May 2015 issue

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR................................IAN RAE ian@rpm-mag.com EVENT MEDIA DIRECTOR...........................RAYMOND KNIGHT events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, BRIAN HANSEN, PETE “BOOMER” ORES, PAUL SCHMITZ, LOGAN WEBER, MARK goDragRacing.org, TOMMY LEE BYRD, STEVEN BUNKER, GEORGE PICH, TOBY BROOKS Editorial Contributions: IAN RAE, TONY WEBER, TIM LEWIS, CHUCK SCOTT, TOMMY LEE BYRD, BRIAN HANSEN, BEN STRADER, MARK goDragRacing.org, RAYMOND KNIGHT, CHUCK GREEN, STEVEN BUNKER, GEORGE KLASS, GEORGE PICH, TOBY BROOKS, BRIAN WOOD, PAT McGOWAN Technical Writing Contribution: CHUCK SCOTT, BEN STRADER, SHANE TECKLENBURG, TOMMY LEE BYRD

ADVERTISING SALES For advertising information contact

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com Art & Graphics Director: Toby Brooks Special Events Managers: Chris Biro, Raymond Knight events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com

MEET THE RPM TEAM

EDITOR IN CHIEF.........................................................CHRIS BIRO editor@rpm-mag.com

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705.

The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including; Race cars, Musclecars, Hot Rods and Street Legal machines with an emphasis on the “EXTREME,” including Fast Doorslammer and Outlaw forms of Drag Racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on-the-edge with regards to design 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 15 years and has support locations in Ontario, Canada, Alabama, Wisconsin, Texas & Virginia, along with contributing writers and photojournalists worldwide.

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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.

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EDITOR’S RANT

by

Chris Biro

GOT A GRUDGE?

SETTLE IT ON THE TRACK!

W

e’ve been in the game of fast cars for 16 years with RPM and most of us here grew up living, eating, and breathing all things horsepower. We drive them, work on them, brag about them, and race them. And over the years, while many forms of drag racing and trends in street machines have come and gone, as RPM readers know, there are two things we love most; wild street cars and fast doorslammer drag racing! So when something big begins to take root, it’s our job to take the bull by the horns...

Drag racing has been around for a long time, but as we’ve said before, like it or not, it started on the streets. Fueled by ego, horsepower and that feeling of winning, it was about one guy pulling up beside another and seeing who was faster...it really was that simple. So how did it get so complicated?

The ingenuity of human kind brought us parts and techniques that could make our cars quicker and faster, and the first musclecar era introduced the world to factory-built horsepower, incredible body styles, and even some cars produced exclusively for racing. It’s those cars that fed the need for speed in us all and, despite going a bit off course for a few years, brought on the second coming of the musclecar that we all enjoy now.

I don’t know about you, but something inside me gets going when I see a factory-bodied car up on the back wheels and hauling ass down the track with more power under the hood than was thought to be humanly possible. My heart starts pumping faster, the hair on my arms stands up, and for those few seconds I’m glued 100% on that race and who is going to win. Drag racing is on the edge and anything can happen in a split second to win or lose it all, and that is what attracts us to it.

So much has happened in the world of factory-style bodied street and drag cars over the years, but what we’re seeing now has been in the works a long time: stuffing the most horsepower under the hood of your car as possible and seeing if you can kick some butt and make some money while doing it. The street car shootout concept, which took many races off the streets and onto the drag strip, brought about so many things in drag

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may 2015 | RPM Magazine

racing geared towards factory bodied cars. It lead us to classes like Pro Street, then smaller tire classes such as Super Street, Outlaw 10.5, True 10.5, and Outlaw Limited Street, then even smaller tire/ stock type suspension classes which lead to the radial tire/stock type suspension classes that have taken on a life of their own over the last 10 years.

For whatever reason though, there’s usually one ‘hairpin in the machine’ that ruins our fun in Outlaw style racing, and that’s having no rules—or at least very few of them. So the thing that attracts us to it most, is also the thing that usually kills it! Sooner or later one combination or pocketbook takes over and car counts die off or classes split. What better way to combat that than to have the car owners pick their race...it isn’t new. It’s grudge racing, and it is taking the world of fast cars and drag racing by storm!

It’s basically ‘call-out,’ run-what-yabrung style drag racing where there are no set rules except safety rules and the rules agreed to by the people involved in the race. Hey, if you don’t want to race you don’t have to, so quit whining and go back to your keyboard and telling everyone how fast you are instead of proving it! After all, this is about having the faster car not just saying you do.

So what’s a grudge race car? Basically anything. From your daily driver to your ex-pro mod sitting under the tarp in the garage, literally any car can grudge race.

We’ve featured grudge race cars in RPM many times in the past, but this issue we’re giving you Grudge Racing 101 and then some. We’ll introduce you to it, explain the basic ins and outs and feature some cool grudge rides at all levels. You see, the one thing with grudge racing is, since you pick your opponent, you are essentially the one who makes the rules of the race. So there really is no “unfair race,” unless of course you messed up and let your ego the best of you by calling out the wrong guy, or girl.

We hope this issue gives you a good idea of what ‘‘grudge racing,” “no time” or “no ET,” and “no prep” drag racing is all about. Keep an eye for more grudge cars and events in RPM and be sure to check one out near you, it really is some pretty wild stuff!

ADVERTISER INDEX ACC Performance................... 93 Accufab Inc............................ 86 Aeromotive........................... 65 AFCO..................................... 28 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 49 Applied Racing Components (ARC).................................. 87 ARP Fasteners....................... 96 ATI Performance Products..... 99 Auburn Gear.......................... 98 Autoglym............................ 105 AVAK/Ridgegate Tools......... 103 Baer Brakes....................10, 111 BES Racing Engines............... 53 Bill Mitchell Products.......40, 78 Blower Shop............................ 5 Borla................................... 106 Browell Bellhousing.............. 44 BTE Racing.......................... 101 C&C MotorSports................. 107 Calvert Racing Suspensions... 42 Canton Racing Products........ 43 CFE Racing Products.............. 33 Chassis Engineering.........25, 76 CN Blocks.............................. 18 Coan Engineering.............24, 52 Competition Products........... 83 COMP Cams......................... 112 Crower.................................. 39 CVR Products......................... 62 DART..................................... 15 DEEZ Performance................. 96 Design Engineering............... 26 Diamond Pistons..................... 8 DIY Auto Tune/MegaSquirt EFI..................................... 50 Drive Train Specialists (DTS)... 85 Dynotech Engineering......... 111 Earl’s Performance Plumbing.97 Ed Quay Race Cars............... 111 Edelbrock.............................. 19 Energy Suspension................ 88 Engine Research & Development (ERD)........... 30 Erson Cams.......................... 102 Fuel Air Spark Technology (FAST)............................... 46 FastMotorsports.................... 45 Fast Times Motorworks......... 21 Fonse Performance............... 43 G Force Racing Transmissions.20 GZ Motorsports..................... 65 Harland Sharp......................... 9 Holcomb Motorsports........... 89 HoleShot Wheels................... 12 Holley...............................37, 78 Howard’s Cams...................... 94 Ian Hill Rcng/Clearshot Cust.. 51 Induction Solutions............... 38 Innovate Motorsports............ 54 JE Pistons.........................45, 55 Jesel...................................... 13 JET Performance................... 50

J&K Converters...................... 32 Jon Kaase Racing Engines... 108 Lokar Performance Products.109 LUCAS Oil Products.................. 2 Lunati.................................... 16 Magnuson Superchargers.... 107 MAHLE Clevite Inc................. 90 Manton Pushrods.................. 32 MAV-TV................................. 81 Meziere Precision Mfg........... 25 Mickey Thompson Tires........... 7 Midwest Converters.............. 87 Mile High Crankshafts........... 12 MSD Ignition......................... 33 Neal Chance Converters....23, 41 New Century Performance.... 20 Nitrous Pro Flow.................... 91 Nitrous Supply...................... 47 Outlaw 10.5 Racing Assoc..... 30 Parts Pro Perf Centers.......... 116 PBM Performance Products... 50 Performance Improvements.. 10 Perf. Plus Connection.......11, 91 Powermaster Performance.... 76 Precision Turbo/ProInjectors.. 82 ProCharger.......................... 110 Proformance Racing Trans..... 21 Pro Systems Carburetors... 18,48 Philadelphia Racing Products (PRP).................................... 9 PTC........................................ 64 Quick Fuel Technology........... 85 Quik-Latch Products.............. 84 Racecraft............................... 77 Racepak................................ 66 Racequip........................79, 100 Racing Radios.......................... 7 RAM Clutches........................ 80 Renegade Racing Fuels......... 31 Rev-X Oil Products............63, 92 Ross Racing Pistons................. 5 Rossler Transmissions.......... 113 RPM Magazine Subscribe!.114 S&W Race Cars...................... 67 Scorpion Racing Prods....31, 102 Shafiroff Racing Engines..13, 24 SM Race Cars......................... 79 Smith Racecraft................... 104 St. Thomas Raceway.............. 94 Steve Morris Racing Engines. 35 Strange Engineering............. 34 Summit Racing Equipment. 115 Taylor Cable Products............ 66 TCI Automotive...................... 97 Ti64..................................... 111 Tom’s Upholstery................... 84 Trick Flow.............................. 22 TRZ Motorsports.................... 40 VA Hot Rod & Cust. Car Show..29 VP Racing Fuels................27, 36 Weinle Motorsports.............. 53 WAR EVENTS......................... 17 Weldon High Performance.... 95 World Products..................... 50

CLASSICS . MUSCLE CARS . COMPETITION ROSS IS YOUR #1 PISTON CONNECTION! STROKERS • NITROUS • TURBOS • BLOWERS • N/A HUNDREDS OF PROVEN RACE WINNING DOMESTIC AND SPORT COMPACT PISTON DESIGNS AVAILABLE TO FIT ANY ENGINE COMBINATION. WE CAN CUSTOM DESIGN AND MANUFACTURE PISTONS FOR ANY APPLICATION!

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www.rpm-mag.com | may 2015

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may 2015

Be sure to check out our Performance Directory on page 68!

Often Imitated, Never Duplicated—For 16 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

THE

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

RIDES

COVER CAR

HOT

EVENTS

Back to Life................................................................. 42

New heads-up street car series focuses on breathing new life into Outlaw Limited Street!

With a Vengeance...............................56

Hold a Grudge.......................................................... 76

Grudge racing is taking the world of fast cars by storm

Grudge racer John Andrade, Jr.’s boosted Cutlass is back...and better than ever!

A Grudge to Settle..............................................92

Matthew Tamburro has a different kind of grudge than most people his age… his is on the drag strip! And he’s pioneering the grudge race movement in Canada.

Mopar Redemption.............................................. 8 David Solomon overcame a devastating loss with a brand new ride

Cuts Like a Knife.................................................. 84

This ‘72 Mustang blends pro street heritage with pro touring...into one sharp package!

PROJECTS TECH

THE

AND

Fast Fun in the Sun.......................................... 30

What could be better than cruising in a vintage convertible on nice sunny California day?…Racing in one!

Now We’re Rollin’.........................................................108 The Change-Up: Part 3..................................................20

We take you step-by-step through the fab of a killer set of stainless turbo headers and intake charge tubes

With a trick Ride Tech front suspension installed, our 2006 Mustang project car’s rolling chassis nears completion

Engine Mock-Up: Part 3................................................102

Mocking up the engine, plumbing, and exhaust in our third gen Camaro Project!

READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPM-MAG.COM

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may 2015 | RPM Magazine

www.rpm-mag.com | may 2015

7

>>David Solomon overcame a devastating loss with a brand new ride

With Pro Line Racing Engines and Diamond pistons, Q80 Racing team resets quarter-mile doorslammer record at 5.46 seconds and 272mph “Diamond’s contributions have been invaluable.”

Doug Patton, Pro Line Racing Engines

Diamond’s turbo pistons make big power and combat heat and pressure.

• Forged from 2618 aluminum with Herculean pin bosses that accomodate tough TP-1 or H13 tool steel piston pins • Lower skirt rigidity maintained by full-circumference designs that boast the strongest-known stiffening ribs • Hard-coat anodizing, ceramic crowns, and moly skirt coatings available • Fastest turnaround time on custom pistons Questions? Knowledgeable Tech Support: M-F, 9AM-5PM EST

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may 2015 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

story and photos by

Tommy Lee Byrd

N

othing is forever in the world of drag racing—records are broken, cars become outdated, and money becomes scarce.

Spencer, Tenn. resident David Solomon has worked his way up the ladder, like many other drag racers, but that feeling of accomplishment

and success was crushed in the fall of 2012, when his entire racing operation was stolen out of a hotel parking lot in Valdosta, Georgia. He had just finished a day of racing at South Georgia Motorsports Park, and when he got up the next morning, his dually tow truck, enclosed trailer and his Dodge Da-

kota race truck were gone.

It was a devastating time for Solomon because his entire life of racing had led up to this moment of complete loss.

The search for his racing operation offered a few leads, but by the time some of the pieces were identified, it was much too late to sal-

www.rpm-mag.com | may 2015

9

MOPAR REDEMPTION vage the entire lot. The only pieces that were found and reclaimed were the engine, transmission, rear end, and a few suspension pieces. Who knows where the rest of the truck may have ended up.

So, for Solomon and his family, the rebuilding process was not an easy one.

He had a lot of money

10

invested in the Dakota, and it was clear that he’d have to start over to get the same level of satisfaction out of another build. He did just that, and the final result is one of the cleanest, well-detailed racecars that you’ll ever see. It’s a 1971 Dodge Demon that David now campaigns in the local 4.70 index

may 2015 | RPM Magazine

class, and it is a topnotch build from front to back.

It all starts with a very lightweight tube chassis from GPS Race Cars in Clinton, Tennessee. The chassis features a strut-style front suspension utilizing Strange struts and lightweight lower control arms. Strange front brakes are also

MO’ POWER TO THE PAVEMENT The Dodge Demon is 200 pounds lighter than his previous Dodge Dakota race truck. It’s also much more aerodynamic, so it offers greater stability on the top end, and it’s just plain fast. So far, David has run a best of 4.56 at 154 miles per hour, but he dials it back to run on a 4.70 index.

www.rpm-mag.com | may 2015

11

MOPAR REDEMPTION

THE DEVIL’S IN THE DETAILS Solomon chose to use Dodge Demon taillights to change the carbon body from its intended Plymouth Duster styling.

NO BOOST? NO NITROUS? NO PROBLEM. Packed with high end goodies, the 645ci Mopar engine doesn’t need any power adders to run the number. Muscle Motors of Lansing, Michigan built the engine, which uses Predator heads and a host of bulletproof parts to crank out 1,325 horsepower. Twin Pro Systems Dominatorstyle carbs feed the unique hemi block/ conventional headed Mopar mill.

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may 2015 | RPM Magazine

of the lightweight variety and can be seen between the spokes of Mickey Thompson 15x3.5-inch spindle-mount wheels.

