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V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpmmag.com ASSOCIATE EDITOR..............................................TOBY BROOKS toby.brooks@rpmmag.com EVENT MEDIA..........................................events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpmmag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpmmag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, 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, RYK LEE WADDELL, and GEORGE PICH.


EDITOR-IN-CHIEF.........................................................CHRIS BIRO editor@rpmmag.com

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpmmag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.


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


Publication Return/Address Change Information


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

For advertising information contact

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

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

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

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




Chris Biro




e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 20th

year of RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...20 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip, and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate, and above all continue to give you the best original, exclusive high-horsepower badass rides and cool real-world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies

of RPM Magazine sent to performance & racing-related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online or by simply emailing trish@ rpm-mag.com. Do it today!


More of what you love!........................................................

A wild 1st-gen Camaro pro mod and more doorslammer drag cars and street machines... plus we’ll update you on project aPocalypSe Horse!


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

ADVERTISER INDEX ACC Performance................... 95 Accufab Inc............................ 23 Aeromotive........................... 10 AFCO..................................... 93 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 18 ATI Performance Products..... 35 Auburn Gear.......................... 92 Autoglym.............................. 84 AVAK/Ridgegate Tools........... 40 Baer Brakes......................10, 59 Bear’s Performance............... 12 Be Cool.................................. 88 BES Racing Engines............... 17 Bill Mitchell Products.......12, 83 Blower Shop............................ 5 Borla..................................... 44 BTE Racing............................ 67 C&C MotorSports................... 39 Calvert Racing Suspensions... 36 Canton Racing Products........ 27 CFE Racing Products.............. 66 Chassis Engineering...........8, 22 CN Blocks.............................. 20 CNC Motorsports................... 42 Coan Engineering................ 111 Competition Products......... 101 Crane Cams......................... 113 Crower.................................. 38 CVR Products....................... 108 DART..................................... 61 Design Engineering..........58, 64 Diamond Pistons................. 106 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 51 Dynocologists........................ 86 Dynomite Dynamometer...... 20 Dynotech Engineering........... 91 Edelbrock.............................. 94 Energy Suspension...19, 39, 105 Erson Cams............................ 83 FUELAB................................. 26 G Force Racing Transmissions.90 Granatelli Motorsports.......... 82 GRP Connecting Rods............ 30 GZ Motorsports..................... 25 Harland Sharp....................... 25 Harwood............................... 21 HoleShot Wheels................... 86 Holley.................................2, 49 Howard’s Cams...................... 95 Hughes Performance............... 7 Ian Hill Racing....................... 81 Induction Solutions............... 34 Indy Cylinder Head................ 43 Innovate Motorsports.......... 109 JE Pistons.......................53, 112 Jesel...................................... 14 JW Perform. Transmissions.... 31 Kinsler Fuel Injection............. 41 LenTech Automatics.............. 26 LFP Tools............................... 14

Lokar Perf. Products............ 103 MagnaFuel.............................. 9 Magnuson Superchargers.... 107 MAHLE Clevite Inc................. 99 Manton Pushrods.................. 66 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 90 MS3-Pro EFI/DIY Auto Tune... 33 MSD Ignition......................... 28 Neal Chance Converters....29, 65 Nitrous Pro Flow.................... 98 Nitrous Supply.................89, 96 Parts Pro Perf Centers.......... 116 PBM Products........................ 66 Percy’s................................... 85 Performance Engineering..... 28 Performance Improvements.. 13 Perf. Plus Connection.......31, 96 Philadelphia Racing Products (PRP)...........................57, 102 Powermaster Performance.... 46 Precision Turbo...................... 62 ProCharger............................ 32 Proform Parts.................77, 100 Pro Systems Carburetors.62,112 PTC...................................... 105 Quick Fuel Technology........... 22 Quik-Latch Products.............. 66 Racecraft............................... 80 Racepak.............................. 104 Racequip............................... 45 RAM Clutches........................ 48 Renegade Racing Fuels......... 52 Ross Racing Pistons............5, 30 RPM Events/Woodward PreParty................................. 63 RPM Magazine Subscribe!.114 S&W Race Cars...................... 76 Scorpion Racing Prods............. 9 Shafiroff Racing Engines..33, 79 Steve Morris Racing Engines. 37 Strange Engineering............. 16 Summit Racing Equip.....24, 115 TCI Automotive...................... 78 Ti64....................................... 85 Tom’s Upholstery................... 91 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 56 VP Racing Fuels..............50, 110 World Products................24, 57





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

Often Imitated, Never Duplicated—For 20 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!


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

RIDES Kingpin................................................................... 54 Just your run-of-the-mill 1968 …well equipped Nova with a few additional “dealer” installed options

2018 Top Guns........................................................ 24

Our annual “tip of the cap” to the baddest rides we’ve featured over the past year


Against the Grain.................................................... 8

Sometimes being truly exceptional requires you to do the things others won’t... so you can achieve things they can’t...


PROJECTS & TECH Shop Talk......................................................................46 The Meaning of a Handshake

Cool Tools...................................................................96 Managing stainless tubing thanks to BrakeQuip

ReSURGEnce ...........................................................90 This 1976 Monza is a period-correct throwback to pro street history… and Michael Taylor built it twice!

Fabrication Inspiration...............................102 Learning new skills has never been easier thanks to YouTube, Kyle Voss, and his awesome FabForums Channel

’Glass Ceiling.................................................106 The Horse finally has a hood mounted. Again.


february 2019 | RPM Magazine


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

www.rpmmag.com | february 2019


story by

Toby Brooks photos by

Rick Kowalcykowski


o to most any drag race (or car domestic car gathering of any sort), and one thing becomes obvious pretty quickly: for a bunch of guys and gals who seem so hell-

bent on standing out from the crowd, we tend to look a lot like each other. First-gen Camaros and Fox body Mustangs for miles. Small block and big block Chevys dominate the engine bays for traditionalists, while LS power is the preferred flavor of the whippersnappers and tech-savvy crowd. That’s why when we see something that’s beautiful,

fast, and falls outside those established norms, we at RPM take notice. So it is with Rob Zarcone’s

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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february 2019 | RPM Magazine

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

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Toll Free Ordering: 800-327-9402 Info & Tech: 561-863-2188


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february 2019 | RPM Magazine

CHECKING ALL THE BOXES With big 10.5 Mickeys, a fabricated aluminum rear wing, and dual Simpson chutes out back the Camaro has the looks to match its impressive ontrack performance.

Damian Pereira photo

record-setting 1967 Chevy Camaro outlaw grudge car. Oh, sure… it’s a first-gen Camaro. On first glance, it sits right and the unique color demands a second look. But it’s what lives beneath the Glasstek composite hood that makes it so different… not to mention wickedly quick. It didn’t start that way, though. “After crewing on this car, I actually ended up purchasing it in 2004,” Zarcone said. “I decided the vehicle needed a refresh and decided to upgrade the chassis myself,” he added. Zarcone set out to lower the car, cut out the stock floor and dash while upgrading to a double frame rail chassis with removable

doors and a lightweight removable front clip to make for a more modern 10.5 offering. With direction from Dan Neumann Race Cars, Zarcone handled the chassis updates himself. Up front, the stock-type suspension has been upgraded with TRZ tubular upper and lower control arms with coil-over conversion and Strange shocks, springs, and disc brakes. Out back, a custom Dan Neumann 4-link provides the hook with help from a pair of Koni coilovers. Paint and body consists of factory GM steel roof and quarters with lightweight replacement composite doors, a cowl hood from Glasstek and a composite clip from

Suncoast Race Cars. The unique LeMans Blue hue is actually a factory color—albeit relatively rare—from a 1969 Camaro and has been applied to nearly every square inch of the car and even under the hood to the factory firewall and the non-factory additional chassis bars for a clean look. In 2006, he debuted the car with the new paint color and an improved 400 ci BBC with a belt-driven centrifugal supercharger. After shearing belts repeatedly and not making it beyond the 60-foot marker under boost, Zarcone decided to scrap the belt and go with an Alston gear drive. Over time, the car got lighter, quicker, and faster, and by 2013

www.rpmmag.com | february 2019



Zarcone managed to snag the Canadian centrifugal Outlaw 10.5 record @ 4.44 in the 1/8th on his very first pass in competition at the Canadian Nitro Nationals. However, there was way more left on the table. “My combination was 420 pounds overweight for the 10.5 rules, and after running the blown big block for a


couple of races, I decided to go in a completely different direction,” Zarcone said. And that’s where the story gets interesting. “Converting to an all aluminum twin turbo Hemi allowed me to have all the power I needed while losing that extra 420 pounds the car was over the 2,950 pound minimum for the class,” he added.

