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december 2020 | RPM Magazine
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
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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! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.
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RPM Magazine has been a world leader in motorsports publishing for 21 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@rpmmag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.
General Inquiries: 519.752.3705 info@rpmmag.com
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editor’s
RANT
by
Chris Biro
ADVERTISER INDEX AED Competition.............. 77
Magnaflow...................... 96
AFR:
MagnaFuel ...................... 16
Air Flow Research... 5,56,57
Manton Pushrods .......... 100
AJE Racing...................... 77
Mark Williams.................. 89
American Racing Headers . 56
Metal Products ................ 63
Aurora Bearing ................ 77
Meziere Enterprises .......... 32
AVAK/Ridgegate Tools ...... 50
Misener Motorsports ..... 103
Baer Brakes ...............31,52
Moser Engineering ......... 62
BES Racing Engines .......... 66
Neal Chance Converters ... 23
Billet Specialties .............. 66
Northern Radiator ............ 60
Bill Mitchell Products .12,73
Parts Pro/Total Truck
BoulandMotorsUSA.com... 96
Centers.......... 59,102,110
Bullseye Turbo ................. 23
PBM Products ................. 13
C & S Specialties............... 36
Piston Racing Engines ...... 89
Callies Performance Prod. . 21
Profiler ............................ 63
Calvert Racing Suspensions45
PRW-USA ........................ 96
Canton Racing Products .... 26
Race Part Solutions ....47,73
CFE Racing Products ........ 62
Racequip ......................... 63
Chassis Engineering ......... 66
Racetronix ....................... 18
Clearshot Customs ........ 103
Rage Wraps .................... 63
Delta Performance
RAM Clutches .................. 96
Auto Grp. ......................... 20
RCD................................. 88
Design Engineering .......... 39
RM Racing Lubricants .21,71
Dynotech Engineering ...... 11
Ross Racing Pistons .......7,30
ECAM ........................... 102
RPM Magazine................. 93
Energy Suspension/NPW .. 52
RPM Magazine
Erson Cams ................... 101
Subscribe! .................35,63
GoDragRacing.org ......... 102
SM Racecars .................... 78
Goodson Tools.................. 56
Steve Morris Engines ...........2
Granatelli Motorsports ..... 61
Summit Midwest Drags .... 51
GRP Connecting Rods ....... 67
Summit Racing
Harland Sharp ................. 38
Equip. ..............35,78,109
Hitman Hotrods ............... 57
Taylor Cable Products .... 100
Hughes Performance...........7
T & D Machine ................. 71
Icon Forged Pistons .......... 88 Induction Solutions .......... 48 Jesel ............................... 48 Joe Van O......................... 57 JW Racing Transmissions .....5 Karbelt ............................ 77 Kinsler Fuel Injection ..13,63 LenTech Automatics ...38,70 Liberty’s Gears ............... 70 Lokar Performance .......... 66 Lutz Race Cars ................. 89 4
december 2020 | RPM Magazine
The Supercharger Store .... 71 Ti64 ............................... 99 Tom’s Upholstery.............. 48 Total Seal Rings ............... 10 Trailer Alarms.com ........... 88 Trick Flow ..................15,78 Tuned By Shane T ............. 65 Ultimate Headers ............. 77 VFN Fiberglass Inc. ........... 62 Weinle Motorsports ......... 17 World Products ................ 67
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December
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!
No “i” In TeamThis................................................. 54 nasty nitroused big block Mustang gets the job done!
Pro Camaro .......................................................................... 8 It’s not a Mercedes Benz, but it will do!
Laughing (gas) LeMans ......................... 42
This LeMans Blue street driven Vette is nothing to laugh at!
The Loaf ........................................................................... 28
Everybody wants a piece of this LS powered Fox Stang!
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You are only as good as your team
98
100
Fuel System Tips
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december 2020 | RPM Magazine
+
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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FACEBOOK.COM/ROSSPISTONS @ROSSPISTONS
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Story by Stan Smith Photos by Stephen Taylor
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december 2020 | RPM Magazine
IT’S noT a MercedeS Benz, BuT IT wIll do! www.rpmmag.com
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I
f this wild big tire blown Camaro looks like a professional build, well that’s because when you are a Mercedes Benz Technician, chances are your bar for quality work is set pretty high. “I’ve always wanted a big blower sticking out the hood of a car,” tells Brian Sholar. Don’t we all Brian? Sholar had head start on most, though, as he spent his youth growing up around older muscle with his dad taking him to car shows/cruises and, of course, drag races. “I used to go to the dragstrip to watch all the NHRA races in Joliet, IL at Route 66 and we’d go to Indy every year to watch the Pro Mods.” The perfect storm was brewing and when he hit high school, Brian immersed himself in his auto shop classes and knew he wanted to work on cars. He would eventually enroll in UTI and pursue a career with Mercedes Benz. Muscle cars were always his passion, though, buying his first when he was just 17. “My first car was a ’74 Nova. My dad and I built together,” he said. By the time he hit 18, Sholar made his first pass down the dragstrip and was hooked ever since. Wanting a dedicated race car, but at the same time not wanting to cut up his street car, in 2005 Brian purchased a 1969 Camaro. “The car needed everything!” He exclaimed. When we think of a basket case we picture a car and parts that could be
Family friend John Grutzius painted the slick Mercedes Benz Diamond White with Mercedes Benz Obsidian Black skin.
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december 2020 | RPM Magazine
Brian Sholar makes a hit at a No Time race event. Sholar won’t share the car’s capabilities but did say it does over 180mph in the 1/8th mile!
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•357-T6 Aluminum 45 Degree Lifter Bank •426 HEMI & 440 Wedge •Deck Height: 10.725” •Priority Main Oiling •4 Bolt 1045 Steel Billet Main Caps
E Q U I P P E D
Replaceable Sleeves 4.560” Max Bore
HARDCORE QUALITY & PERFORMANCE WaterExpanded Jackets
•Blocks •Heads •Manifolds•Valvetrain•Safety Equipment •Valve Covers•Fuel Systems •Horsepower Combos•Hardware
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december 2020 | RPM Magazine
A Pro Racing Engines built 510-inch blown big block Chevy on alcohol sits between the rails of the Camaro. While we couldn’t pry exact cam specs out of Brian, he did say it was north of .900” lift!
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The Camaro was built using a factory body tub and rear quarter panels. A fiberglass front end, doors and deck lid were added.
delivered in a basket, well Brian’s Camaro was close to that, at first glance anyway. The body of the car, however, was extremely solid and enough to run with for his project. After all, most everything else was going to be swapped out. “I paid 6k for the car. The guy just wouldn’t budge on the price, so I bought it. It took me from 2005 to 2011 to build the car into what I envisioned.” That vision was a street 14
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driven all steel body Camaro with a big block Chevy in it and a Roots 10/71 blower poking through the hood. With the blower at just 3% overdrive Brian ran 9.17 at 146mph in the ¼-mile! “I wanted to go way faster,” Brian said. “So after that one season of racing I tore the whole car apart and started from scratch again. I wanted to build a car that could compete at any track I went to. I run No Time
prep/no prep and I wanted to be able to compete with all the big boys of No Prep.” The first order of business was to cut the old chassis out and then take it to RJ Race Cars in Galesburg, IL to have Rick Jones mount the existing steel roof and quarters to their chassis. Once the chassis was completed, Sholar put it up on stands in his garage as he saved cash to buy parts and take the build to the next step.
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The cockpit is ultra-clean and clutter free.
The mechanical alcohol injection system runs 18 nozzles; 10 above the blower and 1 in each port.
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A Blower Shop 14-71 XR-1 blower is topped by a JBR 4 blade injector hat.
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december 2020 | RPM Magazine
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Family friend John Grutzius laid the body and paint work on the car and Jerry Mcgarr from Pro Racing Engines built the big block Chevy. Being a licensed Technician by trade and knowing the quality he was after, Brian assembled the complete car himself including wir-
ing (trying to keep it all out of sight), plumbing, all suspension and carbon interior, and took from 2011 to 2019 to get the car to where it’s at now. And just where is the car at now? The RJ Race Cars chassis is 25.1E certified and is equipped with a 4-link www.rpmmag.com
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Brian is responsible for all the assembly work on the Camaro including all the highly detailed carbon fiber work inside.
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Motivation for the Gen 1 Camaro comes from a 510-inch Chevy Rat rear suspension and Penske shocks that hang an RJ fabricated 9” housing fortified with a Strange center section and 40 spline axles and 4.56 gears. Strange Engineering front struts were used with an RJ rack and pinion steering setup. Exterior-wise, the Camaro still has that original steel shell and quarters with composite front end, doors and deck lid, and John Grutzius laid down the killer skin consisting of Mercedes Benz Diamond White and Mercedes Benz Obsidian Black and carried the Diamond white over to the interior, as well. Inside the car there is nothing left of its former life. Instead, just one visitor has a place setting and that is Brian, and he is surrounded by a maze of bars, padding and controls, not to mention the outstanding carbon fiber work he completed himself. Brian is interfaced visually with his Racepak dash and it continued on page 25
The cage, and all chassis work for that matter, was completed by RJ Race Cars and is 25.1E certified.
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Brian Sholar’s 1969 Chevrolet Camaro Big Tire Blown Alcohol Drag Car Chassis/suspension:
RJ Race Cars chassis 25.1E Cert., Strange Engineering front struts, Penske rear shocks, RJ rack and pinion.
