V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpmmag.com ASSOCIATE EDITOR..............................................TOBY BROOKS toby.brooks@rpmmag.com EVENT MEDIA..........................................events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpmmag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpmmag.com Photographic Contributions: TIM LEWIS, MARK goDragRacing.org, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, LOUIS FRONKIER, WILL McDOUGLE, BART CEPEK, PATRICK “RED” WILLIAMS, BLAKE FARNAM, JERRY GARRISON, NEIL ZOMBALDI, and STEVEN TAYLOR. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, TOBY BROOKS, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, GEORGE PICH, JAY MISENER.
MEET THE RPM TEAM
EDITOR-IN-CHIEF.........................................................CHRIS BIRO editor@rpmmag.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@rpmmag.com To subscribe to RPM go to www.rpmmag.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 regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.
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EDITOR’S RANT
by
Chris Biro
because...
MORE RPM IS ALWAYS BETTER
W
e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 20th
year of RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...20 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip, and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate, and above all continue to give you the best original, exclusive high-horsepower badass rides and cool real-world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies
of RPM Magazine sent to performance & racing-related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online or by simply emailing trish@ rpm-mag.com. Do it today!
COMING NEXT MONTH:
More Cool Exclusives. Exclusives............................................................
A stunning turbo ’69 Camaro, a wicked Roots-blown Chevy II, and nitrous’d grudge race Fox body Stang...plus we revisit RPM Project APocalypSe Horse!
4
THIS AND MORE IN THE NEXT RPM! march 2020 | RPM Magazine
ADVERTISER INDEX ACC Performance................... 23 Accufab Inc............................ 45 AED Competition................... 67 Aeromotive........................... 36 AFCO..................................... 10 Air Flow Research (AFR)....................... 19,56,57 AJE Racing............................. 67 Alan Johnson Performance (AJPE)............................ 33,67 Alston Race Cars.................... 61 American Racing Headers..... 56 ATI Performance Products..... 37 Auburn Gear........................ 104 Aurora Bearing...................... 64 Autoglym............................ 108 AVAK/Ridgegate Tools........... 42 Baer Brakes......................14, 36 Be Cool.................................. 84 BES Racing Engines............... 16 Bill Mitchell Products.......34, 70 Billet Specialties.................... 76 Blower Shop............................ 5 C&C MotorSports..................... 8 C&S Specialties...................... 76 Calvert Racing Suspensions... 17 Canton Racing Products........ 29 CFE Racing Products.............. 23 Chassis Engineering.........26, 70 Clearshot Customs................. 80 CNC Motorsports................... 71 Coan Engineering.................. 53 Competition Products......... 105 Crane Cams......................... 113 Crower.................................. 91 CVR Products......................... 25 DART..................................... 68 Design Engineering............... 44 Diamond Pistons................... 59 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 66 Dynomite Dynamometer...... 28 Dynotech Engineering............. 8 ECAM.................................... 80 Energy Suspension...........72, 88 Erson Cams............................ 86 FUELAB................................. 24 goDragRacing.org................. 80 Goodson Tools....................... 56 Granatelli Motorsports.......... 79 GRP Connecting Rods............ 99 Harland Sharp....................... 40 Harwood............................... 52 Hitman Hotrods.................... 57 HoleShot Wheels................... 20 Holley.................................... 77 Howards Cams...................... 11 Hughes Performance............... 7 Ian Hill Racing....................... 51 Icon Forged Pistons............... 93 Induction Solutions............. 103 Indy Cylinder Head................ 96 Innovate Motorsports............ 35 JE Pistons.............................. 82 Jesel...................................... 14 Joe Van O............................... 57 JW Racing Transmissions....... 65 Karbelt.................................. 67
Kinsler Fuel Injection........13, 63 LenTech Automatics.........30, 74 Liberty’s Gears....................... 74 Lokar Perf. Products.............. 69 Lutz Race Cars....................... 80 Magnaflow.......................... 106 MagnaFuel............................ 34 Magnuson Superchargers...... 81 MAHLE Clevite Inc................. 32 Manton Pushrods.................. 51 Mark Williams..................... 106 Meziere Precision Mfg........... 40 Mickey Thompson Tires......7, 28 Misener Motorsports............. 86 MSD Ignition......................2, 47 Neal Chance Converters.. 43,110 NGK Spark Plugs.................... 72 Nitrous Supply...................... 38 Parts Pro Perf Centers... 106,116 PBM Products........................ 12 PCR Priority......................... 109 Percy’s................................... 64 Performance Fasteners.......... 46 Perf. Plus Connection.......41, 98 Philadelphia Racing Products (PRP)...............................9, 94 Piston Racing Engines......... 107 Powermaster Performance.... 30 Precision Turbo...................... 50 ProCharger............................ 62 Profiler.................................. 63 Proform Parts...................18, 48 Pro Systems Carburetors........ 31 PRW-USA............................ 109 PTC.......................................... 9 Quick Fuel Technology........... 46 Race Part Solutions..........12, 21 Racecraft............................... 73 Racepak................................ 95 Racequip..........................49, 63 RAM Clutches........................ 78 RCD..................................... 109 Renegade Racing Fuels....... 100 RM Racing Lubricants............ 75 Ross Racing Pistons............5, 99 RPM Magazine Subscribe!.114 SG Metal Works..................... 74 Shafiroff Racing Engines.. 20,39 SM Racecars.......................... 89 Smackdown 4....................... 93 Strange Engineering............. 87 Summit Midwest Drags......... 27 Summit Racing Equip.87,98,115 T&D Machine......................... 75 TCI Automotive.................... 107 The Supercharger Store......... 75 Ti64....................................... 67 Tom’s Upholstery................... 41 Trick Flow.........................15, 89 Tuned By Shane T.................. 68 VP Racing Fuels..............22, 111 Wiseco.................................. 95 World Products..................... 58
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march2020 Often Imitated, Never Duplicated—For 21 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!
THE SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!
RIDES
French Toast...................................................... 54 This little red Corvette has international flavor—not to mention a boosted LS
to smoke the competition!
Party Barge..........................................................72 This Fairmont wagon was thrashed together in just four months for one reason alone: to have fun!
Sprocket’s Rocket..................................................... 8
It’s what you get when you combine one part unrestrained mechanical curiosity with an equal part of big block powered classic Chevy muscle
Factory Fast........................................................... 86 Why be bothered with the hassles and heartaches of building a racecar when you can run 10s in a brand new car?
Friday Night Lights............................................24 RPM
Forget the gridiron—Jesse Lambert and his dad Rodney have been chasing glory at the dragstrip
EXCLUSIVES
Shop Talk.................................................................40 The Game Changer: Pro street’s second coming is well in hand
Rat Hunter.............................................................. 98 Building a family legacy Products & Innovations...................................... 110 Neal Chance acquires a new dyno and UNOH builds a drag car
Project Update.............................................. 112 Bob Thrash keeps working his magic and wraps up our front clip
READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPMMAG.COM 6
march 2020 | RPM Magazine
STANDING ON THE GAS SINCE 1963.
Mickey Thompson was unstoppable. He was the first American to 400+MPH at Bonneville & the manager of Lions Drag Strip. At heart, Mickey was a drag racer, now his DNA lives on in the innovative winning products we build today for drag racers like you. UNCOMPROMISED CONSTRUCTION / UNDISPUTED PERFORMANCE.
www.rpmmag.com | march 2020
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story by
James Williams
8
photos by
Jerry Garrison
march 2020 | RPM Magazine
F
or as long as he can remember, Dayton, Nevada’s Hal Lockett has always been the type to take stuff apart just
to see how it worked, and he came by it honestly. A self-described motorhead pretty much from the time of birth, he’s got facts to back up his claims, too.