The 521 ci Brad Anderson Hemi now mounted in the Bowtie’s engine bay actually has a proud history of its own. “I ended up purchasing it from the late Bob Nagy in December, 2015. It was quite the experience meeting Bob and spending time with him at his man cave,” Zarcone said. “It was an experience that I will never forget and cherish, as Bob passed away the following year

february 2019 | RPM Magazine

AIR IN, AIR OUT The twin Garrett turbos feed through the notso-subtle grille openings, while the equally attention-grabbing fender exit ram horn exhaust dumps expel the spent racing fuel fumes.

www.rpmmag.com | february 2019


AGAINST THE GRAIN RECORD SETTING...TOP SECRET Before twin turbos and no time racing, Zarcone’s Camaro was the first centrifugally supercharged Chevy in the 7s and the first centrifugally Chevy in the 180 and 190 mph ranges. It was also the first car in Canada with the original Outlaw 10.5W tire. But these days, he’s not talkin’ except via the win light.

Damian Pereira photo

before I completed the conversion,” he added. The Elephant has been stuffed with a Bryant crank, BME rods, and JE pistons, while a custom COMP bumpstick was ground to play well with turbos. Brad 6 aluminum cylinder heads were fitted with

Trick titanium valves and Manton rocker assemblies before being capped with a pair of fabbed aluminum valve covers. The incredible Hogan billet intake is home to two dozen Siemens Deka 220 lbs./hr fuel injectors, all commanded by an upgraded FAST


XFI 2.0 EFI system. The massive 123 mm Wilson throttle body is necessary to keep pace with the dual Garrett GTX Gen II turbos (size varies depending on class run). The setup was not without its challenges given that the Camaro needed to


B ELT D R I V E SYST EM Patented High Torq Drive™ reinforced belt runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics. Kit hardware is all Grade 8 Allen and Torx™ design. Cam timing is externally adjustable. 2 Piece Pulley is infinitely adjustable ±10°. Solid Pulley is adjustable ±8° in 2° increments. Crank Pulley is heat-treated steel and incorporates a High Torq Drive™ tooth configuration. Hard coated Billet Aluminum Upper Pulley features patented High Torq Drive™ tooth configuration. Teflon® coated vacuum cam and crank seals. Accessories available to run distributor drives, fuel pumps or oil pumps off front of cam. For product videos and information, visit us at Jesel.com or call us at 732-901-1800


february 2019 | RPM Magazine

Damian Pereira photo

Win Races. These extreme performance race heads for big block Chevy are designed and built for you to win races. The high-strength castings flow a massive 424 cfm @ .900" lift and can withstand enormous amounts of compression and RPM. Rectangularshaped 365cc CNC Competition Ported runners, 119cc heartshaped 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

Your Recipe for Big Block Performance!

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), Q16 racing fuel.

New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Trick Flow by Wiseco PowerPort® Forged Piston Sets These lightweight pistons are fully skirted and precision-machined from premium alloy to fit big block Chevy engines equipped with PowerPort 365 cylinder heads. Features include 3D profile dome milling, oversized valve reliefs, precision-fit wrist pins, and Spirolox retainers.

Track Max® Camshafts Give your big Chevy an even bigger power boost with a Track Max® camshaft. They are dyno-proven to produce significant power increases over the entire RPM range, not just a particular RPM.

R-Series Intake Manifold Optimized for PowerPort 365 heads on 500-plus c.i.d. engines, the R-Series rectangular port intake uses a high-rise single plane design with high-flowing extended runners and raised plenum floors to significantly increase power and torque in the 3,500-8,000 RPM range. There are also bosses for nitrous nozzles and extra material for custom port work.

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

www.rpmmag.com | february 2019


AGAINST THE GRAIN THE ELEPHANT COMETH The twin turbo Hemi may be an unconventional choice in a first gen Camaro, but the combo allowed the car to shed over 400 pounds over its previous blown big block Chevy and cranks out over 3,000 hp.

U1699 3” seamless chrome-moly driveshaft / Spicer HD 1350 weld ends / Spicer HD 1350 non-crossdrilled u-joints ......$250

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february 2019 | RPM Magazine

ROB ZARCONE’S 10.5 OUTLAW/OUTLAW GRUDGE 1967 CAMARO Chassis Type & Mods: Outlaw 10.5-legal chassis updated by Rob Zarcone under the direction of Neumann Race Cars, Ocala, Florida. Backhalf car with stock firewall and stock-style front suspension. Suspension & Brakes: FRONT: TRZ tubular upper and lower control arms with coilover conversion. Strange Engineering shocks and springs. Strange disc brakes. REAR: Custom Dan Neumann 4-link suspension, brackets, and wishbone. Koni rear shocks with Strange springs. Strange disc brakes. Full chassis setup/scaling/ plotting with blueprints completed by Dan Neumann Race Cars. Body & Paint: Glasstek composite doors and composite cowl hood. Suncoast Race Cars composite front clip. Factory Camaro steel rood and quarter panels. 1969 Camaro LeMans Blue basecoat/clearcoat paint. Engine: 521 ci Brad Anderson Hemi. Bryant crankshaft with Bill Miller connecting rods and JE pistons & Total Seal rings. COMP Cams custom turbo grind tool steel camshaft. Trend pushrods and Clark copper head gaskets. BAE 6 billet aluminum cylinder heads machined by Protech Racing. Trick titanium valves with Manton rocker arm assemblies and JHE valve springs, locks, and retainers. Keith Black oil pump, ATI Super Damper, and Enderle dual cam drive. Darkside racing front cover. Induction & Fuel Delivery: Custom Hogan billet intake manifold with triple injector-per-cylinder configuration using 24 Siemens Deka 220 lbs./hr injectors on methanol. Wilson 123 mm throttle body. Vibrant billet cold side couplers. Power Adders: Twin Garrett GTX Gen II turbos with dual ProCharger blow-off valves and Tial wastegates.

maintain the factory mounting points on the subframe and factory firewall while making room for the Hemi mill. “Between 2015-and 2017 I performed all the custom fabrication in-house from the motor plates, cold

piping, mid-plate, and turbo mounting,” Zarcone said. Dan Neumann flew up to Canada to build the custom turbo headers and completed the hot side in just three days. “To build headers with a Hemi tucked

in between factory frame rails was never done before, and there is literally a business card of thickness between the headers and frame rail in some places,” Zarcone added. Mauro Briccardi also pitched in on

Electronics & Ignition: FAST EFI fuel injection with upgraded drivers to run three injectors per cylinder FAST dash and data logger. Transmission & Driveline: Bruno’s Automatics converter drive modified for turbo application by Mike Yedgarian. Differential: Strange Ultra case 9-inch rear with Strange 40-spline axles & spool. Motive 9.5-inch gear. Special Thanks: ”I want to thank my dedicated team members that were there to help and helped my along the way. Tony Starkey, Mauro Briccardi, Rob Cesario, Mike Yedgarian, Peter Olin, Mike Jarmen, Eric Latino, Cameron Rabon, Dan Neumann, Robert Sanchez, Sal Zarcone(brother), Pat Doldo, Nick Agostino, Sandro Barbario, and Randy Brown who passed away in 2015 shortly after purchasing the Hemi.”

www.rpmmag.com | february 2019


other fabrication tasks. Sending the power rearward is a Bruno’s Automatics converter drive that has been modified by Mike Yedgarian. A Cameron’s Torque Converter Services twopiece billet converter and custom dump solenoid were employed along with a Liberty 4-speed Extreme Equalizer with billet man-


ual shifter. A lightweight PST carbon fiber drive shaft connects to a heavily fortified 9-inch rear with a Strange spool, Motive 9.5inch gears, and 40-spline axles. Inside, the Camaro is predictably all business, where a single seat, a maze of cage bars, and a host of high-tech on-board electronics are there to welcome

february 2019 | RPM Magazine


LIGHT FLIGHT The Camaro’s interior is all business, where the dual framerail chassis is on full display along with the Bruno’s trans and Liberty shifter.

www.rpmmag.com | february 2019


Damian Pereira photo


february 2019 | RPM Magazine


the driver. A FAST digital dash relays all the pertinent data, while a host of safety equipment from Simpson keeps things legal…not to mention safe. The new combo has proven successful, even with





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the typical gremlins to chase away. Zarcone managed to capture the 2018 Ontario Grudge Wars event despite issues with a finicky bump stager and declining transmission pressure after launch. ”This

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AGAINST THE GRAIN was my first time competing with the ‘Grudge’ style format on which I was hooked immediately and I thank Ian Hill for that,” said Zarcone. For the future, Zarcone is looking forward to fully

sorting the car and seeing what it can do. “I look forward to the 2019 season and plan to lay down some serious numbers with full transmission pressure,” he said. But we’re not likely to ever know exactly what those num-

bers are, because even though Zarcone likes to be different when it comes to his Camaro’s motorvation, he’s runof-the-mill in other aspects. Grudge racers never give numbers.

SQUAD (L to R): Tony Starkey (main crew), Rob Zarcone, and Nico Mastalli (crew).

