45w3

COMPLETE STREET MACHINE NATIONALS COVERAGE PG. 54

K MAKES CK OC LO BL SMALL-B

1,000 HP WITH A 275 SHPGO. T 14

LOUD.FAST.REAL.

700HP CRATE ENGINE PG. 18

KING OF THE STREETS

NOVEMBER 2014

CarCraft.com

SMALL-TIRE DRAG RACING, UNLIMITED POWER-ADDERS, 10 GRAND CASH

CONTENTS NOVEMBER 2014 ➔UP FRONT

08 SHOP TALK Hotels, airplanes, and rental cars.

➔HANDS ON

12

12 ACTION! Street Machine Nationals outtakes.

14 HORSEPOWER! Rod and Jared Torres’ 1,100hp, 434ci small-block Chevy.

16 SPEED PARTS Goodies that include stuff for your old truck.

18 WE TEST IT BluePrint Engines’ 540 big-block crate engine.

26 BOLT-ON EFI Is it easy? Does it work? We borrow Kenny Wayne Shepherd’s Charger to answer these questions.

36 ASK ANYTHING Easier to read than it is for the staff to put together!

➔PROJECT CAR

42 THIS GUY’S GARAGE Tommy Johnson Sr.’s shop in Lake Norman, North Carolina.

44 PROJECT C10 Upgrading the rear brakes and differential.

26

44

NOVEMBER 2014 CARCRAFT.COM 3

CONTENTS NOVEMBER 2014 ➔FEATURES

50 KRASS & BERNIE Bernie is haunted by an old Mustang.

54 PRO STREET PILGRIMAGE Car Craft returns to Du Quoin with the 2014 Street Machine Nationals.

68 CHICAGO STREET RACERS The Windy City has more than just deep-dish pizza.

80 2014 CAR CRAFT MIDNIGHT DRAGS Presented by Gear Vendors Under/Overdrive.

➔BACK OF BOOK 86 JUNKYARD BUILDER Powdercoating at home.

90 WHERE’S THE FUN? Looks like readers have helped us find our next project.

98 REAR VIEW The Warren Johnson days.

➔ON THE COVER Chi-Town KOTS. Photo by John McGann.

68 80

4 CAR CRAFT NOVEMBER 2014

© 2014 FRAM Group IP LLC

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SHOP TALK

HOTELS, AIRPLANES, AND RENTAL CARS

T

hat title accurately describes the last several weeks of my life. In two months, I’ve spent a week in Chicago, five days in Du Quoin, Illinois, three days in Columbus, Ohio, and five more in St. Paul, Minnesota. We have a trip to San Diego coming right up, and I will be gone three more weekends in September and October covering Holley’s LS Fest and drag races in Ohio, Georgia, and Oklahoma. Things should be pretty quiet after that.

No complaints; I like traveling, so this schedule really isn’t a problem for me. Aside from the personal pleasure of getting to see the country, Car Craft benefits when we are out on the road seeing what cars are being built and how people are building them. It helps us fine-tune what we write about to fit the needs of you, the enthusiast car builder. For

8 CAR CRAFT NOVEMBER 2014

example, big-block Chevys with big nitrous kits were what you needed to compete in Oklahoma when I was there last year, while turbocharged small-blocks were more common in Texas. Each scenario comes with its own set of circumstances that need to be sorted out for the car to perform to its full potential. We can provide that information by talking with the experts, following current builds, and building our own cars in the magazine and online. That way, we see the problems firsthand and can therefore present the best solutions.

Glancing into my crystal ball, I predict we will be seeing many more turbo builds in the future. At the Car Craft Summer Nationals in St. Paul, we saw more turbocharged cars than I can remember seeing in the last seven years of covering that show.

Most of them were the formula we’ve been advocating for a while: starting with a used 5.3- or 6.0L engine. We have a 6.0L and several cars to put it into, so we will be right there with you guys.

There are a few downsides to being on the road so much: I miss my family, friends, and my dog; it’s difficult to keep up with the day-to-day work; and I have less time to work on my own cars, but we can’t generate good edit in a bubble, so things will have to continue to pile on my desk for a while.

—John McGann CarCraft@CarCraft.com Facebook.com/carcraftmag CarCraft.com Car Craft Mag 831 S. Douglas St. El Segundo, CA 90245

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ART DIRECTION & DESIGN Creative Director Edwin Alpanian Art Director Roberta Conroy Archivist Thomas Voehringer ON THE WEB CarCraft.com CircleTrack.com HotRod.com MoparMuscleMagazine.com MANUFACTURING & PRODUCTION OPERATIONS VP, Manufacturing & Ad Operations Greg Parnell Sr. Director, Ad Operations Pauline Atwood Director, Publishing Technologies Dale Bryson SUBSCRIPTION SERVICES Email carcraft@emailcustomerservice.com, call 800/800-4681 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. For change of address, six weeks’ notice required. Send old as well as new address to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235.

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ew NSidedraft EFI System The new Inglese™ Sidedraft EFI System combines distinctive styling with proven FAST™ EFI technology to create an induction that turns heads and provides refined driving manners. Available with the FAST™ EZ-EFI® System for engines up to 650 HP or with the FAST™ XFI™ for more radical combos, this system is a value-priced alternative to full 8-stack induction since it utilizes your existing single or dual plane 4150 flange 4-barrel intake. Offered in polished or as cast, the Sidedraft EFI System includes all necessary components such as integrated sensors, fuel rails and linkage.

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EDITORIAL Content Director, Muscle Car Group Douglas R. Glad Editor John McGann Managing Editor Phil McRae Contributors Jeff Smith, Richard Holdener, Wes Allison, George Trosley

With Modern EFI Manners

ACTION! I

t’s difficult to cover an event like the Car Craft Street Machine Nationals in a single article, but Jeff Smith makes a valiant attempt on page 54 of this issue. As usual, we never have enough space to publish all the cool, random

12 CAR CRAFT NOVEMBER 2014

sightings and outrageous cars, superchargers, beer coolers, and all the flavor a show like the Nats has to offer. Here’s a teaser of the show coverage. More pictures can be found on CarCraft.com.

By John McGann / Photos: Wes Allison, Jeff Smith, and John McGann

HORSEPOWER! THE CAR The rest of the drivetrain consists of a Powerglide built by Mike’s Transmission with a 10-inch torque converter and a Currie 9-inch rearend with a spool and 35-spline axles.

The car weighs 3,075 pounds, which is impressive for a third-gen F-car.

BLOCK Rod said he had headers on the car within a few months of purchasing it. He eventually came to work with Arizona Speed & Marine, helping develop and test its line of performance parts for Chevy’s Tuned Port Injection engines. For a while, it was the fastest TPI car in the country, but the original engine got destroyed several years ago when his transmission failed, causing the engine to overrev. Now, he’s running a Siamese-bore Bow Tie block with a 4.155-inch bore and a 4.00-inch crankshaft. The rotating assembly is forged and the compression ratio is 13.0:1.

14 CAR CRAFT NOVEMBER 2014

IGNITION Currently (pun intended!) a stock-style HEI distributor triggers the combustion process.

Spark energy comes from an Accel Brute Thunder coil processed by an MSD 6A box with nitrous retard. Rod says he’s been running this ignition setup basically since 1988.

It was working fine when he was making less than 900 hp, but now that he’s up over 1,000, he needs something stronger.

1,100HP, 434CI SMALL-BLOCK CHEVY Rod and Jared Torres / Los Angeles, CA We were at Irwindale Drag Strip a few weeks ago when we saw a fairly innocuouslooking third-gen Firebird pull up to the line. The engine sounded especially healthy, so we paid attention as the car launched and were impressed to see it make what would have been a high-8-second pass in the quarter-mile. Searching the pit area, we found father-and-son duo Rod and Jared Torres working on the car. It turns out Rod purchased this 1985 Firebird new and has been racing it nearly since the day he took it home. Jared is only 20, but he acts like making 8-second passes is part of his daily routine. Let’s see what makes this car get down the track so fast.

By John McGann / Photos: John McGann

NITROUS AND INDUCTION Though the engine is plenty strong on its own, the big shot of nitrous is what gets this car down the track in such a hurry. Check out the Induction Solutions fogger system Rod has plumbed into the tall Brodix HV1000 intake manifold. The tune-up they’re running is about a 275 shot. Rod told us he’s used that Carb Shop–prepped Dominator carburetor since 1990. Prior to that, he was running an 850-cfm 4150-style carb, but it was too slow. A Clay Smith mechanical fuel pump keeps the float bowls full of C16 race gas, while a MagnaFuel electric pump feeds the fuel-enrichment side of the nitrous system. Both pumps draw from a 5-gallon cell in the trunk.

CAM AND HEADS The mechanical roller Comp cam is custom-ground to specs by BES Racing Engines, which actuates Crower stainless steel rocker arms secured by a stud girdle that allow the engine to rev past 7,500 rpm. Rod told us he recently installed the AFR 220 cylinder heads and likes them a lot.

EXHAUST AND ACCESSORIES Rod built the headers himself, and paraphrasing his description of the process, it was challenging to get them to fit this cramped chassis. He mounted the engine on a motor plate so he could get rid of the stock motor mounts and have more room for the headers. The motor plate also had the unintended (but always welcome) benefit of stiffening the chassis. The Jegs electric water pump moves a lot of water but only draws a small amount of current. The GZ vacuum pump had just been installed the weekend prior, and the two said they felt an improvement in how the engine runs with it.

“Less detonation and more horsepower,” Rod says, and that’s always a good thing.

NOVEMBER 2014 CARCRAFT.COM 15

SPEED PARTS OLD TRUCK STUFF What it is: A complete handling package from Hotchkis for 1967–1972 C10 pickups.

Why you care: Most of our readers have a pickup in their garage in addition to their project car, and there’s really no reason why you can’t make your truck a little more fun to drive without losing its function as a parts hauler. Hotchkis has been selling parts for shortbed C10s for a few years now, but this kit is designed for longbeds. Installing the parts will lower your truck 4 inches in the front and 6 inches in the rear, which immediately improves the handling by dropping the center of gravity. In addition, the redesigned upper and lower A-arms offer better camber and castor angles

than stock. New front and rear springs and sway bars, antisquat brackets, and an adjustable Panhard bar all contribute to giving these trucks a killer stance and better handling than they were ever meant to have.

How much: $5,800 for the complete kit. Components are also available separately, so you can build what you can afford.

Learn more: Hotchkis Sport Suspension; 877/466-7655; Hotchkis.net

NEW WINGS What it is: A reproduction Aerowing for 1987–1992 Pontiac Firebirds.

Why you care: The production wings for these cars were made from painted foam molded to a steel core. You can see how this can be a recipe for disaster: the paint chips or fades away, water oozes in, and the spoiler rots from the inside out, leaving you with a mess.

Original Equipment Reproduction (OER) has just released high-quality reproductions made from fiberglass, which will never rust and can be easily repaired if needed. They bolt in place of the stock spoiler and are sold ready-to-paint.

How much: Buy from Classic Industries for $399.99.

Learn more: Original Equipment Reproduction; OERParts.com

16 CAR CRAFT NOVEMBER 2014

PINION-ANGLE DEMO What it is: A cool, how-to video from BMR Suspension.

Why you care: We received an email from BMR containing a link to a video on the company’s YouTube channel demonstrating the correct way to set pinion angle. It was really interesting because it uses footage recorded from under the car showing how much the rear axlehousing deflects during normal driving and hard acceleration— something you don’t usually think too much about. Watch it yourself by searching “BMR Suspension S197 Mustang Driveline Angle” on YouTube.com.

How much: Free!

Learn more: BMR Suspension; 813/986-9302; BMRSuspension.com

INTELLIGENT INSTALL What it is: Applicaton-specific installation kits from Performance Automatic.

Why you care: Performance Automatic is selling Smart Pack installation kits, along with its new transmissions.

The kit includes hardware, block plates and dust covers, a dipstick and tube, and an Atomic Trans Controller and wiring harness. They are available for a variety of Ford and GM transmissions.

How much: Depends on application.

Learn more: Performance Automatic; 240/439-4650; PerformanceAutomatic.com

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HANDS ON

WE TEST IT

BluePrint Engines’ 540 Big-Block Crate Engine

By Richard Holdener / Photos: Richard Holdener and John McGann

18 CAR CRAFT NOVEMBER 2014

Fear not, fans of the original Mark IV bigblocks, BluePrint had its late-model, Gen VI– style blocks cast to accept mechanical fuel pumps for carbureted applications. Offered in a variety of different bore sizes, deck heights, and main seal configurations, this standard-deck block (PN PS5401CT) proudly displayed the BluePrint logo.

Tucked behind the neutral damper was a Gen VI front cover complete with timing pointer. Not shown are the forged internals that include a 4.25-inch stroker crank, 4340 forged rod, and 10.0:1 forged pistons. Though this 540 was rated at just 670 hp, the basic short-block was ready for even more.

➔

How do you build a better big-block? Easy, just follow the blueprints. As much as we love building our own big-blocks, BluePrint Engines has designed a crateengine program that delivers powerful packages at affordable prices. Big deal, you say, there are lots of crate-engine suppliers out there. That’s true, but BluePrint Engines is so confident in the research and development the company has done on its combinations that they feature a 30-month/50,000-mile warranty. What kind of warranty did the last motor you built come with? To find out if the horsepower matched the hype, we took BluePrint up on its offer to supply a 540 stroker assembly for testing. Our plan was to take one of the company’s PS5401CT long-block packages (minus intake, carb, and distributor) and verify the power-rated power output before treating it to future upgrades.