Body/Paint:
Original 1969 steel roof/quarters/tail panel. Fiberglass 1 piece front end, fiberglass doors/deck lid. John Grutzius painted with Mercedes Benz Diamond White with Mercedes Benz Obsidian Black and complete chassis is Diamond White.
Engine:
Big block Chevy 510ci. Dart cast iron block, Dart aluminum heads 355 full ported. Steve Morris diamond coated pistons, MGP billet connecting rods, Callies magnum crankshaft, Crower camshaft with over .900 lift and Crower lifters. Blower shop 14-71 XR-1 34.5% OD making 42psi, JBR 4 blade injector hat, Indy blower manifold.
Fuel system:
Enderle cam driven pump, and all Enderle parts. Mechanical injection with 18 nozzles. 10 above the blower and 1 in each port. Initial setup and all parts purchased from Alkydiggers.
Electronics:
MSD Pro 600 with coil on plug. MSD crank trigger/ cam sync. Speedwire system, Racepak and Davis Technologies smart relay (air shifter, rear shocks bleed, converter dump, electric lean out).
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Transmission/Converter:
Rossler TH400 with all billet internals and modified 1st gear. Neal Chance NSX billet bolt together converter. Rear diff: RJ Racecars fabricated housing, Strange Ultra center section, Strange 40 spline axles and 4.56 gear.
Interior:
Racepak IQ3 dash, Racepak sensors, Precision Performance air shifter, RJ lightweight steering wheel, RJ carbon seat with foam seat insert and carbon X covering. Safecraft 20lb fire bottle system, all carbon paneled interior
Special Thanks To:
t 3+ 3BDF DBST GPS UIF DIBTTJT GBC XPSL "OE IFMQ XJUI chassis tuning t +FSSZ .DHBSS QSP SBDJOH FOHJOFT t "MLZEJHHFST DPNQMFUF GVFM TZTUFN CMPXFS and support t +PIO (SVU[JVT CPEZ BOE QBJOU t /FBM DIBODF DPOWFSUFS TVQQPSU PO QSPEVDU t %BWJT UFDIOPMPHJFT TVQQPSU PO QSPEVDU t 3PTTMFS USBOTNJTTJPO TVQQPSU PO QSPEVDU And for always having my family/friends in my corner for every pass.
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You can’t see much under the back of the Camaro, so you’ll have to take our word that the car hooks and the rear diff takes the power dished out by the boosted big block!
The faux original style front grille and lights are expertly done and look great with the chrome lightweight bumper and working driving lights.
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december 2020 | RPM Magazine
The license plate is cool, but this latest version of the Camaro would be tough to street drive. with the laptop after each run. Motivation for the Gen 1 Camaro comes from a 510-inch Chevy Rat. A Dart cast iron block houses Steve Morris diamond coated pistons, MGP billet connecting rods, a Callies magnum crankshaft, a Crower camshaft that boast over .900 lift (that’s as much as Brian would tell us) and Crower lifters. Dart 355 Pro 1 aluminum heads have been fully ported and an Indy blower manifold is topped with a Blower Shop 14-71 XR-1 blower
that is 34.5% overdriven and making a whopping 42 pounds of boost! Crowning the package is a JBR 4 blade injector hat. The fuel system on a blower car is instrumental to its performance and Brian uses an Enderle cam driven fuel pump and all Enderle parts. It’s a mechanical injection system with 18 nozzles; 10 above the blower and 1 in each port. A tough as nails Rossler TH400 with all billet internals, modified 1st gear and Neal chance NSX billet bolt-together converter back the alwww.rpmmag.com
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At first glance you might think “basket case” but look a little deeper and you will see just how clean the body of this car really is.
This was the low 9-second Pro Street version 1.0 of the blown Camaro, but Brian wanted more…
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december 2020 | RPM Magazine
cohol sipping boosted mill. 2019 was Brian’s first season out with the car and his first win came at only the 3rd event he’d entered when he won the big tire No-time class with the ADRL. To back that up he finished in the final 8 out of 57 cars for the biggest no prep race in OKC at Outlaw Armageddon. “I was the only non-TV personality in the final 8,” he added with a smile. What does the car run you ask? “I run No Prep Notime events,” added Sholar. “So I can’t give that kind of info out… but I can tell you that I run over RPM 180mph in the 1/8 mile.” www.rpmmag.com
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Everybody wants a piece o 28
december 2020 | RPM Magazine
Story by George Pich Photos by Tia Elizabeth
of this LS powered Fox Stang! www.rpmmag.com
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Alright, you’re looking at the title of this article and thinking what the heck is “The Loaf”? Allow us to explain. “It is kind of a funny story,” says owner Dean Comazzolo. Apparently back in 2017 when the car was much milder there was one of those snipers on Facebook who tried to get Dean going, but it backfired. The edited, censored, redacted comments went something like; “there is no way that loaf could cut a 1.30 60 foot”. Ah the world is full of some real winners. Not too long afterwards, Dean was registering for a No Prep race at Empire Dragway with a lot of serious street cars coming. “One of the questions they asked on the registration form was ‘what is the name of the car?’ To be honest I had never thought of naming the car and I really didn’t know what to put down, so I just wrote down The Loaf as a joke,” explained Comazzolo. As luck would have it, the event promoters took a liking to The Loaf and actually used in on their poster featuring Dean’s Mustang with THE LOAF in large bold text. “I thought it was hilarious and from there everyone started to refer to the car as The Loaf. So what really began as an insult morphed into a big joke amongst fellow racers;
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december 2020 | RPM Magazine
Even the hood is factory on this quick Fox Body Stang, but when you walk around to the back of the car the Chute is a dead giveaway.
Chris and Trish Biro
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‘Everyone wants a piece of the Loaf ’”. There’s nothing like your first car and most of us probably wish we had ours back. This Mustang was Dean’s first car that he purchased 17 years ago when he was, coincidentally, 17 years old. It was not the well-executed big power stock-looking (from the exterior anyway) Fox Body you see here, though. It was completely original with 210,000km on it and cost $3,300. “On the drive home after picking it up the rear main seal let go wiping out the clutch and then to top it all off, the turn signal broke right off the column when signaling into my driveway. I should have known at that time that this car would turn into an ongoing battle!” Something Comazzolo can joke about now. Being a student at the time he really didn’t have much disposable income but was determined to turn the car into something special on a budget. Some of that budget went to the Friday night test and tune fund at the local drag strips earning his cred on the strip, “My record to this day is 33 passes in one day,” he laughed. Dean even learned how to race a T5 with no second gear synchro because he could afford to fix it at the time. Hunting high and low for deals on parts, the car slowly progressed. First was the usual .030 over small block with 650 double pumper Holley carb and heads ported by owner, “I had no idea what I was doing at the time, I just hogged them out” he
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THE MUSTANG IS A FAMILY THING...
Dean with his wife Breanne, son Ethan and daughter Alaina met with our photographer at a local Drive-In Theatre for the shoot.
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Adam Hewton added to the cage for a 25.5 cert late in 2019 during a complete rebuild of the car.
Comazzolo wound up backhalving the car during late 2019/early 2020 with his buddy Josh Gunby at Fabmac Industries fabricating the rear cage, suspension and mini tubs. 34
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Lots of OEM stuff along with a Motion Raceworks steering column with Flaming River shaft and Holley EFI dash make for minimal clutter in the cockpit of the dual purpose Mustang.
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1-800-230-3030 www.rpmmag.com
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The stock GM 5.3 Gen4 iron block works out to approximately 328ci and Wiseco 3.80 forged pistons, Scat rods and a K1 stock stroke forged crank hang out inside.
One day I was browsing online and came across the shell of my old car! laughed, After getting together enough dough for new aluminum heads, he hit the track again. Unbeknownst to Dean, though, when he was replacing the air cleaner after a jet change, the brass vent tube on the carb dropped into the motor. Well we don’t have to tell you what happened from there. Waiting until he had the cash for the repairs and some upgrades, he would hit the street and track again. A few months later more problems with the motor that were compounded by all those little problems that crop up with a car when you don’t really have the spare money to get them fixed. Dean waved the white flag and sold the car, against the advice of his girlfriend (now his wife). Two years passed and he tried out motorcycles and even bought a Camaro but it just didn’t fill the void for him. “One day I was browsing online and came across the shell of my old car!” he exclaimed. “It was sitting in a grass field all stripped down half part-
Since Dean races a number of different gigs, he’d rather not talk about turbo sizes.
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The car is a topshelf build front to back, and even underneath. Check out the heavily fortified 8.8 rear diff with Afco coilovers and a bunch of trick suspension parts.
A BTR Equalizer intake sits atop the LS mill.
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Dean hazes the tires at the hit during the SMACKDOWN 4 event in September. The weather was incredible and the track had teeth but the wick was up just a bit much on the Mustang.
Josh Gunby (passenger seat) hangs out in the lanes with Dean at the wheel and Kyle Lanigan, Carter Lanigan (the little guy) and Patrick Stuiver providing support at SMACKDOWN 4.
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ed out and looking extremely neglected. On November 6, 2011, I borrowed a friend’s truck, rented a trailer and headed north to buy back my first car.” Life had changed a bit, marriage was right around the corner and Dean was still in the early days of his career, but he was determined to bring the car back better than ever. “I was born into a GM family, my father even worked at the plant assembling the LS engines in St Catharines,
so naturally the Ford in the driveway always looked a bit out of place,” he said. “When I was planning the rebuild of my car, I decided to do something that I hadn’t personally seen in Canada yet, and that was to swap in an LS motor and turbocharge it.” Systemic racism between brands has calmed and acceptance is more common these days, but back then, as you can imagine, Dean was hit a lot of negative attention. “Whether it was the Ford guys being upset about www.rpmmag.com
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Dean Comazzolo’s Street / Strip 1985 Ford Mustang GT
Chassis Type & Mods:
The car is set up for 235 radial racing as well as NT and is still plated for the road. 25.5 chromoly cage.
