SEPTEMBER 2020 EXCLUSIVE DIGITAL COPY

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EDITOR-IN-CHIEF.............................................................. CHRIS BIRO editor@rpmmag.com V.P. MARKETING/CUSTOMER RELATIONS.................. TRISH BIRO trish@rpmmag.com EVENT MEDIA.................................................. events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR........... SHERRIE WEBER sherrie@rpmmag.com ART DIRECTOR............................................................

JIM McHARG

Photographic Contributions: TIM LEWIS, MARK goDragRacing. org, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, LOUIS FRONKIER, BART CEPEK, PATRICK “RED” WILLIAMS, BLAKE FARNAN, JERRY GARRISON, NEIL ZIMBALDI, STEVEN TAYLOR, and EDDIE MALONEY. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, TOBY BROOKS, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, GEORGE PICH, JAY MISENER, and EDDIE MALONEY. Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

ADVERTISING SALES For advertising information contact

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

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

MEET THE RPM TEAM

PRODUCTION STAFF

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed online.

To subscribe to RPM go to www.rpmmag.com or email Trish Biro at trish@rpmmag.com, or call 519752-3705.

The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the topshelf of the industry and are on the edge with regard to design, performance, and power!

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editor’s

RANT

by

Chris Biro

It’s Go Time

And We can’t afford to screw it up!

By now most of us have been enjoying some sort of “distanced” event during the worldwide measures to contain and mitigate the damage done by Covid-19.

Most have also been out to buy parts or get some work done on our cars. Many people I know have been busting out work in their garages like there’s no tomorrow the past 6 months, eventually inviting friends back to help and catch up on bench racing.

Many businesses have opened for business, but unfortunately we have lost some good companies and folks to the economic effects of the situation. Not to mention layoffs at larger retailers and manufacturers. Much like what happened in 2008 through 2012, those that are remaining need our support now more than ever.

Online shopping has increased by billions over the past 6 months. I am not quite sure how to interpret this for our performance and racing industry as a whole. Sure, as far as purses and shoes go, there are “those” people that just gotta have more and more and more, which I see as just a waste of time and money, not to mention what it does to our local economy and landfills. Generally speaking, us car people tend to first identify what we need, then buy it and avoid the excess.

I like to shop online, even for parts, but at the same time I really do enjoy heading out to a store or speed shop to buy stuff and sometimes just hang out with others of like mind.

There has to be mix of both, I think, a shift to include our large and small businesses into the new forced set of rules for our economy.

As a society we have been manipulated to demand lower prices and faster service, which for many years fueled the Chinese economy supplying massive amounts of inferior quality goods and materials to us. It has certainly strengthened their economy and hurt ours in many ways. I can’t deny that on certain items I tend to look for something that “will do”, but make no mistake, when it comes to quality and reliability, especially for the projects in my garage and on my home, I ALWAYS choose a company that has at least base operations on this continent, and manufactured here whenever possible, and it’s nice to see more and more performance and racing enthusiasts demanding the same of the parts they purchase. If the cost is higher, I just wait until I can afford it and try to avoid the “get it on credit” game. The last thing I need is more debt. In my humble opinion, more debt makes me more of a slave to the system.

What about “services”. The one thing no other country can take from us are the services that our retailers and shops provide. Be it an actual physical service or quality advice 4

or technical assistance. Will this economic upheaval lead to us to be a more service-minded buyer? You can’t get quality tech or guidance, parts installed, a chassis or engine built, or a paint job online or in a country across an ocean. While many people reading this can do a lot of these things themselves, there are very few who can do them all, well. So try this, if there is something you’re not quite comfortable doing, take it to the pros at your local shop. In the end it will save you time, and as I have said before, time truly does have a monetary value. Also, keep in mind when you buy something that there should be a certain level of pre-sale service and post sale technical support that goes along with it.

Funny story. Back when I owned a speed shop, a few years before the internet, we had a saying, “don’t bring your own steak to the restaurant”. Often times people would bring in their own parts for us to install, which was fine, however, where things went sour was when we were doing the original install work on their car and it needed (or they chose) some more parts to add to the work. We would price those parts out for them, but they would take the part numbers, go somewhere else to buy them and bring them to us to add to the install. WTH? One time, I had a regular customer who relied on us for all the work on his car, we did everything. While we were doing some other mods on his ride, I priced a nitrous kit with install for him. He went to a chain parts shop across town that sold the odd performance part and got a $70 less price on the nitrous kit, and here is the kicker, he still wanted us to do the install! If he had originally came to us to install a nitrous kit that he bought somewhere else that would have been ok, but to do this while his car was in the shop being worked on by us was a slap in the face.

In short, BOTH small and large businesses are very important to our economies as are both online and in-person transactions. It’s a given that physical services are imperative and will never go away, but when it comes to parts we as consumers need to demand not just quality but service as well, and the best way to do that is to not purchase inferior goods from God knows where that don’t have the people based in our country to back them up! We have amazing large online retailers and corner speed shops at our disposal, both staffed with knowledgeable people and it is important that we support them all.

Could this pandemic-related shakeup lead to a shift back to appreciating and protecting the companies, skilled staff and quality we have here in our own land? I for one truly hope so!

september 2020 | RPM Magazine

ADVERTISER INDEX AED Competition .......................77

Meziere Precision Mfg ...............32

AFR:

Misener Motorsports ..............101

Air Flow Research ........... 5,56,57 AJE Racing................................ 77 American Racing Headers .........56

Moser Engineering .................. 62 Neal Chance Converters............ 98

Aurora Bearing ..........................77

Northern Radiator .....................60

AVAK/Ridgegate Tools ...............50

Parts Pro/Total Truck Centers

Baer Brakes ........................31,66

..................................59,73,110

BES Racing Engines ...................66 Billet Specialties........................66

PBM Products........................... 13

Bill Mitchell Products .........12,48

Piston Racing Engines ...............89

C & S Specialties ........................69

Profiler ......................................63

Callies Performance Prod...........20

PRW-USA ..................................96

Calvert Racing Suspensions .......45 Canton Racing Products ............26 CFE Racing Products .................10

Race Part Solutions ............30,72 Racequip ...................................63

Chassis Engineering ..................52

Rage Wraps ..............................63

Clearshot Customs..................103

RAM Clutches ............................78

Delta Performance Auto Grp......20

RCD ...........................................88

Design Engineering ...................39 Dynotech Engineering...............11 ECAM .....................................102

RM Racing Lubricants .........21,71 Ross Racing Pistons ...............7,47

Energy Suspension/NPW...........52

RPM Magazine ..........23,73,108

Erson Cams.............................103

RPM Magazine Subscribe! .........35

GoDragRacing.org ..................102

SG Metal Works .........................70

Goodson Tools ...........................56 Granatelli Motorsports ..............61

SM Racecars ..............................97

GRP Connecting Rods ................67

Smackdown 4 ....................27,91

Harland Sharp ...........................38

Steve Morris Engines ....................2

Hitman Hotrods.........................57

Summit Midwest Drags.............51

Hughes Performance....................7 Ian Hill Racing .......................... 47 Icon Forged Pistons ...................88

Summit Racing Equip. 35,97,109 Taylor Cable Products .............100

Induction Solutions ...................18

T & D Machine ...........................71

Jesel ..........................................48

The Supercharger Store .............71

Joe Van O...................................57

Ti64 ...........................................99

JW Racing Transmissions ..............5 Karbelt ......................................77 Kinsler Fuel Injection..........13,63

Tom’s Upholstery .......................72 Total Seal Rings .........................62

LenTech Automatics ...........38,70

Trailer Alarms.com ....................88

Liberty’s Gears ......................... 70

Trick Flow ...........................15,97

Lokar Performance ................... 66 Lutz Race Cars ....................... 102 Magnaflow................................96

Tuned By Shane T ......................65 Ultimate Headers ......................77

MagnaFuel ................................16

VFN Fiberglass Inc. ....................62

Manton Pushrods ...................100

Weinle Motorsports ..................17

Mark Williams ...........................89

Wiseco...................................... 96

Metal Products ..........................63

World Products..........................67

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September

2020

Often Imitated, Never Duplicated—For 21 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

The TeacherAuto.......................................................

54 Mechanics teacher Martin Girard holds lessons outside the classroom with his wild nitroused 5-speed Mustang!

Fool’s Gold ............................................................................. 8

HELLcat on Wheels ...................................... 42

Alexander Torres’ Charger; “The Fastest Hellcat in California”

This wicked street/strip turbocharged Mopar is one cool father/son project!

Sexy Sally ...................................................................... 28

Shawn White’s ’70 Chevelle is more than just another pretty face!

86

SHOP TALK “I have a problem -You probably do too!”

Still Got It......................................................................... 74

This iconic Malibu pro streeter is as fine today as it was when it debuted 33 years ago

94

Shannon Poole will be back racing his 1964 Corvette!

102 Project Pace Car Race Car: Part 4 The Short Block Lives – Installing our rotating assembly

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

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+

CUSTOM IN STOCK PISTONS

TRUSTED BY THE FASTEST RACERS, ELITE ENGINE BUILDERS AND HIGHEST HORSEPOWER MACHINES ON THE PLANET, FOR OVER 40 YEARS!

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This wicked street/strip turbocharged Mopar is one co 8

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Story by George Pich Photos by Matt Trombley

ool father/son project! www.rpmmag.com

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Jody & Jared Babcock’s Gold Duster AKA “Fools Gold” may be an original 22,000 mile find, but once you take note of the big tires filling the wheelwells and the chute to help the turbocharged beast slow after a hard hit at the track, all bets are off.

“We purchased this car as an original stock 6 cylinder Gold Duster in 2013,” tells Jody Babcock of the rare find Mopar.

The car was bought with a plan in mind, and that plan was for Jody to build it with his son Jared through his early teens, and then by the time he was old enough to drive and race, it would be his to do so with.

The Gold Duster name was actually an option package offered by Plymouth that started mid-way through the 1970 model year. It consisted mostly of badging, gold stripes, upgraded seats, carpeting, insulation and a vinyl roof. Although it was offered with the 340 engine, many were base 6-cylinder offerings. As you can imagine, this particular car, equipped with the “leanwww.rpmmag.com

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ing tower of power” Slant 6 engine and a few extra bells and whistles added to the base Duster’s very minimalist trim, was not the most popular in the lineup. But still, they’re rare and we think having one 48 years later is pretty cool.

