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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.

MEET THE RPM TEAM

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.

WANT YOUR CAR IN RPM?

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.

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

Publication Return/Address Change Information

ADVERTISING SALES

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

For advertising information contact

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

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

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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

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EDITOR’S RANT

by

Chris Biro

the balance of doing it the...

EASY WAY, THE RIGHT WAY, AND THE COST EFFECTIVE WAY...

T

It’s all about leverage.

here are, generally speaking, two ways to approach completing a task: the easy way and/or the right way. The right way can be easy, but sometimes the easy way is not the right way when we try to tackle something we are unsure of. Sure we can learn to do new things, but sometimes there’s just no replacing years of professional experience on critical areas of building a car. Then, to influence our decisions even further, we have the cash factor. The easy way, as a DIY project we are capable of doing, usually costs less. So, follow along here, we know the easy way can be less costly, but it can also end up costing us more. In our minds, when we don’t feel we can do things correctly, the easy way is no longer the “right” way and the “right” way involves hiring a pro, and we can perceive that as complicated and costing us more than we can afford. Sometimes the result to this dilemma is a kneejerk reaction to just try and do it ourselves anyway, or worse yet, hire the “cheapest” quote to do the work. All those guilty raise your hand now...my hand is up! If we really think things through we can find the happy place of easy, right and cost effective (notice I didn’t say cheap! I hate that word as it has bit me in the butt more times than I like to admit). I first put a value on my own time and then use the concept of leveraging. Confused? First off, before everyone gets all bent up and starts sending me rants of their own, I’m not talking about doing things yourself that you are very capable of doing right to save money, that is an obvious choice, and congratulations, you just achieved the rarely accomplished goal of easy, right and inexpensive. But if we learn to leverage our time with the time of others, and at the same time take into account the dollar value of our time, we can get impressive results. Here’s a pretty basic example to start. You have a solid plan for an 800hp BBC. You already have a set of cylinder heads and know that you can gather the parts and assemble them correctly, but you sent those same heads out to have them ported by a pro. You were not capable of porting and flowing the heads and could have actually destroyed them in trying. Considering the value of your heads and your time saved, and what you paid to have them ported and flowed, you are ahead of the game over damaging the heads or ending up with poor flowing self-ported heads. Plus, you used that time saved to do something else. Let’s try a bit more complicated scenario. You could “probably” figure out how to put together your bottom end for that same engine, but lack the confidence in your skills to be sure it was completed with the latest tricks and tweaks and that it would last. Although the YouTube video from the self proclaimed Engine Guru of The Week tells you it’s easy...don’t trust them, it is not. You most likely

do not have the skillset for it, and that’s okay, you have options, but you need to do your homework and crunch the numbers. One flip through RPM MAG and you can find complete pre-assembled short blocks from reputable companies like Shafiroff Racing for around $5,000. Another option if you are someone who likes to have a bigger hand in the making of your engine is to purchase individual parts from quality manufacturers (like those in RPM) and use a reputable engine shop near you that would take your parts and assemble them properly (and offer advice on the parts combination you have), then dyno the completed package. To be completely honest, knowing what I know today about the skills and continuing advances in technology of the pros, and seeing the value in their proven results, I would never assemble my own bottom end. There are always options to fit your budget and here’s where the leverage comes into play. These solutions for our engine bottom end are actually easier as we are not struggling with the job, however, our first assessment is that they will cost a lot more. But remember, your time is worth something, and while the pros are working on building your bottom end, you can devote your valuable time to something well within your comfort zone. So, you now have not only saved the time, stress and struggle of attempting to build the bottom end yourself, and risking poor results and the potential cost of that, but you have also saved an expense by spending that time saved doing something else you can do well. The end result is peace of mind while you leverage time and money. If you read between the lines, I have touched on another old adage, “the cheap always pay twice”. While that may not always be true, in the last year I can count at least 3 times when I tried to “cheap out” on a pretty big ticket chunk of work, and in the end paid more in one way or another. I took a less expensive way to get it done and was absolutely NOT satisfied with the outcome. The result was that I had to fix it or get a complete re-do; yep, I paid twice. It either cost me valuable time to learn the skill and fix the work, or cash to have a real pro make it right. Growing up in a single mom family with 2 brothers and zero income taught me, by necessity, a lot of very valuable life lessons and skills, however, I have to learn to forget how thrifty I became when it came to serious work involving a specific skill that I lacked... back then I simply forged ahead and either tried myself or cheaped out (again by necessity). Sometimes there is just no easy and right way for us to tackle critical elements of our build we simply can’t handle. The simple solution is to think more and get as much input as possible before making that final decision, and we have to bring in a pro. You will end up with a better final result and probably save some gray hair and wrinkles along the way.

COMING NEXT MONTH:

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

A wild pro street Mopar, more doorslammer drag cars and insane street machines... plus we’ll update you on project aPocalypSe Horse!

4

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

ADVERTISER INDEX ACC Performance................... 95 Accufab Inc............................ 60 Aeromotive........................... 10 AFCO................................... 101 Alan Johnson Performance (AJPE)................................. 61 Alston Race Cars.................... 16 ARP/NPW.............................. 91 ATI Performance Products..... 47 Auburn Gear........................ 100 Aurora Bearing...................... 78 Autoglym.............................. 41 AVAK/Ridgegate Tools........... 50 Baer Brakes......................10, 59 Be Cool.................................. 88 BES Racing Engines............... 17 Bill Mitchell Products.......12, 81 Blower Shop............................ 5 Borla..................................... 36 BTE Racing............................ 67 C&C MotorSports................... 20 Calvert Racing Suspensions... 48 Canton Racing Products........ 27 CFE Racing Products.............. 66 Chassis Engineering...........8, 22 CN Blocks.............................. 77 CNC Motorsports................... 44 Coan Engineering................ 111 Competition Products......... 103 Crane Cams........................... 89 Crower.................................. 34 CVR Products....................... 108 DART..................................... 11 Design Engineering..........26, 58 Diamond Pistons................... 96 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 43 Dynocologists........................ 86 Dynomite Dynamometer...... 20 Dynotech Engineering........... 66 Edelbrock.............................. 94 Energy Suspension...........19, 90 Erson Cams............................ 59 FUELAB................................. 24 G Force Racing Transmissions.106 Granatelli Motorsports.......... 87 GRP Connecting Rods............ 30 GZ Motorsports..................... 25 Harland Sharp....................... 25 Harwood............................... 21 HoleShot Wheels................... 86 Holley.................................2, 51 Howard’s Cams...................... 95 Hughes Performance............... 7 Ian Hill Racing....................... 81 Induction Solutions............... 46 Indy Cylinder Head................ 93 Innovate Motorsports.......... 109 JE Pistons.......................53, 113 Jesel...................................... 14 JW Perform. Transmissions.... 82 Kinsler Fuel Injection............. 97 LenTech Automatics.............. 38

Lokar Perf. Products............ 105 MagnaFuel.............................. 9 Magnuson Superchargers...... 31 MAHLE Clevite Inc................. 45 Manton Pushrods.................. 66 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 28 MS3-Pro EFI/DIY Auto Tune... 33 MSD Ignition......................... 28 Neal Chance Converters....29, 65 Nitrous Pro Flow.................... 92 Nitrous Supply.................37, 98 Parts Pro Perf Centers.......... 116 PBM Products........................ 12 Percy’s................................... 85 Performance Engineering..... 90 Performance Improvements.. 79 Perf. Plus Connection.......31, 92 Philadelphia Racing Products (PRP)...........................35, 104 Powermaster Performance.... 38 Precision Turbo...................... 23 ProCharger............................ 32 Proform Parts.................82, 102 Pro Systems Carburetors.84,113 PTC...................................... 107 Quick Fuel Technology........... 22 Quik-Latch Products.............. 91 Racecraft............................... 18 Racepak.............................. 106 Racequip............................... 99 RAM Clutches........................ 40 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, 78 SMACKDOWN 3 Event............ 62 Steve Morris Racing Engines. 49 Strange Engineering............. 80 Summit Racing Equip.....50, 115 TCI Automotive...................... 13 Ti64....................................... 85 Tom’s Upholstery................... 49 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 77 VP Racing Fuels..............42, 110 World Products................14, 35


TRUSTED PERFORMANCE AND DURABILITY!

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THE ONLY PISTON THE GALOT MOTORSPORTS TEAM TRUSTS TO STAND UP TO THEIR HIGH HORSEPOWER DEMANDS! Ross Racing Pistons carries hundreds of proven, race winning, Domestic and Sport Compact piston designs to fit virtually any engine combination. Along with an extensive line of piston accessories and coatings, Ross has nearly 40 years of experience, in the design & manufacturing of custom piston applications.

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SETTING THE STANDARD

HIGH-HELIX ROTORS 120 degrees of twist

vs the old standard 60 degrees *60 DEGREE ROTORS AVAILABLE UPON REQUEST SPECIAL ORDER

BLOWER SPACERS AVAILABLE FOR 6-71 THROUGH 14-71

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5


march2019

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!

THE

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

RIDES Run Whatcha Brung........................................ 92 Comp Eliminator enjoys a storied past…and an uncertain future

Grape Juiced....................................................... 54 Dave Pierce’s purpley pro mod packs a potent penta-punch of power!

Outta’ Hand................................................................ 24 This wild, big-tire 1995 S-10 started as a simple street truck project

Pro

Louisville Slugga....................................................... 8 An SN95 Mustang that hits like a big leaguer

THE

PROJECTS & TECH Shop Talk......................................................................38

HOME Grown COPO

Quick Delivery......................................................90 This hand-crafted pro street shoebox can haul more than just the groceries! Bent Real Smooth..........................................108

Taking the paint plunge

Adding radius bends to your next sheetmetal project just got easier with the Multiroll box & pan radius brake

Powered, Wired, and Shifted........................................44

How Much Ya Bench?.................................... 112

We dust off our late-model Camaro and get busy getting it closer to track-ready

Organizing our new milling & turning center thanks to the Trinity International 66-inch stainless steel workbench

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

march 2019 | RPM Magazine


STANDING ON THE GAS SINCE 1963.

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 | march 2019

7


story and photos by

Tabitha Sizemore

K

entucky natives take their sports pretty seriously. And being a resident in the land of the Louisville Cardinals, it shouldn’t come as much of a surprise that John Pryor is a pretty serious Louisville fan. So much so, that when friend Charlie Bennett tagged Pryor and

his Cardinal Red & Tuxedo Black 1997 Cobra the Louisville Slugga, the name stuck. Pryor didn’t start his racing career with the sleek Cobra, however. Instead, his first car was a 1985 four-eye Mustang GT. “I first started racing, probably like most kids, on the street, just out of high school in 1997. Back in the

day, Preston Highway was huge for cruising and hanging out to talk about cars and street racing,” he said. Close friend and current crew member Gary Dugan also had a Mustang, and the pair had a number of good races on the street. “I also met one of my best friends while street racing.” Pryor shared. NMRA

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.

3606 3606A

(800) 208-1755

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Crafted in the U.S.A.

8

march 2019 | RPM Magazine

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

The chassis prof30esyesioarnas ls for over

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

chassisengineering.com


www.rpmmag.com | march 2019

9


LOUISVILLE SLUGGA

10

march 2019 | RPM Magazine


NO SECRETS HERE If the Rio Red paint doesn’t get your attention to begin with, the fabricated intake plenum peeking through the pin-on ‘glass hood, front-and-center turbo inlet, and the massive driver’s side exhaust bullhorn sure will.