Out back, the car features a four-link rear suspension that was designed and set up

by GPS. Tons of adjustability

offers many options for suspension tuning, while a tried and true 9-inch Ford-style rear end is in use. The housing is a custom piece from GPS, and it has been packed

with Strange axles and 4.56 gears. A pair of Strange coilovers keep the massive 34.5/17.0-16 Mickey Thompson tires planted, while Strange disc brakes help slow

1971 DODGE DEMON Owner: David Solomon Chassis: GPS Race Cars full tube chassis.

Suspension: 4-link rear suspension with GPS Race Cars 9-inch rear end, Strange coilovers, and Strange brakes.

Body & wrap: Andy McCoy Race Cars carbon fiber Plymouth Duster body with custom Dodge Demon tail panel. Steve Smith final prep with custom vinyl wrap.

Engine: 645ci Mopar, aluminum block, Callies crankshaft, GRP connecting rods, Diamond pistons, Predator cylinder heads, T&D rockers, LSM valve springs, Smith Brothers pushrods, custom-grind camshaft, owner-built dry sump oiling system, MSD ignition, Magnafuel fuel pump.

Induction: Owner-built intake manifold, two 1,200cfm Pro Systems carburetors.

Transmission: Two-speed automatic with JW Performance bell housing, built by owner.

Weight: 2,150 pounds.

Tires & wheels: Mickey Thompson 25x4.5-15/Mickey Thompson 15x3.5 spindle mount, Mickey Thompson 34.5x16.0-16/ Mickey Thompson 16x16.

Best performance: 1/8-Mile: 4.56 at 154 mph with .989 60 foot.

www.rpm-mag.com | may 2015

13

MOPAR REDEMPTION down the lightweight Mopar.

It was a major blessing to recover the engine and transmission out of Solomon’s previous racing operation, as he had invested many hours and dollars to get it dialed in. Muscle Motors of Lansing, Michigan handled the build, and pulled out all the stops to make maximum horsepower without the need for nitrous or boost.

It’s a mighty impressive engine, and all starts with a Hemi aluminum block that is stuffed with a Callies five-inch stroke crankshaft, GRP 6.950-inch rods and Diamond 4.530-inch pistons. All those numbers equate to 645 cubic inches of raw Mopar power.

Atop the Hemi block is a pair of Predator heads, which actually aren’t Hemi-style heads.

The heads are avail-

able in a Hemi bolt pattern and that was Solomon’s block of choice, so it resulted in a very unique combination.

The Predator heads have additional port work, done by Solomon, resulting in intake runners that are nearly 500cc.

Valve angle is 10 degrees on the intake side and 5 degrees on the exhaust valves, while valve size is 2.45-inch intake and 1.84-inch exhaust.

Inside the Hemi block is an LSM 55mm camshaft with 286 degrees of duration on the intake side and 306 degrees on the exhaust, measured at .050-inch lift. Total valve lift is .918-inch on the intake side and .900 on the exhaust.

A sheetmetal intake mounts a pair of Pro Systems Dominator-style carburetors, rated at 1,200cfm each. A Magnafuel pump sends a heavy

dose of VP C16 fuel into the carbs, while a full MSD ignition system lights the fire.

Exhaust consists of custom fabricated headers, featuring stepped primary tubes that start at 2-1/4-inch and step up to 2-3/8-inch before exiting into 4-1/2-inch collectors. Behind the big Mopar engine is an owner-built and raceprepped two-speed transmission.

Part of the new car’s lightweight design is a carbon fiber body from Andy McCoy Race Cars.

Solomon started with a Plymouth Duster body but changed the taillight panel to accept Dodge Demon taillights. Solomon is a stickler for details, and changing his body to a Dodge Demon is one of those things that some folks won’t notice—but it’s always cool when people figure it out.

FLYING COLORS Despite a devastating loss at the hands of thieves, David Solomon Racing lives again!

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may 2015 | RPM Magazine

DEMON ON THE INSIDE Solomon’s attention to detail is evident when you peek inside his racecar. The GPS Race Cars chassis and roll cage is painted red to match the body, while the floor pans, transmission tunnel and wheel tubs are raw carbon fiber. Solomon handled the cutting, fitting and installation of the carbon fiber panels.

Gauges are from Autometer, while a custom carbon seat, Simpson three-inch restraints, and a Hurst Quarter Stick round out the all-business cockpit.

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15

MOPAR REDEMPTION After the carbon fiber work was done, the body went to Steve Smith in Spring City, Tennessee to handle the final bodywork and paint. A custom vinyl wrap was added to the car, and offers a patriotic theme to finish off the look.

Inside, the GPS chassis features an extensive roll cage that surrounds the driver, while a carbon fiber racing seat pro-

vides Solomon with a safe place to sit while he puts the Demon through its paces. Solomon went to extremes with weight reduction, even with the wiring harness, but every pound is another small slice of E.T., so it was worth the effort. The final race weight for the Demon is 2,150 pounds, and Solomon noted that he can tell a drastic difference in the car’s stability versus his

APPROPRIATELY PRESSURIZED Shawn checks tires pressure before the next run.

STRUTTIN’ THEIR STUFF The adjustable rear wing is a perfect example of the high quality workmanship evident throughout the build.

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may 2015 | RPM Magazine

SIGNATURE SERIES ROTATING ASSEMBLIES Our Signature Series Rotating Assemblies represent the strongest package of rotating components you will find for your engine. The kit begins with a pulsed-plasma nitride heat-treated crankshaft that is formed on a specialized, non-twist 4340 steel forging and features gun-drilled mains, lightened rod journals, micropolished journals and windage reducing, contoured wing counterweights. Additionally, each kit comes with premium I-beam or H-beam rods, your choice of Diamond or Mahle brand forged pistons and premium King or Clevite engine bearings.

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www.rpm-mag.com | may 2015

17

MOPAR REDEMPTION previous build. The beauty of his new project is that the engine could remain the same, as the new car is 200 pounds lighter and much more aerodynamic than the previous Dodge Dakota truck.

That means his biginch Mopar engine doesn’t have to work quite as hard to run the number.

So far, Solomon has only run the car at a few events, but he plans to run a full 2015 season at tracks such as Brainerd Optimist Drag Strip, Knoxville Drag Strip, and others. While he runs the 4.70 eighth-mile index class, he couldn’t resist tuning it up on a test and tune night to see what it would do. The result was a

18

4.56 at 154 miles per hour, which put a big smile on his face as well as all the folks who have supported his build. Solomon’s son Shawn and many friends provided help to rebuild his racing operation, and none of it would be possible without the support of his wife Patsy along the way. The car will be a strong force in the 4.70 index class, and you can bet David will be waving his Mopar flag against all those nitrous-sniffing big block Chevys that he’s competing against. Just getting back to the track was redemption for this Tennessee racer, but putting his Demon in the winner’s circle will be icing on the cake.

may 2015 | RPM Magazine

OH MICKEY, YOU’RE SO FINE...

It’s all Mickey Thompson on Solomon’s ride. The gaunt 15x3.5 spindle mounted ET Drag front wheels have been shod with 25x4.5-15/MT front runner tires, while the portly 16x16 double beadlocked ET Drags out back have been fitted with wheel tub stuffing 34.5x16.0-16/MT slicks.

LIMITED RANGE A healthy sip of C16 from the small front-mounted cell is needed for the Demon’s eighth-mile hits.

CAN’T STEAL THEIR PASSION FOR RACING David and Shawn Solomon share a love for cars, and the buildup of this Dodge Demon is yet another great experience for the father-and-son team.

The devastation of losing their Dodge Dakota race truck has transformed into redemption with this low-slung Demon.

Edelbrock Victor Series intake manifolds are single-plane, high-rise designed for maximum race-winning power at higher engine speeds. Engineered in conjunction with leading engine builders and racers from all forms of competition, these intakes incorporate modern design with the latest racing technology. Victor manifolds are available for single or multiple-carburetor set-ups for popular applications.

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ALL PARTS FOR USE ON RACING VEHICLES ONLY.

www.rpm-mag.com | may 2015

19

RPM TECH

THE

1

PART 3

CHANGE-UP

>>We’ll take you through a stepby-step fabrication of the stainless headers, then work on our header-to-turbo pipes as we start to tie everything together under the hood of the ’56

F

inally it was time to start building the headers for the Change-Up ’56 Chevy street/strip warrior that’s being transformed from screw-blower to turbocharger. If you’ve never done it, header building is tedious work that takes years of experience to master, and that’s why we called on some pros to help along the way.

“I had never built headers in the past, but had a good idea of what it takes since

20

I’ve been playing with exhaust pipes since I was a kid,” explained project car owner Glenn Hunter.

“I wanted to do this right so my first step, and I think the hardest, was picking out the size of the tubing, the tubing grade, and where to buy it from.”

First was the size, remembering that Hunter is admittedly no expert, he hit the web for some research and spoke with some experienced people who pointed him in the right direction.

may 2015 | RPM Magazine

“Turbo headers are generally built differently than regular headers,” continued Hunter. “And I learned that you don’t need really large diameter tubing—just large enough not to mask the exhaust ports on the heads, but not small enough that it will choke the engine in higher horsepower applications. The idea of ‘not so large’ is velocity.

There is more velocity with smaller tubing— like water through a garden hose.”

1: Swapping from our old Whipple screwcharger to twin Borg Warner turbos has been a lot of work, but we are expecting it to be well worth it in the end. Here, the “Y’ transition from the turbos to the throttle body has been created and the right side exhaust is well under way. Follow along as we show you how we got this far.

2

2: The stainless tubing is all washed and ready for action.

3

5

6

3: Just in case! The regular steel on the left is for mocking up and making mistakes.

4

4: With the first tube and collector mocked up in place measurements and appearances are checked and double checked.

5&6: Tommy V welds on the turbo flange (5) while Bob Tobie builds the collectors (6).

Then came choosing the grade of stainless for the project; 304 or 321 stainless?

A tough choice, and although 304 would work fine, if he could, Hunter wanted to go with the 321 based on his research. “Most high quality headers and ex-

haust systems are made from 304 and work great.

The 321 grade is similar to 304 but it uses titanium as a stabilizer, which helps 321 better handle the higher temps from turbocharging,” said Hunter. “The problem with 321 is that it is very expensive and harder to find.”

www.rpm-mag.com | may2015

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may 2015 | RPM Magazine

THE CHANGE-UP

7 7: The finished collector. Glenn says that when you look at the quality of the welds you can see why he is not welding them.

8-10: The first header starts to come together as each tube is painstakingly mocked up and then built with the stainless.

8

Before looking at grades, the decision was made to go with 2 1/8-inch primary tubing as a good fit for his engine combination and a 20 degree merge collector with 3 1/2-inch tubes into the turbo. Now, Hunter could set out to find those sizes using the 304 for the primaries and 321 for the collectors, as he felt that most of the heat should be at the col-

lector and the turbo inlet pipe.

However, he explained, “We couldn’t find any 2 1/8-inch 20 degree bends in 321 to make the collectors.

As a result, we decided to scrap that part of the plan. The car will be raced on E85 fuel and the exhaust temps should be lower than they would otherwise be on gas, so in the end we opted for 304 material. If something

cracks, we can just remake that part down the road.”

With 2 1/8-inch tight radius tubing and the 20 degree bends in-hand the car was taken to Glenn’s buddy’s shop, T & W Welding & Fabrication, and the fun began.

If you remember from the past two Change-Up articles, those big, bad Borg Warner turbos had

9

10

www.rpm-mag.com | may2015

23

12 11,12 & 13: The first header is ready for a test fit both on the bench head and in the car.

11

13

already found a cool home under the hood of the ’56 with plenty of room to spare, and Hunter’s friend Eric Clauss worked up some killer stain-

24

may 2015 | RPM Magazine

less flanges that were now ready for headers.

“Fabricator Bob Tobie has all the right tools at his place not to mention knowledge

for this job,” told Hunter. “And while I can’t give away too many trade secrets, watching him make the collectors out of the 20 degree bends was amaz-

THE CHANGE-UP 14

ing. After moving the collectors around in probably forty different locations, we finally found a place that both looked good and had minimal obstacles considering the space that we were dealing with.”

Hunter first washed all the tubing in good quality dish soap to remove the oils and grease, then—armed with

some tips from Bob and Tommy—was on his way to build a new set of headers.

“I started on the driver’s side because that side had the most obstructions such as the master cylinder and the steering shaft.

From there I started at the number seven cylinder because it was almost a straight run to the top inner port on the collector.”

15

14: During one of the test fits it was decided that the side chassis bars are a little too tight so the decision was made to remake them which—in the end— will allow easier access to and removal of the headers.

Satisfied with his first tube, it was tack-welded to the head flange then the location of the collector to that tube was marked. It was then removed from the car and set up on a cylinder head sitting on the bench for further mock up.

“The next tubes went pretty smoothly,” he said. “You build each one on the

15 & 16: Bob welded the primary tube pieces together while purging the tubing with argon gas.

Nice work, Bob!

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25

17 bench and then walk over to the car and make sure they fit.

One of the easier parts of making turbo headers is that the primary tubes don’t have to be equal lengths. Some of the first tubing I used for the mock-up was just mild steel, that way if I made a mistake it wasn’t an expensive one.”

After each header was mocked up, tacked, and test fit once again, it was taken apart so each tube seam could be finish welded. Tobie TIG welded each tube while purging it with argon gas to keep the weld inside clean with no slag build up, which can be found when a stainless tube is welded without purging with argon.

Once again the headers were fit together with the welded tubes and collectors and then installed in the car, rechecking the collector heights and angles to make sure both sides were equal. When everything looked good, the tubes were tacked to the header flanges and removed again to be welded up.

During welding, the headers were bolted up to heavy angle iron to keep the flanges from warping. They were also purged with argon while the tubes were being welded to the flanges. “With the headers complete, I could breathe a sigh of relief, but we did run into a few challenges along the way,” said Hunter.

“The steering had to be relocated lower and we had to replace the engine compartment chassis bars, but things like this have to be expected when getting into such substantial changes.

As I said, I am no expert header builder but I have to say the experience was great and I am more than satisfied with the finished product.”

With the headers installed, the turbos roughed in, it was now time to start connecting the dots…making the header-to-turbo pipes and starting to figure out the exhaust.

Again, working with 304 stainless steel tubing (3 1/2-inch diameter) Hunter followed the same basic steps of fitting,

17 & 18: The headers are all welded up and ready for the next step of welding the flanges. marking, cutting, and belt sanding to get the tubes to fit tight.

“A tight fit equates into a good weld and clean finished look, so a little extra work at this point is worth it,” he added. Once test fit, the pipes were tacked into place in the car, removed, and finish welded on the bench. The V-bands remained tacked because the waste gates need to be installed at a later date and the tubing might move around some. Bob made some temporary supports from the frame to the turbo exhaust housing while Hunter started to mock up the exhaust using 5-inch stainless for the first 20 inches, then went into aluminum. We’ll talk more about the exhaust system in an upcoming issue.