As supplied by BluePrint, the PS5401CT started off with its very own engine block casting. Knowing that many (if not most) of its customers would be running carburetors, BluePrint combined the advantages of the latest Gen VI block with the convenience of mechanical fuel pump

BluePrint’s Gen VI–style block featured provisions for a hydraulic roller cam, including the lifter guides and spider hold-down. Note that the package also included hardened pushrods.

provisions from the original Mark IV. Our BluePrint block was a serious step up from a standard GM block, offering main-priority oiling, splayed four-bolt main caps, and a one-piece rear-main seal. BluePrint also offers 4.250- and 4.600-inch bore versions, two-piece rear mains, and even tall (10.2-inch) decks for maximum strokers. Basically, BluePrint has a big-block to meet the

needs of just about every possible combination. The block was stuffed with forged internals, including a 4.25inch steel crank, 4340 forged rods, and forged pistons that combined with our 119cc combustion chambers to produce a streetable static compression ratio of 10.0:1. The compression was high enough to make good normally aspirated power, but wasn’t so high to

NOVEMBER 2014 CARCRAFT.COM 19

HANDS ON Topping off the 540 stroker was a set of BluePrint’s own aluminum BBC heads (PN PS8013).

The heads featured 358cc intake ports, 125cc exhaust ports, and 119cc combustion chambers.

We liked the fact that the engine had been assembled with ARP hardware and that each bolt head featured a paint mark to verify it had been properly torqued prior to testing and delivery to the customer. The fabricated aluminum valve covers were a nice touch.

20 CAR CRAFT NOVEMBER 2014

eliminate the possibility of a little boost or nitrous.

To help the Pro Series 540 from BluePrint make power, the stroker also included a healthy hydraulic roller cam.

Mild compared to a maximum-effort roller grind, the hydraulic roller cam offered 0.647 lift, 248/254 degrees duration, and 112-degree LSA. Wild cam timing would certainly increase power, but it’s hard to argue with the impressive power curve offered by this cam combination. The cam was teamed with hydraulic roller lifters (using the factory Gen VI retainers), Comp Cams hardened pushrods, and aluminum roller rockers. The cam was teamed with a set of BluePrint aluminum BBC heads. Maximizing head flow were massive 358cc intake ports, 125cc exhaust ports, and a 2.30/1.88-inch stainless steel valve package. Typical BBC heads featured 26-degree valve

The spring package was designed to work with the 0.647-inch lift, hydraulic roller cam and the heads were finished with guideplates and aluminum roller rockers.

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To verify the performance of the BluePrint 540, we pulled it from the crate and installed it on the dyno. Note that our PS5401CT package didn’t include an intake, carb, or distributor.

angles, but BluePrint rolled the valve angles backed by 2 degrees to further improve flow. According to the company’s literature, these heads featured CNC-machined exhaust ports and combustion chambers, but as-cast intake ports. Finishing up the stroker was a set of fabricated aluminum valve

covers, a custom oil pan, and a neutral damper.

After uncrating, we completed the long-block with a carb, intake, and distributor and set it up on the dyno. Our intake was an Edelbrock 454-R designed to accept a Dominator carb.

The single-plane intake was ideally

suited to the power needs of the stroker assembly. The literature supplied with the 540 from BluePrint recommends an 850 (4150-series) Holley, but we installed a larger Holley 1050 Ultra Dominator. The carb was teamed with MSD’s billet distributor and plug wires, along with Lucas 5W-30 oil and a set of dyno headers. Though it had been previously run on BluePrint’s dyno (part of the build process for all engines before being shipped to customers), we subjected the motor to prelubing and a break-in cycle before putting the hammer down. Rated at 670 hp and 660 lb-ft of torque, the BluePrint Pro Series 540 produced an even 700 hp and 669 lb-ft ft of torque, meaning the company delivered more than promised. Getting more for less (with a warranty)—that, my friends, is a blueprint for success.

We pre-lubed the engine after installing Edelbrock’s 454 R intake manifold. Though this was performed by BluePrint prior to its in-house dyno testing, we wanted to be sure everything was properly lubed. Since our 540 was equipped with a hydraulic roller cam, there was no need for high-zinc oil (or additive) or to keep engine speeds above 2,000 rpm to break in the cam and lifters.

22 CAR CRAFT NOVEMBER 2014

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The Edelbrock intake was designed to accept a 4500-series carb, so we installed Holley’s 1050 Ultra Dominator.

We also installed an MSD billet distributor and wires to complete the big-block.

Though rated by BluePrint Engines at 670 hp and 660 lb-ft of torque on the company’s dyno, our results netted an even 700 hp and 669 lb-ft of torque. While we suspect the larger carb and 4500-series intake were responsible for some of the additional power (BluePrint tested it with 4150-series Holley 850), we also know that BluePrint is a tad conservative on its power ratings to ensure customers get more than they pay for.

A power curve like this is why people build big-blocks in the first place. Not only did the 540 stroker produce a peak of 669 lb-ft, but the combination exceeded 650 lb-ft of torque from 3,900–5,500 rpm. Also remember that the short-block is poised for even greater power levels. END

➔SOURCES

BluePrint Engines; 800/483-4263; BluePrintEngines.com Edelbrock; 310/781-2222; Edelbrock.com Holley; 866/464-6553; Holley.com MSD; 915/857-5200; MSDIgnition.com

24 CAR CRAFT NOVEMBER 2014

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STEP BY STEP

By Douglas R. Glad / Photos Douglas R. Glad

➔

Here’s what you are worried about. Does it really learn?

Does it bolt-on in exactly the same manner as the carburetor that I am used to? Will it solve some problems? Is it complicated? Is it man enough for my big-block muscle car?

26 CAR CRAFT NOVEMBER 2014

To answer these questions, we borrowed blues great Kenny Wayne Shepherd’s 1969 Dodge Charger while he was touring in Europe, chucked the leaker carb, and bolted on an Edelbrock E-Street fuel-injection system in its place. Then we did burnouts.

First up, a new EFI system isn’t going to cure an existing problem like an engine miss, pinging, or hard starting related to a bad electrical system or incorrect timing. What it will do is cure engine run-on (also called dieseling)—a choke-related starting problem—and if

This is Kenny Wayne Shepherd’s 1969 Charger. Orange, big-block, pushbar, and General Lee–inspired graphics. What’s not to like?

NOVEMBER 2014 CARCRAFT.COM 27

STEP BY STEP Even a properly tuned carburetor will have problems with a huge cam, no vacuum signal at idle, and no initial timing. The Edelbrock EFI didn’t seem to care about any of that. The 440 already had an MSD Ready-To-Run distributor and a return-style fuel system set up for EFI.

your carburetor is rich, trim the fuel curve to give you better gas mileage and maybe a little more power. So to make sure Kenny’s car was running correctly, we strapped it to Edelbrock’s chassis dyno and made a few pulls for a baseline number.

The Charger has a 494-inch 440 with Edelbrock Performer RPM heads, and that is about all we know about it.

The cam is huge, so we only saw about 7–8 inches of vacuum at idle, and it has a detonation problem likely due to a high-compression ratio and the load involved in pulling this heavy beast of a car. Combine that with a stock, flat hood and a 90-degree day, and the bigblock could only hold about 5 degrees of initial timing before it started to ping. To get an engine with a lot of cam and only a few degrees of timing to idle requires the throttle blades to be opened far enough to uncover the transfer slot in the carburetor, causing the car to run on after the key is turned

28 CAR CRAFT NOVEMBER 2014

off. The result is a long, rattling death when the car is parked. Kenny was losing style points.

Aside from the graphics, the Charger

represents an average street machine that has had several different shops working on it. At some point, someone installed a return-style fuel system Yes, it also has air horns that play Dixie.

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STEP BY STEP The 3602 EFI kit has a 67-gph fuel pump capable of supporting 600 hp and maintaining 60 psi of fuel pressure. The modified stock fuel tank lacks baffles that prevent fuel from sloshing away from the fuel pickup during hard acceleration. The engineers at Edelbrock found that when the fuel level was lower than a quarter of a tank, fuel starvation occurred.

We recommend a tank from Rick’s or Aeromotive to solve this problem.

The O2 bung needs to be welded 2–6 inches behind the header collector on an angle 10 degrees above horizontal so it doesn’t get contaminated with water trapped in the exhaust system.

using the stock fuel tank. This was fortunate because a good fuel system is required by the Edelbrock EFI system.

The EFI also requires an O2 sensor to be installed after the header collector and cannot be used with a point-style distributor. You will need an HEI or an aftermarket distributor.

There are three systems offered that fit any car with a standard-style (4150style, not a 4500 Dominator) carburetor flange. The first is the base system (PN 3600) that doesn’t include a fuel system. The next two include a fuel system. The PN 3602 is for cars with an EFI sump and return already in the fuel tank, and PN 3606 is for cars with a stock tank and mechanical fuel pump. The 3606 includes a smaller auxiliary tank that has a pump and return built in that acts as a loop between it and the EFI system. Kenny’s car already had a built-in sump in the fuel tank and a good electric pump, so we are going to install the 3602.

The directions supplied with the kit are comprehensive and easy to follow, so we are not going to rewrite them here. There is a computer and a harness that need to be installed somewhere on the vehicle, the carburetor needs to be removed and replaced with the throttlebody, and that’s about it. We used the existing throttle cable and kickdown, and replaced the fuel line and regulator with the parts supplied in the installation kit. The trick Edelbrock air cleaner was extra, but you can reuse the one you already have.

The baseline test was performed on a Monday using the stock 4-bbl carburetor. The installation took one day, and the second test was on a Wednesday

The factory ball stud and kickdown bracket were removed from the original carb and reused.

The EFI throttle-body uses the same linkage as a standard 4150-flange 4-bbl carburetor, so the existing throttle cable and kickdown can be used. The throttle-body has four injectors and manifold-air-temperature, throttle-position, manifold-absolute-pressure, and fuelpressure sensors built in. Just plug in the harness.

30 CAR CRAFT NOVEMBER 2014

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STEP BY STEP

afternoon. After the installation and before the car was started, Edelbrock engineer Mark Honsowetz walked us through the setup on the tablet supplied in the kit. With the key on, the ECU and the tablet make a wireless connection. Using the Setup Wizard, Mark answered basic questions like the size of the engine, general cam specs, what ignition and fuel systems are on the car, set the rev limit, and started the engine. Once the engine was warmed up, Mark ran through the idle setup procedure to set the idle at 950 rpm. That was it. Mark dropped the car in gear and we backed out of the shop.

The Edelbrock system uses a matrix of values that are constantly being updated to get the car to maintain idle and a preset air/fuel ratio. As we drove the car around the block, the engine characteristics changed as the ECU learned how the car was being driven and what it required to maintain the O2 set points and tune. The air/fuel set points are preset from Edelbrock, but the system is flexible enough to allow changes to idle, cruise, and (our favorite) WOT. Before the second trip around the block, Mark trimmed the air/fuel ratio to 13.4:1 at idle, 13.9:1 at cruise, and 12.5:1 WOT using big,

easy-to-use buttons on the Adjust O2 Set Points menu. After five minutes of driving, we snapped open the throttle and flawlessly executed a First- and Second-gear burnout without any hesitation or bog.

Back on the dyno, the engine made 434 rwhp and the air/fuel ratio began to look like a curve instead of a drop down a mineshaft, and we also noticed the run-on had disappeared along with most of the black and blue smoke from the tailpipe. The air/fuel ratio is something we could have tuned in the older carburetor using the Jeff Smith jet-andair-bleed tuning trick we have published many times. Instead of us taking things apart, this system tuned itself while we stood there and watched it.

The run-on problem solved itself. With EFI, the injectors shut off with the key, so run-on is impossible.

The ECU was hidden under the carpet.

We recommend supplying the power and ground directly from the battery and mounting the ECU on the same side of the car as the O2 bung.

The new throttle-body has all the timed and manifold vacuum ports to run power brakes, PCV, and timing control. The kit come s with the throttle return spring and bracket.

You can compare the original fuel lines and the new system from Edelbrock with the fendermounted, adjustable fuel-pressure regulator. Fuel is returned from the regulator to the tank.

32 CAR CRAFT NOVEMBER 2014

The E-Street EFI system comes with a 7-inch, Windows-based tablet with Bluetooth, so it can communicate with the ECU in real time. It manages the fans and A/C kickup, rev limit, and the fuel injectors and fuel pump. It also has a handy gauge panel to see engine parameters in real time.

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STEP BY STEP

This is what you are paying for. The fuel curve gets richer as load is applied based on the parameters in the Adjust O2 Set Points menu. In time, the fuel curve will get closer to the WOT setting of 12.5:1.

The E-Street System is easy to install, fits under the air cleaner like a carb, uses your existing throttle cable and kickdown, and tunes itself. What else could you ask for?

We estimate this to be a two-weekend job. On the first weekend, you will need to take the car to an exhaust shop for an O2 bung and make sure the engine doesn’t have problems like bad plugs, incorrect timing, low compression, or a flat cam. The next weekend, install the fuel system and swap the carb for the throttle-body, mount the ECU, and plug in the wiring harness. You’ll be set to go to work on Monday. END

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FAST’s self-learning EZ-EFI 2.0 can run on E85 fuel and, with some intelligent tuning, it can even run on percentages of alcohol besides E85.

Once you understand the basics of EFI and fuel, you will become a better tuner.