“At the age of 5, I actually removed the cylinder heads from my dad’s flathead V8,” he boasted. It seems Lockett’s father had to stop to go to work after just
loosening the head bolts, and by the time he returned, his tender progeny had taken it upon himself to finish the job. “This was the beginning of many expe-
riences from taking apart every clock in my parents’ house to building go karts from left-over lawnmower parts,” he recalled. While such behavior is al-
www.rpmmag.com | march 2020
9
SPROCKET’S ROCKET
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march 2020 | RPM Magazine
YORNEXT The Nevada plates provide fair warning: this Nova doesn’t play. The cool two-tone metallic silver and deep green are split by a carbon fiber graphic and a scooped cowl hood provides more room for the big block that lurks beneath. most unthinkable in today’s hyper-parented, super-protective, and video game-laden state of adolescent parenting, Lockett says his parents actually encouraged such behavior, earning the mechanically inclined youngster the nickname “Sprocket” by junior high. Over the years, Sprocket refined his
mechanical prowess on a series of cars, starting with his first, a 1949 Ford Tudor sedan. “My dad bought it for me when I was 15,” he recalled. The car was lowered and had a 301 small block Chevy with 13:1 pistons, headers, an Isky cam, and a Carter AFB carb. The previous owner had painted the
car and installed a new interior but blew up the motor street racing and decided to sell. “I was working in a 4-bay repair shop as a clean-up boy at the time and my boss was a family friend, so he graciously let me pull and rebuild the engine when I was off duty,” he said. Lockett would
www.rpmmag.com | march 2020
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SPROCKET’S ROCKET LONG BARS OF THE LAW The chrome wheelie bars hang waaaaay out the back and are mounted to a narrowed GM 12-bolt rearend. A pair of ladderbars and Afco double-adjustable coilovers ensure consistent hook-up. eventually end up buying the repair shop when he was 28, but not before having some fun and getting into a little trouble along the way. “I got my license a few days after I finished up the engine. It was the fastest car in my small high school which made my upper classmates mad,” he recalled. Lockett never lost a race in his hometown of Sunnymead, California, so he went looking for stiffer competition in Riverside and San Bernardino. “I learned a lot about street racing—including how much the cops don’t like it,” he said
12
with a laugh. “My license was revoked twice in the two years I owned the car. I went on to build several street and hot rods and went to the then many SoCal drag strips as a spectator,” he added. He also built a 500+ hp turbo Acura-powered sand car in the early ’80s and did some sand drags, but did not do any sanctioned track racing until he bought a ’67 Camaro drag car in 2017. Eventually, the drag racing bug bit hard and he decided to take a swing at campaigning a drag car regularly. That’s when the opportunity to own
march 2020 | RPM Magazine
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www.rpmmag.com | march 2020
13
SPROCKET’S ROCKET
BUILT TO FLY The massive rear wing adds top-end stability while a single drag ’chute helps slow the car after another pass. this killer 1966 Chevy II came along. The car was originally built by good friend Pat Hermanson. Initially raced in “Hot Street” with a 358 ci small block on two kits of nitrous, the motor was hurt when Lockett took possession. Being the tinkerer and me-
chanical mastermind he is, he decided to pull the small block, rebuild it, and drop it in another car while putting a 584 ci Rat motor in the Nova. A blueprinted Dart block was filled with a Manley crank and rods, JE pistons, and a COMP solid roller cam with
THE
Isky lifters. Sniper X aluminum heads work in conjunction with a Dart aluminum intake and a massive 1350 Dominator carb—no power adder required. A GM TH 400 automatic trans with a Reid case, 1.80 first gear, and 5,500 rpm stall converter backs the powerplant. To prep the car for
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march 2020 | RPM Magazine
the big block, Lockett took it to Mark Cain who updated the chassis and rewired the car with help of another friend—referred to only as “Slappy.” Cain also fabricated new headers and stainless exhaust with polished Borla mufflers and essentially “undid” many of the modifications that had been done to
www.rpmmag.com | march 2020
15
SPROCKET’S ROCKET
HAL LOCKETT’S 1966 CHEVY NOVA DRAG CAR Chassis Type & Mods: Full chromoly chassis and cage by Pat Hermanson and Steve Erickson. Suspension & Brakes: FRONT: Strange Engineering heavy duty struts. Strange disc brakes. REAR: Art Morrison backhalf ladder bar kit with Afco doubleadjustable coil over shocks. Strange disc brakes. Body & Paint: All body panels including roof, doors, fenders, and quarter panels replaced with factory-new OEM components by Robin Sorger. Paint by Pat Hermanson. Engine: Steve Schmidt 584 ci big block Chevy. Blueprinted Dart iron block. Manley crank and rods with JE pistons. COMP solid roller cam with Isky lifters. Sniper X aluminum heads. Schmidt custom fabricated oil pan. Induction & Fuel Delivery: Naturally aspirated with Dart aluminum intake and Holley 1350 Dominator carb. Power Adder: None. Electronics & Ignition: MSD 7531 box, Racepak Sportsman data logger, Speedwire Systems power box and switches. Exhaust: Custom polished stainless collector headers with 4-inch exhaust and polished Borla mufflers. Transmission & Driveline: Reid aluminum case Turbo 400 automatic transmission with 1.80 planetary gear set and 5,500 rpm stall converter. Differential: Narrowed GM 12-bolt posi with Strange axles and Strange aluminum rear cover. Tires & Wheels: FRONT: 15x3.5-inch Weld Racing Alumastar wheels with 26x4.515 Mickey Thompson ET Front tires. REAR: 15x12-inch Weld Racing Draglite wheels with 29.5x10.5-15 Mickey Thompson ET Street Radial Pro tires. Performance (quarter-mile): 8.413 @ 158.06 mph.
the car before that had made it lightweight but not necessarily legal for the West Coast NA 10.5 class Lockett planned to run. This included replacing the Lexan with real glass and frames, reinstalling all factory trim and steel bumpers, and replacing all factory lights and signals. The end result is a legit all-steel car capable of blasting 8.40s run after run. Nearly every steel panel on the car has been replaced, including
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march 2020 | RPM Magazine
the roof, quarters, fenders, and doors. Bodyman Robin Sorger used OEM steel pieces before spray wizard Pat Hermanson laid down a sleek silver basecoat. The carbon fiber look stripe and green metallic two-tone were added later but add style and unmistakable class. Chassis and suspension mods on the little Chevy consist of a full chromoly skeleton by Hermanson and fellow fabricator Steve Erickson, including a full cage and an Art Morrison backhalf with ladder
bars. A narrowed 12-bolt GM posi has been fit with Strange 35-spline axles, 4.56 gears, and disc brakes before being mounted via Afco double-adjustable shocks. Up front, Strange struts smooth the bumps and a quartet of Strange disc brakes adeptly manage the stopping duties. Inside, the car features a well-executed interior with a nice mix of carpet and cleanly fabricated polished aluminum tinwork that wraps its way all the way back to the sano trunk. A pair of fabricated
SHOW CAR NICE The Nova boasts a full chromoly cage and chassis by Pat Hermanson and Steve Erickson. Although it is not a show car, per se, it isn’t because it couldn’t be. Hal would just rather run ‘em than show ‘em!
www.rpmmag.com | march 2020
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march 2020 | RPM Magazine
SPROCKET’S ROCKET BIG BLOCK BULLY A 584-cube Steve Schmidt Rat motor is capable of propelling the nealry all steel Chevy deep into the 8s with no boost or bottle. racing buckets are draped with 3-inch harnesses, while a quick-release Grant GT wheel and a quartet of analog gauges highlight the mostly factory dash. Meanwhile, the blindingly bright trunk is home to a fabricated aluminum fuel cell, an electric fuel pump, and an XS Power battery in a billet mount. “Towards the end of the build, my good friend Mark Cain battled ALS and it took its toll on him,” Lockett recalled. “This was the last
www.rpmmag.com | march 2020
19
car he helped build before he passed away,” he added somberly. As heartbreaking as the loss was, Lockett has forged ahead. “I’m still pursuing my first Wally and having a blast along the way. I do all maintenance and updates
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march 2020 | RPM Magazine
SPROCKET’S ROCKET
NICE & NEAT No raggedy race car cockpit here! Lockett’s Nova features plenty of polished aluminum, grey cloth, and body color finished fab work. A collection of analog gauges, a quick-release wheel, and a billet shifter round out the aftermarket components.
www.rpmmag.com | march 2020
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SPROCKET’S ROCKET LEFT to RIGHT: Neal Osborn, a great friend/crew chief; Ben Lockett, my son/crew; Hal Lockett owner/driver; Janet Lockett, my best friend and supportive wife of 50 years; David Lockett son/crew. Not shown is Mark Jarrell another great friend and crew member on the car.
READY FOR THE
CERTIFIED. FRESH. The Mustang’s cockpit features a lightweight chromoly skeleton and lots of carbon fiber panels and bar protectors. A Racepak digital dash is the lone addition to the fiberglass replacement dashboard that lives behind the quick release Strange steering wheel.
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march 2020 | RPM Magazine
on the car and I have the help of my three sons and some great friends as crew,” he said. To date, the Chevy has gone a best of 8.413 @ 158.06 mph in its current trim and Lockett says it has been a blast to
drive. “I’m very blessed to be able to have this much fun at this stage of life. I turned 70 last December,” he added with a wry smile. So if you happen to be running in the vicinity of a clean two-tone Chevy
II and you hear it roar to life, don’t be alarmed. It very well might be Sprocket who has just finished taking apart his latest toy to figure out how to make it work a bit better and run a bit faster!
www.rpmmag.com | march 2020
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march 2020 | RPM Magazine
W story by
Toby Brooks
photos by
Jeff Kline
hen asked about the most memorable experience he’s ever had with his show car-gorgeous and wickedly quick 2004 Mustang, Warrenton, Virginia’s Jesse Lam-
bert is quick to shift the focus. “It’s not about the car specifically. It’s about sharing a passion and spending time with my dad,” he said. Drag racing is something the duo has shared since the
younger Lambert was just 6 years old. “Lambert Racing is comprised of myself, Jesse Lambert, and my dad, Rodney Lambert. Combined, we have been competitively drag racing since the 1980s,” he said. Rodney has multiple local
cvrproducts.com For more information visit
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www.rpmmag.com | march 2020
25
FRIDAY NIGHT...
MORE THAN A PRETTY FACE
and national series Top 5 finishing seasons topped by a season championship in 2005 in NSCA Super Street. Meanwhile, Jesse has multiple Top 5 finishing seasons in the Outlaw Drag Radial classes at Maryland International Raceway and Cecil County Raceway.
“I was going to our hometown track, Old Dominion Speedway, on Friday nights to bracket race. That would eventually evolved into weekends with my dad and uncle racing NMCA and NSCA events around the country—which eventually led to my dad and me racing together
again, but only now with me driving,” he recalled. “As a team, together we have been competitively heads-up drag racing since 2004 when we started fielding a stock suspension 1986 Ford Mustang Outlaw Drag Radial car with me driving and dad calling the shots.
