date. We have a 10year program with this car and we’re gonna make them count!”

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RPM EXCLUSIVES 1 1: This little blown ’35 Chevrolet coupe is a regular Saturday night top et car to race at Sumerduck Dragway. This car just screams American Graffiti!

DRAG RACING on the CHEAP story and photos by

Tim Lewis

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rag racing has had its own share of ups and downs since the very first race ever run, but more so over the past 10-15 years. Technology has been on a massive—almost vertical—advancing curve in recent years and that has affected every part of our lives, including the sport of drag racing.

Technology in this sport obviously means quicker and faster, but it also means increased cost, which has become one of the largest deterrents for people considering taking up the sport. In particular, pure headsup drag racing has gotten so out of control it seems that if you don’t come to the starting line with a car that can run in the 3s, it’s almost

a waste of time and money to even try. Okay, maybe that’s a bit of an exaggeration, but not much of one. Pro Modified came from Top Sportsman bracket racing in the 1980s and became a pro class in the IHRA in 1990. Twenty-seven years ago, we had cheaper gas and oil. Cars were far less expensive and the cost of a truck and trailer were much less,

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july 2017 | RPM Magazine

as well. Looking at the even bigger picture, the average income in 1990 was $15,000 and now it is just under $30,000; however, there are many things that cost three and four times more now. Add advancing technology into the equation and one quickly realizes that to get the latest greatest high tech parts in order to run with the pack at a higher level of

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2

heads-up drag racing can be overwhelming, to say the least. Now here comes the really tricky part: a blue collar worker

looking to drag race wants to go as fast as possible but sees racers running big numbers and quickly realizes that they have

more money in the motor and trans than he or she makes in a whole year. Guess what? You don’t have to be the fastest to

3

have fun! At the end of the day, we each have to (or at least should) do what fits our own budget. We are the ones

2: Proof that you never know what you may pull up next to in bracket racing! 3: This super cool Opel GT runs mid 5s and has made its way to the pay day more than once.

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RPM EXCLUSIVES

5

4

putting the long hours in at work and taking on any overtime or side-jobs possible just to be able to afford our hobbies. With heads-up racing, for most of us, we just can’t toss that much money at it and still have enough cash at the end of the month to

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pay the bills and feed the family. But it is possible to participate for less. Index racing is one option. We’ve talked about index racing before in RPM. It’s a hybrid-type of drags somewhere between heads-up and brackets.

july 2017 | RPM Magazine

While definitely more on the affordable side, it can still get pricey. For the real value, look no further than bracket racing! Many of today’s top drag racers started in brackets and it truly has something for everyone. While it may

not be considered a spectator sport, bracket racing still provides a high power, intense rush for the participants, and there is always room for advancement—but advancement on your budget rather than throwing money hand over fist just to keep

4: A turbocharged Studebaker Avanti? Now when is the last time you saw one of these, anywhere let alone at the drag strip? 5: Dialed in at 6.03 this low riding Anglia has been in the 5.60’s with its short wheelbase and narrow track.


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RPM EXCLUSIVES 6: They call him the “junkyard man!” This Duster—albeit far from its former glory—has put many high-end built cars on the trailer.

6

7: Longtime friends Joey Bell in the clean Mustang faces off with many-time footbrake track champion Chris Bunch in his Camaro. Both are mid 7-second eighth-mile cars and by simply bolting on some street tires you could drive either one out of the gate and home.

7 up.

Chances are if you follow drag racing then you pretty much know the concept of bracket racing. But for those who may not get it, here’s a quick and very basic rundown. Let’s say your car runs 10.00 in the quarter-mile. At most races, you would get two time runs (time trials) to “dial” your car in,

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or get a feel for what it will run given the weather and track conditions of the day. Then it’s time for first round. You just ran 10.005 and 10.015 on your time shots. Look at your 60-foot numbers, 330 numbers and eighth-mile numbers. Now pull out the shoe polish and put your “dial-in” number on the window. 10.00 would be

july 2017 | RPM Magazine

the number I would go with. Now try to do your burnout the same every time and hit the tree as best you can (try to react as quickly as possible when the last yellow light comes down so a green light comes on, but not be too fast and turn on the red light). Now let’s say the car in the other lane is dialed in


8

at 9.50. Since that car is quicker, your side of the tree will come down first and the other car will chase you down. You should end up almost dead even at the finish line, but don’t give up too much at the top end of the run by getting on the brakes hard or coming off and on the gas—it might come back to bite

you. On the run, you turned the clocks on with a 10.01 while the other lane went dead-on their dial with a 9.50, but your win light is on. How did that happen? All on the starting line. Your light was better than the other driver so your “total package of the run” was better from start to finish. Get it? There are ba-

9 8: Top Gun indeed! Jeff Verdi—who towed all the way to Vegas on an open trailer from his home in Richmond, VA—not only won one but BOTH of the million dollar bracket races in 2016! With a total payout on the two races Verdi picked up a cool $570,000! Try that with your heads up car!