FLEX-FUEL AFTERMARKET EFI Rob Wetak; Manty, WI (Land of the Missing Rocket Panels): You did a great job comparing some of the top aftermarket fuel-injection systems on the market. The OEs have flex-fuel vehicles that run on anything from pure gasoline to E85 with no notable change in function and no user input. Are any of these systems capable of adapting to whatever fuel you feed them without user input or change in performance? If not, why? And is this technology on the horizon for aftermarket users?

Jeff Smith: Thanks for an insightful question, Rob. Let’s pull out some ideas and see what sticks. The question about the fuel-injection systems we tested in the Mar. 2014 issue (“Car Craft’s Giant EFI Test”) is a bit complicated. The systems we tested were all of the latest-generation, self-learning, throttle-body systems intended to replace a carburetor with a self-contained throttle-body with injectors.

With one exception, these systems are limited in fuel delivery because they only use four injectors. Most of the systems we tested are rated at a maximum of 600 hp based on the use of

36 CAR CRAFT NOVEMBER 2014

gasoline. However, E85 (which is 85 percent ethanol) requires roughly 30 percent more fuel to deliver the same amount of heat per pound of gasoline, so that 600hp rating will only be able to deliver enough E85 fuel to feed roughly 400 hp. While this might suffice for some engines, it’s right on the ragged edge. One system in our test, the FAST EZ-EFI 2.0, uses eight injectors instead of four and is therefore able to support 1,200 hp worth of fuel using gasoline. If we trim this by onethird for E85, it still has the capacity to deliver enough fuel to feed 800 hp. But this is only part of the story.

A typical aftermarket, multi-point EFI system should be able to accommodate E85 fuel as long as the fuel pump, delivery system, and injectors are designed to operate with E85 and if the injectors are big enough. We made mention of several of these concerns in our story “The Big Switch” (July 2014) on how to convert to E85, so you should also read that story. The big issue, and the focal point of your question, will be tuning for various mixtures of ethanol and gasoline.

You’re correct that the flex-fuel vehi-

cles are designed to run on anything from pure ethanol (E98) to straight gasoline, with no external tuning inputs.

The OEs do a tremendous amount of tuning to build an EFI system that will accommodate percentages of alcohol and gasoline on either side of 85 percent alcohol. I spoke with FAST’s Kevin Winstead about how that works. Flexfuel cars have a sensor in the fuel line that detects the amount of alcohol.

This sensor is used to affect what FAST calls the fuel energy constant (FEC)—a number integrated into the computer that defines the amount of energy created by a pound of fuel. When a fuelinjection system is tuned to run on pure gasoline, this number is one. But if the user decides to employ a different fuel, the energy constant number must change. To explain this, you are probably aware that ethanol has only about two-thirds the energy content of gasoline. That’s why you have to burn roughly 30 percent more ethanol to make the same amount of heat as gasoline. So when using E85, the FEC must change to reflect the fuel’s lower energy content. This FEC directly affects the EFI system’s base fuel-map for a given load at a given rpm.

The FAST XFI 2.0 uses data from a GM flex-fuel sensor to automatically recalculate the FEC and make changes to the base fuel map so driveability and even WOT metering isn’t radically affected. In addition, the oxygen-sensor feedback will also help to fine-tune the changes made using the FEC. None of the less-expensive, self-learning systems like the EZ-EFI 2.0, Holley Terminator, MSD Atomic, or Edelbrock systems have the capability to accept this GM sensor input, so you must input this data into the system yourself by changing the target air/fuelratio numbers. This means you would lean the system relative to the typical E85 tune because there is more gasoline. We’ve included a chart to show the FEC for various fuels and the stoichiometric air/fuel (A/F) ratios for each. The stoichiometric A/F is the chemically correct A/F ratio that is used for part-throttle cruise. For maximum power, the ratios will be richer.

Winstead mentioned that the ignition requirements might also have to change, but, if so, I think they would be minimal. This, of course, assumes that

ASK ANYTHING FUEL ENERGY CONSTANTS FOR VARIOUS FUELS The FEC values are simply the stoichiometric value for the given fuel divided by the stoichiometric value of gasoline. So in the case of E85, the FEC is 0.680 x stoichiometric value of gasoline 14.7:1 = 9.99:1 (which is rounded to 10:1). The max power A/F ratios indicated here are simple estimates; the demands for each engine combination will be different.

FUEL ENERGY STOICHIOMETRIC MAX POWER FUEL CONTENT (FEC) A/F A/F Comp. natural gas 1.17 17.2:1 14.5:1 (CNG) Liquid propane 1.07 15.7:1 13.2:1 Gasoline 1.00 14.7:1 12.5:1 E85 (85% ethanol) 0.680 10.0:1 8.0:1 Ethanol 0.612 9.0:1 7.2:1 Methanol 0.439 6.45:1 4.0:1

detonation isn’t an issue. If the engine has a lot of static compression, then pulling some timing out may be required when using a higher percentage of gasoline—assuming the gasoline would have a lower octane rating than alcohol. E85 is generally rated around 100–105 octane.

The short answer is that the budget, self-learning systems are not designed to integrate a flex-fuel sensor to automatically compensate the A/F for different percentages of alcohol. But FAST, for example, offers a system that performs this function.

If you can step up to a more expensive system, Kevin says that the fully programmable, multi-point EFI controller FAST XFI 2.0 system has the capability to integrate the GM flex-fuel sensor.

This is probably much more information than you originally wanted, but this is great material that helps explain how EFI works. It’s also important to consider how many more options are now available for the performance enthusiast. Perhaps the best part is that these EFI systems are much quicker and easier to tune with a couple of keystrokes than sitting in the pits or by the side of the road changing carburetor jets.

MORE INFO Fuel Air Spark Technology (FAST); 877/334-8355; FuelAirSpark.com

SMALL-BLOCK FORD TUNING Jol Hennesey; New Zealand: My engine is not quite performing as it should. It is a 1988 5.0L block with a Scat crank, Probe rods, and flat-top

pistons to get 331 ci. The Trick Flow Twisted Wedge heads have a cleanup in the intake and exhaust, and I’m using Crane 1:6:1 roller rockers. The intake is a port-matched Performer RPM topped with a Quick Fuel 750-cfm, doublepumper carb. The cam is a Comp XR268 solid roller with 230 and 236 degrees at 0.050 with 0.589- and 0.602-inch lift. I use an MSD distributor with a Crane CD ignition and 4-into-2into-1 Pacemaker headers. I run a T5 box with a 3.73:1 9-inch rear end in a 3,700-pound Falcon that’s used for the street (not racing). I used Cam Quest from Comp Cams to simulate the power, and it estimated 450 hp with this combo, but I’m falling short by around 130 hp. Do you think the cam is too big? What about my carburetor?

I’m also using an Innovate gauge, and it shows the engine runs very rich: 12.2:1 at idle, 13:1 at cruise, and 9.0:1 at WOT! When I slowly squeeze on the throttle (not activating the accelerator pumps), it goes lean to 22.5:1. This is the best I can get it before the stumble makes it almost impossible to drive. Should I be running a 650-cfm carb? Or should I save my money and get a Holley Terminator EFI. I’m looking for better street manners and the extra power.

Jeff Smith: There’s much to talk about here! Let’s start with horsepower estimates. That’s all they really should be used for—estimates, not carved-instone facts. Our favorite horsepowerestimator formula rates your combination at 443, so they are certainly close. You didn’t mention how you obtained the “falling short by 130 hp” figure, which I must infer means

HIGH PERFORMANCE This is the MSD advance-curve system used on all MSD distributors. This distributor has already changed to the light-silver and light-blue springs to speed up the curve.

your engine is making 320 hp. Is that at the flywheel, or is that a rear-wheel-horsepower (rwhp) number obtained on a chassis dyno?

For the sake of argument, let’s assume this is the rwhp number of 450 – 130 = 320 hp. At nearly 30 percent loss of power, this seems excessive. The typical percentage of loss through the drivetrain with an automatic trans is 18–20 percent. Because you are running a T5 manual, a smaller transmission that does not eat as much power, you could expect to see 13–15 percent of power lost through the drivetrain. If your engine truly made 450 hp, the rwhp number should be between 375–390 hp. We’re assuming an awful lot here, but let’s take a stab at what you’ve mentioned, plus some other ideas that help gain back that missing power.

Break out your timing light and double-check to make sure you have at least 34–36 degrees of total timing at 2,500 rpm. If your advance curve is slow and limited to only about 18 degrees total timing, it won’t all come in until 4,000 rpm, which is way too high. The quickest way to improve the advance curve is to change to the light-silver and light-blue springs, sold by MSD. That will get the advance all in by 2,500 rpm. If you have not done this, try it before you make any other changes. Set the initial timing so you have a total advance of about 34 degrees, which can be a combination like 16 degrees of initial timing with 18 degrees of additional advance provided by the distributor. Also, make sure

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you are using a spiral-wound-style of spark plug wires, such as wires from MSD, Accel, Moroso, or others. Do not use a wires that are called “suppression” wires. These have very high resistance values and tend to kill ignition power to the spark plugs.

A 750-cfm carburetor is a great choice for this combination, so it does not need to be changed, but I’m surprised your A/F ratios are that far off on the Quick Fuel carburetor. I’ve generally had very good luck with them. The first thing I would do is make sure the factory jetting is in the carburetor.

It’s not unusual for tuners to “help” a carburetor by fattening it up. These carburetors are set from the factory to be pretty close, especially at WOT. Make sure the float levels are set properly, and start with the idle mixture screws set a 11⁄2 turns out from fully closed. You want to make sure the pressure is adequate under full load. The easiest way to check this is with an accurate pressure gauge that you can read while the engine is under full power, like at the top of Third gear. This is why racers mount the fuel-pressure gauge on the cowl.

The Innovate air/fuel meter is a good unit, and most of the oxygen sensors I’ve used have been fairly accurate, but I have occasionally found sensors that report erroneous readings. You need to verify with testing. I would suggest putting the stock jetting back in the carburetor, then perform a quick test by measuring the time to accelerate from 3,000 to 5,000 rpm in Third gear at WOT. Do this test somewhere safe, where you can repeat it at least three times for each jetting change. Baseline the car by accelerating from 30–60 mph in Third gear three times in a row. If you suspect the carb is jetted too rich, re-jet all four corners by two to three jet sizes lower, then repeat the test. If the car accelerates in less time, then take another two jet sizes out and do the test again. If the car slows down, add two or three jet sizes to the original baseline jetting and test again.

If the performance in this test is slower than the baseline, then

you know the jetting is very close to ideal. This will also work at the dragstrip if you use mph as your guideline.

Tune for best mph instead of elapsed time. The problem with e.t. is that it is tied too closely to traction. Trap speed is the best indication for engine power.

Clearly, this is a lot of work, but none of it is difficult. It just takes time and a little effort. Sure, you can take the car to a chassis dyno tuner and pay them to do the work, but if you follow these procedures, you can do the same thing they’re doing and save your money for other go-fast parts. You asked about Holley’s Terminator EFI. It’s a great system, but before you throw your carburetor out, try tuning. Assuming the engine is sound, you can get there with a carburetor. It just takes a little more effort.

MORE INFO Holley; 866/464-6553; Holley.com Innovate; 714/372-5910; InnovateMotorsports.com MSD; 915/857-5200; MSDIgnition.com

PLAYING THE E85 GAME James F.; via CarCraft.com: I plan on building a turbo Ford 302 using E85.

Does E85 dilute the engine oil from blow-by, especially under boost? Can you suggest oil types or how often to change oil? I usually use synthetic diesel oil in my older vehicles, and change it once a year. Thanks.

Jeff Smith: That’s a great question, James. All supercharged engines really like E85, not only because of the better octane but also because of the cooling effect of alcohol. Our experience with E85 has been limited to just dyno testing, but the short answer is that unless you run ridiculously rich air/fuel ratios at low engine speeds, oil dilution should not be a problem. There are probably hundreds of thousands of factory flexfuel vehicles running around on E85, and I have heard that these engines tend to run a little cleaner. The chemical formula for ethanol is C2H6O, while gasoline is much more complex, but a common formula would be C8H18. Since E85 is 85 percent alcohol, you can see it has an oxygen molecule and fewer carbon molecules than gasoline. This is the one reason why ethanol has less energy density. With fewer carbon molecules, it tends to burn cleaner than gasoline with predictably fewer carbon deposits, but alcohol is also a great cleaner and could dilute the oil. This only happens if very

rich mixtures tend to allow liquid alcohol to slip past the rings and end up in the crankcase. This isn’t likely because alcohol boils at a much lower temperature than water, so any alcohol that gets into the sump will evaporate once the engine oil temperature exceeds 180 degrees.

You may have seen the dirty yellow oil that comes out of Top Fuel engines after every pass. That is an extreme example of oil dilution—but they run an air/fuel mixture of close to 1:1 to make power. E85’s part-throttle mixture is richer than gasoline (10:1), but the bottom line is that as long as your air/fuel mixtures are reasonably close, you shouldn’t have a problem.

Synthetic diesel oil should work fine, but diesel oil recently reduced the percentage of ZDDP and also increased the levels of detergents. The numbers are still slightly better than API gasoline engine oil, but not nearly as good as they used to be. If you drive the car infrequently (3,000–4,000 miles a year), changing the oil once a year is acceptable. Also consider a synthetic performance oil (without an API number). This type of oil has better performance characteristics and will also contain a higher relationship of the antiwear ZDDP additive relative to the amount of detergents. Companies like Lucas, Red Line, Driven Racing Oil, Comp Cams, and Royal Purple make oils specific for a performance engine.