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march 2020 | RPM Magazine
With a slick deep red paint job, machined and black anodized wheels, a low-slung stance, and a pair of turbos peeking behind the factory grille opening, Lambert’s Mustang certainly looks fast. But with nearly 4,000 horses on tap, it backs it up!
www.rpmmag.com | march 2020
27
We raced ODR through the end of the 2015 season, winning multiple races and setting records along the way,� he added. However, like many race teams, over time things tend to get stale. Eventually, the decision was made to sell the ODR car and purchase a new-to-them Outlaw 10.5 car in the form of a 2004 Mustang at the end of the 2015 racing season. The goal was to compete in local Outlaw 10.5 events and the Outlaw 10.5 National Championship Series. A previous owner had handled a fair amount of the heavy lifting on the build, helping the Lamberts to put it together in fairly quick fashion. Skinny Kid Race Cars had taken care of the initial back half, hanging a fabricated custom 9-inch housing from a custom 4-link after stuffing it with a
ONE PIECE The aftermarket composite Sunoco-style hood has been permanently affixed to the removable quick-release front clip. Factory composite headlamps remain just outboard of the custom twin turbo inlets and a carbon fiber center splitter rounds out the mods.
RULE THE
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march 2020 | RPM Magazine
STRIP
...LIGHTS
www.rpmmag.com | march 2020
29
FRIDAY NIGHT...
full floater and beefy Strange axles. HFR Fabrication handled a few necessary updates. Lambert added the PRS coilovers along with Strange disc brakes. Up front, the factory strut towers remained and a pair of PRS struts and spindles were employed in the factory mounting configuration. Strange binders slow the roll. Although the setup was good for the 2015/2016 rules,
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march 2020 | RPM Magazine
EXTREME DUTY A driveline that can handle nearly 4,000 horses has to be plenty stout. A Skinny Kid fabbed housing stuffed with parts from Strange is up to the task. Shocks are by PRS.
www.rpmmag.com | march 2020
31
...LIGHTS
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Clevite® engine bearings have a precision wall tolerance of +/- .00015“ with strong, extra thin overlays to withstand high loading
SCARY SIGHT Twin turbos, twin ’chutes, and a pair of big beadlocked hoops out back should be enough to put potential challengers on notice: this Ford is for real! So far, Lambert has blasted a best of 3.875 @ 205.94 mph and is confident that there’s more to be had. Lambert says if he had it to do over, the front suspension would be replaced. “Due to rule changes over the last couple years, the chassis rules have been modified allowing you to remove the strut towers, front frame rails, etc. Although some
modifications come with a weight penalty, building a new car to these new chassis rules would allow the car to be more maintenance friendly as well as a better performing car on the track,” he said. Paint and body on the car is clean, light,
and gorgeous. Many factory steel panels have been replaced with lightweight fiberglass replacement parts, including a one-piece front clip with a Sunoco-style hood as well as lightweight doors. Similarly, custom Lexan has
been installed to replace the heavier factory glass. A long pro stock-style fabricated rear wing is necessary for top end stability—not to mention it looks cool. Speaking of cool, that mile-deep candy-look red paint was adeptly applied
www.rpmmag.com | march 2020
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FRIDAY NIGHT...
JESSE LAMBERT’S 2004 DRAG RADIAL FORD MUSTANG Chassis Type & Mods: Backhalf originally by Skinny Kid Racecars with updates by HFR Fabrication.. Suspension & Brakes: FRONT: Factory strut tower location with PRS struts. Strange disc brakes. REAR: Custom 4-link rear with PRS coilover shocks. Strange disc brakes. Body & Paint: Custom Frenched dual turbo inlets in fiberglass fascia and Sunoco-style hood on removable on-piece clip. Fiberglass doors and Lexan windows throughout. Custom fabricated pro stock-style deck wing. Basecoat/ clearcoat deep red paint by Rhoades Custom Auto. Engine: 540 ci big block Chevy by Joe Newsham/J&E Automotive & Performance. Top secret internals with Alan Jonson Performance Engineering (AJPE) billet heads with conventional valve angle. 3938 hp/3176 ft/lb. on Fueltech hub dyno. Induction & Fuel Delivery: Visner Engine Development billet aluminum intake manifold with Big Oval Visner billet throttle body. FuelTech FT600 EFI with Billet Atomizer 700 lb./hr injectors. Waterman Lil’ Bertha mechanical fuel pump. Power Adders: Twin Precision Turbo XPR 94 mm turbochargers with Precision Turbo blow-off valves. . Electronics & Ignition: FuelTech FT Spark 8 ignition system. Transmission & Driveline: Bruno/Lenco 2-speed transmission with ProTorque stall converter. Differential: Skinny Kid Race Cars fabricated 9-inch Ford housing. Full floater with 40-spline Strange axles. Undisclosed gear ratio. Tires & Wheels: FRONT: 15x3.5-inch Weld Racing spindle-mount V-Series wheels with 26x4.5-15 Mickey Thompson ET Front tires. REAR: 15x14-inch double beadlocked Sander Engineering 750 Series wheels with P315/60-15 Mickey Thompson ET Street Radial Pro tires. Performance (eighth-mile): 3.875 @ 205.94 mph. Special Thanks: Cutaway Creations, NLR Systems AMS-2000, Billet Atomizer Racing Injectors, VP Racing Fuels, HFR Fabrication, Precision Turbo, Davis Technologies, Competitive Wiring, FireCore50 Ignition Wires, and J&E Automotive and Performance.
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march 2020 | RPM Magazine
by Rhodes Custom Auto to every inch of the car including the show car-worthy engine bay. More about that in a sec. Tires and wheels for the
fleet-footed Ford consist of menacing black anodized wheels and Mickey Thompson tires. Up front, 15x3.5 spindle-mount V-Series hoops are shod with
MT ET Front skins, while out back, 15x14 double beadlocked 750Series wheels are mounted with 315/60-15 ET Street Pro radials.
As cool as the rest of the car is, the real news lives beneath the quick-release front clip, where a 540 ci big block Chevy now rsides. Details
SERIOUS POWER The 540 ci BBC was built by Joe Newsham and features AJPE billet heads and a Visner Engine Development billet intake.
www.rpmmag.com | march 2020
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...LIGHTS
BEWSTED A pair of ginormous XPR 94 mm Precision Turbos throw plenty of compressed atmosphere at the stout big block. The ballistic safety wraps protect against mayhem.
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march 2020 | RPM Magazine
on the Rat are sparse and pretty much limited to what you can see. Joe Newsham of J&E Automotive and Performance put the mighty mill together, and although the internals are undisclosed, a pair of Alan Johnson Performance Engineering (AJPE) billet heads work with an equally impressive Visner Engine Development billet intake with matching VED Big Oval throttle body.
A FuelTechFT600 EFI system commands an octet of 700 lb/hr injectors and a Waterman Lil’ Bertha mechanical pump keeps the whole thirsty system pressurized. An FT Spark 8 system handles the ignition duties, while a pair of custom headers throw the spent gases fore to spin a pair of massive Precision Turbo XPR 94mm turbos with PT wastegates and blowoff valves. Power is sent
www.rpmmag.com | march 2020
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Nitrous Power Buy Factory Direct! Nitrous Supply, the company headed by Mike Thermos (founder of NOS) is a primary resource of components used by many popular brands. The company now offers compete nitrous oxide kits for racing and street applications.
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Right e h T t a t Parts ts Who h g i R e h xper Get T E e h T t! om Price Fr trous Oxide Bes ow Ni2020 | RPM Magazine n K march 38
Jets
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Everything you need to build a new system, or refurbish an existing NOS, N/X, Zex, Edelbrock or other nitrous kit is available from Nitrous Supply. This includes lines, fittings, distribution blocks, jets, solenoids and other parts that will enable you to increase power.
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The NS tech team includes Mike Thermos, the nitrous pioneer who founded NOS over 40 years ago and “Pro Mod Wad” Haman, who has been working with the world’s quickest nitrous racers for over 30 years. Nobody has more experience in nitrous than the NS team!
FINE INSIDE The race-ready interior features a fiberglass dash with a Racepak display and a FuelTech digital controller.
FRIDAY NIGHT
rearward through a Bruno/Lenco 2-speed transmission with a Pro Torque converter. The Chevy powerplant produced a jaw dropping 3,938 horses and 3,176 ft/ lbs of torque at the rear wheels on the FuelTech chassis dyno and has propelled the Mustang to a best pass to date of 3.875 @ 205.94 mph en route to victory recently at the PDRA World Finals at Virginia Motorsports Park. “Drag racing has kept my dad and I
very close through the years and that is something that is priceless,” Lambert said. And while in some parts of the world, it’s the Friday night lights on the football field that brings families and communities together, for the Lamberts, those lights just happen to be on the racetrack. And judging by the performance of their wicked-quick Mustang, more often than not those are WIN lights!
www.rpmmag.com | march 2020
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SHOP TALK
THEGAME
W
JT
story and photos by
arning, this month’s Shop Talk is going to take us down a highly opinionated and philosophical journey on
CHANGER
the future of pro street cars. It is hard to argue that the gearheads of my generation got turned onto the Pro Street movement by Rick Dobbertin’s blue Nova and Rod Saboury’s
’69 Camaro. They were a huge hit in the ’80s and were a staple at all of the major shows. To describe this movement in a nutshell, a backhalved and tubbed trunk made room for a
massive set of steamroller tires. A trunk-mounted fuel cell, roll cage, and lastly a behemoth engine that was most likely protruding from the hood just like the drag cars they were styled after were all typical fare.