9: Troy Williams is a regular in the Virginia area, racing his brightly colored 4-second dragster.

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RPM EXCLUSIVES 10

12

11 sically two ways of going about bracket racing. First is footbrake racing where you leave off the foot brake without the aid of a transbrake or other electronics. Then there is Super Pro or Top ET where transbrakes and delay boxes are used. And there are lots of door-car only races that pay very well during the season for the racers who don’t really want to race the finishline with the dragsters. Bracket racing is a great way to have some fun in

motorsports and hang out with your friends. It got its official start over 40 years ago, and in my opinion, if bracket racing stops it is pretty likely that all of drag racing would stop along with it. Tracks couldn’t afford to run with just headsup racing. Sportsman racers buy a lot more parts because there are several times more of them. It stands to reason then, that if we only had heads-up classes, racers couldn’t afford to keep their cars running and the total

10: Bruce Hensley is no stranger to the winners circle. The dump truck driver by day can be found racing his slick dragster in Virginia and Maryland almost every weekend. 11: This cool Chevy powered VW Bug named the “Stink Bug” runs in the 6.20s and hangs the front tires every run. Another example of thinking outside the box! 12: Chris Kelican in his small block Ford-powered Ranger enters both top et and foot brake at most races. This stout little pickup runs in the high 5s to low 6s in the eighth-mile.

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july 2017 | RPM Magazine


13

13: This big heavyweight Chevy wagon has a big block, a full interior, and full exhaust. This thing runs foot brake and goes in the 11s in the quarter-mile! 14: This modest Chevelle emulates what bracket racing is all about. You don’t need $5,000 rear wheels and tires or a $10,000 paint job, and you don’t need to be the fastest car on the grounds to just go out, have some fun, and spend time with friends and family.

14

amount of racers would continually decrease. On the upper level of heads-up drags we see $100,000 engines and $10,000 transmissions, which make no sense for most people. Nor do $100,000 to $175,000 rolling chassis that we see more of every year. Add in a truck and trailer, and before long you have a quarter- to a half-million dollars wrapped up in a car that races for a $5,000$10,000 purse! I was told by a front running Pro Extreme team owner/driver that he spent a million dollars in one season racing in a class that pays less than $10,000 to win. It just does not add up for the bulk of us who could never afford that.

Most high level heads-up racers will tell you straight-up that they race for the enjoyment, the rush and the overall experience, and certainly not the payback in financial terms. We hear the stories all the time about guys taking loans against their homes to afford to racing in these classes. If you choose this route, I hope your car has lots of room to live in when the bank takes the house. Don’t get me wrong, you can spend big money in bracket racing as well, but remember, generally speaking, the highest purses in drag racing are in brackets. There are weekends all over the country where you can find races running from Friday to Sunday that pay $5,000 each day and lots of

$10,000 and $20,000 per-day events. The Million Dollar Race and the Mini-Million are other very big payout races. For whatever reason, sportsman racers don’t seem to mind the traveling part of going to bracket races for a decent payout. So if you’re looking to get out and just have some good old fun with your car, why not head to your local track? Make a few time runs and do some math. Take that bottle of shoe polish and write your dial-in on your window then cut the best light you can and try not to break out! You will be surprised at the fun you can have for usually under 40-bucks, and you might just take a little more home than you came with!

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material that is treated with a proprietary coating developed by DEI. The combination helps increase the wraps’ thermal resistance when compared to other brands. DEI Titanium exhaust wraps use Basalt as their primary material.

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RPM EXCLUSIVES 1

PRODUCTS & INNOVATIONS

HANG ON

TO YOUR HEAD

>> An affordable and adjustable head & neck restraint from Z-Tech Sports by

Chuck Scott

I

n the outlaw racing community, sometimes driver safety is put in second to fifth place in the spending priorities list. It is hard to drop that hardearned coin on something you hope you will never need.

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Here at RPM we can’t preach safety enough. Nothing else matters when you are laid up in a hospital bed or on the coroner’s slab. Over the last decade, head and neck restraints have come down from the elite driver accessory to an every

july 2017 | RPM Magazine

driver must-have. Most head and neck restraint manufacturers have a base model that any racer can afford for less than the cost of two rear tires. These lower-priced models don’t give up on life saving value, but rather only the exotic

lightweight materials and features are cut to get to the right price point. It’s sad to think of the guys who would still be with us if head and neck restraint systems had been implemented sooner. Who should be using a head and neck restraint?

