RPM Magazine July 2021 Car features, Tech articles, Project builds, Products by RPMMAG

smackdown-full

july 2021 | RPM Magazine

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

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

JIM McHARG

Photographic Contributions: MARK goDragRacing.org, GEORGE PICH, MATT WOODS, MATT TROMBLEY, LOUIS FRONKIER, BART CEPEK, BLAKE FARNAN, JERRY GARRISON, NEIL ZIMBALDI, STEVEN TAYLOR, EDDIE MALONEY, WES TAYLOR, STEVEN TAYLOR, DAVID GATES, and ANDREW RADIOTIS Editorial Contributions: CHUCK SCOTT, MARK goDragRacing.org, TOBY BROOKS, TIM BIRO, STAN SMITH, JT, GEORGE PICH, JAY MISENER, EDDIE MALONEY, WES TAYLOR, and SCOTT FORBES Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TIM BIRO and JAY MISENER

For advertising information contact TRISH BIRO...........................519.752.3705....... trish@rpmmag.com

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

To subscribe to RPM go to www.rpmmag.com or email Trish Biro at trish@rpmmag.com, or call 519752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, muscle cars, 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.

RPM Magazine has been a world leader in motorsports publishing for 22 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@rpmmag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

General Inquiries: 519.752.3705 info@rpmmag.com

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Chris Biro The Value Of Friendship

When RPM started life over 22 years back, I was a 35 year old hardcore car guy that wanted to help build a street/strip car magazine of inclusion. In other words, you didn’t have to be “in the know” with the editorial staﬀ or have the biggest dollar build to be featured in the pages of RPM. As I have said many times in the past, the magazine had to be about you the reader, rather than us. We couldn’t let our egos, brand preferences, likes or dislikes get in the way of running solid features that met that criteria, and the mag had to be read around the world and include horsepower from everywhere possible. Being read in print and in digital form worldwide by hundreds of thousands of people just like you each and every month, and then going full-digital in 2020, there’s no doubt we’ve accomplished all that and much much more. As it is often said, though, (I remember it best in the Aerosmith song), “life’s a journey not a destination” and this amazing journey has flown by at light speed. Along the way we have met so many amazing people and had more adventures than we can count, but as we age along with RPM MAG, it seems we’re saying goodbyes more often. I strongly believe though, that we are all products of our experiences, good or bad, big or small, and our interactions with the people we have met throughout our lives. These things shape who we are. During the years that have passed so quickly, as founders and senior staﬀ of RPM it was our job to hit the road and spread the good word about this new car mag built for you; the hardcore enthusiasts who bust their ass during the week to earn extra cash to spend on their hot rods, then bust their knuckles on the weekends wrenching on it. Hitting the road meant a lot of things, and along with the

fun came some sacrifices, one of which was leaving our hometown local car culture behind to travel for RPM. We couldn’t just hit one of our local tracks on a whim for Friday night T&T or a weekend event, and, while we always kept a hand in local events and cars whenever possible, the regular hanging out and late night coffee-shop car culture with all those amazing and often colorful people was just not possible. It was, however, many of those folks who shaped us into what we are today, so, in fact, they all had a hand in making RPM your magazine. This month, I’d like to say a formal RPM MAG goodbye to one of those people, Will Keizer, a friend, a hardcore car guy and definitely a character that had influence on us personally, and the local car culture he was part of. Back when I opened my speed shop at the tender age of 24 years old, Will was one of my first harder core customers. With a Pontiac powered, nitroused Trans Am, Will loved street racing and I’d say he, along with his buddies Richie and Dave, were probably the first guys Trish and I street raced with. Not light to light stuff, but planned organized late night street races. Will was the guy who knew how to play the game and never gave away too much about what was under the hood. As years passed, Will became a successful member of large chain coffee shop and inventor, and we crossed paths once in a while, but it’s never often enough. He raced with our World Street Race 1 at No Problem Raceway in Louisiana in 2005, was involved in most any Real Street class that involved a cruise, and put laps on all his Firebirds and Trans Ams, pouring as much nitrous as humanly possible through them on each pass. Heck, Will even had a 4x4 Trans Am winter-beater for a while. You know, I can’t ever recall seeing Will getting upset, or if he was, his “angry” was a level 3 compared to most. Another buddy said it best after Will passed away suddenly a few weeks back, “Willy didn’t really care about what other people thought, but in a good way.” With a cool, carefree style, Will treated everyone the way he wanted to be treated and did what he wanted to do on his terms, and one thing is for sure, he was always up for a race! Godspeed Will!

Will cruises the streets of Belle Rose Louisiana during the World Street Race 1 in 2005. His arm out the window with the “I love you” sign tells who he was.

july 2021 | RPM Magazine

AED Competition ............... 36 AFR: Air Flow Research ..5,60,61 AJE Racing ......................... 87 All Out Live ....................... 23 American Racing Headers . 60 Aurora Bearing .................. 90 AVAK/Ridgegate Tools ...... 50 Baer Brakes ............. 31,106 BES Racing Engines........... 70 Billet Specialties ................ 69 Bill Mitchell Products .12,77 BoulandMotorsUSA.com.... 99 Bullseye Turbo ................... 35 Burns Stainless .................. 14 C & S Specialties ............... 14 Callies Performance Prod. 25 Calvert Racing Suspensions ........................................... 49 Canton Racing Products .... 26 CFE Racing Products ......... 66 Clearshot Customs ............. 86 DART .................................. 72 Deez Performance ............. 92 Delta Performance Auto Grp. .......................... 21 Design Engineering ........... 39 ECAM ................................. 78 Energy Suspension/NPW .. 53 Erson Cams ........................ 85 GoDragRacing.org .......... 108 Granatelli Motorsports ...... 53 GRP Connecting Rods........ 46 Harland Sharp ................... 36 Hitman Hotrods ................. 61 Hughes Performance ............7 Ian Hill Racing Productions .................11,83 Icon Forged Pistons........... 87 Induction Solutions ........... 22 Jesel ................................... 57 Joe Van O .......................... 61 JW Racing Transmissions .....5 Karbelt ............................... 25 Kinsler Fuel Injection .13,67 LenTech Automatics ....47,74 Liberty’s Gears .................. 74 Lokar Performance ............ 70 Lutz Race Cars ................... 16 Magnaflow......................... 99 MagnaFuel ......................... 16 Manton Pushrods ........... 108

Mark Williams ................... 92 Maxima Racing Oils .......... 24 Metal Products .................. 69 Meziere Enterprises ........... 83 Misener Motorsports ......... 32 Moroso Performance ......... 65 Moser Engineering .....38,66 Neal Chance Converters .... 68 Northern Radiator .......... 104 Parts Pro/Total Truck Centers ........... 63,116 PBM Products .................... 13 Piston Racing Engines.... 108 Profiler ............................... 67 PRW-USA ....................... 107 Race Part Solutions ....21,76 Racetronix .......................... 93 Rage Wraps ....................... 66 RAM Clutches .................... 41 RCD .................................... 69 RM Racing Lubricants 46,75 Ross Racing Pistons ......7,31 RPM Magazine ....27,56,96 RPM ZONE ......................... 91 RPM Magazine Subscribe! ................ 19,101 SM Racecars ...................... 86 Smackdown Event ................2 Summit Racing Equip. ............... 92,99,115 Taylor Cable Products..... 102 T & D Machine.................. 75 The Supercharger Store..... 75 Thermo-Tec ....................... 16 Ti64 .................................... 64 Tom’s Upholstery .............. 39 Total Seal Rings ................ 11 Trailer Alarms.com ............ 87 Trick Flow ...................15,86 Tuned By Shane T ............. 71 Ultimate Headers .............. 25 VFN Fiberglass Inc. ........... 18 Vortech .............................. 18 Weinle Motorsports ........... 17 World Products .................. 73

ENFORCER-HALF

JW-PERFORMANCE

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July

2021

Often Imitated, Never Duplicated—For 22 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!

FromIt’sShow to Go...........................................58 hard to believe this nasty Nova was built for mom to drive to car shows…

Juggernaut .......................................................................... 8 This Wild Grudge Chevelle will crush the competition!

My Wife’s Car ............................................................ 28

Anthony Cook turned his wife’s first car into this wicked turbo LS powered Stang!

Unbranded ........................................................ 44 This Dart is anything but pure….and that’s just fine for Richard Kinnison

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Read along as we recap what went down at this much anticipated event

104

110

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

july 2021 | RPM Magazine

CUSTOM IN STOCK PISTONS ROSS RACING PISTONS HALF

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HUGHES PERFORMANCE HALF

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july 2021 | RPM Magazine

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july 2021

esley Skinner has been building and racing cars since he was 18 years old; “Coming from a racing family and always going to the track as a kid with the old man, I knew I wanted to continue the tradition,” reflected the now 43 year old Skinner. He’d always imagined having a wicked street car, but his Juggernaut Chevelle has taken that dream to a whole new level. Starting out with the typical Fox Body Stangs, Vettes and even dabbling in Vipers, Wes always wanted to push the envelope for performance in his street machines, adding blow-

july 2021 | RPM Magazine

ers, nitrous and eventually turbos to most anything he had. In short, his rides didn’t just look and sound fast, they were fast! By the time he decided to take racing from the streets to the track he ended up bracket racing in the seat of a dragster. Having fun for a while in the brackets, admittedly he eventually became bored and missed the rush of heads-up. Looking to get back in the game at a little more serious level, he and his dad went in on a ’66 Deuce Nova 10.5 Outlaw car. Wes put together a solid 500-inch big block for the Chevy II but was con-

sistently getting outgunned by the big money class racers; “we had to spray the motor with 2 kits of nitrous resulting in 800hp of nitrous alone!” He added. Eventually, the cash outlay for the potential winnings became an issue in Outlaw 10.5, so the Skinners turned back to the streets for most of their race action, which eventually caught up with Wes. “I took a couple years break after being thrown in jail for a year for street racing a Hayabusa street bike,” told Skinner. When Wes got out, the no-prep drag race scene was gaining traction and all his fellow street racers were

Juggernaut: A massive inexorable force or object that crushes whatever is in its path. Inexorable force: Impossible to stop or prevent.

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The Juggernaut sits low and mean thanks to the full tube chassis and suspension work.

LESS WEIGHT = PERFORMANCE Bill Mitchell Products creates nothing but the best blocks from 357-T6 Aluminum as our standard.

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july 2021 | RPM Magazine

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making names for themselves doing it. “The no-prep scene looked like the place to race, so I sold all my street cars and called up a great friend, Rob Mcloughlin about a ’70 Chevelle, and shortly afterwards went to Oklahoma to buy it.” The new car was 90% ready to race, meaning this would be the first time Wes didn’t have to do all the heavy lifting on the build, and after testing and making a few minor changes it went a respectable 5.40 in the 1/8th on just the motor. Knowing the Chevelle had

potential, Wes was joined by his brother Alex and his wife Vanessa to kick it up a few notches and join in on the no-prep race scene with their newly named “Juggernaut” team. Nitrous was added to the motor program and their first race was an airport event in Berkeley Springs where they took the win and the cash! “From that point we were hooked,” Skinner said with a smile. Soon, they would be racing all over the country and meeting new people they

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Watch the back road cornfield pass!