Suspension:
Over the winter the entire rear suspension was updated. The car is set up for drag radial racing with a ton of rear extension possible. Front: AJE K Member with coil overs, tubular control arms and Strange single adjustable struts. Maximum Motorsports castor camber plates and Steeda bumpsteer kit. Rear: Merillat Racing upper and lower adjustable torque boxes, TRZ radial valved AFCO rear shocks, TRZ anti roll bar, Racecraft rear end brackets, aftermarket Lower and upper DA control arms.
Body & Paint:
Porsche GT Silver. Body at paint was completed approximately 4 years ago by Jay Gallant at Priority Collision & Refinishing. The car was stripped to bare metal and the under carriage has also been blasted and painted. All stock steel body panels (including the stock hood), full frame rails still intact and factory glass. It even still has the factory dash.
Engine:
Stock 5.3 Gen4 Iron Block LS - approximately 328ci. Wiseco 3.80 forged pistons, Scat rods, K1 stock stroke forged crank. ARP 2000 head and main studs, Trick Flow 220 cylinder heads with softened chambers, Johnson Link bar lifters, hydraulic roller BTR cam, 3/8th pushrods and BTR High RPM springs, stock rollers with trunion upgrade, Moroso Oil Pan w/ stock trimmed windage tray. Bosch 210lb/hr injectors, PRP electric water pump. The motor turns 8200rpm.
Induction:
BTR Equalizer intake Power Adder: Its turbocharged, but the turbo de-
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pends where I’m racing so I will leave this part a mystery ;) Stainless Hotside, 4” Vibrant aluminum cold side and custom A2W intercooler fabbed by Josh @ Fabmac. 5” exhaust down pipe. c02 boost control
Electronics:
Holley Dominator EFI controls the entire car and tuned by me. Holley 7” Digital Screen. Aeromotive Brushless 5GPM fuel pump. Arc Panel 8000
Transmission & Converter:
ATI ProGlide 1.80 first gear, PTC 9.5” 18-0 convertor, 4” chromoly driveshaft.
Rear Differential:
Ford 8.8, 4.10 gears, 35 spline Strange axles and spool, c-clip eliminators, Trick Flow differential cover. Set up by Wajdy at WK Automotive. Rear end housing fully braced by Josh Gunby Fabmac Industries. Misc: ICT motor and mid plate. Motion Raceworks steering column with flaming river shaft. Maximum motorsports manual brake conversion. PRP Kwik Shift Shifter. Rhodes Race Cars Fuel Cell/Intercooler tank Combo with Davies Craig intercooler pump. Strange race brakes and Motion Raceworks Parachute Kit. Fire Bottle Fire System.
Thanks to:
In no particular order I’d like to thank the following for all the help: Josh Gunby @ Fabmac Industries for all the chassis and turbo fabrication. Wajdy Khalil @ WK Automotive for all the constant help and constantly setting up gears. Carl White @ White’s Automotive – We built this car initially together when it was a science fair project and learned a lot along the way. My wife and kids for the constant support for this time consuming hobby. Some of my friend’s said I don’t work on my car enough because I just finished it mid-season. To them I say, ask my wife and kids!
the motor, or people saying that a Borg Warner S475 ‘will never spool’, I knew I had an uphill battle ahead and I pretty much had to figure it out as I went along.” A few years later, building the car on a tight budget, it finally hit the street, and made twice as much power on the dyno as anyone expected; 679rwhp and 735rwtq. Not bad for a $1500 investment into a motor and turbo. With 18-inch wheels, big brakes, big stereo, an automatic transmission, whisper quiet full exhaust and no roll cage, it was really a cruiser that just turned out to be fast. “To say it was a sleeper is an understatement, it looked like a 13-second car but ran 9s!” Fast forward a few years and with a young family and solid career the Mustang got more attention than ever. Comazzolo spent more time racing and by 2019 had gotten into the 235Outlaw class and No Time Shootouts. A hurt head gasket at the end of 2019 would open up the opportunity to completely re-do the car from ground up. Until this point,
Dean had done the majority of the work on the car and most of the learning came from making mistakes along the way, admittedly though, he was never 100% happy with it. “I tore the car down, sent the chassis to Adam Hewton who added to the cage for a 25.5 cert. I wound up backhalving the car and my friend Josh Gunby at Fabmac Industries worked his magic on fabricating the rear cage, suspension, mini tubs as well as the new turbo set up and motor plates.” Dean and his team had effectively built an entirely new car in 6 months. In fact, they finished fabrication on the car at 9:30pm on Thursday July 23rd 2020 and strapped it to the dyno that same night until 2am. “The next
morning I was loaded up and on route for Race 1 of Ian Hill’s Canada Heads Up Series 235Outlaws. Despite having to overcome a slew of new car issues, we managed to get to the finals!” Not bad at all for a fresh car. Throughout the rest of the summer Dean put a bunch more passes on the car, getting better results with every run. And while we’d love to share ET info on The Loaf, sorry, that is confidential so you will just have to check it out for yourself. So let this be fair warning to anyone wanting a piece of Dean Comazzolo’s turbo’d LS Mustang, we regret to say that it probably won’t live up to its name. So the joke is on you, as Dean’s ride is anything but a loaf!
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Story & Photos By
wes Taylor
Laughing (gas) LeMans This LeMans Blue street driven Vette is nothing to laugh at!
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A
hh, the Corvette, imagine a middle-aged man that golfs on the weekend; nine times out of ten, a Corvette is parked in the garage. To a point, this is true, though the “C6” over the years attracted people of all ages. Personally, I must say this body style is my favorite of all the Corvette series; the smooth, flowing clean lines beg to be driven fast. From 2005 until 2013, the C6 is easily the most popular platform for gearheads to get their hands on now. Wade Martin is no different; this is his second sixth-generation Corvette to date. This one, a 2007 model, also happens to be the iconic Z06 variant, which replaces the base Vette’s 6.2 liter LS3 with the monster 7.0 liter LS7. With 505hp on tap backed by a Tremec 6060 6 speed transmission, it quickly ruled the factory trim streets during the last of the 2000s. Any average guy would stop right there with the more than adequate OEM power and enjoy it. Not Wade though, he wanted more, way more. Wade came from a family of gearheads; his dad always had a hot rod in the driveway and growing u. His fondest memories were going to the Southern Nationals at Atlanta Dragway and Saturday night cruise-ins with his dad. It was in 2013 when Wade got the itch for another Vette in his life and happened to run across this
The RPM Z06 Violator hood provides a little extra breathing room for what lies beneath it.
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LeMans blue was exactly the color Wade Martin was looking for when he found his Corvette online in 2013
From the exterior you might think this is a stock (ish) 2007 Z06 with a set of nice wheels, and you would be completely wrong.
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Again, on the inside of the Vette things look OEM, except for the Precision Products shifter. Martin is installing a full cage before he uses the 450HP hit of nitrous.
The OEM interior ends in the hatch area where twin Nitrous Outlet nitrous bottles sit awaiting their next assignment.
Front and center is the custom air intake piping, twin throttle bodies and custom LME billet LS7 intake.
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This 461-cube LSX was built by Late Model Engines of Texas.
A Callies forged crank swings Oliver 6.30 H-beam rods pinned to Diamond custom nitrous pistons and the mill is topped by All Pro LS7 heads equipped with 1.8 Crower Pro Series shaftmount rockers.
one on eBay. The car was in immaculate condition, had super low miles, and was his favorite color, LeMans Blue. One hour after the listing was made, he called and bought it right then, flew up to Iowa to pick it up and drove it home to Georgia. He already had a plan in mind for the car and that plan was detailed even further during the ride home. Once back in Georgia, Wade reached out to Ron
Mowen, owner and founder of Vengeance Racing, to perform the LeMans Corvette’s transformation. The “in” thing to do in this day and age for a streetcar is boost, but since Wade’s previous build followed that road, this time, he came up with something different. How about an all-out, giant cube nitrous fed monster? The factory 427ci 7.0 liter LS7 is a perfect specimen for spray with lots of nitrous www.rpmmag.com
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The Corvette has seen a best of 9.07 at 156mph in the quartermile on the small hit of nitrous… 8-seconds is just a few tuning sessions away.