Anybody in a race car can benefit if they get into an accident. Even a slower street car can still hit a wall head-on at 100+mph. When your car impacts a solid object, the rapid deceleration of the vehicle speed to zero is nearly instant. When this happens,


1. Does the Z-Tech Series 1A have much adjustment range? Well it

almost goes small enough for 3-year old, 47-pound hotshoe driver Tres Scott and adjusts plenty big enough for his 6’3”, 280-pound dad.

2. The super-adjustable and affordable Z-Tech 1A head

and neck restraint comes equipped with a set of tether post mounts for your helmet and some Loctite to keep all those screws from falling out.

2 3

4 3. & 4. As you can see from all the holes, the Series 1A is adjustable in width, length and angle. My neck is actually 21.5-inch around. That makes it very hard to buy dress shirts but not a head and neck restraint. The Series 1A opens up with room to spare. Z-Tech recommends a width of the upper collar portion to be one inch wider than your neck total. Once that is adjusted the strap will need to be adjusted to Z-Tech’s specs, as well. You can go to their website for set up instructions as well as detailed videos on proper set up of the restraint. You can also schedule a live video chat with someone at Z-Tech that can assist you on proper set up.

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RPM EXCLUSIVES 5

the weight of your head and helmet goes forward at such an extreme force that your neck muscles can’t stop it. Your head literally tries to leave your body and continue forward, often resulting in severe neck injury or death. A simple head and neck restraint keeps your neck from being whipped into sudden flexion, somewhat similar to how frontend travel limiters keep your front suspension from going past where you want. The result is your head is limited by the tethers instead of your neck. The restraint is worn on your

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5. I was pretty

shoulders and clamped down to your body by your 5-point seat harness. The tethers then clip to each side of your helmet. “Well I already have a helmet support neck collar.” A helmet support collar only supports your helmet from jostling around in a rough environment. They might be pretty handy if you are off-roading in a helmet, but they do nothing to keep your head from trying to leave your shoulders in a wreck. When looking around for a restraint for myself and other drivers who may get behind the wheel of the project

mule, I wanted something that could adapt to different drivers. Anyone from a 150-pound driver to a 280-pound driver with one eye. I also didn’t want to spend too much money because I’m poor. I came upon the Series 1A head and neck restraint from Z-Tech Sports that looked to be just what I was after. This one has adjustments for width, lower arm length and lower arm angle, and it is only $324 from Summit Racing. So I went ahead and ordered one so we could get the skinny on it out to RPM readers.

excited to finally get to try out my new flat black VESTA15 helmet from our friends at RaceQuip. Not only does the hot new style of the VESTA15 feature a Fiber Reinforced Polymer shell with fire retardant paint, Nomex® interior and Kevlar chin strap, it has M6 threaded inserts ready for head and neck restraint anchor posts. Not to mention the flat black matches the RPM Mag 4 Lug Thug’s murdered out style. Ol Darth ain’t got nothin’ on this helmet.

9


6

7

8

6. The included anchor posts from Z-Tech Sports screw right into the threaded inserts on my RaceQuip helmet. Be sure to use a couple drops of the blue Loctite that comes with the Z-Tech head and neck restraint.

7. & 8. The tether latches on the

Z-Tech Series 1A latch on to the posts easily by just pushing them on. To remove them, you need to pull the little posts on the center of the latch back. This is a little difficult with thick gloves on, but can be done with a little practice. I found that I could quickly exit the car with the helmet and restraint still on if needed.

9. & 10. All the frame adjustment is

10

done with multiple mounting holes held together by these screws with binary posts. Z-Tech mandates use of the included Loctite Threadlocker to keep these screws from working loose. Even with the threadlocker, it is very important to check the screws before each use to insure none have loosened. Wait until you get the restraint adjusted to fit you in your seat with all your gear on before going back and adding the Loctite to each screw.

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RPM EXCLUSIVES

11. & 12. Once it is adjusted, sit in your car with everything on and your harness pulled tight.

The two upper straps in your 5-point harness need to lay into the shoulder pad, through, and tightly against it. You should be able to turn your head a little to glance out each window. Lean hard forward in your seat against the straps and try to flex your neck forward as far as it will go. You should feel the tether straps stopping your head. You should be able to push against them tightly so that you know that without them attached you could physically stretch out a little further. If you can stretch to a position that you can’t go any further and the tether straps didn’t stop you, the head and neck restraint isn’t adjusted properly. You may need to call the manufacturer for assistance in getting it adjusted. Whether it is the Z-Tech Sports head and neck restraint or any other SFI-certified unit, think seriously about getting one before you unleash the power at the dragstrip. We value all the readers and friends of RPM and don’t want to lose a single one.