The Juggernaut team (from left to right): Alex Skinner, Vanessa Skinner and Wesley Skinner.

july 2021 | RPM Magazine

18 Degree Performance in a 23 Degree Design. What’s better than 18 degree cylinder head power? How about 23 degree heads that deliver similar performance and let you reuse all of the small block Chevy parts you already have! Designed for maximum power in 400 c.i.d. and bigger engines, Trick Flow Super 23® 230 cylinder heads feature high flow 230cc intake ports and advanced CNC Competition Ported runners for supreme airflow and performance. Additional features include angled spark plugs, extra-thick decks and walls for custom porting, and raised valve cover rails to help keep your car out front pass after pass. Airflow Results

Dyno Results

Super 23 230 with CNC Competition Ported Runners

Super 23 230

Test Engine: 11.5:1 compression 406 c.i.d. with Trick Flow Super 23® 230 cylinder heads (TFS-3241T001-C03), mechanical roller camshaft (266°/270° duration @ .050"; .630"/.630" lift; 112° lobe separation), Trick Flow 1.5/1.6 ratio roller rocker arms (TFS-31400522), Edelbrock Super Victor intake manifold, Hooker Super Competition headers with 17⁄8" primaries, open exhaust.

TRICKFLOW

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

.200"

144

112

.300"

213

158

.400"

265

195

.500"

296

220

.600"

305

234

310

240

.700"

Tests conducted at 28" of water (pressure). Bore size: 4.155"; exhaust with 17⁄8" pipe.

Your Recipe for Small Block Chevy Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.

Cast Aluminum Valve Covers Made from durable A319 cast aluminum, Trick Flow pent roof-style valve covers are less prone to flex than stamped steel covers, helping to prevent oil leaks. The 43⁄16" tall covers clear girdles and roller rockers, and can be drilled for breathers. Also important is the Trick Flow logo that shows everybody you’re serious about your car’s performance.

Rocker Stud Girdles These CNC-machined stud girdles help control valve lift and timing changes due to stud flex, allowing more consistent high-RPM performance. Each stud girdle is anodized blue and comes with high-quality mounting hardware and hardened adjusting nuts.

Track Max® Camshafts Give your small Chevy an even bigger power boost with a Track Max camshaft. Available in several flat tappet and roller designs up to 246°/254° duration and .555"/.555" of lift, they are dyno proven to produce significant power increases over the entire RPM range.

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

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Watch the No Time track pass! At the track or on the street, the 3,000HP blown big block Juggernaut Chevelle is ready to go! Photo: Steve Reese, Edge Of Speed now consider family, in fact, between the street and the noprep events, Team Juggernaut won over 20k in the first year! The wins brought attention and Skinner was getting noticed for his skills and accomplishments and was asked to race on the Fastest In America show. “I was stoked,” said

july 2021 | RPM Magazine

Skinner, “It was 4 weeks of racing the top names in the sport and I had the greatest time of my life! Racing the best also lets you know the flaws in your own program, so after returning we knew we needed to step up our game.” Wes contacted Chris Longo from Big Power Racing

Watch the night-time armdrop race!

The clean wiring control board is located where passengers once enjoyed a ride in this Chevelle, but a bulletproof Hughes Powerglide transmission rides shotgun now.

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Original trim, wing, wheelie bars, license plate and zoomies – all the makings of one badass street car! in NY who steered him towards a new F-1X-12 ProCharger with the Chris Alston crank drive and serious improvements to the fuel system, while the motor went to Brian Roche Racing Engines in MD who put together a monster 588 big block Chevy. A Dart block was filled with a forged Callies Magnum crank swinging GRP aluminum rods pinned to custom Diamond pistons. Race ported Edelbrock 24-degree heads are equipped with T&D shaft rock-

july 2021 | RPM Magazine

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Watch the squirrelly track pass!

july 2021 | RPM Magazine

A Brian Roche Racing Engines built 588-cube big block is boosted by a monster ProCharger F-1X-12 blower that pushes 35 pounds of boost at 8,000 RPM!

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july 2021 | RPM Magazine

Wesley Skinners “Juggernaut” 1970 Chevelle No-Time Grudge Car Chassis Type & Mods:

The Juggernaut is a 1970 Chevelle chromoly tube frame 6.0 cert big tire car built for no-prep and notime racing.

Suspension:

Strange front shocks, spindle mount and Strange steering rack built by Joel at Piranha. Rear is 4-link with coilover Penski shocks.

Body & Paint:

Custom silver with black SS stripes.

Engine:

588 big block Chevy. Dart block filled, Callies Magnum crank (dual keyway), GRP aluminum rods and custom Diamond pistons. Race ported Edelbrock 24-degree heads with T&D shaft rockers. ATI balancer. Built by Brian Roche Racing Engines and makes 3000hp.

Induction & Fuel Delivery:

APD alcohol blow-through carb. Extreme velocity carb hat, Aeromotive belt drive fuel pump, APD fuel pressure regulator.

Power Adder:

F-1X-12 ProCharger with Chris Alston crank drive pushing 35 psi of boost at 8,000 rpm.

Electronics:

MSD Grid, Racepack data logger, MSD Boost Reference and air/fuel data logger.

Transmission & Converter:

Hughes Powerglide with Reid case and PTC converter.

Rear Differential:

Strange center section and axles, 3.90 Pro gear.

Best ET & MPH:

It’s a No-time car but I can say that it might run very low 4-second 8th-mile times.

Miscellaneous:

Chris Pilato created a sick set of zoomies, Sean Skinner from Motorelic made the custom fuel cell and fittings needed. Joel Piraino at Piranha Fabrications made the required frame modifications to fit the monster ProCharger and also handled the steering rack.

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july 2021 | RPM Magazine

A 6.0 ET certified cage and full tube chassis surrounds Skinner and just a few necessary controls are within easy reach.

ers. The big-boy-sized ProCharger forces air through an APD alcohol blow-through carb via massive diameter custom tubing and an Extreme Velocity carb hat. The hefty boosted mill (35 psi at 8,000 rpm) produces right around 3,000 ponies! That’s right we said 3,000, yep, 3 zeros after the 3! Getting the new combination properly fitted in the Chevelle would take some serious fabrication and Wes called on a number of pros in the industry to help with everything from chassis mods, to zoomies and fuel delivery. Speaking of chassis, this big tire beast sports a chromoly tube chassis with 6.0 certification and boasts a coilover 4-link setup out back that suspends a braced 9-inch Ford diﬀ with Strange center section and 3.90 gear. Up front, Strange shocks control the bump while manual rack and pinion steering set up by Joel Piranha keeps things on the straight and narrow.

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The Chevelle body (which includes the original steel body tub) is finished in the traditional cool silver with black SS stripes and sits low enough to scrape fresh cut grass, while a towering cowl hood, gold wheels and polished zoomies add to the cars killer look. Inside, you’ll find the maze of bars required for the 6.0 chassis cert along business-only stuﬀ like a quick release wheel with large column mounted digital display to relay all pertinent info to Wes, a clean wring panel where the passenger seat once resided, and a PPP shifter controlling gear changes of the Hughesbuilt Reid-cased Powerglide trans with PTC converter. Wes takes care of tuning the combination himself and had this to say about that; “I gotta say that tuning this beast has been an uphill battle; trying to make 3000 horsepower work on an unprepared surface, but we’re armed and ready for 2021!” After all, the Juggernaut was built to crush whatever stands in its way of the next win! RPM

july 2021 | RPM Magazine

Piranha Fabrications completed the required chassis and steering work up front in order to fit the new big block with sizeable blower mounted to the front of it.

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july 2021 | RPM Magazine

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july 2021

The Ford Mustang is wildly popular; that’s no secret, but the ‘79-’93 models AKA “the Fox Body” have become the majority at most car events. 1994 brought a drastic redesign for the Mustang when Ford spruced it up with a completely new body style (known as the SN95) that stayed in production into 1998. So when you see a Mustang like Anthony Cook’s 1997 in the staging lanes at a drag race, it definitely stands out in the crowd. Cook took things apart and put them back together from a young age; learning how things worked intrigued him. With a strong family background of car guys, it became natural for Anthony to follow suit. “I really didn’t have much of a choice about cars,” Cook says with a smile. “My grandpa, dad, and uncles always had their hands on and underneath a car, and after riding along in my father’s 1991 Ford Mustang coupe I had to build something of my own.” Every build has its own story and this one is as unique as any, you see, Anthony and his wife met in this very car; but the twist here is that it was his future wife’s Mustang, not his. Now that’s quite a bonus for a car a guy pursuing a new relationship. Needless to say, the relationship blossomed and the Mustang 30

july 2021 | RPM Magazine

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july 2021 | RPM Magazine

The smoothed lights and Saleen wing along with fat tires and sumped tank look killer out back as does the Cobra front facia and Cobra R hood up front. The custom color is a mix of Ford white and Toyota pearl. Look close and you can see the turbo behind the open grill area.

The goal of this build has always been to keep it street-friendly... did, too. With the help of his father David and some close friends, Anthony would build his dream project into a reality over six years. The goal of this build has always been to keep it street-friendly, that way his wife and children could enjoy it as well. The car first grabs your attention with the paint. Starting with a Ford white, bright Toyota Pearl got thrown into the mix, producing a custom shade of white all its own. Aesthetically, his father smoothed and tinted the lights both front and rear. www.rpmmag.com

july 2021

july 2021 | RPM Magazine

A Cobra front bumper, original Cobra R hood, and Danny’s shaved rear bumper also work to enhance the exterior. The look is completed via a Saleen spoiler and Anthony’s company banner down the side, “Cooks Racing Development.” Big and littles are a part of every street/strip build and Cook decided he wanted something less “flashy,” going with a set of Black JMS Racing wheels wrapped in Mickey Thompson radials front and rear. Tying the black and white theme together, a set of custom painted Brembo Cobra R brakes reside up front while solid performing factory rear discs were kept in place. For any car engaging in strip duty, the suspension components and setup is critical to the build, and getting a killer stance is always a bonus. The front suspension begins with an AJE K-member and QA1 tubular A-arms. Steeda caster/camber plates sit atop Strange Engineering adjustable struts, and a manual steering rack completes the package

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Anthony doesn’t hide that his Stang is LSX powered.

july 2021 | RPM Magazine

The LS swap install is flawless and looks factory between the Mustang frame rails. A slick Holley High Ram intake tops oﬀ the package while a 94mm turbo adds some more fun to the ride.

and adds to saving weight. Most of the fun happens around the rear suspension, which stayed “stock style.” Team Z springs ride on Strange adjustable shocks, and double adjustable upper and lower arms came from Trick Chassis. A well planned suspension is great, but without stiﬀening the chassis you’re missing out on untapped gains. A CHE Track Attack brace with integrated anti-roll bar and upper and lower BMR Racing torque box reinforcements plays a big

part, along with a Team-Z chromoly cage and fulllength subframe connectors. It’s quite typical in today’s racing scene to see LS based power under the hood of many Mustangs and Anthony ended up going that route, too. Starting with a stock 6-liter block, an Eagle crank and stroker rods were matted to over-bore Wiesco pistons, giving a final displacement of 402ci. A Tick Performance turbo cam completes the stroker short block and Pray

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The interior remains mostly stock aside from a few obvious racecar necessities such as; a race seat and harness for the driver, a digital dash and gauges, ratchet shifter and quick release steering wheel. The cage surrounds all occupants and was designed for full use of the back seat.