The car ended up near the Babcock’s home in Battle Creek, Michigan when the previous owner shipped it from Northern California with hopes of building it into a 340 clone. That never happened, though, as Jody stepped in to buy it.

Having been raised in a car oriented family, Jody had the horsepower bug since he was old enough to drive. “My first car was a 1967 Plymouth Belvedere II which I still own. I raced the car on the street and track occasionally,” he said.

After taking a break from cars to raise a family, Jody decided it was time to get the family into cars. By the time his son Jared reached his teens continued on page 19

275/60/15 Mickey Thompson ET Street Radials the rear wheelwells nicely and you can just catc glimpse of the Caltrac bars if you look hard enou 12

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A nice clean small block Mopar with single turbo install made possible through the skills of Jody that were passed down to his son during this build.

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And it all fits under a flat hood, which is interestingly one of the reasons Chrysler first built the Slant 6 that originally occupied this space; to provide a lower profile engine.

The engine is a Brett Miller built 358 inch Mopar creation, originally commission for NASCAR use.

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Put the Hammer Down.

You don’t cut corners or accept compromises.

Use the best parts, like Trick Flow GenX® 255 square port cylinder heads that can significantly increase the performance of your GM LS-powered car.

Highlights include LS3-shaped CNC Competition Ported runners, CNC-profiled combustion chambers, 12° valve angles, coolant holes that work with all LS head gaskets and engine blocks, and your choice of standard or 6-bolt mounting patterns—all engineered, machined, assembled, durability tested, and dyno proven in the USA to help your car stay ahead of the pack.

Airflow Results

Dyno Results

GenX 255 Square Port

GenX 255 Square Port

Test Engine: GM 6.2L LS3 short block with 10.43:1 compression, Trick Flow GenX® 255 square port cylinder heads (TFS-3261T002-C01), Trick Flow Track Max® hydraulic roller cam (TFS-32603001), stock L92 intake with 90mm throttle body, Kooks headers with 17⁄8" primaries, and dual exhaust with 3" Flowmaster mufflers.

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100" .200" .300" .400" .500" .600" .700"

71 146 231 294 334 363 382

59 113 171 215 240 252 258

Tests conducted at 28" of water (pressure).

Bore size: 4.065"; exhaust with 2" pipe.

To view more airflow charts, go to TrickFlow.com and type the part number you want to see into the Search box and then click “Search.”

Your Recipe for GM LS Performance!

New heads are just one component of the horsepower recipe.

To make it complete, you’re going to need some more ingredients.

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

Active Fuel Management and Variable Valve Timing Delete Kits The problem: most performance camshafts don’t work on engines equipped with AFM or VVT. The solution? Ditch them with these delete kits! They include everything to completely remove AFM and VVT the right way so your engine will make the power you expect with no hiccups.

Cylinder Head Bolt Kits Keep combustion where it belongs! These high-quality cylinder head bolt kits provide consistent clamping force. The bolts are made from premium quality alloy steel with cold-formed heads and rolled threads. The kit contains all the bolts you need to install a pair of heads.

TrickFlow.com & 1-330-630-1555 2010RPCT

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

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The original interior is near-perfect. How about those wood grain infused door panels and bench seat with armrest, now that is class!

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Owner-built chromoly c run 8.50 in

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cage work is certified to the ¼ mile.

There is nothing hidden on this car by body and paint work

he was more interested in going to the track with his dad, so Jody decided to buy a car for a father/ son project, specifically, a Duster.

This Gold Duster was an unmolested, original paint survivor car with only 22,000 miles on it, so a perfect candidate. “I am a fabricator for a living and had done numerous cages and a lot of turbo fabrication for other people, so I knew we had to build a turbo combination,” said Babcock. And once that decision was made he would find a used R3W8 NASCAR engine to snap up and use as a base for the project.

The pair, along with patients from the rest of the family and help from some friends, built the car 100% in their home garage over the course of about 7 years.

“Being a fabricator for a living, I

wanted to make sure that my son had some skills in the garage, even if he chose to make a living some other way. He was involved in every step of the build and was hands-on throughout,” he added.

Jody stressed also that the length of time to build the car had a lot to do with budget, “It is a 100% debt free build” he said proudly.

The unibody frame was braced and tied and an 8.50-certified chromoly cage was fabricated.

Up front, Tory Shellehamer built a chromoly coilover conversion with tubular upper and lower control arms, Menscer double adjustable coilover shocks and rack and pinion steering. A custom width Dana Strange S-60 rearend with 3.54 gears, spool and DTS girdle cover is suspended by a Calvert mono leaf system with Calvert bars and double adjustable coilovers.

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A Strange Dana S60 rear was shortened and filled with 3.54 gears, a spool and a capped with a DTS girdled cover.

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A custom cooler for the turbo along with a fuel cell and battery take up some of the trunk space, but amazingly there’s still room to spare.

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The Holley EFI dash is barely noticeable among the factory dash and gauges.

Twin “340 Four Barrel� hood scoops are a nice touch.

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A complete conversion has taken place up front of the Duster which includes a tubular k-member and control arms, coilover shocks and rack and pinion steering.

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Jody And Jared Babcock’s 1972 Plymouth Gold Duster Street/Strip car Chassis Type & Mods: Uni- body, Frame tied, 8.50 Chromoly cage.

Suspension: Front suspension is a Tory Shellehamer Chromoly coil over conversion with Menscer double adj. coil over shocks.

Rear suspension is Calvert mono leafs and bars with Menscer double adj. shocks.

Body & Paint: Original. 22,000 mile, 100% original paint car from Northern California.

Engine: Brett Miller built 358 inch Mopar race block, W8 Mopar race cylinder heads, billet solid roller turbo cam.

Rotating Assembly: Billet Winberg crank, Carrillo rods, Diamond custom turbo pistons.

Induction: Cast Mopar 598 race intake manifold, 90mm throttle body.

Power Adder: Single turbo.

Electronics: Holley Dominator EFI.

Transmission & Converter: PTC aftermarket Glide and PTC converter.

Rear Differential: Custom width Strange S-60, 3.54 gear, spool, DTS girdle cover.

Other Important Information about the Vehicle: This car was a father/son project started when my son was 11. We built the car to be a local No/Time grudge car that we could street drive, and race in the Mopar heads up 10.5 class. Throughout the build he has learned how to work with tools and do a little welding. This whole car was built in our garage and wasn’t finished until he was 18 (he’s 19 now). My plan to get him involved paid off as he just purchased a first gen S-10 for our next turbo build.

How Many Years Racing: Around 20 years with my old car, and my son is just starting his racing career.

Thanks To: First I would like to Thank my wife Michele and daughter McKenzie for putting up with us being in the garage a lot of late nights. Thanks to Brett Miller for the engine work, Tory Shellehamer for the front end work, Rick Trunkett for combination advice and engine tuning, Tim Clow for helping us a lot on the car and laptop. Thank you!

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Stand clear when you hear the duster fire up as a single bull horn exhaust exits spent gases out the right front.

The single turbo mill is a Brett Miller built 358-inch Mopar race block stuffed with a billet Winberg crank, Carrillo rods, Diamond custom turbo pistons and billet solid roller turbo cam. A pair of W8 Mopar race cylinder heads are studded in place and a Mopar 598 race intake is fed by a 90mm throttle body, controlled by a Holley Dominator EFI system. A PTC Powerglide trans and PTC converter send the boosted ponies rearward.

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When you step inside the car, aside from the cage, Holley digital dash, some harnesses and shifter, you’d swear you were at the lot test driving Plymouth’s latest muscle car offering. Much of the pristine factory interior, including bench seat with armrest, has been retained and really gives the car a cool factory original vibe.

Jody feels the most unique feature is the car’s original paint and condition. “There is nothing hidden on

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this car by body and paint work,” he said. That, plus the fact that the car’s performance the very first time to the track exceeded their planned performance goals, and everything else from here on is, Jody says, “just icing on the cake”.

As for the most memorable experience with Fools Gold to date; “It would be getting to the point where I actually got to see my son drive it for the first time. That was an amazing moment for me.”

RPM

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STA

z Story and photos

With a 4-link coilove front, the tubbed SS

by Eddie Maloney

W

hat is your choice for the ultimate muscle car? In the heydays of the muscle car era, there were many options coming from the factories of the “Big 3�.

When Chevrolet redesigned the Chevelle for 1970, it was game changing. The 1970 Chevelle Super Sport (SS) came with the 454 cubic inch, V8, LS6 engine option. This high compression bullet produced a conservative 450 horsepower and 500 lb. ft or torque. At the time, it was the most powerful production car made in America. To this day,

The custom red with matte black stripes and cow hood throw off an amazing vibe and the combo i a favorite among the Chevelle crowd. And the blac vinyl roof is icing on the cake!

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ANDOUT

er rear-end and 2” drop up S has the perfect stance.

the 1970 Chevelle and in particular the LS6 model, is one of the most popular and sought-after muscle cars on the market, and Shawn White took his version of the ’70 Chevelle several steps further with a Pro Street genre-dedicated build, a nitroused 565inch big block, 8.50 certified cage and whole bunch more go-fast goodies.

GEARHEAD IN THE MAKING

“I started racing moto-cross at 4 years old,” explained White. “I raced a lot early on and then dabbled with it in high school while playing football and everything else I could play. After I got out of the Marine Corps, I started road racing motorcycles, a Suzuki GSXR1000, and had some success with that.” And while he eventually gave up orga-

wl is ck

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BIG

Fats and skinnies a Street ride, and W

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G BUNS

are the mark of a true Pro White has both covered.

nized racing, Shawn has always kept some horsepower in his garage. He had an L-78 1966 Chevelle and a ’67 Malibu through his school years and then a big block 4-speed ’72 while in the Marine Corps, but he always wanted that coveted 1970 model.