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The paint of the era usually consisted of a three or four multi-colored graphic (once again mimicking the race car roots) and the interior was either stock or was as race car as possible with aluminum panels
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march 2020 | RPM Magazine
1
2 1. Jef Fern’s 1970 Camaro is, in my opinion, a game changer for years to come. There is no doubt this car scored a touchdown in my books. 2. If the huge Mickey Thompsons don’t provoke some sense of testosterone-induced gearhead rash, then maybe you should drive a Prius.
www.rpmmag.com | march 2020
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刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀
SHOP TALK
䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀 䄀嘀䄀䬀 䴀愀砀䐀甀琀礀 䘀氀攀砀 吀漀漀氀 䬀椀琀 ∠ ㌀ⴀ椀渀ⴀ㨀 刀椀瘀攀琀Ⰰ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 ∠ 䘀氀攀砀椀戀氀攀 栀愀渀搀氀攀猀 昀漀爀 攀愀猀礀 猀琀漀爀愀最攀 眀椀琀栀漀甀琀 氀漀漀猀椀渀最 愀渀礀 氀攀瘀攀爀愀最攀⸀ ∠ 唀渀椀焀甀攀 儀甀椀挀欀匀眀椀琀挀栀 昀攀愀琀甀爀攀 昀漀爀 爀愀瀀椀搀 昀甀渀挀琀椀漀渀愀氀 挀栀愀渀最攀 ∠ 䠀攀愀瘀礀 搀甀琀礀 猀甀瀀瀀漀爀琀椀渀最 猀琀愀椀渀氀攀猀猀 昀愀猀 昀愀猀琀攀渀攀爀猀 愀渀搀 猀琀爀甀挀琀甀爀愀氀 昀愀猀琀攀渀攀爀猀
刀椀瘀攀琀 ⼀㐀ᴠ ⠀㘀⸀㐀洀洀⤀ 刀椀瘀攀琀 一甀琀 ⼀㈀ᴠ ⼀ 䴀㈀ 刀椀瘀攀琀 匀琀甀搀 㔀⼀㘀ᴠ ⼀ 䴀㠀
刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀
䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀 䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀 昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀ 一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀
刀嘀䐀ⴀ 㨀 唀瀀 琀漀 ⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀 爀椀瘀攀琀 渀甀琀猀
刀一䐀ⴀ
刀嘀䐀ⴀ
圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀
42
刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀
march 2020 | RPM Magazine
and every gauge under the sun. That formula stood true for most every pro street car until the style was declared “dead” by a not-so clairvoyant car publication. The only significant changes to the pro street movement during this time were the actual types of cars used. Builders dared to deviate from the classic ’60s muscle cars. New cars, imports, and even pickup trucks were all molded into pro street monsters before its so-called demise. Like I mentioned in my opening paragraph,
4
this will become highly opinionated and philosophical. So let’s get to it! In my humble opinion, I have adopted my own Theory Of Pro Street Evolution as the source for this. In the ’80s, I was still in high school. Sure –I wanted to build a pro street monster but had very little money. I made my first car as pro-streetable as possible but it never came close to Dobbertin’s Nova or Saboury’s Camaro. I believe most everyone my age that was into pro street shared that exact same dilemma. After high school we all either went to college,
3
3. Most every modern pro street or Outlaw car today has the exhaust coming out of the side. But have you ever seen one this clean and detailed?
4. & 5. The rear bodylines on this work of art truly show the intense amount of body work and re-engineering that went into the build.
5
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SHOP TALK
6. The custom made steel hood completely hides the beast that lurks beneath it.
6 joined the military, or jumped right into the workforce. Whatever path you chose, there was absolutely no money or time left over to build a pro street car. That is my philosophy on why pro street faded. Now read very closely—
faded and DEAD are two totally different beliefs. I wasn’t able to build my dream pro street car until my late ’40s. The spark never died. It just took a back seat to life and raising a family. Words cannot explain
THE ORIGINAL
the jubilant feeling I had that year attending every major show with my Camaro. At each event, I was taken back to the ’80s, reliving my high school days. It was really cool to see how many classic pro street cars were in attendance.
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march 2020 | RPM Magazine
www.rpmmag.com | march 2020
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SHOP TALK 7
8
7. & 8. It is incredible how the tin work in the engine bay actually looks like it has been covered in a matching colored leather just like the interior. It is hard to believe it is painted!
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It’s also important to add that most every one of them was owned by a gearhead my age, give or take a few years. You see, my theory is based on data and not just opinion. I was actually happy that
march 2020 | RPM Magazine
things, aside from technology of course, had not changed much in the 30 years it took me to build my car. That was the look and the type of build that I fell in love with in my teens. It’s only fair that I got to enjoy
it. That all came to a parachute pulling, negative g-force stop at a show I attended at Maple Grove Raceway. As luck would have it, I was parked directly next to the most stunning, gorgeous, innovative,
and impressive 1970 Camaro I have ever seen. When I powered my car down and climbed my way out of my roll cage, I actually saw rays of light coming down from heaven shining on this car. If I recall, I even heard angelic music emanating from its custom-made body (maybe it was the turbos whining), but nonetheless, still angelic. It was extremely hard trying to be as cool as possible and keep myself together while drooling over this thing of beauty. So I did the typical guy thing: when I saw the owner I gave him a head nod with a very nonchalant “nice car.” He said the same to me and that’s how it went for the rest of
the day. I knew I had witnessed the second coming of pro street but was too overwhelmed to make any sense of it at the time. He went on to win Best Pro-Engineered and I won Best Pro Street. We both went on our merry way home. That is until the next few shows I attended. With each passing show, I spent more time looking and asking questions. At one point I even asked him if I could sit in it. He replied with a happy, “absolutely—as long as I can sit in yours.” Over the next few years, we crossed paths numerous times with our cars and with each visit I noticed something different
about his car that kept setting it apart from the rest. This car was stretched, smoothed, re-shaped, re-engineered, and had an interior that looked like Bentley made a race car. I became more than just a fan. If this car was the second coming of pro street, I was a disciple! I didn’t get to fully appreciate the true magnitude of this build until I held our Inaugural Pro Street Palooza at South Mountain Raceway. Jef Fern graced our show with his stunning Camaro that was actually first featured in RPM Magazine’s January 2016 issue. While judging his car (and everyone else’s), I had the opportunity to look at every inch
Matt Trombley photos
www.rpmmag.com | march 2020
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SHOP TALK 9
of it—every subtle nuance, every innovative idea, and every attention to detail. This car truly is a game changer. It has and will continue to inspire a new generation of pro streeters for years to come. Oh wait! Did I mention that he is not done with it yet? As with all of us and our cars, bigger, better, badder, faster, lighter and safer are included in our list of future
9. & 10. Yes that’s a custom-made stainless steel cup holder. What, your twin turbo’d Camaro doesn’t have one?
10
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march 2020 | RPM Magazine
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www.rpmmag.com | march 2020
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march 2020 | RPM Magazine
SHOP TALK
11. & 12. If Bentley ever made a race car interior, it would probably look like this.
upgrades. The only difference with Jef is that he wants all of that plus, silky, smooth, classy, elegant, refined,
and unique added to the mix. Jef’s Camaro went on to win a few categories at Pro Street Palooza. His
11
car without a doubt set the standard for how to bring the best, most muscular and testosterone-driven
things from pro street and merge them with the class and elegance of a high end luxury supercar.
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SHOP TALK
13. A suede covered sliding door covers a uniquely modern electronic control panel.
13
14. The matching trunk is crazy clean, too.
14
Whether you’re a hardcore big tire enthusiast from the ’80s and ’90s or following the 2.0 movement of today, it’s hard to argue with the
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march 2020 | RPM Magazine
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www.rpmmag.com | march2020
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story by
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march 2020 | RPM Magazine
James Williams
photos by
Matt Woods
www.rpmmag.com | march 2020
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FRENCH TOAST ’GLASS SLIPPER C3 Corvettes certainly helped establish the iconic Chevy two-seater as “America’s Sportscar,” but for whatever reason they aren’t common in full drag strip trim. Sylvain Nowak’s 1970 model is a picture perfect example of one ready for track action.
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march 2020 | RPM Magazine
W
hen you are out in your shop wrenching on your car, it isn’t uncommon to feel all alone. For some, that’s part of the appeal— just man or woman in his or her element trying to make a pile of steel, rubber, and glass better, faster, or cooler. When
your knuckles are bloodied, your 10mm socket is AWOL, and your throat is sore from screaming various obscenities in the direction of the source of your agony, it’s only natural to feel like you may be the only person on earth dealing with such problems. But that’s the other side of the car culture coin
that makes it so cool: you aren’t. There’s a shared satisfaction to be had in knowing that you’ve got brethren and sisteren the world over who know that same joy and heartache that only comes from time spent wrenching. For example, somewhere on the other side of the globe, Frenchman Sylvain Nowak is probably doing
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www.airflowresearch.com www.rpmmag.com | march2020
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SYLVAIN NOWAK’S 1970 CHEVY CORVETTE DRAG CAR Chassis Type & Mods: Homebuilt chromoly tube chassis built to SFI 25.3 spec (6.50).