Chassis Engineering’s Four-Link Suspension and Subframe Kits

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february 2019 | RPM Magazine


ow! Where did the time go! The past few years, we have run a feature at the end of the year to honor what both you and we deemed to be our most outstanding feature cars of the year. We’d usually run our TOP GUNS in the December issue, however, this left December feature cars out of the mix, so we opted to go with the February mag this year to give ample time to digest a full year of RPM feature cars to vote on. Now, there’s always a problem with this

www.rpmmag.com | february 2019


2018 TOP GUNS sort of thing. It’s kind of like the NCAA football playoffs: it’s somewhat subjective and inevitably there will always be worthy candidates on the outside looking in. To try and combat that problem, the first two years we ran an online polling contest that pitted feature cars against one another in a single elimination “tournament.” It was fun, but eventually it became less about which cars were truly reader favorites and more about who could hack our polling system or who had

the most friends. As a result, we decided to retool the whole thing last year and relaunch it as more of a staff pick honor. That said, if you were one of the cars featured in RPM last year, that in and of itself puts you in pretty rare company. We get approached literally every day by proud owners who would like to see their rides written up in our pages. And while we truly believe that anyone who pours their time, talents, and treasures into their personalized expression of power is to be applaud-


ed and celebrated, the reality is that it just isn’t possible to feature them all in a printed magazine. That means if your car WAS featured, you’re already in some fairly rare air. And at the risk of overstating things, we’d argue that getting picked to our annual Top Guns list of our ten favorite features of the year is the gearhead equivalent to an Emmy or a Grammy.


1968 CHEVY CAMARO .............................MARCH 2018

Troy LaCrone’s Camaro isn’t the most expensive build we featured this year. It isn’t the wildest. It isn’t the fastest, either. But what it IS is an incredible street/strip/show triple threat that is almost unthinkably good at everything. LaCrone finished second in his class in the 2018 Drag Week competition and was a show favorite at the Street Machine Nationals in DuQuoin. With 572 cubic inches of big block Chevy power, LaCrone’s first gen flat out performs using a single Induction Solutions plate system and a progressive controller. Off-season improvements have LaCrone eyeing even better performance than his 7.90/174 mph bests when we featured it as our March cover car.


february 2019 | RPM Magazine

f o N U G TOP he YEAR t

Toby Brooks photos

www.rpmmag.com | february 2019


That said, the list IS subjective. Our staff agonized over the choices and there were more worthy candidates this year than any since we started. In short, our feature cars this year were simply incredible and we literally could have expanded the list two or even threefold and still had cars that were entirely worthy of recognition. However, we went back and forth and worked hard to pare the list down to

our ten absolute favorites. We considered things like make and model (we could have easily populated a list entirely of Camaros, but we’re all about diversity). We considered things like power adder type for the same reason (i.e. all turbo cars, all nitrous, or blower cars, etc.). But at the end of the day, we tried our



Okay, settle down. We can hear you grumbling already. We just said we weren’t going to honor all Camaros and the first two on the list are both…you guessed it…Camaros. Well first off, the other nine on the list are in no particular order. Second, Tim Dutton’s incredible 2002 Chevy IS a fourth gen—relatively rare in street/ strip/show circles, especially compared to their first gen predecessors. Third, just look at the thing! The swoopy Randy Beaudoin/ Greg Zoetmulder graphics provide show-stopping good looks, and the detail continues under the hood where the Garrett turbocharged 400 ci SBC is just as purdy. It’s far more than just a looker, though, as the 4.55 @ 159 mph in the eighth prove it’s no slouch. All that makes this Chevy a worthy recipient of one of this year’s Top Gun awards.


february 2019 | RPM Magazine


Jeff Kline photos

www.rpmmag.com | february 2019




MIKE 1967 DODGE DART.....................DECEMBER 2018

From a relatively late-model offering we go to an absolutely iconic, sinister muscle car: Mike Coppolino’s 1967 Dodge Dart is wicked enough with its classic black paint, oodles of factory chrome trim, and killer stance. Then you throw in a twin turbocharged 505 ci Mopar big block and it elevates to next-level cool. However, what really sets this one apart is the fact that Coppolino pretty much built the whole thing himself, proving that “built not bought” doesn’t mean you have to skimp on quality as long as your skills are up to par!

darndest to make a list of the ten best representations of what RPM is all about: power, style, and all-around performance. Take a look and we are sure you’ll agree: the 2018 RPM Magazine Top Guns are one incredible collection of rides!


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february 2019 | RPM Magazine

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www.rpmmag.com | february 2019



Tim Lewis photos

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TONY 1969 PONTIAC GTO.............................JUNE 2018

The lone Pontiac to make our list, Tony Oliveira’s 1969 GTO is the perfect combination of classic muscle car style with modern technology and performance. The gorgeous purple hue is noteworthy as it is, but the sweet stance and polished Mickey Thompson wheels combined with a subtle minitub job give it a modern feel. The ProCharged 511 ci Pontiac motor is home to gobs of trick billet aluminum componentry, helping the relatively portly 3,740 pound Poncho easily crack off sevens, with a best of 7.22 at 193 mph. That makes this Purple Pontiac a perfect pick for a 2018 Top Gun award.

www.rpmmag.com | february 2019



JUSTIN 1969 FORD ESCORT mk1............SEPTEMBER 2018

Quite possibly the most obscure model on this year’s list is Justin Muscat’s “what-the-heck-is-that?” September cover car 1969 Ford Escort mk1. Just because you might not recognize its lines doesn’t mean it isn’t crazy cool, though. Making it even cooler is the insane turbocharged Mazda 13b 1.3L twin rotary engine that produces 1,100 horsepower. Not only that, the fact that the car is from Malta and was photographed at the legendary Santa Pod Raceway by the incomparable Matt Woods just layer the cool on top of itself into a package that absolutely DEMANDED to be placed on our 2018 Top Guns list.

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february 2019 | RPM Magazine


Matt Woods photos

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JAMES 1968 DODGE CHARGER.............................FEBRUARY 2018

You Mopar guys are a different breed. There’s no question that your builds are crazy cool. And the cost to build one—not to mention the scarcity of the parts— makes it an uphill battle right out of the gate. That’s why when we see cars like James Pranis’ 1968 Charger, with its ProCharged Gen II Hemi and classic street machine styling, we stop and take notice. The big B-body is a regular at the Woodward Roadkill Street Drags and Mopar Nationals and got RPM’s attention at the inaugural Tom Bailey Woodward Pre-Party/RPM MAG Takeover. The wicked street driven Dodge has posted a best of 8.93 at 156 mph, making it a killer cool and fast addition to this year’s honorees.

Matt Trombley photos


february 2019 | RPM Magazine


JASON 1969 CHEVY NOVA..........................................OCTOBER 2018

Tom Bailey’s Woodward Pre-Party produced a full issue of incredible feature-quality iron, with Jason Sack’s incredible low-slung 1969 Nova being one of the most awesome LS-powered classic Chevys we’ve ever seen. Pretty much everything on the car is one-off and designed, built, and installed by Skinny Kid Race Cars for unsurpassed good looks and maximum performance. Possibly the most surprising aspect of the whole build is it all started with a free LS intake manifold, won by Sacks at a Power Tour stop, making it likely the most expensive “free” intake in the history of mankind.

Matt Trombley photos

www.rpmmag.com | february 2019



february 2019 | RPM Magazine



STEVEN 1986 FORD MUSTANG GT.........SEPTEMBER 2018 What would any list of high performance American muscle be without a Fox body Mustang? Leave it to RPM’s resident Mustang expert Tabitha Sizemore to track down yet another—this time Steven Dowell’s clean 4-eye 1986 GT. The 25.5 chromoly Fast Chassis and Induction Solutions-fed Tim Knieriem-built 382 ci Ford small block have pushed the car to 4.99 at 138.57 mph, while the slick Mack Truck silver paint and Weld wheels make the Pony quite the looker, too. While the Mustang is certainly worthy of inclusion, this one is proof that you don’t need to sell a kidney or commit insurance fraud to have the dough it takes to build a highly respected RPM-caliber feature car.

Tabitha Sizemoe photos

www.rpmmag.com | february 2019


刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

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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 

Patrick Williams photos

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

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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

McK night


1964 FORD COMET...........AUGUST 2018 刀一䐀ⴀ㄀ 




刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

Al McKnight’s classic Comet might be the only naturally-aspirated build to make the list this year, but don’t think of this one as being any less worthy. The build quality on this car is unsurpassed, with the shell (which took McKnight two years to find) completely stripped to bare metal, acid dipped, and lightened just like an original A/FX from back in the day. But that was just the beginning. The 511 ci Shelby side-oiler was pumped full of all the modern goodies available, and the gorgeous Kevin Self sheet metal intake with dual fours gives it the look of a classic Bob Glidden pro stocker. The Comet’s 9.07 at 148 mph proves that it wasn’t just built to be polished with a fresh microfiber, too.

february 2019 | RPM Magazine









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CHRIS 1965 COBRA......................................AUGUST 2018

We don’t feature a lot of Cobras in RPM. It isn’t that there aren’t some really cool ones…it’s just that most are pretty straightforward kit cars built for top-down rips around the twisties than blasting down the dragstrip at top speed. However, when we saw Patrick “Red” Williams’ eventual cover shot of Chris Miller’s 1965 snake launching so hard that is was on nothing but the wheelie bar, we knew this bad boy was no typical Cobra. Rocking a Bennett Racing 427 with a 375-horse shot of Induction Solutions juice and a Dominator carb, the lightweight shell is pretty much a rocket motor strapped to a golf cart. The undercarriage is nicely detailed, as is clearly indicated on that now-iconic wheels-up cover shot!


