Force Fed Magazine by Mark Lenart

SPOTLIGHT: Dan Bills KILLER Cobra

SEE THE

SUMMER EDITION

ONE

KILLER COBRA ON THE

LOOSE!

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Force Fed Magazine™ is a publication that is published quarterly by Force Fed Magazine™. Advertising: Rates and information are available upon request. The publication of any advertisement in Force Fed Magazine™ is not necessarily an endorsement of the advertiser of the products or services advertised. Although every effort is made to ensure factual information, Force Fed Magazine™ cannot by held responsible for errors in contributors’ material, nor does the editorial material necessarily reflect the opinions of the publisher. Editorials & News: Submission of editorials, news and other information that may be of interest are welcome. Submit your ideas & stories via e-mail to one of the following addresses below or visit us at forcefedmagazine. com. You can also do so by mailing them to the following P.O. Box below. Publisher reserves the right to edit, reject or comment editorially on all material submitted.

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Special Thanks To:

Classic Color, Mick Meyer, Luke Zoetmulder & Sticker Dude Designs, Mark Walker, Alex Goyk, Jay Biondo, Steve Morris, Robert Hayes, Judita Magelinskaite, Dan Bills, Dustin Hodges, Bob Romano, Gary Kramer, Jerry Morgano, Ron Piegl, Andy Cichon, the United States Military, all of our advertisers, sponsors, supporters and those who helped us in anyway. Copyright 2008 by Force Fed Magazine™ ALL RIGHTS RESERVED • PRINTED IN THE U.S.A. Reproduction in whole or in part by any means without the expressed written consent of the publisher is prohibited. FFM Circulation 5,000 -Summer QuarterA

FORCE FED MAGAZINE

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FORCE FED MAGAZINE Summer ‘08

“Making power is easy, getting the car to go straight and fast was harder” -Jerry Morgano

hen Jerry Morgano was an aimless young man idling around the streets of Hamilton, New Jersey, he happened to catch a showing of the 1985 cult classic film “Better Off Dead” – and he fell instantly in love with the 1967 Camaro that the film’s protagonist transforms from a rusted shell into a hot street racer. Jerry was working part-time in a pizza restaurant at the time, and every day when he got off the bus, he walked past a rusted-out ’67 Camaro sitting idle. Saving his paychecks, he eventually approached the car’s owner and bought the hulk for $600. Restoring that first Camaro proved to be Jerry’s trial by fire; even as a novice, he managed to actually get the car running well enough to take it to the racetrack, turning in 14.5 second times on the quarter mile before realizing he needed a faster car to get serious. Working his way through a series of Camaros, he eventually began racing in the Modified Street class at NMCA races with a 1979 Camaro using a nitrous power adder. He raced that car for four or five years, doing fairly well and developing his skills as a racer. 6

FORCE FED MAGAZINE Summer ‘08

By 2005, Jerry was coming around to the conclusion that nitrous wasn’t the right solution for his racing needs – “just too much wear on the engine, and you have to buy too many new parts”. The turn to the turbo side of the force was encouraged by seeing driver Tim Lynch posting 7.17s in a single-turbo car – “good company to be in.” Jerry spotted a single-turbo 2005 Mustang that was already configured as a “turkey racecar” and bought it. He raced the Mustang in the Outlaw 10.5 class for the remainder of the season, then added a second turbo and ran the car for two years in the Super Street class at NMCA races. Tuning expert Don Bailey of DCB Enterprises was available as a consultant, and delivered a first-cut tune right off the bat that produced a 7.40 lap time. By 2006, the car was tuned to perfection and Jerry took second place on points in the world championship, turning in a top speed of 199 MPH and running a 7.16 ET. Jerry’s success as a racer has always started with building a great team back at the shop. For his Mustang, he started working with Jimmy Blackman of Straightline Chassis, one of the all-time great chassis men, to have the Mustang rebuilt as a 2502.

“THIS MUSTANG CAN KICK!” By: Robert Hayes Photos: Mark Walker

FORCE FED MAGAZINE Summer ‘08

– and the Mustang currently sports a DiSomma Racing Engines 449-cubic inch monster. Jerry has always had an eye for color. That shows in the unique paint job he chose for this kicking Mustang, “Copperhead Pearl Metallic” by name.

Jerry Morgano Jim Lawson, Jerry’s long-time crew chief, handled the addition of the second 88-mm Precision turbocharger. Jim and Jerry redid the back half of the car, swapping out the roll bar and making some adjustments to adapt the car’s handling for all the power generated by the twin turbos. They eventually wound up redoing all the tin work, putting in new carbon fiber components to cut weight. The engine install was handled by Anthony DiSomma – “a superb engine guy”

FORCE FED MAGAZINE Summer ‘08

“I like to have something different that nobody else has.” He found the color on the Speed Channel’s “Trucks” show, and ended up calling the producers to get the mix code for the paint. The paint work was handled by George and Hank of Autobody Enterprises in New Jersey. Remarkably even with such a talented group, the car was rebuilt from its original single-turbo model in just ten weeks, start to finish.

With a great crew at the shop, Jerry could be forgiven for stinting at the track – but he’s built a fantastic crew there as well. Jim Lawson does double duty, helping with the build as well as being his crew chief. Racing partners Justin Heffernan and Tom Mauro help with the load, as does Bob Kasper of KFM Racecars, Jerry’s “makeanything fab guru”. The Mustang is currently sponsored by Ameriprise Financial (Jerry’s day job), Venomous Motorsports, DiSomma Racing Engines, DCB Enterprises, M2 Race Systems, and Straightline Chassis. Jerry and his crew primarily race at three tracks: the Cecil County Dragway in Maryland, where they hit the Saturday Night Streetcar Shootouts, the Atco Raceway in New Jersey where they regularly run in the 2-day Outlaws every summer, and Englishtown Raceway in New Jersey where the yearly Shakedown at E-Town is a must-hit event.

AT COMP CAMS®, WE PUT MORE INTO OUR VALVE TRAIN PRODUCTS, SO YOU CAN GET MORE POWER & DURABILITY OUT

ENDURE-X™ SOLID ROLLER LIFTERS

- Modern Camshaft Designs The COMP Cams® engineering team is constantly refining and creating lobe designs to get the most out of engine combinations and parts developments. Unlike other companies that outsource or only periodically update their lobe designs, we employ the best and the brightest valve train engineers in the business.

- Manufacturing Consistency & Quality Utilizing the performance aftermarket’s largest and most advanced camshaft manufacturing facility, COMP Cams® sets the standards for consistency and quality. With quality control processes that leave no detail to chance and sophisticated CNC machinery, our lobe-to-lobe and camshaft-to-camshaft consistency are the benchmark for all other cam companies.

- Custom Grind, No Problem While some cam companies love to tout their custom grind camshaft service as a major selling point, we often forget to even mention it. That’s because for over thirty years it’s simply been a part of everyday business at COMP Cams®. With our massive on-site core inventory, we can grind you exactly the cam you need, when you need it.

- Industry-Leading Technical Support From our toll free CAM HELP® technical assistance line that even offers Saturday service, to our multiple on-site event support trailers staffed by knowledgeable valve train experts, we are committed to helping you get every last ounce of performance from our products. We believe in our products, and we’ll be there to support them every step of the way. CAM HELP® 1.800.999.0853

Today’s performance engines utilizing radical cam lobe designs, higher valve spring pressures and increased rpm ranges place a greater demand on lifters than ever before. In keeping with the heightened requirements, COMP Cams® has refined their race proven solid roller lifter line with a series of innovative upgrades.