REDEFINING PERFORMANCE

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

Mod Motor racer Adam Cox was a big influence and always seemed to have one of the fastest cars around—especially on Preston Highway— in those formative years. “The first time I met Adam was after he absolutely embarrassed me on the street,” Pryor said with a laugh. Having grown tired of the oh-so-common Fox-body, Pryor opted to change over to a later model Mustang, an SN95, when it came time to initiate a new build. “The Fox-body cars were everywhere, and honestly I was tired of looking at mine,” Pryor said. On the hunt for a new car, the Ken-

tucky native decided that the more modern and swoopy 1994-2004 platform would be a welcome change of pace. And although the car you see now is an impressive machine in every detail, it sure didn’t start out that way. “I found the car as a roller on RacingJunk around 2009, and I almost walked away when I went to pick it up,” Pryor recounted. The online ad was misleading, and as Pryor shared with his friend Adam Cox, the car was basically junk from the doors forward. Once the car was home, the resurrection commenced. A little

paint and body work went a long way, and the Mustang started to come into its own. “I had a little small block Ford nitrous engine sitting in the corner out of a Fox-body that I had previously run in Limited 8.5 with the Outlaw Street Car Association. We put that engine in the car for a couple of years and ran some no-time shootouts with it.” At that point in the cars history, it just had a 10-point roll cage and an 8.8 rear housing. “I didn’t like the way the cage was done in the car, so that’s when I decided to cut it out

PRO1 LS 12° 285cc CNC • LS7 compatible • RMR Cast Aluminum Alloy • High flowing 285cc CNC intake ports • 12° valve angle with 2.200” x 1.625” valve job • 66cc CNC combustion chambers • 6-bolt per cylinder Q U A L I T Y. S T R E N G T H . P E R F O R M A N C E . S I N C E 1 9 8 1 .

248.362.1188 | DARTHEADS.COM

www.rpmmag.com | march 2019

11


LOUISVILLE SLUGGA

at the end of the 2011 season. I contacted Derek Bivins for the chassis update and I made the decision to change the combo,� Pryor said. Bivins handled a full rework of the car’s cage and suspension. Up front, a tubular K-member and control arms were partnered with Menscer shocks and

12

struts. Meanwhile, out back, a custom Moser fabbed 9-inch housing was filled with a Strange center section, a Strange 3.90 ratio gearset, and Moser 40-spline axles before being suspended via a 4-link with coilovers. As the chassis was being prepped to handle more power, Pryor turned his

march 2019 | RPM Magazine

attention to piecing together a new bullet to produce it. Out was the tired nitrous motor, and in its place, a 400-cube fortified forced-induction small block Ford (say that three times fast) started taking shape. A Callies crank was partnered with GRP rods and boostready 11.5:1 Diamond


To Run Like A Pro... Use The Best CARDINAL SINS Pryor is a big University of Louisville Cardinals fan, so the red and black color combo just made sense. The factory Rio Red hue has been dressed up with a Tuxedo Black top and wing by Matthew Dearinger and Allen Richard. The machined and black Weld Wheels match the theme perfectly.

$% ' ''( #$, ))   . '+)'# ()*% !+'(  ,### +#) # $) %'$'"# #*'!)-$#))' /'$, '! '#("(($#( ' *!) $"%!)!- #, ,) #")'!(#$#)#$+' -'($ . ',###(*((# #$,$, $ %'(!- ") ) %!)( $ ) / $,'! '#("(($#(  . !($ $'(  $" %!) !# $ %'"*" )$'&* $#+')'( ! )$ #!     $'(%$,'   %%!)$#( )( ()'#) $#+')'( #  *()$" *!) $'  !$  $' "!! !$  ##( ,)"*!)%!()($%$,''(

      • Available in (12) unique setups with 1.98, 1.80 or 1.69 Straight-Cut 12DPI Super Set Planetaries for unrivaled performance & durability pass-after-pass • Feature a 2-Piece HDT-Coated Reid Case (standard or shorty), PRO-X™ Ringless Input Shaft & Aluminum Gerotor Pump & X-Wide Kevlar Band, plus countless other

    

     • Available in (7) unique setups for Powerglide racers or TCIÂŽ 

     

 • Utilize a custom-designed steel stator, billet mounting ring, urnace-brazed as well as hand-brazed turbine & pump assembly, three sets of internal bearings & heat-treated & reinforced steel turbine splines 9382k

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www.rpmmag.com | march 2019

13


LOUISVILLE SLUGGA SMALL TIRE FRYER A fabricated 9-inch rear rides out back on UPR tubular control arms and Menscer coilovers. The Mickey Thompson X275 radials provide plenty of hook.

Damian Pereira photo

pistons. A Little John Motorsports solid roller cam was spec’ed out and mated with Jesel roller lifters, Trend chromoly pushrods, and Jesel roller rockers with stud girdles to complete the bulletproof valvetrain. Those rockers are mounted aboard a set of trick

Hammerhead Hemi heads by Greg Brown, making for one bad little baby Boss mill. Engine assembly was adeptly handled by Competition Automotive Machine. It isn’t every day you see an old-school SBF equipped with fuel injection, let alone a coil-on-plug

THE

ignition, but knowing he wanted to go high-tech turbo racing, Pryor leaned heavily on the folks at Haltech for a complete electronics system to control the whole package. A Price Motorsports billet cam synch sends signals to the EFI & ignition, and

ORIGINAL

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

14

march 2019 | RPM Magazine

Damian Pereira photo


Power Up. Take performance to the next level with Trick Flow Twisted Wedge® 11R cylinder heads for small block Ford. The heads have 11° intake and 13° exhaust valve angles plus unique “twisted” combustion chambers for more airflow and power capability. High velocity runners are optimized for popular bore and stroke combinations. Premium materials and components ensure uncompromising quality and durability. The fully machined castings increase strength and have a great-looking billet-like appearance. Available in an entry-level form with 170cc or 190cc CNC Street Ported intake runners or in an ultimate performance version with 190cc or 205cc intake CNC Competition Ported runners. Airflow Results

Dyno Results

Twisted Wedge 11R with 205cc CNC Competition Ported Runners

Twisted Wedge 11R with 205cc CNC Competition Ported Runners Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

71

60

.200"

140

111

.300"

208

150

.400"

261

185

.500"

298

212

.600"

321

227

®

Test Engine: 11.59:1 compression 427 c.i.d. with Trick Flow Twisted Wedge 11R 205 cylinder heads (TFS-52615601-C03), Trick Flow Track Max® hydraulic roller camshaft (TFS-51403005), 1.72 ratio roller rocker arms, Edelbrock Super Victor intake manifold, Hooker headers with 17⁄8" primaries, 3" dual exhaust with Flowmaster mufflers.

Tests conducted at 28" of water (pressure). Bore size: 4.030" 66cc CNC-profiled combustion chambers; exhaust with 13⁄4" pipe.

Your Recipe for Small Block Ford Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Track Max® Hydraulic Roller Camshafts Give your small block or 5.0L engine significantly more horsepower and torque increases with a Track Max® Hydraulic Roller Camshaft. These premium billet steel, hydraulic roller camshafts are dyno-proven to produce a wide power curve over the entire RPM range, not just at a particular RPM.

EFI Intake Manifold Kits When it comes to making horsepower, one size doesn’t fit all. That’s why Trick Flow offers many intake manifold combinations for 5.0L and 351W Fords. Each manifold is computer-engineered to deliver an excellent balance of airflow distribution and velocity to increase low-end torque and provide superior high-RPM horsepower.

Trick Flow by Wiseco Twisted Wedge® Forged Piston Sets These lightweight premium alloy, fully skirted forged pistons perfectly match the unique chamber and valve angles of Twisted Wedge heads. They feature oversized valve reliefs, precision-fit wrist pins, and Spirolox retainers. Available in a choice of compression ratios as low as 8.0:1 for supercharged applications.

TrickFlow.com • 1-330-630-1555 1903RPCT

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

www.rpmmag.com | march 2019

15


LOUISVILLE SLUGGA WHAT THE...WHUT? There’s a 400-cube small block Ford in there somewhere, we promise. The Haltech coil-on-plug setup is enough to make you think it’s an LS, and the Hammerhead Hemi heads might make you think Boss 429...but both would be wrong!

16

march 2019 | RPM Magazine


JOHN PRYOR’S 1997 X275 FORD MUSTANG COBRA Chassis Type & Mods: 25.3 cert chromoly chassis by Derek Bivins Race Cars. Suspension & Brakes: FRONT: UPR tubular front suspension with Menscer shocks and struts. TBM brakes. REAR: Stock-style 4-link with UPR control arms Menscer coilovers. TBM brakes. Body & Paint: Pin-on fiberglass cowl hood and Outlaw front bumper by Schoneck Composites. Racecraft fabricated aluminum rear wing. Hairy Glass fiberglass doors with Optic Armor windows throughout. Two-tone Red with Tuxedo Black basecoat/clearcoat paint prepped and painted by Matthew Dearinger and Allen Richard. Engine: 400 ci small block Ford with Hammerhead Hemi heads by Greg Brown. Engine assembly by Competition Automotive Machine. Callies crankshaft with GRP rods and Diamond 11.5:1 pistons. Little John Motorsports solid roller cam with Trend chromoly pushrods. Jesel roller lifters and roller lifters with stud girdles.

the octet of coils have been mounted via Motion Raceworks mounts. Induction and fuel delivery is unique, as a Holley Hi-Ram cast aluminum intake lower half has been mated to a sheetmetal upper intake plenum by Blake Hughes from 417 Motorsports. The combo just barely peeks out of the custom fiberglass hood, but is enough to make would-be challengers take notice. A flow-matched set of Precision 550 injectors

are fed via an Enderle mechanical fuel pump. Pressurizing the whole package is a Precision Turbo ProMod 85mm turbocharger—but plans are already afoot to outfit the Stang with a larger blowdryer for the upcoming season. Backing the potent powerplant is a Bilbrey Racing two-speed TH400 trans with a PTC stall converter. Once the car was finished at the chassis shop, the new engine and trans were complete around the same time, so Pryor

and his team managed to piece together a wicked racecar in the span of just a few short months. “Derek (Bivins) hadn’t wasted any time getting the Cobra ready to go, as it only stayed at the chassis shop for three or four months,” Pryor said. Body mods have been kept to a minimum, but mostly serve to reduce weight. A Schoneck Composites pin-on fiberglass cowl hood and Outlaw-style front nose with custom turbo inlet were

Induction & Fuel Delivery: Holley HiRam intake lower with sheetmetal upper intake by Blake Hughes from 417 Motorsports. Precision 550 injectors with Enderle mechanical fuel pump. Power Adder: Precision Turbo ProMod 85mm turbocharger. Electronics & Ignition: Haltech electronics system. Price Motorsports billet cam synch. Coil-on-plug setup with Haltech coils and Motion Raceworks mounts. Haltech digital dash. Transmission & Driveline: Bilbrey Racing two-speed TH400 with PTC stall converter. Differential: Moser fabricated 9-inch rear with Strange center section 3.90 Strange gears. Moser 40-spline axles. Tires & Wheels: FRONT: 17x3 Weld Racing black anodized AlumaStar wheels with Moroso DS-2 front runner tires. REAR: 15x12 Weld Racing double beadlocked black anodized AlumaStar wheels Mickey Thompson Pro Bracket Radial tires. Special Thanks: Friends & crew: DJ Nipper, Gary Dugan, Allen Richard, Mathew Richard, Mathew Dearinger, tuning by Victor Contreras, Victor Contreras, Jr. Sponsors: Bilbrey Racing Transmissions, Haltech, Competition Automotive Machine, World Products, Bivins Racecars, UPR Products, and Hammerhead Performance.