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SOURCES Z-Tech Sports

www.z-techsports.com 360.787.9290

RaceQuip www.racequip.com 813.642.6644

Summit Racing www.summitracing.com 800.230.3030


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RPM PROJECT CAR 1

EFI FOR NITROUS JUNKIES

PART F IVE

story and photos by

Chuck Scott

>>Fire it up! The finale of the 5-part Dominator EFI series

O

ver the last four issues, we have been through the entire process of converting our nitrous small block project car 4 Lug Thug, over to stateof-the-art Holley EFI.

Now that everything is installed we will go over the basics of setting up the new system in the Holley Version 4 software and trying out the car. This has been a great learning experience for me personally and I hope

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july 2017 | RPM Magazine

you were able to gain some insight along with me. The entire process was a lot easier than I imagined it would be. Holley’s straightforward packaging of the system allows you to buy just the parts you need for your

application. Additionally, their online and phone support has definitely made everything go smoothly. If you are thinking about making the switch yourself, be sure to check out the EFI forum on Holley’s


1: If you don’t already have one, it’s time to get a laptop. I wanted a compact unit that would be dedicated to just tuning the car, so I picked up a cheap Windows 10 tablet with a detachable keyboard at the local big box store for about $150. A tablet works fine with the Holley software as long as it is Windowsbased. As you may recall from our last issue, we can also make tuning changes with the Holley 7-inch Touchscreen mounted in the dash.

2

2: Go to Holley’s website and download the latest software to your laptop. You will also want the same version on the ECU itself. If your unit is new, it probably already has the latest version unless it has been sitting in the seller’s inventory for a while. When you open the Version 4 software for the first time, you will want to find the closest Global File to your engine and EFI combo. Click on OPEN GLOBAL FILE first. A new window will pop up with a couple folders of global files. I found what I needed in the “Custom Cals” folder. When you open the folder there are a bunch of baseline tunes listed. The one labeled “427 Nitrous Street.hefi” was freakishly close to the Thug’s combo. It was like somebody at Holley had been watching our build.

website. The guys in there have posted about every scenario possible and are quick to answer any questions you have. This isn’t a step by step “how to” of every feature and section of the Version 4 software, but rather instead, a quick overview of what it takes to get the car running after the install is complete. We had originally hoped to show you some awesome results of our first track test, but as usual, things didn’t go as planned. We took the car to the track with plans of making some passes with different speeds and throttle to allow the Dom-

8 & 9: Ok, what do you do as an encore after raising a Roush Mustang 15 feet in the air in 2015? Simple, go big or go home! Once again, PowerFest sponsor Ken’s Towing flexed their towing and recovery prowess as they raised this massive cement mixer truck to the delight of all. -Brian Milne photos

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RPM PROJECT CAR inator’s learn function to get a good base map populated. I noticed it missing a little when we were loading it onto the trailer. Once at the track, I pulled it to the lanes and did the first burnout ever on the car (boy that felt really good). It turned up strong but started to stumble as I rolled out. On the first pass it pulled good for a second, then started missing. We went back to the pits and checked everything such as plug wires and grounds. In our next attempt, the problem just got worse so we loaded it up and took it back to the shop. The next day I fired it up to get some data logs to look for the problem and it ran for few seconds before shutting off. I

3

3 & 4: Once the Global File has been selected, go through all the canned selections in the menus and change anything that doesn’t match your combo. This one already had our engine displacement, wideband type, injector size and everything. Not much had to be changed. Go through each tab and check everything to make sure it matches your combo. Click the “Ignition Parameters” tab to select your ignition type, firing order, and choose your rev limits.

4

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5 did a system log while turning the motor over for a few seconds and saw that we no longer had a cam signal. A quick check and we found that the distributor gear on our 3.8L Windstar cam sync was chewed up— indicating a misalignment or side load on the gear. I believe the spacer sleeve we used with the longer distributor hold-down bolt put a side load on the gear. We shut everything down before any damage

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could occur, but we still have to clean out the motor to ensure no bronze shavings got through it. I will build a new distributor using the 3.8L shaft and 5.0 Explorer upper body, as that is the most commonly used set-up that will do away with the spacers. We have posted a video on the RPM Magazine Facebook page demonstrating how to add gauges and customize the screen layouts. While you’re

5 & 6: Click the “Closed Loop/Learn” tab and set it up to ensure the computer can make adjustments based on your target air/fuel ratios. You may want to start with the compensation limits of both set pretty high since the Holleyprovided base tunes are just to get you running and give you a decent place to start. You will likely see a lot of closed loop compensation when you first start driving the car until the learn function makes the adjustments needed. Our car has very short exhaust with the front bumper exit headers, so closed loop won’t work as well at low RPM. The exhaust will suck back fresh air between pulses and with the O2 sensors mounted so close to the ends, we would get a false lean reading. If closed loop is allowed at idle, the ECU would keep adding fuel to compensate and you will need a respirator to survive. The fix is to check the box “Enable RPM to Enter Closed Loop.” We had good luck letting it kick in at 2000 RPM and just adjusted the fuel map manually to get good idle quality.