AND SO, SEXY SALLY IS BORN

Then it happened, one spring day his wife gave the go-ahead to start looking. Shawn explained “My wife

asked me what I was looking for, an original Chevelle or something to build, and I told her that I definitely wanted a beast that we could build into something special.” After months and months of research, Shawn found a red 1970 Chevelle on Craigslist about 60 miles away from his home and bought it a few days later. It was a small tire street/ strip car with no backseat, a small store bought 4-point roll bar and a

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HEARTBEAT

The heart and soul of Shawn White’s ’70 Chevelle SS is the Beck Racing Engines built 565-inch big block which pushes in excess of 1200 horsepower on a conservative hit of nitrous oxide.

496 stroker in it, but more than anything it was a solid original body car with lots of potential. After extensive research, Shawn found out that the car was actually a fairly rare original SS LS-5 model.

Now that might be considered a good thing, however, it actually threw a bit of a wrench into White’s plans. “When we found out the original roots of the car, my wife and I started to discuss which way to go with it; restore it to original or go performance,” he added. “Then I remembered the L-78 4-speed ’66 Chevelle that I owned in high school and how 34

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The BRE mill started with a Dart Big M block that is filled with bling from Mahle, Scat, Bullet and topped by Dart Pro 1 heads, a Super Victor intake and QFT 1150 carb.

PSSSST

A plate nitrous kit set up with 300hp jets was added and purges through this lighted purge kit peeking out from the back of the right fender.

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1-800-230-3030 www.rpmmag.com

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I hated driving it because it was so original. We finally decided that since this was a race car pretty much its entire life anyway, that I would go ahead and build the Pro Street car of my dreams.”

BUILD AND REBUILD

First, Shawn added drag radials, a different intake, a small nitrous kit and just had fun with the car. Then, he eventually decided to cut it and go ahead and make it into that big tire brute that he always wanted.

The first order of business was the chassis and Shawn ordered a Chris Alston Chassisworks unwelded back-half and began cutting the Chevelle’s original frame. Next up was fitting the new 15”X15” Weld Pro Stars wrapped in Mickey Thompson Sportsman tires under the body.

The body itself is remarkably still the factory 1970 Chevelle steel except for a fiberglass lift-off hood.

The stunning red skin is a custom mixed red paint with matte black stripes and, of course, the cooler than cool black vinyl top sets it all off.

With the chassis and cage work in-hand, Shawn

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IT GOES LIKE LIGH

The Lightning Rod styled shift that control the FTI Turbo 400 transmission are in your

HTNING!

ter handles automatic face!

The interior sports a factory dash pad and door panels mixed with an array of Autometer mechanical gauges and race seats with 5-point harnesses.

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NO ROOM TO MOVE

Wheel tubs, a fuel cell, battery and twin nitrous bottles fill the truck.

suspended a narrowed and braced 12-bolt rearend with 4.11 gears, Moser 35 spline axles and big Ford bearings from a Chris Alston 4-Link with VariShock adjustable coilovers. To match the rear stance and give the Chevelle the rake (and weight transfer) it deserves, 2” drop spindles and drag shocks were installed up front.

Now, as the roller began to take shape, Shawn turned his focus to powering the car and contacted Frank Beck, of Beck Racing located in Phoenix,

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Arizona. “Frank and I spoke at length about what I was looking for and how I would be using the car.

Eventually we decided on a nitrous assisted, 565 cubic inch big block Chevy engine.”

A Dart Big M standard deck block was stuffed with a Scat 4340 steel Nitrided large radius 4.250 stroke crankshaft, Scat 4340 H-Beam rods, Mahle forged coated pistons and Mahle rings, and a custom grind Bullet roller cam and lifters. continued on page 41

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Four more mechanical gauges are hidden under the cowl hood, visible only to the driver.

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The big 33x22-inch Mickey rear meats are tucked up under the original steel quarters of the Chevelle. The only non-OEM panel on the car is the lift-off fiberglass hood.

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Shawn Robert White’s Pro Street 1970 Chevy Chevelle SS Chassis Type & Mods:

8.50 Certified cage and chassis. Chris Alston’s Chassisworks Battle Cruiser back-half.

Suspension (Front and Rear):

Factory GM A Body front A-Arms with 2” drop spindles and drag Shocks. Rear, Chris Alston 4-Link with VariShock adjustable coil-overs.

Tires and Wheels :

Mickey Thompson Sportsman 26”x6”x15” Fronts on Weld Pro Star and 15”x4.5”, Mickey Thompson Sportsman 33”22”15” Rears on Weld Pro Stars 15”15”.

Body & Paint:

Power Adder:

NOS 300 shot of nitrous.

Electronics:

MSD Crank trigger and billet distributor, MSD 6AL2 programmable ignition and MSD Blaster coil. Hurst Line lock.

Transmission & Converter:

FTI Performance Stage 5 TH400 manual reverse valve body w/trans brake. FTI Performance 10” Billet Pro Mod Converter 4,000 stall. Custom built Kilduff Lightning Rod style blackout shifter.

Rear Differential:

Factory 1970 Chevelle body is all steel except for fiberBraced and narrowed 12 bolt 4.11 gear. WaveTrac bilglass lift off hood. Custom mix red with matte black let posi. Moser 35 spline axles with big Ford bearings. stripes and black vinyl top. Pro Car by Scat seats and SPECIAL THANKS Stroud 5-point harness and drivers net. Autometer To my Lord and Savior Jesus Christ! My wife Trina who gauges. Larry Jeffers Race Cars removable steering has stuck with me through thick and thin. She has wheel. backed me and this car 100% and is always there to lend Engine: a hand whether it’s holding a light, passing tools, or even Beck Racing Engines 565 ci big block Chevy Nitrous cleaning it! My Dad that passed away unexpectedly in engine. Dart big M std deck block, Mahle Forged 2017 gave me my love of all things with an engine. From Coated Pistons and Rings. Scat 4340 H-Beam rods.

Scat 4340 Steel Nitrided large radius 4.250 stroke Semi Trucks to muscle cars to motorcycles. This build is crankshaft. Custom grind Bullet roller cam and lifters. to honor him as much as anything. I also would like to Dart Pro 1 aluminum heads 2.300 & 1.880 polished thank my buddy Branndon Scott who has helped me valves. Comp Cams Ultra Pro Magnum Rockers & build Sexy Sally every step of the way! I need to thank Comp Cams Billet true roller timing set. my friend Frank Beck of Beck Racing Engines for not just Milodon kick-out style oil pan black billet valve covers. building me a monster but for also always being there to ATI SFI Super Damper. Custom built Lemons headers answer any questions I have day or night, and I ask a lot with Black Widow Neighbor Hater mufflers. of questions!

Induction:

Edelbrock Super Victor Intake Manifold QFT 1150 4500 carb. Aerospace Components Fuel System.

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SS STANDS FOR SEXY SALLY, RIGHT? Topping the healthy Rat are Dart Pro 1 heads with 2.300 & 1.880 polished valves and Comp Cams Ultra Pro rockers. The engine alone made over 900 horsepower on the dyno at Beck Racing Engines. But, as we know, there’s always room for more…

“Once I got the engine, I added a 300 shot of nitrous,” White said with a smile. An NOS plate kit has been plumbed in below the Quick Fuel FX-4711 1150 CFM carb that sits atop the Edelbrock intake. “I told Frank about the nitrous and he simply said, ‘well if the 300 shot gets old don’t be afraid to up it, the engine will take it all!’”

Inside, the Chevelle is clean with a mix of the original dash pad, console and door panels complemented by a

I would go ahead and build the Pro Street car of my dreams... pair of well-padded race buckets (for those long drives) and 5-point harnesses (for other uses). An array of 6 dash-installed gauges is backed up by 4 more hidden in the cowl scoop outside the car, and the black billet-handle Lightning Rod style shifter setup and black billet steering wheel complete the package. Trunk space

is filled with, of course, the wheel tubs to hold those big Mickeys in, an aluminum fuel cell and twin Nitrous Supply nitrous bottles.

From there it was smooth sailing as White started to break the car in on the streets in around Bakersfield CA. “The hardest thing has been finding that balance between street car and race car, but I think we found it,” added White.

So why Sexy Sally? Well, when the car rolled into its new home and Shawn’s wife Trina saw the SS badges, she named the car Sexy Sally, and it just stuck. “It’s more than just a car to my wife and I, it’s a member of our family and she has a personality of her own! We even drive her to Church sometimes!”

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At first look, may look l from the fact fool you. Th capable of ¼ Story and photos by

W

hen Chrysler introduced its “Hemi” engine for its 1951year model lineup, it was the start of something pretty amazing.

The first generation of Hemi engines were produced from 1951 all the way through 1958, while the second generation from 1964-71. After a long hiatus, a third generation Chrysler powered Hemi engine was introduced in 2003.

Chrysler’s Hemi has been deep rooted in the automotive scene for over half a century. The 1960’s version of the 426 Hemi was an engine produced for the Plymouth Belvedere, built to NASCAR specifications. Its popularity grew and

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grew and was subsequently available tin production models from 1965-1971.

Whether it was a street Hemi, or a race only model, the Hemi engine powered cars are some of the most sought-after vehicles on the collector car market, not to mention that they often dominated the streets and strips around the country.

The game was changed once again in 2014 when Italian automaker Fiat merged with Chrysler and formed into a new holding company (FCA). In August of that same year, the company introduced the 2015 Dodge Charger SRT Hellcat. The Hellcat is claimed to be “the fastest” factory four-door sedan continued on page 47

, Alexander Torres’ Charger like an “ordinary” Hellcat tory, don’t let its subtle looks his street legal beast is very running into the 8 second ¼ mile time zone.

Sometimes we get so caught up in rare, low production older cars that we forget that there are lot of limited production badass new cars made each year. Case in point, just 1,890 2017 Charger SRT Hellcats were produced for the 2017 model year, and only 137 in the Yellow Jacket color!

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The original, supercharged, 6.2-liter V8 Hellcat powered Charger produces 707 horsepower and 650 lb. ft of torque. That’s typically more than nough to suite anyone’s needs, but not Alexander orres. With some modified internals and a 200 hp ot of nitrous oxide, this Hellraiser is producing well over 1,000 horsepower on a mild tune.