www.rpmmag.com | march 2019

17


both fitted and prepped along with a pair of Hairy Glass doors. Optic Armor windows have replaced the heavy factory glass, and a Racecraft fabricated aluminum rear wing adds style along with some top-end stability. Paint on the car is a custom two-tone of

18

factory Rio Red and Tuxedo Black. But it wasn’t really repainted on purpose. “The first outing with the new engine and I didn’t realize how much more power it was making. I loaded a previous tune-up in the boost controller and the ignition box,” Pryor recalled. The engine

made so much more power that when the car got out around the 100-foot mark, it spun the tires violently and got out shape. The track did not have walls in the left lane and the Cobra bit hard and rocketed out into the field. “Once I got into the dirt, the tires dug in and sent me rolling.

march 2019 | RPM Magazine


COOL COCKPIT

LOUISVILLE SLUGGA

The interior of the Slugga is purpose-built, with the Derek Bivins Race Cars funny car cage surrounding a single racing bucket with a G-Force harness. An on-board fire system adds another measure of safety. Ballast in the trunk can be adjusted for track conditions.

www.rpmmag.com | march 2019

19


I rolled the car six times before it came to a stop on the roof,” Pryor said. Several racers helped flip the car back over and the crumpled remains were transported by farm tractor back to the trailer. “It was hard to look at for sure. I thought for sure the car was a total loss,” he said sadly. However, as friends often do, Pryor’s squad came to the rescue the very next day. “My team came to the house and helped me unload it

20

march 2019 | RPM Magazine

and assess the damage. Most the damage was cosmetic (fenders, quarter panels, roof), with a broken A-arm and bent wheels, too,” he said. Ready to throw in the towel, Pryor’s friend Mathew Dearinger—who just so happens to be a body

man/ painter—told him to go in the house, calm down, and come back out in about an hour. By the time Pryor returned, Dearinger and other friend Allen


LOUISVILLE SLUGGA

PROGRESSIVE PONY Here you can see the Mustang’s changes over the years. The fenders, hood, and nose changed from 2016 (top middle) to 2017 (bottom middle), and 2018 saw new rear wheels and some other more subtle changes. After a horrific wreck, Pryor says he was ready to walk away if not for the help and persistence of friends Mathew Dearinger, Allen Richard, and others.

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LOUISVILLE SLUGGA Richard were outside beating things out, and before long, the car was rolling again. Within a week the car was back on the track, repainted and faster than ever. “We ac-

tually went on to win the next three races,” Pryor said with a smile. As it turns out, Louisville Sluggers aren’t just good for getting hits. They can take ’em, too.

SLUGGA READY FOR THE HIT Pryor stages prior to a run at the 2018 Turkey Bash.

TEAM SLUGGA (L to R): Gary Dugan, DJ Nipper, Matthew Dearinger, John Pryor, Kevin Pryor, Allen Richard, Mathew Richard, Victor Contreras, Jr., Victor Contreras, Sr.

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23


story by

Toby Brooks photos by

Matt Trombley

24

W

e gearhead types are nothing if not predictable. We tend to undersell, underestimate, and otherwise under-plan most of our projects. At the start of the build, we compose a budget, timeline, and wish list—whether men-

march 2019 | RPM Magazine

tal or actually in writing. We try to convince our friends and significant others that our project will take a given amount of money over a set period of time and a certain list of modifications. Then we pretty much throw it all away and get to work building our dreams.


www.rpmmag.com | march 2019

25


OUTTA’ HAND It’s been said that most projects take twice as long and cost twice as much as our initial estimates. In some cases, that guideline is a wild underestimation of the truth. If you don’t believe us, consider Bobby Steiner’s killer little 1995 S-10 as Exhibit A. “Initially, I just wanted a small tire, small block street truck,” Steiner said with a chuckle. Peering under and around the sleek black sheetmetal out back, you can’t help but notice a pair of big—decidedly not small—tires. And a quick peek under the

fiberglass hood reveals a Chevy rat motor. So what happened? “I guess things kind of got out of hand,” he added. Indeed they did, Bobby. Indeed they did. The project started as a reclamation project from a late neighbor who sadly fell ill and passed away before the little truck could really get on its way to greatness. “My dad actually bought the truck about 15 years ago from the widow of the original owner,” Steiner said. “I always liked S-10s, and another guy in the neighborhood

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ALL THE GOODS The S-10 looks great up front with an updated nose and billet grille, fiberglass cowl hood, fender-exit exhaust, and black and machined Welds with Mickey Thompson hides.

www.rpmmag.com | march 2019

27


had a square body I really liked when I was a kid, so I’ve always been partial to them,” he added. Once the suitable mark had been delivered to the Steiner shop, it was promptly transferred to Performance Welding, where Stacy Covey started cutting and

fabbing down a path of no return. This would be no small tire, small block build. Covey whipped up a 2x3 square tube back half complete with a narrowed 9-inch rearend hung from ladder bars with a track locator and QA1 double-adjust-

RULE THE

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march 2019 | RPM Magazine

able shocks—but not before stuffing it with a Strange nodular iron center section, 5.13 gears, and shortened Moser 35-spline axles. Covey also bent up and installed a full cage to enhance safety and stiffen the new chassis for laser-straight launches. Up front, the fac-

STRIP


OUTTA’ HAND

BIG OL’ BISCUITS Steiner’s original plans called for a small tire/ small block street truck. Yeah, um, about that...that clearly didn’t happen.

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www.rpmmag.com | march 2019

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OUTTA’ HAND

JUICED RAT The 496 BBC features an NX plate nitrous system mounted beneath an 1150 Dominator. tory independent front suspension was largely retained, but a pair of QA1 bolt-in replacement shocks were employed and the factory steering rack was updated with a unit from Flaming River. Rolling stock consists

of V-Series wheels— 17x4.5s shod with Mickey Thompson tires up front with 15x14 units equipped with 32x14.5-15 Goodyear buns out back. With the chassis complete and the gloves officially off on the build, Steiner opted to stay true to the “go big or go A GLOBALLY TRUSTED NAME IN

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BOBBY STEINER’S PRO STREET/ GRUDGE 1995 CHEVY S10 Chassis Type & Mods: Tubbed/back-halved with custom 2x3 square tube frame and full custom roll cage by Stacy Covey. Suspension: FRONT: Factory control arms and spindles with QA1 adjustable bolt-in shocks. Flaming River steering rack. REAR: Custom ladder bar setup with diagonal link/track locator. QA1 double-adjustable coil over shocks. Body & Paint: 2001 headlight & grille shell update. Hairy Glass Sunoco lift-off hood. PPG/Axalta basecoat/clearcoat Lamp Black paint. Engine: GM iron block 496 ci BBC with Eagle stroker crankshaft, Eagle H-beam connecting rods, and JE 12:1 compression pistons. Edelbrock 23-degree aluminum heads. Undisclosed spec roller cam. Induction & Fuel Delivery: Merlin aluminum intake manifold with 1150 Dominator carb. Magnafuel ProStar 500 electric fuel pump. Bed-mounted fabricated fuel cell. Power Adder: NX billet crossbar plate twin 500 shot with dual 15-pound bottles. Electronics & Ignition: MSD Pro Billet distributor, MSD Digital 6 box, Edelbrock progressive nitrous controller. Transmission & Driveline: GM TH400 trans with Neal Chance high stall converter. Differential: Narrowed Ford 9-inch housing with Strange nodular iron center section and 5.13 gears. Moser 35-spline axles. Tires & Wheels: FRONT: 17x4.5 Weld Racing V-series wheels with 26-inch Mickey Thompson front runner tires. REAR: 15x14 Weld Racing V-Series wheels with 32x14.5-15 Goodyear tires.

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www.rpmmag.com | march 2019

31


OUTTA’ HAND home” mantra. Long gone were the plans to be satisfied with a small block. In their place, a wellbuilt Chevy big block on a healthy dose of laughing gas would eventually find its place between the framerails. Starting with a GM iron block, Steiner selected an Eagle stroker crank, Eagle H-beam rods, and 12:1 compression JE pistons. A roller cam and Edelbrock 23-degree aluminum heads were Tim Lewis photos

picked next, as was a Merlin high-rise aluminum intake. A free-flowing 1150 CFM Dominator carb was bolted down next, but not before an Edelbrock progressive controller-commanded Nitrous Express 500-shot billet crossbar plate was sandwiched in for good measure. A bed-mounted fabbed fuel cell and a Magnafuel ProStar 500 pump keep the high-octane race fuel flowing at a steady—and substan-

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DEPARTMENT OF THE INTERIOR Inside, the S-10 features a quick-release fiberglass dash, AutoMeter gauges, twin racing buckets, and a Stacy Covey cage.

www.rpmmag.com | march 2019

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march 2019 | RPM Magazine


OUTTA’ HAND

tial—rate. A GM TH400 trans with Neal Chance stall converter sends the power aft. Body and paint were next on the list, and mods were kept relatively simple. First, the dated 1995 front end was updated

with a new grille and composite headlamps lifted from a 2001 model. Next, a Hairy Glass Sunoco-style pin-on hood was fit and prepped before Jason Harper repainted the entire truck in PPG/ Axalta basecoat/

clearcoat using the factory Lamp Black hue. Last up, while much of the Chevy’s interior was left factory, Steiner upgraded instrumentation with a dash full of AutoMeter gauges. A racing bucket

MAKE YER BED Out back, the little Chevy sports a pair of big tubs and cagework along with an aluminum fuel cell and a pair of 15-pound nitrous bottles.

www.rpmmag.com | march 2019

35


OUTTA’ HAND

PUMPIN’ IRON

seat with threeinch harnesses keeps him safe and secure, while a billet Precision shifter commands the gear changes. What’s next for the Floridian? Putting the new build through its paces. “We’ve attended a couple of track events and Cash Days, but haven’t had a lot of time to

36

do much else just yet,” he said. That’ll be changing this summer, when the nitrous-huffing hauler will make the rounds at as many no-time/ grudge events as Steiner can manage to squeeze in. Here’s hoping things don’t get too far out of hand, though.

march 2019 | RPM Magazine

Pickups are notoriously light in the tail feathers. Steiner addresses the problem with a stack of Olympic plates behind the narrowed Ford 9-inch differential.


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www.rpmmag.com | march 2019

37


SHOP TALK

TAKING THE PAINT PLUNGE JT

story and photos by

I

n the August 2018 issue, I wrote about how I had the opportunity to get my car painted for free. Under any normal

38

circumstance, this would have been a thoughtless process. The not-so-normal circumstance, though, is that my car is completely finished and that I labored over every possible detail while building it. I am a

march 2019 | RPM Magazine

stickler for detail and agonized over every bracket, nut, bolt, and washer. When I first started looking for someone to paint my car, I approached several body shops in the area and shared my vision.