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Anthony Cook’s Street/Strip 1997 Ford Mustang Body & Paint:

Custom color that started oﬀ as a Ford White with a bright Toyota white pearl. Original 95 Cobra R hood and Saleen spoiler. All the lights have been smoothed and tinted. Cobra front bumper with a shaved rear bumper.

Chassis & Suspension/Modifications:

Front: AJE k-member with QA1 tubular control arms. Strange adjustable struts and coilovers. Steeda Caster/Camber plates, Fox manual steering rack with Maximum Motorsports bumpsteer kit. Rear: CHE Track Attack rearend brace with custom integrated anti-roll bar. Trick Chassis double adjustable upper and lower control arms. Team Z stock location rear springs and strange adjustable shocks. BMR upper and lower torque box reinforcements.

Chassis:

Full length subframe connectors and Team Z chromoly roll cage.

Engine:

Stock LS 6.0 block, combination bored and stroked to 402 CID.

Rotating Assembly:

Eagle crank and rods with Wiseco pistons. Tick Performance turbo cam.

Cylinder Heads:

Pray Performance hand ported LS3 heads with BTR .660 springs with titanium retainers. BTR pushrods.

Induction & Fuel Delivery:

Holley High Ram intake and fuel rails with 102mm throttle body. Bosch 210 injectors, Aeromotive fuel pressure regulator and fuel filters, Dual AEM 400 fuel pumps connected to a stock tank with sump. All PTFE lines and running on E85.

Power Adder:

Forced Inductions 91/104 Turbocharger

july 2021 | RPM Magazine

Transmission:

Stock case TH400 with a custom spec convertor from Atlantic Coast Convertors. TCI deep pan, B&M cooler, B&M Pro Stealth ratchet shifter, billet pro mod drum setup with reverse valve body with transbrake.

Rear Differential:

Stock 8.8 with Strange 35 spline axles and spool, FRPP 3.31 gears and Strange C-Clip eliminators.

Brakes:

FRPP Cobra R front brake kit, stock brakes in rear.

Tires & wheels:

JMS wheels wrapped in Mickey Thompson rubber, 275/60/15 Radial Pro in rear.

Interior:

Kirkey racing seat with Corbeau racing harness. MaybeKids digital dash with AEM wideband and Autometer fuel level gauge. Rest of interior is original with only the carpet being swapped to black. Grant steering wheel with Strange quick release. EFI Source MS3 efi system.

Thanks To: He is the owner of DC Autobody who did a lot of the body work on the car. It was a family eﬀort. fabrication of diﬀerent things. machine work on the motor. daughters for the endless support and help and for pushing me to follow what I love doing. They have literally been the backbone of the build and I doubt the car would even be close to what it is without them.

Performance hand ported heads are equipped with BTR Performance high lift springs, titanium retainers and BTR pushrods. A Holley Performance Hi-Ram intake and 102mm throttle body complete the long block.

Streetability is essential for Anthony, which is one reason why he decided on turbocharging as the power adder. He built the entire system around a Forced Inductions 94/104, which seems big for a streetcar, but the 402-incher loves it. The fuel system,

set up for E85, is comprised of dual AEM 400 pumps in a stock tank with sump. Bosh 210lb injectors, a billet regulator and filters are all plumbed with custom PTFE lines. Controlling the system is a Mega Squirt ECU. Backing the LSX powerplant is a

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july 2021

stock-case TH400 with billet promod drum, a trans braked reverse manual valve body, B&M cooler, and TCI deep pan. Converter duties go to a custom spec’d Atlantic Coast Converters unit while Anthony shifts it through B&M’s Pro Ratchet shifter. The factory 8.8 rearend is fortified with Strange 35 spline axles, spool, and C-clip eliminators. A Ford Racing 3.31 gear set keep RPMs happy on the street. The interior was kept surprisingly stock aside from the matched race seats, harness and Grant steering wheel with Strange quick release. Because an aftermarket ECU is used, Anthony installed a MaybeKids digital dash, AEM Wideband and Autometer fuel level gauge to keep an eye on vitals. The end result is a quick reliable street/strip car for the whole family, and speaking of family, Anthony’s most memorable experience with the car to date is actually not a race, but rather a video his buddy shot after he won a street car class. “At the end of my friend’s video it shows my wife with this huge smile on her face all yelling and stuﬀ,” Cook said with a smile. ‘It was just the look on her face that made winning the race that much better.” Well after all Anthony, it is her car! july 2021 | RPM Magazine

RPM

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july 2021

Not shy! Virginia vanity tags LSX MPR give oﬀ the project vibe, but also invites the purists to flame Richard as he smiles, waves and drives on by them.

july 2021 | RPM Magazine

The Dodge community includes some of the most purist of purists, and why not - after all, they have every right to praise the Hemi, small and big block Mopar platforms...

n top of that, the body styles they offered during Muscle Car era 1.0 and now 2.0, are just over-the-top cool. That being said though, it’s no secret that the aforementioned engine platforms can be some of the more costly to build big horsepower with, and sometimes, just some-

times, that causes the Mopar-loving eye to wander. Richard Kinnison may not be a hardcore purist who decided to have a secret aﬀair involving another brand, but there’s no doubt he likes to step outside the norm and be diﬀerent. Coming from the import community, eventually he came back

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july 2021

Everyone’s surprised to see a twin-turbo LS under the hood. The mill started with a stock 6.0L block bored .030 over. Summit rods, pistons and cam were used along with stock, reworked 317 LS heads and a Holley Hi-Ram intake with LS2 91mm throttle body. Twin billet turbos supply boost. to what his father loved, and that’s pure American Muscle. Having four brothers, they all got into cars; a hobby passed down from their dad, before getting more serious, they’d all go to a dragstrip on test and tune nights, adding minor mods along the way. Eventually, as a single dad, Richard took a break from cars altogether to raise a family, but jumped back into the scene a few years ago. “After going to enough King of The Streets (KOTS) races up at Great Lakes Dragway, the itch was back on to get something,” he said. With his reemergence, Richard didn’t 48

july 2021 | RPM Magazine

want to follow the crowd so he stayed clear of the typical Mustang, Camaro, etc. and instead found a 1975 Dodge Dart Swinger. “I always loved the bodylines of the 1967-72 Darts, but they are also the highest priced. The 73-76 models were much cheaper and less sought after than the earlier versions so that is what I focused on.” The car he finally found was in decent shape overall with the factory six-cylinder running just fine, and the makeover of the Dart started shortly thereafter. Initially, Richard wanted to go with a Gen 3 Hemi, but

Richard instantly got hate for wanting to create such an abomination...

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july 2021

july 2021 | RPM Magazine

There is so much “cool factor” on the exterior of this Dart The big Sunoco hood, lower front chin spoiler, rear wing, fender exit pipes and even the carbon fiber mirrors add to the red and black exterior.

the swap isn’t cheap after factoring in the motor itself plus the swap kit, so with some encouragement from his twin brother Stanley, Richard decided to go LS. Asking around in the Mopar forums, Richard instantly got hate for wanting to create such an abomination. However, he did get some help from Dave Akre whose also doing an LS swap in his Dart and with some brainstorming, Richard came up with a mounting solution while Dave fabricated motor mounts. Fitting it inside the engine bay created a new set of problems because of the center link an A-body Mopar uses and how the LS oil pan is designed, but with the help of his brother Stanley they redesigned the oil pan for clearance. Like most budget LS swaps, Kinnison kept things simple. A stock 6.0 iron block was cleaned-up and bored .030 over giving 370ci. The rotating assembly consists of a stock crank, Summit Racing Pro LS rods, and boost-friendly pistons. Richard decided on a Summit 8717 cam to finish oﬀ the short block and used factory cast 317 heads with springs, retainers and trunnion upgrades from Brian Tooley Racing, and hardened Texas Speed push rods. Two 6973 VSP billet wheel turbos are the center attraction of the setup. An LS2 91mm throttle body controls air before it enters a Holley Hi-Ram intake manifold. The fuel system includes 225cc injectors and Pro Series pumps coming from a custom-built 15-gallon cell for street drivability. Cooling the entire system is an air to water cooler from www.rpmmag.com

july 2021

The Dart sees both street and strip duty, but we can’t tell you what it runs because no-time racers don’t tell, and when they do, you can bet it’s faster anyway! Frozen Boost while a Holley ECU calls the shots and a Carter Motorsports Co2 system with Holley solenoids handles boost. Factory drivetrain parts were swapped out in favor of more common equipment from Ford and Chevy. Backing the boosted LS is a built TH400 with full reverse manual valve body and Coan transbrake. Power passes through a Cameron’s torque converter, and Richard shifts with a Precision Performance shifter assembly. The Ford 8.8 rearend houses a Motive Gear 3.55 gear set with their spool, while Yukon 31 spline axles with C-clip eliminators finish oﬀ the package that hangs from a Chassis Engineering ladder bar/Afco coilover suspension. Stopping the Dart is a set of Strange drag brakes up front with new 8.8 disc brakes in the rear. 15-inch SSR Spike wheels sit up front, and 15x11 RC Components Torx beadlocks set the rear oﬀ. 52

july 2021 | RPM Magazine

The Dart’s interior retains much of the factory equipment, including the rear seat, door panels, dash with heater controls, and even the AM radio! A 10-point cage was installed along with a pair of race seats, Holley dash, quick release steering wheel and ratchet shifter.

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july 2021 | RPM Magazine

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july 2021

Richard Lee Kinnison’s Street/Strip LSX Turbocharged 1975 Dodge Dart Swinger Body & Paint:

Original paint color no extensive body work. All steel (including bumpers), all original window glass. The only aftermarket body part is the Glasstek 6.5” Sunoco hood painted the factory red by Maaco in Chesapeake. Original vinyl top as well. Custom wing made by Bryan Fondren of Dunn, NC.

Chassis & Suspension/Modifications:

Chassis Engineering Stage 2 Ladder bar kit, Afco Big gun 3850 double adjustable coilovers. Quartermax anti-roll bar and wishbone. Redmond Fabrication Custom built chromoly subframe connectors, chassis bracing, parachute mount, driveshaft loops and 10-point cage. STR Chassis Fabrication chromoly front K-member. RJ Race Cars parachute.

Engine:

Factory 6.0 liter truck block bored .030 over to produce 370 cubic inch motor.

Rotating Assembly:

Factory crank, Summit Pro LS rods, pistons and Summit 8717 camshaft.

Cylinder Heads:

Factory 317 heads, BTR 660 springs/retainers, Texas speed hardened pushrods and BTR trunnion upgrade. LS9 head gaskets.

Power Adder, Induction & Fuel Delivery:

Twin billet 6973 VSR turbos, Frozen Boost Ultimate Drag air to water intercooler, HPI 225cc injectors, Holley Hi-ram intake, LS2 91mm throttle body. Aeromotive Pro Series fuel pump and filters. 15 gallon fuel cell in the trunk. The turbos mentioned above, controlled through Holley ECU and a Carter Motorsports Co2 system with Holley solenoids.