The Dodge Charger Hellcat is a big bodied behemoth, looking almost “limo-like” in this side shot, but they were made to perform on and off the track. ever built. It was equipped with a supercharged 6.2-liter Hemi V8 engine that produced 707 horsepower and 650 lb. ft or torque. This brand-new design provided all the modern amenities for the family, and power its 426 predecessors could only dream of.

During a recent trip to Bakersfield, California, we were tipped off about Alexander Torres’ notorious “Yellow Jacket” 2017 Charger Hellcat, and, we have to admit that after our first look, while it was a good looking and no doubt quick car, we completely underestimated its power. After talking with Torres for a few minutes, though, we bought into both him and his Hellcat.

“I purchased the Hellcat brand new in West Covina, CA in April of 2017, but prior to this Charger, I owned a 2016 Dodge Challenger SRT. I have to say that I was not satisfied with the performance

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DOUBLE UP

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I got hooked and decided to take it to the next level

of that car, so I traded in the Challenger for a Hellcat. I purchased the Hellcat because I was intrigued with the technology that the company put into it,” Torres said. Like any true gearhead, he began to modify the car just three weeks after the purchase. The first mod was changing the upper pulley on the supercharger and converting the car over to E85 fuel. Soon after that Torres began to race the car every Thursday night at Irwindale Speedway in Irwindale, CA. “As soon as I saw the potential of the car I got hooked and decided to take it to the next level.”

With any aftermarket additions, comes eventual parts failure, and the Hellcat’s 8-speed automatic transmission broke just 4 months in. It took about 3 months to get a replacement transmission in courtesy of Speedworx and Redline Performance in Covina, California. During the downtime, Alexander had some time to contemplate the direction he wanted to go with the Charger and decided that since the car was already down for repair, he was going to go all out with it.

The wheel and tire of choice for the Hellcat are a set of Bogart wheels with beadlock rears wrapped in Mickey Thompson 315 60 R15 ET Street Radials and Racemaster front runners.

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The area where the rear seat once was made the perfect spot for the secret weapon, at least the bottle part of it anyway.

Alexander removed the back seat and replaced the driver seat for a much light and safer aluminum race seat. The rest of the interior remains as it came from the factory. Hellcats are extremely popular for their power, but they are also practical and can fit the whole family with a good offering of creature comforts.

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Alexander Torres’ 2017 Dodge Charger Hellcat Chassis Type & Mods: Stock 2017 Hellcat chassis

Suspension: Stock factory suspension with a Wilwood 15-inch conversion in the rear.

Body & Paint: Factory original body with factory Yellow Jacket paint.

Engine: 6.2 Hemi GEN3 Hellcat motor with Ross pistons on Carrillo rods with ARP head studs with stock factory heads and cam. Built by Speedworx Automotive and Redline Performance in Covina, Ca. Converted to E85.

Rotating Assembly: Ross pistons, Carrillo rods and factory 6.2 stock Hellcat crank.

Induction: Stock Hellcat 2.4 Supercharger ported by Fast Motorsports.

Power Adder: Nitrous Outlet plate system with Nitrous Express progressive controller to handle 200 shot of nitrous.

Electronics: All electronics are stock from factory, aside from the NX progressive.

Transmission & Converter: Currently replacement factory type transmission and converter.

Rear Differential: Stock differential with a DIRS diff brace.

Best ET & MPH: 9.2- 151MPH no prep.

How Many Years Racing: “I began racing and building Hondas when I was 15 years old, so I have been racing for 20 years.”

Class Raced: Grudge racing and ET racing.

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Torres had the 6.2 Hemi GEN3 Hellcat motor beefed up with Ross pistons pinned to Carrillo rods and also added ARP head studs to use with the factory heads. He also kept the stock camshaft. The factory 2.4 Supercharger was ported by Fast Motorsports and, here’s the fun part, he added a Nitrous Outlet plate system to spray a 200 shot of nitrous into the throat of the boosted Hemi and paired it with a Nitrous Express progressive controller.

“Once the car was done, I met one of the best Hemi tuners in the world, Curt Dusterhoff who is located in Georgia.” Curt tuned Torres’ Hellcat in December 2018 and, as expected it was much quicker and faster. Intrigued by this, Alexander decided to enroll in the EFI University located in Lake Havasu, Arizona. “Cars and racing have always been my passion, it’s what keeps me going. Curt and my wife were my motivation behind becoming a tuner

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and now I build and tune Mopars. My goal is to be as good as my good friend Curt whom I now remote tune with,” Torres added.

With just a tick under 1,890 2017 Charger Hellcats produced for the 2017 model year, and only 137 Yellow Jacket colored cars, Torres has a rare piece, that keeps getting better, and quicker, with age. “I consider my car the fastest Hellcat

in California, no one has beat me and I plan to keep it that way. This car is my pride and joy, I have poured my heart and soul into it and I plan to keep it going”.

The most memorable experience that Torres has had with his Hellcat to date was at Springfest in Pomona in March (2019) when he went undefeated, “that, and I beat all the Dodge Demons!” Torres added with a smile. “My goal for this year is to open up my own Dyno shop and specialize in building the fastest Mopars on the planet.”

As we mentioned, it’s easy to be misled by this Yellow Jacket as it flies up to you, but make no mistake, it is ready and very willing to lay the sting on you at the drop of a hat, or anything else for that matter.

RPM

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T

here’s no denying that the Fox Body Mustang is one of, if not the most popular platform for drag racing.

Brand loyalties aside, if you stop and think about it for second, few people would dare put a Ford or Mopar engine in a first Gen Camaro, yet we’re starting to see as many LS powered Mustangs as we do Ford powered ones over the past few years. Call it what you will, but the fact is that, pound for pound, the Fox body is hard to beat if you want a lightweight candidate to build into a street or strip car.

Saint-Jean-sur-Richelieu, Quebec’s Martin Girard could be considered a purist with his wild ’91 dragstrip-dedicated build – yes, it’s powered by a small block Ford but, despite being brutally quick, he still jambs through the gears with a 5-speed transmission!

“The story started when I was 17 years old with the purchase of my first Fox Body Mustang. It was a street car with some modifications,” said Girard. It was his first Mustang that, like it did for so many, set the hook and would be the catalyst to Girard continuing on with the Fox Mustang body, and also getting in-

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The owner-modified 25.2 cert Chromoly roll cage and chassis work was originally done by Hooken Chassis Race Car in Missouri.

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The wicked small block Ford started with a Dart block and bullet proof rotating assembly and boasts Blue Thunder heads reworked

by BES

Two Pro Systems Dominator style 1050 custom nitrous carbs top off the SBF.

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The Teacher in the staging lanes with the teacher, Martin Girard.

I was driving a 10.20 street car with a naturally aspirated 408inch SBF to work every day! volved in drag racing them.

By the time 2000 rolled around Girard would buy another Fox Body that would see street and strip duty. “We started with running 12 seconds in the ¼, then 11 seconds and eventually 10s, all while keeping it a street car,” Girard explained. The one thing that’s a bit different in this story is that Martin nev60 60

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er swayed from shiftn’ gears, “I’ve always driven manual transmissions in my 20 years of drag racing, I never had an automatic! I like the feeling of driving a fast car and changing the gears myself.”

Just like many of us who have experimented with manual transmissions during the evolution of building a car to go quicker and faster, with each new modification Girard experienced the trials and tribulations of that game, finding the limitations of each transmission along the way.

“That second Mustang had a Tremec transmission but at one point I decided to install a Ford Top Loader 4 speed pro-shifted by Liberty. I was driving a 10.20 street car with a naturally aspirated 408-inch SBF to work every day!”

When daily driving the car became not quite so practical,

[Above] From left to right: Marc-André Fortin, Gabriel Jetté, Martin Girard, Patrick Donnelly and Yves Bourgeois with Martin’s kids William and Kariane.

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A carbon fiber one! Mark Williams carbon fiber discs and pads help with the stopping duties out back.

A carbon fiber pro stock style scoop si of a custom cowl hood pulls massive atmosphere in to feed the twin D

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itting on top amounts of Doms.

the decision was made to convert it to mini tub and cage it. From there, nitrous was added to the street motor along with a GF5R G-Force 5-speed clutchless trans. The results were a 9.27 ET, then, with a few more upgrades and a swap to a G-Force GF 2000 the following year, 8.91s.

By 2008 Girard decided he had reached the limit of the 408 SBF and grabbed an old class engine built to run Hot Street with NMRA; a naturally aspirated 398-inch with 865HP good for 10,000 rpm, and, as always the 5-speed found a home behind it. When the car was completed, however, the unthinkable happened the first time out and Martin crashed, completely destroying the car. “It was a total loss and I got away with just a few minor injuries, thanks to the safety equipment,” Girard said.

This sequence of life events led Martin to the

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Not one but two nitrous kits, both from Induction Solutions, provide the extra hit needed to take on the turbo crowd in No Time drag racing.

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Mustang you see here, a 1991 former Hot Street class car that has been completely overhauled. Carroserie Xtreme took care of the body and paint, a new engine was built by Claude Gauthier and spec’d by Sam Vincent, and, once again it’s a Liberty Extreme clutchless 5-speed trans backing up the sprayed small block Ford.

Body and paint on the car speaks for itself, it’s flawless and kept that way by Girard and his team. The chassis was originally built by Hooken Chassis Race

Car and modified by Martin. Inside, the car is 100% racecar with the exception of the dash, but it is the G-Force trans that screams “hardcore”, that, and the Induction Solutions nitrous bottle.

The 422-inch small block Ford started life as a Dart Iron Eagle block. A Crower crank with GRP aluminum rods and Diamond custom nitrous pistons with Total Seal rings rotate inside, while a Bullet custom nitrous 55mm cam spec’d

by Sam Vincent actuates the valvetrain.

Blue Thunder 4.3 heads reworked at continued on page 72

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Girard not only keeps his Ford all Ford but just couldn’t part with shiftin’ gears after he had his first 12-second Mustang. Now, this deep 8-second (if not much quicker, but we didn’t say that) Mustang relies on a Liberty Extreme clutchless 5-speed trans with Trick Titanium bellhousing and McLeod soft lock single disc 10.5 clutch kit all redone by Cale Aronson.