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The factory rear independent suspension was used with double adjustable QA1 shocks.
loving cubes stock; where’s the fun in that though? Martin decided to start fresh with a completely new motor. The base to any strong foundation starts with the block; Wade wanted something big; unfortunately, the stock aluminum block will not support what he wanted. Late Model Engines began with a solid iron LSX tall deck block capable of supporting the nitrous they wanted. A lot more goes into creating a block of this caliber than the average smaller cubed ones most people opt to go with. On a torque plate, the bores were stretched to 4.155 inches and then honed and chamfered. The bottom end starts with a Callies billet 4.250 stroker crank with Oliver billet 6.350 inch H-beam rods and custom cut Diamond pistons supporting the nitrous ready 12.5:1 compression ratio finish out the rotating assembly. Everything is balanced and blueprinted, crank polished, rods pin fit on both ends, and rings are file fit. A setup of this
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How about an all-out, giant cube nitrous-fed monster? magnitude must be impeccable for longevity. These precautions and block modifications are a must or the motor won’t live a happy life. The final short block cube count grew from 427 to a giant 461ci monster. A Cam Motion Cam LLSR cam spec’d to .756/.738, 264/274 (intake / exhaust) with a lobe separation of 112 finishes out the assembly. Nitrous motors gotta breathe and a set of All-Pro aluminum LS7 heads were used with 2.250 Victory titanium intake valves and Rev Inconel 1.600 exhaust valves to help make that happen. The big bumpstick requires some trick rocker arm assemblies; thankfully, Crower has just what the Late Model Engines doctor ordered. Their Pro Series 1.8 shaftmount stainless roller rocker assemblies keep the engine in time. ARP studs and fasteners were used as insurance throughout, while a Katech “Red” dry sump pump with modified windage try and support keep the assembly well oiled. 60lb/hr injectors guzzle fuel from a Walbro 340 fuel pump regulated at 58psi, which is plenty for a nitrous application like this. Induction of air comes from Late Model’s own Billet LS7 intake manifold with twin LSA throttle bodies. When the RPM Z06 Validator hood is popped, it’s that intake that draws attention first. Spent gases are expelled via 2-inch American Racing Headers stainless units, crossing into a 3-inch x-pipe dumped without mufflers. I’ll say one thing; the sound of this nitrous 50
december 2020 | RPM Magazine
LS mill is music to the ears throughout the rpm range. Giggle gas is supplied by a Nitrous Outlet four solenoid direct port system capable of 450hp of punch; Wade has jetted up to a 250 shot currently, producing a staggering 1200whp, and he plans to go all-in at some point, but not before installing a full roll cage. Behind the HP tuners recalibrated PCM sits Mike Carnahan, a guru of Ron’s, knowing exactly how to extract everything the new 461ci LSX has to offer. Wade decided on going a different route reagdring the trans in this Vette, selecting RPM Transmissions Powerglide Corvette swap, which retains the factory independent rear end. A 4500 stall nitrous converter from Pro Torque transfers the nitrous fed power through the torque tube into the factory, but internally beefed-up, Z06 housing. Gearing is relatively low at a 3.90 ratio, which equates to axle snapping torque off the line; Drive Shaft Shop half shafts take all the abuse Wade’s Corvette will give them. Surprisingly, everything about the suspension stayed stock aside from QA1 double adjustable rear shocks. The design team from Chevrolet did an outstanding job with the C6 body style, as aside from that RPM Validator hood, the Vette stays how it came off the showroom floor with the Z06 small additions such
Wrenching during a Corvette outing at the track.
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as a carbon deck lip. Aside from the beautiful LeMans Blue paint, Wade’s Z06 sits apart from the rest with Weld Racing drag pack hoops. A monster brake setup comes with the Z06 package, ideal for road course but not so much for drag racing. Carlyle Racing understands Corvette drivers want to be able to click off fast straight-line times, which is why they came up with their rear conversion setup allowing a meaty tire to tuck under the fenders. The kit comes with a smaller set of brakes suitable for drag racing while retaining street-stop braking power. Mickey Thompson 275/60r15 drag radials wrap the 15x10 beadlocked S71 Weld rears. Sitting inside the cockpit seems factory, all of the Z06 goodies remain, along with a/c and other streetcar amenities. With the TR6060 six-speed gone, a shiny Precision Products shifter sits in its place. Looking into the rear hatch area, two 10lb Nitrous Outlet bottles on a billet mounting bracket stare back at you, ready to go. Wade is just getting started on taming the beast, but he’s made significant headway so far, going a 9.07 at 156 mph, and that’s pretty impressive for a car that can be driven home, with the air on of course!
Wade Martin with his wicked street driven nitroused 2007 Corvette.
RPM
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Wade Martin‘s Street/Strip 2007 C6 Z06 Engine:
Current cid: 461 LSX Bore/Stroke: 4.155 x 4.250 Crankshaft: Callies Billet 4.250” Pistons Diamond Custom Connecting rods: Oliver 6.350 H Beam Compression ratio: 12.5:1 Engine built by: Late Model Engines of Houston Texas
Machine work
Index/Weld Reluctor Wheel/Balance Rotating Assembly/Polish Crankshaft /Pin Fit Rods. Pin Fit Pistons/File Fit Rings/Align Hone Block/Set Main Bearing Clearances/Bore Block- IRON/Hone Block with Torque Plate/Square Deck Block with True Deck/Debur Block/Chamfer Cylinders/Hone Lifter Bores/Jet Clean Block. Oil Pan: C6 Z06 Dry Sump Oil Pump: Katech “Red” Dry Sump Pump
Other modifications (windage tray/lower support):
Camshaft Make: Cam Motion LLSR Duration @ .050 in/ex: 264/274 Lift @ .050 in/ex: .756 / .738 LSA: 112
Cylinder Heads Make/Type:
All Pro LS7 built by Late Model Engines
Intake Valves Make/Size: Victory Titanium / 2.250
Exhaust Valves Make/Size: Rev Inconel / 1.600
Rocker Arms:
Crower Pro Series Shaft Mount Adjustable Stainless Steel Rocker Arm Assembly- Needle Bearing Roller Tips
Rocker Ratio: 1.8
Air & Fuel: VCM: GM ECU calibrated with HP Tuners Engine Tuner: Mike Carnahan of Cumming, Georgia Injector Size: 60lb/hr Pump(s): Walbro 340 Pressure: 58psi Intake Manifold:
Late Model Engines Billet LS7 with Dual Throttle body Throttle body make/size: Twin LSA/CTSV
Headers: American Racing 2” Stainless H/Xpipe: 3” X pipe Power Adders:
Nitrous Oxide: Nitrous Outlet four solenoid Direct Port Wet or Dry: Wet Jet size(s): .026 Single or multiple stage kit: Single
Transmission:
Type: Powerglide Clutch / Converter: Pro Torque Flexplate / Flywheel : Shifter: Precision Products Stall speed: 4500 on nitrous Cooler: B&M Bar & Plate Other trans/driveline modifications: DSS ½ Shafts Trans built by: RPM Transmissions Daleville, Indiana Rear End: Type: C6 Z06 Gears: 3.90 Axles: DSS
Chassis-All Stock
Rear shocks: QA1 double adjustable
Wheels:
Front: Weld Racing 18x4.5 Rear: Weld Racing Bead Locks 15x10 Tires, front : Race Master Tires, rear (street/strip): MT
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Story by George Pich Photos by David Gates
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R
eading through RPM MAG you’ll notice a variety of street, street/ strip and race-only rides of all different brands, shapes and sizes. You might also recognize a pattern among the successful racers – they all have a solid team contributing to their success. It might be a large group, or a small husband and wife team like the Smiths, who have worked hard and met the right people along the way to help make their racing dreams come true.
continued on page 60
The killer flame themed paint work on the car sets it apart from most everything else on race day.
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While the 2000 Mustang platform never achieved the popularity for mods of the Fox era Stangs, it was certainly far more aerodynamic.
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James Smith’s addiction to drag racing started when he was 16 after going to a local dragstrip with friends. By 2003, just about the same time he met Crystal, he was wheeling a Camaro street car that would often see trips to the dragstrip on the weekend. From that point on, the pair were inseparable when it came to most everything, including cars and racing. James has been building race cars fulltime since 2008 and in 2009, after building a Camaro together, the Smiths started racing with the Pro Stick Racing group on the east coast in James and Crystal are not only racers, they are owners of JSC Carbon & Racing Fabrication and make or offer services for pretty much anything relating to a drag or street car, including this rear wing.
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The ultra-clean well-executed interior of the Mustang includes a maze of chromoly bars and a full array of gauges installed in a factory style dash. Carbon door panel, floor and tub work completed by JSC not only looks great but helps keep weight down.
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One of Leonard Long’s billet shifters controls one of his G-Force 3 speed transmissions behind a Bruno Drive with a Coan Converter.
moserengineering.com
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The Mustang is motivated by 632inch big block Chevy named “Ruth less” after James’ grandma.
a class called Nine Inch Nightmares – a small tire 6.50 index class at 75/80 Dragway in Maryland. “He actually let me take the Camaro (the same one that made the November 2013 cover of RPM) down the track before he ever did”, said Crystal with a smile. JSC Carbon & Racing Fabrication
was soon drawing customers from around the country, gaining a reputation for quality and service, and together the pair worked their passion into their business. “We basically work to go drag racing...it consumes our lives,” added Crystal. What better way to live your dream!
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The mill started on the stand with a Donavan aluminum block and was filled with a Callies crank, GRP rods, Diamond pistons and a Comp cam.
DART Big Chief 18 degree heads with Jesel rockers were studded in place and a sheet metal intake with twin custom throttle bodies designed by Leonard Long top things off. 64
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When it comes to our race team, it’s just the two of us at the race track With James doing all the fabrication work, Crystal handles the office logistics and offers a set of helping hands in the shop when needed. Although Crystal doesn’t drive now, she enjoys every other aspect of the sport. “I love being elbows deep pulling spark plugs, fetching data logs, finding the best spot on the starting line, helping stage the car and so on. When it comes to our race team, it’s just the two of us at the race track. We may not have the wallet
Nitrous oxide enters the mix via two stages of direct port plumbing. “We love our Nitrous!” Boast the Smiths. www.rpmmag.com
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of others that race heads-up but we make up what we lack financially with hard work and competitive determination,” added Crystal. And James has multiple wins and championships under his belt to back that statement up. The first component of this successful team is of course, James and Crystal, but the second is made up of someone who believed in them, Leoncontinued on page 70
A coil near plug setup is used to deliver spark. Notice also that the car is a stock location firewall/ stock design front suspension car.