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www.rpmmag.com | february 2019



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HONORABLE MENTION: THE NEXT FIVE We’re usually a pretty easy-going bunch around the RPM Magazine Global Headquarters and Perfomance Compound, but picking our ten favorites is a recipe for fightin’. Everyone has an opinion about what’s the coolest


and which car was the most awesome. But you know what they say: opinions are like...well, you’ve probably heard that one before, so we’ll spare you the details. The point is, there were just too many awesome

february 2019 | RPM Magazine

cars to have a list of JUST ten that we ALL agreed on, so we decided—for the first time ever—to have an Honorable Mention to the Guns this year. The crazy part is, the quality and style of these rides probably would have

been enough to put them in a top spot...we just had THAT many quality features and different combos to consider in 2018. So kudos to all for continuing to raise the bar and crank out even more incredible









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www.rpmmag.com | february 2019







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february 2019 | RPM Magazine

builds year after year. As with any list, we’re sure there are other worthy recipients and we mean no disrespect if your ride didn’t make our list—but it sure is fun to look back

at all the insane creations we’ve been blessed to get to share with you throughout 2018! We look forward to doing it all again next year!


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story and photos by


an you imagine a time before contracts? A time when agreements between two people were sealed with a


firm handshake and eye-toeye contact? A time when “promising less and giving more” was a way of life, not just a cool quote to post on social media? Somewhere along the way of progress, though, our society has

february 2019 | RPM Magazine

forgotten what it means to keep your word, and our gearhead community is no exception. Spend any time at a car show, and you will hear numerous stories of a car getting lost in body shop

prison. An engine taking longer and costing more money to rebuild than originally agreed upon. Partnerships that turned into dictatorships. Favors that turned into regrets. The list goes on and on.

Now I’m a firm believer in “it takes two to tango,” but I also know there are many sides to a story—depending on who is telling it. There is, however, a simple, affordable, and extremely easy solution. It

I believe most deals or handshakes begin with good intentions. Somewhere along the way promises are broken and the handshake was worthless. A simple way to cure this phenomenon is to have everyone remember to simply over-deliver. In other words, go above and beyond.

All parties involved should do themselves a favor and draw up a contract. This will eliminate the inevitable “he said, she said” argument that awaits. The contract doesn’t have to be professionally written, it could be as simple as a hand written piece of paper with the details, date, and signatures on it.

begins with a Biblical quote that says “let your yes mean yes, and no mean no.” When you tie that in with the mantra of “promising less and giving more,” you’re leaving very little room for error. Allow me to share a couple examples of how easily projects with the best intentions can transform into the worst nightmare.


You were telling your buddy that you needed a set of custom headers but had a very small budget and didn’t know anyone who did this type of work. Your buddy informed you that his friend Tim was an exceptional welder and

has done this type of work before. You meet with Tim and explain to him exactly what you need. He responds with, “I can do that. Should be pretty easy, it’s only eight pipes.” You agree on a budget and make a plan for getting your car to him. Tim is a welder by trade and works long hours welding medical grade stainless steel at a manufacturing plant. He also has a family and a hot rod of his own. Two weeks after you bring your car to his house, you shoot him a text asking how he’s making out. He responds, “I should be able to get to it by the end of the week.” What Tim neglected to tell you (and you forgot to ask) is that he is not a fabricator, and he doesn’t have the proper tools to make the complex

bends that will be necessary for such a job. He has the ingenuity and welding skills to do the job, just not the tools and experience to go along with it. Tim was thinking that he could use the tubing bender at his friend’s muffler shop. Reality is that once he looked at the car and sat down to engineer the headers, he realized he needed a machine at his own house. Tim gives you a call and tells you he needs to rent a bender, because the one he has will not work on the size exhaust you want. You reluctantly agree to pay for the rental and send Tim some money. I will fast forward to save you the painful details that occurred along the way. Three months later you get a call from Tim informing you that your car is done. Like a

child at Christmas, you hurry to Tim’s house to see your car. You’re surprised to find that your prized possession is absolutely filthy. Tim, sensing your confusion, says, “yeah, I’m sorry. I needed to keep your car outside while I worked on my other projects. Things got really crazy around here.” Trying your best to forgive the tree sap and bird crap that is covering your car, you open the hood to see your new custom headers. You quickly notice there are kinks in every bend and ask Tim what happened. He reminded you your budget was very small, and he didn’t have a mandrel bender, so he rented a cheap, bench top exhaust tube bender. He was quick to point out that everything fits exactly where you wanted it, and there are absolutely no leaks. He wasn’t sure what color you wanted the headers to be, so he left them for you to paint.

www.rpmmag.com | february 2019


SHOP TALK Does this story sound familiar? Let’s take a moment to dissect where this project went wrong and how to avoid this happening again in the future. First of all, nothing, and I repeat NOTHING that is custom is cheap. Starting a custom project with a small budget will yield nothing but small and disappointing results. That one is on you. I don’t care how nice the guy is or how nice his car is, you need to ask him detailed questions about your project. Your first question should have been, “Tim, I know you are a seasoned and certified welder, but what kind of fabrication skills do you have?” This question should have been followed by a few more…. Do you have the necessary equipment or at least access to it? What time frame can we agree upon? Because my car is a custom show car will it remain garage kept and if needed to be moved outside temporarily, will it be covered? Reality check: it’s your responsibility to exercise due diligence and find the right person for the job. Tim also had responsibilities he didn’t uphold. After hearing your request for custom headers, he should have told you that while he is a world-class welder, he is not a header fabricator. A job like this is an art form


and takes a very unique and skilled person to do it properly. He then should have followed up with telling you that he works insane hours at his job, and that between his family and his own car, will have limited free time to devote to your car. He should have explained to you that space at his shop is limited and there will be times your car gets left outside overnight. If for some strange reason you still agreed to his terms and gave him the okay to work on your car, he should have informed you on the difference a mandrel bender makes. He also should have suggested getting your new headers professionally ceramic coated before he installed them. If you chose not to take his advice, he should have painted the headers the color of your choice with over the counter header paint. Promising more and giving less is not a recipe for success.

NO MONEY, NO ENGINE Your cousin needs his engine machined and professionally built to meet the demands of his project. You refer your buddy who owns a machine shop and the two

february 2019 | RPM Magazine

A firm handshake while looking directly into someone’s eyes at one time held great value. The funny thing is, people still feel the need to shake someone’s hand after making a deal. Unfortunately, in many cases it is simply a formality with no meaning.

Call me old school, but things were much better when done with old-school intentions. I may have morphed into new-school with data logging but when it comes to keeping a promise and working on someone’s car, an old-school hand shake RULES!

www.rpmmag.com | february 2019


SHOP TALK of you take a ride to meet with him. Your buddy rolls out the red carpet for you and your cousin and begins to tell you that it’s absolutely no problem to fulfill your request. You tell your machine shop buddy that you will be the contact for the build as your cousin is going through some difficulties right now and could use the help with the project. To further make you feel good about the situation, he instructs you to get the engine to him within the week and he’ll be able to meet the deadline you agreed upon. Before you leave, your cousin gives him cash for a deposit, but your buddy tells him it’s not necessary because of his relationship with you. “Just bring the money when it’s done. No money, no engine.” Your cousin thanks him and gives him a deposit anyway as a sign of good faith. Two weeks after the

deadline you get a call asking for more money to order parts. You send money and get “a things got really busy reply.” One more deadline gets broken and four months after your original deadline you get a call asking for the balance to be paid so final assembly can begin. So much for no money is needed upfront, and the line, “no money, no engine.” During this process, face-to-face handshakes were made and there was no need for any further discussions. Somehow, though, this man’s handshake and word meant absolutely nothing. He is now holding your unfinished engine with two different deposits as ransom until he gets the final payment. Who is at fault here? Well shame on you for trusting a friend and assuming his overtly friendly handshake actually meant something.

Shame on you for not coming down hard on him when the first deadline he gave your cousin was not met, and then for sending the extra money without bringing up the fact that he said no money was needed until pick up. Shame on the machine shop owner for saying yes to the job and the original deadline. Shame on him for completely breaking his word and handshake and having the audacity to ask for not only a second payment, but a third one before final assembly. At the end of the day, though, this is all on you. You not only let your cousin down, you destroyed your own

If you don’t ask the right questions and get some type of handshake and contract, your beautiful car may just end up looking like this after sitting for a while out back. Be specific about your expectations and if they aren’t being met, it’s perfectly acceptable to amicably part ways.



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february 2019 | RPM Magazine

www.rpmmag.com | february 2019


SHOP TALK word—just for backing your buddy. Many projects may start with a handshake and the best of intentions, but in the end very few finish on a positive note. Unfortunately, the meaning behind a good old-fashioned handshake is, well, “old fashioned.” Today, contracts have become the best way to not only ensure the integrity of a project, but the relationship between both parties. But while contracts can help protect the customer, and the person performing the work, they don’t eliminate stupidity and mistakes. Just like a person’s word can be broken, so can a contract. So, the question is, if it’s okay to break a contract, why have one in the first place? Wouldn’t it be easier to just agree with someone face-to-face and shake their hand? Until next time...keep wrenching!