At the same time Hunter was working on the exhaust, Tobie moved on to the turbo-to-throttle body plumbing using aluminum tubing. Hunt-

18

19: The header is bolted to a piece of heavy angle and set up to be back purged with argon gas when welding the pipes to the flanges.

19

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THE CHANGE-UP 20

21 21 & 22: Next was mocking up the header to turbo pipes.

22

20: Two new side chassis bars needed to be installed, as the existing ones that Hunter fabricated years ago went inboard to go around the fender wells. With the fender wells now gone to make room for the turbos, new bars were fabricated and rerouted lower and wider to leave more room for the headers and exhaust tubing.

www.rpm-mag.com | may2015

27

THE CHANGE-UP 23

er explained, “Bob made a really cool transition from the two 3 1/2-inch to the 5-inch throttle body V-band. He actually made a dolly of sorts out of 3/4-inch steel so he could shape the 5-inch tubing to the two 3 1/2-inch merged tubing, then welded it together. The other side of that 5-inch needed to be rounded out again to fit the V-band flange. Since his tubing expander didn’t go to 5 inches, he went over to see the good folks at American Racing Headers to borrow theirs— a big thanks to Nick and Jose! So all in all, during the last few days of March, we made some good progress,

28

24

cleaned up some loose ends, and started on more pieces of this giant puzzle...”

Join us next time as we will have completed all of the remaining turbo piping and we’ll dive deeper into the exhaust and install the wastegates and blow off valves.

may 2015 | RPM Magazine

23: Tobie shaped that piece of 24: Along the way, the radiator cradle tin has 5-inch round pipe with a dolly been modified around the turbo inlets giving he made out 3/4-inch steel. the front hood-off view an ultra-cool look.

www.rpm-mag.com | may2015

29

story by

Stan Smith

30

photos by

Pete Ores

may 2015 | RPM Magazine

>>What could be better than cruising in a vintage convertible on nice sunny California day? …Racing in one!

G

ary Giessen’s ragtop Skylark is about as badass as you’re gonna get in a stock-bodied Buick. In fact, Gary’s so sure of that, he’s laying claim to having the world’s fastest 1965 Buick Skylark convertible! Go ahead, prove him wrong. We dare ya.

“I have owned this car since 1987,” explained Giessen. “It’s been raced since 1993

and in my mind it’s never finished, or fast enough. I just keep going further with it!”

Giessen set out with the goal of having a fast convertible to drive and race and eventually that goal morphed into having the car run low 8-second quarter-mile times. As the car progressed through the various levels of power, to ensure it met the appropriate safety rules and would protect Gary in the event of a crash, it was sent to Matt and Mike of San Diego Auto Fab to redo the existing outdated roll cage.

“In two weeks, they had the new chrome moly cage done for me!”Gary exclaimed.

“The funny car-style cage carries the NHRA 25.5 certification, so it’s good for 7.50 in the quarter. The only modification to the stock frame was sectioning of the rear frame rails to make room for the Mickey Thompson 275 Drag Radials or MT 29.5x10.5 slicks we run,” he added.

To keep the car launching straight and giving Gary 60-foot times in the low 1.20s, the suspension—both

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31

FAST FUN

front and rear—has been modified.

However, the rear suspension still uses all the stock mount locations except the lower rear shock mounts which had to be moved up to clear the deep backspaced wheels.

The rare Buick was originally white, but back in 1993 Giessen decided that it needed a change from “boring to BAD!” Admittedly worried more about going fast than looking like a show car doing it, Gary had a local discount paint &

body shop take care of the minimal bodywork, then shoot on the black paint.

Giessen has since mini-tubbed the car and ‘massaged’ the wheelwells to help with tire clearance. More recently, the stock hood and trunk lid were replaced with

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may 2015 | RPM Magazine

www.rpm-mag.com | may 2015

33

BACK OF THE BIRD

GARY GIESSEN 1965 BUICK SKYLARK CONVERTIBLE

The rear taillights of the Skylark definitely tell you it’s a Buick, but the chute, ’glass bumper and trunk lid paint a different picture. While the license plates remain, the Buick has long since been dedicated to strip duty.

Chassis: Funny car-style cage built to 25.5 NHRA certification. Stock frame is modified at the rear frame rails and mini tubbed for tire clearance.

Suspension: FRONT: TRZ upper & lower A-arms, Moroso front springs, and QA1 single adjustable shocks. Stock 1965 steering box. REAR: TRZ adjustable lower control arms, Strange double adjustable shocks, stock coil springs, HRPartsNStuff anti-roll bar, solid upper rear end bearing/ bushings, and severe duty adjustable upper control arms.

Engine: Finishline Motorsports 470ci Buick. CP Nitrous 13.5:1 compression pistons with Hellfire rings, TA Performance aluminum block. Competition Components Custom solid roller cam by Scott Brown. GRP aluminum rods with ARP2000 bolts. TA Stage 2TE cylinder heads with 1.7 T&D pedestal rockers.

Misc: Custom 2 1/8-2 1/4-inch step headers and bullet mufflers welded into 4-inch turn downs to meet class requirements. Tilton Superstarter, Moroso 4-vane vacuum pump mounted to owner-fabricated aluminum motor plate and Meziere electric water pump. TA Performance billet timing chain and MSD billet distributor.

Induction & Fuel: Edelbrock Super Victor MOPAR single plane intake adapted for Buick heads. Jaz 8-gallon cell, Aeromotive A2000 pump and regulator. DaVinci1230 cfm Dominator-style carb.

Power Adder: Two-stage nitrous system with NX Gemini Twin plate and NOS Pro Race Fogger. Edelbrock Progressive Controller. Dedicated fuel system with front-mounted 1- gal. cell feeding Holley “black” pump, billet fuel log, and dual Holley regulators.

Trans & Converter: Mike’s Ultimate TH400 with trans brake, Ultrabell flexplate shield, and B&M case shield. Custom PTC 9.5-inch converter.

Rear Differential: Currie Ford 9-inch rear housing. Nodular center section, 35 spline spool, 3.70:1 gears, and 1350 yoke and U-joints.

Wheels & Tires: REAR: 15x10 single beadlock Weld 2.0 wheels with Mickey Thompson slicks or Drag Radials. FRONT: Bogart 15x3 wheels with MT drag tires.

Best performance to date: 5.62@122mph (1/8th) “with a lot more in it!”

Thanks: Thanks for the patience and support of wife Adela, children Krystal, Josh, and Brianna, and friends Briant Wiltz, Mike Saiki, Alex Smith and Bobb Makley.

Glasstek fiberglass re-pops in the form of their pin-on trunk lid and 6-inch extended cowl hood. Knowing he needed a lot more help in the weight loss area, Giessen also added fiberglass front and rear bumpers, Lexan windows, and

gutted the stock door structures, helping take over 105 lbs. off the big bodied Buick.

“Running in the Wild Street class at the Street Car Super Nationals, I easily make the 2800-pound weight requirement. My Buick crosses the scale at

3400 pounds!” laughed Giessen.

Now what do you think Giessen did when it came to building an engine?

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34

may 2015 | RPM Magazine

FAST FUN SKY-HIGH-LARK Defying the laws of gravity in his 3,400lb Buick, Giessen lays claim to the title of world’s fastest 1965 Buick Skylark convertible…and we’re not arguing. would be to go to one of Buicks closest relatives for power. Maybe a small or big block Chevy, right? Wrong!

Finishline Motorsports in Freeport, Michigan built the 13.5:1 compression 470ci Buick that resides between the rails of the Skylark, and it is one bad hombre. Based on the TA Performance 4.350 bore aluminum block that has priority main oiling and steel four-bolt main caps, Finishline whipped up quite a combination. A custom solid roller cam ground by Scott Brown at Competition Components that measures .799 intake and .765 exhaust lift, with a duration at .050 of 273/290 and 114 lobe

www.rpm-mag.com | may 2015

35

FAST FUN separation was installed.

As adding power in the form of nitrous oxide to reach Giessen’s goals was anticipated from the start, the block was O-ringed to seal the ACE copper head gaskets. A Moldex billet crankshaft has been cross drilled, lightened, and knife-edged and connecting rods are aluminum GRPs with ARP2000 bolts swinging CP nitrous pistons with a Hellfire ring package to seal everything up. The assembly is internally balanced using a JW ‘The Wheel’ flexplate and ATI damper. Cylinder heads are TA Stage 2TE’s with 1.7 T&D individual pedestal rockers. A TA Performance billet timing chain and MSD billet distributor were also used in the build.

If being pure Buick inside out isn’t wild enough, here’s where things take a bit more of a twist.

CLEAN CONFINES Very little factory equipment remains aside from the OEM dash. A chromoly cage surrounds Giessen and an Induction Solutions nitrous bottle takes up the passenger seat.

“One of the most unique pieces used in this build was the MOPAR Edelbrock Super Victor single-plane intake manifold,” Giessen explained.

“Finishline Motorsports welded and machined adapter plates to fit the intake to the Buick heads, and it works great!” A DaVinci custom-built 1230

cfm Dominator-style carb tops things off, and naturally aspirated the motor was dynoed at Steve Morris Engines where it made 822hp/700lbs of torque.

But wait, there’s more… the “Bad Buick” (as Gary calls it) has been running a Nitrous Express

Gemini Twin Plate nitrous system for the past 15 years, but with the new engine more power could be made, so an NOS Pro Race Fogger unit was plumbed in for good measure. Gary elaborates, “After a discussion with good friend and avid nitrous user, Mike

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may 2015 | RPM Magazine

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FAST FUN Saiki, we decided it was in my best interest to send the intake and both nitrous units out to Induction Solutions in Florida. They flowed both units, addressed some minor issues, and gave me some baseline tune-ups. We decided on an Edelbrock Progressive Controller

to dial in the nitrous application and both kits are fed from their own dedicated fuel system.”

Backing up the nitrous-fed Buick is a Mike’s Transmission Ultimate TH400 with trans brake and a custom PTC 9.5-inch converter that is set

UNDER THE HOOD Now there’s something you don’t see every day! A Buick motor powering a stout drag car is unique enough, but with a Mopar intake? An NX Gemini Twin Plate nitrous system and NOS Pro Race Fogger have both been tuned and flowed by Induction Solutions.

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may 2015 | RPM Magazine

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39

FAST FUN RAD RAG TOP “…the car is never finished, never fast enough,” said Giessen of the car he has spent over 20 years modifying for the strip.

ROLLING STOCK Weld beadlock wheels reside out back, while skinny Bogarts roll up front.

Traction is provided

by Mickey Thompson rubber all around.

40

“tight” for the two stages of nitrous. The responsibility of putting the power to the ground is taken on by a Currie Ford 9-inch rear diff with nodular center section, 35-spline spool and axles and 3.70:1 Richmond gears.

So far Giessen has not unleashed the full potential of the Bad Buick on the drag strip, but even with some quick math we figure he’s packin’ well over 1,200 horses under the hood.

“In the near future I’m

may 2015 | RPM Magazine

going to change to a crank trigger for better nitrous tuning,” he added. “With the plate jetted to 375 hp while running at the 2014 Street Car Super Nationals, we ran a 5.62 at 122mph in the eighth with a 1.24 60-foot time. That was the best pass on a single stage so far.

I claim to be the world’s fastest 1965 Buick Skylark convertible…because I’m pretty sure I’m the only one out there!”

www.rpm-mag.com | may 2015

41

EXTREME EVENTS

BACK LIFE TO

42

may 2015 | RPM Magazine

>>New heads-up street car series focuses on breathing new life into Outlaw Limited Street story by

George Pich

photos by

Mike Costic

HOOKED Bob Getsy’s gorgeous 1957 Chevy powered by a 555-inch big block easily puts it on the bumper every pass when he drops the clutch.

FRESH ROASTED

GO AHEAD, PUNK. MACH MY DAY.

Who doesn’t like a black ’69 Camaro that’s not only beautiful but one of the fastest around? Shawn Earp will be piloting the nitrous-fed big block Chevy 565 with his crew chief and father right beside him in the Outlaw Limited Street class.

E

ntering into its first season of competition, D.A.D.s Fastest Street Car Shootout seems to be gaining momentum.

When it comes to heads-up racing, few could argue that there is a large presence in the northeast United States. Many organizations have come and gone, but the select few that continue to grow have realized a noticeable decline in the support of a particular headsup class: Outlaw Limited Street.

Outlaw Limited Street (OLS) remains a purist’s small tire

class of drag racing that keeps many of the rules and limitations surrounding the configuration of the cars in competition that made small tire street car drag racing famous, and often a crowd favorite.

OLS is on-the-edge action that keeps fans glued to their seats. The cars still look like actual street machines with body and interior rules meant to keep it that way. No full chassis cars are allowed and suspension and tire rules attempt to keep the playing field level in an outlaw type of setting.

Jim Mikesina will be bringing out his 1971 Mach 1 Mustang powered by a 14.5:1 compression 565 big block Ford. He is sure to get the Ford fans on their feet in 2015.

The cars are out there, the racers want to race…so why the lack of cars in many OLS programs? Could it be that it has just taken that “natural progression” that so many outlaw classes of drag racing with minimal rules have done before it? Is it the money game, where those with the biggest bucks always win? Or, due to the lack of rules, has a certain combination become so dominant that it has prevented others from participating knowing they had little or no chance of winning?

All good questions, and there

are many more, but dedicated organizations such as the new D.A.D.s group are committed to staying the course and helping ensure not only the continued existence of OLS, but also its growth for years to come. And what better way to do that then to create a partnership with other likeminded individuals?

“With this new series about to make its debut, the excitement in the northeast to get 2015 started is growing and growing every day. Social media has been buzzing with

www.rpm-mag.com | may 2015

43

BACK TO LIFE anticipation for what is to come for this new heads-up drag racing group,” says Vinnie Barbone of D.A.D.s.

In creating the D.A.D.s organization, the founders focused on their region’s racing roots. Barbone continued, “Drag racing in the northeast has a great history—whether it is heads-up, bracket, or index racing—and one of the original tracks we owe those memories

to is Quaker City Dragway.

Founded in 1958 by Dick and Vivian Mossey, Quaker started its life as a piece of farmland but quickly became one of the premiere NHRA tracks in the US. In fact, they held the Winston Summer Nationals where they had over 300 racers and packed the stands with spectators. Quaker has changed owners and racing banners over the last 57 years

MALI-BLUE The 1979 Chevy Malibu is a favorite in the racing community and the same goes for this blue beast owned

by Dave Hinton. Ten-inch tires get this all-steel Chevy hooking while the nitrous-fed 565 big block roars down the track. Dave will be a big player in the Modified Street class this upcoming season with D.A.D.s.

44

may 2015 | RPM Magazine

CLONE WARFARE John Herman will be bringing out his big block 1968 Yenko Nova clone this season. The car is as beautiful as it is fast, so stuffing some 275 drag radials is sure to make him a threat in the D.A.D.s Street Legal class.

HEAVY HITTER Coming out of New York is Al DiSalvo with his 565 big block powered Chevelle. This car is not only one of the best looking Chevelles around, but one of the fastest too. The nitrous-fed Chevy is looking to make its first sub-5-second eighth-mile pass this year. a few times but their continued existence proves one thing, drag racing in the northeast is here to stay!”