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TIGHT FIT

Martin Girard 1991 Mustang Drag Car

Chassis Type & Mods:

Power Adder:

Suspension:

Electronics:

Modified Fox Body chassis, stock front firewall/stock front and rear frame rails, mini tub,25.2 cert Chromoly roll cage originally built by Hooken Chassis Race Car in Missouri and owner modified.

Complete Racecraft front suspension (k-member, A-arms, bump steer, caster camber plates), AFCO spindle mount struts with Landrum springs, TBM spindle mount brake kit, RC Comp Hammer-S 17inch wheels.

Ladder bar rear suspension, Quartermax anti roll bar, Santhuff double adjustable rear shocks valved and done by Ron Galbreath at Afterwork Suspension, Mark Williams carbon fiber discs and pads, Weld single beadlock with 28” MT slick.

Body & Paint:

Carbon fiber front clip/hood , pro stock carbon fiber scoop, carbon fiber doors, Optic Armor windshield, carbon fiber quarter window and back glass by Crafty Fast Cars, fiberglass deck lid, Skinny Kid wing, red EP Ford paint code done by Carrosserie Xtreme.

Engine:

SBF 422 CI, iron eagle dart block, Crower lightweight crank, GRP aluminum rods, 4.175 Diamond custom nitrous pistons, Total Seal rings, Bullet custom nitrous 55mm cam spec by Sam Vincent, Jesel belt drive, Peterson external oil pump/pan vac combo , .937 Jesel lifters, Blue Thunder 4.3 heads done by Roush and reworked at BES, Victory titanium int/exh valves, PSI 1255 valve springs, PAC titanium locks and retainers, TD shaft rockers.

Custom stainless owner-built front exit headers, all engine spec by Sam Vincent and all assembly by Claude Gauthier (Atelier C.G) QC.

Induction & Fuel:

Wilson custom sheet metal intake, pro stock shear plate, 2 Pro Systems Dominator style 1050 custom nitrous carbs, Aeromotive A2000 fuel pump, Magnafuel fuel log, Holley 830 regulator and 4 port Magnafuel regulator.

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Induction Solutions direct port first kit and second is Induction Solution Punisher System (“I have only used the first kit, for now!), Edelbrock progressive nitrous controller.

MSD billet distributor, MSD crank trigger, Fire Core custom wires, MSD Digital 7, Nitrous Dave relay panel, Racepack V300SD with all the sensors and UDX dash, Go Lithium lightweight 16volt battery.

Transmission:

Liberty Extreme clutchless 5-speed trans, Trick Titanium bellhousing, McLeod soft lock single disc 10.5 clutch kit all redone by Cale Aronson.

Rear Differential:

Modified Ford 9 inch, Mark Williams aluminium third member & spool, lightweight 4.10 Pro gear, Strange gun drilled 40-spline axles, 5/8 studs, Mark Williams billet yoke and aluminum driveshaft.

How Many Years Racing?: 20 Thanks To:

“Thank you to all the industry people who make this passion for cars and racing possible. I couldn’t do all the maintenance between the run alone; I have the best crew; Marc André Fortin, Patrick Donnelly, Gabriel Jetté, Yves Bourgeois. Thanks to all you guys! I drive the car, tune the nitrous, read the racepack and tune the clutch each run so this car needs a lot of work! This season will be quieter because of Covid 19 and closed borders but we are doing some events in Canada and looking forward to Smackdown4 at St Thomas Dragway in September. We will continue to work hard to push on those big HP turbo guys, lol. Thanks also to JB James Broaddus the promoter of the NCSB class for helping me race in the USA, it’s not always easy when you are Canadian.”

The interior of the Mustang is all about the business of drag racing, and that is to get from point A to point B before the person in the other lane.

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As well as his own stout grudge drag car Martin developed a project car with his students which has taken on a life of its own over the past 17 years.

O

ur school project car was developed to help students learn and enjoy working together for a common goal.

Every department of the school has a job on this project; the Marketing and Sales Department for sponsorship, the Body Shop for the paint and all the body work and upkeep, the Auto Mechanics shop for some of the build and modifications and ongoing mechanical work, and the Electrical/Maintenance department for the electronics of the car, we want the whole school to be involved in the car! We have a special day each year with some of the other area schools and students around Quebec at Napierville Dragway. It’s a competition but shows the students that they can have fun at the race track where it is a controlled environment.�

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BES were studded in place, while a Wilson custom sheet metal intake with twin Pro Systems 1050 custom nitrous carbs top off the package, well almost tops it off. Nitrous comes into the equation via 2 systems by Steve Johnson’s Induction Solutions, the first being a direct port system and the second one of Johnson’s Punisher systems.

When the car was completed, Girard decided to “switch gears” and tackle No Time and Grudge racing, starting with the No Clock Small Block class at the 2018 Yellow Bullet Nationals. He also developed an identity for the Mustang, “We named the car The TEACHER because I am a mechanics teacher at

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CFCRS La Prairie QC.,” he said.

And at that first big race with the new car, The Teacher went to the semi-finals. Since then, they have competed at events on both sides of the border between No Clock Small Block and various 28-inch tire classes, but have had a light schedule this year due to Covid 19.

We’ve all been told at some point “when the teacher speaks, you need to listen”, and Martin did leave us with one final thought to take away with us, and that was simply; “we’ve only used the first kit, for now….”

So No Time racers take note, The Teacher is here and class is in session.

RPM

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You ever wonder?

Does curiosity ever get the best of you?

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You know‌that special someone from back in the day-how are they holding up?

Have the ravages of time taken their toll?

Or are they still fine?

If you are a veteran of the custom car scene, car mags in general, or pro street movement in particular, then Mark Grimes’ Kandy Blue Pearl 1965 Chevy Malibu you see here may ring a few bells. After all, way back in 1987 when it first debuted, it snagged the elusive Triple Crown of Pro Street, capturing Street Machine of the Year honors along with Best Engineered and Best Pro Street at the Street Machine Nationals. It was on the cover of almost every major car magazine of the era, shown heavily for a few years-but then-it seemed to disapseptember 2020 | RPM Magazine pear.

This iconic Malibu pro streete

Story by Toby Brooks Photos by Stephen Taylor

er is as fine today as it was when it debuted 33 years ago www.rpmmag.com

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‘65 Malibu Pro Street

Still smok But look closely at the pictures, kids. Three decades later, it is still as smokin’ hot as ever.

And why wouldn’t it be? A self-described car fanatic since the age of 9, Grimes has had a steady stream of wild rides for pretty much all his life.

From drag cars like a mini-tubbed 1972 Monte Carlo on nitrous (“I blew it up pushing the NOS button too many times!” he joked) and a 7/8-scale Top Sportsman ’57 Chevy, to wild street rides like a drop-top pro street 1968 Cadillac Coupe DeVille with a 500-cube Caddy powerplant, but the one build style he’s always gravitated towards was pro street.

“My first pro street car was actually a 1976 Chevette,” he recalled. With a full tube chassis and a built small block, it was a relatively wild feature-car quality build at the infancy of the pro street movement. “I traded it in 1981 for a brand new 1980 Malibu, which I then completely tore apart,” he added.

With a re-worked chassis, full cage, fat McCreary meats, and a blown small block, it was even wilder than the Chevette. So too was the next build—a pro street Vega with a blown 454.

“I actually bought the ’65 Malibu SS in 1982 for $1800. It was in mint condition with a set of Cen76 76

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kin’ hot!

‘65 Malibu Pro Street

This iconic build from the first wave of Pro Street is still as head turning today as it was back in the eighties. $BOBEB T 1FSGPSNBODF 4PVSDF

$IJTIPMN $U "KBY 0/ $BOBEB

XXX LBSCFMU DPN

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‘65 Malibu Pro Street

AGED WELL; NOT WELL AGED *G POMZ XF DPVME MPPL UIJT HPPE BGUFS ZFBST Changes to the Malibu were few to get it back into shape.

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‘65 Malibu Pro Street

...did people think we were crazy cutting up a nearly- perfect 1965 Malibu SS...

terlines, and I had no intentions of ever cutting it up,” he said.

However, when a cash buyer approached Grimes and his wife Diana at the Hot Rod Nationals in 1983 wanting to buy the Vega, the couple couldn’t pass up the offer.

“Driving home with an empty trailer and cash in hand, we decided on the way back home to Omaha that we were going to build another pro street car. We just couldn’t decide what to build,” he said.

After 10 hours of discussing the pros and cons of building nearly every GM body style imaginable but reaching no consensus, Mark and Diana finally arrived home. As Mark pulled the garage door open (“Manually, of course.

No way was I going to spend my car money on a silly power garage door opener!” he laughed), the couple saw the Malibu sitting there and inspiration struck: why not build it?

“We already owned it, and in 1983-1984, you didn’t see a lot of ’65 Malibus—especially pro streeted,” he said.

“And then it started: CHOP CHOP CHOP! Wow did peo-

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‘65 Malibu Pro Street

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‘65 Malibu Pro Street

BRACE YOURSELF

This is the way Ford rear diffs were braced ZFBST BHP MPOH CFGPSF BOZ UZQF PG LJU XBT available. Of course this being a Pro Street 1.0 ride, it’s all been chromed!

RAT’S NEST...

IN A GOOD WAY

" DVCF CJH CMPDL Chevy Rat motor resides between the Malibu rails and sports a forged crank and pistons, H-beam rods and is topped by GM iron heads and a 6/71 Dyers roots style blower.

ple think we were crazy cutting up a nearly-perfect 1965 Malibu SS,� he added.

Chassis modifications were the first order of business.

Grimes had John Jacobsen construct a full chromoly tube chassis with a 12-point cage. In an era before pre-fabricated tubular control arms, the car was treated to custom upper and lower units that were chromed for good measure. Carrera coilovers were installed on all four corners, and recent upgrades included a quartet of custom 4-piston disc brakes.

Out back, a ladder bar setup suspends a narrowed, braced, and chromed Ford 9-inch housing that was assembled by Advanced Driveshaft. A custom center section works in concert with Strange axles. GM 3.73 gears make for easy cruising with the tall 33x19.5-15 Mickey Thompson Sportsman rear tires. If you are wondering about the wheels, you aren’t alone. The one-off Mercedes aftermarket center design gives the car a unique look, with 17x7s on Goodyears up front and massive 15x15s out back.