Here is your rule of thumb: if the person you are shaking hands with is over 50 years old you have an 85% chance of it being sincere. This number significantly rises along with each decade. A 70 year old’s handshake is gold, however it may take a little longer to get the work done.

february 2019 | RPM Magazine

The simple truth is that no one cares as much about your ride as you do, so if you are farming out work, you owe it to yourself and the shop/individual you are using to be as crystal clear as possible. I wouldn’t have trusted the underhood detailing of Big Red’s engine to just anyone, but I got help repainting the inner fenders and firewall. The job went smoothly because the person who handled the job and I communicated clearly right up front.

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february 2019 | RPM Magazine

story by

Toby B rooks photos by

C ameron R ichardson www.rpmmag.com | february2019




n inner-city circles, a “kingpin” is often at the center of organized crime and illicit sales of all kinds. If dealers have bosses, then the kingpin is usually that guy or gal. In automotive circles, dealers sell cars. Notoriously in the 1960s, dealers like Nickey Chevrolet in Chicago and Yenko Chevrolet in Pittsburgh offered high-powered— and exceedingly rare—factory muscle cars that could be purchased right off the lot. Ya ever wonder

what might happen if an organized crime boss got together with a Chevy dealer way back in 1968? Even if you haven’t, chances are, it would look something similar to Dylan Goacher’s wicked “Kingpin Package” coupe.


Goacher’s incredible Nova looks right at home in an aircraft hangar amongst high performance machines like a Bell helicopter. With an awesome Larson Race Cars chassis, slammed stance and a gleaming billet 632 ci mill under the Sunocostyle hood, it has all the tools necessary to back up its aesthetics.


february 2019 | RPM Magazine

“The idea behind the build was to have a car that looked like a factory muscle car off the showroom floor that had a 3,000 hp twin turbo 632 and would be competitive in indoor car shows while also being awesome on the track or on the streets,” said Goacher. The car had already been raced and had an 8.50 certed cage and was “kind of back halved.” Note,

if anyone ever uses air quotes or employs the word “kind of” to describe chassis fab on a car, you’d be better off running for your life. Dylan’s Nova was no exception. “When I bought it, I had plans of giving it a new paint job and maybe an LS and being done,” he said. However, upon closer inspection, the “race-ready” chassis was anything but.

www.rpmmag.com | february2019



Up front, a Smith Racecraft front subframe has been grafted in cleanly, while Weld Racing wheels and Brake Man discs fill the factory wheel openings nicely. The narrowed fiberglass front bumper has been treated to a liquid chrome application that is easily mistaken for real factory chromed steel.


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february 2019 | RPM Magazine



It isn’t as socially inappropriate as it sounds... Goacher’s Nova has been set up to run a 4-link OR ladder bars and he has two different fabricated 9-inch differentials so that he can run big tire or small. Double beadlocked Welds with Mickeys provide the hook.

“After a couple of sketchy launches and a trip to Larson Race Cars, my fears were confirmed. So with the car needing a whole new setup, it was go big or go home,” he added with a laugh. And go big, he did, kids. Drag Week legend and chassis

builder Larry Larson tore in, crafting a versatile setup that Goacher could run pretty much anywhere he wanted regardless of class rules. The 25.3 spec cage is a fairly standard—albeit well executed—affair, but out back the car was built to work with either a 4-link OR

ladder bars and two different fabricated rear ends can accommodate either big or small tire combos. Menscer Motorsports shocks control the bumps and Mark Williams innards protect against parts breakage in both of the bulletproof diffs. Up front, a

www.rpmmag.com | february2019




february 2019 | RPM Magazine


Smith Racecraft front subframe complete with fabbed tubular control arms and Chassis Works billet spindles provide excellent handling and a nasty low-slung, curb-scraping stance. Billet Brake Man brakes and rolling stock consisting of Weld V-Series wheels and Mickey Thompson rubber complete the look. The entire chassis was treated to gallons of candy blue paint by Goacher Street Legends (GSL), Dylan’s father Michael’s

shop, and every square inch was detailed to ISCA show car caliber, all while remaining fully functional and effective at the track. With the chassis well in hand, Goacher turned his attention to making power. And gobs of it. A spacious 632 ci Dart Big M block was crammed with a Windberg crank, GRP Pro rods, and Diamond slugs. A custom ground Bullet cam was chosen to command the

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Removing the lift-off hood reveals the incredibly well detailed 632 Dart engine. Starting with a Big M block and Big Chief heads, the mill was stuffed with goodies from Windberg, GRP, Diamond, and Bullet Cams before the crazy cool twin Precision Turbo 88 mm turbochargers with hidden intercooler were installed. The KINGPIN billet valve covers and Wilson billet elbow add a cool finished look. The entire combo is good for more than 3,000 hp.

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www.rpmmag.com | february2019



february 2019 | RPM Magazine

KINGPIN valvetrain symphony, where Jesel keyway lifters push through chromoly pushrods to Jesel shaft-mount rockers mounted aboard Big Chief 18-degree heads. Induction consists of twin Precision Turbo 88 mm hairdryers pushing through a hidden air-to-water intercooler then into a Wilson billet elbow. The polished aluminum Profiler intake has been fit with a provision for two sets of injectors, where 160 lb/hr and 225 lb/ hr Billet Atomizer units now reside. The combo is good for more than 3,000 horses. Putting that kind of power to the ground without breaking parts is no easy task. An M&M Turbo 400 with a Reid case and 177& 140 gears was selected. The transmission is backed by a Gear Vendows overdrive and also employs an M&M bolt-together converter and air shifter.



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www.rpmmag.com | february2019






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

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

Why should I protect my under-hood components?

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

DEI offers over a dozen affordable and highly effective cable, hose and line protection solutions. From insulating to reflecting damaging heat, there are several effective options that feature

For more from Design Engineering, Inc., go to DesignEngineering.com/TechCorner


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

february 2019 | RPM Magazine

Available at

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


Attention to detail is evident throught the build. From the airbrushed graphics on the differential and fuel cell, to the polished stainless exhaust, and the deadon perfect stance, every aspect of the Nova has been tweaked and touched until it was absolutely flawless.

The body looks factory new, but in reality there isn’t much factory left on the now 50-year-old shell. GSL handled the prep and paint, starting with AMD full quarters, floor pan, firewall, and glass while Golden Star doors and front fenders round out the replacement steel. Elsewhere, the team added in a VFN Sunoco cowl

hood, VFN bolt-on trunk lid with custom-molded aluminum wing, and Glasstek front and rear bumpers that were narrowed and tucked then liquid chromed. The Glasstek front spoiler was also narrowed before the entire car was sprayed in a custom GSL-mix PPG black. If that wasn’t awesome enough,

a factory grain matched vinyl top was added along with a subtle “KINGPIN” graphics package reminiscent of those Yenko & Nickey Chevys from back in the day. The KINGPIN theme and brass knuckles logo was carried throughout the car, into custom billet badges, on the trunk-mounted fuel cell, and

www.rpmmag.com | february2019



Chassis Type & Mods: Larson Race Cars 23.5 chassis. Suspension: FRONT: Smith Racecraft front subframe and control arms. Chassis Works billet spindles. Brake Man hubs and disc brakes. REAR: Larson Race Cars chassis setup for 4-link OR ladder bar with two Moser sheet metal rear ends for small tire or big tire. Menscer Motorsports shocks. Body & Paint: Body and paint by Goachers Street Legends (GSL). AMD full quarters, floor pan, firewall and glass with Golden Star doors and front fenders. VFN Sunoco cowl hood, VFN bolt-on trunk lid with custom molded aluminum wing, Glasstek front and rear bumper (narrowed and tucked then liquid chromed) along with narrowed Glasstek front spoiler. Custom PPG black mixed in-house along with custom candy blue on chassis. Custom factory grain-matched vinyl top. Engine: Dart 632 ci engine with Big M block and 18-degree Big Chief heads. Windberg crank with GRP Pro rods and Diamond pistons. Bullet custom-grind cam and Jesel keyway lifters spun via a Jesel belt drive. Innovators West harmonic damper. Jesel shaft-mount rockers. Billet Jones pulley drive system and alternator. Waterman belt-drive fuel pump for race mode. Custom billet valve covers. Induction & Fuel Delivery: 16 injector Profiler intake with Billet Atomizer 160 lb/hr and 225 lb/hr injectors. Wilson Manifolds billet elbow with Nick Williams drive-by-wire throttle body. Aeromotive Phantom intank fuel pumps. Power Adders: Twin Precision Turbo 88 mm turbos with PT wastegates and blow-off valves. Fender exit turbo headers with custom hot and cool side piping. Hidden under-dash intercooler and ice tank. Electronics & Ignition: FuelTech EFI system with FuelTech FT500 digital dash. Transmission & Driveline: M&M transmission turbo 400. 177-140 gears with Reid case with M&M bolt-together converter. M&M air shifter. Gear Vendors overdrive Differential: Moser sheetmetal housing with Mark Williams 9.5-inch third member set up by Innovators West. Mark Williams 300M ultimate gun-drilled axles. Other Important Info: Awarded Top 12 in SEMA Battle of the Builders (first race car ever to be selected).