One of Quaker’s previous weekly events was instrumental in the creation of the new series

and class structure. “Held during Friday night test and tune was the Quick 8 Street Car Shootout,” said Barbone.

“Street legal and street appearing cars would have to qualify to make an 8 car field. The

PURGED BIRD response to the program grew sizably for not only the racers but spectators as well. Sadly though, the series died after just two short years.”

Fast forward nearly ten years after the Quick 8 had its

Another New York native making the drive this year is Ed Mcguinn in his 525 Pontiac powered nitrous-fed Firebird. This bad bird will be sailing down the track on some 29.5 x 10.5 slicks and is sure to be a crowd pleaser.

www.rpm-mag.com | may 2015

45

46

may 2015 | RPM Magazine

BACK TO LIFE FOURTH-FED This clean silver Camaro is a past Modified Street winner and Chad Pokopatz has his single turbo 408 LS spooling up for the 2015 season. With full interior and full exhaust you have to watch out for this quiet Camaro sneaking up on you once the boost hits hard.

GIDDYUP Carson Stone, Jr.— aka “Skippy”—has been working hard all winter to upgrade his 1995 Mustang GT with a blown 331 small block and now he’s ready for the upcoming season.

last race and the heads-up program was back in 2013 with 27 year old Vinnie Barbone at the helm, bringing Quick 8 action to the Wednesday street night program at Quaker City.

“The first year was a little rough” says Barbone. “But it didn’t take long for the word to spread and after just two short years the qualifying ‘bump’ in each class (Modified and Street Legal) dropped over half a second!”

While attending one Wednesday night, OLS racers Don and Sandy Turner took notice of not only the racer’s passion for

the event, but the spectator’s involvement as well. In their minds, there was only one thing missing, an Outlaw Limited Street class. Excited to get involved, the pair approached Vinnie about combining his two classes with Outlaw Limited Street and making it a Saturday race.

And so D.A.D.s was formed as a headsup run what you brung event that features an all-run field format. Once the ok was given

by Quaker City Motorsports Park’s Norm and AJ Fox, the candle was lit.

A board of racers and friends including Don and Sandy

www.rpm-mag.com | may 2015

47

BACK TO LIFE

SMOKING THE COMPETITION IN A NEWPORT Simply called the “Whale”, Demon Rob’s 1963 Chrysler Newport is easily one of the biggest cars in the field.

Family-owned and street driven for over 28 years, this 4,000 pound monster that seats seven comfortably will be tearing it up in the Street Legal Outlaw class.

NEW SCHOOL How about a supercharged 4.6 liter mod motor to change things up? This beautiful 2005 Mustang GT owned by Lee Leppert is a past winner at Quaker City Wednesday street night in the Street Legal class and is gearing for a repeat this year.

Turner, the Barbones, Chuck Bartley, Mike Smith, and Nick Durse sat down to draw up rules and start looking for support.

“This little idea has been growing in popularity with racers from Ohio, Indy, Michigan,

Pennsylvania, and New York,” said Barbone.

“Social media has played a huge part in the growth of the series thus far” added Chuck Bartley. “Plus, we have over 30 sponsors and are getting more every week.”

The 2015 season is upon us and there is no doubt that this new series management team has a lot of work—not to mention learning— ahead of them. With its borderless scope and attention from the masses, social media

www.rpm-mag.com | may 2015

49

BACK TO LIFE

Don Turner and his big block powered nitrous-breathing 3rd gen Camaro True AMC fans will be happy to know that all four AMC cars—the Gremlin, Hornet, AMX, and the Spirit you see here will all still be AMC powered in every class D.A.D.s has to offer!

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may 2015 | RPM Magazine

George Rumore and his 1979 Chevy Camaro will be tearing it up in the D.A.D.s Outlaw Limited Street class with his 525 Kris Nelson nitrous-assisted big block.

The boys better look out for Nicole Barbone’s 406 cubic inch powered 1980 Chevy Monza in the D.A.D.s Street Legal Outlaw class.

Mike Smith’s nitroused 427 Chevy small block ‘62 Nova will bring its wild launches to the Street Legal Outlaw Class.

can often create a skewed picture of what the real world will bring, and here’s hoping that their online support equates to racers in the pits and fans in the seats for OLS, as it is long overdue!

“With the people I have behind me and their love of the sport, there is no way we can lose. As long as everyone has fun, then we have done what we came to do. The drag racing community is unlike anything else and if we continue that tradition then we have met our goal,” added Barbone. “That being said, we hope to see you at Quaker City Motorsports Park for the inaugural season of D.A.D.s Fastest Street Car Shootout.”

For more information, check out the group’s Facebook page and select “drag race forums” for dates, rules, and news.

TORONTO MOTORAMA ‘15 BEST IN SHOW - COMPETITION BEST INTERIOR - COMPETITION BEST OF SHOW - TOP TEN TOP TEN CANADIAN

Our Thanks to: RPM Magazine, Clear Shot Customs ATI Performance Products, Aeromotive Eshine.ca, Headsup Racer, Ultimate 3D Finishes, KC Auto Fioravanti Racing Engines, Boniferro Speed and Custom Dilts Piston Hydraulics & Power Tech Hydraulics www.rpm-mag.com | may 2015

51

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may 2015 | RPM Magazine

RPM TECH

REAL RACING

HEAD GASKETS >>Seal your combustion chambers with the newest MultiLayer Steel (MLS) technology story by

C

urrent engine design is being transformed by the arrival of GDI (Gasoline Direct Injection). GDI requires high-pressure injectors to inject gasoline directly into the cylinder rather than the intake port. In so doing, GDI improves fuel atomization, promotes cleaner burn, boosts fuel

efficiency—and more importantly for the racing brain—improves performance.

Twenty-four years ago, a similar transformation took place in head gasket design when the term MLS entered our speech.

The revolutionary multi-layer steel gaskets featured three or four layers of thin stainless steel sheets.

Sam Logan

Spring loaded, the top and bottom layers of the MLS gasket push against the center core to combat high combustion pressures. It was the gasket’s spring pressure that created the improved seal for the running engine.

To complete the seal, the top and bottom surfaces were embossed and coated. A decade later,

most of the major automotive engine producers had abandoned the traditional steel core design with gasket paper attached in favor of the MLS. Racing products are measured by whether they achieve their goals and JE’s Pro series MLS gaskets have fared well, thanks to their well-judged range of three

To reduce stress points forming and to improve the gasket’s conformability, the process of creating the raised beads, known as embossing, is an unhurried multi-step process.

www.rpm-mag.com | may 2015

53

RPM TECH

Gasket layers are protected by fluoroelastomer (FKM), which combats extreme temperatures and offers resistance to chemicals and oxidization. It is also compliant, enabling easy gasket removal even after exposure to extreme temperatures.

and four layer constructions. Racing engines need racing gaskets, and the Ohio gasket maker has pioneered several innovative measures, including the use of AISI 304 stainless steel and multi-stage embossing.

Their embossing technology also provides a consistent inner-flange spacing (minimum of 0.040”) from the edge to the embossed start that results in a superior seal in the embossed areas.

The embossing process refers to the forming of the raised beads that surround critical sealing areas, particularly combustion openings and water jacket holes. Like proper forging practices, embossing the top and bottom gasket layers is performed slowly as is the precision of their heat treating, notably the tempering process, which is required to maintain the new shape.

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may 2015 | RPM Magazine

The genius of the MLS gasket is that it relaxes and compresses with the firing cycles of the engine. If the temper is defective and the gasket material is too soft, it fails. If too hard, it cracks. With some sealing pressures exceeding 1,200psi, a proven tempering process dramatically increases the long-term durability and reliability of the MLS head gasket.

Some MLS gaskets

use a single-layer sealing compound on their upper and lower surfaces. But JE’s experience with racing engines suggested only multiple layers would be reliable and JE engineers developed a proprietary coating, which includes fluoroelastomer (FKM), a special purpose fluorocarbon-based synthetic rubber with Viton.

FKM has excellent resistance to chemicals and extreme temperatures. In fact, JE uses the material to encapsulate the entire gasket, leaving no exposed metal and providing an entire seal between the head and block mating surfaces. Importantly, these coatings will normally eliminate the need for additional deck surfacing.

They also allow

easy gasket removal even after extreme temperature exposure. After the coatings are applied, the layers are hand-assembled.

Finally, here are two quick tips when installing head gaskets: 1. Heat expands metal. Before removing head bolts in reverse torque sequence, ensure the engine is cool. Cylinder heads, (particularly aluminum heads) can warp if removed while hot.

2. Debris can damage the new gasket or casting. Use a non-metallic scraper on aluminum surfaces and a metal scraper and wire brush on cast iron.

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www.rpm-mag.com | may 2015

55

A

drenaline on full flood and heart rate pounding, John Andrade, Jr. stood in disbelief, staring at the mangled mess of GM G-body in front of him. The likeable Oklahoman had called out the “Dominator” on the popular Discovery Channel show Street Outlaws and was hoping to make his way up “the list”—the top 10 of Oklahoma City street racers—in his nitrous-assisted small-tire 1982 Hurst/Olds-clone Cutlass. Unfortunately, within the first few hundred feet of unprepped surface, the car made a hard right, crossed the

story by

Toby Brooks

photos by

centerline, jumped the curb, and came to rest in the grass with its nose pointed toward the starting line…and Andrade’s season plans were immediately scrapped.

Harrowing as it was, by Andrade’s admission, it could have been much worse.

After assessing the smoldering mass, the car had sustained some serious damage all around. Up front, the car had a broken rack and pinion, a pair of snapped tie rods, two blown shocks, a broken coil spring, and a bent wheel. The rear didn’t fare much better, as the rear suspension was bent, both rear brakes were damaged, and both rear wheels were mangled. Unshaken, Andrade set out to rebuild and put the car back on the street—stronger than ever.

Andrade first acquired the car two years ago, when a phone call from friend Justin “Big Chief” Shearer prompted him to seek out a new ride. “Justin called me about being on a TV show. He said, ‘Are

Rich Adams

THE CUTTY you in?’ I told him sure, but I also informed him that I didn’t have a car at the moment, as I had just sold another,” Andrade recalled. A longtime lover of the GM G-body, he found the ’82 and—with the help of family and friends— managed to get it pulled together one week before the start of filming. “The first time I ever drove it, I was racing on a nationally-televised TV show. It was pretty wild.”

Andrade enjoyed some success with his initial combination, a 406 small block Chevy on nitrous with a 10.5 tire out back.

However, following the accident, he decided it was time to up the ante in terms of both performance and traction.

The first order of business was to get the chassis sorted and rolling straight again. Given the fact that the car is regularly raced on no-prep surfaces, Andrade decided to backhalf the car and go big tire.

“I honestly wish I could have kept it small tire, but street racing like we do, I HAD to go backhalf just to keep up with the Joneses,” he said.

Using a kit from S&W Race Cars, Josh Linsenbarth and the crew from American Street Rods (ASR) in Oklahoma City, OK knocked out the initial chassis work in one day. A narrowed and braced Ford 9-inch rearend with35-spline axles, 4.30 gears, and Aerospace Components disc brakes hangs from an S&W 4-link with QA1 double-adjustable shocks.

A pair of carbon fiber tubs and XS Power batteries with billet brackets finish out the all-business trunk along with a 15-gallon Aeromotive Stealth cell.

Up front, the factory G-body frame clip has been beefed and braced,

58

but the suspension remains largely stock with the exception of a set of tubular A-arms and a pair of QA1 double adjustable shocks. A pair of disc brakes with 15-inch cross-drilled rotors handle stopping duties fore. The car rides on Weld V-series black and machined aluminum wheels with 17-inch skinnies shod in 27x7.5-17 tires up front and 15x15 double beadlocked fatties with 33x1615s out back.

A phone call to Texas Speed and Performance (TSP) was the next order of business in transforming the Cutty from juice to boost.

TSP started with a 2001 LSX block punched to 408ci. First, a K1 stroker crank and Wiseco rods were chosen along with 10.5:1 Wiseco pistons to round out a boost-proof stroked and balanced rotating assembly.

ARP fasteners were used throughout, and a top-secret COMP cams grind was specified. Precision Race Components (PRC) 225 aluminum heads were ported, polished, and otherwise massaged before being torqued into place.

Up top, a Ricky Childers one-off billet runner intake helps distribute the fuel and air.

A Big Stuff 3 EFI system with 225-pound Precision Turbo injectors handles distribution tasks for the E-85, while a trick new Aeromotive dual-stage Stealth Eliminator “Cutty Series” fuel delivery system keeps pace with the massive demand. This system, first developed by

may 2015 | RPM Magazine

MOTHER ROAD The classic G-Body lines of the Cutlass look great from any angle, but are particularly sweet with the historic Route 66 iron bridge in Andrade’s hometown of Oklahoma City as the backdrop.

“I honestly wish I could have kept it small tire, but street racing like we do, I HAD to go backhalf just to keep up with the Joneses.”

-John Andrade, Jr.

FANNING THE FLAMES AND FUELING THE FIRE The Texas Speed-prepped LSX mill has been outfitted with a massive 94mm turbo. Fuel delivery from Aeromotive is supplied to a set of 225-pound Precision Turbo injectors.

NO-PREP POWERHOUSE The new combo is almost ready.

Here, Andrade recently took the car out for testing in order to get it fully sorted for the upcoming year.

Kenny Siegler photo

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59

THE CUTTY Aeromotive just for this application, allows anyone with big power and high fuel demands to simply drop in a single Stealth fuel cell with twin Eliminator pumps that will keep up with virtually any fuel needs up to 2,100hp whether idling around town or going all-out on the dragstrip (look for a tech install on this trick new piece in an upcoming issue of RPM). And in Andrade’s case, with up to 27 psi of boost on hand, that demand can be significant.

A massive V3 94mm Forced Inductions GT 55 turbo provides all the visual and audible evidence necessary to determine that the classic Olds is adding power with something other than the bottle these days. A custom Chiseled Performance air-to-air intercooler has been added upstream to help chill the compressed atmosphere, while a 60mm wastegate and blow-off valve and a Hyperaktive Hypercontrols boost controller were added to better manage the charge. All fabrication work was

60

again handled by Linsenbarth and ASR, with the legendary Mike Murillo handling the final tune.

Rounding out the engine bay, a Milodon 8-quart oil pan provides extra volume, while a Mezeire electric pump pushes the coolant through a trick twin radiator setup to keep the mighty Chevy cool. A pair of billet Texas Speed LS valve covers add some bling, while a Mechman high output alternator keeps the electrical system fully charged.

The custom-fabricated ASR stainless headers and front wheel opening dumped 5-inch exhaust not only looks cool, it sounds wicked, as well.

Backing the powerful powerplant is a Performance Torque Converters (PTC) fortified Powerglide transmission.

The 2-speed has been equipped with a PTC-built 4,500rpm stallconverter. Although Andrade is tight on the dyno details of his boosted setup (it’s a grudge car, after all), he is confident the new ’Glide is up to the task.