july 2017 | RPM Magazine

6


RPM PROJECT CAR 7 & 8: Next you will need to set up all your inputs and outputs if you hadn’t done so already when wiring the car. You can name them anything you want and just pick the type of sensor or signal. Here we set up a 2nd nitrous bottle pressure sensor. Using a Holley 1600psi sensor, all we need to do is pick “5 VOLT” from the drop down menu. Then click “Configure” to move to the next screen. In the configure screen we pick “Holley 1600psi SS” from the drop down “Type” menu. There are a bunch of pre-configured sensors listed to choose from, but if yours isn’t one of them, just pick custom and enter the manufacturer’s specs. On this screen you can also set caution and warning outputs if you want.

7

9

9: Once you have entered and configured a new input or output, select the “I/O” icon at the top toolbar to open the Inputs/Outputs screens. Since we added a new second bottle sensor input, it is indicated at the top under UNASSIGNED INPUTS. If you notice there is a red “5” beside “2nd Bottle.” That tells you that new input can be dragged and dropped to any open pin number below that has a “5” listed in the Input Type column. So we could drag it to Pin “A2” in CONNECTOR J2 for example or any other open “5” designated pins in any of the four connectors. Whichever you pick is the one that will need to be used in the actual connector from the sensor’s signal output wire. Pretty simple.

8

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10: Now let’s take a look at the nitrous control features. The Dominator has the capacity to control up to eight stages of spray. I don’t think we will use but seven kits, so it should work OK. You may have already figured out how to get to the nitrous controls. You just select the NOS bottle icon in the toolbar. When it opens you will be in the “Nitrous Parameters� tab. Here you can enable however many inputs you need. Remember if you choose to use progressive control, you will need a Holley solenoid driver for each progressed system. A non-progressed system will just need an adequate sized relay to handle the amp draw of the solenoids. I chose 90% throttle position to activate the nitrous in case the driver’s foot eases off a little, it won’t turn on and off. This works like a traditional full throttle switch but reliable. To give yourself as much resolution as possible for timing, progressive control and fuel enrichment, you can make the values in the “Nitrous RPM Scale� table whatever you want. There is no need to start at zero here. You can start at whatever RPM you will be leaving the line at.

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july 2017 | RPM Magazine

11: Then you can go into each stage you have enabled to set it up. Here you can control when the stage comes on, what makes it come on, dry or wet, and set up the timing, closed loop settings, progressive curve and fuel enrichment curve. You can just check the box for fixed timing to select a number that it will be locked into as long as that stage is on. See the next screenshot for the graph view when using a timing curve instead. The “ADDED FUEL ENRICHMENT� table is how many pounds per hour of additional fuel will be injected based on the duty cycle of the nitrous solenoids when “Dry/Progressive� is selected as the “Nitrous Type�. This is where it helps to have your nitrous system flowed. If you send your system to a professional nitrous tuner like Steve Johnson at Induction Solutions, they can give you a pound per hour number for each tune-up and even tell you the PPH numbers at different solenoid duty cycles or pulsed percentage so you can get your graph set up correctly and not have to rely so heavily on closed loop correction.


RPM PROJECT CAR 1117

12

12: If you click on “View Graph” in the TIMING RETARD section, you get to this screen. You can make a nice timing curve based on amount of retard compared to time from activation or launch. Most don’t bother with a timing curve when using progressive control. It’s usually one or the other. In our case, I will likely use both due to the giant nitrous solenoid on the car. The big solenoids are hard to reign in with pulsing alone due to the bigger plunger and more likely back pressure to the jet. If the area of the jet gets close to the solenoid orifice size, pulsing with a controller tends to be more effective. When you have a mammoth solenoid orifice (.375-inch in our case), you will usually have more back pressure or nitrous built up in the line between the solenoid and jet. So even when you are pulsing it, each pulse lets more nitrous through than the jet can get out in the same amount of time. This is where using timing for power management is helpful. Dogging down the motor with lower timing than needed can knock the wind out of its sails on the hit.

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RPM PROJECT CAR 13

13: Once you are comfortable with your selections and set up in the software, you will need to send the new tune to the ECU. Plug in the USB cable from the ECU to your laptop and turn on the ignition. It is very important that you have selected the proper firing order and wideband O2 sensor type before plugging in the laptop the first time. Don’t skip that step and just hook up to play with it first. With the software open and the ignition switch on, click “USB Link” in the upper toolbar above the icons. A new box will open and you can select “Send to ECU.” The new tune will load to the ECU and the box will close.