We’ll save that whole topic on the current state of engine oil for another column. This is fascinating material for those who really want to know what’s going on, and it’s changing all the time.

Fixing a classic is a ritual a rite of passage and a way of life.

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Time with dad isn’t a drag and the best sound you ever heard is finally getting the darn thing started.

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THIS GUY’S GARAGE TOMMY JOHNSON SR. / Lake Norman, NC If you follow NHRA drag racing, then you probably know Tommy Johnson Jr. drives the Make-A-Wish AA/Funny Car for Don Schumacher Racing. In fact, Tommy Jr. recently won the NHRA Thunder Valley Nationals in Bristol, TN. But this isn’t Tommy Jr.’s garage. This is Tommy “9 Lives” Johnson Sr.’s shop. He has lived what many might consider a pretty full life.

When this writer was just a kid in Iowa, I helped my friends

race a 1957 Chevy, and we sometimes pitted near Tommy Sr. He crashed very badly driving a Vega race car in 1973, which almost took his life and earned him his nickname. He reinforced it again roughly 15 years ago after his doctor told him he had terminal cancer. He beat the disease with treatment not approved in the U.S. and feels so strongly about what he learned that he wrote a book (CancerBook-TJ.com).

The Skoal Bandit wall art is part of the Prudhomme team Funny Car body that blew up in a first-round meltdown at Englishtown in 2007 with Tommy Jr. at the wheel. He and the team came back to win the race after rebuilding nearly everything on the car.

This is Tommy Sr.’s all-steel 1934 Ford Victoria. Tommy says this body style is 9 inches shorter than regular sedans, yet it still has a trunk. Tommy has owned this car for 30-plus years.

42 CAR CRAFT NOVEMBER 2014

Tommy Sr. is retired now, but he really hasn’t slowed down very much. Did you know the Johnson family once raced as a Top Fuel privateer team from 1989–1991 and then Chrysler sponsored them for a few years. Tommy Jr. drove the car, but it was a tough way to make a living. If that wasn’t enough, in 1992, daughter Wendy took the NHRA Super Comp title at Topeka.

Even now, racing is a big part of Johnson family life. When Tommy Sr. moved to the Mooresville, NC, area, the house he wanted came with home owner association (HOA) restrictions basically banning all forms of four-wheeled fun, so he bought a house with a separate shop outside town. He The go-kart is 5-year-old grandson Zane’s and was a gift from family friend Don Miller, the retired president of Penske Racing who owns the North Carolina Stock Car Museum in Mooresville.

shares the shop with his son-in-law, Mike Childers, Wendy’s husband. Mike is a fabricator for Penske Racing, working on both the #2 car of Brad Keselowski and the #22 car of Joey Logano in NASCAR’s Sprint Cup series, while Wendy manages the Dale Earnhardt Jr. Foundation. In the midst of all this activity, the family still has time for Tommy Jr.’s 9-year-old grandson, Gage Childers, to compete in NHRA Jr. Dragster and younger grandson Zane’s adventures. All this effort makes you wonder what other people do with all their spare time, doesn’t it?

By Jeff Smith / Photo: Wendy Childers

The 1969 Camaro is fully street legal, but is mainly set up for bracket racing with its 498ci big-block Chevy and ATI Powerglide with a transbrake. It runs 10.20s in the quarter-mile through mufflers—without nitrous.

In the corner of the room is Tommy Jr.’s NHRA Wally for winning Englishtown in 2007 driving the Prudhomme Skoal car.

Tommy Jr. won that race on Father’s Day, making it Tommy Sr.’s favorite win. Interestingly, three of Tommy Jr.’s 10 final-round wins have come on Father’s Day.

The Jr. Dragster is 9-year-old grandson Gage’s ride, with sponsorship from Roy Hill’s Drag Racing School. This Briggs & Stratton– powered digger runs 11.60s in the eighth-mile.

NOVEMBER 2014 CARCRAFT.COM 43

PROJECT CAR

PROJECT C10 Upgrading the Rear Brakes and Differential

By John McGann / Photos: John McGann

➔

In the Sept. 2014 issue, we showed you the highlights of installing Classic Performance Products’ (CPP) big-brake kit on the front of our 1967 C10. This month, we finish the job by installing CPP’s matching rear disc kit, springs and shocks, and a locker differential.

Removal of the drum assemblies is easy: pull the diff cover, remove the C-clips, slide out the axles, and unbolt the backing plates from the axle flange. You will likely need to tap the backing plates with a hammer to free them from the axletubes. We also removed the parking-brake cables with the drums, which involved unhooking a couple slip joints and some spring clips—no big deal.

44 CAR CRAFT NOVEMBER 2014

Our differential housing was just as crusty, with decades of baked-on grime. After spending a day dodging falling chunks of scraped-off crud, we decided it would be much easier to remove the axlehousing from the truck. That’s when we also decided to remove the trailing arms so we could reinforce them with steel plate, as documented in the Sept. 2014 issue.

Our shop dog, dog Culver, C l k keptt would-be ld b thieves at bay.

After eons of scraping and rivers of degreaser, our truck 12-bolt housing was clean and ready for paint. Wanting to be trendy, we tried spraying it with Plasti-Dip, but it started to peel away while moving the housing around, so we peeled it all off and painted it with regular Rust-Oleum trim and bumper paint.

Here’s how not to install a new stud! The large nut we used as a spacer engaged the threads of the stud as it was being pulled in, causing the stud to bend. Save yourself some grief and use a smooth-bore piece of pipe or a tall stack of washers, and your studs will go in straight and true.

Just to be sure, we doublechecked our work with a right-angle gauge.

CPP’s brake kit included new studs that are longer than stock.

Since a couple of ours were broken, we decided to replace them all. Whacking the old ones with a 3-pound sledge hammer is an efficient way to remove a wheel stud you have no intension of reusing. We drew the new studs on by using a regular nut and several washers as spacers. It’s a good idea to use some WD-40 to keep the parts from binding.

NOVEMBER 2014 CARCRAFT.COM 45

PROJECT CAR

In an ideal world, every differential has a limited slip mechanism in it. Unfortunately, our’s is lacking and one wheel burnouts are lame.

The easiest and least expensive option available to us right now was to install a locker. This one is a Spartan Locker, manufactured

by USA Gear and provided to us by Rock Auto. These differentials replace the side- and spider gears in a typical open differential and use a ratcheting mechanism to keep both axles turning at the same rate. The lugs on the part in the foreground engage a similarly toothed piece already installed in the carrier that replaces the side gears. Spring tension holds the teeth together.

Next, install the other side’s axleshaft, differential ratcheting mechanism, and slip the second C-clip in the gap.

To install them, you must grind out the rivets holding the upper mounts to the frame.

The lower mounts just bolt to the bottom of the trailing arms.

Lowering the back of our truck by about 3 inches affects the shock angle in a way that makes them less effective and can actually cause them to bind. CPP’s kit includes upper and lower shock-mount relocation brackets that reorient the shocks in a more upright, vertical position.

46 CAR CRAFT NOVEMBER 2014

The instructions included with the unit weren’t great. They didn’t describe the installation process for C-clip axles, so it took some fiddling before we realized the best procedure was to install one half of the differential, then install that half’s axle and C-clip. It would be helpful to have a couple extra hands for this process.

Removing these wires will release the spring tension on the four plungers that force the two halves of the differential apart, engaging the ratcheting teeth for each axle. You may need to slightly turn each axle independently of each other to get the two halves aligned correctly. With the two halves of the unit under spring tension and spread fully apart, the differential cross pin can now be reinstalled and the cover bolted back on.

BUILDING A

GASSER

FOR HOT ROD TO AUTHENTICALLY CREATE ROADKILL requires that they come prepared. As Finnegan builds the Roadkill ’55 Chevy Gasser he’s taken completely unassociated parts and in order to make it work, it’s has first considered the Built To Work mentality. Perhaps you’ve thought about marrying a classic Chevy with Hemi Power in a nose-high style?

If you’re considering building a Gasser of your own and don’t know where to start, check out these important three steps.

1. BE INSPIRED.

Sure, you could read Hot Rod Magazine coverto-cover, but if you are looking for even more inspiration for your Gasser project, check out jalopyjournal.com and gassersinc.com for inspiration.

2. BE COMFORTABLE:

Mike’s been at the shop a total of 83 hours in the last four days, so staying comfortable is crucial. “When I work at the shop, to beat the heat I wear Dickies 13” Relaxed Fit Cargo Shorts. Not only are they comfortable, they also feature stain-release fabric. I can wipe off the dirt and oil from the fabric so I can head to my office without ruining my desk chair.”

3. BE EQUIPPED.

The Hot Rod Tech Center has every Eastwood handtool, Miller Electric welder and Direct-Lift we could ever need, but the reality is that we have to be relevant and authentic to the viewers. Next time you’re shopping for a tool or Dickies apparel, treat yourself to function first so that you, too, can easily and comfortably complete the task.

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PROJECT CAR

After grinding the heads off the rivets, you should be able to easily pry out the stock shock mounts. Use a chisel to drive out the remaining chunks of rivet and bolt the new shock brackets to the same holes as the stock ones.

At this point, we reassembled the rear suspension components, including CPP’s new rear springs and shocks and new axle U-bolts from Rock Auto.

CPP’s disc-brake installation kit comes with brackets, new hardware, and an assortment of shims you may need to use to center the brake caliper over the rotor.

The brackets and shims bolt to the same holes in the axle flange used to mount the drum brake backing plate.

Install a rotor to the axle, then bolt the caliper bracket to the axlemounting brackets. If the caliper bracket isn’t centered over the rotor, add or replace shims as necessary. It took us about three tries with differing combinations of shims to get it right.

Once the rotor is centered and spins freely within the caliper bracket, all the hardware can be torqued and the calipers can be installed. Coming next time: plumbing, bleeding, and burnouts! END

PARTS LIST DESCRIPTION Big brake kit, front/rear Rear springs/shocks, 3-inch drop Rear shock-relocation kit Spartan Locker Rear axle U-bolt

➔SOURCES

PN 6772FRBK6-BB-R 6372CSSK-R 6372SRK SLGM1230 USB052R

Classic Performance Products; 714/522-2000; ClassicPerform.com Rock Auto; 608/661-1376; RockAuto.com

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54 CAR CRAFT NOVEMBER 2014

PRO ET STREIM AGE

By Jeff Smith

Glad, Photos: Wes Allison, Douglas R. John McGann, and Jeff Smith

PILGR

Car Craft Returns to Du Quoin

Our return to Du Quoin, Illinois, was nothing less than a major success. Does this mean there’s a push to bring back Pro Street? Or perhaps—just perhaps—it never died.

NOVEMBER 2014 CARCRAFT.COM 55

PRO STREET PILGRIMAGE

L

ast year, we went back to the beginnings of the street machine movement and the origins of Pro Street by returning to Du Quoin, Illinois.

It was here that much of street machining’s tribal knowledge grew out of the great cars built back when electronic fuel injection was new, while blowers, tunnel rams, and wild paint graphics were necessary to play the Pro Street game. Nothing this good or this wild can last forever, and by 1998, Du Quoin burned out.

It’s been said that all a good idea needs is a voice, and perhaps more than anyone else, Toby Brooks was that

guy who decided the Street Machine Nationals needed a second chance.

Car Craft’s parent company—The Enthusiast Network (TEN)—agreed and recreated a bit of the magic by returning to Du Quoin in 2013, bringing with us a wonderful assortment of Pro Street legends.

Last year’s success was all the push this idea needed to gain momentum for the 2014 adventure.

But we also know that hanging an event on cars built 25 years ago is a tough sell because, frankly, they don’t change. The beauty of the Du Quoin vibe is that Pro Street never died.

Perhaps it lay dormant for some years, but it never went away. There are still true believers who will willingly invest in a pair of 33x20x15 steamrollers and the visual impact of a polished 8-71 blower. And now we have a place for them—a Mecca that Pro Streeters can call their own. It now must be about the next generation to define this type of car. They have the blueprints from the past to guide them, but if they are as resourceful and creative as their firstgeneration ancestors, then the next few years should be loud, fast, and very real. Game on, my friends.

“Now I know what Dr. Frankenstein went though.”

—Matt Hay, commenting on resurrecting the T-Bird

Matt Hay says regardless of where the T-Bird may end up, he’s keeping the wing after having all his friends offer their autographs and encouragement, including former CC publisher Harry Hibler.

THE ’BIRD Last year, part of the Nationals’ lure was inviting several Pro Street legends, many of whom brought the cars they were famous for, including Scott Sullivan and his Cheese Whiz 1955 Chevy, Mark Grimes and his cobalt-blue 1965 Chevelle, and RideTech owner Bret Voelkel with his 1970 Mustang. Also in attendance were Matt and Debbie Hay, who had built some amazing cars like their blown Olds Ciera and pink 1988 Thunderbird, both of which they had sold years ago. During the show, it became obvious that, while Matt and Debbie were happy to be with their friends again, there was a bright-pink piece of the puzzle missing. After some discussion, they tracked down the T-Bird (it had spent years in a barn, of all places) and bought it back. Next came the daunting task of restoring the ’Bird with less than 10 months until this year’s show. We followed the trail of pink paint dust left in the wake of the proud ’Bird’s resurrection. Squeeg’s Kustoms in Chandler, Arizona, originally applied the retina-searing pink hues, so it was only natural that shop should play a major part in its restoration.

Shop owner Squeeg Jerger’s son, Doug, was just a youngster when the T-bird first sat in the paint booth, and now he runs the shop his father started and

56 CAR CRAFT NOVEMBER 2014

painted the car this time around.