Suspension & Brakes: FRONT: Collier Technology Corvette C4 front suspension with forged aluminum control arms and Aldan coil over shocks. Pinto rack & pinion. Strange disc brakes. REAR: Custom chromoly four-link plate and tube with Aurora rod bearings and custom wishbone locator. Strange double-adjustable shocks and disc brakes. Body & Paint: Stock body coupe with T-tops and factory chrome bumpers. Factory glass. Carbon fiber hood. Basecoat/clearcoat GM Victory Red paint. Engine: GM iron block LQ9 LS engine. ARP studs, Kateck billet main caps with pin dowel. Durabond-coated babbit cam bearings, Clevite-coated main and rod bearings. Callies Dragonslayer crank with billet reluctor wheel. Oliver billet rods and Wiseco pistons. COMP Cams roller cam with Morel hydraulic roller lifters. COMP 5/16-inch chromoly pushrods with stock rockers and COMP trunnion support. Trickflow LS3 255cc cylinder heads with 2.165/1.6 stainless valves. Induction & Fuel Delivery: Sheetmetal intake (ported & polished) with 92 mm throttle body and 120-pound injectors. Magnafuel pump and regulator. Air-to-water intercooler with 4-gallon tank and Rule 1,500 gph pump. Power Adder: ProCharger F1R with custom volute, 8mm cog drive, and custom-built billet mount. Tial blow-off valve. Electronics & ignition: Stock LS1 ECM with HP Tuner tune. Modified OEM harness with GM 3 bar MAP. Transmission & Driveline: TH400 trans assembled by owner with ATI Supercase, Coan billet valve body, and ATI direct drum input and center shaft. Coan torque converter with billet stator and Hughes aluminum deep pan. Differential: Alston Fab 9 chromoly housing. Strange HD Pro aluminum third member with 4.11 Pro gears and Strange lightweight gun-drilled 40-spline axles. Strange 3-inch billet housing ends and billet yoke. Tires & Wheels: FRONT: 15x3.5-inch Sander Engineering 750 Series wheels with 25x4.5-15 Mickey Thompson ET Front tires. REAR: 15x15-inch Sander Engineering 750 Series wheels with 32x14.5-15 Hoosier Quick Time Pro tires. Performance (quarter-mile): 7.94 @ 168 mph.
SPECIAL THANKS: “Many people participated in the construction who are friends and family. My father, Beranger and friend Yanick for mechanical work, Didier for composites, Guillaume, and many others. Thank you all for your patience and support—especially my wife Pauline and my daughter Agathe.”
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much the same in his garage while working on his 1970 Chevy Corvette drag car. Comforting somehow, isn’t it? Just 32 years of age, Nowak lives in eastern France and has been consumed by car culture since the age of 8 when he started watching and learning from his father and grandfather. “When I was 10, I often went to the garage of the village. I remember one day there was an ’82 Corvette in the shop for
repairs and I thought to myself that I would have one of my own someday when I grew up,” he recalled. A Corvette, however, is not something you can find at the local used car dealer anywhere near Nowak’s neck of the woods. They grow up quickly in France, because just six years later, a 16 yearold Nowak purchased a ’77 Corvette that would be the first of several. “I restored it and put a big block in it, then a bit later I bought a C5.
FRENCH TOAST TRACK STAR As evidenced by the Santa Pod scoreboard shot, Nowak has piloted the Corvette to a quickest pass of 7.94 and a top speed of 168 mph.
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FRENCH TOAST
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I told myself I would take an older Vette and update it with all the mechanics of a C5,” he said. However, those plans changed in 2008 when he found this ’70 on eBay for $2500. The car was in Illinois and had
been wrecked, but seemed the perfect starting point for Nowak’s revised vision: an older body style Corvette with newer technology in, under, and throughout the build. A trip to the French drag racing championship
at the age of 14 had set the hook for the love of speed, and while Nowak’s initial build of the ’82 was a street driver, he had decided to get more radical with the ’70. A full-on strip build was afoot. A Collier
GET ON UP The big Hoosier rear meats roll out back on Sander Engineering wheels, and the shorty fabricated 9-inch housing and massive tubs ensure there’s plenty of room. The long chromoly wheelie bars help keep the Chevy hooked on its typical high-horsepower launches—not to mention they look darn cool, too.
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FRENCH TOAST Technologies chassis was sourced in Canada and used as the starting point for an owner-built SFI 25.3-spec chromoly cage. Up front, the Collier C4 Corvette front suspension with forged aluminum control arms was retained and fortified with Aldan coilovers. A Pinto rack and pinion handles the steering chores, while Strange disc brakes make stopping a breeze. Out back,
NOT AMATEUR CHARGED
a shortened Alston Fab 9 housing was filled with a Strange HD aluminum center section with 4.11 gears and 40-spline gundrilled axles before it was hung in place via a custom chromoly 4-link setup with Strange double-adjustable coilovers. Under the hood, Nowak installed a potent supercharged nextgen LS engine. Starting with an LQ9 iron block, he filled it with a bulletproof ro-
tating assembly consisting of a Callies Dragonslayer crank, Oliver billet rods, and Wiseco pistons. A custom-ground COMP roller cam was selected and paired with Morel roller lifters. COMP chromoly pushrods convey the valvetrain signals upward to the Trickflow LS3 255cc cylinder heads that have been torqued in place using ARP studs. Induction consists of a
The LQ9 LS powerplant runs a Callies crank with Oliver rods and Wiseco pistons to keep up with the ProCharger’s boost. A cabin-mounted air-to-water intercooler keeps the intake charge temps down for max power.
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march 2020 | RPM Magazine
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ProCharger F1R centrifugal blower mounted on a custom billet cog drive that sends the pressurized atmosphere into the cockpit where it is chilled by an air-to-water intercooler then back into the engine bay where a 92mm throttle body waits on the back side of a ported and polished sheetmetal intake. A Magnafuel pump and regulator keep the pressure on the 120-pound injectors, while a modified LS1 ECM commands the fuel injection system.
Exhaust duties are managed by a pair of ceramic coated headers that dump behind the front tires, while an owner-built GM TH 400 automatic transmission sends the power rearward. After initially debuting the car for the 2010 season, a series of driveline breakages (two differentials and a transmission) led to the current setup. An ATI Supercase has been stuffed with a Coan billet valve body and a variety of other ATI internals, while a
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FRENCH TOAST
Fabrication on the Vette reveals a real attention to detail. All mounts and weldments show engineering and a high level of craftsmanship. Case in point: check out the sano (and tight fit) radiator and cockpitmounted intercooler box.
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FRENCH TOAST
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A huge fan of the C3 body from the moment he laid eyes on one, Nowak wanted to retain as much of the original look as possible while building a neck-snapping race car. Factoy trim and pieces were retained throughout. Coan stall converter with billet stator ensures consistent neck-snapping launches. Enraptured by the swoopy, seductive lines of the C3 Vette since childhood, Nowak didn’t stray from factory when it came time for paint and body. The T-top shell retains all factory trim and even the chrome bumpers and glass with only an aftermarket carbon fiber hood to lighten things up a bit. The GM factory red hue is befitting and the basecoat/ clearcoat application looks
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FRENCH TOAST
REDEFINING PERFORMANCE
SHP LS NEXT PRO • Superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” up to 4.185” • Factory oil filter provision • Priority main oiling • 4-bolt Steel main caps with upgraded ARP main studs • 6-bolts per cylinder capability • 8 counterweight machining
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ONE SEAT TWO SEATER
A clean cockpit features a cleanly built double framerail cage and lots of carbon fiber. Like the rest of the build, Nowak has been intentional about retaining original pieces like the factory door panels, stereo, and steering wheel for a nice contrast to the high-tech components.
great from every angle. The two-seated Corvette shell doesn’t leave much room inside to begin with, so when you toss in things like a roll cage, intercooler, and a variety of other go-fast goodies, the cockpit of the Chevy fills up quickly. However, that doesn’t mean it can’t still be cool. A variety of factory pieces including the black wrapped dash and door panels combine with a lightweight racing bucket, a billet Precision Performance shifter, safety gear from G-Force and RJS, and lots of cool carbon fiber pieces for a purpose-built but still noteworthy interior. Perhaps the coolest touch is the quick-release factory Corvette steering wheel, a fitting mashup of race function and classic form. “The most important part for
me was to keep the original design of the car at the forefront,” Nowak said. “I wanted to keep the spirit of its creator, and sometimes that was difficult to seamlessly integrate the drag race parts with the factory pieces,” he added. Nowak handled most of the work himself or shoulder-to-shoulder with friends. “I like mechanics in general, and along the way I was able to learn welding, milling, working with composites, and other techniques,” he recounted. “Although I probably put thousands of hours and dollars into the car, I can honestly say I never counted,” he said with a laugh. Nowak acknowledges that the car has been a labor of steady improvement over the years, eventually capturing a French ATD Championship in
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FRENCH TOAST
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march 2020 | RPM Magazine
Sylvain Nowak and his 1970 Corvette.
2012. Most recently, he set a personal best of 7.94 @ 168 mph at our photo shoot at Santa Pod and has aspirations for more. “If an American engine builder would be willing to lend me
a motor capable of 6s, I would agree!� he concluded with a laugh. A stock-bodied C3 Corvette in the sixes? Sylvain, that would be French Flying!
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story by
James Williams
photos by
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march 2020 | RPM Magazine
Matt Trombley
I
f you’ve ever owned or campaigned a highend car, you know the fear. Will some random bystander brush his belt buckle against your five-figure paintjob? Will a three-dollar part
failure send your pride and joy hurtling straight into the wall? Will you have the funds to finish the build or the parts necessary to finish the race weekend? In short, for all the joy a cool car can bring
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PARTY BARGE
NARCOLEPSY
They don’t get much sleepier than this Cold War-era Ford Fairmont wagon. But with nearly 4-digit twin turbo power under the hood, it is a formidable opponent!