I asked if they would be interested in donating their time and expertise in exchange for my car serving as a traveling salesman for their business. Needless to say, everyone laughed at me and my vision, but by the

grace of God, I was able to convince someone to paint my engine bay. Once the engine bay was painted, it actually looked better than the paint on the rest of the car. Afterward, I was able to finish building the car


1 1: It took me a week to actually get the courage to remove the front bumper. I went out in the shop late one night and took the paint plunge. It was rather funny watching the old paint chipping as I removed one fastener after another. There was definitely no turning back just three screws into it.

2 3: This was the first piece I attacked. The process took a lot longer than I expected and also made quite the mess. All that it needed was to be washed in soap and water and it was ready for prime.

3 2: I think Matt did this to me to see if I would throw up or faint. His last words were, “here is how you use a DA.” Then he slapped some 180 on it and let ‘er rip as I watched. and it became everything I had envisioned. She was beginning to get a lot attention and had become a celebrity in her own right. The process for painting a car correctly is far more elaborate than most people realize. When my new buddy Matt agreed to paint my car, he told me he had a plan for keeping the car in my shop for as long as possible. He instructed me to remove the front bumper, front fenders, and rocker covers first. I remember the day I decided to begin this process—it actually physically hurt to take my recently-completed car apart. After removing the front bumper, it took another week before I could bring myself to remove the

fenders and rocker covers. I brought the parts to Matt’s shop and he quickly put me to work, showing me the steps I needed to do to every panel. He took a small part of the front bumper and taught me how to use a dual action sander, first with 180 grit then 320. When it’s time, he will eventually have his guys complete all the actual body work—including fixing any plastic/fiberglass cracks and any metal work—but I have to do all of the sanding. I immediately went to work sanding off all of the old clear coat and was surprised by both how long it took and what a huge mess it made. Everything in my immediate area was covered in red dust—including me.

When I finished getting the clearcoat off and smoothed out with 320, Matt had me wash the entire bumper with soap and water before bringing it into the paint booth. He then showed me how to apply the primer, and after watching him, I actually applied the second coat. Shooting primer on means that the part is ready to paint, right? That’s what I used to think—but I was quickly re-educated. Matt taught me how to put a guide coat down and begin the actual bodywork process. I smoothed out the bumper by hand with 320 grit and thought I was done until he showed me the next step. I applied another guide coat and then wet

www.rpmmag.com | march 2019

39


SHOP TALK sand the entire bumper again with 600 grit. When that was completed, he had me wash the entire bumper with soap and water once again and told me he and his guys would take it from here. All I had to do was repeat this process with every part of the car. What I learned along the way was that as with any craft, a simple procedure is only simple to a trained pair of eyes—and hands. Matt was able to see imperfections in the bumper before we applied the guide coat. He would run his hand across the panel and feel a high spot. I pride myself in having all of the special tools I need to do the work I specialize in. Matt’s shop had everything we needed including the little fiberglass-tipped sanding pen that made getting in hard to reach spots easy—not to mention a $150,000 frame-straightening machine and a $106,000 paint booth. While I was working on the front bumper that day, he was putting the finishing touches on an extremely rare 1967 Ferrari 275 GTB/4 Alloy. To my knowledge, there are only 17 of these cars left in the world. I got an opportunity to see some of the steps that have to be taken after the car leaves the paint booth. Matt

40

4 explained to me that he had another 80-100 hours of work left on the car to produce a world-class finish. This post-paint booth work includes block sanding with a series of grits, moving up from 800, 1000, 1500, 2000 and then finally 5000. Once the car has gone through the block sanding steps, it gets followed with a

4: When I removed the rear bumper and rear filler panel I was shocked to see just how much dirt was behind all of those pieces. I pride myself in completely cleaning the car after a day at the track, but had no idea the water box made such a hidden mess.

5

5. I am about to begin to prep the rear filler panel for prime. I enjoyed prepping this panel because it was so small. I also learned a few tricks on how to get in tight places like inside the “Camaro” letters and light housing.

cutting compound and thorough car wash. If everything looks perfect, it can finally be polished. But wait—we aren’t done yet! The car still needs to be sprayed with a detail wax and hand rubbed with a micro fiber cloth. Those one-hour car TV shows really make all of this look so easy, don’t they? Since removing the original

7

march 2019 | RPM Magazine

7: Not bad for a rookie. Well, Matt actually applied the first coat and had me watch. I tried my best to duplicate his form on the second coat.

6. I have to admit, I was very excited to learn from the master and lay some primer down. Matt gave me the fresh air suit and simply used a mask for himself.

6


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SHOP TALK panels Matt requested, I have also removed the rear bumper and rear filler panel. Once all of those parts are completely sanded and prepped for his body work, he wants me to disassemble and remove the doors, hood, and rear hatch. When all of those parts are painted, blocked, and polished, we will bring the car to his shop and do the rear quarters and jambs. He has factored everything into this plan except the fact that I may not physically make it to see my car finished. Seeing my car in this unfinished condition is killing me! Being the tinkerer I am, now that the car is completely apart again, I’m going to make a few upgrades in the pursuit of weight reduction, speed, and functionality. I will give you all another update when I bring the car to his shop and bring home the finished pieces of art. As always, I have mad respect for every specialist

8 out there—the engine and machining geniuses, the transmission gurus, the wiring wizards, the fabrication masters, and now a whole new level of respect for auto body technicians. The skill and special tools needed to produce a quality finish are truly overlooked and misunderstood by the general population. It seems everyone knows someone whose brother, uncle or veterinarian’s son-in-law paints cars. As a matter of fact, my broth does and he’s actually pretty good. However, he is not equipped to produce the quality of finish my car needs to take it to the next level. If my friend Matt is good enough for extremely rare and expensive exotic super cars, he’s certainly good enough for my home-built 1994 Chevrolet Camaro. Until next time – keep wrenching!

8: I just finished sanding away the first guide coat with 320 grit. Time to reapply another coat and change the sandpaper to 600 grit.

9 9: The process of wet sanding with 600 grit really made a difference. The panel actually looked smooth. Matt made me wash this piece with soap and water before letting it dry on the rack.

10

10: I have mad respect for every specialist in the business. It takes years of hard work developing your craft and a ton of money investing into the proper tools. Matt and his shop spare no expense at being the tip of the spear when it comes to their specialty.

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march 2019 | RPM Magazine


www.rpmmag.com | march 2019

43


HOME Grown

COPO

RPM PROJECT CAR

by

Jay Misener

>> We dust off our late-model Camaro and get busy getting it closer to track-ready!

44

I

t’s been six long months since we last checked in with Project Homegrown COPO, an RPM MAG-influenced tribute to the factory modified racecar offering from Chevrolet, and we’ve made some decent

march 2019 | RPM Magazine

POWERED,

WIRED, & SHIFTED

progress. It might not seem like much if you are a fan of TV shows that pack a year’s worth of work into a few onehour episodes on a virtually unlimited budget, but if you have had to build your own car at any level, then you

understand how having a day job, a family, and limited resources impacts progress. Since we can check off all of the above, in our opinion, a lot has been done. First a quick update: the donor Camaro was found a

few years back as an un-vin numbered bare shell, beaten up and tossed around at a local wrecking yard. Like we said, the Homegrown COPO (HGC) project is a tribute to the real-deal COPO Camaro, but with a number of tricks


and tweaks to make it—well let’s just say—a stronger brother to the original. The car is so well built that we chose early on to use it as a test car, so eventually HGC will see a number of different LS-based engines, going from naturally aspirated to different types of power adders. Collecting body parts, body work, paint, and chassis work were completed during the first year of the project. By

1

1: Our Holley ECU came well packed and we kept it that way until we got down to business.

2

2: Following along with our intention of minimizing wires and clutter and providing maximum accessibility, we chose to mount the Holley box on a nice flat portion of the trans tunnel.

March 2018, the car was progressing nicely when the unthinkable happened: a fire broke out at its super-secret location. With tens of thousands of dollars in building damage, quick action by the fire fighters first on scene saved the Camaro from a total loss. With some visible hood and paint damage and associated smoke and water damage, the Camaro would survive yet another close brush with death.

This would, of course, set things back quite some time. By mid2018, work was back underway and in the June issue of RPM we updated readers with the install of Optic Armor windows and how “Mr. Just Make It Work” Eric Webber (owner and pilot of the Green Bastard) helped in getting the windows working as if they were factory. The engine parts choice and collection

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45


process was also coming along well in conjunction with the folks at New Generation Engines and parts continued to roll in. Most notably, our Mast Motorsports heads flowed 406 cfm on the intake! Inside the car, we added filler panels, pedals, and fabbed up a mechanical system to operate them. We also took delivery of our very cool Holley EFI system including their digital dash, while outside and outback of the Camaro we completed the 9-inch rear diff and suspension including our Afco double adjustable shocks. So that’s where we left off over six

months ago. During the busy season of running a shop and racing with the NMRA, it was tough to get much time to put into our COPO tribute. By September, we finally had the chance to do more than “tinker” and started to wire the entire car in earnest. We started by mounting our Holley ECU and then mounting our wiring board under the dash on the backside of where the battery is mounted in the engine bay. We are wiring the car with the mindset of having as little actual wire and cabling in the car as possible. This will help reduce both

3

4

5

3, 4, & 5: If you could do one single thing to save hours of time and headaches during a build it has to be installing a manufactured wiring board like the Leash Electronics unit we used. We mounted ours inside the car on the passenger side of the firewall where the glovebox is located. Once the dash is reinstalled the board will still be fully accessible.

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march 2019 | RPM Magazine


RPM PROJECT CAR

6

E M HGOrowPnO CO

6: The small but mighty VTX-20 16V 16-volt Antigravity Batteries lithium battery weighs just 5 pounds and is shown mounted in a holder that fabricator Darryl Chatterson mocked-up for us. Now that we have it where we want it, Darryl will fab a final copy.