Matt and Debbie, their daughter, Alexa, and good friend, Tom Walsh, pitched in to help complete the ’Bird.

The results were more than worth the effort. And the car has evolved. Originally, Matt fitted the small-block with side-draft Mikuni carburetors, but later converted to a then up-and-coming company called Digital Fuel Injection (DFI). He still has the now very dated system on the car; it works great but a move to a more modern EFI could be among the upgrades.

What this writer took away from our visit with our favorite Pro Street couple is somewhat less tangible. Consider the incredible investment both in time and money these two took on just to have a car at the show. It’s very easy to minimize what it takes to complete a project of this magnitude. The

assumption that comes easiest is that all of our Pro Street builders must be wealthy. The universal truth is that our Pro Street veterans are just normal, working people. The difference is their willingness to sacrifice other comforts and possessions in order to chase this Pro Street dream. The actual dollar figure required to make this T-Bird happen isn’t the point—we all know it’s big money. In fact, the figure is probably more than the original 1987 build cost. So a massive chunk of positive Pro Street karma has probably beamed its way to Matt and Debbie’s shop in reward for their efforts in delivering this fantastic piece of history. Thanks to Matt and Debbie for all you do. Our acknowledgement doesn’t begin to offset what you sacrificed, but we appreciate you letting us share in the fun times.

Matt kept the hood off so we could see the pair of B&M front-mounted superchargers. Did you know Matt built wooden bucks for layout for the original design? This was no kit car.

The engine also had to be restored because it had not run in many years. Matt says that his software for the DFI system is so old he doesn’t have a computer ancient enough to run the operating system.

Phil Riley earned credibility with a supercharged 421ci Pontiac when most others would have opted for a big-block Chevy or an LS engine. The Pontiac boasts a BDS 8-71 stuffed in between tube chassis rails.

We assembled a group of the legends and then asked them to comment on the cars.

This was our team of experts, starting from the far right: Toby Brooks, author of Sensory Overload!; Scott Sullivan; Mark Grimes; RideTech’s Bret Voelkel; Rocky Robertson; Danny Taylor; Rick Dobbertin; Matt and Debbie Hay; and Bob Maynard.

PRO STREET This year, the Nationals put our returning Pro Street legends to work evaluating a collection of roughly 14 Pro Street cars into the Top 10 and choosing one overall winner. The judging was particularly challenging,

but the consensus was Phil Riley’s bronze 1963 Pontiac Tempest. The key to this car was its incredible attention to detail and small items like stainless mesh openings in the engine compartment panels.

Even smaller Mickeys look huge stuffed under a small car like this 1963 Tempest.

nna From left to right: Lea

and Jen Roberts.

Burkitt, Ashlyne Page,

MISS STREET MACHINE NATIONALS Tradition must also dictate a Miss Street Machine Nationals contest. Held on the main stage, judging was assisted by the spectators with all the lovely ladies on stage. For 2014, Ashlyne Page from Knoxville, Tennessee, took the First Place trophy. Second

Place went to local girl Leanna Burkitt from Mulkeytown, Illinois, which is on the way to I-57 Dragway, where we stage the Car Craft Midnight Drags.

Jen Roberts, also a local girl from nearby Mt. Vernon, Illinois, took Third Place.

NOVEMBER 2014 CARCRAFT.COM 57

PRO STREET PILGRIMAGE

“IGNORE THAT MAN BEHIND THE CURTAIN!” Each team starts with an engine with four pistons already in place. If this looks easy, sign up for the next competition and impress us with your wrench-spinning skills.

COMP CAMS ENGINE BUILDER DUEL For the last few years, Comp Cams has been staging a very fun competition to see who has the chops to assemble a small-block Chevy engine in the shortest time possible. The race is between two pairs of contestants who start with a partially disassembled shortblock. The competition begins with the crank and four pistons already in place and each team has to assemble and then run their engine for one minute.

The current record is an amazing 22 minutes, 32 seconds. There were four competitions over the weekend, with each winning team earning a $250 Comp Cams gift certificate, while the runners-up were rewarded with $125 certificates. The overall quickest team of the Street Machine Nationals was the Saturday afternoon Comp team of Jim Dixon and Todd Davis, who stormed through their build in a quick time of 30 minutes, 18 seconds.

Jon Asher John Baechtel Susan Davis Doug Evans Harry Hibler Bruce Hubley Jeff Smith

Editor of Car Craft 1980–1984 Editor of Car Craft 1991–1993 Public Relations guru for Special Events during the 1980s Executive Vice President and Group Publisher for TEN Publisher of Car Craft 1979–1982 Owner and Majordomo of Special/Family Events Editor of Car Craft 1984–1987

While blowers, wheeltubs, and fat tires help define what will always be a Pro Street car, it’s also the people who make this event so special. This year, the Nationals invited several people to be honored for their work in bringing the Nationals together. All either worked for Car Craft or for Special/ Family Events—in the case of Doug Evans, both companies. Not all the invitees were able to attend, but each was awarded a special plaque signed by last year’s legends to commemorate their efforts in assembling what we think is the greatestt outdoor street machinee car show ever.

Rocky Robertson (right) is never bashful when it comes to his friend and former CC editor John Baechtel, caught here during Saturday’s awards ceremony.

Can we talk about wretched excess for a moment? This is Tim m and Cindy Arkebauer’s s 1969 Camaro with its s impressive PSI screw supercharger that has s been all but banned d in Top Fuel because itt works so well. Tim’s s 580ci Rat runs on E85 .

It also earned Editors’ Choice for the wildest 1969 Camaro.

That’s Brett Heidgerken and his ProE85.com drag class 1967 Chevelle. Brett just added the F2 Procharger to his 565ci Rat motor to replace the nitrous combination that previously had pushed the Chevelle to 8.80s.

The Pro E85 class runs on an 8.90 index.

58 CAR CRAFT NOVEMBER 2014

TOP 10 Here’s the list of participant-voted Top 10 finalists (in random order).

NAME LOCATION CAR Phil Riley Martinsville, IN 1963 Tempest Randy Fricke Murphysboro, IL 1969 Camaro Stan Hutchinson St. Louis, MO 1970 Chevelle Dan Novara St. Louis, MO 1969 Nova Ed Bedorf Bixby, OK 1963 Corvette Doug Olson St. Louis, MO 1968 Camaro Aaron Wease Noble, IL 1969 Camaro Dan Rottler St. Genevieve, MO 1949 Chevy Ace Performance Cleveland, OH 1966 Suburban Marvin Frick Bonnie, IL 1969 Camaro

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EASY TO INSTALL & READY TO RUN OUT-OF-THE-BOX!

PRO STREET PILGRIMAGE Larry Frees received the Publisher’s Award for his Mr. Chevy 1955 Gasser. Larry bought the car from the original owner’s estate and then wrangled to eventually buy the original transporter, which he then restored. Just below the “v” in Chevy is a hole where a broken U-joint exited! How cool is that?

Thanks to Revell, kids had some handson work to do at the show. Through their Make-N-Take program, Revell provided us with dozens of model cars for kids to assemble with their parents. Here is Justin Weissinger, 10, getting a decal just right.

The burnout contest happened Sunday afternoon. The winner was Tony Delio in his Trans Am. He took home a set of Mickey Thompson tires for his troubles.

CAR CRAFT EDITORS’ CHOICE AWARDS AWARD Best Chevrolet Best 1969 Camaro Best Ford Best BOP Best Brand X Best Pro Street Top Gun Paint Innovation Award Publisher’s Award

60 CAR CRAFT NOVEMBER 2014

NAME Dan Novara Tim Arkebauer Chris Winters Phil Riley Colin Davis Sonny Past Aaron Wease Rick Sullivan Larry Frees

CAR 1969 Nova Think about it…

1968 Mustang 1963 Pontiac Tempest 1973 AMC Javelin 1956 Chevrolet Nomad 1969 Camaro 1995 Ford F150 1955 Chevy Gasser

PRO STREET FEAT HEAD1 PILGRIMAGE JUMP

boutt something a little different? abou H How Lucas Oil Like a Volvo wagon on the 3 top chassis dyno sporting a ⁄4-inch red chop, a channeled body, and powe little by a 5.3L LS truck engine. With a ger, help from a 112 Magnuson superchar it owner and builder Roger Davis says r hitch runs 11.20s. The Volvo has a traile ond because he uses it to pull his 9-sec Geo Metro. Wait, what?

When Steve Schussler found this 1962 Impala in a dump, “all I could see was the roofline.” He bought it anyway and now uses a full tube chassis that he built himself. The back tires are 33x22x15 M/T radials, of course.

Steve’s 540ci Rat uses a 13 percent underdriven Mooneyham 8-71 for a little extra torque with a PCS-controlled 4L80E overdrive automatic and a 9-inch out back with 4.33:1 gears. Steve says he dives this about 5,000 to 6,000 miles a year.

62 CAR CRAFT NOVEMBER 2014

Not all cool cars need a blower. This little Nova makes a case for understated excellence.

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Let’s hear it for the big cars. Corey Osborne cruises his 1977 Caprice with a real 12.5:1 compression LS7 454, tunnel ram with a pair of 600 carbs and runs on E85. It’s also got a four-link, fat tires, and he puts about 4,000 miles a year on the car.

THANK YOU! Thank you to Chevrolet Performance.

And to our other sponsors:

Not everything was Pro Street at Du Quoin.

This is Heath Beichner’s unrestored 1964 Olds F-85 Holiday coupe. Nice! END

NOVEMBER 2014 CARCRAFT.COM 65

HARBOR FREIGHT

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5 FT. 6" x 7 FT. 6" ALL PURPOSE WEATHER RESISTANT TARP

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ITEM 953/69210 69128/69136/69248

Item 953 shown

6

$ 99 VALUE

ANY SINGLE ITEM

LIMIT 1 - Save 20% on any one item purchased at our stores or HarborFreight.com or by calling 800-423-2567. *Cannot be used with other discount, coupon, gift cards, Inside Track Club membership, extended service plans or on any of the following: compressors, generators, tool storage or carts, welders, floor jacks, Towable Ride-On Trencher, Saw Mill (Item 61712/62366/67138), Predator Gas Power Items, open box items, in-store event or parking lot sale items. Not valid on prior purchases after 30 days from original purchase date with original receipt. Non-transferable.

Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

WITH ANY PURCHASE LIMIT 1 - Cannot be used with other discount, coupon or prior purchase. Coupon good at our stores, HarborFreight.com or by calling 800-423-2567. Offer good while supplies last.

Shipping & Handling charges may apply if not picked up in-store. Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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RAPID PUMP® 4 TON HEAVY DUTY STEEL FLOOR JACK

$

109

Item 68056 shown

SAVE REG. PRICE $199.99 $90

• Weighs 105 lbs.

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

"Top of its Class in Quality at a Really Great Price"

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1/2" INDUSTRIAL QUALITY SUPER HIGH TORQUE IMPACT WRENCH • 700 ft. lbs.

Max. Torque

SAVE $55

LOT NO. 95659 61634/61952

$

$9999 $15999

7499

SAVE $ $80

REG. PRICE $279.99

t be used with other discoun calling 800-423-2567. CannotOffer good while supplies last. or HarborFreight.com or by purchase with original receipt. coupon per customer per day.

LIMIT 5 - Good at our stores es after 30 days from original 12/29/14. Limit one through Valid or coupon or prior purchas ed. present be must Non-transferable. Original coupon

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POWDER-FREE NITRILE GLOVES PACK OF 100 • 5 mil. thickness YOUR CHOICE!

6

$ 49

SAVE 40%

SAVE 40%

REG. PRICE $299.99

Item 69039 shown

REG. PRICE $10.99

Item 68498 shown

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3 GALLON, 100 PSI OILLESS PANCAKE AIR COMPRESSOR Item 95275 shown

SAVE 50%

$

LOT NO. 95275 60637/69486/61615

3999

REG. PRICE $79.99

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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1000 LB. CAPACITY MOTORCYCLE LIFT

SAVE $380

X-LARGE

Item 68892 shown

31999

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

Welder and accessories sold separately.

SAVE

LOT NO. 69340/60790 90305/61316

$

35

99

REG. PRICE $59.99

"Impressive Accuracy, Amazing Value"

– Car Craft Magazine

YOUR CHOICE!

99 • Accuracy

2199

within ±4%

REG. PRICE $29.99

SAVE

66%

80

TORQUE WRENCHES 1/4" DRIVE

LOT NO. 2696/61277

3/8" DRIVE

LOT NO. 807/61276

1/2" DRIVE

LOT NO. 239 Item 239 shown

t be used with other discoun calling 800-423-2567. CannotOffer good while supplies last. or HarborFreight.com or by LIMIT 9 - Good at our stores after 30 days from original purchase with original receipt. er per day.

4. Limit one coupon per custom 12/29/1 through or coupon or prior purchases Valid ed. must be present Non-transferable. Original coupon

LOT NO. 66619 69381/60338

Item 69381 shown

$9999

Item 69340 shown

$

900 PEAK/ 800 RUNNING WATTS) 2 HP (63 CC GAS GENERATOR

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MIG-FLUX WELDING CART

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$

LOT NO. 69904 68892

REG. PRICE $699.99

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

$9

$

LOT NO. 68498/61359/37052

LOT NO. 69039 68217/60727/62286 LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LARGE

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17999

Item 60604 shown

REG. PRICE $199.99

LOT NO. 68497/61360

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$

LOT NO. 33497 60604

MEDIUM

LIMIT 7 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

SAVE $120

119

99

LOT NO. 68496/61363

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

10 FT. x 17 FT. PORTABLE GARAGE

12 TON SHOP PRESS • Pair of Arbor Plates Included

• 580 lb.