Transmission:

Built TH400, full reverse manual valve body with billet Coan transbrake. Precision Performance shifter assembly.

Rear Differential:

Ford Explorer 8.8, 3.55 gears, Motive Gear full spool, Yukon Gear 31 spline axles and c-clip eliminators.

Brakes:

Strange Drag Brakes on the front and new OEM Ford 8.8 disc brake calipers/rotors on the rear.

july 2021 | RPM Magazine

Tires & wheels: Front: 15 inch SSR Spikes with 165/80/15 street tires on them. Rear: 15x11 RC Components Torx beadlock with a D06 slick.

Interior:

Holley 6.86 Pro dash, Holley fuel gauge, AEM wideband. RJ Race Cars steering wheel and wheel adapter. Racequip helmet, harnesses, and racing shoes. Sparco racing suit. Quarter-max parachute handle kit. Carter Motorsports co2 boost control system.

ET & MPH – Race only: Shhhhh! Was there a special reason to build this car?

To build a car with my family, wife Nancy, son Christian who is 13, and my daughter Cadence who is 10, and to build one that was diﬀerent than everything else you see at the track. Maybe not at first glance, but once you look underneath it etc., it really is something quite special that not everyone gets to do with their family. I can also swap fuels and drive it anywhere with the windows down, kids in the back seat and the AM radio on.

Thanks To:

My wife/kids/brother for helping me turn wrenches, fabricate, build, test and overall tolerating my passion for racing and being there week in and week out at tracks and in the garage helping me get this thing somewhat figured out. Theodore Redmond for all the chassis work, late night calls and tech support. Tory Shellhammer for the awesome front k-member setup.

What is the most memorable experience you have had with the car?

It was actually a recent weekend at Dig or Die in Rockingham, NC. when for some unexplainable reason the car sounded really funky and upset right out of the trailer. It had been running great but now the air/fuel ratios were all over the place and the plugs were fouled. Finally, we found that an O2 sensor was causing the issue but not until taking 5 ½ hours to get it figured out and fixed. The next day we won rounds in some pretty unconventional ways despite still having some issues, and during round 3 were eliminated when we just tried to put too much power down., Even with these problems, it was still the most memorable experience to date, working through everything on the car with lots of help and support.

Under the back hangs a fortified Ford 8.8 rear diﬀ hung by a Chassis Engineering Stage 2 Ladder bar kit with Afco Big Gun 3850 double adjustable coilovers. In the trunk resides the cooler, battery and fuel tank big enough for street cruising. And the bags? Well those are weight ballast on a budget. Kinnison paid homage to the Dart’s history by keeping a lot of the factory interior parts intact with a Redman Fab 10-point cage weaving throughout. A Holley 7 inch dash and gauges keep an eye on all vitals while a race seat is accompanied by Racequip harnesses. The Co2 boost controller system sits alongside, while a Quarter-Max parachute handle hangs from the roof and an RJ Racecars quick-release steering wheel was installed on a factory column.

The body on the Dart is all original steel with the exception of the 6.5 inch Sunoco hood, in fact, even the bumpers and window glass are original! The red color is also factory as is the slick vinyl top, and the custom rear wing was

fabbed by Bryan Fondren of Dunn, NC. Richard had a good run with the Dart on both the street and strip right out of the gate, and being diﬀerent has its advantages. As if a ’75 Dart Swinger doesn’t get enough attention wher-

ever it goes, you should see what happens he opens the hood. “Now that we’re done, (is a car ever really done?), we’re tweaking and peaking it to keep the power in-check as well as dealing with/enjoying all the Mopar purists yelling ‘Mopar or no car’ as I smile and wave driving by them,” Kinnison added with a smile. Sure, the purist may not like it, but Richard followed one simple rule when he created the Dart: build it for me! RPM

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july 2021

“My father purchased this car in pieces about 12 years ago...” tells Joseph (Joe) Thomas. “We built it with a 355 small block for my mother to drive to car shows, but just as most clean cars do, it sat more than it was driven.” That was all the reason the Thomas family needed to transform their gorgeous 1967 Chevy II into a wicked-quick small tire drag strip warrior, and Joe would get the best seat in the house. Growing up around fast cars, once he was of age and had a ride of his own, Joe street raced every weekend he could in between hitting the Super Chevy Shows with his dad running his

july 2021 | RPM Magazine

Tucked rear wheels and tires, a body-color wing and cowl hood along with a killer raked stance give the original bodied Nova SS a longer leaner look. The car just fits into so many categories: street, strip, show and Pro Street.

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july 2021

No paint or vinyl here! The Thomas family loves their Novas and having them look original is important, so they used as much of the factory trim, lighting and emblems as they could.

july 2021 | RPM Magazine

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july 2021

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Like they say, a picture is worth a thousand words…well here’s 10 pictures, so there’s not much more we can tell you about the power the Nova is capable of generating, other than it is boosted by twin Precision 94mm Pro Mod turbos.

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“King Cat” ’67 Nova SS. The Import scene would attract his attention and along with his brother they would setup and tune various combinations and also help their dad transition into the ranks of Pro Mod in a ’66 Nova. The time eventually came to sell oﬀ the race

cars and focus on life for a while, that is, until the need for speed returned to the Thomas family. About 6 years ago Joe, now a mechanic by trade, and his dad had some ideas about mom’s Nova. “Seeing a beautiful ’67 hotrod chilling in the garage, we decided it was time for a family project,” Joe explained. “So this was a union of our past, present and future.” And so the Thomas’ “show” Nova, became their “go” Nova! With a cool ride sitting on a decent chassis in the garage and a budget set, the family worked to

These guys went above and beyond... build a slick Pro Street 10.5 drag car. They contacted Eric Dillard at Proline Racing who, over the next several months, working alongside RK Racecraft, installed a freshened tried and true AJPE 481X engine out of the

moserengineering.com

july 2021 | RPM Magazine

Watch the Nova at The American Dorrslammer Challenge

While it might be commonplace today to see a twin turbo mill hidden beneath the hood of a muscle car that still looks like a street car, what is not common is seeing a Proline built AJPE 481X based all-billet bullet between the rails!

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july 2021

famed EKanoo car. Along with a fresh trans, rearend and a list of other parts needed to support the new turbocharged mill between the rails, the Thomas’s ran the combination for 4 years, clocking a solid best of 4.26 seconds in the eighth. Feeling that there was so much untapped power left on

july 2021 | RPM Magazine

the table due to the restrictions of the chassis, they set out to change that by contacting Jason and Justin at JE Customs. “These guys went above and beyond and built a full chassis work of art for this old girl,” Thomas added. And sure enough, they got the car running 4.15s right out the gate on a soft

From left: Lionel Herring (Joe’s uncle), Joe Thomas AKA Nova Joe, Jeﬀ Thomas (Joe’s father).

Pit view walkaround video

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july 2021

tune that allowed them to get to know the new package. What’s cool about the car itself is that it’s an original 1967 Chevy II SS that maintains the original factory steel body tub and bumpers. Doors, hood and trunk lid have been swapped out for lighter fiber-

july 2021 | RPM Magazine

glass parts, but they built the Nova so the original hood and trunk could be re-installed if needed. The car is straight and the blue paint is stunning. Oh, and by the way, along with being an original VIN numbered body, yes, the Nova is still a registered and

Most of the equipment inside the Nova relates to getting from point A to B as quickly and eﬃciently as possible, however, keeping the original SS dash with gauges, controls and ignition was a cool touch. An FT600 digital dash relays info to the driver, while a large touch screen stereo was installed so Joe could chill on some tunes while waiting in the staging lanes.

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july 2021

40TH ANNIVERSARY

1981 - 2021

THANK YOU!

Dart Machinery would like to thank our entire performance family we’ve built together throughout the last 40 years. Your dedicated support has made Dart what it is today, and we’re excited for another four decades of making power!

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A 25.2 certified chassis built by JE Customs snakes its way through the interior of the Nova. tagged street car…just in case. That new JE Customs chassis is a 25.2 spec. creation with a titanium firewall and carbon fiber most everywhere the eye can see. “I have to say that their (JE Customs) attention to detail is awesome,” Joe said. Suspension wise, they chose to keep the traditional front a-arm configuration up front with custom shocks and

a fabricated 4-link with custom shocks hangs a near-indestructible Hunt fabricated rear diﬀerential with Strange 10-inch gear and Strange axles. Like we said, it’s a Proline built AJPE 481X based animal that started its career in EKanoo’s record setting car before it found its way under the hood of the Nova. The

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july 2021

Watch Joe Thomas take the win light!

july 2021 | RPM Magazine

engine sports 572 inches of billet madness and was freshened before for use in the Nova. Rotating inside the block is a set of custom Carrillo aluminum rods and Bill Miller reverse dome custom pistons with Trend pins and Total Seal custom rings. Heads are AJPE 481X with Victory titanium valves, PAC dual springs, ti-

tanium retainers and Smith Bros. pushrods. The twins are Precision Pro Mod 94mm units with custom piping and manifolds, and Turbosmart wastegates and blow-oﬀ valves. “We chose turbocharging because it’s something I knew growing up in the Import era that has made its way into all aspects of racing, and it clearly

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july 2021

july 2021 | RPM Magazine

Aside from big carbon wheeltubs to accommodate most any tire size, twin fire system bottles fill the bulk of the trunk space. Although they run a fiberglass trunk lid, hood and doors for weight savings, the car was designed to allow originals to be reinstalled.

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july 2021

The Thomas Family Outlaw 10.5 1967 Nova SS Chassis Type & Mods:

25.2 chassis built by Jason and Justin at JE Customs with titanium firewall and carbon fiber.

Suspension:

A-arm front, 4-link/coilover rear. Menscer custom design shocks front and rear.

Body & Paint:

Factory steel original body and bumpers with fiberglass doors, hood and trunk. Set up so the steel units can always be put back on.

Engine:

Proline built AJPE 481X Stage 2 572ci full billet engine originally from EKanoo race team. Carrillo aluminum rods and Bill Miller reverse dome custom pistons with Trend pins and Total Seal custom rings. Heads are AJPE 481X with Victory titanium valves, PAC dual springs, titanium retainers and Smith Bros. pushrods.

Rear Differential:

Strange 10 inch gear in a Dave Hunt custom housing.

Other Information about the Vehicle:

This is a true SS VIN matching registered street car with working touchscreen radio so I can listen to music in staging lanes.

Vehicle Owner/Driver Info:

Owned by Jeﬀ Thomas (father) and Heidi Thomas (mother), driver is Joseph Thomas (son).

Best ET & MPH:

4.15 at 189 this last race on the new chassis .

How Many Years Racing:

4 with Imports and 4 with this car. Nova is the first ever V8 I raced.

Division/Class Run: Outlaw 10.5 / Pro Street

Thanks to:

Induction & Fuel Delivery:

Waterman mechanical pump with a 255 Walbro primer pump pushing M1 to 16 Atomizer 700lb injectors.

Power Adder:

me a great work ethic that transfers into all aspects of my life. average guy, much blessings.

Twin 94mm Pro Mod Precision turbos with customs piping and manifolds and Turbosmart wastegates and blowoﬀ valves.