#1 Cause Of Roller Lifter Failure Eliminated EDM Oil Injection™ Technology ensures the bearing assembly receives a constant flow of pressurized oil, virtually eliminating needle bearing oil starvation. To further strengthen the bearing assembly, the EndureX™ Solid Roller Lifters also include needle rollers that are precision sorted by size, evenly distributing loads to avoid premature wear and failure. A Tool Steel bearing axle eliminates wear and keeps internal bearing tolerances in check for added high rpm durability. In addition, all Endure-X™ Solid Roller Lifters are fully heat-treated, machined to ultra-high tolerances and fully rebuildable.

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6.066 @ 233.44 mph Reher-Morrison 799ci Pro Mod Engine

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Jerry estimates that he and his crew hit at least 25 races each year, focusing most of their attention on the NMRA races in the Pro Outlaw 10.5 class. Jerry has won Super Street NMCA races in three or four different classes, and the car just recently won the NMCA race at Atco with Tom Mauro in the driver’s seat – they raced for points, but ended up taking the event. Jerry’s emphasis on careful tuning and developing the car has CAR:

OWNER:

Jerry Morgano // ‘05 Mustang

TECH SPECS

ENGINE: COMPRESSION: CAM : PUSH RODS:

9.5:1 Custom COMP Cam Manton Jesel

PISTONS:

ROSS

RINGS: RODS:

REAR END: SUSPENSION:

Powerglide Neal Chance Pro Mod Ford 9” w/3.89 Gear F- Santhoff Struts R- 4 Link, Afco Shocks

BRAKES:

Strange Weld Alumastar

BME Ford w/160lb Bosch Injectors

EFI SYSTEM:

Big Stuff 3

FUEL PUMP:

Weldon

BOOST:

CONVERTER:

4” Aluminum

WHEELS:

INTAKE:

POWER ADDER:

TRANS:

Bryant Brodix Neal BF202

IGNITION:

EXHAUST:

Total Seal

HEADS:

INTERCOOLER: 10

449 SBF

ROCKERS:

CRANK:

OUT OF:

Central New Jersey

resulted in truly staggering numbers; even at a 3000-lb curb weight, the Mustang’s best quarter time is 7.08 with a top speed of 203 MPH, and a 1.14 second 60-foot time. Noting that gas prices and the expense of meeting class requirements are starting to cut into the car counts at major events, Jerry hopes that the costs of racing can be brought under control so that more people can afford to stay involved. As for himself, Jerry confesses that he’d love to make the move into Pro Stock – if he can find someone to foot the bill.

MSD Digital 7 Twin 88-mm Precison Turbos N/A Precision Air to Water

FORCE FED MAGAZINE Summer ‘08

TIRES:

F- Mickey Thompson R- Mickey Thompson 33x10.5

FUEL:

VP C-16

WEIGHT:

3,000lbs

BEST ET/MPH:

7.08/203

BEST 60FT:

1.14

SPONSORS: Ameriprise Financial, Venomous Motorsports, DiSomma Racing Engines, DCB Enterprises, M2 Race Systems, Straightline Chassis SPECIAL THANKS: Jim Lawson, Anthony DiSomma, Tommy Mauro, Justin Heffernan, Don Bailey, Jimmy Blackmon

™

THEUCT H TC ROD A W O P @ OM R E C VID TOUYTV. LE L HO Making horsepower with NOS is easy, putting it to the ground isn’t! Until now, taming a serious nitrous system involved a dizzying array of dials, switches, and relays. With the Launcher, those days are gone!

Part# 15975NOS 15976NOS 15977NOS 15978NOS

Description LAUNCHER w/ LCD DISPLAY (shown) LAUNCHER w/ HAND-HELD DISPLAY LAUNCHER NITROUS CONTROLLER LAUNCHER SLAVE CONTROLLER

• Independently control up to 4 stages (2 built in, optional slave adds 2 more) • Add or take away nitrous at any point during your run • Two programmable activation inputs • Internal MAP sensor for nitrous ramps based on boost • Tunable via laptop or via available full color 3.5” LCD touch-screen (includes stylus & mini SD card for data-logging) • Also available with mini hand-held tuner for quick changes in the staging lanes and hand-held has data-logging (SD card) • Datalog without laptop using hand-held or LCD • Save configuration files for various tracks or weather conditions

THREE METHODS OF DELIVERY:

Nitrous control has just been taken to the next level!

NITROUS PERCENTAGE

RPM BASED • •

Programmable Trigger and End RPM points Adjustable from 0-20,000RPM

TIME BASED • • •

Programmable RPM trigger set point Programmable Delay time and Ramp time Adjustable from 0-10 seconds

MAP (boost) BASED • • • • •

Programmable RPM trigger set point Programmable MAP trigger and MAP End points Adjustable from -14.7 to 85 PSI Programmable start and Final percentages Adjustable from 0 to 100 %

SAFETY FEATURES INCLUDE:

Tech Line: 270-781-9741

www.nosnitrous.com For nearest dealer, call 1-800-HOLLEY-1 then punch ext. 9433

line progr Can be by i ar curvammed nd e a 20 sividualor non s a l - th epara y adj -linea r i deli s appli te poinusting very es t t s met o ALL hod s!

• • • •

Rich or lean cutoff based off of A/F ratios Nitrous pressure when using a nitrous pressure sensor MAP (boost) pressure cutoff RPM cutoff

The Offical Nitrous System of the

By: FFM Photos: Ron Piegl

hicagolands very own Ron Piegl and his 1970 Buick GS is a site to see. This evil street car is driven every given weekend as long as the weather seems to hold. It started out as a small block Buick 350 car but Ron knew shortly thereafter that this combo was going to be hard to run with and hang with the big dogs. So the first implant was a mild 455 with small mods. This was good for an easy 13 second quarter mile all day long. After contemplating to convert his car to a Chevy big block or spend the bucks on a Buick build, his heart wanted to keep this car as much Buick as he could. This next build had to be on pump gas and still street ready. This new combo was closely looked over and talked about making such power as 450hp. When Fast Time Motorworks finished this pump gas combo, it surpassed over 600hp on motor which surprised many. This heavy car weighing in at 3,860lbs managed to run 11 seconds in the quarter mile all day long. After a few years of running it on all motor Ron thought it was a good idea to step it up a notch with a NOS cheater kit. The NOS kit is all new for 2008 season. After a few runs up Great Lakes Dragaway up in Wisconsin, Ron found his investment in the NOS kit had paid off running a 10 second quarter mile and with the original 1970 column shifter. Keep your eyes open for this street car at a light near you.

“Adding the NOS cheater kit made a world of difference.” 12

FORCE FED MAGAZINE Summer ‘08

-Ron Piegl

/ TECH SPECS / OWNER:

CAR:

Ron Piegl // ‘70 Buick GS ENGINE: COMPRESSION: CAM :

10.5:1 Custom Hydraulic T/A 1.65 Ratio

PISTONS:

Fly Cut TRWs

RODS: HEADS: CARB:

Special Thanks: Fast Times Motorworks, Gene Kalkowski (Trans) Ricks Race Craft, Eric Pasternak (Paint and Body)

462

ROCKERS: CRANK:

FUEL INJECTION: FUEL PUMP: IGNITION: POWER ADDER: EXHAUST: TRANS:

OUT OF:

Spring Grove, IL

Stock Cut & Polished Stock w/ARP Bolts T/A Stage 3 Tall Port 4500 Dominator 1050 Accel DFIV7 2 Comp 140s MSD NOS Cheater 150 to 250 Custom 3”/Street - 3.5”/Strip Turbo 400 w/ Reverse Manual Valve Body

CONVERTER:

Coan 5500/Motor - 4500/Spray

REAR END:

12 Bolt w/4.10 Gears w/a Spool

SUSPENSION:

F- Stock w/o Sway Bar, 90/10 Shocks R- Stock w/Sway Bar, QA1 Shocks

BRAKES:

Stock F- Disc // R- Drums

WHEELS:

Weld Drag Lites

TIRES:

F- Goodyear 28x4.5 // 15” R- Goodyear 30x9 // 15” (Slicks)

FUEL: WEIGHT: BEST ET/MPH:

93 3,860lbs 11.0/120 on Motor // 10.0/136 on Spray

FORCE FED MAGAZINE Summer ‘08

NOT A COATING

By: FFM Photos: Alex Goyk

rowing up with a passion for fast cars Andy couldn’t wait until it was time to get one of his own. It wasn’t until the end of his senior year in High School where it all began. The moment he received his Mustang GT his inner most desires for a fast car started to take effect. With barely any mileage on the odometer this car was already at a local shop getting a complete performance exhaust which included JBA shorty headers, a high flow X-Pipe and Borla mufflers which would later change. Noticing only a minor difference in performance it was time to step it up again and this time it was to a NOS Kit. The NOS really seemed to deliver the satisfaction that Andy desired when it came to speed, however after messing around with NOS a little to much a piston decided to give. With no other options it was time to head over to ASSC Racing out of Lakve Villa, IL. It is there that performance tech Larry Stauner would rehab this Mustang back into shape with a complete new engine from DSS. After the downfall with the NOS system Andy pondered other options in which one of them included a Twin Turbo kit and that’s what he had decided to go with. Little did he know his quest for a Twin Turbo Mustang would be another downfall and this time a huge one. FORCE FED MAGAZINE Summer ‘08

“The supercharger is awesome!” “It makes the car way more fun.” -Andy Cichon

FORCE FED MAGAZINE Summer ‘08

It was finally time to head over to a well known shop (which is no longer available) to start the fabrication this Twin Turbo project. Andy had drove his car into the shop in hopes of a dominating Turbo kit but little did he know that it was just the beginning of a major set back in his quest for a fast street car. Trusting some fellow colleagues had gotten the best of him. After months and months of being given the run around and fed excuses as to why no progress was being made on his car he slowly came to realize that he was being taken and not just of his time but also out of his money. After months and a complete winter had passed Andy decided he had finally had enough. He went to pick up his car he had soon realized that he wouldn’t be driving it home. In a complete mess with parts all over, the car had to be taken on top of a flatbed and hauled off and this time back to ASSC Racing where it had once been before. It is here where Andy’s car would finally start taking shape again being resurrected to its original state after weeks of hard work and dedication. A Turbo kit was no longer on Andy’s mind. After just enjoying the car even in its original state he started to develop that need for speed again. This time it would be a ProCharger that would feed this Mustangs need for some serious air and just like before, supercharger specialist Larry Stauner would take on the project of this Mustang once again.

With a new supercharger and Larry’s expert tuning this car made some serious power tearing up the streets every chance given. After going through some major downs this Mustang seems to have made its way to the top. This car not only possesses the power, it also has an appealing look. Sporting a sweet set of shoes (HRE 595Rs on BF Goodrich tires) this car is a real treat to the eye. This car has turned some outstanding numbers at the track all while looking good doing it. On the streets from far away you can hear the rumbling of the Spintech exhaust and the distinctive whistle of the supercharger as it approaches. Daily driven and completely street legal passing emissions, this car has truly overwhelmed many from where it had been to where it is today. One thing is certain, be sure to take caution on the streets when you hear it comin’!

OWNER:

Andy Cichon CAR:

‘00 Mustang GT OUT OF:

Norridge, IL

KEY UPGRADES: - ProCharger D1SC - Air to Air Intercooler - Fox Lake Heads - Fox Lake Intake - MagnaFuel Pump - Custom COMP Cam - Spintech Exhaust w/Bassani X-Pipe - 3.73 Gear

FORCE FED MAGAZINE Summer ‘08

By: Steve Morris // Photos: Steve Morris A 2200+HP blow-through engine build starts off with a custom core dart aluminum block. Dart has custom made these for us with added material in the bulk head and solid to the bottom of the soft plug hole. The bore is 4.500 sacrificing a bit of air for sleeve thickness. The deck height is cut to 9.800 after the sleeves are set in place. Lifter bores are left with the .842 lifter bore. After boring to 4.495 we cut for o rings using a .051 soft stainless wire and cut to a depth of .040 leaving .011 up putting this in at 4.750 OD.

Next the block goes to hone. Coming out of a background in NHRA Pro Stock we are very particular about surface finishes on bores. I won't tell you the stones or the exact Procedures but I will tell you that they are done to a sub 10 Ra plateau surface finish. The block is then debured and checked for any rod clearance issues that can cause problems.

The crank used on this one is a Engine Pro Crank made by Lunati. It is a fully counter weighted blower specific crank with a 4.250 stroke. 18

FORCE FED MAGAZINE Summer â&#x20AC;&#x2DC;08

After inspection it gets balanced to a 51% over balance. It is a pretty minimal difference between 50 and 51 but for Higher RPM engines we have been doing this for years and the thought is that it runs smoother. The Main Bearing clearance is set at .0035 and we also put a heavy chamfer at the parting line of the rear main. This will allow more oil to go to the thrust and help build that oil wedge that is needed to keep the thrust from being taken out by excessive trans converter pressure. If you’re killing the thrust and in particular have a Turbo 400 trans put the bypass kit in line to drop that pressure to the converter.

7 Now we come to the rod which is a MGP rod 6.535 long for a 1.094 wrist pin. These have the A1 bolts and are his typical blown gas rod. We went with a Diamond Piston with what I like to call the "Diesel Tech" piston in which they call the “Step Dish”. We like to use this design opposed to the inverted dome, spherical dish, conical dish and flat tops in the hole because it seems to work really well. It gives more material to the ring land area while still increasing the dish volume. As with the flat top or conical I think it lends itself to have more even pressure against the piston too. We also have these pistons Hard Anodized, I feel this is the best thing to do to these pistons with pretty minimal draw backs. The process makes these things tough and I mean tough! I have missed the tune up (it happens) and just killed the top ring which would normally cause missing ring lands but with this done the piston was just perfect! Helps with collapsed skirts too! However there is a minor trade off, you can't run as tight or consistent as a vertical ring land clearance. The clearance needs to run upwards of .001 to .0012 and the ring land just can’t be as flat. But hey, missing ring lands sure do leak a lot more than a few tenths extra clearance. As for the rings we usually use a lot of different ring packs but this one is a bit more expensive but pretty bullet proof. We decided to go with Total Seal. It uses a .017 dyke steel top ring. This top ring gives a real good radial loading at pressure while not having the static radial tension of a larger ring, but at the same time it will take a lot more abuse because of its body size, kind of a best of both worlds. The second ring on this engine is a .043 Napier. The Napier gives better oil control at less radial pressure. Last we come to the oil ring. Here we are using a 3-mm with 12 PSI of radial pressure. Two things on this, the smaller ring has more oil control at the same radial tension than a 3/16, so we lower the tension (drag) to net the same amount of oil control, then with the Napier second aiding in control we have a very good ring pack, durable and not a power robber.

Now that all is laid out, the piston and rod assemblies are done and the clearances are checked. We set the rods to .003 and the first and second Ring gaps to .032.We do not use zero gap clearance on second rings although we are trying some steel zero gap top rings. We will always make the second gap the same if not greater than the first ring. Whatever pressure leaks past the top ring, let it go! Better to have some blow-by than to cause the top ring to flutter causing the ring seal to get even worse. FORCE FED MAGAZINE Summer ‘08

The front Half is taken care of by a Comp Cams belt drive and ATI Balancer. This Balancer is special made to fit a ProCharger 75-mm wide pulley with no redrilling or spacers needed, very nice piece for sure. Next we come to our heads, we start this project out with a set of Dart 18 degree Big Chief heads. With REV titanium intakes and Inconnel exhaust valves, Titanium retainers and keepers with a Pac spring. We send these to my Friend Dave Visner at Visner Engine Development. Dave does some of the best porting and intake manifolds around. If in doubt ask Warren Johnson, Larry Morgan or many others. The intake we use is the Edelbrock 2801 manifold, they need very little work.