Capacity

Item 95659 shown

180

LOT NO. 68424

REG. PRICE $129.99

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Truckin’ Magazine

26", 4 DRAWER TOOL CART

SAVE

$

99

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WINNER

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LOT NO. 68056/60706/62319

$

12999

REG. PRICE $179.99

t be used with other discoun s last. calling 800-423-2567. Cannot or HarborFreight.com or bypurchase with original receipt. Offer good while supplie er per day.

LIMIT 5 - Good at our stores es after 30 days from original Limit one coupon per custom or coupon or prior purchas ed. Valid through 12/29/14. present be must coupon l Non-transferable. Origina

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3 TON HEAVY DUTY STEEL JACK STANDS

SAVE 55%

LOT NO. 38846 69597/61196/62392 Item 38846 shown

$

1999

REG. PRICE $44.99

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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20 OZ. GRAVITY FEED SPRAY GUN

SAVE 66%

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RETRACTABLE AIR HOSE REEL WITH 3/8" x 50 FT. HOSE

LOT NO. 47016/67181/62300

Item 47016 shown

9

$ 99

Item 93897 shown

$

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CAN AND OBD II DELUXE SCAN TOOL LOT NO. 60693/99722/62119

SAVE $55 $

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

hing" "Voted the Best Deal in Winc

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– Off-Road Magazine

NCH 12,000 LB. ELECTRIC WI AND L RO NT CO TE WITH REMO AKE AUTOMATIC BR/618 89

Item 60693 shown

1000 LB. CAPACITY ENGINE STAND

SAVE 28%

$

4999

50

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27 LED PORTABLE WORKLIGHT/FLASHLIGHT LOT NO. 67227

SAVE 69567/60566 57% Item 67227 shown

Requires three AAA batteries (included).

REG. PRICE $499.99

t be used with other discoun calling 800-423-2567. Cannot s last. or HarborFreight.com or bypurchase with original receipt. Offer good while supplie day.

LIMIT 4 - Good at our stores per customer per es after 30 days from original 12/29/14. Limit one coupon through Valid or coupon or prior purchas ed. present be must Non-transferable. Original coupon

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4-1/2" ANGLE GRINDER

SAVE 50%

REG. PRICE $69.99

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MECHANIC'S SHOP TOWELS PACK OF 50 LOT NO. 46163 61878/69649 61837

SAVE 50%

Item 60625 shown

R !

PE ON SU UP CO

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PE ON SU UP PIECE TITANIUM CO 29 E COATED

NITRID HIGH SPEED STEEL DRILL BIT SET

SAVE $110 $

$9

99 $1999

REG. PRICE $24.99

SAVE

60%

R !

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PE ON SU UP • 8" to 16" Rim Capacity CO

SAVE 41% $ LOT NO. 69686/62317

$

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

PORTABLE TIRE CHANGER

MULTI-USE TRANSFER PUMP LOT NO. 66418/61364

Item 69686 shown

34

99

Item 66418 shown

SAVE 60%

5

$ 99

REG. PRICE $59.99

REG. PRICE $14.99 LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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AUTOMATIC BATTERY FLOAT CHARGER Item 42292 shown

LIMIT 6 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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36" METAL BRAKE WITH STAND

5

WE CARRY A FULL LINE OF WELDING WIRE AND ELECTRODES

16499

REG. LOT NO. Item PRICE 68885 68885 $299.99 61888 shown

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

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$99

99

$

110 LB. PRESSURIZED ABRASIVE BLASTER Item 60696 shown

LOT NO. 69724 60696/95014

13499 REG. PRICE

t be used with other discoun $199.99 calling 800-423-2567. CannotOffer good while supplies last. or HarborFreight.com or by purchase with original receipt. coupon per customer per day.

LIMIT 4 - Good at our stores es after 30 days from original Limit one or coupon or prior purchas ed. Valid through 12/29/14. present be must coupon l Non-transferable. Origina

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7 PIECE BODY AND FENDER SET LOT NO. 31277/60812

LOT NO. 42292 69594/69955

SAVE 60% $ 99

170 AMP MIG/FLUX WIRE WELDER

SAVE $135

REG. PRICE $299.99

t be used with other discoun calling 800-423-2567. CannotOffer good while supplies last. or HarborFreight.com or by LIMIT 7 - Good at our stores after 30 days from original purchase with original receipt. per customer per day.

12/29/14. Limit one coupon or coupon or prior purchases must be presented. Valid through Non-transferable. Original coupon

LIMIT 9 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LOT NO. 68893 62144/93608

18999

9

REG. PRICE $19.99

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40 LB. CAPACITY FLOOR BLAST CABINET Item 68893 shown

LOT NO. 5889/61637/62281

Item 61637 shown

LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

Item 46163 shown

$ 99

9

$ 99 REG. PRICE $19.99

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

2

REG. $ 99 PRICE $6.99

LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LOT NO. 95578 69645/60625

LOT NO. 32916 69886/69520

Item 32916 shown

REG. PRICE $109.99

Item 60813 shown

REG. PRICE $129.99

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79

$5999

SAVE

99 9 9 $2 $ 39999

74

99

$ t be used with other discoun s last. calling 800-423-2567. Cannot or HarborFreight.com or bypurchase with original receipt. Offer good while supplie er per day.

LIMIT 4 - Good at our stores es after 30 days from original 4. Limit one coupon per custom 12/29/1 through Valid or coupon or prior purchas ed. must be present Non-transferable. Original coupon

LOT NO. 68142/61256/60813

99

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LOT NO. 67287/61917/62234

$

6499

REG. PRICE $129.99

LIMIT 6 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

Item 67287 shown

LOT NO. 93897 69265/62344

SAVE $65

REG. PRICE $29.99

MECHANICAL WHEEL DOLLY

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LOT NO. 91012/62335

SAVE $90

Item 91012 shown

$

18999

SAVE 58% $

Item 31277 shown

2499

REG. PRICE $279.99

REG. PRICE $59.99

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

REG. PRICE $14.99 LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 12/29/14. Limit one coupon per customer per day.

Customers and Experts Agree Harbor Freight WINS in QUALITY and PRICE

n McGann

By John McGann / Photos: Joh

68 CAR CRAFT NOVEMBER 2014

seat of Brian o there I was in the passenger ol Nova. He had coh n-al blow d, Mitchell’s 7-secon was backing and t just done a John Force burnou pass. I was le -mi rter qua a e up to stage the car to mak s too big, size two was wearing a borrowed helmet that n’t had had n Bria y, trar con the to and despite a promise on lt tbe sea or harness a chance to install any sort of ke and smo tire of full was in cab my side of the car. The e starting to water, and pungent exhaust. My eyes wer the zoomie headers from hing the staccato exhaust belc z on my skull. buz et to was causing the ill-fitting helm body against my ed brac I d, tche Arms and legs outstre it would be a l wel g full the impending g-forces, knowin I seriously that now was It . hed futile gesture if we cras ger for an sen pas a n to be began to question my decisio sibilisen my e wer ere Wh k. trac all-out pass down the ties 10 minutes ago?

➔100-mph flying hood!

S

NOVEMBER 2014 CARCRAFT.COM 69

CHICAGO STREET RACERS

Big crowds behind the starting line augment the street-race vibe.

Track manager Trent Eckhardt called the shots.

Lots of betting happens at KOTS—even on a coin toss.

Before my brain could register another complaint, I noticed we were at the starting line with both staging beams lit. Three amber bulbs later, the engine bellowed, burying me in the seat. Fired up on adrenaline, I was able to process the next few seconds: I glanced at the tach—its needle was reading somewhere north of 7,000 rpm—the dash and gauges were shaking as if the whole car was vibrating like a guitar string, and the scenery was streaking past the side windows

like a sped-up karate movie. Something flashed ahead, the windshield was briefly obscured by something dark.

Brian snapped the throttle closed and cut the ignition. Over the rushing wind and drivetrain gear whine, Brian said in a calm voice, “I think we just lost the hood.” Peering over the dash, I saw only fenders and engine. We coasted the remainder of the track to a 10.098-second quarter-mile e.t. at 81 mph. “That would have been a pretty good pass,” Brian said later. Roughly

This is all the track prep allowed.

70 CAR CRAFT NOVEMBER 2014

calculating the time and speed based on where the hood blew off the car, we were well on our way to a high-7-second pass, by far the fastest ride I’ve ever experienced.

If you’ve been reading Car Craft the last two years, you’re aware that we’ve been traveling the country looking for the fastest street cars. We started our trek in southern California and journeyed to Oklahoma City, coincidentally arriving the week the first episode of Discovery Channel’s Street Outlaws program aired. Texas followed about six months later, and we finally ended up in Chicago to meet Brian Mitchell, a “retired street racer” as he puts it, to shoot his alcoholswilling Nova and meet some of his racer friends. Our trip fell on the same weekend that his local track, Great Lakes Dragaway, was hosting its annual King of the Streets competition, an invitational grudge race with minimal rules and fast cars. Luck was smiling on us.

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CHICAGO STREET RACERS KING OF THE STREETS Great Lakes Dragaway in Union Grove, Wisconsin, is the oldest continually running dragstrip in the U.S. Track owner Randy Henning was also proud to point out it’s one of the busiest in the country, with events nearly every day of the week during the fleeting summer months of Wisconsin. It’s a cool, old place with lots of history—all the big-name drivers of the 1960s and 1970s stopped here for match races when that movement was huge.

King of the Streets is run by track manager Trent Eckhardt. It’s a twiceyearly invitational event, where the fastest local cars compete in three classes—Junior, Gangster, and Senior— in a grudge-race format on an unprepped track. Pairings are determined by drawing names from a hat (previous years used a fried-chicken bucket), and big money is on the line, so the action is intense.

The format feels very much like a street race. Crowds gather at the starting line, and lots of cash is trading hands on the sidelines as dudes talk smack in the spectator area, betting on the winners. Racers are allowed to do a burnout through a puddle of VHT, and crews can spray VHT between the burnout box and the starting line, but that is all the prep allowed during the event. At the starting line, drivers

72 CAR CRAFT NOVEMBER 2014

stage like normal, but the amber bulbs are removed from the tree, so they have no warning before the green light. The rules are minimal: cars in the Junior class must be registered, have working lights, windshield wipers, and a horn. In addition, all glass must be in place and cars need a minimum of two front seats and carpet throughout the cabin. They are limited to a 26-inch-tall drag radial. Aftermarket suspension parts are allowed, but the stock attaching points must be used.

Any powertrain or power-adder is permitted. Senior cars need to run 28x10.5 tires, and that’s about it. The Gangster class falls somewhere in the middle, requiring the use of a 26-inchtall tire (drag radial or slick is OK), stock-style suspension, and that’s about it. No wheelie bars are allowed in any of the classes, and Senior cars only run eighth-mile, mainly for safety, because the potential quarter-mile trap speeds would be pretty huge. You never really know how fast the cars go, because the time and e.t.’s aren’t posted—only the win light blinks on.

Winners advance to the next round of eliminations and are randomly paired again by drawing the names from a hat. All classes were limited to 16 entries, and it took all day to work through the field. In the end, the

winners were Larry Dee in Junior, Kevin Connolly in Gangster, and Steve Kelley in Senior, who walked away with $10,000 in cash.

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TUFF ENUFF Brian Mitchell’s 1966 Nova is easy to find on YouTube; you don’t even need to add “Nova,” just search for “Tuff Enuff.” Amid videos for The Fabulous Thunderbirds’ song of the same name, you’ll find a clip of Brian’s Nova making a 7.29 pass at 185 mph, and it looks as easy as a walk in the park.

In 1994, he spotted this car while on a job interview and ended up buying it for $4,000. “It took me four months to come up with the money,” Brian said.

The car was mostly stock, with a mildly warmed over small-block. The words Tuff Enuff were hand-lettered on the rear-facing portion of the decklid, so the name stuck. He raced at the track and on the street for years, and the car slowly got faster. “[It] evolved into what it is today,” Brian said. “I had to keep up with the crowd.” In 2007, he switched the car to alcohol. Why? “Because I always wanted an alcohol car,” Brian reasoned. So be it.

The long-block is out of Great Lakes Dragaway owner Randy Henning’s Top Alcohol funny car. It’s a Merlin 532 bigblock Chevy with conventional valveangle Profiler cylinder heads. The supercharger is a standard helix Mooneyham 14-71 that Brian runs 34 percent overdriven. The transmission is

an Andy Vogt–built TH400 with a Coan torque converter. A 41⁄2-inch chromoly driveshaft connects to a Fab9 rear axle built by Josh Kruger with 4.11:1 gears.

Josh also built the 4-link rear suspension. The fuel pump is cam-driven and feeds the Enderle mechanical fuel injection, which Brian can tune by changing the size of the injectors and fuel bypass. Except for the MSD 10 ignition box, there are no other electronics on the car. “My right foot is the traction control,” Brian said. We’re guessing this combination is good for at least 2,500 hp on 25 psi of boost.

Brian is an assistant track manager at Great Lakes Dragaway, and that position allowed him to start the Real Street Drags program there and at Wisconsin International Dragway in Kaukauna, Wisconsin. Being a former street racer, he wanted a venue that captured the vibe of street racing, minus the risk, so Real Street Drags runs on a prepped track with a full safety crew. Starts can be done with the tree, arm drop, or flashlight, and drivers can spot each other car lengths at the starting line.