Body and paint were handled by Terry Anderson.

Shaved door handles, drip rails, and suicided doors highlight the custom touches before an incredible light-yearsdeep House of Kolors Ice Blue Kandy Pearl hue went down followed by trick graphics by Jack Edwards. Bright chrome bumpers look great with the polished wheels, long chrome wheelie bars, and towering blower and scoop.

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‘65 Malibu Pro Street

SHADES DOWN

Everything under the hood is either chrome or polished, including the blower!

LOOK CLOSELY

Although the setup looks nostalgic, fuel delivery has been swapped out from that PME DIVHHJOH HBT HV[[MJOH mechanical fuel injection for an Accel EFI system with custom throttle bodies disguised by the Enderle scoop

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STILL COOL

‘65 Malibu Pro Street

Even by today’s Pro Street in-car fashion standards, the Malibu’s interior is award worthy, not to mention built for driving in style and comfort.

PLENTY OF ROOM FOR THE KIDS!

The narrowed rear seat is nice touch for extra passengers. Despite the large wheel tubs, battery and fuel cell located in the trunk, there is still lots of real estate left.

p.

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‘65 Malibu Pro Street

Mark & Diana Grimes’ Pro Street 1965 Chevrolet Malibu SS Chassis & Modifications:

Power adder:

Suspension & Brakes:

Electronics & Ignition:

Full chromoly tube chassis with 12-point cage by John Jacobsen.

FRONT: Mustang II front suspension with chromed tubular upper and lower control arms and Carrera coilover shocks. Wilwood 4-piston disc brakes.

REAR: Custom ladder bar suspension by John Jacobsen with track locator and Carrera coilovers.

Wilwood 4-piston disc brakes.

Body & Paint:

Shaved and suicided doors. Custom hood opening with filled/smoothed lip. Shaved and filled drip rails and factory trim. House of Kolor Kustom Kandy Blue Pearl paint prepped and sprayed by Terry Anderson. Kustom Kandy Blue and pink graphics by Jack Edwards.

Engine:

1969 427 ci BBC built by Charlie’s Speed and Marine (Blair, Nebraska). Balanced and blueprinted with forged steel Chevy crank, H-beam rods, and 7:1 Venolia pistons. Ported and polished cast iron cylinder heads with roller rockers. Custom roller camshaft.

Induction and Fuel Delivery:

Dyers supercharger intake. Accel EFI system with custom machined throttle bodies and Enderle bird catcher polished aluminum & chromed scoop.

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Polished and chromed 6/71 Dyers supercharger underdriven at 10%.

MSD ignition box with Pro Billet distributor 8mm wires. BDS EFI system. Dakota Digital instrumentation.

Exhaust:

Stainless collector headers.

Transmission & Driveline:

GM 700-R4 4-speed automatic transmission by Autotransmatic. 2,500 rpm stall converter.

Differential:

Narrowed 9-inch Ford housing with Strange Engineering axles and GM 3.73 gears. Assembled

by Advanced Driveshaft.

Tires and Wheels:

FRONT: One-off Mercedes Centra center 17x7inch wheels with Goodyear tires.

REAR: One-off Mercedes Centra center 15x15inch wheels with 33x19.5-15 Mickey Thompson Sportsman tires.

‘65 Malibu Pro Street

Speaking of towering blower and scoop, motor-vation for the classic Chevy comes from a 427ci big block assembled by Charlie’s Speed and Marine. Starting with a forged GM crank and H-beam rods, mild 7:1 compression Venolia pistons round out the rotating assembly, while iron heads with roller rockers and a Dyers aluminum blower intake reside up top.

The chromed Dyers 6/71 supercharger is underdriven at 10% and is now home to an Accel EFI sys-

tem with custom machined throttle bodies and an Enderle scoop. The mechanical injection system back in the day looked trick, but was no match for the drivability afforded by the modern fuel management system. Backing the blown rat is a 700R4 GM trans built by Autotransmatic. A 2,500 RPM stall converter was added for improved street manners.

Inside, the Malibu features a full Mark’s Place interior, including lowback buckets by Tea’s Designs and even a cut-down back seat between

the tubs. Dakota Digital instrumentation fills the dash in a billet bezel, and a B&M shifter provides gear selections for the automatic trans.

The car sat in storage for years before the pro street bug bit again.

Grimes pulled it out, blew the dust off, and added a few upgrades like billet hood hinges. But by and large, the car you see here is pretty much the same iconic pro streeter that took the custom car scene by storm back in 1987.

And it’s still as hot as ever.

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SHOP

Talk

I have a problem You probably do too!

JT

I

Story and Photos by

pray this finds everyone safe and healthy. We are certainly going through crazy times together. If you are anything like me, (which I wouldn’t wish on an enemy) our cars bring a sense of normalcy and peace to an ever changing world.

My passion and excitement for cars and motorsports in general goes well beyond the vehicle. I absolutely love the process of building any type of high performance vehicle. However stressful it may be, no matter what crazy level of detail that is involved, the more the better for me. If that is not enough, the thing I love more than the process, the vehicle, and the competition, are the tools needed to fabricate and maintain the vehicle. My name is JT and I have a problem! I am addicted to tools!

For as long as I could remember I have always had this attraction to tools. I used to love going into our dark and dingy basement as a child and imitate my Dad by setting up the tools I needed to tear a lawn mower engine apart. He taught me how to plan the job in advance and lay out everything you will need. He told me this will not only save time but will help me stay focused and on point during the entire process. I knew every tool in his box by the time I was nine years old. I remember the day he stopped letting me rip apart any more engines until I put one back together and it ran. Tools were my friend and the correct one made jobs s o much easier. My Dad also taught me to think out of the box and modify or make my own tools to make the job easier and produce a better finished product. To this day, I still have many tools I made or modified as a child. Funny thing is they still work every time.

I would like to believe that I made the first cotter pin

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Here I am hard at work welding inside my brother’s truck cab.

I nicknamed that thing the sauna. The cab is black and it has been brutal hot out lately.

Not counting all of the sockets I modified, or the screwdrivers I turned into gasket scrapers or awls, here is one of the first tools I ever made as a child. I had so much fun making that little slide hammer.

I could make a much better one today or even buy one, but this tool brings me back to a great time in my life. Plus it works perfectly!

SHOP

Talk

I was 18.

I remember that first week when a different tool truck came into the shop every day.

I remember I was making an exhaust heat shield for one of my old dirt bikes and I really needed an extra set of hands to hold B DPNQMFY BOHMF XIJMF * CSB[FE UIF DPQQFS Yes copper, it’s all that my Dad had laying around at the time, plus it was really easy for me to shape. (It ended up being a really expensive heat shield). I used some barn door hinges and two spring clamps. I made adjustable pivot points that I could lock down tension on when I found the angle I was looking for. I just used this tool a few weeks ago and it made me smile.

puller. I took an old set of vice grips and made my own slide hammer out of a long bolt, some copper tubing, and some washers and a nut. I was so proud when I finished fabbing it and pulled out some stubborn cotter pins on my go cart. My Dad was really proud of that and bragged about it all the time. A few years ago I saw this very tool I made in a tool catalog and swear someone stole my idea. It’s one of those tools I still use to this day. Another one of my childhood inventions was an extra set of hands, which I made out of door hinges and spring clamps to help me hold things while I soldered, brazed, or welded.

Yes, I still have that tool and use it.

My first official “out of my home shop� job was a mechanic’s apprentice at a Cadillac dealership when I was 18. I remember that first week when a different tool truck came into the shop every day. Back then you didn’t need credit. They were like drug dealers.

I wanted a specific tool, and they let me take it. They wrote my name down, what I took that day and added it to my little book. Each week I would make payments. I actually looked forward to certain days because of that damn tool truck. My Snap On rep gave me a decal at that time that said, “I make my living using quality tools, please don’t ask to borrow them!�

That struck a cord with me that resonated louder than you could ever imagine. All of my tools and boxes are surgical level clean and organized. I know where every tool I own is. I know exactly which one of the 54 drawers (I just went into the shop to count) the tool lives and where it is placed. I even know if someone used them or even closed the drawer too hard. I told you I have a problem!

The past few weeks I have been building my little brother’s dream mud truck from a shell of a cab. www.rpmmag.com

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SHOP

Talk

This handy tool saves me so much time making notches. I temporarily mounted it to the rolling dolly we made for the cab. I made the first notch on my workbench in my shop, and it made a horrible mess. I ended up making a portable table for this and other small welding, grinding work. My chop saw and grinder days of making tubing notches are now a thing of the past. Here is a short clip of that notcher in action.

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SHOP

Talk

He is a big boy and needed to be custom fitted to every part of his cockpit. His seat placement, seat height, steering column length and height, shifter location, dash panel and switches all had to be very carefully engineered then fabricated. Making sure his 10-point roll cage was not just super safe but fit around him for easy entry and exit. I enjoyed every second of this painstaking process not just because it was for my brother, but because it required a high level of engineering and detail. And yes, it also required a lot of cool tools.

I always wanted a tubing notcher but became proficient notching all of my tubes with a chop saw and a grinder. The amount of custom work this project was calling for demanded I make the most of my time by using the proper tools, so at 54 years old I bought my first tubing notcher. I quickly found it made a horrible mess with cutting oil and metal shavings everywhere, so I stole an old cookie tray from my wife’s baking collection, and it became a very cool addition to my new notcher. Well, that notcher requires it to be anchored to something solid, and I was now using my driveway exclusively for notching work. So I had to make a custom table to fit my rolling stool/tool cart. Four 2”x16” square legs and a 16”x24-¼” inch steel top was needed to make a home for my small bench vise, notcher and

I made a heavy duty, small steel table that is based around my rolling chair.

This is yet another valuable tool in my arsenal. The notcher will make its home in this when working.

Performance Centers Throughout Eastern Canada

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SHOP

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I needed to do a lot of sheet metal work on this job cleaning up the firewall, making the dash, and sealing VQ BOZ IPMFT JO UIF øPPS IBWJOH NZ TNBMM XFMEFS TFU VQ XJUI XJSF BOE NZ PUIFS POF XJUI GPS BMM PG the cage work was a nice time saver.