The minimalistic interior

NO JUNK IN THIS TRUNK The cutting-edge Aeromotive Cutty Series Stealth cell is fitted with two Eliminator fuel pumps: one for typical street use and a massive supplemental unit that can keep up with fuel demands for engines up to 2,100 hp. It is flanked by a pair of XS Power batteries and compliments the huge carbon fiber wheel tubs nicely.

may 2015 | RPM Magazine

See (and HEAR!) the dyno tune session at Murillo Motorsports here...but don’t get your hopes up...you won’t see any numbers. It’s a GRUDGE car!

NOT AN OLDS...BUT STILL A ROCKET Andrade and the gang at American Street Rods handled the upgrade to the 408 ci Chevy LSX powerplant.

The billet intake and valve covers add a cool, stealth appearance but make no mistake: the Cutlass wasn’t built to be a show queen. It has been upgraded to challenge to be king of the Oklahoma City Top Ten list.

WELL THAT’S A STRANGE PLACE TO PUT IT...

Wrapped in a heat shroud, the ginormous 94 mm turbo is probably about the same size as the factory Olds space saver spare was. It blows nearly 30 pounds of boost into the stout LSX.

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61

MISSION CONTROL The Cutlass features an ASR cage with lots of lightweight carbon fiber pieces. The Lenco-esqe shifter is from Kilduff Machine Works and lets Andrade manually row the Powerglide tranny through the gears.

cvrproducts.com For more information visit

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may 2015 | RPM Magazine

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THE CUTTY sports carbon fiber race buckets with a pair of custom-covered ’84 Hurst Olds door panels from gbodyparts. com. The trick Lenco-lookalike shifter is a custom Kilduff Machine Works Lightning Rods unit, and the cage and custom tinwork is again the handiwork of Josh at ASR. A composite replacement dash has been installed to reduce some heft, while the Racepak 103 digital display

helps Andrade keep an eye on all the Olds’ vitals.

A Kicker audio system handles the jams.

Lastly, the silver and black paint with Hurst/ Olds graphics was handled by ASR, but not before a number of mods to enhance appearance and performance were completed.

A Glasstek front end and cowl hood have been paired with a factory replacement 1984 Hurst/Olds grille.

QUICK WORK After wrecking his car during a race, Andrade decided that 10.5 tires on a no-prep surface in a GM G-Body was not the combination needed to ascend the ranks. After assessing the damage, he contacted friend Josh Lisenbarth of American Street Rods who proceeded to install an S&W Race Cars backhalf chassis kit in a day. The braced Ford 9-inch rides on double adjustable shocks and a pair of composite tubs finish out the install. A Racepak Sportsman logger tracks all data for analysis after a run.

!!! www.rpm-mag.com | may 2015

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JON ANDRADE, JR.’S 1982 OLDS CUTLASS Chassis: Factory GM G-Body front clip with S&W Race Cars backhalf kit installed by Josh Lisenbarth at American Street Rods (ASR).

Suspension: FRONT: Tubular upper control arms with QA1 adjustable shocks. REAR: S&W Race Cars 4-link with QA1 doubleadjustable shocks.

Body & paint: GM Hurst/Olds clone silver & black with red accent graphics by ASR. Glasstek front clip and VFN rear bumper.

Innovative Racecraft rear wing.

Engine: Texas Speed and Performance 406ci Chevrolet LSX stroker.

Precision Race Components cylinder heads. COMP Cams custom grind camshaft. ARP Fasteners throughout.

Rotating assembly: K1 stroker crankshaft, Wiseco rods, Wiseco 10.5:1 pistons. Assembly balanced.

Induction: Ricky Childers billet intake manifold. Flow-matched Precision Turbo 225# injectors running E-85.

Power Adder: Forced Inductions GT55 94mm turbocharger, Chiseled Performance intercooler, 60mm wastegate and blow-off valve, and Lisenbarth/ASR fabricated charge tubes and exhaust.

Electronics: Big Stuff 3 fuel injection. Hyperaktive Hypercontrols boost controller. Racepak Sportsman data logger and digital dash.

Transmission: Performance Torque Converters 2-speed Powerglide with PTC 4,500 RPM stall converter.

Rear differential: Narrowed and braced Ford 9-inch. 35-spline axles and 4.30 gears.

Brakes: Aerospace Components 4-wheel discs with cross-drilled rotors.

Best performance to date: WIN. (Grudge, remember?)

Kenny Siegler photo

Toby Brooks photo

Tires & wheels: Weld Racing V-Series 17x3 (front) and 15x15 (rear) wheels with 27x7.5-17 (front) and 33x16-15 tires

Out back, a lightweight VFN rear bumper has replaced the factory piece and been modified to accept a custom rear parachute mount

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may 2015 | RPM Magazine

and notched to clear the extended length wheelie bars. An Innovative Racecraft adjustable wing rounds out the exterior mods.

So yeah, it is safe to say that Andrade probably wasn’t looking at his busted up Oldsmobile laying in the grass and half hanging off the curb

THE CUTTY Kenny Siegler photo

STAR OF THE SHOW Andrade and the Cutty were welcome guests at this year’s PRI show in Indianapolis, where the car graced the Mechman Alternators booth and Street Outlaws fans flocked to see all the new upgrades since the wreck.

NO MORE G-BODY SHUFFLIN’ Although Andrade was somewhat hesistant to convert the car over to a big tire, he says racing on no-prep surfaces with all that Texas Speed horsepower on tap made the S&W Race Cars backhalf kit and big slicks a virtual necessity. continued on page 76

www.rpm-mag.com | may 2015

65

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may 2015 | RPM Magazine

THE CUTTY not long ago thinking about how happy he was to get the chance to rebuild it.

And it is also reasonable to assume that he certainly would not have scripted the build of his now-lethal Cutlass as a rising-from-theashes tale of a racer taking his broken ride and building it back better than before. However, with fat meats out back, a heavily-boosted LS under the hood, and a new-found sense of belonging on the highly-respected Oklahoma street racers “list,” that’s exactly what he’s done.

The Cutty is back. With a vengeance.

www.rpm-mag.com | may 2015

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Page 68

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EXTREME EVENTS

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Tim Lewis

>>Grudge racing is taking the world of fast cars by storm

G

rudge racing…it’s drag racing without the rules! Well, sort of. The cars still have to meet safety rules, but that’s about where it ends. There are no timing clocks,

no qualifying, and no track prep to speak of, but plenty of grudge rules apply to make sure everything is on the up and up.

Match racing, calling someone out, and grudge racing has become

wildly popular across the country over the past several years and have even found a place on our TV screens in various so called “reality TV” formats. Spawned by big horsepower, the need for speed,

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may 2015 | RPM Magazine

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The wild wheels-up Camaro of Daniel Snow carries the front end way in the air on a test pass at Sumerduck.

Maryland’s G-Money heats the tires on his Chevy II. This car is always great to watch with wheels-up launches.

Racing out of the VA camp, JC Richardson has been around for a long time. Former Outlaw 10.5 racer turned grudge racer, JC and his Camaro have faced off with some of the big names in the grudge game. egos, and the ever-rising cost of building a race car, grudge styles of racing have taken a solid root and are definitely here to stay. Let’s face it, when you have to spend $100,000 plus on a race car to win as little as $800 in some cases, it’s a giant waste of money and time building a car to meet the class rules. Most will

The nitrous-fed Mustang of Maryland’s Lennardoe Bannister pulls to the line while a crew member lets the last bit of smoke out of the car from its burnout. say they don’t do it for the money, but come on, how long can you throw it away without trying to make some back?

Match racing of the ’60s drew in crowds of people and the tracks would pay the bigger name match racers as much as $1,500 to come and run in a best out of three format against a car

that ran around the same ET. This would always bring in lots of side bets in the stands and would also get the owners and drivers putting up a little cash between each other on top of getting paid by the track to show up.

Soon, match racing was drawing cars from all over the country and some teams even gave up

racing national events to tour the match racing circuit, mostly because of the amount of money that could be made. Plus, you would usually only have to make a shakedown pass and two or three runs, so it was less wear and tear on parts.

Match racing even played a big role in keeping the smaller

tracks open throughout the hard times and gave a lot local talent their chance to shine in front of the hometown crowds, often against some pretty well-established names in racing. They might not make the money that somebody like Jungle Jim, Hayden Profitt, Malcolm Durham, or the Ramchargers were paid, but

www.rpm-mag.com | may 2015

77

HOLD A GRUDGE it was pretty typical to make $200-$300 in a night, which in 1966 when the average wage was only $4,900 a year, was some serious coin.

Fast forward into the ’90s and Quick 8 drag racing was all the rage down south with a whole new generation of superstar racers in the spotlight.

Pro Modified blasted onto the scene in 1990 and was a massive draw in itself, but it also paved the way for many new names in the match racing game. People packed the stands to see these cars run, and from these humble days of best-two-out-of-three racing, comes the wild, addictive, and unpredictable grudge race action of 2015!

78

From coast to coast and north to south, grudge events are becoming the goto racing format for those who spend the money to make the fast car but don’t want to settle for purses that can be less than what racers made 50 years ago. Among them are names like Jimbo, Tony “Boss” Bynes, Hyde, Birdman, Goldie, Young Money, Candy Crush, Southern Assassins, Donya, Tony “Hitler” Wright, Team SVO, White Trash, and the list goes on and on.

Looking at just the “DMV” or the “D.C., Maryland and Virginia” area racers, the talent and horsepower is almost overwhelming and these guys have drawn in racers

may 2015 | RPM Magazine

4 Horseman member Kenny Beauchamp out of Richmond, VA is another driver who has lined up with some of the big names from down south.

Beauchamp also runs a nitrous small tire Mustang that is Chevy powered.

Top Sportsman racer William Brown III along with his father and brothers run a number of cars. The Malibu is seen here pulling grudge duty at VA Motorsports Park.

Fast ED in his nitrous Camaro puts its leafsprings and Cal Trac bars to good use at Capitol Raceway during a grudge fest.

Randy Van Raden is a newcomer to the grudge scene after leaving the heads up world of radial racing behind. Look for a Van Raden vs Philly Cake Boss match up to come this summer.

Mustang vs Camaro heads up to the 1/8th!

Longtime street racer Nick Bernardo has been racing this car 20 years. Nick heats the tires on the turbo small block out of the EB3 Motorsports camp in Virginia. No prep racing has proven that the old car is still working well.

The Disco Nova! With its pink graphics for breast cancer awareness, the northern VA big block nitrous Chevy II carries the wheels at Sumerduck Dragway’s Street Car Shootout. A tire change was made for this year, so keep an eye on this one!

from Florida to Illinois to race in their area. The efforts of people like Jay Barnes and JB from Grudge INC, Monster Jones, William Brown III, Bill Harris, Larry T, The 4 Horseman, and Pro Stock Joe have helped feed the need for grudge racing and brought it to venues like Virginia Motorsports Park and Cecil County Dragway in Rising Sun, Maryland.

Local racers to the DMV area include names like Big George, Cubby, G Money, Snow Boyz, Sniper, Fast Ed, Fugi, JC Richardson, Kenny Beachamp, Louis Collins, Shawn Murphy, Kenny Allen, and Marvin Carter, to name just a few.

There is no real limit to purse money and races can range from a couple hundred dollars all the way up to whatever amount you and your crew are willing to gamble.

Like we said, there are rules, just not the rules you would

normally associate with racing. In other words, the rules keep the set-up of the race itself in line, not the car. Once the car meets safety rules, the rest is out the window.

Here’s how it works: once you find the racer you want to run you, set up the “stips” (stipulations) of the race.

Heads-up or give up a “spot,” like letting the other car stage with the back tire or “the heads-up break.” That is when both cars wait for the green and the driver who gets the “break” leaves when he or she is ready once the light turns green, then the other follows.

Some races may call for the “clear” at the finish line, meaning the winning car has to have their whole car out in front of the other car. As you can imagine, digital video cameras have helped decide a lot of races like this. If the race is for say $2,000, a deposit or “DP” is

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HOLD A GRUDGE

Shakedown Racing’s Kenny Allen from Maryland put the front end toward the sky at Capitol. The nitrous small block Chevy powered car will be ready by the time this hits the newsstands. put up and held. If you put $500 DP on $2,000 or better, by saying “better” it means the race will run for a bottom dollar amount of $2,000, but can go higher. Now, if a racer backs out, the DP is paid to the other driver. So in some cases it is much better to pass up the race and pay the DP if the car is not right.

Some races can be “off the trailer,” meaning when the two cars are at the track neither of them are allowed to make a test pass to see how good the starting line is or get the car dialed in. Doing a race like this, you better bring

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Jim Green runs this clean little S-10 out of the Shakedown camp.

Another 4 Horseman member, Gene Stevens in his Camaro. This car leaves hard and storms down the track on each pass. Tube cars such as this have some competition to deal with. your A game and the car better be 110%, or you may be going back home with a lot less money in your pocket.

That pretty much sums up the basic inner workings of the grudge race scene. Oh yeah, and if you can’t take trash talking then maybe the grudge scene is not for you. 90% of all races start over some trash talk—whether it is online, on any one of the number of grudge talk radio shows, or at the track where things can get pretty heated. It’s not for people who don’t have thick skin, that’s for sure.

But for the most part, at

may 2015 | RPM Magazine

The nitrous big block Black Assassin Nova of Big Mark. the end of a race both parties will agree on a winner. Some may not be happy with the outcome, but the money gets paid and the next race is set up and might even be with that same racer again.

Remember some basic rules and you should do ok. For example: don’t take a small block all-motor car with stock suspension and try to race a tube chassis big block nitrous car heads-up, no matter how good you think or “know” your car is! Any two cars can race as long as it is considered a “fair” race and for most fans, the heads-up races

are the most exciting and the best to watch.

The cars themselves range from high-end stock-style suspension cars to full out Pro Mods.

But the working man’s grudge car can be as simple as a stock body car with a small block, a little nitrous, and a set of small slicks. The thing is, you don’t have to try and impress the world like some of the small tire heads-up classes these days by spending “Pro Mod money.” You can have the same amount of fun running as fast as you can afford to and racing against other like-minded

and similarly budgeted racers.

Grudge racers in the DMV have six tracks that hold grudge events throughout the year, but Maryland International, Capitol Raceway, Colonial Beach Dragway, and Virginia Motorsports Park are the four that have the most grudge action. Shootout races with 28x10.5 slicks and 29.5x10.5 slicks have also been growing in popularity with the races being heads-up and, of course, run with the clocks turned off so nobody can see just how quick you went.

The Wicked Bird faces off with Cubby Bannister in the Drive By Mustang at a July 4th race at Colonial Beach Dragway in VA. The fireworks were not only in the sky that night!

“The Riddler” Jimmy Riddle purges the nitrous on his beautiful ’64 Chevy II out of VA.

This is what the starting line can look like when a locked-in race is in the water and ready to go. The Hell Yeah Datsun vs the Hatten Boys Vega. On this night the money stayed in the DMV with the Hatten boys.