Electronics:

Fueltech FT600 wired by Homier Fab at RK Racecraft and partially altered at JE Customs.

other is always up for the challenge. chance to prove limits are in your head. for giving me the chance.

Transmission & Converter:

M&M custom gearing 2 speed 400 with Reid case and Pro Torque EV1 bolt-together converter.

Performance Centers Throughout Eastern Canada

www.partspro.ca 78

july 2021 | RPM Magazine

The custom JE 4-link/ coilover rear suspension setup hangs a beefy Dave Hunt-built custom housing with Strange Engineering guts.

makes power,” added Joe. An M&M custom geared 2-speed TH400 transmission with Reid case and Pro Torque EV1 bolt-together converter transfer the boosted power rearward to that fabbed rearend mentioned earlier. Tucked well up into the rear wheelwells, providing the hook out back are a set of Mickey Thompson ET Drag 10.5 slicks beadlocked to a pair of Sander billet wheels. The interior of the Super Sport is a mix of mostly drag race equipment

with a splash of OEM in the form of the original dash complete with factory gauges, ignition and glovebox. Aside from that, a maze of bars to meet the chassis specification are accented by carbon fiber overlay. The transmission rides along uncovered beside Joe and an air actuated PPP shifter controls the single gear change during a run. An FT600 system with interactive column-mounted dash panel controls everything, and wiring was initially completed at RK Racecraft and par-

tially altered following changes by JE Customs. The Thomas family has no plans of slowing down with the Nova anytime soon as they will not only be running Outlaw 10.5 this year, but have added the PDRA Pro Street class to their schedule. And, while the Nova may have made a transition from show to go, make no mistake, it can run with the top of the pack at both! RPM

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july 2021

july 2021 | RPM Magazine

t has been more than a year since RPM Magazine visited the much anticipated Yellow Bullet Nationals traditionally held annually on Labor Day weekend at Cecil County Dragway in Rising Sun Maryland. Continued uncertainty revolving around the Coronavirus pandemic left racers and fans shuddering at the thought of possibly having it postponed again for 2021, but through the determination of promoter Monty Mikho, the light at the end of this tunnel was shining brightly. The weekend of May 14th - 16th featured fantastic weather with warm days and cool nights that surely led to the exceptional performances of the racers and comfort of the massive number of fans attending. As usual, the team and crew at Cecil County, with a welcomed addition to

the masters of prep, Jimmy Bradshaw of The Sticky Mafia, kept the track on kill all weekend. Going into the event, Maryland had some of the strictest policies for outdoor events, mainly the amount of people allowed in a venue. The capacity at the time of Monty’s final planning was only 50% which would facilitate the need to cut the 10.0 and 11.50 index and sportsman brackets from the program to allow fans and racers enough breathing room, however, one week before the event, Maryland announced it was dropping ALL limits on capacities! This would have made a sizeable diﬀerence in the event, but as the weekend went on the fans took it upon themselves to show up in force. With packed stands and full fields in all classes, you couldn’t have asked for a better outcome.

Before delving into the racing, we asked Monty about the inclusion of the PRO275 class and it’s huge payout of $27,500.00 to win in place of Outlaw 10.5 that was the mainstay of the monthly Cecil County Street Car Shootout for nearly two decades. Monty stated, “I believe it’s one of the hottest and best classes to watch in drag racing. These are real cars sitting on tiny tires, something any race fan would enjoy watching. It is absolutely a class that brings fans to the stands. I look forward to seeing it at the next YB Nats on Labor Day Weekend and I am sure the fans are too, it should be another great event!” This class features a smaller radial tire that outperforms the larger 10.5 bias ply slick. Most racers say the tire drives better, is smooth and safer than the “floppy” slick, and some have seen massive gains of over three tenths of a second with the swap!

Read along as we recap what went down in 2021 YB Nats Version 1.0 qualifying and eliminations. Pro Modified

Camaro would meet Jason Lee. The front of Decker .022, quickly ripping The shining example of brute big tree went green and man oh man did oﬀ a winning 3.595 at 210 to Decker’s tire racing is Pro Mod, and 19 of the Lee strap on a stellar nearly perfect equally impressive but losing 3.596 at 21 entries came from the Northeast reaction time of .003, getting out in 211! How about that race fans! Outlaw Pro Mod Association based out of Long Island New York, now in their 27th year headed up by CEO John Mazzorana. Steve King in the Pilot / Miller screw-blown Corvette led the field with a vicious 3.593 at 209.20 lap, followed by Jason Lee’s equally impressive 3.594 at 209.52MPH in Eric Gustafson’s Coast Packing Company Hemi-ProCharger equipped ’69 Camaro. Two-time PDRA Pro Nitrous Champion Jim Halsey placed the Buck Racing Engines nitrous assisted ’68 Camaro in the third spot, blistering the track to the tune of 3.596 at 208.36, while Anthony DiSomma in the Desert Demons Racing twin turbo ’67 Mustang captured the top MPH with an incredible DiSomma Racing Engines powered 216.76MPH blast. A full 16 car field was now on paper and ready to go Sunday. It was fast and Anthony DiSomma pulling the twin turbo Mustang Pro Mod down from an close racing when Mike Decker Jr. in astounding blast of a top 216MPH pass. Anthony is known for not just his drivDeckers Salvage screw-blown 2017 ing skills but his popular DiSomma Racing Engines all over the world. www.rpmmag.com

july 2021

Pro Modified

Continued

PRO275

The starting line was crowded to watch as Benston would light the scoreboards with the win Mike Decker Jr. has been adapting from Outlaw 10.5 and Radial vs The World series to foray into the world of Pro Modified with the spectacular Decker’s Salvage Camaro filled with screwcharged mayhem. Mike wound up in the quickest side by side race this weekend with identical 3.59’s in the final, losing to Jason Lee.

Pro Mod Yellow Bullet Champion Jason Lee in Eric Gustafson’s Coast Packing Company ProCharged Camaro laid down solid 3.60’s and ended with an amazing 3.59 to capture the coveted Yellowbullet Nationals Pro Modified title.

Steve King in the Pilot/Miller screw-blown Corvette wowed the crowds with the screaming wheels-up-to-half-track passes including the quickest to date 3.593 at 209MPH for this outstanding team in the aptly named “Savage” Corvette. 82

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With this first time class for the YB Nats, Monty caught the attention of everyone by oﬀering the largest purse of the weekend of $27,500.00. Seventeen competitors took Monty up on his big money oﬀer and bolted on the 275 tires, with Manny Buginga leading the ladder in his turbocharged ’03 Mustang 3.688 at 200. The always popular team of Shawn Ayers and NFL Super Bowl Champion, six-time Pro Bowl selection from the Philadelphia Eagle’s Defensive End Fletcher Cox in the wild screwcharged ’69 Camaro placed second with 3.70 at 204MPH. Rounding out the top three was Steve Gorman, making his debut in the new and “Best Engineered” ProCharged Hemi powered ’67 Mustang with 3.755 at 195. Young Mark Benston Jr. (third Generation Cecil County Racer) would plow his way through the class with his homegrown Benston Racing Engines / NorthStar Motorsports twin turbo ’69 Camaro to meet the well performing Gorman who also dominated his side of the ladder. The starting line was crowded to watch as Benston would light the scoreboards with the win and match the late Blake Copson’s PRO275 record. Gorman’s 3.730 at 200 lost to Mark’s 3.694 at 212MPH also making him the first twin turbo in the 60’s. In the winner’s circle, Mark was met by his giant extended family, friends and the Copson family where he and his fiancée’ Erica

Fans just love Bumble Bee piloted by Jeﬀ Miller who is always looking for the championships in this class. One of the most flamboyant cars in this class has been known for its wild antics, like huge wheelies into the air. Although he broke before his first pass, he qualified very well in 6th position.

The newly crowned champion of the PRO275 class Mark Benston Jr. worked the twin turbo Camaro out of Benston Racing Engines/NorthStar Motorsports, making every pass count to the absolute final round against staunch competitor Steve Gorman. Both are well known racers in the Strange Engineering Street Car Shootout that takes place monthly at Cecil County. would enjoy the emotional awards. Benston later stated in a Facebook post, “Blake Copson we did it buddy, you were riding shotgun with me all weekend, you wanted me to put that

turbo car in victory lane back to back years at Yellow Bullet Nationals and I laid it all out there for you my man. Thanks for letting me share your record number of 3.694 in the finals

with you! I am still at a loss for words, this has really been a dream come true for my team as we have worked very hard over the years to get here and finally got the job done.”

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PRO275

Continued

Manny Buginga would stand hands above the rest opening the weekends racing as number one qualifier in PRO275 with a 3.688 at 200. He was also racing as a tribute for his teammate Blake Copson. Blake drove this Mustang to the winner’s circle back in 2020 winning the Shakedown Nationals at Virginia Motorsports Park.

It was a stellar weekend for Steve Gorman and the stunning 67 Mustang he is now campaigning in PRO275 with his ProCharged Hemi. Steve is a long-time racer at Cecil County and a steadfast competitor right up to the final round where he lost to Mark Benston Jr.

X275

No doubt about it, these cars are flying! The evolution of small tire racing literally comes from this class with stock bodies and stock style suspensions. Dom DiDonato scorched the track with an amazing 4.162 at 174MPH in his GT500 Mustang, followed by the brutal BES Racing Engines ProCharged Hemi Challenger of Rob Goss going 4.186 at 170 and Mike Cerminaro in Bruce Maichle’s spectacular 2002 ProCharged Firebird running 4.187 at 171MPH. Notably missing from the top three qualifiers was the standout of X275 Ron Rhodes who placed fourth in his Camaro and ripped through his side of the ladder to meet Rob Goss in the final. The high-tech Hemi vs. the little small block nitrous Camaro. With nearly identical reaction times, Goss was out a hair on Rhodes as they approached the stripe when Rhodes misfired and Goss sped onto a winning and crowd pleasing 4.142 at 172MPH! Rob Goss would later post to Facebook, “This is a big one for our team, thank you all for the continued support. Ron had a little trouble in the finals when we were side by side and it would have been epic at the stripe. Always great racing with good friends like Ron!”

Fletcher Cox seems just as at home on the track as he does facing an opponent on the football field, nothing but respect for this man as he oversees making sure his driver of the screw-blown Camaro Shawn Ayers is prepared for his best performances. A very solid team, they did well making it to the semifinals. 84

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Being the quickest in your class usually amounts to crowded starting lines when it comes down to eliminations with number one qualifier Dom DiDonato in the L&M Race Engines Mustang running a 4.162 at 174MPH.

Rob Goss in the BES Hemi powered Challenger would not only qualify in the top three but finish oﬀ the competition running 4.142 at 172MPH in the final against standout Ron Rhodes.

The team of Mike Cerminaro and Bruce Maichle is a winner in both performance and quality. This car is spectacular, a shining example of pure power and looks combined with the ProCharger under the hood of the 2002 Firebird. Mike the driver wound up in third qualifying strong 4.187 at 171.

A huge favorite at Cecil for this X275 class, hometown hero Ron Rhodes met some heavy resistance this year while sorting out a new SBC combination and now sporting EFI Carb Delete on this nitrous powered leaf spring Camaro. Ron fell in the finals to good friend and competitor Rob Goss.