14: Before you try to start the engine, one last thing besides putting fuel in it has to be done. You will need to do a TPS Autostart. This tells the ECU what your throttle range is from foot off the pedal to pedal to the metal. Anytime the cable is messed with or the idle screw is adjusted you will need to do this again. It literally only takes about 10 seconds but it won’t start until you do it. Click the drop down arrow beside the Sync icon in the toolbar. The Sync icon is the one that looks like two arrows making a circle chasing each other. Select “TPS Autostart” in the drop down menu. A new box will open giving you instruction to slowly depress the gas pedal to the floor and up twice. Once you have done the two pedal pushes, click “Done” and it will tell you if you were successful or not. If you don’t have the same range on both pedal cycles, it will make you do it again. Then call all your buddies and get out your cell phone to video and crank that monster.

15

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14

15: Yes, it actually finally happened. The RPM Magazine Project 4 Lug Thug made it to a racetrack. Well, it made it to Natural Bridge Dragstrip but that was the only place close by open for test and tune at the time. Once we get the cam sync fixed, we will give it another try and see if we can make some progress getting it dialed in. You may notice it looks a little different. When we scaled it out a few weeks earlier for its debut race, we found that ol’ 4 Lug was a bit portly. It weighed in at 2940 pounds race-ready without driver. You know what? That may be the heaviest chromoly caged Mustang on Earth. Now put a 280-pound driver (me) behind the wheel, and it really gets chunky. So we had started a weight loss program and have lost 200 pounds so far (not from me) with some serious cutting and lightweight parts (again, not on me). We still have a goal of getting another 150 pounds out of it and another 20 pounds off of me to get down to 2850 with the driver. If not, we may have to get our svelte and trusty editor to wheel this thing!


www.rpm-mag.com | june2017

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RPM PROJECT CAR 16

16: Our goal at the track was to make some easy passes on motor to allow the ECU to learn a base tune. As you can see with the cam signal going haywire, we only ran in a small region of the table and the ECU tried to compensate a lot with it just dumping fuel. We will do better next time.

RULE THE

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there, be sure to like our page so you will be notified when we add new stuff. Check back with us next month when we dive into some of the Holley V4 software and try the new Dominator EFI setup out at the track in Project 4 Lug Thug. Up next for the Thug we will continue to follow our Dom-

17: When the car finally died after we got it in the shop. I did a System Log using the Holley Dominator ECU’s data logger. Here you can see I was turning it over and had a perfect crank sensor signal indicated by the green square waves at the bottom. The cam signal, on the other hand, was non-existent as seen in blue. This told me right away we had some kind of cam sync failure. Follow us on Facebook to get updates when we get it out for some more track tests.

inator system as we get things ironed out on the car and also show you a weight loss program that involves no calorie counting or points systems. You won’t even need to buy any pre-packaged foods. We just throw some cool parts at the problem!

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RPM PROJECT CAR 1

2

1-4: Back in 2008 this is what the Acadian looked like. It was last raced in 2009. The best ET the car ran prior to being parked was 9.78 in the quarter-mile.

PLATE ME UPSCOTTY!

story and photos by

George Pich

>>Blow the dust off and get to work...it’s time to bring that parked street bruiser in the garage back to life on the street and strip!

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B

eing in business for yourself has its ups and downs. Let’s talk about the “ups”—all the perks of running your own business. You get to make your own hours, which are

july 2017 | RPM Magazine

usually two to three times more than you would work at a regular job. You get to write your own paycheck, which is usually two to three times less than you would earn at a regular job putting in two to three times less hours.

You get to write-off business expenses and assets against taxes that you might have to pay. Of course what most people don’t realize is that your business actually has to earn enough revenue to be able to afford those expenses and assets. Oth-

erwise the business will go broke, fast! You get to spend your spare time doing what you enjoy...whoops, no, wait a minute, that one doesn’t usually come into play in the real world, only in TV, Facebook and YouTube land. If you’re lucky, you


3

4

5 & 6: Getting frustrated with watching dust collect on the Acadian, in 2012 Scott started to have thoughts about going Pro Tour and moved forward with some mods. The car might yet see these wheels, just a bit later in its life.

5

might get some time or a day off every once in a while...see above to find out why. Meet Scott Forbes. Scott owns Hitman Hotrods, a now sizeable hot rod and fabrication business that he started 12 years ago. His company builds hot rods—world-class hot rods—that have won numerous top-level awards. He loves cars of all kinds, but has a special passion for muscle cars and drag racing. “I don’t remember a day in my life without cars,” tells Forbes. “I am a third-generation automotive technician. My grandfather was a GM-certified techni-

cian. My uncles and father all followed in his footsteps in some form. My aunt married a stock car racer. My mother’s father owned a garage way back in the day, so cars are definitely in my blood.” “My father was the hot-rodder though,” he added. “I grew up going to car shows, but the most influential times were scouring wrecking yards and visiting other friends who were building cars. This is where horsepower started to take hold of me. Dad built a series of small block Chevys in the late ’80s. You know the ones; 327 camel-hump heads, 2.02 valves, big

dome pistons, and solid lifter cams. In a ’37 Chevrolet Pickup it ran 12.5s back in 1990. We eventually swapped it into the Acadian overnight to surprise the local street race scene with some unexpected ET.” A number of years ago Scott drove and raced his 1966 Pontiac Acadian. We’re all saying about now, “What exactly is an Acadian?” In a nutshell, the Acadian was built by General Motors of Canada from 1962 to 1971 and was introduced so that Canadian Pontiac-Buick dealers would have a compact model to sell (based on the Chevy II)