8 7

7 & 8: We finally got to mount our Precision Performance Products shifter. It’s a quality piece and pretty trick with the transbrake incorporated right into the shift handle and a line lock button mounted to the left side.

weight and clutter. You may be asking yourself about now why we mounted a big heavy battery under the hood and not back in the trunk? And our answer is…live in the now. Our COPO tribute will use the VTX20 16V 16-volt lithium battery from Antigravity Batteries. This battery offers one of the biggest power levels in the smallest package you can find for motorsports, measuring just 5.9 inches long, 3.4 inches wide and 5.12 inches high, and weighs only 5 pounds. That’s why we mounted it there! Plus, this will save us some

www.rpmmag.com | march 2019

47


RPM PROJECT CAR serious dough and weight on wire. We also grabbed one of Antigravity’s OptiMate TM-271 chargers to go along with the battery. More than “just” a battery charger, it’s a 10-step charger, tester, and maintainer for lithium 12V and 16V batteries providing fully automatic, fast, and accurate temperature-controlled charging. Do yourself a favor and get a quality wiring board for your project. It is money well spent. Wiring boards like this Leash unit we used will have higher current capacities, high quality high-amperage relays, and will make wiring from the

9

E M HGOrowPnO CO

48

9 &10: Eric welds a mockup seat mount. We’ll be making final mounts based on this design.

march 2019 | RPM Magazine

10

transbrake to headlights a whole lot easier. Plus they have a small footprint and with all the fuses and relays already installed and terminals labeled. It will take the guesswork, cussing, and tossing your test light across the shop out of any type of wiring project. After we installed all of our lights, working with Eric, we started at the front of the car wiring all the headlights, marker lights, and driving lights to come on together for that street appearance that we are looking for. We then ran the wiring into the car and connected it to the wiring board


11 and followed suit on the rear setup; running the light wires along with the power trunk release into the car and onto the board. While Project HGC will not be a street car, we want it to look like the real thing and that means taking extra time to look after all the little details. The wiring is pretty simple in the car, really. The Holley EFI system, along with engine management, will also control the fuel pump and the fan and we ran a wire into the engine compartment for the water pump. We are also sourcing a few factory plugs to wire up the ignition switch so the car starts with the key and the harnesses for the door jambs to operate the power windows and make it look factory, as well. Still working inside the car, we decided to mock up a seat mount for our Summit aluminum

race seats (part # SUM-G1140-16) and mount our Precision Performance KwikShift PowerShift shifter. The seats are top quality, constructed of thick 5052 aluminum with a number of construction features you won’t find in knock-offs. Don’t hate on our temporary mock-up seat mount—the final mount will be built

by our pro fabricator Darryl Chatterson. The Precision shifter is second to none featuring all-billet aluminum components that are custom polished to a mirror finish, then anodized to an ultra-high luster. It has the transbrake incorporated right into the shift handle and features a line lock button mounted to

11: Things are coming along well inside Project Homegrown COPO. Soon our upholsterer, “Willy The Stitch” from Tom’s Upholstery will have our interior ready to go.

the left side. Ours has the air shift feature just in case I get lazy as I reach my golden years. While the Camaro has been “rolling” for a while now, we have some black RC Components Torx wheels on order; 15x10 beadlocks for the rear and 17 inch skinnies for the front. If you have never seen these wheels before,

Matt Trombley photos

www.rpmmag.com | march 2019

49


RPM PROJECT CAR

刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀

12

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

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

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

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

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

刀一䐀ⴀ㄀ 

刀嘀䐀ⴀ㄀ 

50

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

march 2019 | RPM Magazine

13 13: We even added a remote trunk release wire, just like factory. check them out at www.rccomponents. com. The name may sound familiar as they have long been a manufacturer of top-shelf motorcycle wheels but have added street and drag wheels to their lineup. Next time on Project Homegrown COPO we’ll catch up with the guys at New Generation Engines on our LS bullet. We will be filling our Dart LS Next iron block with a Lunati signature series crank and rods and Ross custom pistons with Total Seal rings. COMP cams worked with us to get the perfect camshaft for our naturally-aspirated combo, but more about that next time. As we write this, machining and balancing the bottom end has started. Once

Let’s Build It Together. 1-800-230-3030

12: We worked on the installing and wiring the lights front and back and the results are the factory look we are after.


RPM PROJECT CAR 14: Working lights! 15 & 16: Our DART LS Next block and custom forged Ross pistons wait patiently in the engine room of New Generation Engines. Watch for engine build details in our next installment of Project Homegrown COPO.

15

SOURCES

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Antigravity Batteries the bottom end is complete we’ll get our Mast Motorsports heads filled and bolted in place along with the Mast intake and Holley 2000 CFM Dominator flange throttle body, and we’ll let this bad boy loose on the engine dyno!

52

march 2019 | RPM Magazine

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march2019 | RPM Magazine


story by

photos by

Toby B rooks Tara B owker

www.rpmmag.com | march2019

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GRAPE JUICED

D

rag racers are a predictable bunch, especially those who live at the ragged edge of extreme speed and power. Pretty much anything that enhances performance is highly coveted, and most of the time, if a

56

little is good, then a lot is better. Take Claremore, Oklahoma’s Dave Pierce. It wasn’t enough to have a carbon fiber Bickel-built Camaro Pro Mod. Oh, no. He had to have nearly 1,000 cubic inches of monstrous, massive power under

march2019 | RPM Magazine

the carbon fiber nose. And it wasn’t enough to have four digits of naturally-aspirated horsepower, either. Not even close. So he added nitrous. But a little nitrous? No way. Try FIVE stages of Nitrous Outlet-plumbed and plunged power adder systems.

It all started back in 2012 when father Pierce and son Jeff set out to build a car that would be a threat to claim the winners’ circle anywhere it got off the trailer, eventually making its way to the PDRA & Midwest Pro Mod series. Construction on

the build was completed by Bickel Race Cars. A full chromoly chassis was outfitted with custom double-adjustable struts up front and matched custom-valved double-adjustable shocks on a bulletproof 4-link out back. The Mark Williams 10-inch rear


diff was stuffed with a full complement of MW hardware, including 40-spline axles and gears (ratio varies based on track conditions). The lightweight carbon fiber body is a Velocity Composites piece that weighs less than 100 pounds total.

Lexan windows further ensure no wasted heft to have to haul down the track, while a massive rear wing keeps things stable on yet another 200+ mph pass (in the eighth). The eye-catching wrap is a relatively recent update following an unfortunate

collision on the track when a competitor managed to drift over and give the Camaro an unwelcomed kiss. Kryptonite Kustomz wrapped the car in the wild grape-meets-patriotic scheme complete with tributes to the heroes of the United States military, first

responders, police, and fire personnel. Rolling stock for the low-slung bullet consists of Weld Racing polished aluminum wheels with a full complement of Hoosier rubber all around. Massive 16x16 inch double beadlocked rears have

been shod with equally huge-normous 33-inch slicks, while the spindle-mount 15x3s up front have the typical skinny front runners. Lamb disc brakes with carbon fiber rotors provide the stopping power. The car has relied on a total of

FAST TRIBUTE

The unique Kryptonite Kustomz wrap on the Camaro was designed to honor US military, first responders, police, and fire personnel. The 959 ci powerplant features five stages of nitrous!

www.rpmmag.com | march2019

57


GORILLAS IN THE MIDST

Co-owner Jeff Pierce (left) says the Purple Gorilla name came about when his dad Dave’s (right) best friend used to call the crew members “the gorillas” because they were “all big and hairy and used to have purple shirts, so we became know as the ‘purple gorillas’”. One day Dave came across a purple gorilla, so now he’s the mascot.

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march2019 | RPM Magazine

LS COIL PACK SHIELD •BLOCK HEAT FROM COIL PACKS • ELIMINATES NEED TO RELOCATE COIL • EXTEND COIL LIFE NOW AVAILABLE AT


GRAPE JUICED HE AIN’T NO JUNGLE PAM...

Crew member Randy Hancock helps Muenks stage the Chevy.

JET SETTER

four different power combos since it was originally built, with the most recent iteration a cavernous 959 ci Reher Morrison bullet that has dyno’d at over

2,700 horses to the rear wheels. The power magicians at RM started with a 5.3 bore space block and filled it with goodies from Bryant (6.075 stroke crank), MGP

Car owner Dave Pierce is seen in action on the car. Pierce was a mechanic in the Air Force and is seen here prepping for a test flight.

www.rpmmag.com | march2019

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march2019 | RPM Magazine


GRAPE JUICED

THAT DATA...

Jeff culls the mountain of data via his laptop to ensure best performance for every run. (billet connecting rods), Carillo (13:1 compression pistons) and COMP Cams (solid roller cam). The custom

RM billet cylinder heads feature Jesel shaft rockers, with PSI valve springs. Lubricating the massive

mill is a 5-stage Dailey dry sump oiling system. Ignition chores are managed by an MSD

www.rpmmag.com | march2019

61


GRAPE JUICED

cam-driven distributor with Moroso Ultra 40 wires. Induction consists of an RM welded billet intake with dual AccuFab billet throttle bodies that live flush with a custom carbon fiber

62

march2019 | RPM Magazine


FIERY PATRIOT The Gorilla is well known for its flagwaving burnouts and massive header flames on the hit.

www.rpmmag.com | march2019

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GRAPE JUICED

SLOW YOUR ROLL

The bulletproof Mark Williams 10-inch differential is equipped with Kinetic Engineering double-adjustable shocks and lightweight carbon fiber brakes, which are assisted by dual ’chutes after another 200+ mph blast down the eighth.

hood bulge. Atomizer injectors are commanded by FuelTech FT600 EFI system that has been paired with an FT Spark ignition. Backing the .55 cubic foot powerplant (insert jaw-drop emoji here) is an M&M Lock Up Turbo 400 trans in a Reid aluminum case. A Neal Chance

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march2019 | RPM Magazine


www.rpmmag.com | march2019

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DAVE PIERCE’S PRO NITROUS/PRO MOD 1968 CHEVY CAMARO Chassis Type & Mods: Jerry Bickel full chromoly tube chassis. Suspension: FRONT: Kinetic Engineering struts. REAR: Kinetic Engineering 4-link with Kinetic Engineering double-adjustable shocks. Body & Wrap: Velocity Composites carbon fiber 1968 Camaro shell wrapped by Kryptonite Kustomz. “Support Our Heroes” theme to honor all branches of the military, first responders, police, and fire personnel. Engine: 959 ci Reher-Morrison 5.3-inch bore space engine. Sonny Bryant 6.075 stroke crankshaft with MGP rods and Carillo 13:1 pistons. COMP solid roller cam. Jesel shaft-mount rockers and roller lifters. PSI valve springs. Dailey 5-stage dry sump oiling system. Induction & Fuel Delivery: FuelTech FT600 and FT Spark. Dual AccuFab billet throttle bodies on custom fabricated Reher Morrison billet intake manifold. Billet Atomizer injectors. Power Adders: 5…count ’em FIVE stages of Nitrous Outlet nitrous! Electronics & Ignition: Racepak V300SD. MSD crank trigger ignition with Moroso Ultra 40 plug wires. Transmission & Driveline: M&M Lock Up Turbo 400 with Neal Chance lockup converter. M&M shifter. Differential: Mark Williams 10-inch rear with MW 40-spline axles and gears (ratio varies with conditions). Performance (eighth-mile): 3.70 @ 202 mph.

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march2019 | RPM Magazine

lockup converter is up to the task of sending the massive power rearward, and an M&M shifter commands the gear changes.

The interior of the car is all business, with the Bickel tubing and carbon fiber panels on full display. A Racepak V300SD data

system is fully integrated into the clean wiring to provide Pierce and crew with all the info required to maximize performance depending


CUBES FOR DAYS

Should you decide to go fast, a gargantuan 959 ci Reher-Morrison bullet loaded with five stages of nitrous would be a good start.

GRAPE JUICED

continued on page 76

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Page 68

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Race Orgs, Tracks & Events


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Jeff Pierce photos


MONKEES OR MUENKEES?