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A 4-Link rear suspension with canister style, radial valved coilover rear shocks hangs a fabricated 9-inch rear diff.
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James gives the thumbs up before the next hit. The car is viscously quick and runs 4.21 @ 168mph in the 1/8th-mile and 6.702 @ 200mph in 1/4.
Crystal pulls James into the starting line beams.
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ard Long of G-Force Transmissions. The majority of the Mustang is owned by Leonard. The Smith’s met Long through the Pro Stick Racing organization when Leonard needed a driver at a race due to an injured knee and a friend called James to come drive for him. “We made a 3 hour trip and have been blessed to call Leonard a friend/mentor ever since,” Crystal said. “After reaching out to him several years ago about some classes we thought the Mustang would be great for him to run in, he was gracious enough to offer for us to pick up the car, partner with him, change multiple aspects of it and race it.” Originally, the Smiths ran the car with wheelie bars, slicks and a clutch setup, but always willing to learn, they purchased a 632 engine, installed Holley EFI and bought a new 2-stage nitrous system. Off came the wheelie bars, the slicks were swapped out for radials, the chassis setup was modified by James and a Bruno Drive with Coan Con-
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vertor was added to the G-Force 3-speed. The Mustang now sports a double rail chromoly 25.2 cage/ chassis. Among other things, James modified the front and rear chassis of the car, removed a bunch of weight and added the carbon fiber to the interior. The car is still a steel production body including doors and fenders, with only the hood and scoop being fiberglass and the front bumper carbon fiber. That new 632 we mentioned
december 2020 | RPM Magazine
The Smiths run a variety of classes with the car including Warriors Outlaw, Nitrous Pro Street, Outlaw 632 and Limited Drag Radial.
The Mustang gets up on the tires and lights the candles as the sun goes down during a recent event.
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James & Crystal Smith & Leonard Long’s 2000 Ford Mustang Outlaw Drag car Chassis Type & Mods:
Chromoly 25.2 roll cage, double frame rail. James has modified the Mustang in multiple areas: Front half chassis and back half chassis, cut weight where possible, updated interior with carbon fiber, changed the motor and transmission setup, installed new rear shocks and modified the rear end.
Suspension:
Stock type front suspension with Santhuff spindle mount struts. 4-Link rear with Menscer Motorsports canister, radial valved coilover rear shocks.
Body & Paint:
Car is a full steel body including doors & fenders. Motorcity Solutions carbon fiber front bumper, hood & scoop is fiberglass, otherwise all steel car.
Engine:
Power Adder:
“We love our Nitrous” 2 Stages of direct port nitrous oxide.
Electronics:
Holley Dominator EFI, Davis VPS, Racepak V300, G Spot Sensors. Tuned by James Smith. Transmission & Converter: G-Force 3 speed transmission behind a Bruno Drive with a Coan Convertor.
Rear Differential:
Mark Williams Ford 9”.
Best ET & MPH:
4.21 @ 168mph and 6.702 @ 200mph in 1/4 mile as on 9/1/2020 How Many Years Racing?: Going on 21 years of drag racing.
Division/Class Run:
Warriors Outlaw, Nitrous Pro Street, Outlaw 632 & LDR.
Charlie Buck 632ci BBC engine named “Ruth less” after James’ grandma. Donavan aluminum block, Thanks to: Callies crank, GRP rods, Diamond pistons. DART We’d like to thank those who contributed Big Chief 18 degree heads, Jesel rockers, Comp to our season: cam. Leonard Long of G-Force Transmissions Scott Parson of Scott’s Hauling & Excavating Induction: Tom Fiddler of G Spot Sensors Sheet metal intake with 2 custom throttle bodCharlie Buck of Buck Racing Engines ies designed by Leonard Long of Long’s Machine Mark Menscer & John Mellon of Menscer Shocks & Tool/G-Force Transmissions. 72
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Crystal and James Smith.
is a Charlie Buck built piece. Buck filled a Donavan aluminum block with a Callies crank, GRP rods, Diamond pistons and COMP cam, then torqued a pair of DART Big Chief 18 degree heads in place. The big Chevy is topped by a sheet metal intake and slick matching pair of custom throttle bodies designed by Leonard Long himself. Being a dedicated slick/clutch car pilot, 2019 was the first season James had ever raced with radials and a
converter and the results speak for themselves. The Smith’s took the win at the Yellow Bullet Nationals Warriors Class and again at the World Cup Finals Imports vs Domestics
race running Warriors vs Tres Cuarto Class. Not bad at all, we’d say! And a true testament to the abilities of a team, no matter how big, or small, that team is. RPM
•RPM: 2700-7500 •Overall Height: 7.500” •9.5” Deck Applications •Bosses for Nitrous System •Made In America
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PART 6
With our small bock installed, it’s time to think about rewiring the Pace Car
A
few months back, we left RPM readers with an assembled small block Ford on the engine stand and ready to be planted between the stock framerails of the Pace Car Race Car 1979 Mustang Pace Car. With our 6th installment, the motor is in and we are almost ready to fire it up, but we realized the car needed to be completely rewired and budgeted for it. This month we wanted to introduce the MSD Grid ignition system we’ll
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be using, but first let’s recap some of the other things we’ve taken care of over the past few months. To put the power to track, we need certain parts like solid engine mounts, large diameter headers, a high single plane intake manifold which will be topped off with a nitrous plate and carburetor.
december 2020 | RPM Magazine
After figuring out the carb size to fit our application, we chose a FST 1050cfm Billet X-treme Pro carburetor and a Super Victor single plane intake manifold. We complimented the intake charge with a 1 inch thick nitrous plate and 1 inch thick spacer plate. In order to expel all those spent exhaust gases
we chose 2” primary 4 inch collector stainless steel headers. Over the years, we have installed many different brands of headers in several different chassis - the Fox Body chassis should be an easy one. However, think of all the variations - like tube size, block deck height, engine mounts and plates, etc. Surprisingly, the Pace Car Race Car headers fit perfectly. It’s not hard to remember the days when headers were made for a specific engine only, and more often than not required a couple or more swift hits with a hammer and a tickle or two with the torches to install that big long tube header in your street car. I always chuckle when I think of my first header installation… I was a young motorhead,
1 Our small block Ford looks right at home between the stock framerails of The Pace Car Race Car. The car had an existing aftermarket K-member and we tweaked the engine mounting system and other areas of the front of the car, being careful to stay on budget.
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3
Here you can see how the large tube headers fit perfectly in our PCRC chassis. Do yourself a favor and spend a bit extra on a quality set of headers. We can say from experience that all headers are NOT created equally! www.rpmmag.com
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4 That 1050 cfm FST Billet X-treme Pro carb looks mean in Black and Gold. It sits atop a 1 inch spacer and 1 inch NOS Nitrous plate. drooling over those “Cragar Hot Pipes”. How can you not get you excited about that name alone! Anyway, I can remember taking a whole day, many friends, many “gamma cookies” and many beers to install the left header in a very large framed car. Today’s manufacturing techniques are very refined and a quality set of headers can be made to fit any engine in any chassis to perfection. In fact, ours went in from the top, with the engine just sitting off the mounts. Do yourself a favor and spend a few extra bucks on good brand name headers, its worth it just to save the stress and bloody knuckles trying to cram a cheap set in place. The PCRC nitrous kit is a col76
lection of various brand parts from other projects. I had an old Bill Trovato (BTR Performance) nitrous solenoid laying in the parts bin as well as a couple used fuel and purge solenoids taking up space. The bottles will be 15lb Nitrous Express units that I will update to their new Lightning Valve technology. We found an NOS plate with a cross tube design, meant for a 4150 hole. The jetting will go to a maximum of 300hp, keeping in mind our stock block. From the parts bin, we also found two Aeromotive fuel systems and thought, why not use them both for the PCRC? Two pumps and two regulators will be used to adequately feed the carburetor and tune the nitrous end
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6
The MSD Power Grid Wideband O2 Module.
5 This is the existing wiring panel located on the right side of the passenger compartment of PCRC and will be the new home for all the MSD Power Grid Ignition System. $BOBEB T 1FSGPSNBODF 4PVSDF
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8 The MSD Power Grid ARC module. ARC stands for Advanced RPM Control. This module controls rpm and driveshaft speed for optimum traction.
7 The MSD Power Grid #77303 Controller and #7720 Ignition is your starting point for the Power Grid system.
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There was a variety of ignition brands to choose from and we did try many others, but always came back to MSD
9 The MSD Power Grid Part #7740 is a 4 connector hub which makes attaching your Power Grid modules a cinch!
10 This is our MSD Part # 2273 Wide Band 02 sensors with Harness and Bung kit. successfully and is totally overkill for our horsepower level, but like I said, we had them and might just as well use them. During the time it took to install the engine and parts on it, we decided on an ignition system. Over the decades, we used countless 6al ignition boxes and won many races with the tried and true 7al ignition, as well. When MSD came out with their digital ignition systems we also used them with great success, and it’s tough to argue with success. Back in my speed shop days, there was a variety of ignition brands to choose from and we did try many others, but always came back to MSD. We already have a Digital 7 ignition system, but it’s time to try the Power Grid from MSD to gain a whole new level of control on this car. We will use an MSD #8640 crank trigger for accurate trigger signals and a dead distributor to transport the spark to the plugs. We’ll be using the follow-
ing MSD parts in our Pace Car Race Car project: Part # 7720 The ignition box Part # 7730 The Power Grid Controller, complete with View Software, wiring harness, micro-SD card and mounting hardware. Part # 7555 The Inductive Spark Plug Wire Pickup Part # 7761 ARC Module Part # 7766 Dual Wideband O2 Module The MSD Power Grid Ignition System incorporates a 32 bit microcontroller and MSD VIEW which is an easy to use Windows based software program. We found the ignition easy to install as it uses CAN-Bus technology to simplify the wiring and adding additional MSD accessories, as well as Racepak accessories. The ignition can be powered up by a USB connection, eliminating the need to turn the key on for changing its parameters. Data Acquisition you say?