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july 2021

Ultra275

31 cars qualified for a 16-car field to crown a new Ultra275 Champion in one of quickest fields in history. The team of Connor Hartsock and Dylan Wile led the charge with a 4.493 at 155MPH also taking the honor of first car into the 40’s in this class with the black 1992 nitrous injected Mustang. Brian Keeps ProCharged ’98 Camaro followed close with an impressive 4.512 at 153 and George Farkouh laid down a 4.528 at 153MPH in the 2014 American Racing Headers Camaro. Brian Keep was a surely a fan favorite, the Keep Racing ProCharged Camaro It came down to two of the top held on to second qualifying spot but fell by way of a holeshot put on him in three facing oﬀ in the final, Farkouh the first round. and Wile. A rousing fan-filled starting line was gathered behind and around these two racers as they took the tree and Wile’s 4.70 at 122 fell to Farkouh with an almost bracket racing like series of rounds finishing mightily at 4.515 at 154MPH. George Farkouh stated, “We won Yellow Bullet! I can’t say enough of our team. I want to thank my fiancé Valerie Clements for always supporting me in everything thing I do. Farid Farkouh, Chris Nagawiecki, and Louie Filippides for all the hard work into making this car This team of Dylan Wile and Connor Harstock made the morning papers with what it is and continuing to improve becoming the first car in the 40’s in Ultra 275 during qualifying, 4.493 at 155 to be exact. Dylan Wile would make his way to the final taking the runner-up on it every race.” spot in this tough class. George Farkouh put the very cool 2014 ProCharged Camaro in the winner’s circle facing Dylan Wile. Farkouh laid down a .028 light combined with a superb 4.51 at 154 that was clearly an insurmountable pass to beat in the American Racing Headers emblazoned Camaro.

july 2021 | RPM Magazine

Warriors Outlaw Drag Racing Team

One of the greatest comeback stories is that of Doug Sones and his Warrior class early Corvette. A few years ago, the wheelie bar broke on the car sending it on its roof and basically destroying it. The Warrior team members rounded up another body, and here is the finished job on its maiden voyages. Doug’s son Creighton also made his debut in a blown Malibu with him. Doug lost in the first round, but he will be a force to reckon with again once he’s dialed in.

These racers just keep entertaining led by Larry Mack and his wife Dianna. They bring so many wild combinations that it’s not a class you can step away from the bleachers for, with 26 entries this weekend. With two fields, A and B, the racing was oﬀ the charts, with all power adders represented. Scott Kline’s 4.513 at 161MPH in the ProCharged 1963 Chevy II took the victory over Devin Yankey in the “A” class while Lou Proto’s 4.656 at 157 would oust Jorge Fretts in the open convertible Mustang. Do yourself a favor and follow this great series that RPM Magazine had the honor of featuring.

Scott Kline has been racing for years. The strong little Deuce has paid its dues through diﬀerent levels of class racing and Scott has found his new home with the Warriors. The ProCharged Chevy II takes top honors in the “A” class this year defeating Devin Yankey in his gorgeous Nova.

So cool to see two convertible Mustangs in this final. Jorge Fretts with the roof down did his best to keep up with Winner of the “B” class long-time racer in the Ford and Mustang ranks, Lou Proto who now runs with the Warriors.

Larry Mack and his wife Dianna are the base of the team that puts the Warriors program all together. Both are diehard drag racing fans and make this class one of the now most sought after to have on the schedule.

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july 2021

Top Sportsman This class was HUGE, featuring 33 of the finest entries led by Cecil Counties first lady of Top Sportsman Erica Coleman lighting up the boards with a scorching 3.898 at 193MPH to grab the number one spot. Number 16 qualifier and eventual winner Joe Heﬀernan in his wild 1969 Buick Opel took out Deion Pleasants in the finals. A great comeback story about Joe Heﬀernan as the car crashed hard a couple of years ago to the point where it might not be repairable. Precision Chassis took on the cause and Carmen Damiani at Red Alert Refinishing laid down some wild red paint with awesome new graphics. The car was swapped from a nitrous small block to a N/A BBC with only one test hit and made it to the winner’s circle! The team of Joe, his wife Cynthia and father Joe Sr. were overjoyed, it was truly a Cinderella story.

Erica Coleman led the huge turnout of Top Sportsman doorslammers with a fiery nitrous injected 3.898 / 193MPH run in the yellow 1968 Camaro. Erica is a Cecil County regular who performs at this level each pass.

Another great story is that of Joe Heﬀernan and his father who campaigned this 1969 Opel as a nostalgia piece. They changed the look, updated the power to a big block Chevy and made it to the winners circle with little to no testing. Big Joe and his family were ecstatic and celebrated on the starting line. 88

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Blake Copson Tribute

hat wasn’t planned prior to the YB Nats was the heartbreaking loss of one of the Yellow Bullet Outlaw 10.5 Champions, 26-year-old Blake Copson who passed suddenly March 6, 2021 as documented in the RPM April Issue feature “Too Soon”. Monty and his wife Maria planned to honor Blake at his home track. Blake’s parents Joe and Lianna Copson, sisters Taylor and Ava along with his very close friends spent the weekend at the track with Blake’s car on display as his fellow racer / teammate Manny Buginga would try and capture the Pro275 championship in Blake’s name. After the first round of qualifying Friday night it was a time to reflect on this young champion with Monty, his wife Maria, brother David Miko and a bevy of helpers lining the center of the Cecil County Dragway with candles for 660ft, observe a moment of silence and then send fire lanterns skyward in his memory.

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8.50 Index Finishing up with one of this writer’s favorite classes, 8.50 Index is almost always the largest class at the Yellow Bullet Nationals, and this year 51 entries stormed the gates, all in the 8.50+ area. These racers are extremely competitive and talented as evidenced by your winner Steven Silver who took Mike Good to the cleaners with a near perfect .001 reaction time in the finals making Good play catch up. Silver took the win light with another brilliant 8.516 at 156MPH over Good’s 8.47 breakout.

Steven Silver has much support from friends and family, and it showed by the huge starting line celebration after his outstanding win in the heavily challenged 8.50 index. This cool SUV flies wheels-up each pass.

YB NATS 2021 Version 1.0 was a big hit!

ut there’s more to come this year as Monty, Maria and David Mikho plan the fall edition of the epic event. Monty wanted to extend his grateful thanks to the sponsors and friends who make this possible: Mickey Thompson Performance Tires & Wheels, Induction Solutions, Jesel Valvetrain Innovation, Switzer Dynamics, Precision Turbo

& Engine, Mark Williams Enterprises, Inc, BRODIX Cylinder Heads, Moroso, VP Racing Fuels, Speedwire Systems Racing, Holeshot Performance Wheels, Motor Sports Innovations, Ultimate Converter Concepts, FuelTech, USA Tech, UPR Products, Fragola Performance Systems, John & Laura Sears and Salvato Designs. “I really hope every one of you understands how much we appreciate the support you’ve given us over the years. These races are not possible without the support of great companies like yours. Thank you!” Monty added.

Monty and Maria Mikho spent much of their time just hanging out with friends, racers and sponsors right on the starting line. Their dedicated fan and racer base grows with every event and we at RPM Magazine truly appreciate them as friends. See you in the fall for YB Nat’s 2021 2.0! RPM 90

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july 2021

Taking World Domination To The Next Level – We install cam/ lifters, heads and more on our small block Ford!

ver the last month the weather has really come around, race tracks are open for business and in many areas restrictions are being lifted. Last month, we were able to complete the Project World Domination small block Ford short block. We filled our World Products 9.200 deck 6 Bolt Iron Man O’War block with a rotating assem-

bly and discussed the various steps involved in preparing each part, from crank to pistons and rings, for installation. You can view last month’s article here: https://issuu.com/rpmmag/docs/21-06_combo/94 Now it’s time to take World Domination to the next level; long block status! It was time to slide in the Erson cam for our future naturally aspirat-

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■ This Erson Cams solid roller camshaft came with an easy to read grind sheet and two sets of pins for installation.

■ Our Erson cam utilizes two cam gear location pins, to keep everything in place.

■ The back of each Erson camshaft is engraved with all the pertinent information regarding the grind. Even I can read it, thanks Trisha!

■ The Jesel SBF timing cover gives you great access to the camshaft and easy to change cam timing option. The Jesel kit comes complete with a detailed instruction sheet with photos and torque specifications. It looks and fits far better than the factory cover.

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july 2021

ed dyno session. Erson Cams sent us two camshafts, one for naturally aspirated use Part # ERSE212993 and the second was custom designed for nitrous oxide use. The small block Ford design uses a single locating pin to mount the timing gear to the front of the camshaft. Our Erson cam utilizes a dual pin design, which will insure the cam has no chance of rotating on the cam timing gear. Erson supplies two pin lengths - we chose the longer and modified the length just a bit to mate to our Jesel timing gear. I fit the dual cam pins into the end of the Erson cam, ensuring the Jesel cam gear fit tight and square to the face of the camshaft. Solid roller cams do not require a special break-in procedure and when installing I generally use a heavy oil to lube the lobes and assembly lube on the cam journals. I turned my attention to the camshaft retaining thrust plate which required minimal modification to clear the Jesel belt drive cam timing parts and gives our Erson cam a .007” end play measurement. We chose the Jesel SBF timing belt kit which has a great design for changing your cam profile by advancing or retarding cam timing, and it also makes cam changing easier with an access plate directly behind the timing gear. Not to mention the patented High Torq Drive™ reinforced belt runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics. The Jesel Belt drive comes complete with a detailed instruction sheet that includes photos and torque specifications for all their hardware. The timing belt drive kit fits better than the stock timing cover and sure looks a lot better, too. We will be using a remote electric water pump in this build which will give us full access to the Jesel belt drive in the future. It’s no coincidence that we chose Jesel for our World Domination shaft rocker arm system and cam timing parts. Being a high quality manufacturing company specializing in valvetrain components for all popular high performance engines, their 94

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■ The Jesel timing belt uses a Patented High Torq Drive™ reinforced belt that runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics.

■ We used Erson Cams best solid roller lifters that were fit to the block by Cody at KMS during the World Products block machining process.

■ This close-up shows the thin line mark on the top of the valve as close to the middle of the valve stem as ■ The Jesel rocker and shaft kit comes complete with all the possible with very minimal travel oﬀ center for perfect hardware and shims to make rocker arm geometry perfect. geometry. drive for innovation, right from owner and president Dan Jesel on down, is impressive and has transformed Jesel Valvetrain from an after hours, 2000 square foot machine service to a 65,000 square foot design, build and test center with hospital-like cleanliness, a complete engineering department, over 35 multi-axis CNC machines and a test facility with two Spintron machines. Of course, service has to enter the equation as well, and our custom order was sitting at the shop door in just 10 days! One thing many people don’t realize is that Jesel also oﬀers a rebuild program where their Certified Performance Rebuild department will inspect, update and rebuild your Jesel rockers, lifters and followers to their original precise tolerances, giving you the confidence you need for your next season of racing. Click here to visit the Jesel website: https://www. jesel.com/ Now it’s time to degree the camshaft. I use the intake centerline method, by first establishing TDC and rolling the engine over to check the opening and closing event of the intake lobe. There are a few things to think about after installing the camshaft.