Driver Ron Muenks and the Gorillas prep their purple primate, then tow it back to the pits after another punishing pass. on track and atmospheric conditions. Gear from Sparco ensures the car is as safe—and tech-legal—as possible. The car, nicknamed “Purple Gorilla,” is a fan

favorite due to its punishing launches and massive 6-foot+ header flames on the hit. Ron Muenks handles driving duties for the team, while tuning is managed by crew chief Jeff

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story by

Toby Brooks

G

otham City, it isn’t, but a quiet street just south of downtown West Frankfort, Illinois harbors a little-known secret. Dwelling within the garage spaces of hot rodder and custom painter George Norovich is one over-thetop creation that is

photos by

but the latest in a long line of wild pro street rides built over the years. Certainly partial to tri-five Chevys, the self-taught fabricator decided his most recent build would be crafted for wife Dian “to haul the groceries in.” It is safe to say that the 1957 wagon you see here is one of the wildest grocery

Greg Murphy getters you’ll ever lay eyes on. “Starting back around 1998, I put the word out that I was looking for a twodoor ’57 wagon. I got a call from a guy who lives in a nearby town and had one for sale,” he said. “We negotiated and I got the car for $900.” It sat in a friend’s pole barn for two

years before Norovich was able to finally bring it home and commence construction. “I worked on it off and on for about three years, but for the next seven I took on paying jobs and had to put the wagon on the back burner,” Norovich said. Like many RPM readers, the “want-to” of

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building the car of his dreams kept getting shoved aside for the “have-to” of spending his days and nights working so that the bills could get paid on time. After retiring in 2007, though, Nor-


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ovich was finally able to devote more time to the car. Spurred on by the return of the Street Machine Nationals to DuQuoin, Illinois in 2013, he “finished� the car in time for the 2014 show (but who ever

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really finishes a car?). The 210 wagon features a 750-horsepower 505 ci big block running an Eagle 4.25-inch steel stroker crank, Eagle 6.385 H-beam rods, and Ross 7.1:1 blower pistons.

A mostly COMP Cams valvetrain was selected, including cam, lifters, pushrods, and valve springs along with Harland Sharp roller rockers. The cast Chevy heads mate with a BDS blower intake, where the big

march 2019 | RPM Magazine


FATTY WAGON

Hunkered deep below the expansive quarter panels out back is a pair of 15x15 Weld wheels with steamroller Mickey Thompson Sportsman skins. The airbrushed faux-duct taped factory emblem on the tailgate is the handiwork of buddy Tim Braddy.

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BLOWWN WWAGON

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The polished BDS 8-71 huffer is 10% underdriven. The well-detailed engine bay is pristine, with every surface either painted, anodized, or polished down to the last bolt.

10% under-driven 8-71 huffer sits atop a 4-inch Rude Ron billet blower spacer. Fuel delivery is handled by a well-detailed Enderle Big-n-Ugly scoop that has been retrofitted with a FAST XFI 2.0 electronic fuel injection system,

while MSD parts handle ignition duties. Coated Hooker headers pipe expelled gases rearward and a pair of fabricated sheetmetal valve covers add some bling. Additional flash is thanks to purple anodized billet accessories from Performance

Engineering. The big block is backed by a TCI TH350 transmission. A Coan 4,100-rpm stall converter helps with streetability, and out back a narrowed Art Morrison Ford 9-inch helps put the power to the pavement. It has

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GEORGE NOROVICH’S PRO STREET 1957 210 TWO-DOOR WAGON Chassis & Suspension: FRONT: Tubular control arms and custom rack and pinion steering. Aerospace brakes. REAR: Art Morrison 4-link rear frame. QA1 coilover shocks and Aerospace brakes.. Body & Paint: Prepped and painted by George Norovich. PPG/ Axalta Skittles Tangerine, Amazing Grape, and Look-At-Me Green paint with custom mix silver on trim. Shaved door handles, custom welded one-piece gate, channeled body, and custom fabricated rear wing. Airbrushed rear gate graphic by Tim Braddy. Engine: 505 ci big block Chevy. Eagle 4.25 inch steel stroker crank with Eagle 6.385 H-beam rods and Ross 7.1:1 compression pistons. COMP Cams roller camshaft (550 lift/292 duration), lifters, pushrods, and valve springs. Harland Sharp roller rockers. Cast 119 cc combustion chamber heads. Hooker headers. Performance Engineering anodized billet hardware. Induction & Fuel Delivery: Enderle Big-N-Ugly hat with progressive linkage. Retrofitted for EFI. Power Adder: 8-71 BDS Blower (10% under-driven). Electronics & Ignition: FAST XFI 2.0 EFI fuel injection. MSD Pro Billet distributor and Digital 7 ignition. Transmission & Driveline: TCI TH350 transmission, Coan 4,100 RPM stall converter. Differential: Art Morrison 40-inch fabricated 9-inch rear, 4.56 Richmond Pro gears, Strange Spool, and Moser 35-spline axles. Tires & Wheels: FRONT: Polished 15x3.5 Weld Racing AlumaStar wheels with 165/80-15 tires. REAR: Polished 15x15 Weld Racing AlumaStar wheels with 33x19.5-15 Mickey Thompson Sportsman tires. Special Thanks: Custom interior by Amos “Ace” Eckleberry. Additional help from friends Greg Murphy, Kenny Sloan, Kenny Wintz, and Tim Braddy. Dian Norovich for tolerating (and even enjoying!) this crazy hobby.

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DO-ITYOURSELFER

Norovich takes pride in having a hand in nearly every aspect of his builds, including chassis/ cagework, building the blown 505 big block, and prepping and painting the wild custom paint & graphics. been fitted with 4.56 Richmond pro gears, a Strange spool, and Moser axles. The wagon has been fitted with disc brakes on all four corners, and a quartet of Mickey Thompson

tires. Norovich selected AlumaStar 788 wheels with 15x3.5s fitted with 26x7.5s up front and 15x15s shod with ginormous 33x19.5-15 meats in back. The vast acreage

of classic GM sheet metal was prepped and painted by Norovich, and the Skittles Tangerine basecoat has been treated to an intentionally flashy PPG/Axalta Hot Hues Amazing Grape and


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Pro Look At Me Green graphics job. The classic two-tone scheme was tricked out with a tribal-style pinstripe break between the main colors and silver pinstripes below. A cool Tim Braddy airbrushed trunk emblem out back adds even

NEVER DONE

Norovich is the kind of hot rodder we love, always looking for a way to make an already-killer ride even cooler. Case in point: he recently hand fabricated, painted, and mounted a rear wing out back and installed a billet blower spacer for an even more intimidating look under (and through!) the hood.

more cool factor. Body mods are simple but effective, with smoothed and painted trim and bumpers, a shaved fuel filler door, and shaved door handles most notable. A one-piece rear gate and a channeled frame are less obvious but still incredibly cool. Most recently, Norovich has added a fabricated and painted aluminum rear wing

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HIS & HERS

The 210 wagon may be the latest pro street creation at the Norovich house, but it isn’t the only one. George and wife Dian proudly stand between the ’57 and their lime green blown sbc ’55. The question is which is his and which is hers?

The interior of the wagon is just as clean and well-executed as the rest of the build. Amos “Ace” Eckleberry handled the tan leather & suede stitchwork that snakes in, around, and over the Norovich fabbed and painted cagework.

of class and the custom smoothed and painted dash has been filled with a host of aftermarket instrumentation. A billet steering wheel has been wrapped in matching tan leather, while a Hurst billet pistol grip shifter manages the gear selection chores. A pair of custom 5-way quick-release restraints help keep occupants secured during cruising. Although most of what you see is his handiwork, Norovich is quick to give credit where credit is due for the ’57. In addition to Eckleberry’s interior work, friends Greg Murphy, Kenny

Sloan, Kenny Wintz, and Tim Braddy also helped on the project. So while supermarkets and big box stores have added to-your-car delivery as a time-saving service for busy on-thego folks, George and Dian Norovich have attacked the same issue with a different approach: their blown and injected classic Chevy can make high-speed passes to and from the local McCord’s supermarket in town with plenty of room for a week’s worth of groceries in the back. How’s that for saving time with style?

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with adjustable struts. Chassis mods on the car consist of an Art Morrison 4-link rear frame and QA1 shocks in back, tubular control arms and rack and pinion steering up front, and a full twin funny car cage inside. The interior of the car is expansive, but every corner of that acreage has been treated to a luxurious Amos Eckleberry full custom street rod-style interior. The tan leather adds a touch

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RPM EXCLUSIVES

story and photos by

Tim Lewis

>>Comp Eliminator enjoys a storied past…and an uncertain future

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W

hat does it take to build upon a solid foundation in order to reach even greater heights and successes? This is a question many are asking

march 2019 | RPM Magazine

1 about Competition—or “Comp”—Eliminator. For those stuck in the make-believe world of today’s made-for-TV drag racing stars and their cars, here’s a little history on the class better known as “Comp.”

BACK IN THE DAY

The roots of Competition Eliminator reach all the way back to the NHRA Nationals in 1955. A diverse and

innovative bunch of racers filled the entry lists, adding to the fan appeal of the class. Carl Grimes from Phoenix, Arizona brought out a tube chassis A/altered Fiat with a Buick powerplant, narrowed rearend,


2 1: The Aragona Racing team G/EA. The Ken Keirbuilt ’32 Altered with the Mopar 4-banger is not what it seems. A Mopar A-4 block along with a pro stock Hemi head make for a pretty wild low-8-second combo. 2: Michele Costa has been behind the wheel of the Aragona F/ED the last two seasons. 3: 2018 NHRA Comp World Champ Frank Aragona, Jr. launches the Black Arrow Race Engines-built straight-6 billet-headed E/DA at Cecil County Dragway. The car is a proven winner, as Doug Doll, Jr. drove the car to a championship for car owner Charlie Greco in 2016.

3 and a tilt-up body that was years ahead of its time. Gassers found their way over into the class, with greats like the Kohler Brothers and their AA/altered 1951 Anglia. The short wheel-base car was popular with fans and feared by fellow racers. Street roadsters were another big draw, with

legends like Hugh Tucker in his 1928 Chevy. Jim Parson in his High & Mighty Hemi-powered A/Street Roadster was also a threat to win any race. It was from these humble and varied beginnings that the class got its start, and that diversity continues to this day. Cars and

combos that really had no place to race could be grouped together and paired up to run much like Stock and Super Stock. Weights and cubic inches went a long way in building a car to compete inside the real thinking-man’s or woman’s class. From its inception, Comp served as the catch-all

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RPM EXCLUSIVES

5

4: Longtime Comp racer Randy Daniels pulls the C/SM ’07 Pontiac Sunfire to the line under the watchful eye of Big Bobby Durden. The two have done very well together racing their Super Modifieds in Comp. 5: Steven Levine’s wild AA/AM ’23 T Ford altered rips off the starting line at Virginia Motorsports Park. To the right rear, PDRA Pro Boost racer Junior Ward checks out the Comp action.

4 landing place to some of the wildest cars that had no place else to race—as long as nitro was left out. In the 1970s, the NHRA came out with the Econo class cars, opening up such combos like the 373 cubic inch big block of Dennis Ferrara. Ferrara ran the former

Grumpy Jenkins 1970 Camaro that had been cut on and cut up over the years before the Long Islander got his hands on it. Rumor had it that car weighed only 1,900 pounds with a 358 ci big block, and also featured the first known trans brake— basically a drum brake attached to the rear of

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the transmission. The wild array of diverse styles and brands knew no limits, and the folks who built and drove them were well-known for their almost fanatical pursuit of speed. Consider Gene Mori with his Chevwagon VW Bug. Mori’s exploits are stuff of legend. At the


1968 US Nationals in Indianapolis, the Chevwagon’s small block Chevy was mortally wounded on a qualifying run. Mori left Indy in a hurry back to his shop in Maryland, where he tossed some spare parts together and built another engine. He then hustled back to the event where he thrashed all night to get the replacement bullet in the car—managing to get it running in time to make first round! Even though Mori didn’t win the race, he proved how dedicated he truly was to the sport and the class. In the ’70s, things really started ramping up with new indexes and cars. In 1977, the late John

Lingenfelter took ownership of Bob Glidden’s Chevy Monza (yes, Ford fans, Bob raced a Chevy, too). Even though Glidden couldn’t get the car to run competitively, Lingenfelter had no problems, eventually prodding the D/Altered Chevy to times consistently .50 under the index running 9.50’s. A hallmark of the class—and likely source of its deep fan appeal—has always been the oddball and downright crazy combos that make it so unique. Take Rydell, Hope, and Lang with their Chevy straight-sixes, complete with cut up and welded-together conventional SBC heads to make a sin-

gle head. The homecooked concoction eventually propelled their Anglia to a 10.79. Brothers Jerry and Gary Mallicoat campaigned a twin turbo Hemi BB/Altered Barracuda, setting the speed record of 172.08 MPH in BB/A in 1971. “Ohio George” Montgomery also ran twin turbos, but in blue oval trim. Just like today, the turbo combos caused a good deal of stress with both fellow non-turboequipped racers and the NHRA sanctioning body. Likely not understanding the turbo combo, many complained that Ohio George was sandbagging and somehow skirting the rules. Eventually the combo was outlawed.