Now comes a few tricky items to address. First to the heads -- CFM-- How much do you ask? I don’t care, well to be a little more exact, I am much more worried about port shape, size and line of site than I am about an air flow number. A good port will flow well, a bad port can flow well also but it is still a bad port. Now on to the combustion chamber mods we do. As seen in this photo we use a cutter ground to our specs and degree to lay this chamber back. The degree of this cut and depth is a Don’t ask Don’t tell Policy (if you ask, I won’t tell) It is not needed on all engine combos but we also plan on trying to make 2000HP on VP 93 fuel with this engine too. This does open the chamber volume to 101 cc’s netting a total compression of 8.25:1.

12 Next comes the rest of the valve train. We use the Isky .842 off set lifters in this engine. Our cam profiles are very mild and easy on parts so I like to save a bit of money and use the .842 lifters instead of a .904 .937, or a 1.062. In fact last year just to prove a point I siliconed the valve covers on and did not lash valves all last year on the old engine. pushrods are handled by Smith Brothers, they are a straight 7/16 with a .125 wall and a extended tip for block clearance. The rockers of course are a Jesel set of 1.7’s

The oiling system consists of a Melling Billet Pump, Williams Performace oil pan and valve covers. “Mickey Williams builds the nicest products I have seen.”

Now to the glory parts, the parts that make it all happen. First the gear drive set up. The Super Charger store supplies us with these beauties. This is the best way to drive a blower. Don’t get me wrong, I build custom belt drive brackets for lots of weird engines out there, they work great, but this is the best way to go if you can fit the package into your car.

FORCE FED MAGAZINE Summer ‘08

Oh by the way you won’t see any cam shots or specs (they are on our don’t ask don’t tell policy) I really share a lot of info to my customers, in fact just about everything I know but some of this stuff has taken a lot of parts to figure out. Plus we continue to get better at what we do, cams and what not especially. Our cams from last year are different this year and way different than 2 to 3 years ago.

Next is the charger A ProCharger F3 139 in all it’s glory a true thing of beauty! As soon as they make a bigger one I will be on it like white on rice. Hint, Hint! Then comes the carb hat which has a little bit of magic. We work with Superior Air Flow and they build our hats. We worked to design and test the Steve Morris Pro Series 4150 and Dominator hats. These hats work, and work the best!

The next glory shots are of the voodoo per say, the thing most people say won’t work, don’t work, or shouldn’t work, the magical blow-through Carb! This one is done by C & S Specialties. I have done more Carb testing than most people ever should, I’m not afraid at all of using some of the others like CSU, Carb shop but at this second C & S has got a good one for sure. But stay in the loop all the time because carbs are like computers right now they just keep getting better. If you think carbs don’t wok, you need to take a second look!

SMRE FF JULY08.pdf

6/30/08

10:52:04 AM

Alcohol EFI or Intercooled Gas C

CMY

Reliable HP round after round. Forget burning up parts! Steve Morris Racing Engines has THE ANSWER to your durability issues! These engines can be detuned to 1700+HP and make more than 2200HP - all with a simple gear change! 1700 to 2200+HP Alky version with complete fuel system and ignition system. $69,000 (Other versions available, call us with any questions on how YOU can have RELIABLE POWER at your command!)

From the guys who know BEST! phone 231.773.8150 online at www.stevemorrisracingengines.com

Now one thing for sure a blow-through engine is a combination and not just an add on. Yes you can put a D1SC on just about anything and make some good power, but if you want to make some real steam you better have deep pockets or a serious need for ash trays if you don't have the right combo. The biggest and the most important things you need right are: 1) Fuel system, Pump and Regulator 2) Cam Profile 3) Correct Blower / Turbo package 4) Piston and Ring pack 5) Ignition 6) Datalogger, in 7 seconds you'll find out more if you have a problem than 3 weeks of thinking you know what’s going on without one. Oh, and learn how to read plugs, when in doubt whip it out and read that plug! 7) Most important may very well be the guy who sells you the parts or the engine needs to know the tune ups. To many cooks ruins the soup so they say. Stick with one guy till he proves right or wrong. I will tell you exactly how much timing, A/F and everything else with my combo, but i play it very conservative with other’s combos.

Be sure to follow up on this ultimate buildup available in the upcoming Fall Edition which will feature the dominating car that this motor lies in. It will also feature the Dyno results track times and more!

LIKE WHAT YOU SEE?

ADVERTISE WITH US! 22

FORCE FED MAGAZINE Summer ‘08

THE EFI SYSTEM FOR RACERS THAT FEAR EFI Who says advanced race EFI systems should be feared by average racers? XFI™ Fuel Injection by FAST™ shatters that stereotype by providing the industry’s most advanced EFI tuning technology in a compact, racer friendly package. XFI™ offers the “processing horsepower” and features to optimize even the most exotic drag race engine combinations, yet it’s perfect for the first time tuner making the switch from carburetors. Once you compare the race specific features, tuning flexibility and unmatched product support provided by the FAST™ tech support team & large user community – it becomes clear why XFI™ is the choice of more top engine builders and drag racers.

Racer-Friendly Software Plug & Play Harnesses

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Compatible with forced induction, power adders and all grades/blends of fuel – including E85 & alcohol

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Patent-pending method that uses realtime feedback to continually measure your driveshaft speed and reduce engine power when tire spin is encountered.

These kits save expense & headaches by including every component needed to install XFI™ fully sequential EFI on SBC, BBC & SBF drag race engines up to 1,000 hp.

Lighted, touch screen displays up to 20 inputs such as engine rpm, oil pressure & shift lights, as well as data logging 24 channels (including drivetrain inputs) via CAN.

We provide expert technical assistance & tuning advice to our customers through our toll free EFI HELP™ line or our online feedback system.