Generally, anyone could slide a cam in an engine, but to know exactly that the cam you purchased is what it should be, one should degree the camshaft. You can degree a camshaft with cylinder heads on or off, as our engine is in the assembly stage, I will do it with the heads off. You will need a camshaft degree kit for an OHV engine which should include a degree wheel, piston stop, magnetic base dial indicator and/or a lifter dial indicator, a stiff wire to use as a degree wheel indicator and lastly, the cam card from your camshaft. We will use the intake centerline method to degree our cam, which means we will verify our cam is installed at the listed intake centerline on the cam card. Then, we will further rotate the engine to check that all the lobe events measured on the degree wheel match the cam card.

Cam Degree #1 finding TDC

With the timing system installed, double check that the timing marks on the cam and crank gear are aligned correctly. Now, install the degree wheel onto the crank with the crank bolt and tighten. Install your dial indicator into the #1 cylinder intake lifter hole. I have a pretty cool tool

for this. If you do not, set up your indicator on the top of that lifter. Rotate the engine to approximate #1 TDC. Install your wire pointer to the block and bend /adjust to the TDC or Zero on the wheel. Turn the engine opposite engine rotation, approximately 15-20 degrees. Install your piston stop, and adjust the piston stop until it contacts the piston. Turn the engine in the same direction (opposite rotation) until the piston contacts the stop. Mark the degree wheel with a pencil mark where the wheel stopped at the pointer. Rotate the engine in the other direction (normal engine rotation) until the piston hits the stop. Mark the degree wheel where it stopped at the pointer. Remove the piston stop. Move the crankshaft to rotate the engine to the midpoint of the two marks made on the degree wheel. This is true TDC on your engine, and is a good reference for your zero timing mark. Do not turn the crank and adjust your pointer to TDC or Zero. www.rpmmag.com

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Cam Degree #2 Finding Intake Centerline

With the dial indicator installed, rotate the engine in normal direction until you see maximum lobe lift (the needle will change direction at maximum lift). Set the indicator to zero. Rotate the engine (opposite normal rotation) until the dial reads .100”. Verify that the number Next rotate the engine you have is the same on (normal rotation) until the your cam card. The intake dial indicator reads .050” centerline could be oﬀ and before the maximum lift. if it is, we are able to adjust it very simply by rotating mark the degree wheel Rotate the engine (nor- the cam gear to either an mal direction) until the advance or retard notch dial goes past zero (max- marked on the gear to corimum lift) to .050” on the rect the intake lobe centerline. Keep in mind that closing side of the lobe. each notched mark represents 2 degrees. mark the degree wheel Our N/A Erson camshaft together and divide 2. This was on the money at 108 is the recorded intake cen- degree intake centerline! terline. (A + B) / 2 = C Before you leave this pro-

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■ Looking straight down at each Jesel rocker arm, you are able to see how straight and centered they are to the valve stem

cedure, you can verify the rest of the lobe to the cam card, check lift at .050” and so on. With the camshaft installed and degreed, it was time to install the Erson solid roller lifters. They slid home perfectly as promised by Cody at KMS. One of the checking procedures while the World Products block was being machined, was to verify and correct (if necessary) the lifter bore clearance. Cody used a small hone to bring all 16 holes into specification. Now it’s time to move on to our cylinder heads. We chose Bill Mitchell Products (BMP) 10-degree 310 heads, as they are able to utilize the World Products 6 bolt/cylinder or 18 head bolt design. This part number 023015C cylinder head boasts large valves and big breathing CNC ports which should get us to the power level we require for the World Domination engine. To actuate the valves, we chose the Jesel 1.7 ratio shaft rocker system designed specifically for the BMP cylinder heads. The specifications on the

Erson camshaft are; Intake lobe lift at .450” ground on a 108 center line, with 276 degrees of duration measured at .050” lift. The exhaust lobe lift is .430” with 282 degrees of duration measured at the same .050” lift. The naturally aspirated cams lobe separation angle is 108. The extra ratio on the Jesel rocker gives our Erson cams intake lobe .765” lift and exhaust lobe .731” lift measured at the valve. As mentioned in previous World Domination articles, throughout the pandemic many parts have been harder to get. Most of it is a supply chain issue, and some parts were several months wait. For example, when I heard the recommended head gasket for this build would be 6 months of wait time, I called up our friends at Clark Copper for a pair of their copper head gaskets. I sent them a copy of our bolt pattern and specifications and as promised, 10 days later they were in our hands! Thank you J.R. Clark! Using the copper head gasket requires the cylinder head surface to be

■ One of the many parts supplied by World Products/Erson Cams/PBM, this Super Sucker carburetor spacer, will give us the extra plenum volume required for our engine.

■ The World Domination engine looks great! The short list of parts to complete the package includes the external oiling system and crankcase vacuum pump system. Then just add spark and fuel and we should be there! machined for a wire installation, just one more machining task for the boys at KMS, thanks Mick! Now that we have overcome those challenges, we were able to finally install our Jesel shaft rocker system. First, I needed to establish correct rocker geometry by installing the Jesel one piece rocker stand at the correct height to verify the rocker roller tip contacts the valve in the correct position throughout camshaft lift. Wow, that was a mouth full! Jesel supplies shims for this task and it was easy to verify and install the correct shim. I wound up using the thickest shim to get my contact point to the near center with minimal movement

across the valve stem tip. Next up was to check the pushrod length, and with correct geometry already setup, it’s a snap. I turned the Jesel lash cup out 2 turns from seated position and turned a checking pushrod out to the length from the seated lifter to rocker arm cup, which measured up to a 9.050” pushrod length. We’re almost there! After checking, measuring and machining, checking and installing our long list of World Domination engine parts, it now looks like a complete race engine. We received the push rods, which again were a bit of a wait and were then able to install many of the remaining parts provided by PBM, such as valve cov-

ers, hardware, gaskets and small miscellaneous parts. Bill Mitchell Products The intake manifold, which BMP was custom fit by cutting https://billmitchellprodand welding a cast “oﬀ the ucts.com/ shelf ” intake manifold, has 386-957-3009 finally found its home atop Jesel the engine, as well. https://www.jesel.com/ Now we needed a serious 732-901-1800 fuel and air mixing device, PBM/Erson/World so we ordered an 1150cfm Products billet “Dominator” style http://www.pbm-erson. carb which only seems fitcom/ ting for the World Domi- Technical Support Lines: nation engine. Once we get Erson Cams a few more parts and piec800-641-7920 es in order, we’ll talk more PBM Performance 800-588-9608 about induction, valvetrain World Products and tuneup, and from there 877-630-6651 we’ll hit the engine dyno! Ross Racing Pistons Until then, have a great couple weeks out enjoying https://www.rosspistons. com/ your passion for horsepow(310) 536-0100 er! RPM

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july 2021 | RPM Magazine

here is no doubt that building a new car can be nerve racking and time consuming, but we’re determined and promise that this RED BULL build will not disappoint. Now that the car is home we are in full-on build mode, but finishing the build will be mostly a one-man operation (me) so while progress will be slow it will be steady. As they say, “slow and steady wins the race”. As mentioned last month, after re-

ceiving the complete chassis from the Chassis Doctor, she went straight to the paint booth for complete coating, just to prevent rust as the substantial humidity diﬀerence from Indiana to south Mississippi is staggering. Bare metal will rust in a matter of hours down south, so just as soon as the chassis reached its destination it had to be painted. Normally this wouldn’t be a big deal, however there was still a lot of work to be done before it was ready for the final chassis paint. Mul-

tiple parts and tabs need to be welded on, so it will need to be painted again once it’s finished. The shifter was the first thing mounted and required a few small bars and tabs to secure the shifter to the Doctor’s double frame rail. Next was mounting the electronics. We chose to mount the MSD Power Grid to the interior firewall for easy access and we can continue from there as we wire the rest of the car. The Induction Solutions progressive con-

The MSD Power Grid controls the ignition and provides various other power management duties. It is mounted close to the door on the firewall for easy access.

Induction solutions is the nitrous company of choice for this Vette. The bottle was attached to the chassis with 4 welded tabs.

Several removable parts were powder coated flat black in-house at Poole Speed.

WATCH IT RUN...CLICK HERE NOW!

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july 2021

The shifter went down pretty easy. A few bars and tabs attached to the double frame rail will do the job perfectly

Watch the Shannon “Big Dookie” Poole Crash Video

The brake pedal has been built - but before it can be finally mounted to the floor, the back ordered master cylinder needs to arrive. As you can see, within a few days of work, rust is already taking over. Oh that southern humidity!

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The original 1964 dash will be used in this build and required just a little bit of trimming to fit between the chassis bar

The seat frame is in the process of being built. Tabs will be welded to the seat frame once it’s finished so that it can be bolted down securely. troller required a few simple holes in the firewall and we mounted the bottle on the passenger side of the car so it can be reached from both the driver seat and easily by opening the passenger door. We were also able to tackle some interior work and to avoid drilling holes in the chassis tubing to mount 102

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the carbon interior panels, floor strips were welded so the carbon could be fastened to them. The factory 1964 Corvette dash had to be trimmed around the roll cage for a perfect fitment in the factory location. A chassis like this one requires steel flooring to be fully welded in on the driver side but we

As you can see, mounting the factory body tub and doors along with aftermarket front end is moving along well.

opted to match that on the passenger side, as well. The brake pedal was next and due to a lack of foot room, it had to be mounted directly to the steel floor so that the master cylinder would remain inside the car. The Ultra Carbon seat will be mounted with 3/8 tubing around the perimeter of the seat with tabs welded in

various places for strength. Underneath, all of the removable parts including the rear end, fourlink bars, anti-roll bar, the wish bone, motor and mid plates were powder coated in-house at Poole speed. Join us next month as we continue with our Red Bull rebuild right here in the pages of RPM MAG! RPM www.rpmmag.com

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ecently, I have been following some builds on social media that are, without question, very impressive. Short deadlines, lofty goals, parts flowing like Santa is on the payroll, and everyone under the sun working day and night. It is hard to question whether or not this is reality, because clearly it is getting done, but it is certainly not a “real world” reality. In other words, this is not the reality for most of us, and completely opposite of the way we handle our “real-time real-world” projects in RPM MAG where we show you the good, the bad and the ugly. I am not putting any of these builds down, rather I am encouraging people to see them for what they are, but at the same time use them as a resource and inspiration to get on your own projects. We all have our own race to run, limitations such as family, work, funds and so on.

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Unbelievably, it’s been 6 months since our last update to Project Acadian Revival, and it has flown by as if it were mere weeks. So let’s recap… After a move of both home and business mid-2020, we were working diligently to set both up and minimize the personal and financial impact. I mentioned that planning would be a larger part of the Acadian project from this point on and how I hoped to get in the seat by summer this year. With summer here and a shop full of work and more scheduled, that might not happen. Nonetheless we will press on. I also had an opportunity to unpack the car and unwrap the parts that we had moved with the car, and decided the plan from here would be to work from the firewall back, installing all the wiring components and wiring the car and so on. Basically, we are going to break the car down into areas and the area we are tackling first is inside the car

Mounting the large A/C box is the first step to mounting all the components under the dash. Keeping in mind all the other parts that will need to go in place. It isn’t an exact science but using CAD allows us to make changes quick. We needed to move the wiper motor from the outside to the inside of the car. The rod from the motor that spins between the hoses in the A/C box was particularly fun. We went through lots of test brackets! Everything looks easy, especially on social media. I want people to know that we are real people. We make changes, and lots of them, to make things right. I am fortunate to have the equipment I have and I know that too.