No problem with the Power Grid, as the ignition has a SD storage card slot for storage and reviewing data. The Power Grid also incorporates options to change timing based on engine rpm, gear value and time, as well as advanced individual cylinder timing, based on gear or time. The Grid has five retard stages for nitrous, five steps of rpm limits for burnout, spool, launch, overrev and safety. The shift light settings for each gear and Ignition data acquisition records multiple runs to top off all the Grids features. With all of our new MSD ignition parts now in-hand, we can finally finish rewiring the Pace Car and share our progress right here in RPM MAG. Until then, stay safe and have fun building your own project. Remember, you don’t need a pocket full of money, just some common sense and good friends like you who just want to have some building a car and go racing! RPM
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You are only as good as your team Story and Photos: JT
In my world of small independent racing programs, the road to building a winning team is paved with many obstacles. First, all of the positions are filled on a volunteer basis by friends who like helping us wrench in our shop and enjoy having fun with us at the track. These friends become our support team by default. The challenge with this scenario, though, is that the members of this entry-level team are not necessarily specialists or experts. They are simply friends who love hanging out with you and will do whatever you ask, but are really not a true racing team. Your volunteer team is only as good as you and need constant guidance and direction from their leader. This scenario usually works great for the occasional weekend warrior. There is nothing better than a little shop time with your buddies and spending the weekend at an event racing and enjoying some great food and beverages. The second obstacle with having a volunteer racing team usually surfaces when you get the urge to race more and begin to travel. Your team of buddies have jobs and families that are their first priority. An occasional weekend trip, and the weekly wrenching sessions in your garage are great therapy for the trials of life, but anything more than that, volunteer and unpaid, is simply out of the question. This scenario is what breaks apart most weekend fun-teams. Over the years, I’ve experienced both of these scenarios many times. My own shop team is a group of really cool guys that I like on page 84 Vasylyy Lukivskyy on hiscontinued GSXR 1000 based grudge bike. 80
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It took a lot of commitment and hard work taking White Lightning to where it is today. Most importantly it took the right team to share the vision and make a difference in Tommy’s racing program.
Here is White Lightning straight out of the trailer getting prepped for something as simple as a warm up. Crew Chief Dave Kogan better known as Hemi Dave is on point every step of the way.
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Yes it is time to mention another corny but true statement. “Teamwork makes the dream work.” White Lightning is the result of unrelenting passion toward a dream and a goal of winning.
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With the proper people in place, teamwork is a real thing. Left to right: Dave Kogan (Hemi Dave), High Anxiety Jay (JJ), and James Fagan (Jimmy Tow Truck)
Here is Dave pulling Tommy into our makeshift water box as we prepare for the first hit of the day.
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spending time with. All I can offer them is my experience, food and beer. A trip that is longer than a weekend is too much to impose on any one of them. On the flip side, I’m on a few volunteer teams and enjoy helping others improve their programs but joining them for a week or two trip without substantial compensation, is out of the question. Outlaw racing, for example, has a huge following of people just wanting to tag along and have fun. Remember, though, the ultimate goal here is to win and have fun in the process while pursuing your passion for racing. Choosing the right team to find the happy mix can be difficult. Let’s face it, and be honest, for most of us, whatever your day job may be, you would much rather be racing your car. Finding events to attend, making the traveling arrangements and getting your day job and home life covered while you’re away racing, is a job in its own right. What about the things that are really important to racing such as chassis set-up, engine tuning, transmission / converter tuning, data reading, and general repair / maintenance. Hopefully one of your true specialties is one of the above. This leaves a few other positions that need to be filled by other specialists. I know a few amazing specialists who are so passionate about racing that they will travel with you on occasion for expenses and / or little to no money. When you find one of these gems, do yourself a favor and take care of them. Make sure they get the recognition they deserve, not just in person at the race, but on your social media as well. If you happen to win any money at a race, be sure to share the winnings. A key player needs to feel like one and private appreciation needs to be backed with public acknowledge84
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Despite a good burnout Tommy and White Lightning left an 1/8 mile trail of rubber. Don’t be fooled by what the picture looks like, she was on a really fast pass and stayed in her lane. Time for Dave to look at some data and make the necessary changes.
I know a good pass is what really matters, but I just love burnouts. It doesn’t matter if I am doing one in Big Red or watching someone else, the bigger the better as far as I am concerned.
The team is hard at work keeping White Lightning in the water. I have to admit I felt kind of useless at this point just taking pictures, but somebody had to.
Here is where the magic happens. You want the tune to be hot, but not so hot it burns the tires or lifts the wheels. Getting White Lightning to transfer just enough weight to the rear tires at launch was a priority during the first few hits. It took a lot of ballast and shock adjustments to get her to launch like this. www.rpmmag.com
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ment. Listen to any interview with top racers – their win was all about their crew chief and the team that helped them get there. When it comes to advancing your racing program you need to surround yourself with specialists and people who know more than you do. Whatever the cost and hardship this may put on you and your racing money, without it you are simply a local racer that has a little success from time to time. As for me, I’m happy attending random events with my buddies and expect nothing but an opportunity to have fun pursuing my passion for wrenching and racing. I’m simply blessed just to have a car to wrench on and race. Sixteen-hour days in my shop seem to evaporate in minutes. I am truly at peace at this level. Spending a weekend testing the work I did is reward enough. But if you absolutely have to win every time you release the trans brake, then the plan is brutally painful and simple at the same time. Build a team that is based on skill not friendship. The friendship will follow if it was a good fit. Most recently, I had the opportunity to help a buddy find a private place to test his car. I’ve known Tommy for many years now. He is a really rare guy with a super magnetic personality that attracts people like moths to a flame. He is extremely generous and makes everyone around him feel important. In the beginning of his racing program I believe he was just a super passionate guy who worked extremely hard during the week and needed a few weekends a year with his car and buddies to let the stress escape. After meeting him and falling in love with his car, I wrote a feature on it and shared his 57 Chevy with all of you. Tommy and White Lightning have exploded in the no-prep world since that magazine ar86
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Tommy approves! The man, the myth, the legend Tommy Reeks gives a thumbs up to the hard work his team put in that day.
I know a good pass is what really matters, but I just love burnouts. When the team hits all of their marks, this is what happens. White Lightning is on a mission.
The chute is out for a reason. She was getting a little out of shape at the 1/8 mile and Tommy kept his cool and straightened her out with the chute.
ticle came out. White Lightning has become nothing short of a transformer since gracing the pages of this magazine. What was the key you may be asking? Like I mentioned above, Tommy is a rare dude. That old saying no risk, no glory, and go big or go home, are a way of life for him. It took a lot of time to weed out the people who were not adding value to his program and finding the key players who were true specialists at what they do. During that cool and crisp morning we all got together testing White Lightning. I witnessed nothing short of a professional style team as they unloaded the car, and prepped it for something as simple as a warm up. Tommy was free to be who he is. He is the driver and personality who people enjoy watching and spending time with. His new team of specialists led by Dave Kogan are on point before, during and after each test pass. As a longtime friend of Tommy’s, I actually felt very happy for him. Not just because his car was better than ever, but because he
surrounded himself with true specialists who add to his program and have a way of calming down the wild and crazy guy we all love. We spent an entire day testing White Lightning and we even had to play a little politics and give some people a ride in her throughout that day. The hard work and data they collected resulted in White Lightning winning a $12k no prep race the following weekend. Friends, they say you are what you eat. With that in mind, you are only as good as those you surround yourself with. After all the true acronym of TEAM is Together Everyone Achieves More. If you desire to take your program to the next level, start hanging around with people who are a lot smarter than you. Become an orchestra leader instead of playing all of the instruments yourself. Dream teams can be made. You just need to dream about it first. Until Next Time Keep Wrenching
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Tackling lots of little things and installing a mock-up engine
Famous last words as published in the Feb 2020 issue of RPM MAG: “As we publish this article in early January we are moving on to assembling the long awaited short block, so be sure watch for it in an upcoming issue of RPM!” I can’t sugar coat the fact that this has just not happened. The pandemic hit in March and like so many others we were on pins and needles about the future of business and the stability of our families. We were deemed an essential business and allowed to stay open during the 3
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We had an empty space and no motor, so we put together a mock-up engine to help prepare a number of underhood areas for the real thing.
We will be using a 4500 series flange Holley 112-578 2000CFM throttle body and Meziere billet water pump.
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We chose to go with the Hooker mandrel bent 304 stainless steel hand-welded headers part # BH13190 with 2-inch primary tube and 3-inch collectors and were very impressed with the build quality and fit. 90
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Here is our mock-up engine complete and ready to be set in place.
It’s in and we are ready to get to work.