“The jail thing was getting annoying,” Brian quipped as he described his motivation to start the program, which runs one evening per month at both tracks.

“It’s not a Pro Mod. It’s closer to a Top Sportsman car, but it’s really a grudge-race car.”

—Brian Mitchell

74 CAR CRAFT NOVEMBER 2014

Being track manager also affords Brian the opportunity to use the track to test his car during off hours. He and several local racers gathered at the top end of the track after the completion of KOTS to set their cars to run on unprepped asphalt. Several of them were invited by Discovery Channel to race the cast of Street Outlaws in St. Louis. The taping eventually got canceled because of weather, so we’re still waiting for a rematch of Tuff and Dave’s Sonoma.

Brian’s two kids, Josh, 11, and Shannon, 8, race Jr. Dragsters, so the next generation of Chicagoland racers are on their way.

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CHICAGO STREET RACERS SHOWBOAT SHANE Shane Gritt of Sobieski, Wisconsin, brought his 1937 Chevy pickup to GLD. He bought it about 25 years ago from a family friend and had intended to use it as a mud-bogging truck. Those plans made a 180-degree turn, and the truck now tears up the dragstrip with quarter-mile times in the 8.40s. It’s powered by a 7.0 L LSX block with an Eagle rotating assembly, JE Pistons, ported LS7 heads, and a Comp solid roller cam with about 250 degrees of

76 CAR CRAFT NOVEMBER 2014

duration and 0.720-inch lift. The twin Precision 72mm turbochargers are impossible to ignore, and they contribute to this powerplant’s impressive 1,230 hp at the wheels on 16 pounds of boost, and Shane has room to turn that up even more. The rest of the truck is built with a 1973 Camaro front stub, a ladder-bar rear suspension, QA1 coilovers, a TH400 transmission, and a Ford 9-inch rear axle. Shane is a machinist by trade, so be built nearly

everything on the truck and even pulled off the great-looking paint job.

“I haven’t gotten around to painting the bed—yet,” he said.

CHICAGO STREET RACERS

SCOTTY K Yeah, it’s ugly, but we totally loved Scott Kasabuske’s 1992 Mustang. He and crew chief/buddy Nick Chapman built the car in 60 days using parts from Nick’s crashed Mustang. Scotty owns Chubby Kid Street Cars and Nick runs Grant’s Service, so both guys know their way around a race car. The Mustang is powered by a 500ci bigblock Chevy with about a 200 shot of nitrous. A TH400 trans and a Strange 9-inch complete the drivetrain. They were racing in Gangster class and made it all the way to the final round in a car built front to back for less than $25,000, shook the tires, and lost to Plumber Kevin.

“I thought we were going to go out in the first round.

Next thing I know we were in the finals.” —Nick Chapman

PLUMBER KEVIN Kevin Connolly drove this maroon 1990 Mustang to victory in the Gangster class, and it was actually the third

78 CAR CRAFT NOVEMBER 2014

KOTS win for Kevin in this Mustang.

“The prior two wins were in Senior class. This year I stepped down to prove that it could be done on a smaller tire,” Kevin said. He’s owned the car since 1999. It was a street car when he bought it, “but things just progressed into what it is now.” Quite a progression, too, because it’s now got a 522 big-block Chevy that makes 940 hp on the motor. It was built out of a Dart block and conventional heads by

John Platek and Tom Dixon at Markem Machining. On top of that, he sprays a huge shot of nitrous. “We run a 52 jet in there,” he said, hinting at the amount of nitrous pouring into the engine. The carburetor is a 1250-cfm Dominator, and Kevin relies on the tune-up, rather than expensive electronics, to get the car to hook. A Powerglide and 9-inch complete the drivetrain. Kevin really is a plumber: “I’ve been doing that since 1994.”

BOOST 12 Joey Rabiola’s 2003 Mustang Cobra is well known in the Chicagoland area. It’s got small-block Ford powered with twin Bullseye Power BatMoWheel turbochargers, a Performance Racing

Transmissions Powerglide, and a Dean’s Performance Ford 8.8 rear axle. The engine runs on Fast XFI2.0 tuned by Kurgan Motorsports. We asked Joey how fast the car is; his answer: “We

grudge race, so times are not given.”

Awesome. Go to BullseyePower.com for cool pictures of the BatMoWheel’s interesting-looking billet compressor wheels.

OZZ Robert Hajdani’s 1994 Camaro was a stand-out at KOTS. In an era of turbo LS engines, it was interesting to see a traditional small-block under the hood.

This one measures 390 ci and is force-fed by a 94mm Precision turbo.

The engine, turbo kit, and exhaust were built by Sound Performance.

Proformance built the Powerglide transmission, and a Ford 9-inch is out back. His best pass to date is an 8.08 at 176 mph.

MULTIMEDIA We have more photos and videos online at CarCraft.com, check the race track out at GreatLakesDragaway.com, and find more info on King of the Streets by searching “Chitown KOTS” on Facebook.com. END

NOVEMBER 2014 CARCRAFT.COM 79

By Douglas R. Glad / Photos: Wes Allison and John McGann

W

e wanted a drag race in the middle of nowhere without all the risk of being on the street and all the waiting time and hassle of a big-show track. We called it the Car Craft Midnight Drags and invited 16 of the fastest DOT tire/drag radial cars we could find to compete, heads-up, in single eliminations at the I-57 Dragstrip in Benton, Illinois. We couldn’t have asked for a better show.

Where is Benton? We had to look it up. It’s on the south end of the state so close to Kentucky that we had a few competitors drive across the Kentucky/Illinois state line to race. We chose the location for a couple reasons. We liked the local

feel of the eighth-mile track and it’s only 20 miles from the Car Craft Street Machine Nationals in Du Quoin, Illinois. The I-57 Dragstrip hosts an open test and tune on Saturday nights, and we wanted anyone who cared to do a burnout to try it on a track in front of packed grandstands instead of on the street, where the police were lying in wait. To get people interested, Gear Vendors helped us hatch the Midnight Drags concept with a tire rule, and that was about it. We packed the place on Saturday night and were surprised how many Street Machine Nats show participants had never seen a drag race before.

NOVEMBER 2014 CARCRAFT.COM 81

CAR CRAFT MIDNIGHT DRAGS

The Car Craft jacket and the $1,000 went to Tommy Fox of Paducah, Kentucky. Tommy and his brother, Josh, run the 1971 Nova at Beacon Dragway in Paducah, where it has run 5.19 at 137 in the eighth-mile (low 8s!).

The Drags are run grudge-style, where pairs are chosen randomly for the first round then by best reaction time for following races to make it close. It’s heads-up, meaning there’s no handicap or delay on the starting line on a Sportsman tree. When the green is on, both cars leave at the same time.

Bring something fast.

The Nova has a 588-inch Dart Big M shortblock with a set of BMF 385cc heads, a Holley Dominator, and a Reid-cased Powerglide. The Monte Smith nitrous fogger is plugged into a World Products Merlin X intake. Josh Fox handles the tuning and electronics.

Last year, Mitch Leidecker took the cash and the glory in his BBC-powered 1990 Mustang. This year, he lost on a holeshot when he ran a 5.26 to Tommy’s slower 5.36.

The margin was 0.10 on the starting line.

“I heard about [The Midnight Drags] and the money and thought it would be a pretty cool show. And I wanted to be in the magazine.

That was on my bucket list.” —Tommy Fox

82 CAR CRAFT NOVEMBER 2014

You didn’t need a Fox or an early Camaro to compete. Jeff Moll from Perryville, Missouri, made it to round 3 in his 2011 CTSV Wagon tweaked by Greg’s Tuning Operation in nearby Sikeston, Missouri.

Jeff’s wagon has a 376-inch LSX crate engine with a factory Cadillac Eaton 1.9L supercharger that makes 690 hp at the wheels. The car weighs 4,600 pounds and runs 6.80 at 105 (10.70s in the quarter).

Mathew Meyers from Moro, Illinois, showed up at the Street Machine Nats to show off the big-block in his 1966 Corvair. When he heard about the Midnight Drags, he made a plan to attend.

“That was a good time.”

—Mathew Meyers The Corvair has a 0.030-over 454 with iron ovalport heads and a Procharger F2 supercharger.

At Gateway Motorsports Park, the car runs 9.69 at 139 in the quarter-mile.

Behind the 454 is a TH400 and a 9-inch rearend with a 3.50:1 ratio.

“It was the death-match first round.” —Adam Hodson

Adam Hodson brought his 1973 Camaro from New Haven, Indiana, to race. “The drags are what make this show fun and different,” Adam says. “It’s a way to see what these cars can do. You never know what is going to happen.” Adam pulled Mitch Leidecker’s card in the first round. Mitch’s Mustang ran a 5.51 to Adam’s 6.93.

Adam’s car has a 5.3L from a 2005 Silverado with 116,000 miles on it. It’s mostly stock, with the addition of a 75mm BorgWarner S475 turbo, LS9 head gaskets, ARP head studs, and a Tick Performance roller cam. It makes 667 hp and 601 lb-ft at the wheels using a Holley HP EFI system. The drivetrain is a TH400 and an 8.5-inch 10-bolt with welded axletubes, a Strange spool, and a 3.08:1 rear gear.

The mill is a 434-inch Dart Iron Eagle Ford with 225cc AFR heads, an Edelbrock Super Victor intake, a Nitrous Express Gemini plate, a fogger, and a Pro Systems 1150cfm carb. The engine makes 850 hp, plus another 500 on the plate. Scott hooks it up with an Ultimate Converter Concepts 4,000-stall converter, a TH400, and an 8.8-inch rearend with 4.10:1 gears and 35-spline axles.

Justin Mouser’s 1955 Chevy looked good in the first round but was paired with Tommy’s Nova in the second round. The car ran 5.98 at 126, but it wasn’t enough against the Nova’s 5.42.

Scott Massetto brought his 1964 Thunderbird for the car show and trailered his 1991 Fox Mustang for the racing. The car was a player with a 5.60 at 128, but got loose in the second round and went out.

NOVEMBER 2014 CARCRAFT.COM 83

CAR CRAFT MIDNIGHT DRAGS

Nick Droit’s 1992 Camaro is an eighth-mile car that tours the South running big drag radial events. Nicks says the car has run 5.53 at 129, but he’s still a few tenths slower than the field. He doesn’t care; he likes the good track prep and the watching the faster cars.

The 357-inch small-block has 23-degree AFR heads with blowthrough Procharger F1R, a Super Victor intake, and homemade carburetor with a Proform casting. To get enough needle and seat area to run ethanol, Nick made his own bowl system. On 17 pounds of boost, the engine makes “close to 1,000” hp with the help of some Hard Blok. The transmission is a TH350 with a Ford 9-inch with a 3.90:1 gear.

Ray Cox from Carmel, Indiana, brought his 1977 Trans Am to race at the Midnight Drags. His Trans Am is an NMCA Extreme Street car that runs 5.30s (8.30s) at Lucas Oil Raceway in Indianapolis. The wrench is Ray’s son, Brad; he does all the work on the car.

“I’ve never been to a race like this. It was so fun being around that crowd.” —Ray Cox

It’s a 475-inch Pontiac block from All Pontiac with Edelbrock RPM heads and a Victor intake. The carburetor is a CFM 1250 with a Kevin Neal nitrous system. The combo makes 1,250 hp. The trans is an RPM TH400 and the rear is a Cartel Ford 9-inch with a 3.90:1 ratio.

Josh Ames showed up with a Fox Mustang with a big-block Chevy for power. He was behind Tommy Fox by 0.006 at the finish line after a slower reaction time. Josh nearly put the winning Nova on the trailer after the first round.

Weenies may hate on it, but the Chevy-in-a-Fox combos are brutal. There were two big-block Fox Mustangs running mid-5s on Saturday night.

Left: Darrell Thompson from Pana, Illinois, drove down to compete in the Midnight Drags with his 1970 GTO. It runs in Pro 7.33 at 95 mph in the eighth-mile at Coles-County Dragway in Charleston, Illinois.

Below: The engine is a Pontiac 455 bored 0.030 and destroked to 440. The heads are Edelbrock RPMs with a single-plane Hurricane manifold and an 850-cfm carb on E85. The combo makes 518 hp on the motor.

The Pontiac uses a TH400 with a 9-inch with a 4.10:1 gear ratio. Nick Droit put him on the trailer.

84 CAR CRAFT NOVEMBER 2014

Ryan Unterreiner’s LS-swapped 1979 Camaro drew the big-block Corvair and went down swinging.

The hidden turbo powered the LS-swapped second-gen to a 6.25 at 116 mph.

The Chevelle has a 582-inch Dart tall deck block, RFDprepped Edelbrock k heads, and a Profiler er single-plane intake. e.

With the help of a Procharger F3, the Chevelle makes 1,450 hp at the rear wheels. Look for 7.90s in the quartermile or 5-teens in the eighth.

It was nice to see a Buick in a sea of Chevy-powered cars, so you can imagine how bummed we were when Brad Tennyson fouled in round one.

looking for a car show Bryant Goldstone was th b utt the n he heard abo whe e vell in his 1970 Che fire suit but and et helm a ed row Drags. He bor 3 racer running Big Stuff couldn’t find another nector con t rec cor the him who could loan e in the big-block, the cable. With a street tun round even though ond sec the in car was out power in the field. st mo the had e it might hav

SWEET SIXTEEN NAME Josh Ames Nick Droit Ray Cox Tommy Fox Bryant Goldstone Adam Hodson Mitch Leidecker Jeff Letcher Scott Massetto Mathew Meyers Jeff Moll Justin Mouser Adam Shain Brad Tennyson

The only Corvette in the fight was Adam Shain in his 2002. He was paired with the 2011 CTSV wagon but didn’t have enough in the LS1 to shut down the blown LSX.