Tube chassis racers such as Styles in the Wicked Bird Thunderbird and Big Gene Stevens in the Most Wanted Camaro have a little harder time finding a race due to the fact that most races are set-up on speculation.

When a possible competitor sees that it is a tube car, they think that it has to be way down in the 4s in the eighth-mile, but that may not always be the case.

For example, the Wicked Bird lined up with Russell McManious in his turbo stock suspension small block Mustang, and the outcome was a

shocker as the turbo was just too much for Styles to handle on the top end of the quarter. Styles is a real character though.

For some match-ups, he’ll wear a crown to get people hyped as part of the ongoing show, and the show part of grudge racing may be what the fans like the most. Long burnouts, lots of header flames from the nitrous cars, and the anticipation of not knowing the outcome of any race, even when the cards are stacked in one car’s favor.

A wheelstand has decided the fate of many races, and while running a wheelie bar has solved some of

the problems, it has also caused others. There are a lot of racers that will not run a car with wheelie bars, and some won’t take them off—which is where we get back to the “stips” of a race being set-up.

In the DMV area alone, there are a number of racers with a target on their back for 2015, including Ricky Foxy and Justin Ellis in the Mustang they call Ugly, Cubby Bannister in his Drive By Mustang, along with Lennardoe Bannister in his nitrous powered Mustang. Fox and Cubby faced off in 2014 with Fox taking the win. Both cars

have also competed in the shootout races at the Beach.

Maryland racer Louis Collins has tried a number of combos and cars over the years and has found that his Country Strong ’69 Camaro may be the car he has always been looking for as he starts to stack up wins. William Brown III is a Top Sportsman racer with the PDRA and has raced in the IHRA as well, but he now spends as much or more time grudge racing behind the wheel of his Grand Am and also the family owned Malibu.

As the 2015 season of

grudge racing gets under way, new cars are coming out of the woodwork alongside established rides with new combinations under the hood. It keeps the grudge racing machine turning because not knowing can be your worst enemy and not showing can be your best friend. Now is the time when undercover test sessions usually go in full force and the rumor mill clicks into high gear.

Outlaw Drag Radial racer and owner of EB3 Motorsports Ev Bernardo and brother Nick will have their hands full this season with Nick’s single

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HOLD A GRUDGE Radial standout and first nitrous radial racer in the 6s Ricky Fox. Fox wheels the Mustang named “Ugly” of Justin Ellis. The team from Maryland had a good year in 2014 and are looking for more of the same in 2015.

VA Slim has been in drag racing as long as I can remember. Slim has William Brown III behind the wheel of Slims Nova at “The Beach.”

The Snow Boyz out of Troy, VA. The father and sons race a number of Camaros and this is the quickest and fastest of their lineup.

turbo small block ’69 Camaro and Ev’s former Outlaw 10.5 ’67 Camaro that is now fitted with big tires to do battle in the back-half shootout winner-take-all races.

Another Virginia radial racer that has pulled the radials off in favor of 28x10.5 slicks is Randy Van Raden. Van Raden’s big block nitrous Mustang is a newcomer to the grudge scene and looks to make some good runs on

the new tire with his new big block combo.

Think you wanna see some serious grudge racing, or race in it? Then check with track websites in the DMV area for info on upcoming events. For 2015, there looks to be an even larger number of grudge events at five DMV area tracks to satisfy the appetite of both racers and fans. Come out to a grudge event and try your luck. You might just find that it quenches your thirst for high horsepower action without mortgaging the house. If not, there is one sure bet: the entertainment value is second to none!

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>>This 1972 Mustang blends pro street heritage with pro touring technology...into one sharp package! by

Toby Brooks photos by

Brent Groh

I

t was 1980.

Rock-and-roll still rocked. Teen fiction spoke of a bright and promising future for us all. And in Windsor, Ontario, Canada, 17year old Brent Groh

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was rolling into his high school parking lot in a 1972 Mustang Grande he had purchased for $1,100 (CDN) and modestly modified himself.

Canadian winters had been cruel to

may 2015 | RPM Magazine

the Ford, consuming portions of both rear quarters and the driver’s door, too. After replacing the rotted steel, Groh repainted it factory Ford blue, updated the garish white interior with

more subtle black and gray tones, and treated the engine bay to era-perfect chrome valve covers and a huge yellow coil.

Piloting the heavy, emissions-strangled horse to a best of

14.50 at a jaw dropping 87 mph in the quarter.

Thankfully for us all, he kept the car.

And couldn’t leave well enough alone.

The first major upgrade came in

1985 after attending the notorious Street Machine Nationals.

Surrounded by a sea of fat tires and perforated hoods, Groh was afflicted heavily by the pro street bug. The car

MOTOWN MUSCLE

Although just a few years shy of the zenith of the first muscle car era, Brent Groh’s 1972 Mustang looks right at home parked in front of the beautiful Detroit skyline.

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CUTS LIKE A KNIFE

SOHC-D COYOTE

On first glance, the ’Stang appears to be powered by a Ford SOHC Cammer. However, closer inspection reveals a modern mod motor equipped with a one-of-a-kind Borla Induction setup and a customized set of cammer covers. was completely disassembled and updated with a full tube chassis, 21.5-inch wide Mickey Thompsons out back, and a tunnel rammed 429 SCJ. The 22-year college student now had a wicked pro street toy.

Then the all-too-familiar tale of the demands and obligations of family life took center stage.

The Mustang was put out to pasture in a safe and secluded corner of the company warehouse.

However, as with all things in life, life changed again in 2012. “With the mortgage paid off, the kids moved out, and my 50th birthday on the horizon, I decided it was time to redo

the Mustang,” he said. With no dragstrip nearby (both the Windsor and Detroit facilities had been shuttered), Groh opted to take the car a different direction, veering away from the drag-inspired look of pro street to the road race-inspired look of a pro touring build.

The first order of business was to dramatically alter the factory sheet metal to reflect a more contemporary style while paying homage to the car’s obvious Mustang roots. “Design discussions revolved around turning the car into what we thought it would have looked like if the government-mandated impact bumpers hadn’t been

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CUTS LIKE A KNIFE required and the 67-70 look had been allowed to evolve more naturally,� Groh said. Drag U Down Customs of Tilbury, Ontario was selected to handle much of the build, while Mailloux Chassis of Belle River, Ontario was tapped to construct an all-new chromoly chassis and cage.

Body mods are plentiful and dramatic. Front fenders were shortened 5.5 inches and narrowed 2.25 inches. A new front grill and fascia was crafted from carbon fiber after first constructing a fiberglass mold over hand formed aluminum and expansion foam. The process was repeated for the hood. In order to match the new front end to the factory rear quarters, the front wheel wells were radiused.

To keep the stock body lines flowing from front to back, quarter panels from a 1971 convertible were mated to the car. In order to give the car a more aggressive

CLASSY CHASSIS

The undercarriage of the car is as flawless as all the rest. The polished Ride Tech ShockWaves provide adjustable ride height to the IFS up front and Currie Enterprises housing out back.

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may 2015 | RPM Magazine

looking stance, the quarters were pie cut and raised three inches and a ducktail spoiler was also added.

Meanwhile, the powerplant for the build was still as yet to be decided. Groh wanted the enIMPECCABLE INSIDE gine and transmission to fit The car’s interior is flawless, with the old-schoola full moly cage, oodles of supple iron-meetsblack leather, loads of custom billet, high-technology and a full Kicker sound system. theme of the

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CUTS LIKE A KNIFE build, so a Ford Coyote seemed a logical choice.

However, a simple crate motor seemed too vanilla for the over-thetop build. He wanted something different.

“I lucked out when Ford Motor Company donated a brand new Mustang to the Flat Rock, Michigan Fire Department for Jaws of Life training,” Groh said with a laugh. “Once they were done training, the entire powertrain was available for my build,” he added.

Groh met up with Dale Schaller of Eight Stack Injection (now Borla Induction) and plans were made to equip the new Mustang engine with a one-off stack injection system.

After consulting with engineers from Haltech Engine Management Systems, the decision was made to include an ECU capable of keeping

the factory quad cams operational. The engine features an assortment of custom and high performance goodies, including custom CNC-scribed “Stiletto” pieces on the intake and breathers.

The real trickery of old-meets-new is the pair of custom adapted and polished 427 SOHC valve covers.

The engine sports hidden MSD Blaster ignition coils, a Canton Racing custom oil pan, and a March Performance polished billet serpentine system. Other blingy goodness includes the polished Ford Racing alternator, polished power steering pump and AC compressor, and PowerMaster chrome starter. Two-step stainless headers by Mustang Racing Technology handle exhaust duties, while a 4-core aluminum radiator equipped with twin chrome electric

fans keep things chilled.

The crew managed to prove all the naysayers wrong who claimed it couldn’t be done and the 2011 5.0L double overhead cam engine is now capable of a docile idle and a shrieking scream to the tune of 525 hp on the stand dyno.

Backing the engine is a Tremec T-56 Magnum 6-speed trans equipped with a RAM Powergrip HD clutch. A Dynotech 4-inch polished aluminum driveshaft sends the twist aft to the Competition Engineering narrowed aluminum rear. An Aeromotive Stealth 340 in-tank pump labors inside a Boyd Welding custom polished aluminum cell, and more stainless from Mustang Racing Technology escorts spent gases from the headers to points rearward.

With the engine and bodywork well in hand,

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This technology continues to breed success on tracks around the world, and MAHLE has done it again. The engineers at MAHLE revolutionize performance piston ring technology with the introduction of HV385 performance ring sets. A MAHLE patented high-tech process employing supersonic application technology leading to improved part consistency, greater bonding, and reduced drag. www.mahle-aftermarket.com

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may 2015 | RPM Magazine

a rock solid chassis was the next order of business.

A full chromoly frame and 10-point cage was constructed to replace the discarded narrowed 4-link rear from pro street’s first age. Out back, the Ford 9-inch center section has been fitted with 4.11 gears and Strange 31-spline axles.

A triangulated 4-link with Ridetech Shockwave track quality polished aluminum shocks provides good looks, performance, and a user-adjustable ride height with the touch of a button.

Up front, owner-fabricated upper control arms have been teamed with Ridetech Strongarm lower

control arms and Ridetech Shockwave forged monotube airride shocks.

A Pinto rack and pinion connected to an IDIDIT chrome tilt column handles steering chores. A Ridetech RidePro digital electronic control system complete with an Airpod integrated compressor system keeps the suspension right where Groh wants it.

Next up, it was time to finish out the highly modified body with a killer hue.

The car was sprayed Sherwin Williams Tangerine Explosion with Ford Sterling Gray Metallic stripes.

Complimenting the look is a set of 18-inch Forgeline

wheels, 10-inch wide in front and 12-inch wide out back. BFGoodrich G-Force Drag Radial tires provide the friction to the surface, while a full compliment of 6-piston polished aluminum calipers with slotted 12-inch rotors help pull it all to a quick stop.

Moving inside, a pair of recovered 2011 factory Mustang seats have been treated to custom leather and embroidery by Mr. B’s Upholstery. RJS 6-point harnesses and a chrome fire extinguisher help keep occupants safe, while a Dakota Digital VHX-1018 instrument panel manages data display duties. Gone

are the days of unpleasant fairground drives, as the Mustang now sports full heat and AC, a Kenwood stereo with Kicker amps and speakers, and an assortment of cool carved billet aluminum goodies.

As the project drew toward completion, someone mentioned the fact that the car was “one sharp horse” and further discussion resulted in the car being named “Stiletto” after the knife. The Stiletto name and knife logo can be found throughout the build.

Groh debuted the car with considerable fanfare at the 2015 Detroit Autorama, where it snagged top hon-

ors in the pro touring division.

The accolades didn’t stop there, as the car was awarded a Top Ten overall finish at the Canadian Motorama and Motorsports Expo the following week.

With temps rising and snow melting, his next stop will be hitting some tracks in order to get a taste of the car’s true abilities, then hopefully hitting the outdoor summer show circuit.

Just be careful Brent.

Don’t cut yourself on this Horse. It happens to be pretty sharp, after all.

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EXTREME EVENTS

E L T T E S O T e g d u AG r AT THE HIT story by

Stan Smith

photos courtesy Darwin Kent, thephotoguys.ca, 5252rpm.com, and Dave Rocheleau/Angry Spider Photography

>>Matthew Tamburro has a different kind of grudge than most people his age…his is on the drag strip! And he’s pioneering the grudge race movement in Canada.

I

t is hard enough to get new, young blood into motorsports these days, let alone the under 30 crowd that are often more into the next electronic device that takes them away from reality rather than actually creating and living their own reality.

Then there’s the understanding of the mechanical aspects of cars, the expense of building a car and the time it takes to do it, which are usually the last things on the mind of a 25 year old. But not for Markham, Ontario, Canada’s Matthew Tamburro, no sir, he loves cars, drag racing and

is leading the charge in bringing the wildly popular form of grudge drag racing to Canada.

“I started racing about five years ago when I first finished building my car, a 1971 Plymouth Scamp,” said Tamburro. “At that point it was more of a mild street car, only running low 13s in the quarter. But I remember what my dad told me before I started building the car, ‘one pass down the track and you’ll be addicted for life...’ and sure enough he was right, as the car has gotten gradually faster and more race-oriented every year.”

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may 2015 | RPM Magazine

Matt Glassford and Chris Fernandes’ ProCharged small block Firebird takes on the nitroused 406-inch small block Chevy powered Mustang of Windsor, Ontario’s Matt Larocque at a 2014 SSTS event.

Tamburro’s dad is the reason he got into cars and he has fond memories of a ’69 big block Dart that his dad was building throughout Tamburro’s childhood. “When I was a kid he took my brother and me to the track to watch the races growing up—going to the shop and hearing the Dart run open headers and going to the track is something I’ll

FREAKY FAST FORD A 434ci SBF with ProCharger F1X powers Cory Parsons’ 1991 Mustang, and it rides on stock suspension with a 275 drag radial. “My plans this year are to focus on the SSTS and some races in the States,” said Cory. “Growing up in the Jane and Finch area of Toronto, I started racing when I was 17 years old.

After rolling my street car at Cayuga Dragway in 2002 during a 9.30 pass, I took 11 years off from racing to spend time with my wife and daughters. But the bug hit me again in 2013. I found the car I have now in New Jersey and have gone 8.02 @ 170MPH with it to date.”

Michigan’s Blain Brothers Racing is giving their 2002 Mustang GT grudge car a major kick over the off season with a new 4 link setup and twin turbo big block Ford on alcohol! “We are planning to hit every race we are able to in this area; Sparta, Milan, US131 and also KOTS,” said Jake Blaine. Back in 2007, shortly after Jake got it home, he swapped the TKO trans out with a C4 and started street racing. Eventually it morphed into a single turbo small block Ford and now the switch to the big block with twins for 2015. “We do all the fabrication and engine builds,” Jake continued. “We started racing when we were kids in junior dragsters and it evolved into something we would have never thought of. This has become a lifestyle for us. I owe a lot to my brother Josh, without him we would not be doing what we do at this level.”

never forget. I’d say I was hooked on cars from that very early age, and when I reached 19 I finally convinced my dad to let me get my own project car.”