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I needed to secure the Ididit steering column and in keeping with the OEM theme we are after, I just copied the factory floor plate and deleted the unnecessary holes then added a tube to capture the base of the column.

from the firewall back. The reason for this is less than glorious, but it is the part of the job that requires a lot of thought and will ultimately aﬀect much of the rest of the build.

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So where are we now? mentioned in past articles, not want to just slap stuﬀ In between life and customer care, we’ve put some serious planning into wiring, but mostly trying to figure out how to put 10lbs of goodies in a 5lb bag. As I

this project of “getting it back on the road” has gone oﬀ the rails and needed to be reeled in. I started with mounting the largest item under the dash, the Vintage Air Genll evaporator module, which would then show me what space I had left to mount the rest of the many modules and components. The install went well and we were able to design and fabricate the necessary bracketry to mount it the way we needed it. The one thing I do not want to do is paint myself into a corner so to speak when it comes to wiring the car. When I service the car in the future, in particular the wiring, I don’t want to have to take the whole car apart. Having said this, I also do

anywhere and everywhere and make it all look like an afterthought. The one moving part under the dash, the wiper system, was next and it proved to be a “fun” exercise given the limited space and the rod from the motor that spins between the hoses in the A/C box. Again, this was a consideration we had when we were mounting the A/C. I think at last count I cut 11 brackets before I got it just the way I wanted. This is after I had already mounted it for a non A/C car. Another thing to keep in mind is that I was relocating it from the engine bay to a remote location under the dash so I could smooth the firewall. Murphy’s Law comes into play and something like

this just can’t be simple, right? The motor was mounted to the brake pedal/ steering column mount. It is a solid location and I will now have 7 speeds on the wipers with delay. I then made a mount for the base of the Ididit steering column. These cars come with a steering box and the steering shaft that the steering wheel attaches to is an integral part of the box. To fix that, in keeping with an OEM theme I whipped up a plate that fit the stock hole. Next was the Dakota Digital cruise control. I want to do tour style/endurance/drive and drag events so comfort is going to be important. Also, why not, I had parts kicking around anyways. You may think that I am just about done? Actually, not even close! When we were working our way through the wiring we were trying to figure out how many relays we needed, what circuits needed battery voltage and what needed ignition voltage. We decided because of the number of relays required we would swap out the conventional aftermarket wiring panel with a Bussman fuse/relay panel. This would allow me to keep all the relays and fuses in one area and split the circuits into battery and ignition. With this mounted, I am left with the MS3 Pro EFI module and its fuse/relay panel along with the various Dakota Digital modules. I am running out of space fast, but I have a plan that will require me to rewire the EFI harness to reroute circuits.

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I have also started to fill some of the factory firewall holes, mostly because there is something on the inside that needs to mount in that spot, so we will be pulling the motor out soon to finish filling the remainder of the holes. Next time we should see all the under-dash components mounted, firewall holes filled and the transmission tunnel welded. Simple, right? Sure, it’s just time and money….both of which we all have to work very hard to get. Remember though, one of those two we can’t make more of. RPM You can catch all of our past adventures with the Acadian Revival dating back to 2017 by visiting https:// rpm-mag.com then simply type Acadian in the Site search bar. All the past magazines containing Acadian articles will be displayed and you can click on any one of them and start reading! You will see our 408-inch LS engine build with an Eagle rotating assembly, the Hughes Powerglide transmission with Reid case and Gear Vendor Overdrive, the rear suspension with Calvert Racing and Wilwood brakes, our electrical system with CVR and their billet alternator, plus a whole lot more.

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Filling in the firewall holes is next. We have been working around the engine hoping not to have to pull it yet, but it’s time now that we know where everything is going to be placed.

There is more to wiring a car than using the YOLO approach. Some simple planning and understanding what you’re up against will reduce the number of steps you take backwards. I will still take a few back, but hopefully not as many. This Bussman power distribution center will allow us to keep all the fuses and relays in one area. Servicing the car should be fairly straightforward this way.

Step one was to blow the 6-month dust build up off the car, uncover it and transport it from home to the shop. Here’s a short video of it in a bay and ready for work. Full Walkaround of the Acadian

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Safety First

ello my fellow gearheads. The term “upgrade” implies to improve or to better something. In my Shop Talk column, it usually has to do with making more power, making something stronger, or finding a way to save some weight. This month we’ll talk about making things safer. I have heard people say this, and I not only say it, but believe it – “If I die racing my car, at least I went out doing something I am passionate about and live for.” Now I am willing to bet that 100% of you that just read that agree with me whole heartedly. Let’s take a step back and break this down to what really matters. Can we all agree that dying is not a good thing? Not to mention a sudden or unexpected death leaves your family with many questions and trauma. Besides, what will they do with your car and all of your tools? That is the real trauma. Unfortunately, the faster we make our cars, the more dangerous they become. Here is where most weekend enthusiasts make bad decisions. Situations like knowing your Uncle Ted has some scrap metal lying around his property

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and could weld you up a roll cage with his stick welder in a weekend. No disrespect to your Uncle Ted, but he is an accountant during the day. The old metal fencing he has laying around his property and the stick welder he found at garage sale are not going to help you at all when you hit the guardrail. In fact, it has been proven that a poorly built roll cage is even more deadly than not having one. Imagine you are now surrounded with poorly welded pieces of metal that form extremely sharp edges upon breaking. These sharp pieces of metal become amazing projectiles that will most certainly give your family something to remember you by. If you are thinking of getting a roll cage made for your car, make sure it meets all the criteria needed to compete in whatever sanctioning body you are racing in. If your sanctioning body does not have any guidelines, please visit the SFI website and find out what you need. Your next step is to use quality material whether it is mild steel or chromoly. Whatever you choose, make sure it meets the standards of your required certification. The last but most important

july 2021 | RPM Magazine

I needed to find a way to mount the fire suppression release handles without welding tabs in my completely finished interior. I love design mode and finding solutions.

I had some aluminum lying around and decided to use it to make a home for the release levers. After a quick polish it looked pretty good for a last minute upgrade.

All harnesses have an expiration date stamped on them. Quality manufacturers like G-Force will use an extremely easy to see and read system.

Here is what the new harness looks like installed. Form, function, and killer looks all in one system.

Here is the location I decided to mount the handles at. I used a sprinkler pipe hanger to mount my custom bracket to the rollcage. This handy little trick saved me from having to weld some tabs in my finished interior.

step is to have it fabricated by a real fabricator, not an accountant that welds on the weekends. I know it will cost more money but life is priceless. The tools that are necessary to build a custom roll cage are extremely expensive, not to mention the years of experience and expertise a seasoned fabricator brings into the mix. To be fair, just because your fabricator’s brother Bob is good with numbers doesn’t mean he should get his shops taxes done by him, even though he has a real adding machine. He should be using your Uncle Ted. This takes us to another important part of your car that needs safety certification. Your seatbelts or safety harness. The SFI website has some really solid information on safety belts and how long they last. After reviewing years of actual data they have deemed it mandatory to have your belts recertified every two years. I have worked closely with the amaz-

ing people at G-Force Racing Gear ever since I began building Big Red and know that their products are held to the highest safety standards. I had a unique opportunity to meet with every major harness manufacturer at SEMA one year and not only learned a lot about harnesses, but about the company’s vision and overall customer service. At the end of the day I was convinced that I was going to partner with G-Force Racing Gear and trust them with keeping me safe. Besides choosing the harness that best meets your needs and safety requirements, a common mistake I encounter frequently is that many people don’t know how to properly secure their harness to their cage. I will include some photos of the steps necessary to correctly web a harness. The next level of safety takes me to the quick release steering wheel. Most people think its sole purpose is to help

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Not all quick releases are the same... us get in and out of our car easier as we get older and wider. While this may be true to some extent, it is not its most important function. Steering columns are designed to crush and absorb impact so the column does not push forward into the driver and crush their chest. If yours does not, please look into this. The quick release enables a first responder to gain more access to you without the use of cutting tools. Not all quick releases are the same and quite honestly some are extremely dangerous. I have heard my share of stories from racers whose steering wheels came oﬀ while racing. You should not overlook a quality window net, as well and I used a G-Force window net as well. There are many ways to attach a net to your vehicle, but in my opinion McCamis has perfected the design. His system is not only stronger, but easier for the first responder to work with. Do yourself a favor and watch the video he made on this subject: https://www.youtube. com/watch?v=Ii9rfBqSLGQ A window net will not only keep you inside in the event of losing your window or door, but it will also keep large objects from coming inside the cockpit. When it comes to fire suppression, hopefully all of you have at least a small fire extinguisher that is safely mounted and within reach from the driver’s seat. I recently witnessed a friend’s car burn to the ground because he could not get out of his vehicle fast enough to put the engine fire out. I cried with him as he not only lost his pride and joy, but a fortune 112

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Here is the location of my engine bay bottle. The cockpit bottle will be mounted on the other side of the car. Note the charge and the fill date on the bottle.

The interior from another angle. There was no way I was going to risk welding, sanding, and painting some tabs and brackets. I just wanted it to be done... at least for now.

of hard earned money and sacrifice. I had a small extinguisher mounted on my roll cage, but after that I decided to purchase a fire suppression system. Before you get scared of that fancy term and relate it to being expensive, I assure you they make systems from single nozzles all the way to 8 nozzles and more. I have an extremely limited budget and found a system for just over $200 that gave me 2 nozzles, a 2.25 liter bottle, and all of the hardware necessary to make it work. I wanted my bottle to mount to my cage and found a quick release system that attaches one side of the bracket to my cage and the other to the bottle. I also had a friend who I swapped a wiring job for a single nozzle system and another 2.25 liter bottle with and I use the 2-nozzle system for the engine bay and mounted the nozzles on each side of the engine. The single nozzle system I have mounted on the cockpit facing me. I have two handles to choose from so if there is an engine fire, I do not have to make a mess in my interior and vice versa. This safety feature is very easy to install and extremely aﬀordable. I even told my brother that I will not do any more fabrication on his custom mud truck unless he agrees to purchase one. The last bit of safety I want to discuss in this article is your clothing. A fire suit may be hot and heavy, but 2nd or 3rd degree burns, or burning to death is a

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Here are some pictures showing the individual steps to properly web a harness. If this is not helpful, be sure to click on the link to watch the short video I made... lot worse. Make sure you do not make your purchase based on money. Get a fire suit that will protect you. Also get fire retardant undergarments in the process. One more layer of protection will give you more time in the event you need it. Helmets, gloves, and neck braces should not be overlooked or 114

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purchased simply because they look you line up against someone with cool. Take the time to research this your ride. Be smart and be safe. Live area and choose the products that to race another day. will protect you over their cool factor. Until then – You already know you shouldn’t Keep wrenching, run with scissors in your hand or touch a hot stove. That old saying, “safety first” should come first before

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