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month long shutdowns and a weird thing happened, we were busier than ever! It seems that a lot of people had a lot of spare time (and a few of them some spare cash) to spend on their cars so we had little to no time to spend on our own endeavors. Last February we covered our braking system, some interior work, wiring and installing our Holley EFI dash along with installing Optic Armor windows. We also tackled a number of brackets and started to prep the short block for assembly. We fully expected to have the motor completed by now, but as always we have to have the courage to accept the things we cannot change, and we definitely cannot change what has happened over the past 10 months, so let’s just move on. While we wait for the remainder of the machine shop work to be done to the block, I decided to put a mock-up engine together. This will allow us to really get into the meat and potatoes of the install and what we have left to do under the hood to make everything work once we are ready. The mock-up engine consists of a stock empty block topped with the Mast Motorsports cylinder heads and intake (covered in a previous issue of RPM MAG) along with a Holley 4500 flange 2000cfm throttle body. We also picked up a set Hooker BlackHeart headers that are 2-inch primary tube with 3-inch collectors and a Meziere electric water pump. We took delivery of our wicked Canton oil pan but can’t install it on the factory block we used. The
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We plumbed some fuel lines using Earl’s fabric and steel reinforced rubber and PTFE hose and their AN fittings. We had heard good things about it and decided to give it a try and the results were amazing. It’s hands-down the easiest stuff we’ve ever worked with.
Season’s Greetings, and Thank You In these uncharted times, we would like to show our most heartfelt gratitude and offer appreciation to you, our readers, and to all of the advertisers who make it possible for us to continue our 21 year tradition of delivering highest quality content in the face of the current challenges. Thank you for your faithful support, and we hope that, despite the difficulties, you are able to celebrate the season with your family in safety.
21 Years Of Ho-Ho-Horsepower www.rpmmag.com
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factory piece is skirted so all the mains sit up in the block whereas our Dart block is not skirted. No worries though, we’ll cover the Canton pan in more detail in an upcoming issue. Believe it or not, the most difficult part to get was a motor mount as everybody was sold out of the size we needed. We finally sourced one just a few weeks back and were able to get the mock-up mill properly fit into the Camaro. Having the engine installed, I am able to start laying out the underhood wiring as well as fuel lines. All of this work will help identify what remaining parts are needed and also give us quite a bit of extra time to not only have max performance in mind, but also provide a clean look. Something else to consider is that because this is a race car and you can bet we will be working on it a lot, we want to make everything as simple and accessible as possible. There’s nothing worse than having to have to work on something or swap out a part and not having proper access to do it efficiently. I started working with the Earl’s fuel line and fittings. If you have worked with lines and fittings in the past, you understand that they can sometimes be a pain. Not using their products in the past, I have to admit I took a cautious approach, but once I got in a groove I realized how simple and easy their product has made fabri-
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Our Canton oil pan and accessories came in, but unfortunately it won’t work on the stock mock-up block…stay tuned for more in a future issue when we install it on our Dart block.
Check out our slick Holley twin 450lph pumps that also arrived this fall. This drop-in assembly is just waiting for our custom fuel cell to be completed. cating lines. The fittings and line are true quality and the line is super light, which is an added bonus. So far I have made the line joining the two fuel rails together and the feed line from the Holley regulator to the rails. The rest will be completed once we get the custom fuel cell back from being fabricated to fit the Holley dropin pump assembly with twin 450lph pumps.
Next up was cooling. I picked up an aluminum rad for a 1995 Honda Civic and had our good buddy Darryl Chatterson weld a couple of -16 AN bungs on it. I like to use AN fittings and braided hose on a lot of my builds. While it may cost a bit more it pays back in how easy it can be to work with and install in custom applications, its improved appearance and, in my
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We installed our Holley EFI LS Coil Sub Harnesses part # 558-321, coils and injectors on the mock-up.
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A 1995 Honda Civic rad is fitted with a few -16 AN bungs and installed to the passenger side of our engine bay. This will allow us to make a bunch of room for a custom high flow air intake using air from the lower grill area.
Just as we were completing the mock-up we came across a deal on a recently freshened G-Force GF5R 5 speed clutchless transmission and have ordered a Quick Time bell housing to go with it...stay tuned!
opinion, enhanced safety. We have used this same rad setup in my NMRA Coyote car and it works great and offers good weight savings, as well. So you’re thinking why I would mount the rad sideways like this? Quite simply, I want to keep the front area behind the bumper open in order to use the lower grille area for a custom cold air intake for the throttle body. With a number of items taken care of under the hood, we can move on to prepping other areas of the car that will make our job a lot easier once the motor is complete. We managed to grab a killer deal on a G-Force GF5R 5 speed clutchless transmission and immediately ordered a Quick Time bell housing which we expect will arrive over the next few weeks. Watch next time as we mock-up the G-Force trans in the car and work out the clutch pedal assembly. We’ll also hopefully be able to finish the fuel system and tackle some more smaller projects such as the vacuum pump and throttle cable.
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Fuel System Tips ❚ Must have info for planning your fuel system
❚ How can you plan your racing fuel system?
With the off-season upon us and our Christmas lists needing to be padded, we thought we’d share some fuel system tips and information from one of the industry pros, Magnafuel’s Robbie Ward. Follow along as we cover some of the must know basics and formulas that you need to know before planning your fuel system.
Use a handheld calculator and plan on .5 lbs/hp-hr. (gasoline). Methanol alcohol requires about 1.0 lbs/hp-hr. Use .7 lbs/hp-hr when planning a gasoline system for nitrous assist. EXAMPLE: You have a 650 hp engine. 650hp x .5 = 325 lbs/hr. (gasoline). Although you need to know how much your fuel weighs, assume for this example that it weighs 6.2 lbs/gal. 325 lbs/hr. ÷ 6.2 = MP-9650 TwoPort Nitrous 52.42 gal/hr. Dividing by 60 (minutes Regulator. per hour) yields .847 gal/min (GPM). Check the graph and specification information for a pump selection for your application. Note that this flow number is what your engine needs at the float bowls. So you also need to check out the graphs and specs for a MagnaFuel regulator.
❚ How much fuel flow is enough? The correct volume of fuel is that which is required to support the amount of horsepower that the engine can produce. Most engines that are using gasoline burn approximately .5 pounds per horsepower-hour. This is sometimes called BSFC (Brake Specific Fuel Consumption). What this means is that for each horsepower produced, it takes ½ pound of fuel. This is a general statement and sometimes engines can be a little more efficient than .5lb/hphr, but it is a good practice to plan and measure fuel system operation using this number. Carburetors must have a stable supply of fuel in order to maintain the correct liquid fuel height. This is most difficult with drag racing vehicles that sometimes have forward acceleration and wheel stand at the same time. Each time that a nitrous system is engaged, additional fuel supply demands must be met or melted parts may result from “system lean-out.” The fuel required is in excess of the .5 lb/hp-hr. for normally aspirated conditions. The additional fuel requirements for nitrous system planning is about .7 lb/hp-hr.
❚ How much fuel pressure is necessary? First, the fuel system pressure (proProStar 500 vided by the fuel pump) must be Standard MP-4401 enough to oppose the effects of gravity during the launch and during the run for drag racers. The system pressure of at least 8 to 10 psi per g is generally adequate. MagnaFuel ProStar 500 Series pumps are factory set to 28 to 30 psi. They are field adjustable from 24 to 36 psi. The MagnaFuel QuickStar 300 Series pumps are factory set to 25 psi and field adjustable from 25 to 36 psi. The QuickStar 300 Combo MP-4650 QuickStar 275 series pumps are factory preset to 18 psi (these units are not field adjustable). MagnaFuel regulators need to be adjusted to 6.5 to 7.5 psi WITH FUEL FLOWING at a rate of about ½ cc per second (that’s about 10 drops per second). Higher fuel pressure will generate more foam in the float bowl. 98
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Carb Regulator MP-9633
❚ Should you use a fuel filter? All fuel systems are dirty and need to use a filter in the system. The filter should be located on the suction side (between tank and pump) of the pump. The filter cartridge is washable. Replacements are available.
❚ Why do you need a high-output, high-pressure fuel system? Today’s race cars need more fuel system than ever before because of improvements in torque, RPM and horsepower. As carburetors, manifolds and cylinder heads improved in airflow capacity, the need for more efficient racing fuel systems grew substantially. More efficient chassis and tires created the need for more fuel in order to maintain the maximum output power of the engine. Simply put, the harder the race car launches, the higher the system pressure must be to overcome the effects of gravity that cause restriction to flow. Firemen plan for this restriction to flow by adding 5 psi to the fire hose pressure per floor above street level. Pilots flying in high-performance fighters must control their blood supply with exercises and special flight suits when in high g-factor maneuvers or they suffer “redouts” or “blackouts” because they can’t control their blood pressure. Aircraft launched with catapults from aircraft carriers must take off with fuel systems in high boost or the engine will starve for fuel. High g-factor launches coupled with wheel stands increase the demands on fuel systems regardless of the car’s class or application.
❚ Is it necessary to plumb your system
❚ How can you check a system for flow and pressure?