Darrell Thompson Ryan Unterreiner

Starting with a 6.0L block from Summit Racing, Ryan added an Eagle crank, H-beam rods, and some JE pistons for 408 inches. On top is a set of AFR 225cc cathedral-port heads and an Edelbrock single-plane intake. The cam is a Comp hydraulic roller with 0.581/0.591 lift and 224/230 duration at 0.050 on a 110 LSA. The trans is a TH400 with a transbrake and reverse-manual valve body. The rear is a Dana 60 with a spool, Moser axles, and a 3.73:1 gear. You can’t see it, but there is a trunkmounted Precision 88mm turbo blowing on this thing. The car is capable of 6.14s in the eighthmile. It’s going back to the track for some 5s.

CAR 1993 Mustang 1992 Camaro 1977 Trans Am 1971 Nova 1970 Chevelle 1973 Camaro 1990 Mustang 1981 Malibu 1991 Mustang 1966 Corvair 2011 CTSV 1955 Chevy 2002 Corvette 1987 Buick Grand National 1970 GTO 1979 Camaro

E.T./MPH 5.46/134 5.53/129 7.71/111 5.36/142 5.55/135 7.71/111 5.26/144 7.49/94 7.27/110 6.53/115 7.22/101 5.61/129 7.29/100 5.61/132 7.47/96 6.25/116

MIDNIGHT

DRAGS PRESENTED BY

THANK YOU! Thanks to Gear Vendors, Scott Bailey, and the crew at the I-57 Dragstrip in Benton, Illinois, for making this happen.

NOVEMBER 2014 CARCRAFT.COM 85

JUNKYARD BUILDER Powdercoating at Home

By Jeff Smith / Photos: Jeff Smith

This is our lowbudget electric oven we bought for $80, plus another $25 for a new power cord.

It takes a 220volt outlet, just so you know, and the oven alone draws roughly 30 amps. It needed a good cleaning, but it works great otherwise.

W

e were at Tim Moore’s shop one Saturday when the bench-racing session turned to finding a cheap, used electric oven that we could use for powdercoating small parts. We balked, thinking a household-style oven would take up too much valuable shop space. That’s when Tim said, “Why don’t you use a motorhome oven? They’re all over the junkyards, and they’re cheap. Plus, they run on propane.” That sounded like a great idea, so we loaded up some tools and headed to the junkyard. It took about 10 minutes to find a nearly new oven in a motorhome and even less time to remove it. Four wood screws and a twist of a wrench to remove the copper propane line, and we had ourselves a small oven with a four-burner top for $33.35.

We brought it home, hooked up the propane, and—it didn’t work. After fiddling with it for several unsuccessful hours, we punted the little beast to the scrap heap. A few weeks later, we bought a used electric oven for sale for $80. We also had to buy a $25 220V power cord, which brought our total investment of two ovens to almost $140. The worst part was spending about two hours cleaning grease out of every corner of that stovetop. I think the previous owner decided to buy a new one rather than clean this one.

Eastwood sent both satin and gloss black paint for us to try. We even bothered to read the instructions, which was when we learned we also needed a pressure regulator and a condensation filter to eliminate water in the gun.

Once we had all the parts, we were ready to paint.

This is Eastwood’s Dual Voltage gun kit.

Eastwood recommends using its PRE paint-prep spray cleaner to ensure proper adhesion. We ordered both satin and gloss black powder in 2-pound containers because they’ll be the most common colors we work with.

86 CAR CRAFT NOVEMBER 2014

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Eastwood’s instructions say to practice moving the painted item from the paint area to the oven. We didn’t do that, and one of our rotors slipped and caused some minor flaws in the paint as we set it in the oven.

The smart move would be to hang the items from a rack. That would have prevented the flaws. Still, after curing, our satin black rotors looked decent for our first attempt.

We then decided to see if we could save this pair of cruddy 1967 Camaro taillight housings.

We cleaned them with aluminum oxide in our blast cabinet, giving the pot metal some “tooth” and then wiped them with Eastwood’s PRE prep. Here we’re shooting the stripped housings with the gloss black paint. We set the pressure to around 5 psi and preheated the oven to 450 degrees Fahrenheit and then cooked the housing at 400 degrees.

Here is one of the taillight assemblies right out of the oven. We learned that porous pieces require a thicker coating of paint to adequately cover. That knowledge will come in handy if we do cast-aluminum parts. They look good enough to go back on an early Camaro, especially if we powdercoated the rest of the trim black.

Besides the gun, we also ordered Eastwood’s water separator along with its low-pressure air regulator that can be set to between 5 and 8 psi. We plumbed them together and plugged them into our shop air outlet.

We fired the oven to 400 degrees, then cleaned and masked a set of brake rotors and caliper mounts. We painted them with the Eastwood gun and it all went well except until we dropped one of the rotors as we were putting it into the oven. We learned that the key to a successful job is coming up with an effective way to handle the parts after they are painted and to practice this step. We now have a procedure where we hang the parts from hooks on a rack, then moved directly into the oven.

PARTS LIST DESCRIPTION Junkyard RV oven Used electric oven w/ new cord Eastwood dual voltage gun kit Eastwood low-press. regulator Eastwood moisture separator Paint: orange Paint: satin clear Paint: gloss black, 2 lbs Prep spray cleaner

Next, we tried powdercoating this pair of nasty 1967 Camaro rear taillights, which we had been planning to throw out. This endeavor proved successful, and now we’ve got a bunch of ideas for powdercoating all kinds of small items. Check out what we learned and start looking for a spot in your garage to plop down a used electric oven. The stove top also makes a convenient place for temporary storage when the oven’s not in use. Just to be safe, we keep our oven unplugged when not in use. END

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Eastwood; 800/345-1178; Eastwood.com

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This is our RV oven that didn’t work out. Its size would only allow us to powdercoat small pieces, but it was cheap and took up very little space. Ultimately, our floor model electric oven was a better decision because it will even hold an 15x8-inch wheel.

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WTF? (WHERE’S THE FUN?)

SWEDISH FLYER Who: Bjorn Wallgren What: 1975 Oldsmobile Starfire Where: Hofors, Sweden Why: First off, it’s cool to get letters from readers outside the U.S. Secondly, when was the last time you’ve seen an Olds Starfire? This was Oldsmobile’s version of the H-body platform shared

with the Chevrolet Vega and Monza, and Buick Skyhawk. They were produced between 1975 and 1980 and typically came with inline-4s or a Buick V6.

A 305 Chevy was available for a couple years that produced a whopping 140 hp. Bjorn built his with a 350 small-block, Dart heads, a roller cam,

Holley’s Dominator EFI system, and a Procharger F1R supercharger geared to make 25 psi of boost. A California Transmission TH200 4R and Ford 9-inch complete the drivetrain. The car’s best pass is a 10.01 in the quartermile, and Bjorn says he drives the car to the track.

THE CHEVY VERSION Who: Dick Smith What: 1987 Chevrolet Monte Carlo Aerocoupe Where: Oviedo, FL Why: Here’s a view of the Aerocoupe back window. Dick Smith owns this Monte Carlo, and he also replaced the stock 305 with a bigger small-block. His is a 383 making more than 500 hp. It’s backed by an Art Carr TH200 4R and 3.73 gears in the 8.5-inch 10-bolt rear.

He says that out of 6,062 Monte Carlo Aerocoupes made, less than 200 were equipped like his with T-tops and power seats.

AEROCOUPE Who: Steve Bongiorno What: 1986 Pontiac Grand Prix Where: The leafy Midwest Why: The Aerocoupe G-bodies are pretty rare. Just before discontinuing production of these cars, GM made a few Monte Carlos and Grand Prixs with sloping rear windows, rather than the near-vertical rear glass they were originally designed with. The change was for better aerodynamics in NASCAR racing, and the series rules required the race

90 CAR CRAFT NOVEMBER 2014

cars match the production car’s silhouette, so a limited run of Aerocoupes were made. Steve says his was in pretty bad shape when he purchased it, but it looks quite awesome now, especially with Bassett wheels and the raisedwhite-letter BGFs. He didn’t just improve the cosmetics of the car, though. The LG4 305 was chucked for a 470hp 350 with a Scat rotating assembly, Aerohead Racing Components cylinder heads, and a bunch of other goodies.

WTF? CLEAN! Before

Who: David Bebenek What: 1970 Chevrolet Camaro Z/28 Where: Waterloo, Ontario Why: It’s just a great-looking car. Dave says he’s owned it for 36 years and has restored it twice in that amount of time. It has the original LT1 crankshaft in a date-correct replacement block, and the original Muncie trans and rearend. “I drive it to as many car shows as possible, weather permitting,” he says.

After

“ I recommend this product to everyone”... “ I bought the Cataclean because my 2007 Dodge Caliber had a check engine code reporting catalyst system low efficiency.

The catalytic converter cost $485, and that did not include installation. I drove it like that for almost a month before I heard about Catalcean and decided to give it a shot.

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LIKE A BOSS Who: George Matthews What: 1964 Ford Galaxie 500 Where: Mount Juliet, TN Why: Quoting the entirety of George’s email: “First show, then go. 825 horsepower.” That about sums it up. How could we not run a Boss 9–powered Galaxie?

92 CAR CRAFT NOVEMBER 2014

TURBO 4S??

Who: Dave Titterington What: 1987 Ford Thunderbird Turbo Coupe Where: The Car Craft Summer Nationals Why: Dave sent us this picture of his car at the Minnesota State Fairgrounds, asking if we’d ever run an article on a 2.3L turbo engine that came in the SVO Mustangs and Thunderbird turbo coupes.

His ’Bird is making 302 hp at the rear wheels and is probably a blast to drive with the T5 manual trans. What do you think? Turbo 4s in Car Craft?

Sound off now!

➔L LETTERS E BIG FORD READER I would like to request some article for the older Ford F-series trucks. Builds of the 460 and E40D transmission would be awesome.

—Carlos Navarro, Hemet, California

JUNKMAIL WE GET Use any of our chat or message services to communicate with over 20,000 of the most gorgeous Anastasia ladies.

—Smokin’RussianBrides, via email

UMM…NO Want to sell your page? If interested, to let me know and add me as a friend so we can proceed with the deal. I will pay you $8,000 for your page.

—Jenni, via Facebook messenger We know it’s hard to believe, but CC had to turn down Jenni’s offer. Someone came in with a higher bid of $8,001 that we’re contemplating.

FOR COMPARISON… Who: Scott Jensen What: 1984 Chevrolet Monte Carlo Where: Des Moines, IA Why: Scott is the guy who threatened to inundate our inbox with pictures of Hondas if we didn’t run a picture of the 496 big-block he’s putting in his Monte Carlo. We ran a picture of the engine in the Sept. 2014 issue, and Scott was stoked to see it when he received his copy.

Here’s his Monte Carlo. Originally a V6 car, this is a clean-looking specimen and should be a great runner with nearly 500 inches of big-block power. This picture illustrates the difference between the stock G-body and the 1987 model year Aerocoupes. Now get that engine in and send burnout pictures, Scott.

NOVEMBER 2014 CARCRAFT.COM 93

WTF?

BLOWN-UP PARTS

Yikes, look at the carnage! Andy Garrett sent pictures of the solid aluminum AMC engine from his mud truck. It’s a 500ci engine with a ProCharger running on alcohol, and things must have gone south in a hurry to do that kind of damage.

BURNOUT!!

➔SEND STUFF TO CAR CRAFT!

“My ’86 Camaro from high school. Here’s me doing a burnout on my wedding day nine years later.”

—Joshua Patton, via email

94 CAR CRAFT NOVEMBER 2014

Send any of your compliments, complaints, random musings, or pet pictures to us. Here’s how: email: CarCraft@carcraft.com online: CarCraft.com social media: Facebook.com/ CarCraftMag mail: 831 S. Douglas St., El Segundo, CA 90245 disclaimer: If you can’t write a complete sentence, don’t worry, we will make your work comprehensible. That includes making up stuff we thought you meant.

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THE WARREN JOHNSON DAYS

If you were alive in the 1990s and watched drag racing (remember Diamond P Sports?), you watched Warren Johnson dominate the sport, winning six Pro Stock championships and racking up 97 career wins. Warren was the first to take a Pro Stock car to 180, 190, and 200 mph, cementing the class as a contender for television coverage over the next decade. Remember that when you see Erica Enders make 215 mph look easy. Warren led the way.

WEIV RAER

CAR CRAFT (ISSN 0008-6010); November 2014, Vol. 62, No. 11. Copyright 2014 by Source Interlink Magazines, LLC. All Rights Reserved. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@ emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235.

CHANGE OF ADDRESS: Six weeks’ notice is required to change a subscriber’s address. Please give both old and new addresses and label.

98 CAR CRAFT NOVEMBER 2014

WARREN JOHNSON SIX-TIME NHRA PRO STOCK CHAMPION

LOOK FOR THE SIX-PACK™ DESIGN ON OPTIMA® REDTOP®, YELLOWTOP® AND BLUETOP® BATTERIES AT A RETAILER NEAR YOU. The OPTIMA logo, OPTIMA Batteries, The Ultimate Power Source, Spiralcell Technology, REDTOP, YELLOWTOP, BLUETOP and The Six-Pack Battery Design are trademarks of Johnson Controls, Inc. ©2014