While Canada is a close neighbor to the States with similar interests, some things are just more difficult to accomplish there, and one of them is getting cars and people out for drag racing. “I have always been into heads-up racing, but as most people know, the heads-up racing organizations and classes can get out of hand dollar-wise and make it hard for the little guy to be able to compete in many of them,” Tamburro added. “After following the heads-

up stuff for a few years, I started hearing a lot about grudge racing, watched a lot of videos, and travelled to some tracks to see what it was all about. With street racing outlawed, grudge racing was really something that grabbed my attention because it didn’t matter how fast your car was—you found someone you wanted to race, lined em up for however much cash (or pride) you wanted to put on the line, then find out who the baddest and fastest was.”

“Many racers say they bracket race because they can’t afford to race heads-up,” continued Tamburro. “But the way I look at it is grudge racing is heads-up racing

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A GRUDGE TO SETTLE

JET(TA) SET Jeff Moore’s 1990 Jetta with a 2.0L 20 valve engine puts a lot of other racers on the trailer…can you guess why? After having the economical diesel power for a few years, Jeff was introduced to forced induction and went turbo diesel. Then, with a need for speed clearly developing, he swapped out to an Audi A4 1.8T mill and added a bigger turbo, taking the Jetta to 348whp before it melted a piston. Now, it’s a 2L engine from a 93 Golf that Moore built himself. “I built the bottom end and had the pistons machined to fit on an Audi 20 valve cylinder head,” told Moore. “The engine has Scat rods, JE forged pistons and I used an Isuzu timing belt for this Frankenstein setup. I had been hooked on drag racing for years because of my father taking me out to the dragstrip and running his 63 Impala, so I started drag racing my own car the weekend after I got my license!” for everybody- there is bound to be another racer on the grounds whose car is similar to yours in performance. You make the stipulations for your race with your opponent, and then get to

the racing! It’s also a lot of fun for spectators too.”

There are a lot of quality race facilities throughout Canada—actually three within a three hour drive of Tamburro,

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two of which are national event level. But in Canada, with a bigger land mass and just one tenth the population of the U.S., it is difficult to get enough people in a specific area to support heads-up racing without having to have them travel. Lucky for Tamburro though, he hails from the most densely populated area of the country, and there are hundreds of fast street and drag cars that regularly race or can race, the challenge is getting them to come check out heads-up and grudge racing.

Although he tried it a few times and admits he has a great respect for the skill set that is required for it, Tamburro was just not interested in bracket racing. And, while he loved heads-up, he just does not have the deep pockets required to compete, so grudge racing was his best fit.

“Grudge racing is like street racing, but on a controlled and safe track

environment,” said Tamburro. “The racers themselves call the shots on the race and decide the distance and starting line procedures, and a winner is awarded by a win light only with no times posted.”

A few years back, Tamburro had set up a grudge match with Mike Graham who was running with the 5252rpm.com camp, but the season came to an end before they could race. During the off season, they discussed doing a small, eight-car, no prep, small tire, stock suspension shootout deal at the track for the next season. Tamburro explained, “I promoted this eight-car shootout just a little so we could fill all eight spots, and it pretty much evolved into what is now the Sparta Small Tire Shootout…and got a LOT bigger then what I had originally planned. What went from being an idea of a small group of buddies

WHITE STALLION Anthony Pileggi’s 1989 Ford Mustang LX coupe has a stock-blocked 302 with cam and heads and is force-fed via a Vortech YS Supercharger. Anthony also runs a meth injection system and the combination is self-tuned using a Megasquirt MS2 ECU. Backing the boosted Ford is a T-5 trans and beefed up 8.8 rearend. It has retained all emissions legal components, full interior, runs on pump gas, and is street driven. “It is because of my father that I’m into drag racing and he is the reason that I bought this car! Thanks a lot Big T! I think this type of ‘no ET’ racing brings a lot of new excitement to drag racing,” said Pileggi. “With the help of tracks like St. Thomas and events like the SSTS, it gives racers in Ontario an outlet to enjoy racing their cars in a controlled environment while still retaining a street racing format,” he added.

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A GRUDGE TO SETTLE SMALL BLOCK PONY Jay Gallant’s 1983 Mustang is powered by 347 small block Ford built by Precision Auto Machine. A Paxton Novi 2000 Renegade supercharger blows boost through a CSU blow-thru carb and the combination is backed by a C4 trans. “I’ve had the car for over 20 years and my parents bought it for me as my first car,” said Gallant. “I started racing it about 15 years ago after watching a few of my friends race at the drag strip… and that’s when I got hooked.

I’ve been a supporter of the Small Tire Shootout since day one and plan on racing their 2015 events at St. Thomas as well.” ings drawn from a hat and win lights only, so no ET or MPH are displayed on the boards. He chose St. Thomas Raceway Park (located in Sparta, Ontario) as the track, and created the event name “Sparta Small Tire Shootout” (SSTS), because of his memories and love of the smaller, racer-friendly facility that is rich with drag race atmosphere and history.

“I love St. Thomas and don’t plan on running this event at any other track. Between the atmosphere, the racing surface,

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and acquaintances racing each other in a small, minimally ruled, grudge-style shootout, to turning into something that gained attention from racers across the province, and even from the States. Now the whole concept has evolved to include two separate classes.”

Tamburro adapted to the two classes, “Street King” and “Outlaw” in order to try and group the racers in a way that keeps the heads-up racing as tight as possible. Both are eighth-mile, instant green tree with pair-

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and the fantastic and friendly staff working at all parts of the track, it was a no brainer for me to choose what I feel is the best track in Southern Ontario right now for this. I have also worked closely with St. Thomas to bring the first ‘no ET’ track days to a Canadian track with the “Grudgement Days” events. We have multiple Grudgement Days throughout the racing season, all of which can be found on the St. Thomas website and the Grudgement Days Facebook page. St. Thomas will also offer clocks off/

no time testing at ANY test-andtune, which is something I am so happy they are doing since it goes a LONG way in getting people out to grudge race and building a dedicated following of grudge cars. And for our American friends interested in the SSTS, the WAR by The SHORE event and Grudgement Days, St. Thomas Raceway Park is approximately two hours from the Port Huron, Michigan border, three hours from Detroit, and three hours from the Niagara Falls, New York border.”

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THE BOSS DRIVES A MOPAR Matthew Tamburro’s Mopar is a far cry from that 13-second street machine he started with. “It has been a pretty tough road so far,� Tamburro said of building the SSTS into a credible group that people want to race with. “And there is a lot of hard work involved in not only organizing just a couple of races, but also in trying to get racers onboard with

this totally foreign form of drag racing (grudge racing) in Canada. I do the best I can with what tools I have, and my motto has always been that I do it for the racers, since I am a racer myself. It is difficult to make everybody happy with rules and such, which is

START

&

something I struggled with for a while.

People tend to look at promoters who don’t make rules that suit them as the bad guy. I had to just come to accept that somehow, someone is always going to criticize or not like what you do, and that is something I

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www.rpm-mag.com | may 2015

97

A GRUDGE TO SETTLE

98

Dave Jackson’s grudge Fairmont is a wolf in “dad’s car” clothing!

may 2015 | RPM Magazine

ARTIC WHITE WONDER Jeff Vance won the first-ever SSTS in his nitroused 4th generation Camaro.

CITRUSY SWEET Jeff Biro has been drag racing his immaculate 69 Camaro for years, but decided to give “no ET” racing a try with the SSTS.

have become totally comfortable with now.”

With a lot of support and help from his family, close friends, and friends that he has met through running the SSTS, Matthew has continually adapted his formula for giving racers and fans a good event to the point where he attracted some pretty serious attention.

In fall of 2014 Matthew was approached by RPM Magazine to have his SSTS program be part of their new Canadian WAR In The NORTH Extreme Event to be held at St Thomas Raceway Park. “With our new-for-2015 WAR

By The SHORE

in Ohio catching on with racers, we wanted to do something similar for the Canadian market, and hopefully have it within a reasonable drive of the Ohio venue to encourage racers to compete in both,” says RPM Event Media Director Raymond Knight.

Tamburro continued, “We had two SSTS events in 2014 and I am SUPER stoked about our first race July 3-5 with RPM Magazine and PTRA at the WAR In The NORTH Event…

It is going to be an epic, heads-up racing weekend that will have something for everyone! We’ll have both SSTS classes and also encourage real call-out style grudge

racing throughout the event. So racers will set up their own grudge matches with whoever they choose- the rules are entirely up to them!

We also have a fall event on October 3rd to back the WAR event up. I am truly looking forward to the 2015 season and think it is going to be an awesome one! I try to be as positive as possible and hope that grudge racing grows in Ontario and throughout Canada.

For those that have always been interested but never given it a shot, I encourage you to give me a call or drop me an email or text. Come out and have some fun grudge racing and help keep the sport

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may 2015 | RPM Magazine

A GRUDGE TO SETTLE of drag racing alive with a new flavour here in the Great North!”

By the way, Mathew won’t tell us what his once 13-sec-

WHEELS UP This incredible ’67 Camaro belongs to Stew Froese and is powered by a 427 small block.

ond Mopar runs now, after all, he’s a grudge racer!

You can reach Matthew Tamburro by phone or text at 647 261 7632 or by email at jokersincracing@ gmail.com Rules & Payouts etc for the SSTS classes at the WAR In The NORTH can be found at: www.rpmwarinthenorth. com then just follow the CLASS RULES button to the Sparta Small Tire Shootout rules.

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$84995 www.rpm-mag.com | may 2015

101

RPM PROJECT CAR

ENGINE MOCK UP: PART 3 >>Mocking up the engine, plumbing, and exhaust in our third gen Camaro Project by

Blake Robinson

A

fter getting all of our ducks in a row with items covered in the previous article, it appeared that everything was going to fall right into place in completing the component mock up in our engine bay.

Well, let’s just say it started out looking that way.

Buddy started by fabricating some lower mounting tabs for the motor plate.

After cutting them to the proper length, holes were drilled for the mounting hardware, and the tabs were welded to the frame. Kevin then completed the final trimming of the plate for a

good, tight, proper fit.

We will be fabricating some upper mounting tabs once all of our components are installed and we actually know the final shape and size of the plate itself.

Kevin and I removed the cardboard template for the mid plate that was located between the block and transmission, transferred the template onto the actual plate, and cut it out using a plasma torch. The plate was then cleaned up using a hand held grinder and installed. Mounting tabs for our mid plate will not be fabricated until after our hot side of the turbo is completed. We still have to

determine the exit for the exhaust once all the components are installed.

With the mock up engine reinstalled, we double checked the clearance for the turbo. We are using a T-6 divided flange from Race Part Solutions as a coupler to the S400 we had custom built by Work Turbo.

Race Part Solutions was started in 2005 by racing enthusiasts just like you and me. They strive to provide innovative, new, high-quality race parts for all your plumbing needs including cooling systems, fuel systems, and turbo/ supercharger intercooling components.

Buddy started fabricating the turbo mounting bracket by welding a piece of angle iron to the top of the frame on the passenger side of the car. Kevin used the turbo flange as a template to notch and clearance a second piece of material that would be the surface for mounting the turbo itself. Once the two mounting holes were drilled, the two pieces were welded together and the turbo was bolted on. Before starting on the hot side for the turbo, we wanted to install the cooling system to eliminate any future routing issues.

Using our Baileigh Industrial RDB -050 bender, a 1 1/4” tube was bent and

installed as the foundation for our radiator support.

Two small pieces of angle iron were notched and welded to the tube to create mounting tabs for the lower portion of the radiator. We installed the radiator and decided that we’ll add a small upper support once all of our components are installed.

With the radiator installed, we were able to pinpoint the location for the remote water pump.

Although our pump is designed to accept standard fittings available at local fitting supply stores, Zeke’s Engineering has a variety of aluminum fittings available to fit most applications.

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may 2015 | RPM Magazine

1 1: Kevin used a plasma torch to cut out the transferred template on the mid plate.

2

2: With the turbo held in position, Buddy tack welded its mounting bracket to the frame. This bracket will help support the weight of our power adder.

3

3: Here you can see the bracket Kevin fabricated to mount the Zeke’s remote water pump.

The bracket was welded on completely after the test fit was double checked.

4: This is a picture of a cut -16 AN hose and a disassembled 90 degree fitting from Bonaco Performance Lines.

When it came to plumbing the rest of our cooling system, we looked no further than Bonaco Performance Lines. For over 25 years, Bonaco has been providing services and products to motorsport enthusiasts from a wide variety of backgrounds, including top fuelers, funny cars, homebuilt airplanes, roadsters, sand rails, buggies, motorcycles, and more.

4

After talking with the knowledgeable staff at Zeke’s, we were on track with everything needed for the job.

We went with a 1 1/2” slip-on hose inlet and a -12AN outlet on our pump. We first fit the slip-on hose onto the radiator and then placed it on the pump. Kevin notched a piece of angle iron to fit the tube and transferred cut lines

from the pump to the angle. He then used a cut off wheel to clearance an area for the inlet fitting and drilled two holes for mounting the pump to the bracket. We double checked the fitment and welded the bracket to the radiator cross member.

Our remote pump has now found its new home and is ready to be plumbed.

Our pump plumbing was pretty straightforward and would need to leave room in several areas for other components. We started by assembling the -12 AN hose that would travel from our pump to the Y block that would feed the two block adapters we had previously fabricated.

Below is a step by step walk through of the assembly of a hose end to the hose.

Step 1: This stuff is not cheap so measure twice and cut once.

www.rpm-mag.com | may 2015

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5

RPM TRUCK TECH To minimize wire braid flare out, wrap the marked cut area of the hose with tape (glass filament strapping tape is recommended, but I have used masking and electrical tape as well).

Step 2: Cut the hose squarely to length using a cut-off wheel or a very fine tooth hacksaw.

Step 3: Remove the tape and insert the hose into the socket until it is flush with the stop behind the socket threads. I insert the hose with a twisting-pushing motion, but you can buy a special tool that some say makes this process easier.

Step 4: Mark the position around the hose at the rear of the socket with a marker, paint, or tape. This is important!

Step 5: Lubricate the hose nipple and threads using SAE 30 or lubricating oil.

Step 6: Insert the hose nipple in the hose and start the threads while holding the hose in position with your other hand. Make sure the hose does not have any push out by observing the mark made in step 4.

Step 7: Install the socket in your aluminum vise clamps and/or complete the assembly using a wrench while continuing to hold the hose in position.

Step 8: Check the hose for any push out by observing

104

the hose position mark.

None should be evident.

Pressure check the hose if you have the capability.

Once the hose was completed and installed, we measured, cut, assembled, and installed the two -12 AN hoses that go from the Y block to the block adapters.