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you, having one you can be proud of can certainly pile on no small amount of stress. On the other hand, you’ve got guys like Calvin Nelson. The 26 year-old electrical engineer would be the first to tell you he’s never lost sleep worry-
ing about what brand of microfiber he needs to apply the latest coat of Carnauba on his ride. Instead, he’s too busy flogging this 1981 Ford Fairmont wagon as hard as he can at the track—and embarrassing high-dollar cars in the process of laying down deep
9-second passes at more than 150 mph. “I used to have a station wagon when I was going to college. We had to sell it to pay some bills, but I have wanted another one for a little while,” he said. A docile Cold War-era Fairmont popped up on Face-
book Marketplace. It was previously owned by a little old man who only drove it between his nursing home and his car collection. After the original owner passed away, it was gifted to his caretaker who gave it to a friend who gave it to her daughter. The
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PARTY BARGE WAIT. WHAT?
Admittedly, this Fairmont isn’t the typical RPM feature car. From the front, the cream paint, old-school incandescent lighting, and well-loved red interior scream “old lady grocery getter.” But that curious Drag Week decal across the top of the windshield serves as the only tell that things are not what they seem!
daughter was not a huge fan of the station wagon, so she purchased another car as soon as she was able to. “I purchased the car for $2000 in April, 2019. Weeks later, we decided we wanted to take it to the 2019 Drag Week. So we got to work,” Clark said. With the intention of running the car in
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Drag Week in the Street Race Small Block Power Adder class, the factory chassis had to remain from bumper to bumper. However, Nelson and his father Andrew worked to firm up the slushy, flexy Fox unibody construction by boxing the torque boxes and adding an 8.50-cert cage. The
march 2020 | RPM Magazine
CUSTOM GRAPHICS
Nelson’s first name is Calvin, so someone dad-joked the car with the name “Hobbes.” It stuck. The tailgate sticker serves as the lone adornment to the otherwise stock cream paint.
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PARTY BARGE control arm mounts were tied into the frame and tubular control arms and matching k-member were installed along with single-adjustable shocks up front. Meanwhile, out back, the Nelsons installed Southside lower control arms and fabricated their own uppers
to work in conjunction with double-adjustable Viking shocks. A Ford 9-inch rear was assembled by friend Denny Crabill using a nodular iron center section, 3.15 gears, and 33-spline axles. With a chassis updated to accommodate big power, it was time to
BEEFY WHERE IT COUNTS The Fairmont features a heavy duty drivetrain to keep pace with the LS power. A built TH400 sends power back to a strengthened Ford 9-inch.
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PARTY BARGE
CALVIN NELSON’S 1981 FORD FAIRMONT WAGON Chassis Type & Modifications: Boxed rear torque boxes with rear upper control arm mounts tied in to frame. Largely kept stock to remain classlegal in Drag Week competition. Chromoly 8.50 cert cage built by owner and his dad.
Suspension & Brakes: FRONT: Tubular front K member and control arms. Single-adjustable shocks. Factory disc brakes. REAR: Southside lower control arms with home-built tubular uppers. Double-adjustable Viking shocks. Ford retrofit factory disc brakes. Body & Paint: Lovingly neglected factory “weathered white” paint with custom Calvin & Hobbes sticker. “Made to look as stock as possible for extra “sleepery goodness.” Engine: 2010 Chevrolet LY6 6.0L. Disassembled, cleaned, and ring gapped but reassembled with completely stock bottom end. 823 heads with valve job by Snyder Performance. ARP head bolts. LS7 lifters and Elgin 1840P “Sloppy Stage 2” cam. Induction & Fuel Delivery: Custom 3D-printed air scoops designed to pull cold air from behind the grille and around the radiator. Holley Terminator X Max EFI with drive-by-wire throttle body. Power Adders: Twin Taiwan Time Bomb (un-branded Chinese) 7875 turbos with twin intercoolers (one Honda and one Precision Turbo). All turbo welding & fab by owner and his dad. Electronics & Ignition: Holley Terminator X Max ECM with 4-port boost control. Tuning by Matt Happel of Sloppy Mechanics. Transmission & Driveline: TH400 trans assembled by Tim and Wayne Myer. Aftermarket torque converter. Differential: Ford 9-inch rear with nodular iron third member assembled by Denny Crabill. 3.15 gears and 33-spline axles. Tires & Wheels: FRONT: Yes. REAR: Also yes. Performance (quarter-mile): 9.08 @ 151 mph. Special Thanks: “Denny Crabill, Scott Kauffman, Tim and Wayne Myer, Scot Frey, Duane Morris, Mike and Mikey McCracken, Matt Happle, my dad (Andrew Nelson), my mom (Paula Nelson), and all the others that helped make this possible.”
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IMPORTED BOOST Twin Chinese turbos and a pair of air-to-air intercoolers feed the LS all the atmosphere it can handle.
create some. Staying with the “best bang for the buck� theme, Nelson sourced a 2010 Chevrolet LY6 LS powerplant and a pair of offshore 7875 turbochargers. The engine was disassembled, cleaned, and ring gapped before being put back together with ARP fasteners. 823 heads were treated to a mild valve job
by Snyder Performance, and with the exception of an Elgin aftermarket cam, everything else in the Chevy mill is bone stock. Despite their oft-maligned status on the internet, a pair of low-buck import turbos were chosen to crank up the power. A pair of mild steel turbo headers route the hot
side to the Beijing spoolies, while a custom fabbed cold-side system routes the incoming air through 3D-printed air scoops and through two different air-toair intercoolers (one from Honda and another Precision Turbo unit) keeping the power-robbing heat to a minimum. Backing the LS is a beefed-up TH400
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KEYSTONE BLUES
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march 2020 | RPM Magazine
PARTY BARGE
GENUINE VENEER transmission with stall converter. With the boost cranked up and the Holley Terminator X Max EFI system dialed in, the combo was good for an impressive 936 horses on the dyno. The cockpit of the big wagon screams EIGHTIES,
with the factory disco-red cloth seating surfaces retained and augmented with the red painted chromoly full cage. A Hurst shifter and Racequip harness round out the aftermarket touches along with the Holley digital display, and a mo-
Nothing says speed like wood grain on the dash and UV-customized red cloth seating surfaces. If that’s not enough, the interior also sports a Holley Terminator display and a custom cage.
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PARTY BARGE mentary switch pirated from an ’80s arcade console commands the trans brake and is a perfect complimentary touch. With the wagon ready to rock, it was time for testing. “Our first pass with the car was a little dangerous. The harmonic damper came apart, cut the rad hose, and sent me into the other lane,” Nelson said. “We fixed that and some other suspension issues and the car was quickly making low-9 second passes,” he added. Transmission woes cut the day
short, so Nelson turned to longtime friends Tim and Wayne Myer who were able to rebuild the GM automatic and get it back on the track as quickly as possible. Unfortunately, available time for Drag Week had evaporated and the team was only able to make it to compete for one day. Despite the setbacks, Hobbes (“The car’s name is Hobbes, by the way. I’m Calvin. It’s Hobbes. Haha.”) was able to crack off an impressive best of 9.08 at 151 mph, though. Moving forward, Nel-
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Andrew Nelson (left) & Calvin Nelson (right) Nelson. And Hobbes.
son plans to run the heck out of the car and enjoy the ride. He’s already making plans to compete in Drag Week 2020, and with a back seat and all that cargo room, he could easily haul a half-dozen friends along for the trip of a lifetime. All without ever worrying about what brand of microfiber he’ll need on the drive.
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I
t’s easy to forget just how far we’ve come, sometimes. Whether it is computers, communication, or cars, our
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world is constantly evolving. One observation that describes that relationship has become somewhat iconic in pop culture is Moore’s law.
march 2020 | RPM Magazine
story by
James Williams
photos by
Blake Farnan
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FACTORY FAST
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FRESH OFF THE SHOWROOM FLOOR Dodge markets the Scat Pack as the fastest naturallyaspirated production vehicle available, and who are we to argue? It doesn’t hurt that it looks mean & nasty while doing it! Credited to semiconductor R&D guru Gordon Moore as part of an article he penned for Electronics magazine in 1965, Moore’s law isn’t so much a scientific fact as it is a projection based on historical trends. In it, Moore suggested that the number of transistors that could be squeezed onto an integrated circuit board would roughly double every two years. On the surface, most of us would hear such info, nod in agreement, and think, “that’s cool, I guess.” But the true implications of such progress are tremendous. It isn’t just that your desktop com-
puter gets faster as the cost gets more reasonable. Cutting edge one day becomes commonplace the next. And over time, folks began to realize the reach of Moore’s law, often citing it as “a driving force behind technological and social change, productivity, and economic growth.” Speaking of “driving force,” Ontario, Canada’s Frank Clark has a long history wheeling a long list of fast street and street/ strip cars, working all the while to make each one a little faster and a little quicker. The problem is, sometimes all that work gets exhaustive. It sure would
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FACTORY FAST
FRANK CLARK’S 2019 DODGE CHALLENGER R/T SCAT PACK 1320 Chassis Type & Modifications: Stock Demon chassis. Suspension & Brakes: FRONT: Factory SRT Demon suspension. Brembo four-piston disc brakes. REAR: BWoody HD rear sway bar N-links with grease fittings. Factory Adaptive Dampening Suspension (ADS). Brembo four-piston disc brakes. Body & Paint: Stock 1320 body in Indigo Blue metallic. Engine: 6.4L SRT 392 Hemi. Completely unmodified delivers 485 hp and 475 lb.-ft. of torque. Induction & Fuel Delivery: Stock. Power Adder: None. Electronics & Ignition: Stock. Exhaust: Stock. Transmission & Driveline: TorqueFlite 8HP70 eight-speed automatic transmission. Differential: Extreme-duty 41-spline rear axle half shafts adopted from the Challenger SRT Demon. Tires & Wheels: FRONT: 18x5 Race Star Recluse Black Chrome wheels with M&H Racemaster tires (28x4.5-18). REAR: 18x10.5 Race Star Recluse Black Chrome wheels with Mickey Thompson 305/45R18 ET Street R tires. Performance (quarter-mile): 10.6 @ 129.58 mph. RunnerUp in the 2019 Sportsman class in Canada HeadsUp Series. Special Thanks: “A huge thank you to my crew; my sons Austin & Dylan for their help and support. Also, thanks goes out to Randy Lungal.”
be nice to just get in and drive. But before all that, growth has to occur along the way. “My first car was a 1962 Chevy II that I bought for $500 in 1977. It came with a 194 ci inline-six that I promptly blew up,” he said with a laugh. In its place, a 283 small block pulled from a Cor-
AND SO IT BEGINS...