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RPM EXCLUSIVES

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6 & 7: Doug Doll, Jr. in the F/D. Another V8-headed 4-cylinder combo. The ultralightweight dragster has run in the low 8s!

6 HIGHS AND LOWS Like any class, comp has seen its share of ups and downs. One of the darkest days in the class was undoubtedly July 5, 1977. Pro Stock great Don Carlton had stepped in to

pilot the new Rod Shop Dodge Colt. The Colt had been banned from Pro Stock after a number of crashes had been attributed to the particularly ill-handling short wheelbase. Undeterred, a radically altered Dodge was

debuted in Comp, moving the front wheels forward and the rear wheels backward. A set-back engine was placed in the chassis with the driver positioned near the quarter windows. Tragically, while testing at Milan Dragway, the

36-year-old Carlton lost his life in a violent crash. A thorough investigation revealed no evidence of a mechanical failure, and many believe Carlton likely passed out due to the sweltering heat before losing control of the car. The

car was later buried in a landfill. Many believe that Carlton would’ve been one of the greatest Pro Stock racers of all time if not for his untimely passing. Another late ’70s threat in Comp was the late Buddy Ingersoll.

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Ingersoll built a Ford Pinto powered by a 124 ci turbo 4-banger. The car tipped the scales at a svelte 2,294 pounds and forced almost 30 psi of boost into the tiny 4 cylinder. A Doug Nash 5-speed helped get things moving through the narrowed 9-inch Ford that spun a 6.50 gear ratio. The car ran as quick as 9.87@137 in 1979. Buddy was quoted saying “My car is the most factory car in NHRA history!” The first index hit was 0.45—the largest index hit at the time for any combo. Being the rebel that he was, Ingersoll didn’t care and kept pushing the little car to 0.50 under the index. This didn’t go over very well with NHRA officials, who responded by adding another 0.35 to the index, putting the Pinto 0.79 under the index he would have to run. Ingersoll countered by retiring from Comp and taking his turbocharged ways over to Pro Stock. In 1986, he shook up that class after beating up on the big blocks with

his little V6 Buick. Like Ohio George before him, a fair amount of envy, jealousy, and ignorance eventually led the NHRA to give him the boot. Almost immediately, the IHRA welcomed Buddy to race against their mountain motor pro stocks—until his consistent 7.20 ETs and nearly 200 mph passes led to similar upheaval from competitors. The IHRA succumbed to the pressure, too, eventually banning the V6. A new car was built and Buddy went back into Comp, running BB/Altered. With a 7.24 @ 198 mph, it was looking like the little V6 was destined to be the first NHRA door car to reach 200 mph. Unfortunately a broken coil wire kept that from happening. Another longtime Comp racer was Chevrolet guru John Lingenfelter. Lingenfelter was another racer who we lost way to soon. Interestingly, it was Lingenfelter’s Oldsmobile—rather than bowtie—powered A/dragster that became the first car

in Comp to crack into the sixes in 1986. Lingenfelter’s 6.98 beat fellow Comp legend Vinny Barone with a 7.11 in his altered. Like other classes of drag racing, Comp has seen its appeal come and go, and its popularity spread to other parts of the world, too. In 2013, Comp came back to the UK, with events at Santa Pod hosting great cars from England, Sweden, and Australia. This proves there still are racers willing to try and race Comp just as it was in its early stages. Crazy combos, odd engine/ trans combos, and an array of chassis from door car Opel GTs to Camaros to small block front engine dragsters and 4- and 6-cylinder altereds, the class literally has something any fan of drag racing can enjoy.

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RPM EXCLUSIVES 8

8: William Scott gets the Mickey Thompsons digging in on a hard launch in his Spitzer-built B/DA. The Virginia-based team runs a highwinding Ford to get into the 6s. 9: The Vikings landed in Virginia for the NHRA Division 1 kick-off in April 2018. Stig Olsson from Stormstad, Sweden runs a wild A/DA with a 500 ci pro stock engine. How does a 6.56 @ 206 mph sound? Hope they load the long ship and come back for some more Comp action in 2019.

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Familiar names like Todd Patterson, David Nickens, Randy Daniels, Vinny Barone, Frank Mazi, Rick Hord, David Billingsley and David Rampy have all spent time in among its ranks. Rampy became just the fourth driver in NHRA history to log 100 wins. Comp also served as a landing place for pro stock trucks after they were disbanded from their standalone pro category, allowing the wild 7-second small block powered haulers to keep on hauling. Comp has formed such pro stars as 2017 NHRA Pro Stock world champion Bo Butner. In 1997, Jeg Coughlin, Jr. won four NHRA national event Comp races and won the Division 3 championship. 2018 Pro Stock #9 points standings finisher

Deric Kramer also cut his teeth in Comp. Longtime NHRA Pro Stock racer Larry Morgan was another driver who came out of Comp to go pro, as did ex-Pro Stock racer Ron Krisher, who ran Comp in Division 3 and national events. Top Fuel racer Blake Alexander ran a very quick Altered in Comp before going fuel racing. Other racers such as legends like Joe Amato ran a BB/Gas 1940 Chevy. 1979 Top Fuel Champion Rob Bruins drove the Bryon Brothers B/Dragster to wins in Division 6 in the early 1990s. Funny car great Al Hoffman ran a wicked C/Gas ’68 Camaro, and alcohol funny car and pro mod racer Jay Payne raced a A/ Econo Altered Monza funny car. Ex-Top Fuel racer Lori Johns

came from Comp, too, as did NHRA Pro Modified racer Rick Hord, who competed with a Blown 1991 Corvette in BB/A in the late ’90s. Later in 2011, he would race a Pontiac GXP with a ProCharged 375ci big block Chevy in CC/A at 2,850lbs. Mid 6.70’s came from the Father and Son team and their new set up. Current Radial vs. the World racer Taylor Lastor ran a ’95 Camaro in B/EA in the mid-’90s. The class is not for the faint of heart nor the budget-minded. While no class of drag racing could be considered affordable by any measure, building a high-end comp car will likely run north of the six figure mark. One racer who spoke on condition of anonymity noted, “If you’re running


www.rpmmag.com | march 2019

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RPM EXCLUSIVES 10

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10: The Super Modified cars have always had a good following. Front-wheel-drive conversions make these cars siblings of super and pro stocker converts. Joe Carnasciale, Jr. launches his 8-second D/SM splayed valve-headed V6 Chevy Cobalt at Cecil County.

march 2019 | RPM Magazine


11: Longtime racer and engine builder Carl Miller starts his burnout in the 1989 Corvette F/A. Miller competed in F/Gas Corvette in the 1970s. 12: The pro stock trucks needed a place to go once their pro status was pulled. Scott Benham launches the B/T in its new life of class of racing.

11

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a high-end car in one of the quicker classes, spending $50,000-plus on an engine is the norm.” If you’re running an oddball combo like some of the 4- and 6-banger engines, the price can climb just as high or higher. And that’s just for a motor. A newly-built rolling chassis can run over $100,000. With a class full of door cars, dragsters, altered, and roadsters, fans can really see the most bang for the buck in Comp. Such a wide array of competition means that success depends not just on hard work but innovation, as well. Making things even more interesting, the start of the 2016 season saw the introduction of the new “personal index” being added to the existing competition index control

(CIC) system. In an effort to decrease the potential for class index adjustments to be made when favorable conditions at an event may contribute to extraordinary runs that may not be the case in other parts of the country or times of the year, the personal index is applied when a driver records a .610 under or greater run during eliminations. The class index is only adjusted when a run of .710 or greater is recorded during eliminations. Both are adjusted at .01 increments with no plateaus up to a .10 max adjustment per event to a class index. Unlike racing in Stock or Super Stock where most will dial-in under their class index, Comp dial-ins come from the class in which the driver is indexed depending on their

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combo. For example, let’s say that in the left lane there’s an A/ AA “A/Altered Automatic” with a 7.15 class index. Meanwhile, in the right lane, a G/DA “G/ Dragster Automatic” is running with an index of 9.86. The G/ DA car gets a 2.71 second head start to the finish line. First to the finish line wins and advances to the next round of racing. Here’s where it can get tricky, though. During eliminations, if a racer goes more than .50 under his or her index, then the CIC comes into play. For every 0.1 under the allowed .50 under the class index, the index will be dropped 0.1 under

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for the rest of the event. The best part of the new system is that it only affects the driver who ran under the index and not the rest of the cars running the same index at that event. But once a racer runs .61 under any index the index is then changed for everyone in that index.

PLAYING THE GAME

At its core, the index system boils down to a math game, and in the lanes Comp offers diversity. Unlike the 1st Gen Camaro dominated Pro Mod classes or Fox Body Mustang filled small tire classes, in Comp, when you

march 2019 | RPM Magazine

walk down the pits or into the staging lanes you may see a small block front engine dragster next to a Dodge 4-banger altered. Then the next pair could be a pro stock-looking car with a V6 parked beside a high-winding big block dragster with a 5-speed or an ex-pro stock truck paired against a pro mod car. In short, Comp has a bit of everything for everybody. But it can be a very hard class to understand for the average spectator. You’ve got to be a hardcore fan to keep up with the goings on inside the class. In NHRA Division 1 there are a good number of highly competitive

13


RPM EXCLUSIVES 13: Philly racers Jay and Richard Schonburger launch together at Maple Grove Raceway during the 2018 Dutch Classic. The high-revving V6 cars—the Oldsmobile an I/A class car, while the Cavalier runs in I/SM—both run into the high 8s. 14: Longtime Comp and Ford racers, the Mangrum Brothers run this beautiful Cougar in A/Altered. Tony Mangrum wheels the mid-6 second Ford.