EFI HELP ™ 1.877.334.8355

www.fuelairspark.com 6450z

Page: 2.25” x 4.75” Color 6/2008

101

SCALING YOUR CAR

Scaling your race car is arguably one of the most important practices that you can do to increase your chance of visiting victory lane. Proper chassis set up requires that the weight balance is set correctly for the car, driver and track conditions. In order to achieve proper and repeatable weight balance a quality set of electronic scales will need to be obtained. Before you begin the scaling process you should make sure that the car is race ready. Fluid levels need to be topped off, stagger and tire pressures set and ride heights adjusted. Also you need to have the caster and camber set, the rear end square and the toe checked. You will also need to take advantage of the maximum left side weight and check to see if your total weight is within the rules and the front to rear balance is where you and your chassis builder want it. Emphasis should be placed on being race ready before you begin the final scaling procedure as all of these factors will have an effect on the end result. Now that you are ready for your final scaling procedure you will need to find a level area to weigh the car. Most garage floors vary by quite a bit. Spend a few minutes with a good level and straight edge and mark four spots on the floor that you can use each time you want Kooks Headers and Exhaust to scale the car. Make sure that you mark the floor to match up with your wheel base and are engineered to track width. Should the floor have low spots you can use simple shims to make all four scale MAXIMIZE YOUR HORSEPOWER pads level or utilize some leveling trays to speed up the job. Mark the shims or trays with LF, 866-586-KOOK RF, LR, RR so that you can quickly repeat the process each and every week. 200 Candlewood Road • Bay Shore, NY 11706 Fax: 631.586.8287 Consistency is the goal when scaling so weighing the car in the same spot each and www.kookscustomheaders.com every week will improve your chances of having a great handling car. Now that you have a level surface you can roll the car into position. Set the scale pads next to the appropriate tire and hook up the cables. Make sure that the cables are plugged 6/20/08 5:02:34 PM into the correct pad and turn the scales on. Check that there is no weight on the scale pads 34639_ForceHeadMag(C)_061808.indd 1 and press the zero button. The control box should now read zero and you are ready to place the pads under the car. Jack up one side at a time and slide the pads under the tires. Place the car in gear or use a stop to keep the car on the scales. Verify that the sway bar is disconnected or completely neutral with plenty of slop. At this point, give the rear of the car a firm settle by placing your knee on the rear bumper. Then do the same at the front. After settling the front and rear, grab the roll bar and shake the car several times. By settling the car and shaking the car you are helping to insure that the shocks are not hanging up and that you have worked out any small binds in the suspension points. Try to do the settling procedure consistently as this will help you obtain repeatable results. Settle the car after each time you raise it with a jack or make an adjustment. You can now record your wheel weights, partial weights and percentages. Check that the front to rear balance is correct and that the left side and total are where they need to be. If not then move the lead to the appropriate spot until you are happy. Readjust the ride heights if you have to move lead around. Now you can check the cross weight. If you want to add cross weight put a turn in the right front and left rear and take a turn out of the left front and right rear. On non coil over cars you may need to go two turns on the rear for every one turn on the front. By adjusting all four corners you will help maintain your ride heights. Now you can set the sway bar. With the car still on the scales you can see exactly how much pre load you are putting on the bar. Record your final settings and you are ready to go.

GOT BOOST? GET KOOKS!

Courtesy of: Stock Car Products

FORCE FED MAGAZINE Summer ‘08

Photo: Alex Goyk

FORCE FED MAGAZINE Summer ‘08

By: Robert Hayes Photos: Mick Meyer

acing fans all over the country cheered when driving legend Dan Bills powered his monster 2003 Mustang to victory in the Street Outlaw class at the Fun Ford Weekend, cringed when he crashed into a concrete wall at 210 miles per hour, and stood amazed as he walked away from the wreck without a scratch. Some race enthusiasts could be excused for wondering if Dan “Dollar” Bills would ever race again – but the drivers, builders and mechanics who have watched this scrappy competitor on and off the track in his 25-year racing career never wondered. They knew Dan would be back and in a big way. Dan Bills is back. In fact, he never went away – but it takes time to rebuild a race car, especially when your last one is a smoldering pile of tangled chrome alloy and shattered tires on a darkened racetrack. When Dan Bills was just a kid, he watched his father racing on the streets of Palatine, Illinois. He says his dad never pushed him into racing at all – but he must have inherited a love for speed from the 26

FORCE FED MAGAZINE Summer ‘08

old man. Something stuck with the young competitor, because he started racing himself when he was 16 years old, racing street cars like his classic Chevelle against his friends – friends that included street racing icons Chuck Samuels, Spiro Pappas, Nick Scavo, and Bob Hood. Dan raced street by day, becoming known for the 600-foot wheelies he would pull in his Chevelle, and by night worked on making his cars faster and nimbler - until before too long, his cars were too fast for the street. Dan loved the old cars – particularly classics like Nick Scavo’s Impala, Chuck Samuel’s’ El Camino, and the old Corvettes – but he knew that there was more speed to be had. When street racing started getting organized around 1992 with the founding of the NMCA and other groups, Dan was in on the ground floor. He raced constantly, winning some and losing some, but always building a reputation as a persistent and savvy driver. In the late 90s he and a partner formed a performance shop that has become a minor legend in is own right. Now owned by Dan, Jim Bal-

dino, and Joe Zinacker, Finish Line Performance is the go-to builder and performance enhancer for serious racers. Finish Line works on LS1 cars, modifies motors (including the new Chrysler hemi) and does builds on new model performance cars. But as much as he loves to slide under a car to hypertune a high-performance race car, it’s the track that calls to Dan, and it was for the track that he built a beautiful turbocharged 2003 Mustang racer. When that car slammed into a concrete wall at Mach 0.275, Dan didn’t spend a lot of time mourning, although it was a major blow to his racing ambitions. “That was an expensive day,” he says with a laugh, and the expense of starting over again from scratch with a new racer meant that it would be two and a half years before his new car would put him on the track once more. Dan loved the look of his 2003 Mustang – who wouldn’t? – and when the 2005 models came out, he loved their sleekly dangerous style just as much. He knew that model would be the base template

for a new racer, one that would look even better and run even hotter. There was no question who would build his new car – Jim Costa of Performance Concepts. Jim was the primary builder on every car Dan had ever driven, from his first Chevelle to the 2003 Mustang – and Jim would build the new Mustang Cobra that was to become Dan’s new track rocket.

“Jim built the first Mustang, and I walked away from a 210 mile per hour crash without a scratch – so he must have done a good job.” -Dan Bills on Jim Costa FORCE FED MAGAZINE Summer ‘08

Dan Bills

Fast Times Motorworks put together the engine – a 441 cubic inch small-block Ford with twin 80-mm turbochargers on a Bruno transmission with a Lenco gearbox. Dan was able to pull the drivetrain, amazingly intact, out of the twisted wreck of the old car, and added a Big Stuff 3 fuel injection system and a second turbocharger. The first Mustang had one turbocharger – this one would have two. That was the only major change, however – Dan knew his original Mustang was a solid build and wanted to stick with a design whose performance he already knew was outstanding. Dan took a major role in the rebuild process and did some of the layout work – although he is careful to note that Jim Costa deserves the credit for the car’s build - and did the wiring himself. The striking purple paint job was executed by Jack Stone of First Choice Auto Body. The new 2005 Mustang Cobra was one of the first of the model year off the line, and the carbon-fiber body was a poor fit for the components that had to go into the car. There was a lot of cutting and massage work to get the car in shape, particularly the door panels which had to be extensively cut and sectioned, an exhausting job. Dan decided to reprise his first Mustang’s color scheme, and Jack Stone came up with a new design that was faithful to the original car. Dan and Jim worked nights and weekends on their own time to build the new car, squeezing in hours of work wherever they could. The final product is a labor of love and a huge investment – and every dollar and drop of sweat shows in the gleaming lines of this lightning racer.

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It shows in the performance numbers, as well. Dan is just now beginning the first year of events with the Cobra, and to date has turned in a 7.09 quarter-mile with a top speed of 205 miles per hour. The car is down to 2750 pounds, Dan included, and the twin-turbocharged engine cranks out a mind-numbing 2500 horsepower. Unsurprisingly but gratifyingly, the new Cobra took best-engineered car honors at the 2008 NHRA Division III races. Dan plans to attend the rest of the NMCA races this year, to make showings at the local Top Sportsmen events, to hit the July National Muscle Car Association event in Joliet, and of course to race both the Orlando and Las Vegas shootouts at the end of the year. Dan’s primary goal in his first year back on the track is to win some races and to show the flag for Finish Line Performance. Along with old friends Jim Baldino, Mike Jones, Mark Loewes, Jim Costa, and Jim’s wife Mary Therese, Dan will be using his wife Debbie, daughter Angelle, and mom Sharon for his track crew. Dan gets the Cobra out on the track every week, taking tuning passes and working the car up to its maximum performance. Dan Bills is a pivotal figure in the annals of street racing – a history written in oil and gasoline and carved onto a gritty track by the tires of a thousand hotrods. Now he is writing a new chapter in his own personal saga – a comeback from disaster and defeat, with a new racer that shows even more promise and potential than the 2003 model that dominated so many tracks. Performance junkies and students of the human element of racing alike are keen to see what Dan Bills has in store for us in the months and years to come. One thing is certain: it will be awesomely fast.