6

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RPM PROJECT CAR 7: Unfortunately life got in the way of hobbies and the car sat right here until January 2017. The very first parts to arrive, a CVR Powerhouse billet 200amp alternator and CVR 1.9hp gear reduction LS starter are shown sitting on the hood. By the way, the 14.36 on the windows was his employees ribbing him. He kept it on, like the wolf in sheep’s clothing.

8

7 but with both Pontiac and Chevrolet styling cues. “My best friend Cameron and Mack Mitchell’s Acadian were in Sand Hill, a small community near where I grew up,” explained Forbes. “I would go over to Mack’s and stare at his car for a half hour every visit to Cameron’s house. Mack’s Acadian was raced as a super stock through the ’70s and parked when he

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tubbed it in 78. It never moved again. “But it was because of this childhood crush on that Acadian that I bought my car. So it was an honor when I was able to take Mack for a drive in it as a 12-second street car,” Forbes said with a smile. It’s safe to say that horsepower was going to be part of Forbes his entire life. Fast forward to now, though, and just like so many other

july 2017 | RPM Magazine

business owners, Scott’s dedication and drive to please his customers has taken away from him being able to pursue his own hobbies. In Scott’s case, he has not been able to wrench on his own car in the past 8 years. He has an exceptionally talented crew of professionals working at Hitman. The challenge is, as dedicated entrepreneurs, we’re often sold a bill of goods that includes a dream

8 & 9: Scott and his crew got to work on the car afterhours, on weekends and whenever they could. Here, Dave Newberry gets to work welding up the front end. Factory framerails were replaced and the guys at Hitman fabbed up the crossmember and the rest of what you see here. Forbes says, “to be perfectly honest, Dave and Jeff Wybrow who have been helping get the car out are probably my biggest source of motivation.”


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10 10: Everyone who has a car that has been mothballed to the garage has one of these‌.a shelf full of parts for it!

of watching our business run and thrive while we manage it and enjoy the benefits that success can bring. All too often though, that dream never comes true, despite our best efforts. The fact is that

businesses grow, too, and with that growth comes more work and increased demands on everyone. It also means hiring the right people, and sometimes those people turn out to be the wrong people,

and before long it all becomes a vicious circle. With his business and a new family demanding more of his time, Forbes parked his Acadian eight years ago, but not before it became a solid

9-second real street car. He had raced in various Index classes and tried his hand at heads-up in the first versions of Plate Nitrous Street. By now, Hitman Hotrods was creating award-winning cars

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RPM PROJECT CAR 11

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11: Okay, here is where the “average guy upgrades” take a bit of a twist. But look at it this way, why would you buy things that you make for a living. Not many of us are capable of making proper geometry control arms and custom baffled aluminum fuel tanks, but maybe we can do bodywork and paint, motors, transmissions etc. In the end it is a trade-off, build whatever you can in order to save money for the parts and services you need to buy. 12 & 13: Hitman made the fan mount to hold the dual SPAL fans, as well.

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and even manufacturing their own hot rod chassis being shipped throughout the US and Canada, but something was missing. “Car shows were work not play anymore,” explained Forbes. “Cool cars became something that I looked at differently. I would see all the work that needed to be done to bring the car up to my standard rather than the hobby it used to be for me. I realized that my car was in pieces in the garage much like Mack Mitchell’s (with

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just a different set of circumstances behind it). With a thriving business in full swing and a growing family, it was now time to show my kids why I got into this industry and the creativity of building and fun in owning a cool car.” Although when the car was parked, Forbes had decided to switch directions with its eventual return to duty, he quickly realized that he had a budget and a deep-set love of drag racing, neither of which would allow him to go in any other direction than street machine!