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february 2019 | RPM Magazine


throughout the interior. Even the chute release handle looks like a pair of brass knuckles. That interior is worth mentioning, too. It’s just as nice as everything else on the car. The factory look

leather-wrapped dash is home to a well-integrated FuelTech digital display and factory-styled door panels have been recreated in carbon fiber. DJ Safety gear including continued on page 76

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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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Page 68


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

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Page 69

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Page 73

Race Orgs, Tracks & Events

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

Transmission Converter Clutch & Rear Differential

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Tires & Wheels

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


Page 75

Strangeeng.net 847.663.1701 Don’t Just Race


Incl. Buildings, Trailers, Tools, Canopies, Tents, Graphics etc.

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february 2019 | RPM Magazine


The Kingpin’s cockpit is a fantastic combo of candy blue-hued chromoly tubing, lots of carbon fiber and billet, and tasteful black upholstery... including a headliner! The FuelTech digital dash and assorted instrumentation add function, while a billet quick release wheel adds style.

harnesses, window net, and on-board fire suppression protect against the unthinkable. The heavy use of black and texture contrasts perfectly with the candy blue cage. The finished product is exactly what Goacher was

www.rpmmag.com | february2019



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february 2019 | RPM Magazine

after: a jaw-droppingly gorgeous street cruiser that is fully capable at the track and deceptively high tech. It looks just like it could have rolled off the lot back in ’68—if gangsters built factory muscle cars and if “Kingpin: Awesome Edition” had been an available dealer installed option.

www.rpmmag.com | february2019



february 2019 | RPM Magazine


story and photos by

Toby Brooks








R E M M U S G N I COM 2019 N/T Series

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t’s a tale as old as time: first love. Things are great. Everything’s awesome. Until it isn’t. The whole thing falls apart. People move on. Times change. But deep down, there’s that little bit of curiosity. What might have been if things had played out differently? And so it was with Michael Taylor and his 1976 Chevy Monza. After building the car in 1992 and cruising and racing it for a few years during the heyday of the first pro street movement, things got stale. “I raced the car at a local track and cruised it every weekend, never once putting

it on a trailer,” he recalled. But by 1998, it was time to move on. For a while, at least. The car had been started by friend Ran McIntosh, but Taylor had invested plenty of his own time, money, and talent into the build, too. “I bought it back in 1991 from Ran for $5,000. He had taken it to the Street Machine Nationals in 1990 and it was a big hit. With the chassis, narrowed 9-inch, lowslung stance, and bright red paint, people loved it—including me,” Taylor said. When Taylor went to pick the car up, McIntosh asked about trailering it home, but

Taylor intended to drive it. “After getting it on the road, I realized why he’d asked. It was all over the road and I was fighting the steering the whole way,” Taylor added with a laugh. White-knuckled but safely at home at long last, Taylor started the rebuild. First, he installed new Pinto tubular control arms and coilovers. He also slid the engine back 3 inches to better aid weight distribution. Out back, he ditched the spongy leaf springs in favor of Alston ladder bars with a track locator and new Koni coilovers. After a new alignment, the car drove arrow straight.

www.rpmmag.com | february 2019


reSURGEnce Next up, Taylor turned his attention to the engine bay, where he installed a built 350 with a 300 shot of nitrous. He then drove the car over 200 miles one way from his home in Clarksville, Tennessee to the 1991 Street Machine Nationals in DuQuoin, Illinois where the car was once again a fan favorite. After showing, racing, cruising, and breaking and subsequently repairing the car consistently for the next few years, Taylor opted to sell it and move on to other projects and pursuits. “While those other cars were fun, I always regretted selling the Monza,” he recalled. Taylor kept track of


the little Chevy as it changed hands twice in Tennessee before shipping out to Kansas for a spell then heading north to Minnesota where it was sold twice more. The stars then aligned, as pro street’s resurgence in popularity coincided with the return of the Street Machine Nationals—and Taylor’s chance to rekindle an old flame. “In 2013, I finally had the chance to buy it back, so I loaded up the truck, rented a trailer, and drove 15 hours one way to get it,” he said. Unfortunately,

february 2019 | RPM Magazine


Retro is all the rage, and the Monza rocks a sweet set of classic Weld Draglites with Mickey Thompson Sportsman tires. The 15x15s with 33x19.5-15s out back fill the wheel openings perfectly.


www.rpmmag.com | february 2019



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The Monza’s ground-scraping stance is courtesy of an Alston 2x4 mild steel chassis kit installed by Ran McIntosh. It has been updated through the years by Taylor.

the car was in poor shape. “When I got there, the car was nowhere near the condition I’d been told. I tried to negotiate but the owner wouldn’t budge, eventually starting to close the garage door. If I hadn’t taken off work and driven all that way, I would have left,” he added. Disappointed but determined, Taylor reluctantly purchased the car for the asking price, loaded up, and headed home. Once he arrived, the car went right into

www.rpmmag.com | february 2019




the garage and a complete teardown ensued immediately. “I removed everything that wasn’t welded on,” he said with a grin.


The first order of business was to whip the rattle-plagued and downright unsafe chassis into shape. “I had to redo some of the shabby welds underneath—some of them were even mine,” Taylor said with a laugh. He then undercoated the tinwork before moving topside, where the floorpans and rest of the interior were fully Dynamatted to

february 2019 | RPM Magazine

minimize rattles and reduce road noise, significantly improving the joy of cruising. The original paint was still in fairly good shape with the exception of the engine bay. After pulling the small block out, Taylor repainted the firewall and totally rebuilt the front suspension. “After all those years, the brakes were still awful, so I upgraded to discs with a Baer master

Chassis Type & Mods: Alston 2x3 square tube mild steel chassis by Ran McIntosh with updates and modifications by Michael Taylor. Suspension: FRONT: Pinto front suspension setup with chromed tubular control arms and coil over shocks. Wilwood disc brakes. REAR: Alston ladder bar setup with Koni single-adjustable coil overs. Ford drum brakes. Body & Paint: Custom Chevy Beretta door handles. Fast Red basecoat/clearcoat by Ran McIntosh. Graphics applied by unknown mystery artist at some point during car’s hiatus 1998-2013. Engine: Bored, stroked, and balanced 406 ci small block Chevy built my Michael Taylor. Lunati forged stroker crankshaft with Manley forged rods and Manley 10:1 compression pistons. COMP Cams solid roller camshaft (.575/300 intake, .575/308 exhaust). Moroso 7 quart oil pan with Moroso high volume oil pump. Induction & Fuel Delivery: B&M aluminum blower intake. Dual QuickFuel 750 blow-through carbs. BDS Dominator scoop. Power Adders: Vintage B&M 420 MegaBlower. Dual 200-shot NOS nitrous plate systems. Electronics & Ignition: MSD Pro Billet distributor. MSD 6AL box. Transmission & Driveline: GM Turbo 400 with TCI 4,000 rpm stall converter. SCAT flexplate. Differential: Narrowed big bearing Ford 9-inch housing assembled by Michael Taylor in 1992. Richmond 4.56 gears. Tires & Wheels: FRONT: 15x5 Weld Draglite polished wheels with 165/80-15 tires. REAR: 15x15 Weld Draglite polished wheels with 33x19.5-15 Mickey Thompson Sportsman tires.

www.rpmmag.com | february 2019




The B&M 420 MegaBlower has been equipped with a pair of NOS 200-shot plates.

cylinder,” he said. Some other touch ups here and there, and the car was beginning to return to her former glory. Also retained were the Weld Draglite wheels—which at one point in time may have been a prerequisite to be considered pro street. 15x5 fronts were treated to new 165/80-15 rubber, while the steamroller 15x15s out back were shod with new 33x19.5x15 Mickey Thompson Sportsmans.

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february 2019 | RPM Magazine

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www.rpmmag.com | december 2018




february 2019 | RPM Magazine


reSURGEnce Taylor’s next hurdle was to rebuild the driveline. He built a lopey, loud, period perfect blown small block to fill the space between the strut bars, starting with a bored iron Chevy block. A Lunati double-keyed Pro Series stroker crank with big block snout was fit with Manley forged rods and 10:1 compression pistons. A COMP 575 solid roller

blower cam was selected next, followed by Dart Pro1 aluminum cylinder heads. Topping the mighty mouse is a vintage B&M MegaBlower with twin QuickFuel 750 blow-through carbs fed by a Magnafuel electric pump. Taylor also added a pair of 200-shot NOS plates just for good measure. Meanwhile, the roof-high BDS Dominator scoop is the crown jewel on the towering induction


The unique air opening in the Monza nose required some creative engineering in order to keep the Roots-blown mouse cool. An aluminum radiator and trans cooler with electric fan have been mounted low in the chassis to catch incoming air. Meanwhile, the quarter glass-mounted NACA ducts also catch incoming air that is ducted forward to keep occupants refreshed during cruising.

www.rpmmag.com | february 2019



system that was built to turn heads and garner attention. Last up, the interior was in dire need of a re-do. Taylor chose Pontiac Fiero buckets and proceeded to cover the



The all tweed interior isn’t vintage... it was just redone with a fresh update. The grey and red cloth has been applied to the door panels, floor, dash, and headliner while the big tubs have been polished for a clean retro look.

seats, door panels, headliner, floor, and the fabricated dash surround in red and gray cloth. “Tweed was all the rage in the ’90s, so I stuck with that,” he said. A leather-wrapped

Grant GT wheel adds style, while the octet of analog gauges relay the car’s critical data. 3-inch harnesses and safety nets provide added safety along with the body color painted Alston cage.

february 2019 | RPM Magazine

www.rpmmag.com | february 2019



Michael Taylor and his Monza.