Clark’s first car was this 1962 Nova that he bought for $500 back in 1977. He replaced the inline-six with a small block Chevy and headed to the track.
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vette was installed in Clark’s parents’ driveway to allow him to race the car at Cayuga International Dragway Park in the late ’70s. “My friends and I spent almost every weekend there back in the day,” he said. From there, Clark turned his attention to a small block-powered 1969 Impala SS. “The first time at Cayuga with the car doing test passes I had quite a mishap,” he said. On the second
pass when the car shifted from second to third the driveshaft broke in the middle, causing the back half to pitchfork the car in the air at over 130 MPH. The ragged remains of the wounded back end of the shaft then pierced the floor between the gas tank and the frame, while the front half broke the bellhousing and stalled the motor. “I still went thru the speed traps at 110 MPH with a stalled motor. Once I got the car stopped,
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FACTORY FAST
AND SO IT CONTINUES...
Clark followed up the Nova with a steady stream of other fast cars, including a ’69 Impala, an ’87 Monte Carlo SS, and a 2017 Hellcat...just to name a few. He traded the Hellcat in for the Scat Pack he’s running currently.
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I couldn’t get the door open the frame was so bent so I had to crawl out the window,” he said. “That was the end of that one and I didn’t even get it painted yet—it was still primer,” he chuckled. The list goes on and on, highlighted by a 1987 Monte Carlo SS, an ’88 Mustang GT, a handful of imports, and eventually a 2017 Challenger Hellcat. But most recently, Clark got his hands on the incredibly rare
2019 Dodge Challenger R/T Scat Pack 1320 you see here. Taking delivery in June 2019, the car is one of only two in all of Canada. “When I first tried to order it, there were a number of challenges getting it into the system and I was told that Dodge was not allocating any to Canada for the year,” he said. After finally figuring out the process and getting the car allocated for production, Clark readied himself for a
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FACTORY FAST
Billet
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No need to fight getting ice into your intercooler again! With PRP’s new billet machined extra-large filler caps it is not a problem at all. These one of kind extra-large caps offer almost a 7” opening and are sealed with a Buna-N O-ring for a water tight seal. All kits are completed with an anodized finish in either clear, red, blue, or black. Two available styles complete with stainless steel hardware in either a weld on version, or bolt on version.
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brand new drag strip experience. Dodge touts the 1320 as “the quickest naturally-aspirated production car on the market.” Relying heavily on parts from the Demon and Hellcat, the high-tech chassis and suspension include an Adaptive Dampening Suspension (ADS) that is critical in helping the car hook consistently without the fuss of mechanical adjustments or
even shock rate and dampening clicks common on most every other drag car. A quartet of big Brembo four-piston binders provide all the stopping power you’d need whether blasting down the quarter-mile or carving corners in the canyons. Body and paint on the Challenger are untouched and a cool Indigo Blue metallic hue. Meanwhile, tires and wheels have been
upgraded with Race Star Recluse Black Chrome hoops with M&H tires up front and Mickey Thompson ET Street R tires in rear. Power is delivered via a cutting-edge 6.4L SRT 392 next-gen Hemi. With no blower and no turbo, the rocksteady and reliable engine is able to crank out nearly 500 horses and an equally stout 475 lb.-ft. of torque. And speaking of cutting-edge,
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www.rpmmag.com | march 2020
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FACTORY FAST
the Hemi is backed by an 8-speed TorqueFlite 8HP70 automatic transmission that comes from the factory with a trans brake. Other cool tech includes Launch Assist, Launch Control, and Torque Reserve that have been specifically
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PLUSH AND POWERFUL
Running 10s in a brand new car with an interior like this would have been absolutely unthinkable 10 or 15 years ago, but today all it takes is a phone call to the dealership and a ready checkbook.
tailored to maximize on-track performance when those 485 horsepower are unleashed. A decidedly low-tech line lock is also factory installed to help heat the tires. The 1320 comes stock with a single seat for the driver and a passenger and rear seat delete. Clark opted for the passenger seat option for the Dodge MSRP add-on $1.00 price. Quite the bargain. The unique “1320” and “Angry Bee” badging and branding are incorporated
throughout just to let any potential opponent know that this blue bullet isn’t just your run-of-the-mill Challenger. The Scat Pack rolls off the transport fully legal for competition in NHRA Stock and Super Stock classes as well as National Muscle Car Association (NMCA) events, making it a true street/ strip vehicle. Undoubtedly, the purpose-built factory hot rod has been designed to be abused and all the high tech features make it reliable, consistent,
and downright fun to drive. And unlike previous cars Clark has owned, he hasn’t had to endure blown engines or drive shaft pole vaults while completing a pass. If Moore’s law continues to hold up, just imagine what our Big Three will be cranking out 10 or 20 years from now. Regardless, it’s safe to assume that no matter what that may be, Frank Clark will be wheeling it with his right foot deep on the floor and a broad smile across his face!
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F
or Jeff and Jesse Baker of Seaford, NY their Camaro isn’t just about racing. It’s about building a family legacy. Jeff is so committed to
this dream that if for some reason no family members show interest in racing the car, he would like it to become a playhouse for his grandkids. That plan, however, wouldn’t be in the
foreseeable future as recent upgrades to the car were done with the full intention of hurting some feelings in 2020 and well beyond. Jeff bought the car back in 1979 for
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march 2020 | RPM Magazine
story and photos by
JT
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RAT HUNTER a mere $400. Although the engine and transmission were blown and the front fenders and door panels were covered in rust, this didn’t stop him from his dream of building a family race car. Jeff was the Service Manager at the legendary Motion Performance in Baldwin, NY, where he did most of the original work on the car like fabricating the roll cage and chassis. When Motion closed down, Jeff began working at Scott Shafiroff Racing Engines where he plumbed the entire car and had S&W Racecars do all of the sheetmetal work. Being a U.S. Marine, Jeff was no stranger to hard work and dedication. It took him nearly four years to get the Camaro completed back in the 1980s which included a built small block 305 coupled to an A833 Hemi 4-speed transmission, along with all of the basic accoutrements needed to get the car down the drag-
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EARNED NOT GIVEN
The Rat Hunter is the hard-earned name of Jeff and Jesse Baker’s ’73 Camaro. With grudge and no-time racing on the mind of Jeff and Jesse, we can’t tell you what the newly refined Rat Hunter is capable of.
march 2020 | RPM Magazine
NOT FOR SHOW
Both the wing and chute serve a purpose for this predator. JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1
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RAT HUNTER MIGHTY MOUSE
429 cubic inches of Dart based alcohol-gulping small block power assisted by a healthy dose of Induction Solutions nitrous.
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strip. The original rusted panels were replaced and fixed by none other than Joey Buttafuoco of Massepequa, Long Island (yes, the same Joey Buttafuoco…Google it). Another Long Island legend—for far less nefarious reasons—the late Corvette Eddie, painted the Camaro when Joey was finished with the bodywork. Jeff enjoyed his new race car until 1990 when he decided to put it in storage and save some money to raise his two boys, Jeffrey and
Jesse. His older son showed no interest in cars, but Jesse couldn’t get enough of them. By the time Jesse was 13, he convinced his dad to get the car out of storage and put it back on the track. In 2004, the Camaro underwent Phase 2 with the father/son team replacing the old and battered 305 with a new 357ci small block and the 4-speed with a Turbo 400. Jeff decided to be on the cutting edge of technology (for 2004) and changed the old carburetor
march 2020 | RPM Magazine
www.rpmmag.com | march 2020
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RAT HUNTER OFFICE SPACE
Inside the car is all race car with setups for both headsup and bracket action.The cage was recently updated to match the Camaro’s new found capabilities.
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setup to a newer fuel injection system. Struggling for two years to get the injection where it needed to be, Jeff eventually went back to his old and trusted carb. By 2007, another list of upgrades and improvements to the Camaro were in the works and again started with a new bullet to replace the 357. A stout 429 small block was slid between the rails with a fresh Dedenbear-cased race-ready Powerglide. The exterior was given a few upgrades, as well, with a new hood, paint, and wheels.