In last month’s issue of RPM, on page 97 there was a shot of Scott’s Acadian from the Plate Nitrous class he raced over 12 years ago and our caption briefly explained that the car would be returning to run the second coming of the budget-friendly Plate Nitrous class in 2017, “but with a few new mods”. So join in as we follow along with the Acadian in RPM in an effort to hopefully inspire others to do the same thing. It’s a frantic 6-month journey leading from Scott’s de-

cision to blow the dust off the Acadian and participate once again. In a short series of articles, we’ll show you what he did, how he did it and the parts he used to get things together quickly, efficiently and in a manner that will see the car run safely and hopefully competitively in a class made for guys just like him. “So here we are putting the car back together with all the knowledge and resources we have now, eight years later,” continued Forbes. ”We are going to update the car and take advantage


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RPM PROJECT CAR 14

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15 14 & 15: The custom Hitman fuel tank will hold 16 gallons and with internal baffling will allow the car to be run on as little as three gallons during a race. It is designed to run an internal Aeromotive fuel pump for cooling and noise reduction.

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16 & 17: Here, Scott and Dave take delivery of the junkyard LS2 iron motor advertised as a 120,000-mile piece, which the guys figure was a sales pitch and should have been more like 420,000. Scott’s face says it all: “We may as well just tear it down right here.”

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18: This boneyard Powerglide transmission will be the core for the self-rebuilt and modified unit sitting in the Acadian on race day. Scott will be using Hughes Performance components for the rebuild.

19 & 20: Is that a bit of a smile? May was a good month, as the crew wrapped up the bulk of the front fabrication work and inched the car evercloser to roller status.

of today’s modern powertrains, as well. We do a lot of LS swaps, and as such, it only makes sense that we do the same to the Acadian.� Forbes originally sourced an all-aluminum LS2 6.0L. However, it quickly became apparent that it would not fit the bill when he discovered the way plate nitrous kits have advanced. He offed the aluminum piece and sourced an iron block LQ4 6.0L and, with a very cool stroker kit from Eagle, a 408 will now be the modern motivation for this classic muscle car. This kit is designed

specifically to run an LS2 with an LS3 cylinder head. The benefit is the large square bore head that flows 330CFM stock with giant valves! For spray, Forbes chose the Induction Solutions Saturday Night Special 100-300HP plate kit for the class-allowed 4150 style carburetor to bolt-on the LS. An Edelbrock Part # 71900 Progressive Nitrous Controller will be used to accurately deliver the nitrous into the mix. Suspension wise, the choice was made to stay leaf-sprung and use all Calvert Racing Suspen-

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RPM PROJECT CAR 21

22-24: Fitting everything in. With the mock-up block in place, Forbes and his crew fab and fit headers, collectors and the steering shaft.

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21: The rear suspension is all Calvert Racing and even includes their proprietary 9-way adjustable CR series rear shocks (not shown).

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sions products. Forbes will be installing Calvert SL-300CR Rear Spring Sliders with S22034 Split Mono Leafs for 62-67 Chevy II with 4 ¼-inch arch and 1-inch drop, and of course, a pair of their world-renowned Drag Profile 2-Hole Caltracs part # 2200. Also coming is a pair of Calvert’s trick 9-way adjustable rear shocks part # CR42133. “I can’t wait to get behind the wheel again!” exclaimed Forbes. “It’s amazing, but looking forward to this has made me appreciate that doing something I enjoy is important.

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

2017 113


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RPM PROJECT CAR 25

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I even have huge support at the shop, they tell me that this project has made me nicer to be around,” he added with a smile. “Well, the SMACKDOWN 1 event is July 28th, so it’s time to get back to work!” Join us next month as we catch up with “Mr. Scott” and his Hitman crew

to learn more about that Eagle LS stroker engine kit, the Hughes Performance transmission parts being installed in the Glide along with the rest of the knuckle busting, thrashing and sleepless nights to come over the next 30 days!

25: SPRAY! An Inductions Solutions Saturday Night Special 4150 style plate kit good for 100 to 300 hp was ordered… this is not an ordinary out-of-the box nitrous kit and we’ll talk more about why next month. 26: Parts for the Eagle stroker kit. What is trick about this kit is that it allows you to run an LS2 with LS3 cylinder heads that flow 330CFM! 27: May 26th, Forbes participated in a large local high school car show just blocks from his home. The car inprogress garnered a lot of attention.

e rear suspension is all Calvert Racing and even includes their etary 9-way adjustable CR series rear shocks (not shown).

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SOURCES Calvert Racing

Hughes Performance

www.calvertracing.com 661.728.9600

www.hugesperformance.com 602.257.9591

CVR High Performance

Induction Solutions

www.cvrproducts.com

Eagle Specialty Products www.eaglerod.com 662.796.7373

Edelbrock www.edelbrock.com 310.781.2222

www.inductionsolutions.com 352.593.5900

SPAL Automotive USA www.spalusa.com 800.345.0327


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RPM Magazine July 2017  

UGLY SISTER - Don't crush this one just yet...it's a badass twin-turbo street car that runs 7's! ALL OF THE ABOVE - Gary Houghtaling's twin...