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




february 2019 | RPM Magazine


The unique “climate control system” consists of a pair of Lexan quarter glass-mounted NACA ducts with flexible tubing pointed at the occupants. A single NOS nitrous bottle resides boastfully between the rear tubs.

With the car complete, the happy couple made the 400 mile round trip back to the Street Machine Nationals, where Taylor got the chance to meet friends new and old. He idled the fairgrounds, cruised town, and genuinely enjoyed the three-day weekend, just like he

did back in 1992. So who says your first love has to break your heart? Like Michael Taylor and his 1976 Monza pro street have shown, sometimes all we really needed was a little break—or in his case, nearly 20 years.

www.rpmmag.com | february 2019



>> Managing stainless tubing thanks to BrakeQuip story and photos by

James Williams


ometimes when you set out to do a job, you know that there’s a cheap and hard way to get it done. But at the same time, spending

some of your hardearned dough on a few new tools will not only make the job faster but better and more enjoyable, too. That’s exactly how we felt when we set out to plumb some

brake lines and nitrous lines on a project car. To be honest, we really weren’t looking forward to it. If you have ever worked with stainless steel hard lines,

you know that done correctly, they can look incredibly cool. But done wrong, they not only look bad, but they can pose a serious safety risk. In short, it’s nowhere to get cheap.

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february 2019 | RPM Magazine



2 3

4 5

1: Before starting our plumbing job, we knew we needed some new tools to deal with the challenges of rigid stainless line. We turned to the pros at BrakeQuip for one of their BQ408 8-piece stopper kits, their incredibly cool BQ350A high-speed flaring tool, the BQ1028 professional tube straightener, and BQ405 tube straightening pliers. We are now fully equipped for anything from nitrous and brake lines all the way up to 1/2-inch fuel line. 2: The BQ408 8-piece stopper kit is helpful for preventing messy leaks from lines following disassembly or other work. The complete kit includes a case and an assortment of spring loaded stoppers for 1/2-inch, 3/16-1/4-inch, 3/8-inch, 5/16-inch, and banjo fittings. 3 & 4: The BQ1028 professional tube straightener can be used to straighten a variety of hardlines, including 1/2-inch line (3) down to 1/4-inch (4). 5: After just a few passes through the straightener, our 1/2-inch line was nice and straight.

At the same time, stainless steel can be tough to work with. It is strong and resists bends and flares like a teenager resists curfew, so cheap tools are usually more trouble than they are worth. We’ve used several cheap tools for dealing with stainless hard line and such use rarely ended with anything other than a deeply rooted desire to see how far we could throw the whole barely-useful mess.

We figured there had to be a better way, so we set out to find it. Our search ended at BrakeQuip, where their diverse collection of tools for brake and other hard lines seemed like just the trick for the brake, nitrous, and fuel lines we were going to need to make up. We pulled out all the stops and ordered up a little bit of everything, including the BQ408 8-piece stopper kit, BQ350A high-speed flaring

tool, BQ1028 professional tube straightener, and BQ405 tube straightener pliers. With this assortment of cool new tools in our arsenal, we were finally well equipped to start making some lines. First up, the BQ408 8-piece stopper kit is particularly handy for preventing messy leaks when lines have been disconnected. The size-specific, spring-loaded stoppers are easily

See it in action! Point your phone’s QR code reader at the image above or navigate to https://bit. ly/2F8NECT to see the BrakeQuip BQ1028 in use.

www.rpmmag.com | february 2019


RPM COOL TOOLS 6, 7, & 8: The BQ405 tube straightening pliers are an incredibly handy addition to your tool arsenal. In the event your hard line wasn’t formed perfectly using a traditional tubing bender, the BQ405 pliers can be used to slightly readjust your bends without worrying about kinks. At the same time, the pliers can also be used straighten small sections of line using nothing more than a simple squeeze.





february 2019 | RPM Magazine

9 & 10: The BQ350-1 highspeed flaring tool comes in a convenient blow molded case with a variety of dies. The tool is easily mounted in a bench vise and can create three different types of flares with a simple cam and lever operation that can be completed in seconds.



installed and the rubber stopper ensures a tight seal. The full kit comes in a convenient plastic case, and stoppers to fit 1/2inch, 3/16-1/4-inch, 3/8-inch, 5/16-inch, and banjo fittings. It’s a handy set to have when you are working on existing lines. The remainder of our tool assortment was intended for making new lines. First up, we tried out the BQ 1028 professional tube straightener. Stainless line comes shipped in coils, so straightening it out can be a real chore. That task is made easy with the tube straightening tool. The five ball bearing equipped non-marking ABS wheels on the straightener can accomodate any-


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www.rpmmag.com | february 2019


RPM COOL TOOLS where from 1/4-inch up to 1/2-inch line, and the adjustable upper trolley makes use a breeze. The straightener can be easily secured in a bench vice and the standard line coil present in most shipped stainless hard line is easily removed in just a few swipes back and forth. While the BQ1028

is great for straightening longer runs of line, the BQ405 tube straightening pliers are perfect for tweaking short pieces of 1/4-inch and 3/16inch lines. This comes in especially handy when fine tuning lines that have been formed in a standard tubing bender but don’t

exactly line up with their intended connection points. They are easy to use and were an excellent addition to our toolbox. Speaking of excellent additions to our toolbox, probably our biggest gripe when making lines is the old clamp-down, screw down handheld flaring tool


11 & 12: The BQ350-1 high-speed flaring tool comes with channel dies and flaring dies that will easily flare 45° (3/16inch, 1/4-inch, 5/16-inch, and 3/8-inch tube), 37° (3/16-inch, 1/4-inch, 5/16-inch, 3/8-inch, and 1/2-inch tube), and DIN (3/16-inch and 1/4-inch tube) flares.


february 2019 | RPM Magazine




13 & 14: It took a grand total of about 5 seconds to create this perfect flare in 3/16-inch stainless hardline. Trust us here..the BrakeQuip high-speed flaring tool is worth every penny and will more than pay for itself on your first plumbing job.

we’ve grown to loathe. To the rescue comes the BQ350A highspeed flaring tool. At the risk of overselling it, this one tool is life changing in its ease of use and the time you’ll save compared to the old standby. It’s really that good. The highspeed flaring tool is a breeze to use and its versatility make it a musthave for any plumbing job. Three different

flare styles and four different tubing sizes can all be accomodated and the handy blow molded case keeps it all organized and tidy in the drawer. In short, we couldn’t be more happy with all our BrakeQuip tools. They’ve made what was once a chore of dread into something we actually look forward to. Now get plumbing!

SOURCE BrakeQuip www.brakequip.com 865.251.9193

www.rpmmag.com | february 2019



story by

Toby Brooks

>>Learning new skills has never been easier thanks to YouTube, Kyle Voss, and his awesome FabForums Channel


imes, they are a’ changin’. Back in the day, if you wanted to learn a new fabrication skill, you pretty much had three options: 1) go to a trade school or local community college and invest your time and money maybe get taught what you wanted, 2) find

a skilled fabricator who knew what he or she was doing and was willing to show you the secrets, or 3) struggle your way through and teach yourself as best you could. Thankfully, these days, there’s a fourth option that can save you time and money: YouTube. Now then, let’s be clear: not everything


you find on YouTube is good. There’s no shortage of morons fishing for views by blowing stuff up, ranting like idiots, or just ripping off other folks’ content. However, there’s also some really good stuff that can be especially helpful for the home DIY’er who is trying to learn for him or herself.

Kyle Voss’ “Fab Forums” channel is just such one of those resources. The Fab Forums Channel (www.thefabforums.com autodirects you straight to the YouTube site) has been around for 8 years now—which in YouTube circles is considerable— but has really taken off over the last 5 years.


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february 2019 | RPM Magazine

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1: The Fab Forums channel is housed on YouTube and features more than 450 videos covering almost all aspects of custom motorsports fabrication. The most popular video on the channel, “How to Make Brass Knuckles Shifter Handle,” has more than 3 million views.


2 & 3: Voss’ two current projects are a a wild full tube chassis Fox body hot rod he calls “The Bibbster” (2) and a street/strip twin turbo Fox body Mustang called “The Gray Goose.” Most recent videos involve work on one of these builds.