FORCE FED MAGAZINE Summer ‘08

OWNER:

CAR:

OUT OF:

TECH SPECS

Dan Bills // ‘07 Mustang Cobra // Naperville, IL ENGINE: 441 SBF COMPRESSION: 9:1

BOOST: 26lbs INTERCOOLER: Precision Air to Water

CAM : LSM

EXHAUST: Mufflers

PUSH RODS Smith Brothers

TRANS: Bruno/Lenco

ROCKERS: Jesel

CONVERTER: PTC

PISTONS: JE RINGS Childs and Albert

REAR END: Full Floater 9” SUSPENSION: F- Strange Struts

CRANK: Sonny Bryant Billet

R- 4 Link Electric Koni Shocks

RODS: Bill Miller

BRAKES: Strange

HEADS: Brodix Neal 201

WHEELS: Weld Alumastar

INTAKE: Wilson

TIRES: F- Goodyear 26/4.5/15

EFI SYSTEM: Big Stuff 3

R- Goodyear 34.5/17/16

FUEL PUMP: MagnaFuel Belt Driven IGNITION: MSD Digital 7 POWER ADDER: Twin 88-mm Precision Turbos

FUEL:

VP C-16

WEIGHT:

2,750lbs

BEST ET/MPH: BEST 60FT:

7.09/205 (test & tune run) 1.25

SPONSORS: Looking!!! SPECIAL THANKS: Performance Concepts: J.C. & Mary Therese Fast Times Motorworks: Jeff & Grahm First Choice Auto Body: Jack Stone My Partner Jim Baldino, My Wife Debbie, My Daughter Angelle along with Joe Zinnecker, Greg, Chris, Mike & Mark FORCE FED MAGAZINE Summer ‘08

2008 Season Schedule

TRACK HOTLINE: (262) 878-3783 P.O. BOX 7 • UNION GROVE, WI 53182

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IMPORT WARS, DRAG RACING, CAR SHOW, BIKINI CONTEST JUL 19, AUG 16, SEPT 14, OCT 12

NHRA SUMMIT RACING SERIES PRESENTED BY: SRT RACING ENGINES

4 Classes: SUPER PRO, PRO, STREET, BIKE & SNOWMOBILE AUG 23, SEPT 6-7

NEW!!! DRAG & BOOGIE SWAP MEETS AUTOs - TRUCKs - MOTORCYCLEs JULY 27, OCT 19 HARLEY SHOOTOUT RALLY AUG 23-24 TIME MACHINE NATIONALS AUG 30-31 HALLOWEEN HAVOC OCT 18-19

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FORCE FED MAGAZINE Summer ‘08

ary Kramer had never raced a car before in his life when he first laid eyes on the gleaming silver 1972 Chevelle – and in fact, he didn’t even plan on racing the Chevelle. Instead, he bought the prize-winning show car (“It had never even seen rain!”) in order to tinker with it alongside his 20-year old daughter, who had a taste for big-block Chevrolet. Driving the Chevelle around, however, Gary quickly became disenchanted at the showroom car’s lack of speed. “I was bored silly!” he said with a chuckle, and he quickly jettisoned his plans to just fiddle with the Chevelle. Instead, he decided to “make it fast”.

Track Photo: Dave Verna

Gary started out as a bike racer and builder, and from his boyhood, Gary has liked for things to be fast. Whether it’s his retuned Harley, his specially modified Wave Rider, or his new classic Chevelle, if it doesn’t blister the pavement or frighten the fishes, he simply isn’t interested. So he took the Chevelle to noted builder Bob Romano of Big Time Automotive and said “I want a race car.” Gary and Bob talked options, considering a nitrous boost and other possibilities. In the end,though, they decided to build the Chevelle out as a drag radial class. Gary likes the drag radial class because the street requirement is the great equalizer – “anyone can put a huge engine on

By: Robert Hayes // Photos: Mark Walker big tires and go fast” - and the radial class puts the balance back on the driver and the builder, not the hardware. Bob Romano had a free hand from Gary in the design and build of the Chevelle. Starting from a 535-cubic inch Dartheaded big-block Chevy engine, Bob added a Accel DFIV7 fuel injection system, dual MagnaFuel pumps, and a ProCharger F-3R supercharger. At the back end, Bob installed a Moser 9" with 40 spline gun drilled axles and a fully-adjustable factory suspension, crafting new mounts at the factory mounting points. Big Time Automotive is staffed by Bob and two assistants, and

between the three of them working on the Chevelle when other projects allowed, it took two years to build and fab everything. “We did it all,” says Bob, “except for the tune – that was Bill at Second Street Speed.” The Chevelle remains a street-legal vehicle, of course, with all-factory sheet metal, the original 1972 interior, headlights, turn signals, regular glass, and even the original wind-up window knobs. In its former incarnation, it won trophies as a show car, and every bit of that original beauty remains. Most racers start with the engine and work out, doing the paint and body fab work last. With the Chevelle and its already-staggering street appeal, Bob and Gary decided to leave the exterior as it was and work their way in.

FORCE FED MAGAZINE Summer ‘08

in it! e m with ith.” n e v e – e to play w v i t i t e omp ings still c y l e t of th efini d s t s o ’ l t I “ e are r e h t And er -Gary

Kram

Working around the existing paint and finish took a little extra time, but the photos don’t lie – this is one sweet-looking speed machine. It’s not all looks, though – the Chevelle has not yet seen a serious racing test, the early numbers are impressive enough. The Chevelle weighs in at an almost-dainty 3400 pounds and does 60 feet in 1.27 seconds, reaching 170 MPH on a recent test run with an 8.90 second ET.

FORCE FED MAGAZINE Summer ‘08

Gary has a serious dragster, and is also serious about getting into auto racing, sponsored by Big Time Automotive, Staging Lane Speed, and Second Street Speed. By the time he was building really fast bikes as a young man, he was getting too old and too big to be a serious competitor, instead building speedsters for younger racers like famed bike racer Mike Stowe. Now 44, he’s ready to begin auto racing in earnest. The Chevelle is still in tune mode, although Gary has taken it to an 8.50 index race and estimates he’s put about 25 passes on the car in various amateur runs and super street races. The Chevelle currently has a very conservative engine tune, and Gary is optimistic that it will run in the top half of the field or better once he gets enough seat time, particularly considering that the car has not yet had a chassis tune or track tune.

Gar y K

r ame r

Gary plans to race the Chevelle in some upcoming eight-mile events at Bradenton, although he prefers the quarter mile. In addition, there’s a local series in his home area of Cecil County, Maryland, that he plans to attend. The big event, of course, is the upcoming World Street Nationals at Orlando Speed World Dragway at the end of the year, and Gary eagerly awaits the chance to show what his Chevelle can do on the track. Win or lose, though, this is a racer whose pride in his car shines through. “I’m proud of the work they’ve done, it’s just beautiful. I never expected it to be this great. It’s going to be pretty fun.”