SHOP

Talk

Some people make roll cages every day. They become what legend has called, “angle whisperers.” I aspire to become that proficient one day. Until then, I still use my magnetic angle finder, a plastic angle finder, and a protractor. This handy little thing made complex joints extremely easy to fabricate.

sheet metal shear. I hated to stop production on that roll cage, but had a blast building another tool that would make my life easier with every job. During this process, I also found out there was a tool named the “Pipemaster.” Yes, I needed that!

It was fun using my digital calipers to measure wall thickness and other crucial measurements. Yes, it was fun using my magnetic angle finder, plastic angle finder, and protractor. Yes, it was fun using my magnetic mount copper plug welding tool, and yes, it was fun

having both of my welders side-by-side. One was set up for patch panels, the other for light duty work, and the other for heavy fabrication. I completely cleaned up every unused hole in that firewall despite my brother yelling at me that this was going to be a mud truck. I told him to shut up, and there was no reason why it shouldn’t be able to win an award at a car show, as well. That kind of detail makes things fun for me.

This past weekend my brother-in-law came over while my brother and I were www.rpmmag.com

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I just had to share a picture of the progress I am making on this cab. I am halfway done with the cage, then need to direct my focus on making a dash. I hope to share a picture with you when it is done, and more than likely another cool tool I either made or bought in the process.

working on the roll cage and he was in amazement at all of the cool tools I was using at that very moment. He knew I had skills and a lot of tools, but he had no idea the true extent. At one point I was laying on my back in the cab of the truck with my MIG gun in one hand and was doing my best to maintain a very advanced and uncomfortable yoga pose - and needed a dead blow hammer. The two of them did their best to help me and handed me the large ball-peen hammer I had out. I told them I didn’t want to damage the tubing. They then handed me a small piece of 2x6 wood to hammer on. I only had one hand to use, and it needed to be wrapped around a dead blow hammer with enough whoop ass to move the tube but not damage it. So here it comes. I am about to reveal the sickness I told you about earlier.

I told my brother-in-law to go to the middle red box in my shop, and in the bottom box, 3rd drawer from the bottom are my hammers. Get the orange dead blow hammer that is next to the green dead blow hammer on the right and the black plastic mallet on the left. Before he goes into the shop he asks, “how many hammers do you have, aren’t they are all the same?� I responded, “well to answer the first part of your question, I have a lot of hammers, way too many to admit to owning. The second part of the question I’ll excuse, because you just don’t know – all hammers are not the same and are not created equal.

My bother-in-law story gets even better and reveals my sickness in all of its glory. The reason he came over was because he backed into a tree with the tail gate of his pickup truck down. It was so bad it wouldn’t even come close to closing. It practically looked like the letter U. I was confident that I could get the door to close and lock properly, but told him it was still going to be an ugly mess. I taught him how to use my 4 ½� grinder

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I have been wrenching all of my life. My Dad school master craftsman who did everything many specialties was air conditioning and re )F UBVHIU NF IPX UP NBLF øBJST GPS UIPTF V I was a kid. When I had to make my first bra was just another day at the office. I was a ma PME TUZMF øBSJOH UPPM .Z UPPM BEEJDUJPO GPSDFE UIJT BNB[JOH OFX NFNCFS PG NZ UPPMCPY * way to make my own AN lines and this was t #Z UIF XBZ JU NBLFT CSBLF øBJST TP FBTZ BO * XJMM OFWFS VTF %BE T PME øBSJOH UPPM B

SHOP

Talk

with a cutting wheel on it, and we cut out the entire bottom portion of the inner tailgate (it was that bad).

Then I told him we needed a hammer. He was all too eager to go back into my hammer drawer and save me a trip. I quickly stopped him and told him the hammer we needed was in the barn, not the shop. After giving him very detailed GPS coordinates of my barn tools, he walked out with a 5 lb. 36� yellow-handled sledgehammer. To make a long story short, I was able to get that tailgate to open, close and lock properly. It actually didn’t look too bad either. I have to admit, after playing with all of my cool specialty tools over the weekend, it was quite refreshing to take the sledgehammer and beat that tail gate into submission.

My friends, chances are if you read this magazine, not only are you a serious gearhead with a horsepower addiction, but I am willing to bet just about anything (except my tools) that you have a serious tool addiction as well. Lord knows I do!

Until next time, Keep Wrenching

was an oldg. One of his efrigeration.

VOJUT XIFO ake line, it aster at the E NF UP CVZ * OFFEFE B the answer.

OE QSFDJTF BHBJO

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The Red Bull

Matt Trombley Photos

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You can stop asking now, the answer is YES, Shannon Poole will be back racing his 1964 Corvette!

Article and Photos: Dave Diehl

Additional information & photos supplied by Shannon Poole It has been 6 months since Shannon Poole’s wild, airborne ride and fiery crash landing. Remarkably, he walked away with only a few bumps and bruises, a testament to both his driving and the safety devices in today’s race cars, but his beautiful 1964 C2 Corvette was not so lucky. The entire front end was destroyed, frame twisted and cracked. The initial assessment did not look favorable, could this be end of the car that had become one of the top grudge performers in the new ALL OUT LIVE program?

It looked as if there was little to no hope for a rebuild, so the frame and remaining body pieces of the car were loaded up and sent north to see “the doctor”, “The Chassis Doctor”, Jay Grieshop, that is.

The shipment arrived at Jay’s newly expanded shop in West Harrison Indiana, not far from Cincinnati, Ohio, a bit lighter than it started. Somewhere on I-75 between Atlanta and Cincinnati one of the doors blew off and was never found. (If anyone finds the door, please let Shannon know!) Setting the patient on the surgery table, “Dr.” Jay’s close evaluation showed that the prognosis was much more terminal than originally thought.

The underlying tube frame and roll cage

structure had done its job to protect Shannon upon re-entry, but it paid the price.

Portions of the frame had been significantly tweaked, welds cracked, and abraded nearly through. The amount of time and labor to try to use the portions of the frame that appeared solid was just not worth the risk. Jay started sketching out the new frame structure to be built from ground up that will not only provide additional protection to Shannon but improve adjustment capabilities and handling of the car.

The parts and pieces to put the Bull back together are starting to roll in to Jay’s shop however, the biggest obstacles are finding suitable parts for an original 1964 convertible C2 Corvette. These are not something you just find in your local junk yards! Enter Tom Keen, owner of Keen Parts (corvetteparts.net) and loyal sponsor of Shannon’s racing efforts and amazingly, just a few miles away from where the Corvette lays on life support. Tom went right to work to try to obtain the necessary front end, door, windshield pillar/cowl and more.

“As soon as I get a windshield frame I’ll be able to set the body together and start building the main chassis,” said Greishop.

“Starting with ride height and tire size to determine how the car will sit, I will continue on with the structure of the car until it is rolling, including motor and drive line.

Next would be all the mechanics of the car: steering, pedals, seat, etc., then firewall and tin work. This will take approximately three months.”

As of the writing of this article, a front end structure had been located and is due to arrive any day. Once the major body parts are on-hand, Jay will be able to flex his fabrication muscle and replace the backbone for this monster ride. This may not be a story of the Phoenix rising from the ashes, but it is certainly the story of the re-birth of one wild Red Bull. We will follow along as the surgery team works their magic to put the pieces back together to get Shannon back on-track. Stay tuned for upcoming progress!

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Red Bull Restoration

T s

This Holeshot all over b

“It’s a life’s work down the drain”, said Shannon Poole following UIF accident.

The Chassis Do reviews t

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Red Bull Restoration

The first glimpse at some of what’s left.

t wheel took a beating but still held air!

octor, Jay Greishop, the damage.

Doug Key, Dale Poole and Miguel help with the disassembly of the Red Bull after the crash.

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Red Bull Restoration

From a safety standpoint, despite the hard lick that the chassis took and the amount of times it rolled, the main structure is surprisingly intact with a slight overall twist.

Also from a safety standpoint, the chassis was not worth trying to save. Broken welds, road rash to the bone and twisting was found in many areas.

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A shelf of new chassis p for the project to get u ahead mo

Red Bull Restoration

Chassis and body are strapped down and ready to be delivered to the Chassis Doctor.

A Some new parts are set on a shelf at the Chassis Doctor in front of the remaining door…the other door went airborne from the trailer somewhere on I-75 between Atlanta and Cincinnati!

parts sits waiting under full steam ode.

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Red Bull Restoration

If you’ve ever done a Vette project on a C-2 you know these original windshield frames or “bird cages” are hard to come by.

The guys got the rear end out of the car and found that it was bent and will go to the scrap yard.

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It’s interesting what happens when you build, fix or rebuild a car. Many times along the path, you meet new friends and develop relationships that last a lifetime. Tom Keen came into our lives in a similar scenario and is an integral part of our total rebuild of the Red Bull now, as well.

It was 2017, and after a mishap on the race track I turned to a former sponsor, Rodger Ausley of Ausley’s Chevelle parts, for advice on how to fix the RED BULL before it was supposed to make an appearance at the SEMA Show in Las Vegas.

The Bull was scheduled to be in the Woolf Aircraft booth in front of thousands of people and had to look its best! Within about 30 minutes, Rodger had Tom Keen of Keen (Corvette) Parts on the line willing to help.

I talked to Tom for about 45 minutes

and he and his wife Tj Keen were onboard with our program and mission to make SEMA in just 3 short weeks.

From there, with a small group of friends, I started tearing the front end apart, working on some small structure damage while waiting on the front end body parts from Keen Parts. We had the struts and steering parts in stock here at Poole Speed and had everything in that regard fixed in about 2 days.

Within about a week we received the front end and I immediately got the body mounted, sanded and ready for primer with longtime friend and painter Doug key. I was worried I wouldn’t be able to find the hood I wanted, but GLASSTEK put a rush order on a new hood, and for that I am very grateful! Time crept along while the car was blocked and primed 3 times.