Yes. All MagnaFuel pumps are equipped with an external bypass system. We don’t think that any well-engineered racing fuel system should use internal bypasses because all they do is heat up and add foam (bubbles) to the fuel. It is a little more difficult to plumb, but it provides a better and more efficient system. See the drawings in the Kits section of our website http://www.magnafuel.com/ for proper placement of the return line in the tank. **07 Rollover Valve image goes here**
Free-flow ratings of racing fuel systems are a joke, so MagnaFuel stresses that the only way to test a system is AT RATED PRESSURE. MagnaFuel rates all its systems at FLOW vs. PRESSURE. Have a fire extinguisher handy. Observe safe practices when dealing with fuel. NO Smoking. You will need an accurately scaled jug (semi-clear polypropylene is ideal) of at least one gallon capacity. One gallon = 128 fluid ounces. One gallon = 4 quarts. One gallon = 231 cubic inches. You need to test the complete fuel supply system, so this measurement will be after regulated control. You will need a stop watch or a watch with a second counter. You will need to provide a variable orifice (brass draincock or petcock works well) for attachment to the end of the fuel line. Run the test at various fuel pressures (regulated flow) and you will learn what your system can do. Use the previous example under fuel system planning. This is particularly important for nitrous enrichment fuel applications so that you will know the result of changing the fuel pressure ¼ psi at a time.
for a return line to the fuel tank?
❚ How important is the size of the tank vent? Attention to this detail may make the difference between winning and losing. It should be equipped with a filter so that trash and dirt cannot enter the fuel system. Absolute minimum size vent is -6 AN, but -8 AN is preferred for any application over 600 hp. Some specialty applications actually need a -10 AN. MagnaFuel rollover/vent (MP-3125) is -8 AN and provides some safety benefits if the vehicle flips over.
NOTES
SOURCES: MagnaFuel Products Inc. http://www.magnafuel.com 719-532-1897
Proper Electrical Supply: The DC electric motors in electric fuel delivery systems are dependent on consistent electric supply. They require good battery voltage, solid connections, proper wire gauge, good ground and a properly operating alternator. Debris in System: Fuel delivery systems are composed of valves, seals, diaphragms and orifices. Dirt and other debris can disrupt the proper operation of these components. A clean system is imperative. Clean or change your filters often, and periodically check the system for debris. If you are about to install a new system, make sure you clean all installation trash out of the fuel lines. Pay close attention to stainless steel lines. Voltage Step-down Devices: Never use step-down devices (voltage reduction boxes) on MagnaFuel fuel pumps. Never operate any electric motor on lower voltage than the motor was designed for. Low voltage can cause motor fluctuation and excessive amp draw. MagnaFuel recommends 12.5V and higher
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Gauges: Gauges are tuning tools only, and should be removed from the vehicle during racing conditions. Air in System: Any air going into the fuel pump on the intake side causes the fuel to foam. Foam will create fluctuation in regulated pressure, oscillation in the pump motor and lean air/fuel mixture. Poor seals on the inlet side fittings, poor placement of the fuel pickup and/or return lines can cause this problem. The return line to the fuel cell should be as far as possible from the pickup line fitting. Fuel Cell Vent Size: If the fuel cell vent is too small, it can cause excessive load and heat in the pump. You should run a minimum of a #8 vent for all applications.
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W
hen we started the Acadian Revival, we committed to stay true to the RPM MAG project motto, “Real World In Real Time”. In other words, cover the good, the bad and the ugly. Basically we would show you everything we were doing, explain why and not build an entire car over a few issues of a magazine. Well, we’re 3 years in and
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it feels like this project has become more of a documentary of the trials and tribulations of my life. I am not one for excuses but if all the articles were read back to back I would probably rethink my position on that. This last segment is no different. I have much more respect for those who accomplish their goals now, and my questions for them on how they did have matured. No longer is
It was nice to finally get the car home but once we were able to get all those parts out of it, it was even more rewarding to get it back on the hoist and dream again. it “How much money did you throw at it?” but rather “What did you sacrifice in your journey to accomplish your dream”. See, the most valuable asset we all have next to life itself, is time. Stop and think about that, I mean really think about it. This article reads much like the last, however, we are going to take a much
different approach from here…Planning. Planning is something that often takes a back seat to the excitement of doing the project. The world threw a curve ball at everyone this year. I was no different, however in my case we were in the planning stages of our life with a young family when the world turned upside down. We had purchased
a new home and with that we were looking at relocating our family and business in the coming year through all the chaos. Fast forward 8 months and here we are dusting ourselves off and taking inventory of how we made out. That being said, let’s take an inventory of where we are with the Acadian now. Where we are going and how we
plan to get there. This approach should help us keep focused on getting out and enjoying our hot rod once again next summer. I need it more now than ever, if for nothing else but to keep my sanity. I started with unwrapping the mess of parts that I had piled into the car to keep them all in one place during the move. Note that
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the only thing I am missing is my “tickle trunk”. For those not in the know, it is a tote full of mostly new fittings that I have had for 15 years. I hope it turns up. If not, whoever found it, I hope it gives you as many happy times as it did for me every time I tipped it over looking for the one fitting that would make plumbing fun. Once everything was sorted out on the floor it was exciting and reassuring all at the same time. Exciting to see all the great parts that must be installed and reassuring knowing that I don’t have a lifetime of work left to do. From there I separated them into piles by group and priority in the build. The next step is purely one that will give me a big win in that it will show progress fast without putting the cart ahead of the horse, so to speak. I will be working from the firewall back, installing all the wiring components and wiring the car. Wiring you ask? I thought you already started that. Well yes, we did a couple articles ago. However, you may also recall that this project has been a series of one step forward and 10 steps backwards. All for the better though. So what has changed? Well, now more than ever I decided that I want my fast street car to be a great street car and I want to be able to enjoy it the same way someone with a new car off the lot would. I remember being told that hot rods don’t have A/C way back. Guess what? This one will and I will have it churning out ice cubes while I burn by you on a single digit pass. Game on! Along with cool temperatures I want cruise. This hot rod will get some miles on it, both on the streets and highways and at the track. Tour style/Drive and Drag/Endurance races have me all hot and bothered these days, too. Along with
Calvert Racing is one of the best in the business when getting a leaf spring car down the track. We have tested and proven this for over 20 years. The trick fuel tank we built here should allow us to run on fumes at the track and cover 100’s of miles on the road.
Moving is never nice and moving my business this summer meant moving the Acadian, too. The best way to keep all the parts with the car is to keep all the parts with the car, so we loaded it up. Thankfully the only thing missing was my “tickle trunk” full of fittings and other magic that always comes in handy in a pinch.
Performance Centers Throughout Eastern Canada
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It was tough cutting the painted floors but in the process of upgrading there can’t be any exceptions. We will get this all looking pretty again.
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It won’t be long before we get to test all of our theories in the real world. The IFS was one of the first things we did when we took on the task of resurrecting the Acadian. the cruise, the great people at Dakota Digital created a masterpiece in the form of their RTX Instrument cluster. I have installed several of these Retro Series clusters in customers’ cars and was waiting for the Acadian/Chevy ll cluster to come out. It combines the feel of the original sweeping needle and all the advantages of a digital display. Additional modules allow the display to show wideband readings, multiple pressure and temperature readings, all on an integrated LCD screen. SOOOO cool. We are also installing an AMP EFI MS3 Pro in place of the OEM computer and the plethora of supporting modules required to make it run seamless at the track as well as on the street. We will be monitoring the air fuel using AEM’s wideband technology. I will also be installing power windows. Contrary to what most believe, they are actually not as heavy as you think. In fact, these are lighter than the stock crank transmissions. The last addition to make this my ideal street car is tunes. Kaption Audio will be taking care of this. Kaption Audio is one of those companies that provides a product with such high quality you wonder where they have been. I will be running their 750W 5 channel amp along with their most recently released speaker that uses the latest technologies with a very shallow design and neodinium magnets that are 10 times the strength of a standard magnet.
Factory looking mini tubs are always cool to see. The spackle paint is showing its age, we’d better get this car finished!
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The subject of the next article will all take place right here. Unfortunately once it is all done pictures will be the only evidence anything ever happened. We’re shooting for that “new car” look and feel for this well-aged hot rod.
So much has already been accomplished up to this point, but while we had an original direction, we needed to create a revised plan. Moving forward I have created multiple lists that breaks my to do’s down into 3 areas. The one mentioned above, which consists of the firewall back, concentrating on the interior electronics and accessories.
I also made a list of mechanical and fabrication work to do inside the driver’s compartment. The third list is all the work to be done from the firewall forward. We could have added an additional list consisting of work to be done under the car, but I will leave that one for a final clean up when we get the first three closer to completion.
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Part of the character of these classic cars was/is their interiors. We will try our best not to disrupt this. By far the coolest part on view when completed will be the Dakota Digital RTX gauges.
Next up we sorted parts. One look and you see we are using parts from some of the best companies in the business. Heading into the winter off-season, now that we (including the Acadian) are settling into our new home hopefully we can get back to work.
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Unloading the car reminded me of all the goodies that have yet to find their new home.
Here we have the parts we will be installing for the next Acadian Revival article. All of these parts were chosen because we have used them before and they are in my opinion the best parts for the job. www.rpmmag.com
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The best thing to do is plan your work and work your plan. Even though life and things beyond your control may get you sidetracked, you can always pick up where you left off. Here are our 4 pages of hand written lists of where we will be going on the project from here. Digital lists work, but you have pull them up to see them. Handwritten lists are already in front of you, and when taped to the car window they sink into your conscious and subconscious.
You can catch all of our past adventures with the Acadian Revival dating back to 2017 by visiting https://rpm-mag.com then simply typing Acadian in the Site search bar. All the past magazines containing Acadian articles will be displayed and you can click on any one of them and start reading! You will see our 408-inch
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LS engine build with an Eagle rotating assembly, the Hughes Powerglide transmission with Reid case and Gear Vendor Overdrive, the rear suspension with Calvert Racing and Wilwood brakes, our electrical system with CVR and their billet alternator, plus a whole lot more. So stay tuned….we’re back!
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