/ TECH SPECS / CAR:

OWNER:

Gar y Kramer // ‘72 Chevelle ENGINE: COMPRESSION: CAM : PUSH RODS: ROCKERS: PISTONS: RINGS: CRANK: RODS: HEADS:

Wilwood

Manley

WHEELS:

Weld Alumastar

Jesel

BOOST: EXHAUST: TRANS: CONVERTER: REAR END:

TIRES:

JE Speed Pro Lunati Aluminum Dart Accel DFIV7

INTERCOOLER:

R- Custom by Big Time BRAKES:

FUEL INJECTION:

POWER ADDER:

F- TRZ Controls Arms

Custom COMP Cam

Holley

IGNITION:

SUSPENSION:

9.5:1

THROTTLE BODY: FUEL PUMP:

535 BBC

OUT OF:

Trevose, PA

MagnaFuel MSD ProCharger F-3R

R- Hoosier 315/60/15 FUEL:

VP C-16

WEIGHT:

3,400lbs

BEST ET/MPH: BEST 60FT:

8.90/170 (shakedown run) 1.27

SPONSORS: Big Time Automotive, Staging Lane Speed, Second Street Speed SPECIAL THANKS: Donna Kramer

30lbs Air to Water Lemons Headers w/Custom Mufflers Turbo 400 ATI Moser 9” w/40 Spline Gun Drilled Axles

FORCE FED MAGAZINE Summer ‘08

F - Mickey Thompson

ober

By: R

s Haye

hot // P

im os: T

Lew

r with dad tinke s to is h g in h atc autie rew up w restoring old be nting g s e g d e ustin Ho n of Corvettes, experim es, and sio s in n, that e g e c n c e th u ir s r, e a onde ing th w n ll tu a , m ry S d started s. new glo d bolt-on earhead path an d n a rs e d g an the er ad e of 15 – g a with pow native followed e th t a inia rans Am this Virg is own T h g in iz custom

cing g drag-ra in in is m ro y into a p ck ’97 Trans Am h od hobb o h t wit d sto y o b t tha knew tha im a use parlayed father bought h id eyes on it he is chine. t la career. H hen Dustin firs ome a speed ma fter years of dw ec – but a h2000, an this car could b Trans Am ngines, his fourt , e lp th e s h a h e ll ti s w s a little a e e n n b t. Dusti d two -sporting is a e m Now 22, ainting work an a fl g and p rans Am ed-lookin daily fab F-body is a wick unds, Dustin’s T o on t 3,750 p generati scales a e th g in Tipp

minous and an o a at – s e is ru c are eets and into the starting m l a c lo t g record ight a eels it regular s when Dustin wh ith an eye-poppin e of 1.410 r W tim competito tor Sports Park. hour, a 60-foot nds, r o e M .66 seco p 8 s f e o il T m E Virginia 6 .0 ile d of 160 uarter-m track. top spee nd a blistering q ustin the n o ,a ver. As D ch.” e onster w m o a h , is seconds u re Trans Am task to get it the ’t know all that m y n Dustin’s it, I did an eas It wasn’t first started with I n he says, “W

aspiring b for the rything a jo lt u c fi if ad eve vice was wanted to keep Bullet.com, d a d n a ll guidance ormance guys a at Yellow ving Finding reading rf f e o t “p achie lo – r a ce nd asics of b e through, th young ra h persistence a r e ry ov jor break a te it s m W a ” is m t. h e s rt secre achiev He credit dary builders Ku g egan to engine. n hin n e c a g a le Dustin b o in f c e o anc sion onths s rm m e o t rf rc n e e te p p in high ndly who s to the frie adman” Jeffery, er. though, c “M ra nd Brian um build for his Urban a m ti n the op Dustin o

FORCE FED MAGAZINE Summer ‘08

www.mickeythompsontires.com For a Dealer Near You Call 800-700-0394 x1508

“They taught me how to set up the car, which parts would work best – everything – they were great.” -Dustin Hodges on Kurt Urban and Brian “Madman” Jeffery

Teaching is one thing, experience is another – and Dustin acquired some bitter knowledge when after 30 or 40 passes on his first upgraded engine, a rod snapped. He entrusted the engine rebuild to a mechanic whose work wound up trashing the whole motor in his next race. Disappointed but not beaten, Dustin rebuilt the engine yet again – and now has the 402-cubic inch Chevrolet small block purring exactly the way he wants it. The primary power adder for Dustin’s Trans Am is a turbocharger, selected because of its high cost-to-power ratio and because of the tunability factor – “it’s easy to turn it down or boost it for the track conditions.” Budget considerations have always been the roadblock for Dustin’s drag-racing dreams, and he says it took about three years to get the car built and painted the way he wanted it. He kept the cost down by doing 100% of the fabrication and painting work himself, and his sponsors have helped by providing parts at cost. It took longer than Dustin would have liked, but the advantage of doing all the fab and paint work himself is that everything is to his exact specifications. Dustin wanted something that you don’t see everyday on the street or at the track, and his original airbrush work is truly a thing of beauty. Sponsored by Madman & Co. Racing, Wilson Manifolds, Nasty Performance, and Virginia Solar Tint, Dustin races his Trans Am nearly every weekend, principally at the Virginia Motor Sports Park. Now that the car is complete, the main obstacle to getting in more race time is the four-hour commute home from Virginia Tech, where he is to start his final year towards a degree in mechanical engineering. Dustin’s racing efforts are a family affair; his only track crew are his parents, his brother, and his

girlfriend Tressy. After spending most of last year running test and tune events at the track to get his suspension set up properly, and showing his Trans Am at a variety of local car shows, Dustin really began racing in earnest this year. He specializes in the True Street and Outlaw classes, racing every month, and has quickly established a track record as a solid contender, recently qualifying second and finishing second at the Maryland International Raceway, and qualifying second and finishing third at the Virginia Motor Sports Park. Dustin plans to continue working on his Trans Am, doing more tuning work and trying to reduce the curb weight to get his times off the line down. He hopes to continue racing indefinitely, as his engineering career allows. Time and money considerations, and the occasional disaster, have always made racing an uphill effort for Dustin. But persistence and hard work have paid off for this affable, soft-spoken young Virginian. Giving up and going home simply isn’t on the menu for this driver. In May of 2007, Dustin was preparing the Trans Am for another True Street class race at Virginia Motor Sports Park. One of the cooler lines to his transmission sprung a pinhole leak, spraying transmission fluid all over the headers. The entire engine bay went up in flames, doing extensive damage. Dustin spent all night repairing and replacing to get the car ready to race the next day. He won. FORCE FED MAGAZINE Summer ‘08

/ TECH SPECS / CAR:

OWNER:

Dustin Hodges // ‘97 Trans AM ENGINE: COMPRESSION: CAM : PUSH RODS: ROCKERS: PISTONS: RINGS: CRANK: RODS:

402 SBC 9.5:1 Custom Ground by Cam Motion Central High Performance Jesel Total Seal AP Callies Magnum Oliver

HEADS: INTAKE:

Wilson w/DFI Conversion

FUEL PUMP: IGNITION: POWER ADDER: BOOST: INTERCOOLER: EXHAUST:

TRANS:

Diamond

Hendricks Racing SB2.2

EFI SYSTEM:

OUT OF:

Chesterfield, VA

Big Stuff 3 Weldon 2345 MSD Precision 98mm Turbo 13lbs Precision Air to Water Custom Headers, Crossover & 5” Downpipe

FORCE FED MAGAZINE Summer ‘08

TH210 by Rossler Transmissions

CONVERTER:

Neal Chance Racing Converter

REAR END:

Moser 9” w/Strange Differential

SPONSORS: Wicked Intentions, Madman and Co. Racing, Wilson Manifolds, Nasty Performance, Virginia Solar Tint

SUSPENSION:

SPECIAL THANKS: Kurt Urban, Brian “Madman” Jeffery, Tressy Coats, My Mother, Father and Brother for their support.