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RPM EXCLUSIVE cars racing in Comp. With the help of D1 Director Dave Mohn, racers like Carl Miller, Doug Doll, Jr., Frank Aragona, Jr., Michele Costa, and Richard and Jay Schonberger compete in some very tight Comp racing. The D1 racers are considered as tough as they come, routinely competing with the best in the class from across the nation. Cars range from 4-cylinder dragsters to 800 ci A/Altered pro stock-style cars. Unfortunately, one of the problems in Comp today is that it is such a mind-numbing game of figures and numbers and piecing together the most competitive combo is such an overwhelmingly complex task. In D1, Doug Doll, Jr. has been very tough and picked up the championship in 2016. Driving for car owner Charlie Greco, Doll, Jr. logged 730 points en route to becoming the highest scored driver in Comp class history. With five Lucas Oil Divisional wins plus three national event wins at Epping, Norwalk, and Charlotte,

Doll, Jr. wheeled Greco’s impressive straight-6powered dragster to his historic championship win. While Doll, Jr. finished 10th in national points in 2018 with 473, he and his team did manage to snag the 2018 Lucas Oil Division 1 championship. 2018 Champion Frank Aragona, Jr. is no stranger to the winner’s circle, winning his first championship in 2007. Neither is his car. At the end of the 2016 season, the Aragona family bought the championship-winning car from Greco that got Doll, Jr. his championship. A mild facelift in new blue paint with Aragona Racing logos and the car was ready to hit the track again. Proving it still had “the stuff,” the dragster carried Aragona, Jr. to two national event wins along with a semi-final appearance, two wins and two semi-finals in D1, and a runner-up in D2. A total of 613 points was enough for the 2018 NHRA national championship victory. An electrical con-

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15: NHRA Pro Modified driver Chuck Little backs up after his burnout. Before going pro mod racing, the AA/PM blown Corvette ran as quick as 6.10.

17

16: Pat Ross, Sr. throws down a nice burnout at the season-opening D1 race at VMP. The small block Chevypowered Grand Am holds the D/Altered record at 7.62/177 mph. The record run was set at St. Louis in 2017.

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RPM EXCLUSIVES

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND

tractor from New Jersey by day and racer by night and weekends, Aragona, Jr. gives credit to his father Frank, Sr. for all the hard work and time he puts in on the cars and driving the rig to the races. With 11 national event wins, 2 Jegs All-Star wins, 6 divisional championships, and 33 divisional wins under his belt, it is safe to expect his winning ways in Comp to continue.

BACK…TO THE FUTURE? With an undeniably storied past, what does the future hold for Comp? Time will tell. Bracket racing can be a tough go all on its own, but no other class in all of drag racing is more of a numbers game than Comp. With the rising cost of everything worldwide, how can a class like Comp survive? Sadly, the true reality is that the class has been on life support over the last few seasons. So what can be done to keep it alive? The rising costs of engines and chassis fabrication sure isn’t helping the matter, but little to nothing can be done to combat that. Perhaps modifying the indexes to make more affordable combos competitive again might be beneficial? Some would argue that such moves might help, while others worry it might finish off the class for good. In some cases, it may help boost car counts at events because there are a good number of these

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cars parked, mostly because the index has gotten so far out of hand. The research & development going into some engine programs is staggering and only approached by pro teams in the not-so-distant past. It is really cruel irony that innovation and a willingness to win at any cost has, in many ways, ultimately hurt the class. At the same time, many hope that that same spirit of originality could be applied to work with the powers that be to help make the class approachable for the every-man or woman again. It is amazing how much technology that has come from Comp has made its way into other classes of drag racing and not many people know or understand how much the class has done for the sport as whole since its very beginnings. With such great names like David Nickens, Bo Nickens, Todd Patterson, Brian Browell, Bob


18: The street roadsters are some of the coolest in the class. This Patterson-powered SB2 small block C/SR ’34 Chevy was wheeled by Fred Allen. This photo from 2009 saw Allen #10 with a 8.561 -0.599 under the index. A fluid leak ended his Charlotte race in the first round.

18

19: The Professor Dave H/EA driven by Lee Zane. This is the type of engine that could put a car in its own index. The 4- and 6-banger cars have a growing car count. These ultralight cars don’t need to make big power in order to run fast.

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Kaiser, Garley Daniels, Rick Brown, Jeff Kung, Dan Nickelson, Jeff Taylor, Mike Trumble, Ed Sigman, Bob Panella, Lacey Winston, Sal Biondo, Mike Trumble, Jr., Tom Haner, Greg Stanfield, Lou Ficco, Pat Hale, Mark Chapparone, Grant Lewis and a seemingly endless list of racers from over the last 25 years, there is no denying the lineage of excellence

drag racing owes to the Comp ranks. But don’t just take it from us—get out and witness Comp for yourself up close and personal at an NHRA event! You won’t be disappointed—and who knows—maybe in 25 years there will be a list of more great drivers who came from one of the greatest classes in all of drag racing history!

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RPM EXCLUSIVES 1

BENT REAL SMOOTH story and photos by

James Williams

>> Adding radius bends to your next sheetmetal project just got easier with the Multiroll box & pan radius brake

C

reativity is a funny thing in most respects, but none more so than when it comes to custom fabrication. It seems like it is easy to get stumped trying to find new ways of making familiar projects look unique; however, you throw a new tool in the mix and suddenly the ideas seem to just flow.

That’s exactly what happened to us recently when we stumbled across the Multiroll 62-inch box & pan radius brake. We didn’t even know whether or not we really needed it when we first saw it on the multiroll. net website. But after putting it to use on some sheet metal projects in the shop, we’d now contend that it’s hard to imagine how we did light

a crisp bend line, the Multiroll creates a soft, smooth curve around its tight 2-inch diameter shell. After finally admitting that the elegantly simply but incredibly useful brake deserved to be in the hands of other fabricators, Jeske got it patented and found a domestic source who could produce the unique extrusion. The rest, as they say, is history.

cvrproducts.com For more information visit

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gauge projects without it before. The brainchild of Florida-based sheetmetal master Chris Jeske, the patented aluminum tool has been built, tweaked, refined, and improved over the years as it was used on projects ranging from automotive to marine and home/office applications. Unlike a standard sheet metal brake that produces

march 2019 | RPM Magazine

www.cvrproducts.com


2

3 1: We were looking for a tool to allow us to add some new dimension and some soft radius curves to a sheetmetal project and we found it in the Multiroll. This cool tool has no moving parts, requires no electricity, but can help you crank out some killer panels like this one!

2: The key to the Multiroll is this series of custom extruded 6005 aluminum dies (circled in red) that serve to grab sheet metal then allow the metal to be formed over the gently curved surface. This allows the fabricator to create soft edges that can’t be reproduced in a traditional sheetmetal brake.

3: You can get the Multiroll in a one-piece 2-inch diameter x 122-inch long straight radius model or a 2-inch diameter x 60-inch box and pan configuration, which is what we opted for. With the mounting base clamped to our welding table, the varied length dies are simply slid in place and you’re ready to start bending. The detailed instructions demonstrate a number of different styles of bends and flanges possible with the Multiroll, including reverse and standard flanges. The unit is intended for light-gauge materials: 0.050 aluminum and 20-gauge mild steel.

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COOL TOOLS

Check out the Multiroll in action at https://bit.ly/2S2pTDf

4

5

4: With the Multiroll clamped in place and a small piece of 20-gauge sheet metal in place, just steadily pull the metal over the dies.

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The Multiroll can be purchased in either a static 122-inch version or a more compact and versatile 60-inch box and pan configuration. In either design, an included sturdy extruded aluminum L-bracket must first be secured to a stable work surface, then

the bending die/dies are simply slid into place. Depending on the style of flange or bend desired, the fabricator then simply places the work piece in the die as required and smoothly forms the material over the barrel of the bending surface. Setup and use of

march 2019 | RPM Magazine

the tool is a breeze and the included printed instructions are detailed and well illustrated. Multiroll also provides links to a series of fabrication videos on the Multiroll.net site that are also helpful. Although we’ve only used the tool for a few test pieces and

one finished piece, we have ideas for a number of projects that would look super cool with the soft radius edge provided by the Multiroll brake. If you’d like to make your sheet metal fab projects stand out, check one out!

5: The finished piece is smooth and sexy! Try doing that on your normal hand brake.

SOURCE Multiroll www.multiroll.net 813.988.9780


www.rpmmag.com | march 2019

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RPM COOL TOOLS 1: We needed to get our new Klutch mill/lathe combo up off the floor and also needed a place to store all the assorted tooling for it. The Trinity International TLS-4813 66-inch stainless steel workbench solved both problems and more, cleaning up a notoriously messy corner in the process.

1

HOWYAMUCH story and photos by

Toby Brooks

>> Organizing our new milling & turning center thanks to the Trinity International 66-inch stainless steel workbench 112

B

BENCH?

ack in our January installment of Cool Tools right here in RPM, we showed you the super versatile new Klutch Tools mill/lathe combo. The best part of having this new capability in our shop is that now we can turn and machine small parts from billet aluminum and plastic in our own shop. However, we were out of bench space and needed storage for new tooling in order to make it functional. We were on the hunt for

march 2019 | RPM Magazine

a solution that would get our cool new machine up off the floor AND had added storage so that we could stay organized. After considering home center base cabinets, building something ourselves, and/or hunting Craigslist for a couple of weeks, we were striking out. Whatever we got needed heavy duty construction to be able to hold the 400-pound+ mill/lathe and preferably have some drawers to put our end mills, turning bits, and other associated machining parapher-

nalia in. Nearly ready to give up, a quick web search returned us to our good friends at Trinity International. We previously outfit our shop with a Trinity stainless roll away toolbox and Trinity shelving, and we discovered the TLS-4813 66-inch rolling stainless steel workbench would not only solve our mill/ lathe problems but also match the rest of our tool storage in the process. The TLS-4813 features a 1.5-inch thick solid wood butcher-block top, eight roomy drawers,

and a single side storage cabinet. The unit comes with fully assembled drawers, an adjustable shelf for the cabinet, and pre-cut drawer liners. We uncrated the unit curbside to take a look and were thoroughly impressed with the beautiful stainless construction. The unit was almost fully ready to go right out of the box with the exception of four 5� x 2� swivel casters and a pair of stainless side handles that all bolt on using the included hardware (we


3

3 & 4: The Trinity chest comes fully assembled except for the casters and stainless pull handles. We uncrated the box at delivery to inspect for damage before we could even snap a picture of it in the box, but quickly unpacked the casters and bolted them on using the provided M8 bolts.

2 4

2: We told you it was a mess. And the mill/lathe on the floor was no good, either. Time to solve both problems.

5: The included stainless steel handles bolt right to either end of the unit with supplied hardware; however, we decided to trick ours out with some red anodized cup washers and M6 Allen bolts from Performance Engineering.

5

JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

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www.rpmmag.com | march 2019

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RPM COOL TOOLS 6

Check out the Trinity 66-inch workbench at https://bit.ly/2G7HOlp

6: Trinity even includes a full set of pre-cut polyvinyl drawer liners.

7

7: Loaded with our mill/lathe on top and tooling inside, we now have a super-organized mini machining center. opted to dress up the exterior slightly by using some trick red anodized cup washer/Allen fasteners from Performance Engineering). After dropping the pre-cut drawer liners in place, we were ready to rock. The TLS-4813 features an impressive 2,200-pound

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total weight capacity and ships via LTL freight. Each drawer has 100-pound weight capacity ball bearing slides and matched keys actuate all the drawers and the side cabinet independently. With the junk corner cleared out and our new rolling workbench fully

march 2019 | RPM Magazine

stocked with the mill/ lathe and our assortment of tooling, our shop was not only suddenly far more functional, but also a much better looking workspace. Trinity’s motto is “Everything in its place,” and we couldn’t be happier with fit,

Subscribe to the channel at www.pegarage.com to keep up to date! finish, and function of our new 66-inch rolling stainless workbench as it helps us keep everything in our new machining center right where it belongs: in its place!

SOURCE Trinity International Industries www.shoptrinitii.com https://bit.ly/2MNMs8E 800.985.5506


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RPM Magazine March 2019  

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