To finish up our cooling system, we cut down the return nipple on the radiator and Buddy welded a -16 AN fitting in its place. Kevin and I then assembled the -16 AN hose that would go from our intake manifold to the radiator. Here is where our luck began to change as we had the wrong fitting. Luckily, Buddy had a 90-degree fitting that we could use until the proper one was ordered, allowing us to install the hose and move forward with our mock-up.

The hot side was up next and this is where anything and everything that could go wrong did. Up first: the headers. I opted for a set of block-hugger headers from Sanderson Headers and as far as quality, they were amazing.

Since 1964, Sanderson Headers have been building and installing headers and complete exhaust systems for every imaginable type of car and truck. Many of their products have come from custom installations that

may 2015 | RPM Magazine

eventually became popular swaps for us gearheads, while others have been developed at the request of leading rod builders and aftermarket manufacturers.

This particular header features a large 1-7/8� primary tube diameter and a 3-inch collector for higher horsepower, high RPM, supercharged, and other high performance engines that require a larger primary tube to exit the exhaust gases. Sanderson also offers the only patented leak-free flange design that requires no gasket. Pretty trick, huh?

My intentions were to do as many have before and run these things up-swept, but our fabricated valve covers put a halt to that real quick.

We opted to just roll with the punches and run them the regular way. I began by cutting off the typical style collector flange and prepping them for the 3-inch v-bands we picked up from Race Part Solutions.

V-Band Flanges are an excellent alternative to traditional flanged or slip fit tube connections. Offering a low profile and modular connection, v-band flange assemblies work especially

7: With the radiator and pump installed, we began plumbing or cooling system.

5: A marker was used to place a line on the hose to check for push out after assembly.

6: To prevent damage, it is best to use a pair of aluminum jaws on your vise to hold the collar while assembling the hose fittings.

7

6

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RPM TRUCK TECH well under operating conditions involving stress, vibration and significant temperature fluctuations. The v-band clamp design allows for a quick release, gasket free seal as well as superior positive retention vs. other tube coupling methods.

With the headers prepped, the collars were tack-welded in place and reinstalled.

Meanwhile, Kevin was tackling the turbo flange. All of the tubes, bends, and transition cones we are using came from Columbia River Mandrel Bending.

Columbia River Mandrel Bending manufactures tube product primarily for automotive and marine applications.

Their roots are in the automotive aftermarket field, so they have geared their operation to meeting the needs

106

of other aftermarket performance companies. They have nine benders in their mandrel bending division, three water-jets in their cutting division, and have recently added a CNC machine shop with seven CNC mills and lathes.

Buddy and Kevin started by heating and bending the transition cones to fit the rectangular holes in the turbo flange. The best way to put this is like the old saying of trying to fit a square peg into a round hole, but backwards. We ordered the transition cones to reduce our 3-inch exhaust down to 2 1/4-inch right at the flange to make this task a little easier. The size of the ports on the flange are 1 3/4-inch by 2 1/2-inch and it seemed once it was all said and done it worked out great.

With the transition

may 2015 | RPM Magazine

tubes now in place the turbo was reinstalled.

However, we had another problem.

Right where the inner tube was routed, the frame had a hump that would interfere with the 3-inch exhaust.

Kevin removed the turbo and cut out this portion of the frame.

The turbo was installed again and the problem was solved, and Buddy will be welding in a flat plate to eliminate the hole later.

We were finally ready to start piecing the hot side of the turbo together and we were stoked! The bends that we are using for our hot side are all mandrel bends. The results of mandrel bending are smooth, uniform, constant-diameter bends that greatly reduce restriction and improve both the performance and efficiency of your engine.

8: With the cooling system now installed, it looks as good as it will perform. A little bit of eye candy won’t make us go any faster, but it’s a nice touch.

9

10: Buddy and Kevin used a little bit of heat and a vise to start modifying the transition tubes for the turbo flange.

10

9: The header’s modified collector with v-band attachment can be seen here. The unique header mounting flange design that is also seen here eliminates the need for any gaskets.

11

11: With the turbo mounted and cooling lines in place, our engine bay is really starting to shape up!

This leads us to our final roadblock: when ordering the mandrel bends, we wanted to use a wide radius bend to reduce restriction and keep our flow consistent, which the 6-inch radius 90 degree bend will do great. However, we forgot how much tighter the room is for the initial bend off of the headers since they are now being run

from the bottom side instead of the top. After trying two different quick fixes, we threw in the towel—that is, until our other bends arrive!

Join us next time when we button up the hot side, install the wastegate, cold air intake, and start fabrication of the turbocharger cold side.

SOURCES Bonaco, Inc. Perf. Lines www.bonacoinc.com 866.239.6442

Race part Solutions www.racepartsolutions.com 561.375.6277

Columbia River Mandrel Bending www.mandrel-bends.com 800.615.TUBE

Zeke’s Engineering www.zekesengineering.com 208.863.8503

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www.rpm-mag.com | may 2015

107

RPM PROJECT CAR

NOW WE’RE story by photos by

Toby Brooks

PART 16

ROLLIN’ >>With a trick Ride Tech front suspension installed, our 2006 Mustang project car’s rolling chassis nears completion

W

e admit it. We are a little jealous. Springtime is in the air, and with it comes the promise of a new race and show season. While many of you are tuning and shining your rides in anticipation of better weather, we eagerly await the day when we can maneuver into the cockpit of our wild 2006 Mustang Pro Streeter, hit the ignition, and just go. Unfortunately, we aren’t quite there yet.

So no, we won’t be hitting opening night at the dragstrip for test-n-tune. And no, we won’t be finished in time for the first show of the season, either.

However, we are thrilled to be able to report that after countless delays, a shop change, suspension

108

may 2015 | RPM Magazine

revisions, and all sorts of other obstacles, Donald Williams and Bobby Startcher of Virginia Rod Company (VRC) have grounded Project aPocalypSe Horse, and it is a glorious thing. Off the jig and on the ground at long last, it was a beautiful sight to see all four tires touching the shop floor. It is exciting to see progress!

As with nearly everything so far on this build, it wasn’t without its difficulties, though.

As we shared last month, we opted against our initial plan of Ride Tech adjustable air struts in favor of a modified Mustang II front suspension with Ride Tech ShockWaves. In our opinion, once again, master fabricator Bobby Starcher knocked the design right out of the park.

1

1: The Project aPocalypSe Horse is finally down on all four hooves!

The twin funny car cages, dual rail configuration with full air ride, and Mustang II IFS is neither all-out drag race nor easy street driver, but that’s just the way we wanted it. Seen here with the Billet Specialties wheels, Goodyear slicks, and Moroso DS-2 front runner tires intended for strip duty, Virginia Rod Company has made great strides and is probably just a week or two away from sending the chassis off for powdercoating.

2

2: With the S&W Race Cars control arms in place, Starcher bolted the Ride Tech ShockWave in the lower mount in order to determine how and where to fab in the upper mount.

3&4: The dual rail front stub already looked high tech and different, but Starcher decided to get even more creative with the tubing bender and snake out these swoopy upper mounts for the ShockWaves. If we wanted to, we could install static coilovers for strip duty, as it would be a simple swap and replace of the ShockWaves.

3

After Starcher got the trick S&W Race Cars MII control arms mounted up, he bolted in the custom Wilwood spindle and billet hub, then roughed in the Summit Racing Pinto rack and pinion.

With the montrous Jon

Kaase Racing Engines 529 Boss Nine in the rails, it was clear that this setup was going to not only be way lighter than our previous idea for a factory replacement Mustang air strut suspension, it would look cooler, too.

4

The next step was to fabricate the upper mounts for the ShockWaves. We scoured the interwebs for cool ideas, but in the end it was a design straight from Bobby’s brain to the Baileigh tube bender that was chosen.

www.rpm-mag.com | may2015

109

6 5 8 6: Once all trial fitment was complete, the engine was pulled out and VRC’s Donald Williams fully welded all the chassis components.

5: With the upper mount fabricated and tacked in place, Starcher checked the fit of the Ride Tech 1000 Series Shock Wave. After consulting with Ride Tech’s Rodney Mason, we opted for the longest HQ series single adjustable double convoluted model available (PN 21130101).

110

may 2015 | RPM Magazine

7: With welding of the critical components complete, the crew pulled the chassis off the jig and reinstalled the front and rear suspension components.

7

8: Out back, the S&W 4-link and fabricated 9-inch housing was suspended and mounted up with a pair of Ride Tech ShockWave 104 HQ Series single adjustable shocks (PN 21140301).

These trick pieces give us over 4 inches of travel adjustability.

RPM PROJECT CAR 9

9: With all the suspension components back in place, the crew mounted up the front wheels and tires.

Once the suspension was sorted, Starcher turned his attention to several of the countless details that all need to be addressed prior to sending the frame off to coating.

First, he fabricated a mount for the Tuff Stuff Performance Products master cylinder and tacked in the S&W Race Cars kits for the whoa and go pedals. Moving rearward, he also fabricated mounts for the dual carbon fiber NOS bottles and Optima batteries. We selected Billet Specialties mounts in satin and black to keep the Optimas in place.

Next, the crew worked on mounts for the Summit Racing chrome Pinto rack

10

10: Here, Williams positions the Summit Racing Equipment rack and pinion into position after Starcher fabricated the mounts.

www.rpm-mag.com | may2015

111

11

11: Starcher fabricated a mount for the Tuff Stuff Performance polished master cylinder in the floor under the seat.

12

12: With the master cylinder mounted, Starcher also mounted the S&W Race Cars brake and gas pedal kits.

13

RPM PROJECT CAR 13: Out back, Starcher fabricated a pair of mounts for the Billet Specialties brackets for our dual Optima Yellow Top batteries.

15

14 15: Starcher fabricated the transmission tunnel from sheet steel, then Williams went through the entire chassis and finish welded every joint and tab.

14: Sheetmetal work commenced this month, as well. First Starcher cut cardboard templates for the firewall, then duplicated the shapes in sheet steel.

and pinion. We selected an S&W billet bracket and Starcher identified an appropriate mounting point to avoid the Supercharger Store twin ProCharger drive. It is a tight fit, but it works great and the install looks clean. We have come to expect nothing less from this pair.

With the major portion of the chassis fabrication now safely

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113

RPM PROJECT CAR

16: We may have a long way to go, but we’ve sure come a long way!

behind us, we can now turn our attention to the next steps, which include mounting the body and starting to build the headers and exhaust system. In addition, we will also

16

soon begin wiring the Racepak Smartwire and full Racepak data logger systems.

Stay tuned as we keep working hard to usher in the Second Coming of Pro Street!

SOURCES Virginia Rod Company 330.928.9092

S&W Race Cars

18

www.swracecars.com 800.523.3353

Ride Tech www.ridetech.com 812.481.4787

Summit Racing www.summitracing.com 800.230.3030

17 17: We absolutely love the look of the trick air adjustable Mustang II suspension up front. Can you say LOW?

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may 2015 | RPM Magazine

Tuff Stuff Performance 18: Starcher (left) and Williams (right) turn their attention to fabricating the nitrous bottle mounts and tin work.

www.tuffstuffperformance.com 800.331.6562

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International Sales: USA 1.330.630.0230 Tech: USA 1.330.630.0240 • SCode: 1505RPC Call by 10 pm EST: In-Stock Parts Shipped That Day! Find it at Prices good through 6/1/15 • Typographical, description, or photography errors are subject to correction.

Some parts are not legal for sale or use on any pollution-controlled motor vehicles. ©2015 AUTOSALES, INC.

High volume oil pumps and pickups

• Featuring a 25% increase in volume over stock.

• Housing and cover are CNC machined and phosphate coated.

• Optional lower pressure spring included.

• Includes intermediate shaft with steel guide.

• Uses 3/4” press in screen.

with a

Get Locked & Lowered!

NEW Hurst Suspension

Hurst Level One spring kits lower the car approximately 1" improving center of gravity and better response, enabling you to unleash your car’s handling potential.

Each kit comes with a complete set of four high strength steel springs that are gold powder coated for improved durability to keep them looking great for years to come.

Ask your Parts Pro salesperson for more details

Hyper-Flex™ Polyurethane Bushings

Whether domestic or import, front, rear or 4WD, or old or new, all vehicles will achieve that level of performance that has made ENERGY SUSPENSION the most asked-for name in performance polyurethane suspension components.

Ring & Pinion Sets

OEM quality Ford's superior surface finish, hardening, and manufacturing consistency provide the strongest and quietest gears on the market!

Race Proven - Ford Racing gears are the choice of championship road racing and drag racing teams

Install Kits • Excellent upgrade for all 8.8" rear ends.

• High-torque bearing adds durability for modified vehicles

Translife® Oil Coolers Flex-a-lite® coolers have long been trusted to protect automatic transmissions, power steering and other vital components from damage caused by oil overheating.

Reducing the temperature of your transmission and engine oil with a Flex-a-lite® oil cooler will extend the life of your transmission, engine and components. Mounting kit available separately.

Outlaw® Series Exhaust Kits Featuring race-bred components that ensure minimal restriction and only slight reduction on sound over open exhaust tubing on noncatalytic converterequipped vehicles.

Ask about a system for your car

Pro Model

Snell SA-2010 Helmets

Featuring a lightweight composite shell, aluminum pivot kit with an adjustable friction lock, plus a silicone shield gasket to keep out dust and dirt. A wide eye port provides great peripheral vision and allows for the use of personal eye wear. Available with a Flat Black, Gloss Black or Gloss White composite shell.

Digital Tire Pressure Gauges

Calibrated for accuracy within 2 percent. Featuring an easy to read largediameter dial face, full swivel chuck and finger operated bleed valve for easy use.

PN 89574 0-15 psi.

PN 89575 0-60 psi.

PN 89576 0-100 psi.

Max Gear Performance Synthetic Gear Oil Engineered to provide maximum protection to heavily loaded gears while maximizing power throughout the drive train. Outperforms ordinary gear oils by combining the highest quality synthetic oils with Royal Purple’s proprietary Synerlec® additive technology.

Available in 75W-90, 75W-140, 80W-90, 85W-140 and SAE90.

8mm Spiro-Pro Series Universal Plug Wire Sets A two-layer 100% silicone inner core & outer jacket keeps the wires flexible for the life of your vehicle maintaining its vibrant color with heat protection to 600º F. Featuring 350 ohms per foot resistance which provides more fire power to the spark plugs than OEM resistor core wires.

Space Age Boot Protectors

Available in six wirematching colors.

Withstands temp's up to 1200°F. Slides over most plug boots.

High Energy™ Cam & Lifter Kits • Work well with mainly stock components (rockers, manifolds, heads, compression, converters, gears, etc.)

• Good blend of efficiency and performance • Perfect choice for performance street rebuilds

Engine Break-In Oil • 10W-30 Designed to extend the durability of internal engine components by using a special blend of extreme pressure additives no longer available in “off-the-shelf” motor oils.

Ask for details

Blaster 2 Coils Looking to upgrade your stock coil, or want to compliment the performance of your MSD Blaster Ignition? The Blaster Coil line is the right choice.

Designed for improved spark output and provides maximum voltage build-up!

APRIL 1

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Buy an

LID FROM

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