TIRES:

F- Afco Shocks, BMR Control Arms R- Custom Chromemoly

BRAKES:

Stock F- LS1, R- LT1

WHEELS:

Weld Alumastar F - Mickey Thompson ET R- Mickey Thompson 29x10.5

FUEL:

VP C-16

WEIGHT:

3,750lbs

BEST ET/MPH: BEST 60FT:

8.66/160 (on 13lbs of Boost) 1.41

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By: Jay Biondo Photos: Joe Murray

found the body for Frankenstang sitting behind a body shop, and I was able to talk the owner out of it for $900. There was literally nothing on the front end, except for the hood – and that had a gash in it that looked like someone had taken an axe to the car. I straightened out the left front frame rail and did a welding patch job on the holes in the inner strut towers. I replaced the original core support, which was essentially destroyed, with another one from a 1986 Mustang. I went with a 1986 GT nose and a 2.5 inch cowl hood. I also replaced the inner fenders with home-made bent-up panels. The sheet metal on the outside was in pretty decent shape, but there was a lot of rust on the lower left rear quarter panel so I replaced that with a donor part. I also had to repair the rocker panels since they were almost rusted through, so I had custom patch panels made to replace the rusted sections. They are lowered 1 inch so as to bury the pinch weld under the new steel, which makes the body look an inch lower from the side. For the exterior paint, I copied the scheme from a 2004 Nissan 350z, with the main color being a shade called Daytona Blue and a silver trim color for the hood and headlight

‘eyebrows’. I swapped in the IRS from a 2003 Mustang Cobra, using SN95 spindles and 13’ Cobra brakes. I was able to find some new slotted/drilled rotors new at a great price, and the Cobra IRS allowed me to do a complete conversion to disk brakes on all four wheels. I added wheels from a 1997 Mustang GT and had them polished to a mirror finish. The rear wheels were widened by Weldcraft in Michigan to a full 9.5” wide, and I mounted Nitto 555R tires in a 275/40/17 configuration in the rear and Yokohama AVS100 tires in a 245/45/17 configuration up front. Frankenstang started life without an engine, so I got a custom 306-cubic inch based on a stock 302 Ford block. Speed Performance Engineering did the machine work and put in GT-40Y heads. The block is fully balanced and blueprinted, and I was able to do the final assembly myself. I went with a Trick Flow intake and cam, and put in SRS forged pistons made by Probe. For the X-pipe I went with a Magnaflow and Mac 1 5/8 equal length headers. The converter exhaust is a Borla. The original shell had an automatic transmission so I swapped it from AOD to a T-55, with a Steeda tri-axe shifter. I put in an FMS aluminum driveshaft which I shortened by 1 inch, because the Granatelli tubular K-member I was using allows for 1 inch engine setback; this got me better weight distribution and allowed more room for the lower supercharger pulley. I put in a Vortech V2-SQ real street kit to add forced induction, making 12 pounds of boost at 6000 rpm. Frankenstang has actually gone through two engines; on the first engine, Mike Post helped tune it to a conservative 413 horsepower to the wheels. Unfortunately that engine went south after just 100 miles – so much for the “great Internet deal” I got!

FORCE FED MAGAZINE Summer ‘08

The new engine has a lot of trick machine work and much better quality control, so it’s closer to a maximum 450 horsepower now. At the rear end, I had to upgrade the entire fuel system, so I decided to splurge and add a fuel cell. I had a custom tank fabricated at a local metal shop, and I did the finish work on that. I used the spare tire well in the trunk to mount the tank, using a frame built out of 1-inch square tubing. That leaves the trunk floor flat, and in fact it’s still got the factory carpet back there. I filled in the old fuel port and put the new port behind the license plate; that left me with plenty of room in the right rear wheel well to mount the battery, freeing up some room up front. The interior work is really where Frankenstang went to town in terms of scavenging from old cars! I found a set of front and rear seats in mint condition in a 2003 Cobra, and I rebuilt the driver’s seat base to get it low and back enough to be comfortable for me. I got the rear seats to flip up and down by using the old seat hardware inside the new seat covers. It took all winter, but I put in a 1999 dash and a center console from a 2003 Cobra. Getting the Fox wiring harness to work with the 1995 GT dash cluster took a few weeks of trial and error, but I was able to get all the gauges and lights to work like factory. There was a ton of fabrication work involved in getting that dash pad to fit right! I made the door panels from a set of SN95 and Fox donors. Then my friend Shane

FORCE FED MAGAZINE Summer ‘08

Cassin in Marengo, IL covered them in matching vinyl. There were a lot of headaches and more than a few skinned knuckles but it was totally worth it. A casual observer at a car show doesn’t notice much difference, but the diehard Ford guys freak out when they see the final product. Once Frankenstang was completely put together and tuned, I took it to the 2007 Car Craft Nationals in Minnesota, and also raced it a few times at Great Lakes Dragaway. So far my best time is 12.11 with a 120 MPH top clocked speed. My 60-foot time is pretty miserable at 1.89, but I’m hoping that some coaching and more practice will edge that down, and bring the car into the 11s. Regardless, building Frankenstang was a lot of fun and who knows what the next project will be.

e r o f Be

CAR: 1991 Ford Mustang GT OWNER: Joe Murray, 37 out of McHenry, IL Best E.T. - 12.11@120 MPH Est. Cost to Build: Mid $20’s Engine:

Displacement ………………306ci SBF Bore/Stroke…………………..4.030 x 3.00 inch Block…………………………..Ford OEM Compression……………………..9.5:1 Oiling…………….Melling stock replacement pump, modified oil pan for blower return Rotating Assembly……stock Ford crank and rods, Probe SRS pistons, Clevite bearings, Speed Pro rings Cylinder heads ……….Ford SVO GT-40Ys unported Camshaft……………..Trick Flow stage 1, duration 221 intake / 225 exhaust @ .050, Lift .499 / .510 Valvetrain……….FMS springs, pushrods & stock roller lifters. Cloyes double roller timing chain. FMS valves with 1.94 inch intake and 1.54 inch exhaust. FMS 1.6 roller rockers Fasteners……….. ARP head and main studs Induction…….Vortech V2-SQ real street kit with Trick Flow ‘R’ upper and lower intake with a 1 inch plentum spacer. A Edelbrock 70-mm TB with matching EGR spacer, a spacer milled for blower discharge tubing. Fuel system………In tank 255lph Holley pump, a 255lph in-line Holley booster pump, 42lb Ford injectors, Ford Lightning 90-mm MAF, Anderson Ford 16 x 4 air filter, -6 feed and return lines, custom built fuel cell, stock fuel rails, unknown aftermarket boost referenced regulator (it works!) Ignition…………MSD 6AL, stock Ford TFI distributor, Taylor 8.8-mm wires, Autolite 3924 plugs. Exhaust………….. Mac equal length 1 5/8 inch headers, Magnaflow catted X-pipe, Borla 99-04 Cobra spec cat-back with custom stainless 3 inch tips. Assembled by…………The owner himself Machine work………………..Speed Performance Engineering in Wauconda, IL

Drivetrain:

Transmission…………….Ford T-55 speed Clutch……………………..Centerforce dual-friction Shifter……………………..Steeda Tri-Ax Driveshaft…………………Ford Racing aluminum shortened 1 inch Rear Axle..2003 Ford Cobra IRS with home made ‘Kenne Bell mod’ for tire clearance Axle Ratio………….3.55:1

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Chassis:

Front suspension………… Granatelli tubular K member with 1 inch engine set-back Stock A arms modified for turning radius, Bilstein struts, BBK 1.5 inch lowering springs Steering…………. Stock power rack, Flaming River steering shaft Subframe/ chassis mods……..Owner built subframe connectors, welded torque boxes, custom built reinforcement plates Rear Suspension……….2003 Ford Cobra IRS, Bilstein shocks, stock Cobra springs cut of a coil for lowering Front Brakes……….Cobra spec 13 inch rotors, drilled and slotted with calipers Rear brakes ………..Cobra spec 12.65 inch rotors, drilled and slotted with calipers

Wheels and Tires:

Wheels…………..stock 1998 Mustang GT polished 17 x 8 front 17 x 9.5 rear. Rears widened by Weldcraft wheels Tires………..Yokohama AVS ES100 245/45/17 in the front and Nitto 555R 275/40/17 in the rear FORCE FED MAGAZINE Summer ‘08