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RAT HUNTER
JEFF & JESSE BAKER’S 1973 CHEVROLET CAMARO Chassis Type & Modifications: 12-point cage 8.50 cert. Funny car-style cage. Chromoly backhalf. Suspension & Brakes: FRONT: TRZ Motorsports upper and lower control arms with AFCO dual adjustable coilovers. REAR: Custom 4-link with Strange coilovers. Body & Paint: 1976 Lincoln Black with red decal and silver pinstripe. Removable fiberglass hood, doors, Lexan windows. Prepped by Joey Buttafuoco and painted by “Corvette Eddie.” Engine: 429 CI Dart based small block with Edelbrock heads, Edelbrock Intake, Callies Crank, Carrillo rods, 14.2:1 Compression Diamond pistons, and Manley valves and seats. Induction & Fuel Delivery: Edelbrock 18-degree Performer intake with a Nickerson 1250 cfm Dominator with a massive 199 jet for the alcohol. Ron’s Racing belt drive fuel pump and a Holley regulator. Power Adder: Induction Solutions nitrous oxide system. Electronics & Ignition: MSD Pro Billet distributor, MSD HVC Pro Power Coil, MSD 3-step retard, Edelbrock Progressive Nitrous Controller, Biondo delay box. Exhaust: Stainless steel headers into 5-inch collectors. Transmission & Driveline: Dedenbear-cased Powerglide. Pro Torque 10inch converter with a 4,000 stall. Nassau-built custom driveshaft. Differential: Dana 60 with Don Hardy spool and axles. 4.88 Richmond gears. Tires & Wheels: FRONT: Weld Wheels 15x4.0 with Hoosier skinnies. REAR: Weld 15x12 wheels with Hoosier 32x15 tires. Special Thanks: “We would like to thank Mike from MI Performance for always helping us out and opening his shop whenever we need it. James Antonetti from JA Race Engines for building us an amazing engine. Steve from Induction Solutions who always answers all of our questions. Matthew, who took the role as co-crew this year helping his dad and Meepaa (Jeff) load and unload the car, as well as keep it clean after every pass. And lastly, we want to thank Mom Baker for being our biggest fan.”
WARM UP AND GO
Jeff heats the hides before making another hit. Longer wheelie bars were installed in 2018 to help with the punishing launches.
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march 2020 | RPM Magazine
The Camaro was so successful with the combination that Jeff was able to rent it out to grudge racers and recoup some money that he had invested into the build. The small block-powered Camaro eventually earned its nickname “The Rat Hunter� ever since. As with all father/ son teams, it doesn’t take long before the son develops his own fresh, new ideas and aspirations for the car and with them the Rat Hunter was about to become a true warrior! Starting with an 8.50 certified 12-point funny car roll cage, the pair also moved the custom gas tank into the front of the car, which holds 4 gallons of alcohol for the engine and 1 gallon of C16 for the Induction Solutions nitrous plate system. A Dart block was the base for this engine and is fitted with a Callies crank, Carrillo rods, and Diamond nitrous pistons. The combo worked out to 429 inches and an ear-tweaking 14.2:1 compression. A set of stainless steel headers help the Rat Hunter exhale all of its fury, while spark is provided by a complete MSD ignition system, including billet distributor, wires, crank trigger, 3-step retard, and a digital 7AL ignition box. Keeping the 1100+ horsepower small
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RAT HUNTER
GREETINGS!
If you look closely you will notice Jesse’s finger gesture to his opponent and friend— friend until the lights come down anyway.
Jeff, Jesse and The Rat Hunter.
block cool is a CSR billet water pump and an aluminum radiator with dual fans. The fuel is moved through the system by a Ron’s Racing belt drive fuel pump plumbed to a spacious 1250 Dominator carb setup for alcohol with a massive 199 main jet. Edelbrock 18-degree Performer heads are fitted with Manley valves and Crane rockers and that Dominator sits atop an Edlebrock intake. Power is handled by their already bullet-proofed Powerglide with a 4000 stall 10-inch Pro Torque converter. The ’Glide exits to a custom-built Nassau driveshaft and Dana 60 fitted with Richmond 4.88 gears and Don Hardy spool and axles. The suspension of the Rat Hunter was upgraded, too, with a pair of Strange coilovers out back and TRZ Motorsports upper and lower control arms with AFCO dual adjusting coilovers leading the way out front. New, longer wheelie bars were added to assist in getting the power moving forward instead of upwards. At a svelte (for
a Camaro) 2600 pounds, The Rat Hunter has yet to make a pass in its new configuration, however, with the car going bottom 9s at 145mph before, it’s safe to say that the pair’s goals of mid 8s is more than reasonable. And in all honestly, with their focus on grudge, outlaw, and no-time racing, we probably wouldn’t be able to tell you the straight scoop, anyway. Jeff took his last pass in The Rat Hunter in October of 2018, and while the Marine in him still wants to get behind the wheel for the new upgrades, his health has not been cooperating with him. While pitted beside the team during an event, I asked Jesse what his future goals for The Rat Hunter were. In short, he wants to hurt some feelings and take some money with the Camaro all while spending as much time with his dad and son Matthew as possible. And if Matthew has half the passion for power his dad and grandfather have, this car will certainly become the family legacy that Jeff always dreamed of.
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RPM EXCLUSIVES >>Neal Chance Racing Converters (NCRC) Acquires In-House Dyno
SOURCE
Neal Chance Racing Converters
PRODUCTS
316.542.9869 www.racingconverters.com
INNOVATIONS
AND
JT
story and photos by
“I
t’s about setting an example of how we stay several steps ahead of the competition!” says NCRC’s Marty Chance. For many years NCRC’s R&D has been done at the track in various race cars
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(including their own) which has accounted for their industry success. “Our R&D has enabled NCRC to be first to the market in many categories, and to create new, better and faster converters.” Neal Chance Racing Converters has also been working tirelessly with several engine builders and tuners utilizing the Dyno
march 2020 | RPM Magazine
Hub dyno during both race season and off seasons to ensure new exciting products are ready to be introduced and put into production. “These new products have now been patented to keep others whom thought ‘R&D’ stood for ‘rob & duplicate’ from copying.” Chance added. In late January, Neal
Chance Racing invested over $100,000.00 for their own Dynacom Hub 7200 Series dyno which will now allow them to develop and tweak their new technologies (two of which are not public yet but have already proven to be another step ahead of their already fast Lock Up Series) within their own facility.
“This new dyno will read time-based data just like your onboard data logger does and will hold over 7,200 HP, 14,000 foot pounds of torque, and any Pro Mod style motor built. Research and development just took another leap forward at Neal Chance Racing Converters…….. Don’t YOU Deserve a Chance?”
>>The University of Northwestern Ohio Drag Club is building a 1985 Camaro
SOURCE
Race Part Solutions 170 College Street Maysville, GA 30558 561.375.6277 jkerr@racepartsolutions.com www.racepartsolutions.com
T
he Team at Race Part Solutions has always had a soft spot for the underdogs—the creative thinkers who use brain power to overcome a situation vs. throwing good money after bad in an effort to problem solve. Enter the University of Northwestern
Ohio Drag Club: an extracurricular club that helps with extra education for students who have a serious interest in drag racing. The majority of the students work a full-time job in addition to classroom studies and are still able to find time to participate in the drag club activities. The club is
currently building a 1985 Camaro with a 5.3 liter LS swap, a Turbo 400 transmission, and an FTI torque converter. The fueling is being handled by a Holley Dominator system. The turbo setup and all the tubing and piping has been provided by Race Parts Solutions, Maysville GA. Any funding
for the car is raised through fundraisers by the students and donations from manufacturers. To contribute to this project, contact Chris Harubin, UNOH Instructor and Drag Club Advisor at Cmharubi@ unoh.edu.
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RPM PROJECT CAR 1
1: It has taken more than four years, thousands of miles in the back of a trailer, five shops, 24 factory fenders, and 6 hoods to get here, but Overkill Speed & Color’s Bob Thrash did what we previously weren’t able to do and finished up the custom fenders and hood this month. This marks a huge step and we are hopeful that the progress will continue.
PRO STREET PART 55 >> Bob Thrash keeps working his magic and wraps up our front clip finally
PROJECTUPDATE
J
ust a quick update this month, but we are thrilled to say that the hurdle that has haunted us for more than four years and sidetracked the whole project in unimaginable ways is finally at long last complete! We took the car to metal master Bob Thrash a few months ago and he painstakingly stitched to-
story by
gether a pair of custom fenders and custom fit the fiberglass hood to make our Mustang look like...well...a Mustang! At press time, Thrash was wrapping up a number of small tasks to the car’s steering and final adjustments to the completed portion of the project, but we couldn’t be happier with the final results. It was no small feat, taking
six total steel fenders and a stretched fiberglass hood to stretch the nose 5 inches while also updating our 2006 Mustang to a 2013-2014 style nose. At the same time, Thrash added a custom relief to clear the zoomie headers and also rolled the trailing edge of the wheel openings. The task was considerable, but the results speak for themselves: we think
2 2: The bad news was that a previous effort to build a custom hood, although very well done and the result of hours of hard work, would no longer fit. The good news was that the considerable engineering that went into the support structure and quick release system could be reused on the new hood. Bob cut it out and bonded it to the new hood.
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Toby Brooks
Thrash knocked it out of the park. With the heavy fabrication to the fenders done, Thrash turned his attention to the hood. Sadly, the previous attempt to build a hood had to be scrapped, as Bob had to cut it up in order to mount the new hood that would fit the new fenders properly. This allowed a hood initially
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www.rpmmag.com | march2020
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RPM PROJECT CAR
4
3
3 & 4: The end result turned out better than expected. After Bob completed the fenders and initially fit the hood, he installed the Aerocatch hood pins.
Subscribe to the channel at www.fuelmediachannel.com to keep up to date!
5: The zoomies wrap into the custom recesses nicely.
5
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intended to be pinned on to be mounted to RingBrothers billet hinges and now hinge open and close. Thrash also installed a pair of AeroCatch pins to secure the hood. We’ll be making the trip to pick the car
march2020 | RPM Magazine
up soon and plan to turn our attention to plumbing, wiring, and completing the tinwork in, on, and under the chassis. Check back next month as we continue our quest to finish this thing at long last!
SOURCE Overkill Speed & Color 309.351.8167
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