We worked day and night on that car with very little sleep. We were running out of time and I had mentioned to Tom that I was worried we wouldn’t have time to finish the hood because of the time it would take GLASSTEK to get it to me. Tom’s response was, “that’s easy”. He got on the horn with J&D Corvette and arranged to have a

custom hood built and painted and waiting on us in Vegas, just in case we couldn’t finish the other one. Some of the things Tom Keen can make happen are amazing to me.

With the car back together and still wet, it was put in the trailer to fully cure while my dad, Dale Poole hooked up and began the 30-hour trip. My wife Cara and I jumped on a plane bound for Vegas a few days later and hooked up with my dad to put the car in the booth, the only challenge was that the car still needed a day’s worth of sanding and buffing. I blocked and buffed that thing right there in the SEMA booth!

It was a very stressful 3 weeks and I was really glad it was over, we were 100% ready for the show and now I could sleep. The first day of the show, the man that made the whole thing happen showed up and he and I met for the first time. I was was sure to tell him how much his help meant to us and that he made this happen.

This event was on my bucket list, to have something my dad and I built on display at the biggest stage in the automotive industry was overwhelming.

Today, Tom Keen is not only a sponsor for my program, he is a great friend.

RPM

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This issue we’ll dive into building our stock block SBF short block for Pace Car Race Car. To recap, PCRC is a budget project taken on by a group of guys that wanted to pitch in and get back into to drag racing. Engine wise, there’s nothing really exotic here, just some good solid, proven parts. The goal is to run mid/high 8-second ¼-mile elapsed times using this small block with a max

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hit of 300HP of nitrous oxide.

Follow along as we go over the short block assembly and share as much information as possible to hopefully help you in your own builds. If you’re comfortable doing it, have the proper tools and follow some essential rules, there’s no reason why you can’t assemble your own engine at this level. Please don’t hesitate to drop us a line with

any questions, though, we have an “open door” policy at RPM because we are enthusiasts just like you, and we’ll answer every email or call!

The Short Block Here’s our short list of parts we’re using in the PCRC budget engine build bottom end: t 4UPDL 8 block, .040 bore (gently used from our parts shelf)

t &BHMF GPSHFE TUFFM DSBOL -shaft (gently used from our parts shelf and rebalanced with new rods and pistons) t &BHMF ) CFBN connecting rods t 8JTFDP GPSHFE SBDJOH

pistons WD-10185 t 8JTFDP GVMM ĘPBUJOH

wrist pins t 5PUBM 4FBM QJTUPO SJOH TFU t "31 SPE CPMUT Recently, we talked about some of the math involved in building and mocking-up the engine. These are vital steps to creating an engine package that works, and one that will live a long and happy life. I live by a couple sets of rules; the engine package is only as good as the weakest part, and to keep the engine alive you need to know what that part can withstand. Next, it’s important to understand that in racing we all break parts, but follow-

ing another rule – attention to detail – will keep your projects alive longer. In the short block there is a lot going on, we have a crank swinging around and rods connected to pistons flying up and down their bores, with everything being held in by our block. Over the years I have seen cracks emerge, block main caps walking, all sorts of damaging events. It is incredible to think of all the forces in play as you scream through the lights at 7000 to 9000 rpm and drop the laundry. With this in mind, there are many measurements and technical factors that must be considered, checked and double checked when you are as-

1] All the main caps are in their correct locations and the washers, nuts and threads have been lubricated. We are now ready to start torqueing the main caps to the suggested torque setting.

Please follow the hardware manufacturers suggested torque setting, our 1/2 studs require 110 foot/pounds. In this photo you will notice the bar prying the crank forward in the block to align the thrust bearing halves.

continued on page 106

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2] After you are happy with the crank installation it is a good time to check crankshaft end play to ensure it falls into specification. This combination resulted in a reading of .0055�.

> "TTFNCMJOH PVS Wiseco pistons on the rods and installing the pin locks.

> 8JUI BMM UIF QBSUT measured and pre-fit, it is time to get each piston into its bore.

0SHBOJ[BUJPO BU UIJT point is a key to creating a stress free assembly.

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5] After you have determined your ring gap, it’s time to grind rings. Notice in this photo, I grind one side of the ring while keeping it square to the wheel, which will produce a straight consistent gap.

Our combination required a .028� gap on top and second rings. Don’t forget to check your axial and back ring clearance. The oil rings do not need to be ground, but always check their gap and all other clearances.

6] Making sure the ring is square in the bore is critical to obtaining the correct ring gap measurement. The feeler gauge should have a slight drag when the ring is gapped correctly.

7] After grinding the rings, a burr may be created, just take a file and knock any edge off in the direction of the center of the bore.

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sembling the engine. If you are not machining it yourself, you must trust your machine shop, their equipment and most importantly the machine operator.

We initially visually checked and measured all our parts, cleaned them and conducted the first mock-up assembly. After the crank was touched balanced for our new piston and rod bobweight, the crank journals were micro polished.

Oil clearance these days in modern OEM style engines measure less than .001”. In racing it’s a little bit different. A good rule of thumb when fitting main and rod bearing oil clearance is, .001” of oil clearance per 1.00” of journal diameter. That said, if your journal measures 2.00” oil clearance for that journal would be .002”. This can change approximately .0005” depending on the engine builder. I like to go a little more for high performance engine applications. Always choose a bearing designed for racing, they are a bit harder, usually have a coating and they are designed for crankshafts that have a generous fillet on the journal.

Next job is to gap all your rings.

Gap your rings based on the usage of the engine and the guideline set out by the manufacturer of the rings.

In this process, each ring is specifically ground to the required gap per cylinder. The process is very tedious, but pays off when you perform your first leakdown test and your cylinders have minimal to no leakage.

Our top ring gaps are set wider as the engine is designed for high cylinder pressures with nitrous oxide.

After grinding and deburring each ring, square them up in the bore and measure your gap with a feeler gauge. Do one cylinder at a time and either leave the rings in the cylinder or remove them and mark which 106 106

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8] A piston installation dead blow hammer is a handy tool to have if you plan on doing your own engine assembly and maintenance between races.

cylinder each belongs to.

With all of our parts cleaned, clearanced and organized, all our oil clearances are set and our rings are ground, and now we are ready for final assembly of the short block.

Our 1969 351 Windsor .040 over bored block already has cam bearings and all necessary oil and coolant plugs installed, check! I can’t stress enough to be prepared with a few key things to make your project go together smoothly. Have a clean, dedicated area to assemble an en-

gine. All the tools clean and ready, including a good torque wrench, brake cleaner, compressed air, assembly lube and I like a little bottle of WD40. Keeping a detailed spec sheet for records and a felt tipped marker for marking and organizing parts for assembly is important.

The crankshaft is first up. Install the upper bearing shells in the block.

Set the crank in the block. At this time if you would like to triple check your oil clearance measurement, install some plastigage on the crank

journal (green plastigage for this size of clearance) and torque your caps.

After you are happy with all journals for cleanliness and sizing, lubricate your bearings and set your crankshaft in for final assembly. Align the thrust bearing by applying forward force to the crank in the block and torqueing that main cap. Tighten the remaining main caps to the correct torque spec and rotate the crank to insure there are no tight spots. There is a feeling of gratification when your crank has found its home and

With the pistons in their bores and the rods torqued to specifications the last clearance to check is the rod side clearance. This is done with a feeler gauge between the two rods on each shared crank journal. This procedure is merely a double check as our crankshaft rod journal and rod large end widths were previously measured. turns freely for the first time.

Next, I pay close attention to the rods and pistons and make sure everything is in order on the bench and marked with my marker. Lubricate the pins and connect the piston to the rod. Most high performance pins are full floating, so make sure you install the circlips, buttons or spiralocks correctly. Ensure the piston is orientated on each rod cor-

rectly relative to the piston valve flycuts and rod big-end side chamfers for crank-fillet clearance.

Next install the rings, keep in mind the ring top, second and oils must be placed in the correct grooves and correct sides pointing up. With all the rod/piston assemblies finished you are now ready to match each one to their cylinder bores. At this point, I final wipe each bore with a clean

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lint free towel and WD40, then lubricate with engine oil. Install the rod bearing into each half of the connecting rod. Correctly orientate your rings and place the number one piston in your ring compressor. Lubricate the thrust sides of your piston and rod bearings with engine oil and place the piston and rod assembly in the number one bore. Ensure the rod does not damage the bore and is in the correct position relative to the crank. With the piston in the bore square to the deck of the block and the rings

compressed, tap the top of the piston home. Use a piston installation hammer or the end of a wooden handled hammer also works well.

Tap the top of the piston into place until the rod bearing half is seated on the crank rod journal. Lubricate the bearing, install the rod cap and torque the rod bolts to spec. Place the next piston/rod combination into the adjoining cylinder on the same crank rod journal. Tap into place and torque the rod bolts to spec. It is a good time to rotate the engine and you should feel some

drag from the friction of the piston rings on the cylinders. Continue the procedure until all the pistons are installed and rod bolts torqued. Check your rod side clearance to ensure it falls into spec. and record it. At this point I generally double check my torque on all the hardware to verify I have not made any mistakes. As with the machining and measuring, you are always checking your work. We now have our rotating assembly installed and we’re ready to move on to the next step.

RPM

NEXT MONTH Join us next month when we install our COMP Cams 35-782-9 Camshaft, 96838B lifters and 7776-16 pushrods along with our TFS Twisted Wedge heads and Harland Sharp rockers on our PCRC engine, soon this bullet will be set in place and we can enjoy the fruits of our labor on the chassis dyno.

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FIND IT AT Typographical, description, or photography errors are subject to correction. Please check your local laws/regulations. © 2020 AUTOSALES, INC. www.rpmmag.com

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Powerbond Engine Oil Shark Accumulator PN 23900 Premium Tooth In the event of a sudden engine oil pressure Harmonic Oil Pump drop, stored pressure immediately sends oil Balancers

to the main oiling galleries. When the danger The new gear design is over and the pump is once again primed provides the engine with oil, the oil pressure fills the Accumulator with an where it is ready for the next emergency. improved flow of oil Protect Your Engine without the usual pulsing found in traditional gear pumps. This reduction in the pressure ripple from the pump will also provide benefits to the distributor and camshaft drive. Available for SB Chevrolet.

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