Founded by Voss as an outlet to show others some of the skills and techniques he uses regularly in his own shop, it has steadily grown to nearly a quarter-million subscribers and is one of the best resources for motorsports fabrication how-to on the web. And did we mention it is totally free? Voss’ skill set is considerable, but his videos have a certain “fun factor” that makes watching them seem more like entertainment and less like sitting through a boring lecture. Some of The Fab Forums most popular videos involve TIG welding, bead rolling, building parts out of carbon fiber, and his weekly “It’s Friday Fool: You Need This Tool” segment that airs every Friday. The channel is home to 32 playlists and more than 450 vid-



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www.rpmmag.com | february 2019





4: The Bibbster is described as “a modern day hot rod” and just like the hot rods of old with cut up bodies and stripped fenders, there isn’t much left of the Fox body shell. 5: The Goose is more of a contemporary street/strip machine. Most everything you see in the pic is a video of some sort on the channel, including bead rolling, box and pan brake use, aluminum welding and fab, and a host of other skills.

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february 2019 | RPM Magazine

eos with new content added weekly. Based out of West Union, South Carolina, Voss’ is relatively unique compared to other YouTubers because he almost always shows work being done exclusively on his own projects, which currently include a twin turbo street/strip Mustang he calls “The Gray Goose” and a wild full tube chassis turbocharged 351W Fox body hot rod called “The Bibbster.” Voss has turned the channel into his


full time job, and adds new content every week. His creativity shows through in most every episode, and viewers and subscribers get to see his projects come to life before their very eyes. “I’m not interested in possessing the final product...I want to create it,” Voss said. The building is the fun part and enjoying it at the end is largely secondary. As Voss says, “Creation

is the greatest thing you can do.” So do yourself a favor and check out The Fab Forums when you have a second. Whether it is a fabrication skill or a cool new tool, we’d bet you’ll learn something new and be entertained in the process!

SOURCE The Fab Forums www.thefabforums.com


6: The tinwork in the Bibbster is impressive, and Voss’ attention to detail shows throughout. A recent video detailing English wheel use shows how to make a complex compound curve. 7: The front suspension on the Bibbster is a unique strut setup involving complex tube work and a wild look that still retains factory geometry.


www.rpmmag.com | february 2019



1: Slowly but surely we are making some progress on the project car and inching our way back to the paint shop. This month we managed to get the mounts for the Ringbrothers billet hinges in place and reinstalled the Harwood fiberglass hood.


PART 47 >> The Horse finally has a hood mounted. Again.



t has been another month and we’ve managed to make some slow progress on our project 2006 pro street Mustang. Unfortunately this month’s installment may seem like a fairly small thing for many, as we worked for three weeks to finally get our hood mounted again. However, we spent several hours scratch-

ing our heads, trying out ideas, and refining them until we finally came up with a design we think will work. As seems par for the course, we headed to press time waiting on a shipment in order to make more progress—this time for plate stock 6061 billet aluminum. The idea seemed fairly simple, even though the execution

wasn’t quite so easy. Many cars have a removable front clip, but most use a pin-on hood. We wanted a hinged hood that would easily allow us to pop open the hood in an instant without tools or another set of hands. With that goal in mind, a previous shop had fabricated a pair of swoopy hinge mounts

Toby Brooks

out of light gauge sheetmetal but they had not been secured to the front clip. After looking the design over for a good long while, we decided to make similarly shaped mounts out of billet for two reasons (well, three if you count the fact they’ll look darn cool). First, the billet will have blind mounting points machined in for a clean look.

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february2019 | RPM Magazine

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2 2: Last month we updated you on the fender mounts. However, the hood hadn’t been re-mounted yet. 3: The previous shop had fabricated these swoopy mounts (3) out of sheetmetal, but we opted to remake them from billet aluminum.



5: We first copied the sheetmetal mount in 3/4-inch MDF using router templates from eAsy Fabrication. We will later use this template to fabricate the billet aluminum pieces on the router table once the 6061 aluminum stock arrives.

4: From the back side of the mount, you can see the thin sheetmetal and the fixed mounting points for the hinge. Our first task was to fabricate some mounts from chromoly to weld into the understructure of the fender.


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www.rpmmag.com | february2019



8 8: The mounts have been fully welded and are ready for install. Getting them to fit the inner structure of the front clip only took about 4,562 trial fits and light massaging with a flap disc on the grinder.

7 Secondly, and most importantly, the billet design will incorporate T-slot nuts to secure the Ringbrothers billet hinges. The hinges have already been modified with a pair of ball lock quick pins so that it can be removed in a matter of seconds. As cool as that is, it prevents the hood from being adjusted in the normal manner. With the hinges on T-slotted mounts, the hood can be adjusted

up and down AND forward and back from the newly redesigned mounts. All we had to do was make it happen. Our first task was to copy the shape of the hinge mount in 3/4-inch MDF wood using eAsy Fabrication templates and a flush trim bit on a router table. We will show you why this step was important next month when we use the template to create billet parts on the router table.

9: Ready for install with Performance Engineering fasteners.

6: We used our Rogue Fabrication M600 air-overhydraulic bender to bend up four brackets using 3/4-inch chromoly tube. With the tubes bent, we also used our Rogue Fab notcher to fishmouth the tubing. 7: Using our Miller Synchrowave 210 TIG welder, we welded up a pair of lower brackets and upper brackets, including sleeves that will be used to mount the billet hinge mounts.


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february2019 | RPM Magazine


10 11

12 10: The nice thing about this project is that these components are not structurally critical, so they are great for practicing our TIG skills, which are slowly coming along after picking up our Miller torch for the first time last year. That said, these tubing mounts came out pretty nice.

11 & 12: With the mounts finally finished, we tacked them in place then added some bolts to firm things up a bit. We also marked the lower tube to determine where it needed to be cut. This open tube end will later be welded up for a clean look, but it needed to be ground flush first.

www.rpmmag.com | february2019



13: With the mounts tacked in place, we chopped off the lower tube where it lined up with the temporary mounting bracket. 14: The lower tube was then welded up and ground smooth. All this will be covered by tinwork, but we still want it to be clean.


Next up, we bent up some 3/4-inch chromoly tubing using our Rogue Fab tubing bender to provide a solid mount for the brackets we will make into the understructure of the front clip. Once the tubes were bent to the appropriate radius, we used our Rogue Fab tubing notcher before welding it all up with our Miller Syncrowave 210 TIG welder.

february2019 | RPM Magazine


www.rpmmag.com | february 2019


RPM PROJECT CAR With the tubes fabbed, we then turned our attention to tacking them in to the understructure of the fenders. With the hood secured where it needed to be, we mounted both the upper and lower tubes on both sides of the car. After drilling the sheetmetal mounts, we used Performance Engineering cup washers to temporarily secure the hinges and gave it a shot. The hood actuated exactly as it should and everything lined up perfectly.



15: In this pic, both of the sheetmetal hinge mounts have been bolted in place and the hood opens as intended. The replacement billet hinge mounts will be modified from this shape, filling the gap that is noticable near the firewall and reworking the shape of the lower rear portion for a smoother look. That will have to wait until the aluminum we ordered from eBay finally arrives and we can get it cut and machined to shape. 16: The Ringbrothers airframe hinges look cool from most any angle! JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

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february2019 | RPM Magazine

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www.rpmmag.com | february 2019


RPM PROJECT CAR We were stoked. Our next task will be to use our router table to craft some cool mounts out of 1/2-inch thick billet aluminum. We will walk you through step by step as we show you how you can crank out clean billet pieces yourself without needing a crazy

expensive mill or fancy CNC unit. We will hopefully also be able to get started on the new underhood tinwork and inner fenders. Be sure to check out our new YouTube Channel for the Horse with all the latest updates!

17 16

17: The temporary hinge mount will be remade out of billet aluminum to refine its shape and also provide a clean, blind mount from behind so that no exposed fasteners will be seen from the engine bay. We’ll get to that next month!

NEW!! Check out our progress on YouTube! Subscribe to the channel at www.pegarage.com to keep up to date! View Part 1 Here: https://bit.ly/2R8aqAY

View Part 2 Here: https://bit.ly/2Rds06Q

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

Rogue Fabrication www.roguefab.com 503.389.5413

Miller Electric www.willerwelds.com 920.734.9821

Ringbrothers www.ringbrothers.com 608.665.2731

Performance Engineering www.pebillet.com


february2019 | RPM Magazine

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www.rpmmag.com | february2019


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Swap In A Box Complete

Engine Swap Kits Kits include engine and transmission mounts, headers, oil pan and hardware. Ask a sales rep about a kit for your project.


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february2019 | RPM Magazine


Profile for RPM Magazine

RPM Magazine February Issue 2019  

THE RIDES Kingpin… Just your run-of-the-mill 1968 …well equipped Nova with a few additional “dealer” installed options. 2018 Top Guns… Our...

RPM Magazine February Issue 2019  

THE RIDES Kingpin… Just your run-of-the-mill 1968 …well equipped Nova with a few additional “dealer” installed options. 2018 Top Guns… Our...

Profile for rpmmag